engine selection guide

Engine Selection Guide

Two-stroke MC/MC-C Engines

This book describes the general technical features of the MC Programme

This Engine Selection Guide is intended as a ‘tool’ for assistance in the initialstages of a project.

As differences may appear in the individual suppliers’ extent of delivery, pleasecontact the relevant engine supplier for a confirmation of the actual execution andextent of delivery.

For further informatoin see the Project Guide for the relevant engine type.

This Engine Selection Guide, the most of the Project Guides and the ‘Extent ofDelivery’ are available on a CD ROM and can also be found at the Internet addresswww.manbw.dk under ‘Libraries’.

The data and other information given is subject to change without notice.

6th EditionJanuary 2002

Contents:

Engine Design 1

Engine Layout and Load Diagrams, SFOC 2

Turbocharger Choice 3

Electricity Production 4

Installation Aspects 5

Auxiliary Systems 6

Vibration Aspects 7

MAN B&W Diesel A/S Engine Selection Guide, MC Programme

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1

Subject Page

1 Engine DesignEngine data, engine power 1.01-1.02

Power and speed, K98MC, K98MC-C, S90MC-C, L90MC-C 1.03

Power and speed, K90MC, K90MC-C, S80MC-C, S80MC, L80MC 1.04

Power and speed, K80MC-C, S70MC-C, S70MC, L70MC-C, L70MC 1.05

Power and speed, S60MC-C, S60MC, L60MC-C, L60MC, S50MC-C 1.06

Power and speed, S50MC, L50MC, S46MC-C, S42MC, L42MC 1.07

Power and speed, S35MC, L35MC, S26MC 1.08

Fuel and lubricating oil consumption 1.09-1.15

Engine cross section, K98MC 1.16

Engine cross section, S80MC 1.17

Engine cross section, S70MC-C 1.18


Engine cross section, S50MC-C 1.20

Engine cross section, L42MC 1.21


2 Engine Layout and Load Diagrams, SFOCPropulsion and engine running points 2.01-2.04

Engine layout diagram 2.05-2.06

Optimising point 2.07

Load diagram 2.08-2.10

Examples of use of the load diagram 2.10-2.18

Emission control 2.19

Specific fuel oil consumption 2.20-2.21

SFOC, K98MC, K98MC-C 2.22-2.23

SFOC, S90MC-C 2.24-2.25

SFOC, K90MC-C, K80MC-C, L70MC-C, L60MC-C 2.26-2.27

SFOC, L90MC-C, K90MC, S80MC-C, S80MC, L80MC, S70MC-C, S70MC, L70MC,S60MC-C, S60MC, L60MC, S50MC-C, S50MC, L50MC 2.28-2.29

SFOC, S46MC-C, S42MC, L42MC, S35MC, L35MC, S26MC 2.30-2.31

Example SFOC 6S60MC-C 2.32

Fuel consumption at an arbitrary load 2.33

Contents

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Subject Page

3 Turbocharger ChoiceTurbocharger types 3.01

MAN B&W high efficiency turbochargers, type TCA 3.02

MAN B&W high efficiency turbochargers, type NA 3.03

ABB high efficiency turbochargers, type TPL 3.04

ABB high efficiency turbochargers, type VTR 3.05

Mitsubishi high efficiency turbochargers 3.06

MAN B&W conventional turbochargers, type TCA 3.07

MAN B&W conventional turbochargers, type NA 3.08

ABB conventional turbochargers, type TPL 3.09

ABB conventional turbochargers, type VTR 3.10

Mitsubishi conventional turbochargers 3.11

Turbocharger exhaust gas by-pass system 3.12

Exhaust gas reciever with variable by-pass 3.12

Exhaust gas reciever with total by-pass flange and blank counter flange 3.12

Turbocharger cut-system 3.12

Engine with selective catalytic reduction system (SCR) 3.13-3.14

4 Electricity ProductionPower Take Off (PTO) 4.01

Types of PTO 4.02

Designation of PTO 4.03

PTO/RCF 4.04-4.06

Arrangement of PTO/RCF 4.07

Preparation on engine for PTO/RCF 4.08-4.09

Lubricating oil system for PTO/RCF 4.10

DMG/CFE generators 4.11-4.13

Power Take Off/Gear Constant Ratio, BW IV/GCR 4.14

Auxiliary propulsion system/Take Home System 4.15-4.16

Power Take Off/Gear Constant Ratio, BW II/GCR 4.16

Holeby GenSets, L16/24 4.17-4.18


Holeby GenSets, L23/30H 4.21-4.22




2


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Subject Page

5 Installation Aspects5.01 Space requirements and overhaul heights 5.01.01-5.01.06

5.02 Engine outlin, galleries and pipe connections 5.02.01

5.03 Engine seating and holding down bolts 5.03.01-5.03.02

5.04 Engine top bracings 5.04.01-5.04.06

5.05 MAN B&W controllable pitch propeller (CPP), remote control and earthing device 5.05.01-5.05.12

6 Auxiliary Systems6.01 List of capacities for engines fulfilling IMO NOx emission limitations 6.01.01

Cooling water systems 6.01.01

Heat radiation 6.01.01

List of capacities, K98MC 6.01.02-6.01.03

List of capacities, K98MC-C 6.01.04-6.01.05

List of capacities, S90MC- C 6.01.06-6.01.07

List of capacities, L90MC-C 6.01.08-6.01.09



List of capacities, S80MC-C 6.01.14-6.01.15

List of capacities, S80MC 6.01.16-6.01.17

List of capacities, L80MC 6.01.18-6.01.19


















3

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Subject Page


Capacities of starting air receivers and compressors 6.01.56-6.01.60

Auxiliary system capacities for derated engines 6.01.61-6.01.64

Freshwater generator 6.01.65-6.01.67

Calculation of exhaust gas amount and temperature 6.01.67-6.01.72

Basic symbols for piping 6.01.73-6.01.75

6.02 Fuel oil system 6.02.01-6.02.06

6.03 Lube oil system 6.03.01-6.03.02

6.04 Cylinder lubricating oil system 6.04.01-6.04.04

6.05 Stuffing box drain oil system 6.05.01-6.05.02

6.06 Cooling water systems 6.06.01-6.06.05

Seawater cooling system 6.06.02-6-06.03

Jacket cooling water system 6.06.04-6.06.05

6.07 Central cooling water system 6.07.01-6.07.03

6.08 Starting and control air system 6.08.01-6.08.02

6.09 Scavenge air system 6.09.01-6.09.04

6.10 Exhaust gas system 6.10.01-6.10.04

6.11 Manoeuvring system 6.11.01-6.11.05

7 Vibration AspectsExternal unbalanced moments 7.01

First order moments on 4-cylinder engines 7.02-7.03

Second order moments on 4, 5, 6-cylinder engines 7.04-7.05

Power related unbalance 7.06-7.08

Guide force moments 7.09-7.10

Top bracing 7.09

Axial vibrations 7.11

Torsional vibrations 7.11-7.12

External forces, K98MC, K98MC-C 7.13-7.14

External forces, S90MC-C, L90MC-C, K90MC, K90MC-C 7.15-7.18

External forces, S80MC-C, S80MC, L80MC, K80MC-C 7.19-7.22

External forces, S70MC-C, S70MC, L70MC-C, L70MC 7.23-7.26


External forces, S50MC-C, S50MC, L50MC 7.31-7.33

External forces, S46MC-C, L42MC, L42MC 7.34-7.36

External forces, S35MC, L35MC, S26MC 7.37-7.39

4


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Subject Page

A ABB conventional turbochargers, type TPL 3.09

ABB conventional turbochargers, type VTR 3.10

ABB high efficiency turbochargers, type TPL 3.04

ABB high efficiency turbochargers, type VTR 3.05

Air cooler cleaning 6.09.02

Alpha MAN B&W cylinder lubrication system 6.04.02

Alphatronic 2000, remote control system 5.05.09

Arrangement of PTO/RCF 4.07

Auxiliary blowers 6.09.02

Auxiliary engines, Holeby GenSets 4.17-4.28

Auxiliary propulsion system/Take Home System 4.15-4.16

Auxiliary system capacities for derated engines 6.01.61-6.01.64

Axial vibrations 7.11

B Basic symbols for piping 6.01.73-6.01.75

BW II 4.14

BW III 4.04-4.10

BW IV 4.14-4.15

C Calculation of exhaust gas amount and temperature 6.01.67-6.01.72

Capacity, lists 6.01.01

Capacities of starting air receivers and compressors 6.01.56-6.01.60

Central cooling water system 6.07.01-6.07.03

Centrifuges, lube oil 6.03.02

Constant Frequency Electrical 4.11-4.13

Constant speed lines 2.04

Continuous operating limits 2.08

Continuous service rating 2.07

Control air, starting air system 6.08.01-6.08.02

Control room console 6.11.02

Controllable pitch propeller (CPP), MAN B&W 5.05.01-5.05.04

Cooling water system 6.06.01-6.06.05

5

Index

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Subject Page

Cooling water systems 6.01.01

Cylinder lubrication 6.04.01

Cylinder oil feed rates 6.04.01

Cylinder oils 6.04.01

D Data sheet for propeller 5.05.05-5.05.06

Derated engines, calculations 6.01.61-6.01.64

Designation of PTO 4.03

Directly Mounted Generators 4.11-4.13

DMG/CFE generators 4.11-4.13

E Earthing device 5.05.11-5.05.12

Emission control 2.19

Engine cross sections 1.16-1.22

Engine data, engine power 1.01-1.02

Engine layout diagram 2.05-2.06

Engine margin 2.02

Engine masses 5.01.01, 5.01.02-5.01.04

Engine programme, layout diagrams 2.06

Engine seating, arrangement of holding down bolts 5.03.01, 5.03.02

Engine side manoeuvring console 6.11.02

Examples of use of the load diagram 2.10-2.18

Example SFOC 6L60MC-C 2.32

Exhaust gas boiler 6.10.03

Exhaust gas silencer 6.10.04

Exhaust gas, calculation 6.01.67-6.01.72

Exhaust gas system on engine 6.10.01

External forces, K98MC, K98MC-C 7.13-7.14

External forces, S90MC-C, L90MC-C, K90MC, K90MC-C 7.15-7.18

External forces, S80MC-C, S80MC, L80MC, K80MC-C 7.19-7.22

External forces, S70MC-C, S70MC, L70MC-C, L70MC, 7.23-7.26


External forces, S50MC-C, S50MC, L50MC 7.31-7.33

External forces, S46MC-C, L42MC, L42MC 7.34-7.36

External forces, S35MC, L35MC, S26MC 7.37-7.39

External unbalanced moments 7.01

6


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Subject Page

F Feed rates, cylinder oil 6.04.01

Fire extinguishing system 6.09.04

First order moments on 4-cylinder engines 7.02-7.03

Fixed pitch propeller 6.11.02

Flushing of lubricating oil system 6.03.02

Freshwater generator 6.01.65-6.01.67

Fuel and lubricating oil consumption 1.09-1.15

Fuel consumption at an arbitrary load 2.33

Fuel Oils 6.02.04

Fuel oil system 6.02.01-6.02.04

G Governors 6.11.01

Guide force moments 7.09-7.10

H Heat radiation 6.01.01

Heavy fuel oils 6.02.04







Hydraulic top bracing 5.04.02, 5.04.04-5.04.06

I Influence propeller diameter/pitch 2.03

IMO NOx emission limitations 2.19

J Jacket cooling water system 6.06.04-6.06.05

L Layout diagram 2.05-2.06

List of capacities for engines fulfilling IMO NOx emission limitations 6.01.01-6.01.72









7

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Load diagram 2.08-2.10

Lubricating oils 6.03.02

Lubricating oils for cylinders 6.04.01

Lubricating oil centrifuges 6.03.02

Lubricating oil system 6.03.01-6.03.02

Lubricating oil system for PTO/RCF 4.10

M MAN B&W Alpha cylinder lubrication system 6.04.01

MAN B&W conventional turbochargers 3.07-3.08

MAN B&W high efficiency turbochargers 3.02-3.03

Manoeuvring diagram, 98, 90, 80-types 6.11.03

Manoeuvring diagram, 70, 60-types 6.11.04

Manoeuvring diagram, 50, 46, 42, 35, 26-types 6.11.05

Manoeuvring system 6.11.01-6.11.05

MC programme, layout diagrams 2.06

Mechanical cylinder lubricators, Hans Jensen 6.04.03

Mechanical top bracing 5.04.01

Mitsubishi conventional turbochargers 3.10

Mitsubishi high efficiency turbochargers 3.06

8


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Subject Page

O Optimising point 2.07

Overhaul of engine 5.01.01-5.01.05

Overload operation limits 2.08

P Piston rod stuffing box drain oil system 6.05.01-6.05.02

Power and speed, K98MC, K98MC-C, S90MC-C, L90MC-C 1.03

Power and speed, K90MC, K90MC-C, S80MC-C, S80MC, L80MC 1.04

Power and speed, K80MC-C, S70MC-C, S70CM, L70CM-C, L70MC 1.05

Power and speed, S60MC-C, S60MC, L60MC-C, L60MC, S50MC-C 1.06

Power and speed, S50MC, L50MC, S46MC-C, S42MC-C, L42MC 1.07

Power and speed, S35MC, L35MC, S26MC 1.08

Power related unbalance 7.06-7.08

Power Take Home system 4.16

Power Take Off (PTO) 4.01

Power Take Off/Gear Constant Ratio, BW IV/GSR 4.14

Power Take Off/Gear Constant Ratio, BW II/GCR 4.14

Preparation on engine for PTO/RCF 4.08-4.09

Pressurised fuel oil system 6.02.01

Propeller clearance (CPP) 5.05.06

Propeller design point 2.01

Propeller diameter / pitch, influence 2.03

Propulsion control system (CPP) 5.05.10

Propulsion and engine running points 2.01-2.04

PTO/RCF 4.04-4.06

R Remote control system (CPP) 5.05.09

Renk Constant Frequency 4.04-4.10

S Scavenge air system 6.09.01-6.09.04

Sea margin at heavy weather 2.01

Seawater cooling system 6.06.01

Second order moments on 4, 5, 6-cylinder engines 7.04-7.05

Servo oil system (CPP) 5.05.07

SFOC, K98MC, K98MC-C 2.22-2.23

SFOC, S90MC-C 2.24-2.25

SFOC, K90MC-C, K80MC-C, L70MC-C, L60MC-C 2.26-2.27

SFOC, L90MC-L, K90MC, L50-80MC, S50-80MC-C, S50-80MC 2.28-2.29

SFOC, S46MC-C, S/L42MC, S/L35MC, S26MC 2.30-2.31

SFOC at an arbitrary load 2.33

9

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Subject Page

SFOC, guarantee 2.21

SFOC, reference conditions 2.21

Shut down system 6.11.01

Slow turning 6.11.01

Space requirements for the engine 5.01.01-5.01.05

Spark arrester for exhaust gas 6.10.04

Specific fuel oil consumption 2.20-2.21

Specified MCR 2.05

SCR engine with selective catalytic reduction system 3.13

Symbols for piping 6.01.73-6.01.75

Starting and control air system 6.08.01-6.08.02

Stuffing box drain oil system 6.05.01-6.05.02

T Top bracing design 5.04.01-5.04.06

Top bracing, vibration aspects 7.09

Torsional vibrations 7.11-7.12

Total by-pass for emergency running 3.12

Turbocharger arrangement 6.10.01

Turbocharger cut-out system 3.12

Turbocharger types 3.01

Types of PTO 4.02

U Uni-lubricating oil system 6.06.01-6.03.02

V Valve for partial by-pass 3.12

VIT, engines with / without 2.07

W Water mist catcher 6.09.02

10

Engine Design 1

1 Engine Data

Engine Power

Engine power is specified in both kW and BHP, inrounded figures, for each cylinder number and lay-out points L1, L2, L3 and L4:

L1 designates nominal maximum continuous rating(nominal MCR), at 100% engine power and 100%engine speed.

L2, L3 and L4 designate layout points at the otherthree corners of the layout area, chosen for easy ref-erence.

Overload corresponds to 110% of the power atMCR, and may be permitted for a limited period ofone hour every 12 hours.

The table (Fig. 1.03) contains data regarding the en-gine power and speed of the MC Programme of theengines.

The engine power figures given in the tables remainvalid up to tropical conditions at sea level, ie.:

Blower inlet temperature . . . . . . . . . . . . . . . . 45 °CBlower inlet pressure . . . . . . . . . . . . . . . 1000 mbarSeawater temperature . . . . . . . . . . . . . . . . . . 32 °C

Specific fuel oil consumption (SFOC)

Specific fuel oil consumption values refer to brakepower, and the following reference conditions:

ISO 3046/1-1995:Blower inlet temperature . . . . . . . . . . . . . . . . 25 °CBlower inlet pressure . . . . . . . . . . . . . . . 1000 mbarCharge air coolant temperature. . . . . . . . . . . 25 °CFuel oil lower calorific value . . . . . . . . 42,700 kJ/kg

(10,200 kcal/kg)

Although the engine will develop the power speci-fied up to tropical ambient conditions, specific fueloil consumption varies with ambient conditions andfuel oil lower calorific value. For calculation of thesechanges, see section 2.

SFOC guarantee

The figures given in this project guide represent thevalues obtained when the engine and turbochargerare matched with a view to obtaining the lowestpossible SFOC values and fulfilling the IMO NOxemission limitations.

The Specific Fuel Oil Consumption (SFOC) is guar-anteed for one engine load (power-speed combina-tion), this being the one in which the engine is opti-mised.

The guarantee is given with a margin of 5%.

As SFOC and NOx are interrelated parameters, anengine offered without fulfilling the IMO NOx limita-tions is subject to a tolerance of only 3% of theSFOC.

Lubricating oil data

The cylinder oil consumption figures stated in thetables are valid under normal conditions.During running-in periods and under special condi-tions, feed rates of up to 1.5 times the stated valuesshould be used.


430100 400 198 28 82

1.01

Fig. 1.01: Layout diagram for engine power and speed

Speed

L2

L1

L3

L4

Power

The engine types of the MC programme areidentified by the following letters and figures

430100 400 198 28 82


1.02

Fig. 1.01: Engine type designation

L 60 MC

Diameter of piston in cm

Stroke/bore ratio

Engine programme

C Compact engine, if applicable

S Super long stroke approximately 4.0

L Long stroke approximately 3.3

K Short stroke approximately 2.8

- C6

Number of cylinders

Design

ConceptC Camshaft controlled

E Electronically controlled

Mk 7

Mark: engine version


430100 400 198 28 82

1.03

Power kWBHP

Enginetype

Layoutpoint

Enginespeed

Meaneffectivepressure

Number of cylinders

r/min bar 6 7 8 9 10 11 12 13 14

K98MC L1 94 18.2 3432046680

4004054460

4576062240

5148070020

5720077800

6292085580

6864093360

74360101140

80080108920

Bore980 mm

L2 94 14.6 27540 32130 36720 41310 45900 50490 55080 59670 64260

Stroke2660 mm

L3 84 18.2 30660 35770 40880 45990 51100 56210 61320 66430 71540

L4 84 14.6 24600 28700 32800 36900 41000 45100 49200 53200 57400

K98MC-C L1 104 18.2 3426046560

3997054320

4568062080

5139069840

5710077600

6281085360

6852093120

74230100880

79940108640

Bore980 mm

L2 104 14.6 27480 32060 36640 41220 45800 50380 54960 59540 64120

Stroke2400 mm

L3 94 18.2 30960 36120 41280 46440 51600 56760 61920 67080 72240

L4 94 14.6 24840 28980 33120 37260 41400 45540 49680 53820 57960

S90MC-C L1 76 19.0 2934039900

3423046550

3912053200

4401059850

Bore900 mm

L2 76 15.2 23520 27440 31360 35280

Stroke3188 mm

L3 61 19.0 23580 27510 31440 35370

L4 61 15.2 18840 21980 25120 28260

L90MC-C L1 83 19.0 2928039780

3416046410

3904053040

4392059670

4880066300

5368072930

5856079560

Bore900 mm

L2 83 12.2 18870 21910 25040 28170 31300 34430 37560

Stroke2916 mm

L3 62 19.0 21840 25480 29120 32760 36400 40040 43680

L4 62 12.2 14040 16380 18720 21060 23400 25740 28080

Fig. 1.03a: Power and speed

178 46 78-9.1

430100 400 198 28 82


1.04

PowerkWBHP

Enginetype

Layoutpoint

Enginespeed


Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

K90MC L1 94 18.0 1828024880

2285031100

2742037320

3199043540

3656049760

4113055980

4570062200

5027068420

5484074640

Bore900 mm

L2 94 11.5 11680 14600 17520 20440 23360 26280 29200 32120 35040

Stroke2550 mm

L3 71 18.0 13840 17300 20760 24220 27680 31140 34600 38060 41520

L4 71 11.5 8840 11050 13260 15470 17680 19890 22100 24310 26520

K90MC-C L1 104 18.0 2742037260

3199043470

3656049680

4113055890

4570062100

5027068310

5484074520

Bore900 mm

L2 104 14.4 21900 25550 29200 32850 36500 40150 43800

Stroke2300 mm

L3 89 18.0 23460 27370 31280 35190 39100 43010 46920

L4 89 14.4 18780 21910 25040 28170 31300 34430 37560

S80MC-C L1 76 19.0 2328031680

2716036960

3104042240

Bore800 mm

L2 76 12.2 14880 17360 19840

Stroke3200 mm

L3 57 19.0 17460 20370 23280

L4 57 12.2 11160 13020 14880

S80MC L1 79 18.0 1456019800

1820024750

2184029700

2548034650

2912039600

3276044550

3640049500

4004054450

4368059400

Bore800 mm

L2 79 11.5 9320 11650 13980 16310 18640 20970 23300 25630 27960

Stroke3056 mm

L3 59 18.0 10880 13600 16320 19040 21760 24480 27200 39920 32640

L4 59 11.5 6960 8700 10440 12180 13920 15660 17400 19140 20880

L80MC L1 93 18.0 1456019760

1820024700

2184029640

2548034580

2912039520

3276044460

3640049400

Bore800 mm

L2 93 11.5 9280 11600 13920 16240 18560 20880 23200

Stroke2592 mm

L3 70 18.0 10960 13700 16440 19180 21920 24660 27400

L4 70 11.5 7000 8750 10500 12250 14000 15750 17500

Fig. 1.03b: Power and speed

178 46 78-9.1

430100 400 198 28 82

MAN B&W Diesel A/S Engine Selection Guide

1.05

PowerkWBHP

Enginetype

Layoutpoint

Enginespeed


Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

K80MC-C L1 104 18.0 2166029400

2527034300

2888039200

3249044100

3610049000

3971053900

4332058800

Bore800 mm

L2 104 14.4 17340 20230 23120 26010 28900 31790 34680

Stroke2300 mm

L3 89 18.0 18540 21630 24720 27810 30900 33990 37080

L4 89 14.4 14820 17290 19760 22230 24700 27170 29640

S70MC-C L1 91 19.0 1244016880

1555021100

1866025320

2177029540

2488033760

Bore700 mm

L2 91 12.2 7960 9950 11940 13930 15920

Stroke2800 mm

L3 68 19.0 9280 11600 13920 16240 18560

L4 68 12.2 5960 7450 8940 10430 11920

S70MC L1 91 18.0 1124015280

1405019100

1686022920

1967026740

2248030560

Bore700 mm

L2 91 11.5 7160 8950 10740 12530 14320

Stroke2674 mm

L3 68 18.0 8400 10500 12600 14700 16800

L4 68 11.5 5360 6700 8040 9380 10720

L70MC-C L1 108 19.0 1244016880

1555021100

1866025320

2177029540

2488033760

Bore700 mm

L2 108 15.2 9920 12400 14880 17360 19840

Stroke2360 mm

L3 91 19.0 10480 13100 15720 18340 20960

L4 91 15.2 8360 10450 12540 14630 16720

L70MC L1 108 18.0 1132015360

1415019200

1698023040

1981026880

2264030720

Bore700 mm

L2 108 11.5 7240 9050 10860 12670 14480

Stroke2268 mm

L3 81 18.0 8480 10600 12720 14840 16960

L4 81 11.5 5440 6800 8160 9520 10880

Fig. 1.03c: Power and speed

178 46 78-9.1

430100 400 198 28 82


1.06

PowerkWBHP

Enginetype

Layoutpoint

Enginespeed


Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

S60MC-C L1 105 19.0 904012280

1130015350

1356018420

1582021490

1808024560

Bore600 mm

L2 105 12.2 5800 7250 8700 10150 11600

Stroke2400 mm

L3 79 19.0 6800 8500 10200 11900 13600

L4 79 12.2 4360 5450 6540 7630 8720

S60MC L1 105 18.0 816011120

1020013900

1224016680

1428019460

1632022240

Bore600 mm

L2 105 11.5 5200 6500 7800 9100 10400

Stroke2292 mm

L3 79 18.0 6160 7700 9240 10780 12320

L4 79 11.5 3920 4900 5880 6860 7840

L60MC-C L1 123 19.0 892012120

1115015150

1338018180

1561021210

1784024240

Bore600 mm

L2 123 15.2 7120 8900 10680 12460 14240

Stroke2022 mm

L3 105 19.0 7600 9500 11400 13300 15200

L4 105 15.2 6080 7600 9120 10640 12160

L60MC L1 123 17.0 768010400

960013000

1152015600

1344018200

1536020800

Bore600 mm

L2 123 10.9 4920 6150 7380 8610 9840

Stroke1944 mm

L3 92 17.0 5720 7150 8580 10010 11440

L4 92 10.9 3680 4600 5520 6440 7360

S50MC-C L1 127 19.0 63208600

790010750

948012900

1106015050

1264017200

Bore500 mm

L2 127 12.2 4040 5050 6060 7070 8080

Stroke2000 mm

L3 95 19.0 4720 5900 7080 8260 9440

L4 95 12.2 3040 3800 4560 5320 6080

Fig. 1.03d: Power and speed

178 46 78-9.1


430100 400 198 28 82

1.07

PowerkWBHP

Enginetype

Layoutpoint

Enginespeed


Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

S50MC L1 127 18.0 57207760

71509700

858011640

1001013580

1144015520

Bore500 mm

L2 127 11.5 3640 4550 5460 6370 7280

Stroke1910 mm

L3 95 18.0 4280 5350 6420 7490 8560

L4 95 11.5 2720 3400 4080 4760 5440

L50MC L1 148 17.0 53207240

66509050

798010860

931012670

1064014480

Bore500 mm

L2 148 10.9 3440 4300 5160 6020 6880

Stroke1620 mm

L3 111 17.0 4000 5000 6000 7000 8000

L4 111 10.9 2560 3200 3840 4480 5120

S46MC-C L1 129 19.0 52407140

65508925

786010710

917012495

1048014280

Bore460 mm

L2 129 15.2 4200 5250 6300 7350 8400

Stroke1932 mm

L3 108 19.0 4400 5500 6600 7700 8800

L4 108 15.2 3520 4400 5280 6160 7040

S42MC L1 136 19.5 43205880

54007350

64808820

756010290

864011760

972013230

1080014700

1188016170

1296017640

Bore420 mm

L2 136 15.6 3460 4325 5190 6055 6920 7785 8650 9515 10380

Stroke1764 mm

L3 115 19.5 3660 4575 5490 6405 7320 8235 9150 10065 10980

L4 115 15.6 2920 3650 4380 5110 5840 6570 7300 8030 8760

L42MC L1 176 18.0 39805420

49756775

59708130

69659485

796010840

895512195

995013550

1094514905

1194016260

Bore420 mm

L2 176 14.4 3180 3975 4770 5565 6360 7155 7950 8745 9540

Stroke1360 mm

L3 141 18.0 3180 3975 4770 5565 6360 7155 7950 8745 9540

L4 141 14.4 2560 3200 3840 4480 5120 5760 6400 7040 7680

Fig. 1.03e: Power and speed

178 46 78-9.1

430100 400 198 28 82


PowerkWBHP

Enginetype

Layoutpoint

Enginespeed


Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

S35MC L1 173 19.1 29604040

37005050

44406060

51807070

59208080

66609090

740010100

814011110

888012120

Bore350 mm

L2 173 15.3 2380 2975 3570 4165 4760 5355 5950 6545 7140

Stroke1400 mm

L3 147 19.1 2520 3150 3780 4410 5040 5670 6300 6930 7560

L4 147 15.3 2020 2525 3030 3535 4040 4545 5050 5555 6060

L35MC L1 210 18.4 26003540

32504425

39005310

45506165

52007080

58507965

65008850

71509735

780010620

Bore350 mm

L2 210 14.7 2080 2600 3120 3640 4160 4680 5200 5720 6240

Stroke1050 mm

L3 178 18.4 2200 2750 3300 3850 4400 4950 5500 6050 6600

L4 178 14.7 1760 2200 2640 3080 3520 3960 4400 4840 5280

S26MC L1 250 18.5 16002180

20002725

24003270

28003815

32004360

36004905

40005450

44005995

48006540

Bore260 mm

L2 250 14.8 1280 1600 1920 2240 2560 2880 3200 3520 3840

Stroke980 mm

L3 212 18.5 1360 1700 2040 2380 2720 3060 3400 3740 4080

L4 212 14.8 1080 1350 1620 1890 2160 2430 2700 2970 3240

Fig. 1.03f: Power and speed

1.08

178 46 78-9.1


430 100 100 198 28 83

Specific fuel oilconsumption

g/kWhg/BHPh Lubricating oil consumption

With high efficiency turbochargers System oilApprox.

kg/cyl. 24h

Cylinder oilg/kWhg/BHPhAt load layout point 100% 80%

K98MCandK98MC-C

L1171126 165

7.5-11

Hans JensenMechanical

cyl. lubricator

MAN B&WAlpha cyl.lubricator

L2 162 158

0.8-1.20.6-0.9

0.7-1.10.5-0.8L3 171 165

L4 162 158

S90MC-C L1167123 164

7-10 0.95-1.50.7-1.1

0.95-1.50.7-1.1

L2 160 157

L3 167 164

L4 160 157

L90MC-C L1167123 164

7-10 0.8-1.20.6-0.9

0.7-1.10.5-0.8

L2 155 153

L3 167 164

L4 155 153

K90MC L1171126 168

7-10 0.8-1.20.6-0.9

0.7-1.10.5-0.8

L2 159 157

L3 171 168

L4 159 157

Fig. 1.04a: Fuel and lubricating oil consumption

1.09

178 46 79-2.1

430 100 100 198 28 83


1.10



With high efficiency turbochargers System oilApprox.

kg/cyl. 24h


K90MC-CL1

171126 168

7-10


cyl. lubricator


L2 164 161

0.8-1.20.6-0.9

0.7-1.10.5-0.8L3 171 168

L4 164 161

S80MC-C L1167123 164

6-9 0.95-1.50.7-1.1

0.95-1.50.7-1.1

L2 155 153

L3 167 164

L4 155 153

S80MC L1167123 164

6-9 0.95-1.50.7-1.1

0.95-1.50.7-1.1

L2 155 153

L3 167 164

L4 155 153

L80MC L1174128 171

6-9 0.8-1.20.6-0.9

0.7-1.10.5-0.8

L2 162 160

L3 174 171

L4 162 160

Fig. 1.04b: Fuel and lubricating oil consumption178 46 79-2.1


430 100 100 198 28 83



With conventionalturbochargers

With high efficiencyturbochargers System oil

Approx.kg/cyl. 24h

Cylinder oilg/kWhg/BHPh

At load layout point 100% 80% 100% 80%

K80MC-CL1

171126 168

6-9


cyl. lubricator


L2 164 161

0.8-1.20.6-0.9

0.7-1.10.5-0.8

L3 171 169

L4 164 161

S70MC-C L1171126 168 169

124 166

5.5-7.5 0.95-1.50.7-1.1

0.95-1.50.7-1.1

L2 159 157 157 155

L3 171 168 169 166

L4 159 157 157 155

S70MC L1171126 168 169

124 166

5.5-7.5 0.95-1.50.7-1.1

0.95-1.50.7-1.1

L2 159 157 157 155

L3 171 168 169 166

L4 159 157 157 155

L70MC-C L1172127 169 170

124 167

5.5-7.5 0.8-1.20.6-0.9

0.7-1.10.5-0.8

L2 165 162 163 160

L3 172 169 170 167

L4 165 162 163 160

Fig. 1.04c: Fuel and lubricating oil consumption

1.11

178 46 79-2.1

430 100 100 198 28 83






Approx.kg/cyl. 24h



L70MCL1

174128 171

5.5-7.5


cyl. lubricator


L2 162 160

0.8-1.20.6-0.9

0.8-1.10.5-0.8

L3 174 171

L4 162 160

S60MC-C L1172127 169 170

125 167

5-6.5 0.95-1.50.7-1.1

0.95-1.50.7-1.1

L2 160 158 158 156

L3 172 169 170 167

L4 160 158 158 156

S60MC L1173127 169 170

125 167

5-6.5 0.95-1.50.7-1.1

0.95-1.50.7-1.1

L2 160 158 158 156

L3 173 169 170 167

L4 160 158 158 156

L60MC-C L1173127 170 171

126 168

5-6.5 0.8-1.20.6-0.9

0.8-1.10.5-0.8

L2 166 160 164 158

L3 173 170 171 168

L4 166 160 164 158

Fig. 1.05d: Fuel and lubricating oil consumption

1.12

178 46 79-2.1


430 100 100 198 28 83

1.13





Approx.kg/cyl. 24h



L60MCL1

173128 170 171

126 168

5-6.5


cyl. lubricator


L2 161 159 159 157

0.8-1.20.6-0.9

0.7-1.10.5-0.8L3 173 170 171 168

L4 161 159 159 157

S50MC-C L1173128 170 171

126 168

4-5 0.95-1.50.7-1.1

0.95-1.50.7-1.1

L2 161 159 159 157

L3 173 170 171 168

L4 161 159 159 157

S50MC L1173128 170 171

126 168

4-5 0.95-1.50.7-1.1

0.95-1.50.7-1.1

L2 161 159 159 157

L3 173 170 171 168

L4 161 159 159 157

L50MC L1175129 172 173

127 170

4-5 0.8-1.20.6-0.9

0.7-1.10.5-0.8

L2 163 161 161 159

L3 175 172 173 170

L4 163 161 161 159

Fig. 1.05e: Fuel and lubricating oil consumption178 46 79-2.1

430 100 100 198 28 83



g/kWhg/BHPh Lubricating oil comsumption

With conventional turbochargers System oilApprox.

kg/cyl. 24h


S46MC-CL1

174128 172

3.5-4.5


cyl. lubricator


L2 169 167

0.95-1.50.7-1.1

0.95-1.50.7-1.1L3 174 172

L4 169 167

S42MC L1177130 175

3-4 0.95-1.50.7-1.1

0.95-1.50.7-1.1

L2 172 170

L3 177 175

L4 172 170

L42MC L1177130 175

4-5 0.8-1.20.6-0.9

0.8-1.10.5-0.8

L2 172 170

L3 177 175

L4 172 170

S35MC L1178131 176

4-5 0.95-1.50.7-1.1

0.95-1.50.7-1.1

L2 173 171

L3 178 176

L4 173 171

Fig. 1.05f: Fuel and lubricating oil consumption

1.14

178 46 79-2.1


430 100 100 198 28 83


g/kWhg/BHPh Lubricating oil comsumption

With conventional turbochargers System oilApprox.

kg/cyl. 24h


L35MCL1

177130 175

2-3


cyl. lubricator


L2 172 170

0.8-1.20.6-0.9

0.7-1.10.5-0.8L3 177 175

L4 172 170

S26MC L1179132 177

1.5-3 0.95-1.50.7-1.1

0.95-1.50.7-1.1

L2 174 172

L3 179 179

L4 174 172

Fig. 1.05g: Fuel and lubricating oil consumption

1.15

178 46 79-2.1

430 100 018 198 28 84


1.16

Fig. 1.06: K98MC engine cross section178 32 80-6.1


430 100 018 198 28 84

1.17

Fig. 1.07: S80MC engine cross section178 36 24-7.0

430 100 018 198 28 84


Fig. 1.08: S70MC-C engine cross section178 44 14-4.1

1.18


430 100 018 198 28 84

1.19


430 100 018 198 28 84


Fig. 1.10: S50MC-C engine cross section178 16 07-0.0

1.20


430 100 018 198 28 84

1.21

Fig. 1.11: L42MC engine cross section178 43 10-1.0

430 100 018 198 28 84


1.22


Engine Layout and Load Diagrams, SFOC 2

2 Engine Layout and Load Diagrams

Propulsion and Engine Running Points

Propeller curve

The relation between power and propeller speed fora fixed pitch propeller is described by means of thepropeller law, i.e. the third power curve:

P = c x n3 , in which:

P = engine power for propulsionn = propeller speedc = constant

The power functions P = c x ni will be linear func-tions when using logarithmic scales.

Therefore, in the Layout Diagrams and Load Dia-grams for diesel engines, logarithmic scales areused, making simple diagrams with straight lines.

Propeller design point

Normally, estimations of the necessary propellerpower and speed are based on theoretical calcula-tions for loaded ship, and often experimental tanktests, both assuming optimum operating condi-tions, i.e. a clean hull and good weather. The combi-nation of speed and power obtained may be calledthe ship’s propeller design point (PD), placed on thelight running propeller curve 6. See Fig. 2.01. On theother hand, some shipyards, and/or propeller manu-facturers sometimes use a propeller design point(PD’) that incorporates all or part of the so-calledsea margin described below.

Fouled hull

When the ship has sailed for some time, the hull andpropeller become fouled and the hull’s resistancewill increase. Consequently, the ship speed will bereduced unless the engine delivers more power tothe propeller, i.e. the propeller will be further loadedand will be heavy running (HR).

As modern vessels with a relatively high servicespeed are prepared with very smooth propeller andhull surfaces, the fouling after sea trial, therefore,

will involve a relatively higher resistance and therebya heavier running propeller.

Sea margin and heavy propeller

If, at the same time the weather is bad, with headwinds, the ship’s resistance may increase com-pared to operating at calm weather conditions.

When determining the necessary engine power, it istherefore normal practice to add an extra powermargin, the so-called sea margin, see Fig. 2.01 andFig. 2.02, which is traditionally about 15% of thepropeller design (PD) power.

Engine layout(Heavy propeller/light running propeller)

When determining the necessary engine speedconsidering the influence of a heavy running pro-peller for operating at large extra ship resistance, itis recommended - compared to the clean hull andcalm weather propeller curve 6 - to choose a heavierpropeller curve 2 for engine layout, and the propeller


402 000 004 198 28 85

2.01

Line 2 Propulsion curve, fouled hull and heavy weather(heavy running), recommended for engine layout

Line 6 Propulsion curve, clean hull and calm weather(light running), for propeller layout

MP Specified MCR for propulsionSP Continuous service rating for propulsionPD Propeller design pointHR Heavy runningLR Light running

Fig. 2.01: Ship propulsion running points and engine layout

178 05 41-5.3

curve for clean hull and calm weather in curve 6 willbe said to represent a ‘light running’ (LR) propeller,see Fig. 2.01 and area 6 on Figs. 2.07a and 2.07b.

Compared to the heavy engine layout curve 2 werecommend to use a light running of 3.0-7.0% fordesign of the propeller, with 5% as a good average.

Engine margin

Besides the sea margin, a so-called ‘engine margin’of some 10% (or 15%) is frequently added. The cor-responding point is called the ‘specified MCR forpropulsion’ (MP), and refers to the fact that thepower for point SP is 10% (or 15%) lower than forpoint MP, see Fig. 2.01. Point MP is identical to theengine’s specified MCR point (M) unless a main en-gine driven shaft generator is installed. In such acase, the extra power demand of the shaft genera-tor must also be considered.

Note:Light/heavy running, fouling and sea margin areoverlapping terms. Light/heavy running of the pro-peller refers to hull and propeller deterioration andheavy weather and, – sea margin i.e. extra power tothe propeller, refers to the influence of the wind andthe sea. However, the degree of light running mustbe decided upon experience from the actual tradeand hull design.

402 000 004 198 28 85


2.02

178 05 67-7.2

Fig. 2.02: Sea margin based on weather conditions in theNorth Atlantic Ocean. Percentage of time at sea wherethe service speed can be maintained, related to the extrapower (sea margin) in % of the sea trial power.


402 000 004 198 28 85

Influence of propeller diameter and pitch onthe optimum propeller speed

In general, the larger the propeller diameter, thelower is the optimum propeller speed and the kWrequired for a certain design draught and shipspeed, see curve D in Fig. 2.03.

The maximum possible propeller diameter dependson the given design draught of the ship, and theclearance needed between the propeller and theaft-body hull and the keel.

The example shown in Fig. 2.03 is an 80,000 dwtcrude oil tanker with a design draught of 12.2 m anda design speed of 14.5 knots.

When the optimum propeller diameter D is in-creased from 6.6 m to 7.2. m, the power demand isreduced from about 9,290 kW to 8,820 kW, and theoptimum propeller speed is reduced from 120 r/minto 100 r/min, corresponding to the constant shipspeed coefficient a = 0.28 (see definition of a innext section).

Once an optimum propeller diameter of maximum7.2 m has been chosen, the correspondingoptimum pitch in this point is given for the designspeed of 14.5 knots, i.e. P/D = 0.70.

However, if the optimum propeller speed of 100r/min does not suit the preferred / selected main en-gine speed, a change of pitch away from optimumwill only cause a relatively small extra power de-mand, keeping the same maximum propeller diam-eter:

• going from 100 to 110 r/min (P/D = 0.62) requires8,900 kW i.e. an extra power demand of 80 kW.

• going from 100 to 91 r/min (P/D = 0.81) requires8,900 kW i.e. an extra power demand of 80 kW.

In both cases the extra power demand is only of0.9%, and the corresponding ‘equal speed curves’are a =+0.1 and a =-0.1, respectively, so there is acertain interval of propeller speeds in which the‘power penalty’ is very limited.

2.03

178 47 03-2.0

Fig. 2.03: Influence of diameter and pitch on propeller design

Constant ship speed lines

The constant ship speed lines a, are shown at thevery top of Fig. 2.04. These lines indicate the powerrequired at various propeller speeds to keep thesame ship speed provided that the optimum propel-ler diameter with an optimum pitch diameter ratio isused at any given speed, taking into considerationthe total propulsion efficiency.

Normally, the following relation between necessarypower and propeller speed can be assumed:

P2 = P1 x (n2/n1)a

where:P = Propulsion powern = Propeller speed, anda = the constant ship speed coefficient.

For any combination of power and speed, eachpoint on lines parallel to the ship speed lines givesthe same ship speed.

When such a constant ship speed line is drawn intothe layout diagram through a specified propulsion

MCR point ‘MP1’, selected in the layout area andparallel to one of the a-lines, another specified pro-pulsion MCR point ‘MP2’ upon this line can be cho-sen to give the ship the same speed for the newcombination of engine power and speed.

Fig. 2.04 shows an example of the required powerspeed point MP1, through which a constant shipspeed curve a = 0.25 is drawn, obtaining point MP2with a lower engine power and a lower engine speedbut achieving the same ship speed.

Provided the optimum pitch/diameter ratio is usedfor a given propeller diameter the following data ap-plies when changing the propeller diameter:

for general cargo, bulk carriers and tankersa = 0.25 -0.30

and for reefers and container vesselsa = 0.15 -0.25

When changing the propeller speed by changing thepitch diameter ratio, the a constant will be different,see above.

402 000 004 198 28 85


2.04

Fig. 2.04: Layout diagram and constant ship speed lines

178 05 66-7.0

Engine Layout Diagram

The layout procedure has to be carefully consideredbecause the final layout choice will have a consider-able influence on the operating condition of the mainengine throughout the whole lifetime of the ship. Thefactors that should be conisdered are operational flex-ibility, fuel consumption, obtainable power, possibleshaft generator application and propulsion efficiency.

An engine’s layout diagram is limited by two constantmean effective pressure (mep) lines L1-L3 and L2-L4,and by two constant engine speed lines L1-L2 andL3-L4, see Fig. 2.04. The L1 point refers to the engine’snominal maximum continuous rating.

Please note that the areas of the layout diagrams aredifferent for the engines types, see Fig. 2.05.

Within the layout area there is full freedom to select theengine’s specified MCR point M which suits the de-mand of propeller power and speed for the ship.

On the X-axis the engine speed and on the Y-axis theengine power are shown in percentage scales. Thescales are logarithmic which means that, in this dia-gram, power function curves like propeller curves (3rdpower), constant mean effective pressure curves (1stpower) and constant ship speed curves (0.15 to 0.30power) are straight lines.

Fig. 2.06 shows, by means of superimposed dia-grams for all engine types, the entire layout area forthe MC-programme in a power/speed diagram. Ascan be seen, there is a considerable overlap ofpower/speed combinations so that for nearly all ap-plications, there is a wide section of different en-gines to choose from all of which meet the individualship's requirements.

Specified maximum continuous rating,SMCR = ‘M’

Based on the propulsion and engine running points,as previously found, the layout diagram of a relevantmain engine may be drawn-in. The specified MCRpoint (M) must be inside the limitation lines of the lay-out diagram; if it is not, the propeller speed will have tobe changed or another main engine type must be cho-sen. Yet, in special cases point M may be located tothe right of the line L1-L2, see ‘Optimising Point’.


402 000 004 198 28 85

2.05

Power

Speed

L2

L1

L4

L3

Layout diagram of100 - 64% power and100 - 75% speed rangevalid for the types:L90MC-C L70MC

K90MC S60MC-C

S80MC-C S60MC

S80MC L60MC

L80MC S50MC-C

S70MC-C S50MC

S70MC L50MC

Power

Speed

L2

L1

L4

L3 Layout diagram of100 - 80% power and100 - 80% speed rangevalid for the types:S90MC-C

L42MC

Power

L2

L1

L4

L3

Power

Speed

L2

L1

L4

L3

Layout diagram of100 - 80% power and100 - 90% speed rangevalid for the types:K98MC

K98MC-C

Speed

178 13 85-1.4Fig. 2.05: Layout diagram sizes

Layout diagram of100 - 80% power and100 - 85% speed rangevalid for the types:K90MC-C S42MC

K80MC-C S35MC

L70MC-C L35MC

L60MC-C S26MC

S46MC-C

402 000 004 198 28 85


2.06

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

kW10,000 30,000 50,000 80,00070,000

90,000 110,000

212-250 S26MC

178-210 L35MC

147-173 S35MC

L42MC141-176

115-136 S42MC

108-129 S46MC-C

L50MC111-148

S50MC95-127

S50MC-C95-127

L60MC92-123

L60MC-C105-123

S60MC79-105

S60MC-C79-105

68- 91 S70MC

91-108 L70MC-C

68- 91 S70MC-C

70- 93 L80MC

89-104 K80MC-C

59- 79 S80MC

57- 76 S80MC-C

89-104 K90MC-C

K90MC71- 94

S90MC-C61- 76

L90MC-C62- 83

r/min(L4 - L1)

81-108 L70MC

84- 94 K98MC

94-104 K98MC-C

BHP

Fig. 2.06: Two-stroke MC engine, programme as at 2002178 23 45-0.0

Continuous service rating (S)

The Continuous service rating is the power at whichthe engine is normally assumed to operate, andpoint S is identical to the service propulsion point(SP) unless a main engine driven shaft generator isinstalled.

Optimising point (O)

The optimising point O is the rating used as for enginelayout calculation and is the point for SFOCparametre.

On engines with Variable Injection Timing (VIT) fuelpumps, the optimising point (O) can be different thanthe specified MCR (M), whereas on engines withoutVIT fuel pumps ‘O’ has to coincide with ‘M’.

The large engine types have VIT fuel pumps as stan-dard, but on some types these pumps are an option.Small-bore engines are not fitted with VIT fuel pumps.

Engines with VIT

The optimising point O is placed on line 1 of the loaddiagram, and the optimised power can be from 85 to100% of point M's power, when turbocharger(s) andengine timing are taken into consideration.

The optimising point O is to be placed inside the lay-out diagram. In fact, the specified MCR point M can,in special cases, be placed outside the layout dia-gram, but only by exceeding line L1-L2, and ofcourse, only provided that the optimising point O islocated inside the layout diagram and provided thatthe specified MCR power is not higher than the L1power.

Engine without VITOptimising point (O) = specified MCR (M)

On engine types not fitted with VIT fuel pumps,the specified MCR – point M has to coincide withpoint O.


402 000 004 198 28 85

2.07

Type With VIT Without VITK98MC BasicK98MC-C BasicS90MC-C BasicL90MC-C BasicK90MC BasicK90MC-C BasicS80MC-C BasicS80MC BasicL80MC BasicS70MC-C Optional BasicS70MC BasicL70MC-C Optional BasicL70MC BasicS60MC-C Optional BasicS60MC BasicL60MC-C Optional BasicL60MC BasicS50MC-C Optional BasicS50MC BasicS46MC-C BasicS42MC BasicL42MC BasicS35MC BasicL35MC BasicS26MC Basic

Load Diagram

Definitions

The load diagram, Figs. 2.07, defines the power andspeed limits for continuous as well as overload op-eration of an installed engine having an optimisingpoint O and a specified MCR point M that confirmsthe ship’s specification.

Point A is a 100% speed and power reference pointof the load diagram, and is defined as the point onthe propeller curve (line 1), through the optimisingpoint O, having the specified MCR power. Normally,point M is equal to point A, but in special cases, forexample if a shaft generator is installed, point M maybe placed to the right of point A on line 7.

The service points of the installed engine incorpo-rate the engine power required for ship propulsionand shaft generator, if installed.

Limits for continuous operation

The continuous service range is limited by four lines:

Line 3 and line 9:Line 3 represents the maximum acceptable speedfor continuous operation, i.e. 105% of A.

If, in special cases, A is located to the right of lineL1-L2, the maximum limit, however, is 105% of L1.

During trial conditions the maximum speed may beextended to 107% of A, see line 9.

The above limits may in general be extended to105%, and during trial conditions to 107%, of thenominal L1 speed of the engine, provided the tor-sional vibration conditions permit.

The overspeed set-point is 109% of the speed in A,however, it may be moved to 109% of the nominalspeed in L1, provided that torsional vibration condi-tions permit.

Running above 100% of the nominal L1 speed at aload lower than about 65% specified MCR is, how-ever, to be avoided for extended periods. Onlyplants with controllable pitch propellers can reachthis light running area.

Line 4:Represents the limit at which an ample air supplyis available for combustion and imposes a limita-tion on the maximum combination of torque andspeed.

Line 5:Represents the maximum mean effective pressurelevel (mep), which can be accepted for continuousoperation.

Line 7:Represents the maximum power for continuousoperation.

Limits for overload operation

The overload service range is limited as follows:

Line 8:Represents the overload operation limitations.

The area between lines 4, 5, 7 and the heavy dashedline 8 is available for overload running for limited pe-riods only (1 hour per 12 hours).

402 000 004 198 28 85


2.08

A 100% reference point

M Specified MCR point

O Optimising point

Line 1 Propeller curve through optimising point (i = 3)(engine layout curve)

Line 2 Propeller curve, fouled hull and heavy weather– heavy running (i = 3)

Line 3 Speed limit

Line 4 Torque/speed limit (i = 2)

Line 5 Mean effective pressure limit (i = 1)

Line 6 Propeller curve, clean hull and calm weather –light running (i = 3), for propeller layout

Line 7 Power limit for continuous running (i = 0)

Line 8 Overload limit

Line 9 Speed limit at sea trial

Point M to be located on line 7 (normally in point A)

Regarding ‘i’ in the power functions P = c x ni, seepage 2.01


402 000 004 198 28 85

Fig. 2.07a: Engine load diagram for engine with VIT

Fig. 2.07b: Engine load diagram for engine without VIT

2.09

178 05 42-7.3178 05 42-7.3

178 39 18-4.1

Recommendation

Continuous operation without limitations is allowedonly within the area limited by lines 4, 5, 7 and 3 ofthe load diagram, except for CP propeller plantsmentioned in the previous section.

The area between lines 4 and 1 is available for oper-ation in shallow waters, heavy weather and duringacceleration, i.e. for non-steady operation withoutany strict time limitation.

After some time in operation, the ship’s hull and pro-peller will be fouled, resulting in heavier running ofthe propeller, i.e. the propeller curve will move to theleft from line 6 towards line 2, and extra power is re-quired for propulsion in order to keep the ship’sspeed.

In calm weather conditions, the extent of heavy run-ning of the propeller will indicate the need for clean-ing the hull and possibly polishing the propeller.

Once the specified MCR (and the optimising point)has been chosen, the capacities of the auxiliaryequipment will be adapted to the specified MCR,and the turbocharger etc. will be matched to thespecified MCR , however with the optimised powerbeing taken into consideration.

If the specified MCR (and/or the optimising point) isto be increased later on, this may involve a changeof the pump and cooler capacities, retiming of theengine, change of the fuel valve nozzles, adjustingof the cylinder liner cooling, as well as rematching ofthe turbocharger or even a change to a larger size ofturbocharger. In some cases it can also requirelarger dimensions of the piping systems.

It is therefore of utmost importance to consider, al-ready at the project stage, if the specification shouldbe prepared for a later power increase.

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Examples of the use of the Load Diagram

In the following see Figs. 2.08 - 2.13, are some ex-amples illustrating the flexibility of the layout andload diagrams and the significant influence of thechoice of the optimising point O.

The upper diagrams of the examples 1, 2, 3 and 4show engines with VIT fuel pumps for which the op-timising point O is normally different from the speci-fied MCR point M as this can improve the SFOC atpart load running. The lower diagrams also showengine wihtout VIT fuel pumps, i.e. point A=O.

Example 1 shows how to place the load diagram foran engine without shaft generator coupled to a fixedpitch propeller.

In example 2 are diagrams for the same configura-tion, here with the optimising point to the left of theheavy running propeller curve (2) obtaining an extraengine margin for heavy running.

As for example 1 example 3 shows the same layoutfor an engine with fixed pitch propeller, but with ashaft generator.

Example 4 shows a special case with a shaft gener-ator. In this case the shaft generator is cut off, andthe GenSets used when the engine runs at specifiedMCR. This makes it possible to choose a smaller en-gine with a lower power output.

Example 5 shows diagrams for an engine coupled toa controllable pitch propeller, with or without a shaftgenerator, (constant speed or combinator curve op-eration).

Example 6 shows where to place the optimisingpoint for an engine coupled to a controllable pitchpropeller, and operating at constant speed.

For a project, the layout diagram shown in Fig.2.14 may be used for construction of the actualload diagram.

2.10

For engines with VIT, the optimising point O and its pro-peller curve 1 will normally be selected on the engineservice curve 2, see the upper diagram of Fig. 2.08a.

For engines without VIT, the optimising point O willhave the same power as point M and its propellercurve 1 for engine layout will normally be selected

on the engine service curve 2 (for fouled hull andheavy weather), as shown in the lower diagram ofFig. 2.08a.

Point A is then found at the intersection between pro-peller curve 1 (2) and the constant power curve throughM, line 7. In this case point A is equal to point M.


402 000 004 198 28 85

2.11

Example 1:Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) is

equal to line 2O Optimising point of engineA Reference point of load diagram Line 7 Constant power line through specified MCR (M)MP Specified MCR for propulsion Point A Intersection between line 1 and 7SP Continuous service rating of propulsion

Fig. 2.08a: Example 1, Layout diagram for normal running Fig. 2.08b: Example 1, Load diagram for normal runningconditions, engine with FPP, without shaft generator conditions, engine with FPP, without shaft generator

Without VIT

With VIT178 05 44-0.6

178 39 20-6.1

Once point A has been found in the layout diagram,the load diagram can be drawn, as shown in Fig.2.08b and hence the actual load limitation lines of thediesel engine may be found by using the inclinationsfrom the construction lines and the %-figures stated.

A similar example 2 is shown in Figs. 2.09. In thiscase, the optimising point O has been selectedmore to the left than in example 1, obtaining an extraengine margin for heavy running operation in heavyweather conditions. In principle, the light runningmargin has been increased for this case.

402 000 004 198 28 85


2.12

Example 2:Special running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) is

not equal to line 2O Optimising point of engineA Reference point of load diagram Line 7 Constant power line through specified MCR (M)MP Specified MCR for propulsion Point A Intersection between line 1 and 7SP Continuous service rating of propulsion

Fig. 2.09a: Example 2, Layout diagram for special runningconditions, engine with FPP, with shaft generator

178 39 23-1.0

Fig. 2.09b: Example 2, Load diagram for special runningconditions, engine with FPP, without shaft generator

178 05 46-4.6

With VIT

Without VIT

In example 3 a shaft generator (SG) is installed, andtherefore the service power of the engine also has toincorporate the extra shaft power required for theshaft generator’s electrical power production.

In Fig. 2.10a, the engine service curve shown forheavy running incorporates this extra power.

The optimising point O will be chosen on the engineservice curve as shown, but can, by an approxima-tion, be located on curve 1, through point M.

Point A is then found in the same way as in example1, and the load diagram can be drawn as shown inFig. 2.10b.


402 000 004 198 28 85

2.13

Example 3:Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)O Optimising point of engine Line 7 Constant power line through specified MCR (M)A Reference point of load diagram Point A Intersection between line 1 and 7MP Specified MCR for propulsionSP Continuous service rating of propulsionSG Shaft generator power

Fig. 2.10a: Example 3, Layout diagram for normal runningconditions, engine with FPP, with shaft generator

Fig. 2.10b: Example 3, Load diagram for normal runningconditions, engine with FPP, with shaft generator

178 39 25-5.1

178 05 48-8.6

With VIT

Without VIT

Example 4:Special running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator

402 000 004 198 28 85


2.14

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) or

point SO Optimising point of engine Point A Intersection between line 1 and line L1 - L3

A Reference point of load diagram Point M Located on constant power line 7 throughpoint A (O = A if the engine is without VIT)and with MP's speed.

MP Specified MCR for propulsionSP Continuous service rating of propulsionSG Shaft generator

See text on next page.

Fig. 2.11a: Example 4. Layout diagram for special runningconditions, engine with FPP, with shaft generator

Fig. 2.11b: Example 4. Load diagram for special runningconditions, engine with FPP, with shaft generator

With VIT

Without VIT

178 06 35-1.7

178 39 28-0.3

Example 4:

Also in this special case, a shaft generator is in-stalled but, compared to Example 3, this case has aspecified MCR for propulsion, MP, placed at the topof the layout diagram, see Fig. 2.11a.

This involves that the intended specified MCR of theengine M’ will be placed outside the top of the layoutdiagram.

One solution could be to choose a larger dieselengine with an extra cylinder, but another andcheaper solution is to reduce the electrical powerproduction of the shaft generator when running inthe upper propulsion power range.

In choosing the latter solution, the required speci-fied MCR power can be reduced from point M’ topoint M as shown in Fig. 2.11a. Therefore, when run-ning in the upper propulsion power range, a dieselgenerator has to take over all or part of the electricalpower production.

However, such a situation will seldom occur, asships are rather infrequently running in the upperpropulsion power range.

Point A, having the highest possible power, isthen found at the intersection of line L1-L3 withline 1, see Fig. 2.11a, and the corresponding loaddiagram is drawn in Fig. 2.11b. Point M is foundon line 7 at MP’s speed.


402 000 004 198 28 85

2.15

Fig. 2.12 shows two examples: on the left diagramsfor an engine without VIT fuel pumps (A = O = M), onthe right, for an engine with VIT fuel pumps (A = M).

Layout diagram - without shaft generatorIf a controllable pitch propeller (CPP) is applied, thecombinator curve (of the propeller) will normally beselected for loaded ship including sea margin.

The combinator curve may for a given propeller speedhave a given propeller pitch, and this may be heavy run-ning in heavy weather like for a fixed pitch propeller.

Therefore it is recommended to use a light runningcombinator curve as shown in Fig. 2.12 to obtain anincreased operation margin of the diesel engine inheavy weather to the limit indicated by curves 4 and 5.

Layout diagram - with shaft generatorThe hatched area in Fig. 2.12 shows the recom-mended speed range between 100% and 96.7% ofthe specified MCR speed for an engine with shaftgenerator running at constant speed.

The service point S can be located at any pointwithin the hatched area.

The procedure shown in examples 3 and 4 for en-gines with FPP can also be applied here for engineswith CPP running with a combinator curve.

The optimising point O for engines with VIT may bechosen on the propeller curve through point A = Mwith an optimised power from 85 to 100% of thespecified MCR as mentioned before in the sectiondealing with optimising point O.

Load diagramTherefore, when the engine’s specified MCR point(M) has been chosen including engine margin, seamargin and the power for a shaft generator, if in-stalled, point M may be used as point A of the loaddiagram, which can then be drawn.

The position of the combinator curve ensures themaximum load range within the permitted speedrange for engine operation, and it still leaves a rea-sonable margin to the limit indicated by curves 4and 5.

Example 6 will give a more detailed description ofhow to run constant speed with a CP propeller.

402 000 004 198 28 85


Example 5:Engine coupled to controllable pitch propeller (CPP) with or without shaft generator

M Specified MCR of engine O Optimising point of engineS Continuous service rating of engine A Reference point of load diagram

Fig. 2.12: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator

2.16

With VITWithout VIT

178 39 31-4.1

Example 6: Engines with VIT fuel pumps run-ning at constant speed with controllable pitchpropeller (CPP)

Fig. 2.13a Constant speed curve through M, nor-mal and correct location of the optimising point O

Irrespective of whether the engine is operating on apropeller curve or on a constant speed curvethrough M, the optimising point O must be locatedon the propeller curve through the specified MCRpoint M or, in special cases, to the left of point M.

The reason is that the propeller curve 1 through theoptimising point O is the layout curve of the engine,and the intersection between curve 1 and the maxi-mum power line 7 through point M is equal to 100%power and 100% speed, point A of the load diagram- in this case A=M.

In Fig. 2.13a the optimising point O has been placedcorrectly, and the step-up gear and the shaft gener-ator, if installed, may be synchronised on the con-stant speed curve through M.

Fig. 2.13b: Constant speed curve through M,wrong position of optimising point O

If the engine has been service-optimised in point Oon a constant speed curve through point M, then thespecified MCR point M would be placed outside theload diagram, and this is not permissible.

Fig. 2.13c: Recommended constant speed run-ning curve, lower than speed M

In this case it is assumed that a shaft generator, if in-stalled, is synchronised at a lower constant main en-gine speed (for example with speed equal to O orlower) at which improved CP propeller efficiency isobtained for part load running.

In this layout example where an improved CP pro-peller efficiency is obtained during extended peri-ods of part load running, the step-up gear and theshaft generator have to be designed for the ap-plied lower constant engine speed.


402 000 004 198 28 85

2.17

Fig. 2.13: Running at constant speed with CPP

Fig. 2.13a: Normal procedure

Constant speed servicecurve through M

Constant speed servicecurve through M

Fig. 2.13b: Wrong procedure

Logarithmic scales

M: Specified MCRO: Optimised pointA: 100% power and speed of load

diagram (normally A=M)

Fig. 2.13c: Recommended procedure

Constant speed servicecurve with a speed lowerthan M

178 19 69-9.0

402 000 004 198 28 85


Fig. 2.14: Diagram for actual project

178 46 87-5.2

2.18

Fig. 2.14 contains a layout diagram that can be used for con-struction of the load diagram for an actual project, using the%-figures stated and the inclinations of the lines.

Emission Control

IMO NOx emission limits

All MC engines are delivered so as to comply withthe IMO speed dependent NOx limit, measured ac-cording to ISO 8178 Test Cycles E2/E3 for HeavyDuty Diesel Engines.

The Specific Fuel Oil Consumption (SFOC) and theNOx are interrelated parameters, and an engine of-fered with a guaranteed SFOC and also guaranteedto comply with the IMO NOx limitation will be subjectto a 5% fuel consumption tolerance.

30-50% NOx reduction

Water emulsification of the heavy fuel oil is a wellproven primary method. The type of homogenizer iseither ultrasonic or mechanical, using water fromthe freshwater generator and the water mistcatcher. The pressure of the homogenised fuel hasto be increased to prevent the formation of thesteam and cavitation. It may be necessary to modifysome of the engine components such as the fuelpumps, camshaft, and the engine control system.

Up to 95-98% NOx reduction

This reduction can be achieved by means of sec-ondary methods, such as the SCR (Selective Cata-lytic Reduction), which involves an after-treatmentof the exhaust gas.

Plants designed according to this method havebeen in service since 1990 on four vessels, usingHaldor Topsøe catalysts and ammonia as the re-ducing agent, urea can also be used.

The compact SCR unit can be located separately inthe engine room or horizontally on top of the engine.The compact SCR reactor is mounted before theturbocharger(s) in order to have the optimum work-ing temperature for the catalyst.

More detailed information can be found in our publi-cations:

P. 331: ‘Emissions Control, Two-strokeLow-speed Engines’

P. 333: ‘How to deal with Emission Control’

The publications are also available at the Internetaddress:www.manbw.dk under ‘Libraries’, from where theycan be downloaded.


402 000 004 198 28 85

2.19

Specific Fuel Oil Consumption

Engine with from 98 to 50 cm bore engines are asstandard fitted with high efficiency turbochargers.The smaller bore from 46 to 26 cm are fitted with theso-called ‘conventional’ turbochargers.

High efficiency/conventional turbochargers

Some engine types are as standard fitted with highefficiency turbochargers but can alternatively useconventional turbochargers. These are:S80MC, S70MC-C, S70MC, L70MC-C, S60MC-C,S60MC, L60MC-C, L60MC, S50MC-C, S50MC andL50MC.

The high efficiency turbocharger is applied to theengine in the basic design with the view to obtaining

the lowest possible Specific Fuel Oil Consumption(SFOC) values.

With a conventional turbocharger the amount of airrequired for combustion purposes can, however, beadjusted to provide a higher exhaust gas tempera-ture, if this is needed for the exhaust gas boiler. Thematching of the engine and the turbocharging sys-tem is then modified, thus increasing the exhaustgas temperature by 20 °C.

This modification will lead to a 7-8% reduction in theexhaust gas amount, and involve an SFOC penaltyof up to 2 g/kWh, see the example in Fig. 2.15.

The calculation of the expected specific fuel oil con-sumption (SFOC) can be carried out by means of thefollowing figures for fixed pitch propeller and forcontrollable pitch propeller, constant speed.Throughout the whole load area the SFOC of the en-

402 000 004 198 28 85


Fig. 2.15: Example of part load SFOC curves for the two engine versions

2.20

178 47 08-1.2

gine depends on where the optimising point O ischosen.

SFOC at reference conditions

The SFOC is based on the reference ambient condi-tions stated in ISO 3046/1-1995E:

1,000 mbar ambient air pressure25 °C ambient air temperature25 °C scavenge air coolant temperature

and is related to a fuel oil with a lower calorific value of42,700 kJ/kg (~10,200 kcal/kg).

For lower calorific values and for ambient conditionsthat are different from the ISO reference conditions,the SFOC will be adjusted according to the conver-sion factors in the below table provided that the maxi-mum combustion pressure (Pmax) is adjusted to thenominal value (left column), or if the Pmax is not re-ad-justed to the nominal value (right column).

WithPmaxadjusted

WithoutPmaxadjusted

Parameter Condition changeSFOCchange

SFOCchange

Scav. air coolanttemperature per 10 °C rise + 0.60% + 0.41%

Blower inlettemperature per 10 °C rise + 0.20% + 0.71%

Blower inletpressure per 10 mbar rise - 0.02% - 0.05%

Fuel oil lowercalorific value

rise 1%(42,700 kJ/kg) -1.00% - 1.00%

With for instance 1 °C increase of the scavenge aircoolant temperature, a corresponding 1 °C increaseof the scavenge air temperature will occur and in-volves an SFOC increase of 0.06% if Pmax is adjusted.

SFOC guarantee

The SFOC guarantee refers to the above ISO refer-ence conditions and lower calorific value, and is guar-anteed for the power-speed combination in which theengine is optimised (O).

The SFOC guarantee is given with a margin of 5% forengines fulfilling the IMO NOx emission limitations.

As SFOC and NOx are interrelated paramaters, an en-gine offered without fulfilling the IMO NOx limitationsonly has a tolerance of 3% of the SFOC.

Examples of graphic calculation ofSFOC

Diagram b and c in the following figures are valid forfixed pitch propeller and constant speed, respec-tively, show the reduction in SFOC, relative to theSFOC at nominal rated MCR L1.

The solid lines are valid at 100, 80 and 50% of theoptimised power (O).

The optimising point O is drawn into the above-mentioned Diagram b and c. A straight line alongthe constant mep curves (parallel to L1-L3) isdrawn through the optimising point O. The line in-tersections of the solid lines and the oblique linesindicate the reduction in specific fuel oil consump-tion at 100%, 80% and 50% of the optimisedpower, related to the SFOC stated for the nominalMCR (L1) rating at the actually available engineversion.

The SFOC curve for an engine with conventionalturbocharger is identical to that for an engine withhigh efficiency turbocharger, but located at 2g/kWh higher level.

In Fig. 2.21 an example of the calculated SFOCcurves are shown on Diagram a, valid for two al-ternative engine ratings: O1 = 100% M andO2 = 85%M for a 6L60MC-C with VIT fuel pumps.


402 000 004 198 28 85

2.21

402 000 004 198 28 85


Data at nominel MCR (L1) SFOC at nopminal MCR (L1)

Engine kW/cyl. BHP/cyl. r/min g/kWh

6-12K98MC 5720 7780 94 171

6-12K98MC-C 5710 7760 104 171

Data optimising point (O):

Power: 100% of (O) kW

Speed: 100% of (O) r/min

SFOC found: g/kWh 178 87 11-3.1

2.22

Fig. 2.16a: SFOC for K98MC and K98MC-C178 23 44-9.1


402 000 004 198 28 85

2.23

Fig. 2.16c: SFOC for engines with constant speed,

178 23 39-1.1

Fig. 2.16b: SFOC for engines with fixed pitch propeller, K98MC and K98MC-C

178 23 37-8.1

402 000 004 198 28 85


2.24

Data at nominel MCR (L1) SFOC at nominal MCR (L1)


6-9S90MC-C 4890 6650 76 167

178 87 12-5.1

Fig. 2.17a: SFOC for S90MC-C

178 23 44-9.1


402 000 004 198 28 85


178 23 00-6.1

178 23 01-8.1

2.25

Fig. 2.17b: SFOC for engines with fixed pitch propeller, S90MC-C

402 000 004 198 28 85



High efficiency Conventional

Engine kW/cyl. BHP/cyl. r/min g/kWh g/kWh

6-12K90MC-C 4570 6210 104 171

6-12K80MC-C 3610 4900 104 171

4-8L70MC-C* 3110 4220 108 170 172

4-8L60MC-C* 2230 3030 123 171 173




SFOC: g/kWh

178 87 13-7.1

2.26

Fig. 2.18a: SFOC for K90MC-C, K80MC-C, L70MC-C and L60MC-C

178 23 44-9.1


402 000 004 198 28 85


178 22 99-4.1

2.27

178 22 98-2.1

Fig. 2.18b: SFOC for engines with fixed pitch propeller,

Fig. 2.19a: SFOC for L90MC-C, K90MC, S80MC-C, S80MC, L80MC, S70MC-C, S70MC, S60MC-C, S60MC, L60MC,S50MC-C, S50MC and L50MC

402 000 004 198 28 85


178 43 63-9.1

2.28

Data at nominel MCR (L1) SFOC at nominal MCR (L1)Turbochargers

High efficiency ConventionalEngine kW/cyl. BHP/cyl. r/min g/kWh g/kWh6-12L90MC-C 4880 6630 83 1674-12K90MC 4570 6220 94 1716-8S80MC-C 3880 5280 76 1674-12S80MC 3640 4950 79 167 1694-12L80MC 3640 4940 93 1744-8S70MC-C* 3110 4220 91 169 1714-8S70MC 2810 3820 91 169 1714-8L70MC 2830 3840 108 1744-8S60MC-C* 2260 3070 105 170 1724-8S60MC 2040 2780 105 170 1724-8L60MC 1920 2600 123 171 1734-8S50MC-C* 1580 2150 127 171 1734-8S50MC 1430 1940 127 171 1734-8L50MC 1330 1810 148 173 175

* Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power

Data optimising point (O):Power: 100% of (O) kWSpeed: 100% of (O) r/minSFOC found: g/kWh

178 23 44-9.1


402 000 004 198 28 85

Fig. 2.19c: SFOC for engines with constant speed for L90MC-C, K90MC, S80MC-C, S80MC, L80MC, S70MC-C,S70MC, S60MC-C, S60MC, L60MC, S50MC-C, S50MC and L50MC

2.29

178 23 41-3.1

Fig. 2.19b: SFOC for engines with fixed pitch propeller

178 23 40-1.1

402 000 004 198 28 85




4-8S46MC-C 1310 1785 129 174

4-12S42MC 1080 1470 136 177

4-12L42MC 995 1355 176 177

4-12S35MC 740 1010 173 178

4-12L35MC 650 885 210 177

4-12S26MC 400 545 250 179




2.30

178 87 15-0.1

Fig. 2.20a: SFOC for S46MC-C, S42MC, L42MC, S35MC, L35MC and S26MC

178 23 44-9.1


402 000 004 198 28 85

Fig. 2.20c: SFOC for engines with constant speed

178 23 43-7.1

2.31

Specified MCR (M) = optimised point (O)

Fig. 2.20b: SFOC for engines with fixed pitch propeller

Specified MCR (M) = optimised point (O)178 23 42-5.1

402 000 004 198 28 85


Fig. 2.21: Example of SFOC for 6L60MC-C with fixed pitch propeller, high efficiency turbocharger and VIT fuel pumps

178 23 13-8.0

178 23 17-5.1

2.32

Data at nominal MCR (L1): 6L60MC-C Data of optimising point (O) O1 O2

100% Power:100% Speed:High efficiency turbocharger:

13,380123171

kWr/ming/kWh

Power: 100% of OSpeed: 100% of OSFOC found:

11,239 kW113.2 r/min167.9 g/kWh

9,553 kW107.2 r/min164.7 g/kWh

Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power

O1: Optimised in MO2: Optimised at 85% of power MPoint 3: is 80% of O2 = 0.80 x 85% of M = 68% MPoint 4: is 50% of O2 = 0.50 x 85% of M = 42.5% M

178 43 66-4.0

Fuel Consumption at an Arbitrary Load

Once the engine has been optimised in point O,shown on this Fig., the specific fuel oil consumptionin an arbitrary point S1, S2 or S3 can be estimatedbased on the SFOC in points ‘1’ and ‘2’.

These SFOC values can be calculated by using thegraphs for fixed pitch propeller (curve I) and for theconstant speed (curve II), obtaining the SFOC inpoints 1 and 2, respectively.

Then the SFOC for point S1 can be calculated as aninterpolation between the SFOC in points ‘1’ and ‘2’,and for point S3 as an extrapolation.

The SFOC curve through points S2, to the left ofpoint 1, is symmetrical about point 1, i.e. at speedslower than that of point 1, the SFOC will also in-crease.

The above-mentioned method provides only an ap-proximate figure. A more precise indication of theexpected SFOC at any load can be calculated byusing our computer program. This is a service whichis available to our customers on request.


402 000 004 198 28 85

Fig. 2.22: SFOC at an arbitrary load

178 05 32-0.1

2.33

Turbocharger Choice & Exhaust Gas By-pass 3

3 Turbocharger Choice

Turbocharger Types

The MC engines are designed for the application ofeither MAN B&W, ABB or Mitsubishi (MHI) turbo-chargers which are matched to comply with the IMOspeed dependent NOx emission limitations, mea-sured according to ISO 8178 Test Cycles E2/E3 forHeavy Duty Diesel Engines.

Engine type Conventionalturbocharger

High efficiencyturbocharger

K98MC SK98MC-C SS90MC-C SL90MC-C SK90MC SK90MC-C SS80MC-C SS80MC O SL80MC SK80MC-C SS70MC-C O SS70MC O SL70MC-C O SL70MC SS60MC-C O SS60MC O SL60MC-C O SL60MC O SS50MC-C O SS50MC O SL50MC O SS46MC-C SS42MC SL42MC SS35MC SL35MC SS26MC S

S = Standard designO = Optional design

Fig. 3.01: Turbocharger designs

Location of turbochargers

• On the exhaust side:On all 98, 90, 80, 70, 60-bore enginesOn 10-12 cylinder 42, 35 and 26-bore engines.Optionally on 50 and 46-bore engines.

• One turbocharger on the aft end:On all 50 and 46-bore enginesOn 4-9 cylinder 42, 35 and 26-bore engines.Optionally on 60-bore engines.

For other layout points than L1, the number or size ofturbochargers may be different, depending on thepoint at which the engine is optimised.

Two turbochargers can be applied at extra cost forthose stated with one, if this is desirable due tospace requirements, or for other reasons.

In order to clean the turbine blades and the nozzlering assembly during operation, the exhaust gas in-let to the turbocharger(s) is provided with a drycleaning system using nut shells and a water wash-ing system.

Coagency of SFOC and Exhaust Gas DataConventional turbocharger(s)

For certain engine types the amount of air requiredfor the combustion can, however, be adjusted toprovide a higher exhaust gas temperature, if this isneeded for the exhaust gas boiler. In this case theconventional turbochargers are to be applied, seethe options in Fig. 3.01. The SFOC is then about 2g/kWh higher, see section 2.


459 100 600 198 28 86

3.01

459 100 600 198 28 86


3.02

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12 13 14

K98MC – – 2 x 88-21 2 x 99-21 2 x 99-21 3 x 88-21 3 x 88-21 3 x 99-21 3 x 99-21 4 x 88-21 4 x 99-21

K98MC-C – – 2 x 88-21 2 x 99-21 2 x 99-21 3 x 88-21 3 x 88-21 3 x 99-21 3 x 99-21 4 x 88-21 4 x 99-21

S90MC-C – – 2 x 88-21 2 x 88-21 2 x 88-21 2 x 99-21 – – – – –

L90MC-C – – 2 x 88-21 2 x 88-21 2 x 88-21 2 x 99-21 2 x 99-21 3 x 88-21 3 x 88-21 – –

K90MC 1 x 88-21 1 x 99-21 2 x 77-21 2 x 88-21 2 x 88-21 2 x 99-21 2 x 99-21 3 x 88-21 3 x 88-21 – –

K90MC-C – – 2 x 88-21 2 x 88-21 2 x 88-21 2 x 99-21 2 x 99-21 3 x 88-21 3 x 88-21 – –

S80MC-C – – 1 x 99-21 2 x 77-21 2 x 88-21 – – – – – –

S80MC 1 x 88-21 1 x 88-21 1 x 99-21 2 x 77-21 2 x 88-21 2 x 88-21 2 x 88-21 2 x 99-21 2 x 99-21 – –

L80MC 1 x 88-21 1 x 88-21 1 x 99-21 2 x 77-21 2 x 88-21 2 x 88-21 2 x 88-21 – – – –

K80MC-C – – 1 x 99-21 2 x 77-21 2 x 88-21 2 x 88-21 2 x 88-21 2 x 99-21 2 x 99-21 – –

S70MC-C 1 x 77-21 1 x 88-21 1 x 88-21 1 x 99-21 2 x 77-21 – – – – – –

S70MC 1 x 77-21 1 x 77-21 1 x 88-21 1 x 88-21 1 x 99-21 – – – – – –

L70MC-C 1 x 77-21 1 x 88-21 1 x 88-21 1 x 99-21 2 x 77-21 – – – – – –

L70MC 1 x 77-21 1 x 88-21 1 x 88-21 1 x 99-21 1 x 99-21 – – – – – –

S60MC-C 1 x 66-21 1 x 77-21 1 x 77-21 1 x 88-21 1 x 88-21 – – – – – –

S60MC 1 x 66-21 1 x 77-21 1 x 77-21 1 x 88-21 1 x 88-21 – – – – – –

L60MC-C 1 x 66-21 1 x 77-21 1 x 77-21 1 x 88-21 1 x 88-21 – – – – – –

L60MC 1 x 66-21 1 x 66-21 1 x 77-21 1 x 77-21 1 x 88-21 – – – – – –

S50MC-C 1 x 55-21 1 x 66-21 1 x 66-21 1 x 77-21 1 x 77-21 – – – – – –

S50MC 1 x 55-21 1 x 66-21 1 x 66-21 1 x 77-21 1 x 77-21 – – – – – –

L50MC 1 x 55-21 1 x 55-21 1 x 66-21 1 x 66-21 1 x 77-21 – – – – – –

All turbochargers in this table are of the TCA-type.

- Not included in the production programme

Example of full designation: 6L60MC-C requires 1 x TCA77-21 at nominal MCR.

Fig. 3.02: MAN B&W high efficiency turbochargers for engines with nominal rating (L1)complying with IMO's NOx emission limitations

178 49 22-4.0


459 100 600 198 28 86

3.03

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12 13 14

K98MC – – 3 x 70/T9* 3 x 70/T9 3 x 70/T9 4 x 70/T9* 4 x 70/T9 4 x 70/T9 5 x 70/T9* 4 x 70/T9 –

K98MC-C – – 3 x 70/T9* 3 x 70/T9 3 x 70/T9 4 x 70/T9* 4 x 70/T9 4 x 70/T9 5 x 70/T9* 4 x 70/T9 –

S90MC-C – – 2 x 70/T9 3 x 70/T9* 3 x 70/T9 3 x 70/T9 – – – – –

L90MC-C – – 2 x 70/T9 2 x 70/T9 3 x 70/T9 3 x 70/T9 3 x 70/T9 4 x 70/T9 4 x 70/T9 – –

K90MC 2 x 57/T9 2 x 70/T9 2 x 70/T9 2 x 70/T9 3 x 70/T9 3 x 70/T9 3 x 70/T9 4 x 70/T9 4 x 70/T9 – –

K90MC-C – – 2 x 70/T9 3 x 70/T9* 3 x 70/T9 3 x 70/T9 3 x 70/T9 4 x 70/T9 4 x 70/T9 – –

S80MC-C – – 2 x 70/T9 2 x 70/T9 2 x 70/T9 – – – – – –

S80MC 1 x 70/T9 2 x 57/T9 2 x 70/T9 2 x 70/T9 2 x 70/T9 3 x 70/T9 – – – – –

L80MC 1 x 70/T9 2 x 57/T9 2 x 70/T9 2 x 70/T9 2 x 70/T9 3 x 70/T9 3 x 70/T9 3 x 70/T9 3 x 70/T9 – –

K80MC-C – – 2 x 70/T9 2 x 70/T9 2 x 70/T9 2 x 70/T9 3 x 70/T9 3 x 70/T9 3 x 70/T9 – –

S70MC-C 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 70/T9 2 x 70/T9 – – – – – –

S70MC 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 57/T9 2 x 70/T9 – – – – – –

L70MC-C 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 57/T9 2 x 70/T9 – – – – – –

L70MC 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 57/T9 2 x 70/T9 – – – – – –

S60MC-C 1 x 57/T9 1 x 70/T9 1 x 70/T9 1 x 70/T9 2 x 57/T9 – – – – – –

S60MC 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 1 x 70/T9 – – – – – –

L60MC-C 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 1 x 70/ 9 – – – – – –

L60MC 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 1 x 70/T9 – – – – – –

S50MC-C 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 – – – – – –

S50MC 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 57/T9 1 x 70/T9 – – – – – –

L50MC 1 x 48/S 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 57/T9 – – – – – –

All turbochargers in this table are of the NA-type.

* Turbocharger installation requires special attention


Example of full designation: 6L60MC-C requires 1 x NA70/T9 at nominal MCR.

Fig. 3.02: MAN B&W high efficiency turbochargers for engines with nominal rating (L1)complying with IMO's NOx emission limitations

178 86 83-6.1

459 100 600 198 28 86


3.04

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12 13 14

K98MC – – 2x85-B12 2x85-B12 3x85-B11 3x85-B12 3x85-B12 4x85-B11 4x85-B12 4x85-B12 4x85-B12

K98MC-C – – 2x85-B12 3x85-B11 3x85-B11 3x85-B12 3x85-B12 4x85-B11 4x85-B12 4x85-B12 4x91-B12

S90MC-C – – 2x85-B11 2x85-B12 2x85-B12 3x85-B11 – – – – –

L90MC-C – – 2x85-B11 2x85-B12 2x85-B12 3x85-B11 3x85-B11 3x85-B12 3x85-B12 – –

K90MC 1x85-B12 2x80-B12 2x85-B11 2x85-B11 2x85-B12 3x85-B11 3x85-B11 3x85-B11 3x85-B12 – –

K90MC-C – – 2x85-B11 2x85-B11 2x85-B12 3x85-B11 3x85-B11 3x85-B12 3x85-B12 – –

S80MC-C – – 2x80-B12 2x85-B11 2x85-B11 – – – – – –

S80MC 1x85-B11 1x85-B12 2x80-B12 2x85-B11 2x85-B11 2x85-B12 – – – – –

L80MC 1x85-B11 1x85-B12 2x80-B12 2x85-B11 2x85-B11 2x85-B12 2x85-B12 3x85-B11 3x85-B11 – –

K80MC-C – – 2x80-B11 2x80-B12 2x85-B11 2x85-B11 2x85-B12 2x85-B12 3x85-B11 – –

S70MC-C 1x80-B12 1x85-B11 1x85-B12 2x80-B11 2x80-B12 – – – – – –

S70MC 1x80-B12 1x85-B11 1x85-B11 1x85-B12 2x80-B12 – – – – – –

L70MC-C 1x80-B12 1x85-B11 1x85-B12 1x91-B12 2x80-B12 – – – – – –

L70MC 1x80-B12 1x85-B11 1x85-B12 2x80-B11 2x80-B12 – – – – – –

S60MC-C 1x77-B12 1x80-B11 1x80-B12 1x85-B11 1x85-B12 – – – – – –

S60MC 1x77-B11 1x80-B11 1x80-B12 1x85-B11 1x85-B11 – – – – – –

L60MC-C 1x72-B12 1x80-B11 1x80-B12 1x85-B11 1x85-B12 – – – – – –

L60MC 1x77-B11 1x80-B11 1x80-B12 1x85-B11 1x85-B11 – – – – – –

S50MC-C 1x73-B12 1x77-B11 1x77-B12 1x80-B11 1x80-B12 – – – – – –

S50MC 1x73-B11 1x77-B11 1x77-B12 1x80-B11 1x80-B12 – – – – – –

L50MC 1x73-B11 1x73-B12 1x77-B11 1x77-B12 1x80-B11 – – – – – –

All turbochargers in this table are of the TPL-type.


Example of full designation: 6L60MC-C requires 1 x TPL80-B12 at nominal MCR.

Fig. 3.03: ABB high efficiency turbochargers, type TPL, for engines with nominal rating (L1)complying with IMO's NOx emission limitations

178 86 84-8.1


459 100 600 198 28 86

3.05

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

S90MC-C – – 2 x 714D n.a. 3 x 714D 3 x 714D – – –

L90MC-C – – 2 x 714D n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D

K90MC 2 x 564D 2 x 714D 2 x 714D n.a. 3 x 714D 3 x 714D 3 x 714D 4 x 714D 4 x 714D

K90MC-C – – 2 x 714D n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D

S80MC-C – – 2 x 714D 2 x 714D 2 x 714D – – – –

S80MC 1 x 714D 2 x 564D 2 x 714D 2 x 714D 2 x 714D 3 x 714D – – –

L80MC 1 x 714D 2 x 564D 2 x 714D 2 x 714D 2 x 714D 3 x 714D 3 x 714D 3 x 714D 3 x 714D

K80MC-C – – 2 x 714D 2 x 714D 2 x 714D 3 x 714D 3 x 714D 3 x 714D 3 x 714D

S70MC-C 1 x 714D 1 x 714D 2 x 564D 2 x 714D 2 x 714D – – – –

S70MC 1 x 714D 1 x 714D 2 x 564D 2 x 564D 2 x 714D – – – –

L70MC 1 x 714D 1 x 714D 2 x 564D 2 x 714D 2 x 714D – – – –

S60MC-C 1 x 564D 1 x 714D 1 x 714D 1 x 714D 2 x 564D – – – –

S60MC 1 x 564D 1 x 714D 1 x 714D 1 x 714D 2 x 564D – – – –

L60MC 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – –

S50MC-C 1 x 564D 1 x 564D 1 x 564D 1 x 714D 1 x 714D – – – –

S50MC 1 x 454D 1 x 564D 1 x 564D 1 x 714D 1 x 714D – – – –

L50MC 1 x 454D 1 x 564D 1 x 564D 1 x 564D 1 x 714D – – – –

All turbochargers in this table are of the VTR-type and have the suffix ‘-32’.

n.a. Not applicable

– Not included in the production programme

Example of full designation: 6S70MC-C requires 2 x VTR564D-32 at nominal MCR.

Fig. 3.04: ABB high efficiency turbochargers, type VTR-32, for engines with nominal rating (L1)complying with IMO's NOx emission limitations

178 86 86-1.1

459 100 600 198 28 86


3.06

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12 13 14

K98MC – – 2 x 83SE 2 x 90SE 2 x 90SE 3 x 83SE 3 x 90SE 3 x 90SE 3 x 90SE 3 x 90SE 4 x 83SEII

K98MC-C – – 2 x 83SE 2 x 90SE 3 x 83SE 3 x 83SE 3 x 90SE 3 x 90SE 4 x 83SE 3 x 90SE 4 x 83SEII

S90MC-C – – 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE – – – – –

L90MC-C – – 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE 3 x 83SE 3 x 83SE 3 x 90SE – –

K90MC 1 x 90SE 2 x 71SE 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE 3 x 83SE 3 x 83SE 3 x 90SE – –

K90MC-C – – 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE 3 x 83SE 3 x 83SE 3 x 90SE – –

S80MC-C – – 2 x 71SE 2 x 83SE 2 x 83SE – – – – – –

S80MC 1 x 83SE 1 x 90SE 1 x 90SE 2 x 71SE 2 x 83SE 2 x 83SE – – – – –

L80MC 1 x 83SE 1 x 90SE 1 x 90SE 2 x 71SE 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE 2 x 90SE – –

K80MC-C – – 1 x 90SE 2 x 71SE 2 x 83SE 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE – –

S70MC-C 1 x 71SE 1 x 83SE 1 x 83SE 1 x 90SE 2 x 71SE – – – – – –

S70MC 1 x 66SE 1 x 83SE 1 x 83SE 1 x 90SE 1 x 90SE – – – – – –

L70MC-C 1 x 71SE 1 x 71SEII 1 x 83SE 1 x 90SE 1 x 90SE – – – – – –

L70MC 1 x 71SE 1 x 83SE 1 x 83SE 1 x 90SE 2 x 71SE – – – – – –



L60MC-C 1 x 66SE 1 x 66SE 1 x 71SE 1 x 83SE 1 x 83SE – – – – – –





All turbochargers in this table are of the MET-type.


Example of full designation: 6L60MC-C requires 1 x MET71SE at nominal MCR.

178 86 87-3.1

Fig. 3.05: Mitsubishi high efficiency turbochargers for engines with nominal rating (L1)complying with IMO's NOx emission limitations


459 100 600 198 28 86

3.07

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12 13 14

S80MC 1 x 77–21 1 x 88–21 1 x 88–21 1 x 99–21 2 x 77–21 2 x 88–21 2 x 88–21 2 x 88–21 2 x 88–21 – –

S70MC–C 1 x 77–21 1 x 77–21 1 x 88–21 1 x 88–21 1 x 99–21 – – – – – –

S70MC 1 x 66–21 1 x 77–21 1 x 88–21 1 x 88–21 1 x 88–21 – – – – – –

L70MC–C 1 x 77–21 1 x 77–21 1 x 88–21 1 x 88–21 1 x 99–21 – – – – – –

S60MC–C 1 x 66–21 1 x 66–21 1 x 77–21 1 x 77–21 1 x 88–21 – – – – – –

S60MC 1 x 66–21 1 x 66–21 1 x 77–21 1 x 77–21 1 x 88–21 – – – – – –

L60MC–C 1 x 66–21 1 x 66–21 1 x 77–21 1 x 77–21 1 x 88–21 – – – – – –

L60MC 1 x 55–21 1 x 66–21 1 x 77–21 1 x 77–21 1 x 77–21 – – – – – –

S50MC–C 1 x 55–21 1 x 55–21 1 x 66–21 1 x 66–21 1 x 77–21 – – – – – –

S50MC 1 x 55–21 1 x 55–21 1 x 66–21 1 x 66–21 1 x 66–21 – – – – – –

L50MC 1 x 55–21 1 x 55–21 1 x 66–21 1 x 66–21 1 x 66–21 – – – – – –

S46MC–C 1 x 55–21 1 x 55–21 1 x 55–21 1 x 66–21 1 x 66–21 – – – – – –

S42MC – 1 x 55–21 1 x 55–21 1 x 55–21 1 x 66–21 1 x 66–21 2 x 55–21 2 x 55–21 2 x 55–21 – –

L42MC – – 1 x 55–21 1 x 55–21 1 x 55–21 1 x 66–21 – 2 x 55–21 2 x 55–21 – –

S35MC – – – 1 x 55–21 1 x 55–21 1 x 55–21 – – – – –

L35MC – – – – 1 x 55–21 1 x 55–21 – – – – –

S26MC – – – – – – – – – – –

All turbochargers in this table are of the TCA type.

* For the 4L35MC, 4S26MC, 5S26MC, 6S26MC, 7S26MC, 10S26MC, 11S26MC, and 12S26MC the turbochargersare of the NR-type.


Example of full designation: 6L60MC-C requires 1 x TCA77-21 at nominal MCR.

Fig. 3.06: MAN B&W conventional turbochargers for engines with nominal rating (L1)complying with IMO's NOx emission limitations

178 49 21-2.0

459 100 600 198 28 86


3.08

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12 13 14

S70MC-C 1 x 57/T9 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 57/T9 – – – – – –

S70MC 1 x 57/T9 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 57/T9 – – – – – –

L70MC-C 1 x 57/T9 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 57/T9 – – – – – –

S60MC-C 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 1 x 70/T9 – – – – – –

S60MC 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 – – – – – –

L60MC-C 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 1 x 70/T9 – – – – – –

L60MC 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 – – – – – –

S50MC-C 1 x 48/S 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 70/T9 – – – – – –

S50MC 1 x 48/S 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 57/T9 – – – – – –

L50MC 1 x 40/S 1 x 48/S 1 x 48/S 1 x 57/T9 1 x 57/T9 – – – – – –

S46MC-C 1 x 40/S 1 x 48/S 1 x 48/S 1 x 57/T9 1 x 57/T9 – – – – – –

S42MC 1 x 40/S 1 x 40/S 1 x 48/S 1 x 48/S 1 x 48/S 1 x 57/T9 2 x 40/S 2 x 48/S 2 x 48/S – –

L42MC 1 x 34/S 1 x 40/S 1 x 48/S 1 x 48/S 1 x 48/S 1 x 57/T9 2 x 40/S 2 x 40/S 2 x 48/S – –

S35MC 1 x 34/S 1 x 34/S 1 x 40/S 1 x 40/S 1 x 48/S 1 x 48/S 2 x 34/S 2 x 40/S 2 x 40/S – –

L35MC 1 x 29/S* 1 x 34/S 1 x 34/S 1 x 40/S 1 x 40/S 1 x 40/S 2 x 34/S 2 x 34/S 2 x 34/S – –

S26MC 1 x 20/S* 1 x 24/S* 1 x 29/S* 1 x 29/S* 1 x 34/S 1 x 34/S 2 x 24/S* 2 x 24/S* 2 x 29/S* – –

All turbochargers in this table are of the NA type.

* For the 4L35MC, 4S26MC, 5S26MC, 6S26MC, 7S26MC, 10S26MC, 11S26MC, and 12S26MC the turbochargers areof the NR-type.


Example of full designation: 6L60MC-C requires 1 x NA70/T9 at nominal MCR.

Fig. 3.06: MAN B&W conventional turbochargers for engines with nominal rating (L1)complying with IMO's NOx emission limitations

178 86 87-3.1


459 100 600 198 28 86

3.09

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

S70MC-C 1 x 80-B11 1 x 85-B11 1 x 85-B11 1 x 85-B12 2 x 80-B11 – – – –

S70MC 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B12 2 x 80-B11 – – – –

L70MC-C 1 x 80-B11 1 x 85-B11 1 x 85-B11 1 x 91-B12 1 x 91-B12 – – – –

S60MC-C 1 x 77-B11 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B11 – – – –

S60MC 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11 – – – –

L60MC-C 1 x 77-B11 1 x 77-B12 1 x 80-B12 1 x 85-B11 1 x 85-B11 – – – –

L60MC 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11 – – – –

S50MC-C 1 x 73-B11 1 x 77-B11 1 x 77-B11 1 x 77-B12 1 x 80-B11 – – – –

S50MC 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B12 1 x 80-B11 – – – –

L50MC 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B11 1 x 77-B12 – – – –

S46MC-C 1 x 73-B11 1 x 73-B11 1 x 77-B11 1 x 77-B11 1 x 77-B12 – – – –

S42MC 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B11 2 x 73-B11 2 x 73-B11 2 x 73-B11

L42MC 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B12 1 x 73-B12 1 x 77-B11 2 x 73-B11 2 x 73-B11 2 x 73-B11

S35MC 1 x 65-A10 1 x 69-A10 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B11 2 x 69-A10 2 x 69-A10 2 x 69-A10

L35MC 1 x 65-A10 1 x 65-A10 1 x 69-A10 1 x 69-A10 1 x 73-B11 1 x 73-B11 2 x 65-A10 2 x 65-A10 2 x 69-A10

S26MC 1 x 57D* 1 x 57D* 1 x 61-A10 1 x 61-A10 1 x 65-A10 1 x 65-A10 2 x 57D* 2 x 61-A10 2 x 61-A10

All turbochargers in this table are of the TPL-type.

* For the 4S26MC, 5S26MC and 10S26MC the turbochargers are of the TPS-type


Example of a full designation: 6L60MC-C requires 1 x TPL80-B12 at nominal MCR.

Fig. 3.07: ABB conventional turbochargers, type TPL, for engines with nominal rating (L1)complying with IMO's NOx emission limitations

178 86 89-7.1

459 100 600 198 28 86


Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

S70MC-C 1 x 714D 1 x 714D 2 x 564D 2 x 564D 2 x 714D – – – –

S70MC 1 x 714D 1 x 714D 1 x 714D 2 x 564D 2 x 714D – – – –

S60MC-C 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – –

S60MC 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – –

L60MC 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – –

S50MC-C 1 x 454D 1 x 564D 1 x 564D 1 x 564D 1 x 714D – – – –

S50MC 1 x 454D 1 x 564D 1 x 564D 1 x 564D 1 x 714D – – – –

L50MC 1 x 454D 1 x 454D 1 x 564D 1 x 564D 1 x 564D – – – –

S46MC-C 1 x 454D 1 x 454D 1 x 564D 1 x 564D 1 x 564D – – – –

S42MC 1 x 454P 1 x 454D 1 x 454D 1 x 564D 1 x 564D 1 x 564D 2 x 454D 2 x 454D 2 x 454D

L42MC 1 x 454P 1 x 454D 1 x 454D 1 x 454D 1 x 564D 1 x 564D 2 x 454D 2 x 454D 2 x 454D

S35MC 1 x 354P 1 x 354P 1 x 454D 1 x 454D 1 x 454D 1 x 454D 2 x 354P 2 x 454P 2 x 454D

L35MC 1 x 354P 1 x 354P 1 x 454P 1 x 454D 1 x 454D 1 x 454D 2 x 354P 2 x 354P 2 x 454P

S26MC 1 x 254P 1 x 254P 1 x 304P 1 x 304P 1 x 354P 1 x 354P 2 x 254P 2 x 304P 2 x 304P

All turbochargers in this table are of the VTR-type and have the suffix ‘-32’.


Example of full designation: 6S70MC-C requires 2 x VTR564D-32 at nominal MCR.

Fig. 3.08: ABB conventional turbochargers, type VTR-32, for engines with nominal rating (L1)complying with IMO's NOx emission limitations

3.10

178 86 90-7.1


459 100 600 198 28 86

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

S70MC-C 1 x 66SD 1 x 71SEII 1 x 83SD 1 x 83SEII 1 x 90SE – – – –

S70MC 1 x 66SD 1 x 71SE 1 x 83SD 1 x 83SD 1 x 90SE – – – –

L70MC-C 1 x 66SD 1 x 71SEII 1 x 83SD 1 x 83SEII 1 x 90SE – – – –

S60MC-C 1 x 66SD 1 x 66SD 1 x 71SE 1 x 83SD 1 x 83SD – – – –

S60MC 1 x 66SD 1 x 66SD 1 x 66SD 1 x 71SE 1 x 83SD – – – –

L60MC-C 1 x 53SEII 1 x 66SD 1 x 66SEII 1 x 71SEII 1 x 83SD – – – –

L60MC 1 x 53SD 1 x 66SD 1 x 66SD 1 x 71SE 1 x 83SD – – – –

S50MC-C 1 x 53SD 1 x 53SE 1 x 66SD 1 x 66SD 1 x 71SE – – – –

S50MC 1 x 53SD 1 x 53SD 1 x 66SD 1 x 66SD 1 x 66SD – – – –

L50MC 1 x 53SD 1 x 53SD 1 x 66SD 1 x 66SD 1 x 66SD – – – –

S46MC-C 1 x 53SD 1 x 53SD 1 x 53SD 1 x 66SD 1 x 66SD – – – –

S42MC 1 x 42SE 1 x 53SE 1 x 53SE 1 x 53SE 1 x 66SD 1 x 66SD 2 x 53SE 2 x 53SE 2 x 53SE

L42MC 1 x 42SD 1 x 42SE 1 x 53SD 1 x 53SD 1 x 53SD 1 x 66SD 2 x 42SE 2 x 53SD 2 x 53SD

S35MC 1 x 33SD 1 x 42SD 1 x 42SD 1 x 53SD 1 x 53SD 1 x 53SD 2 x 42SD 2 x 42SD 2 x 42SD

L35MC 1 x 30SR 1 x 33SD 1 x 33SD 1 x 42SD 1 x 42SE 1 x 53SD 2 x 33SD 2 x 42SD 2 x 42SD

S26MC 1 x 26SR 1 x 26SR 1 x 30SR 1 x 30SR 1 x 33SD 1 x 33SD 2 x 26SR 2 x 30SR 2 x 30SR

All turbochargers in this table are of the MET-type.


Example of full designation: 6L60MC-C requires 1 x MET66SEII at nominal MCR.

Fig. 3.09: Mitsubishi conventional turbochargers for engines with nominal rating (L1)complying with IMO's NOx emission limitations

3.11

178 86 91-9.1

Turbocharger Exhaust Gas By-passsystem

Some improvements of the engine performance canbe obtained by using one of the following exhaustgas by-pass systems.

Please note that if one of the below systems is appliedthe turbocharger size and specification has to be de-termined by other means than stated in this section.

Engine Operating under ExtremeAmbient Conditions

As mentioned in Section 1, the engine power figuresare valid for tropical conditions at sea level: 45 °C airat 1000 mbar and 32 °C sea water, whereas the ref-erence fuel consumption is given at ISO conditions:25 °C air at 1000 mbar and 25 °C sea water.

Marine diesel engines are, however, exposed togreatly varying climatic temperatures winter andsummer in arctic as well as tropical areas. Thesevariations cause changes of the scavenge air pres-sure, the maximum combustion pressure, the ex-haust gas amount and temperatures as well as thespecific fuel oil consumption.

Some of the possible countermeasures are brieflydescribed in the following, and in more detail in ourpublication:

P.311: ‘Influence of Ambient Temperature Condi-tions of Main Engine Operation’

The publication is also avaible at the Internet ad-dress: www. manbw.dk under ‘Libraries’, fromwhere it can be downloaded.

Arctic running condition

For air inlet temperatures below -10 °C the precau-tions to be taken depend very much on the operat-ing profile of the vessel. The selection of one of thefollowing alternative countermeasures may be pos-sible, but this must be evaluated in each individualcase.

Exhaust gas receiver with variable by-pass

This arrangement ensures that only part of the ex-haust gas goes via the gas turbine of the turbo-charger, thus giving less energy to the compressorwhich in turn reduces the air supply to the engine.

This system is normally preferred to the scavengeair by-pass, as the normal air compressor/gas tur-bine energy balance will be maintained.

For further information about the emission controlwe refer to our publication:

P.331: ‘Emission ControlTwo-Stroke Low-Speed Diesel Engines’

The publication is also available at the Internet ad-dress www.manbw.dk under ‘Libraries’, from whereit can be downloaded.

Exhaust gas receiver with total by-pass flangeand blank counterflange

By-pass of the total amount of exhaust gas aroundthe turbocharger, is only used for emergency run-ning in case of turbocharger failure, see Fig.3.10.

This enables the engine to run at a higher load thanwith a locked rotor under emergency conditions.The engine’s exhaust gas receiver will in this casebe fitted with a by-pass flange of the same diameteras the inlet pipe to the turbocharger. The emergencypipe is yard’s delivery.

Turbocharger cut-out system

The application of this optional system, Fig. 3.11, de-pends on the layout of the turbocharger(s) in each in-dividual case. It can be economical to apply thecut-out system on an engine with three turbochargersif the engine is to operate for long periods at low loadsof about 50% of the optimised power or below.

Advantages:

• Reduced SFOC if one turbocharger is cut-out

• Reduced heat load on essential engine compo-nents, due to increased scavenge air pressure

459 100 600 198 28 86


3.12

This results in less maintenance and lower spareparts requirements

• The increased scavenge air pressure permits run-ning without the use of an auxiliary blower downto 20-30% of the specified MCR from 30-40%,thus saving electrical power

At 50% of the optimised power, the SFOC savingswill be about 1-2 g/kWh, and the savings will belarger at lower loads.

Engine with Selective Catalytic Reduction System

The NOx in the exhaust gas can be reducedwith primary or secondary reduction methods.Primary methods affect the engine combustionprocess directly, whereas secondary methods re-duce the emission level without changing the en-gine performance, using equipment that does notform part of the engine itself.

If a reduction between 50 and 98% of NOx is re-quired, the Selective Catalytic Reduction (SCR)system has to be applied by adding ammonia orurea to the exhaust gas before it enters a catalyticconverter.The exhaust gas must be mixed with ammoniabefore passing through the catalyst, and in or-

der to encourage the chemical reaction, the tem-perature level has to be between 300 and 400 °C.During this process the NOx is reduced to N2 andwater.

This means that the SCR unit has to be locatedbefore the turbocharger on two-stroke enginesbecause of their high thermal efficiency and therebya relatively low exhaust gas temperature.

The amount of ammonia injected into the exhaustgas is controlled by a process computer and isbased on the NOx production at different loadsmeasured during the testbed running, see Fig. 3.12.

As the ammonia is a combustible gas, it is sup-plied through a double-walled pipe system, withappropriate venting and fitted with an ammonialeak detector which shows a simplified systemlayout of the SCR installation.


459 100 600 198 28 86

Fig. 3.11: Position of turbocharger cut-out valvesFig. 3.10: Total by-pass of exhaust gas for emergency running

178 06 93-6.0178 06 72-1.1

3.13


459 100 600 198 28 86

Fig. 3.12: Layout of SCR system

3.14

198 99 27-1.0

Preheating and sealing air

High efficiency turbocharger

Air

Engine

Air intake

Orifice

Air outlet

Processcomputer

EvaporatorAmmonia

tank

SCR reactor

Exhaust gas outlet

Deck

NOx and O2 analysers

Support

Staticmixer

Air

Electricity Production 4


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4.01

4 Electricity Production

Introduction

Next to power for propulsion, electricity productionis the largest fuel consumer on board. The electricityis produced by using one or more of the followingtypes of machinery, either running alone or in parallel:

• Auxiliary diesel generating sets

• Main engine driven generators

• Steam driven turbogenerators

• Emergency diesel generating sets.

The machinery installed should be selected basedon an economical evaluation of first cost, operatingcosts, and the demand of man-hours for mainte-nance.

In the following, technical information is given re-garding main engine driven generators (PTO) andthe auxiliary diesel generating sets produced byMAN B&W.

The possibility of using a turbogenerator driven bythe steam produced by an exhaust gas boiler can beevaluated based on the exhaust gas data.

Power Take Off (PTO)

With a generator coupled to a Power Take Off (PTO)from the main engine, the electricity can be pro-duced based on the main engine’s low SFOC anduse of heavy fuel oil. Several standardised PTO sys-tems are available, see Fig. 4.01 and the designa-tions on Fig. 4.02:

PTO/RCF(Power Take Off/Renk Constant Frequency):Generator giving constant frequency, based onmechanical-hydraulical speed control.

PTO/CFE(Power Take Off/Constant Frequency Electrical):Generator giving constant frequency, based onelectrical frequency control.

PTO/GCR(Power Take Off/Gear Constant Ratio):Generator coupled to a constant ratio step-up gear,used only for engines running at constant speed.

The DMG/CFE (Direct Mounted Generator/ConstantFrequency Electrical) and the SMG/CFE (ShaftMounted Generator/Constant Frequency Electrical)are special designs within the PTO/CFE group inwhich the generator is coupled directly to the main en-gine crankshaft and the intermediate shaft, respec-tively, without a gear. The electrical output of the gen-erator is controlled by electrical frequency control.

Within each PTO system, several designs are avail-able, depending on the positioning of the gear:

BW I:Gear with a vertical generator mounted onto thefore end of the diesel engine, without any con-nections to the ship structure.

BW II:A free-standing gear mounted on the tank topand connected to the fore end of the diesel en-gine, with a vertical or horizontal generator.

BW III:A crankshaft gear mounted onto the fore end ofthe diesel engine, with a side-mounted generatorwithout any connections to the ship structure.

BW IV:A free-standing step-up gear connected to theintermediate shaft, with a horizontal generator.

The most popular of the gear based alternatives arethe type designated BW III/RCF for plants with afixed pitch propeller (FPP) and the BW IV/GCR forplants with a controllable pitch propeller (CPP). TheBW III/RCF requires no separate seating in the shipand only little attention from the shipyard with re-spect to alignment.

485 600 100 198 28 87


Alternative types and layouts of shaft generators Design Seating Totalefficiency (%)

PTO

/RC

F

1a 1b BW I/RCF On engine(vertical generator)

88-91

2a 2b BW II/RCF On tank top 88-91

3a 3b BW III/RCF On engine 88-91

4a 4b BW IV/RCF On tank top 88-91

PTO

/CFE

5a 5b DMG/CFE On engine 84-88

6a 6b SMG/CFE On tank top 84-88

PTO

/GC

R

7 BW I/GCR On engine(vertical generator)

92

8 BW II/GCR On tank top 92

9 BW III/GCR On engine 92

10 BW IV/GCR On tank top 92

Fig. 4.01: Types of PTO

178 19 66-3.1

4.02


485 600 100 198 28 87

Power take off:BW III L60-C/RCF 700-60

50: 50 Hz60: 60 Hz

kW on generator terminals

RCF: Renk constant frequency unitCFE: Electrically frequency controlled unitGCR: Step-up gear with constant ratio

Engine type on which it is applied

Layout of PTO: See Fig. 4.01

Make: MAN B&W

178 45 49-8.0

Fig. 4.02: Designation of PTO

The BW III -design can be applied on all enginesfrom the 98 to the 42 bore types. On the 60, 50, 46,and 42 type engines special attention has to be paidto the space requirements for the BW III system, ifthe turbocharger is located on the exhaust side.

For the smaller engine types (the L/S35 and theS26), the step-up gear and generator have to be lo-cated on a separate seating, i.e. the BW II or the BWIV system is to be used.

For further information please refer to the respectiveproject guides and our publication:

P. 364: ‘Shaft GeneratorsPower Take Offfrom the Main Engine’

Which is also available at the Internet address:www.manbw.dk under ‘Libraries’.

4.03

485 600 100 198 28 87


4.04

178 23 22-2.0

PTO/RCF

Side mounted generator, BWIII/RCF(Fig. 4.01, Alternative 3)

The PTO/RCF generator systems have been devel-oped in close cooperation with the German gearmanufacturer Renk. A complete package solution isoffered, comprising a flexible coupling, a step-upgear, an epicyclic, variable-ratio gear with built-inclutch, hydraulic pump and motor, and a standardgenerator, see Fig. 4.03.

For marine engines with controllable pitch propel-lers running at constant engine speed, the hydraulicsystem can be dispensed with, i.e. a PTO/GCR de-sign is normally used.

Fig. 4.03 shows the principles of the PTO/RCF ar-rangement. As can be seen, a step-up gear box(called crankshaft gear) with three gear wheels isbolted directly to the frame box of the main engine.The bearings of the three gear wheels are mountedin the gear box so that the weight of the wheels isnot carried by the crankshaft. In the frame box, be-tween the crankcase and the gear drive, space isavailable for tuning wheel, counterweights, axial vi-bration damper, etc.

The first gear wheel is connected to the crankshaftvia a special flexible coupling made in one piecewith a tooth coupling driving the crankshaft gear,thus isolating it against torsional and axial vibra-tions.

Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF


485 600 100 198 28 87

By means of a simple arrangement, the shaft in thecrankshaft gear carrying the first gear wheel and thefemale part of the toothed coupling can be movedforward, thus disconnecting the two parts of thetoothed coupling.

The power from the crankshaft gear is transferred,via a multi-disc clutch, to an epicyclic variable-ratiogear and the generator. These are mounted on acommon bedplate, bolted to brackets integratedwith the engine bedplate.

The BWIII/RCF unit is an epicyclic gear with a hy-drostatic superposition drive. The hydrostatic inputdrives the annulus of the epicyclic gear in either di-rection of rotation, hence continuously varying thegearing ratio to keep the generator speed constantthroughout an engine speed variation of 30%. In thestandard layout, this is between 100% and 70% ofthe engine speed at specified MCR, but it can beplaced in a lower range if required.

The input power to the gear is divided into two paths– one mechanical and the other hydrostatic – andthe epicyclic differential combines the power of thetwo paths and transmits the combined power to theoutput shaft, connected to the generator. The gear isequipped with a hydrostatic motor driven by a pump,and controlled by an electronic control unit. Thiskeeps the generator speed constant during singlerunning as well as when running in parallel with othergenerators.

The multi-disc clutch, integrated into the gear inputshaft, permits the engaging and disengaging of theepicyclic gear, and thus the generator, from themain engine during operation.

An electronic control system with a Renk controllerensures that the control signals to the main electri-cal switchboard are identical to those for the normalauxiliary generator sets. This applies to ships withautomatic synchronising and load sharing, as wellas to ships with manual switchboard operation.

Internal control circuits and interlocking functionsbetween the epicyclic gear and the electronic con-trol box provide automatic control of the functionsnecessary for the satisfactory operation and protec-tion of the BWIII/RCF unit. If any monitored valueexceeds the normal operation limits, a warning or an

178 34 89-3.1

alarm is given depending upon the origin, severityand the extent of deviation from the permissible val-ues. The cause of a warning or an alarm is shown ona digital display.

Extent of delivery for BWIII/RCF units

The delivery comprises a complete unit ready to bebuilt-on to the main engine. Fig. 4.04 shows thegeneral arrangement. Space requirements for aspecific engine can be found in the relevant ProjectGuide.

In the case that a larger generator is required, pleasecontact MAN B&W Diesel A/S.

If a main engine speed other than the nominal is re-quired as a basis for the PTO operation, this must betaken into consideration when determining the ratioof the crankshaft gear. However, this has no influ-ence on the space required for the gears and thegenerator.

The PTO can be operated as a motor (PTI) as well asa generator by adding some minor modifications.

Standard sizes of the crankshaft gears and the RCFunits are designed for 700, 1200, 1800 and 2600 kW,while the generator sizes of make A. van Kaick are:

Type

DSG

440V1800kVA

60Hzr/minkW

380V1500kVA

50Hzr/minkW

62 M2-462 L1-462 L2-474 M1-474 M2-474 L1-474 L2-486 K1-486 M1-486 L2-499 K1-4

707855

105612711432165119241942234527923222

566684845

10171146132115391554187622342578

627761940

11371280146817091844214825422989

501609752909

1024117413681475171820332391

4.05

485 600 100 198 28 87


4.06

Yard deliveries are:

1. Cooling water pipes to the built-on lubricating oilcooling system, including the valves.

2. Electrical power supply to the lubricating oilstand-by pump built on to the RCF unit.

3. Wiring between the generator and the operatorcontrol panel in the switch-board.

4. An external permanent lubricating oil filling-upconnection can be established in connection withthe RCF unit. The system is shown in Fig. 4.07 ‘Lu-bricating oil system for RCF gear’. The dosage tankand the pertaining piping are to be delivered by theyard. The size of the dosage tank is stated in the ta-ble for RCF gear in ‘Necessary capacities forPTO/RCF’ (Fig. 4.06).

The necessary preparations to be made on the en-gine are specified in Figs. 4.05a and 4.05b.

Additional capacities required for BWIII/RCF

The capacities stated in the ‘List of capacities’ forthe main engine in question are to be increased bythe additional capacities for the crankshaft gear andthe RCF gear stated in Fig. 4.06.


485 600 100 198 28 87

4.07

Fig. 4.04a: Arrangement of side mounted generator PTO/RCF type BWlll RCF for engines with turbocharger on theexhaust side (98-90-80-70-60-50-46 types)

Fig. 4.04b: Arrangement of side mounted generator PTO/RCF type BWlll RCF for engines with turbocharger on the aft end(60-50-46 types and 4-9 cylindered engines of the 42 type)

178 05 11-5.0

178 36 29-6.0

485 600 100 198 28 87


4.08

Fig. 4.05a: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)

178 40 42-8.0


485 600 100 198 28 87

4.09

Pos. 1 Special face on bedplate and frame box

Pos. 2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or statorhousing

Pos. 3 Machined washers placed on frame box part of face to ensure, that it is flush with the face on thebedplate

Pos. 4 Rubber gasket placed on frame box part of face

Pos. 5 Shim placed on frame box part of face to ensure, that it is flush with the face of the bedplate

Pos. 6 Distance tubes and long bolts

Pos. 7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTOmaker

Pos. 8 Flange of crankshaft, normally the standard execution can be used

Pos. 9 Studs and nuts for crankshaft flange

Pos. 10 Free flange end at lubricating oil inlet pipe (incl. blank flange)

Pos. 11 Oil outlet flange welded to bedplate (incl. blank flange)

Pos. 12 Face for brackets

Pos. 13 Brackets

Pos. 14 Studs for mounting the brackets

Pos. 15 Studs, nuts, and shims for mounting of RCF-/generator unit on the brackets

Pos. 16 Shims, studs and nuts for connection between crankshaft gear and RCF-/generator unit

Pos. 17 Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO

Pos. 18 Intermediate shaft between crankshaft and PTO

Pos. 19 Oil sealing for intermediate shaft

Pos. 20 Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box

Pos. 21 Plug box for electronic measuring instrument for check of condition of axial vibration damper

Pos. No: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

BWIII/RCF A A A A B A B A A A A A B B A A

BWIII/GCR, BWIII/CFE A A A A B A B A A A A A B B A A

BWII/RCF A A A A A A

BWII/GCR, BWII/CFE A A A A A A

BWI/RCF A A A A B A B A A

BWI/GCR, BWI/CFE A A A A B A B A A A A

DMG/CFE A A A B C A B A A

A: Preparations to be carried out by engine builder

B: Parts supplied by PTO-maker

C: See text of pos. No.

Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)

178 33 84-9.0

485 600 100 198 28 87


4.10

Crankshaft gear lubricated from the main engine lubricating oil system.The figures are to be added to the main engine capacity list:

Nominal output of generator kW 700 1200 1800 2600

Lubricating oil flow m3/h 4.1 4.1 4.9 6.2

Heat dissipation kW 12.1 20.8 31.1 45.0

RCF gear with separate lubricating oil system:

Nominal output of generator kW 700 1200 1800 2600

Cooling water quantity m3/h 14.1 22.1 30.0 39.0

Heat dissipation kW 55 92 134 180

El. power for oil pump kW 11.0 15.0 18.0 21.0

Dosage tank capacity m3 0.40 0.51 0.69 0.95

El. power for Renk-controller 24V DC ± 10%, 8 amp

178 33 85-0.0

Fig. 4.06: Necessary capacities for PTO/RCF, BW III/RCF system

From main engine:Design lube oil pressure: 2.25 barLube oil pressure at crankshaft gear: min. 1 barLube oil working temperature: 50 °CLube oil type: SAE 30

178 06 47-1.0

The letters refer to the ‘List of flanges’,which will be extended by the engine builder,when PTO systems are built on the main engine

Cooling water inlet temperature: 36 °CPressure drop across cooler: approximately 0.5 barFill pipe for lube oil system store tank (~ø32)Drain pipe to lube oil system drain tank (~ø40)Electric cable between Renk terminal at gearbox andoperator control panel in switchboard: Cable typeFMGCG 19 x 2 x 0.5

Fig. 4.07: Lubricating oil system for RCF gear


485 600 100 198 28 87

4.11

Fig. 4.08: Standard engine, with direct mounted generator (DMG/CFE)

DMG/CFE Generators

Option: 4 85 259Fig. 4.01 alternative 5, shows the DMG/CFE (DirectMounted Generator/Constant Frequency Electrical)which is a low speed generator with its rotor mount-ed directly on the crankshaft and its stator bolted onto the frame box as shown in Figs. 4.08 and 4.09.

The DMG/CFE is separated from the crankcase by aplate, and a labyrinth stuffing box.

The DMG/CFE system has been developed in coop-eration with the German generator manufacturersSiemens and STN Atlas, but similar types of genera-

tors can be supplied by others, e.g. Fuji, Nishishibaand Shinko in Japan.

For generators in the normal output range, the massof the rotor can normally be carried by the foremostmain bearing without exceeding the permissiblebearing load (see Fig. 4.09), but this must bechecked by the engine manufacturer in each case.

If the permissible load on the foremost main bearingis exceeded, e.g. because a tuning wheel is needed,this does not preclude the use of a DMG/CFE.

178 06 73-3.1

485 600 100 198 28 87


4.12

Fig. 4.10: Diagram of DMG/CFE with static converter

Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel

178 06 63-7.1

178 56 55-3.1


485 600 100 198 28 87

4.13

In such a case, the problem is solved by installing asmall, elastically supported bearing in front of thestator housing, as shown in Fig. 4.09.

As the DMG type is directly connected to the crank-shaft, it has a very low rotational speed and, conse-quently, the electric output current has a low fre-quency – normally in order of 15 Hz.

Therefore, it is necessary to use a static frequencyconverter between the DMG and the main switch-board. The DMG/CFE is, as standard, laid out foroperation with full output between 100% and 70%and with reduced output between 70% and 50% ofthe engine speed at specified MCR.

Static converter

The static frequency converter system (see Fig.4.10) consists of a static part, i.e. thyristors and con-trol equipment, and a rotary electric machine.

The DMG produces a three-phase alternating cur-rent with a low frequency, which varies in accor-dance with the main engine speed. This alternatingcurrent is rectified and led to a thyristor inverter pro-ducing a three-phase alternating current with con-stant frequency.

Since the frequency converter system uses a DC in-termediate link, no reactive power can be suppliedto the electric mains. To supply this reactive power,a synchronous condenser is used. The synchro-nous condenser consists of an ordinary synchro-nous generator coupled to the electric mains.

Extent of delivery for DMG/CFE units

The delivery extent is a generator fully built-on to themain engine inclusive of the synchronous con-denser unit, and the static converter cubicles whichare to be installed in the engine room.

If required, the DMG/CFE can be made so it can beoperated both as a generator and as a motor (PTI).

Yard deliveries are:

1. Installation, i.e. seating in the ship for the syn-chronous condenser unit, and for the staticconverter cubicles

2. Cooling water pipes to the generator if watercooling is applied

3. Cabling.

The necessary preparations to be made on the en-gine are specified in Figs. 4.05a and 4.05b.

SMG/CFE Generators

The PTO SMG/CFE (see Fig. 4.01 alternative 6) hasthe same working principle as the PTO DMG/CFE,but instead of being located on the front end of theengine, the alternator is installed aft of the engine,with the rotor integrated on the intermediate shaft.

In addition to the yard deliveries mentioned for thePTO DMG/CFE, the shipyard must also provide thefoundation for the stator housing in the case of thePTO SMG/CFE.

The engine needs no preparation for the installationof this PTO system.

PTO BW IV/GCRPower Take Off/Gear Constant Ratio

The shaft generator system, type PTO BW IV/GCR,installed in the shaft line (Fig. 4.01 alternative 10)can generate power on board ships equipped with acontrollable pitch propeller running at constantspeed.

The PTO-system can be delivered as a tunnel gearwith hollow flexible coupling or, alternatively, as agenerator step-up gear with thrust bearing and flexi-ble coupling integrated in the shaft line.

The main engine needs no special preparation formounting these types of PTO systems as they areconnected to the intermediate shaft.

The PTO-system installed in the shaft line can alsobe installed on ships equipped with a fixed pitchpropeller or controllable pitch propeller running in

485 600 100 198 28 87


4.14

PTO BW II/GCR,Power Take Off/Gear Constant Ratio

The PTO system type BWII/GCR illustrated in Fig.4.01 alternative 8 can generate electrical power onboard ships equipped with a controllable pitch pro-peller, running at constant speed.

The PTO unit is mounted on the tank top at the foreend of the engine see Fig. 4.11. The PTO generatoris activated at sea, taking over the electrical powerproduction on board when the main engine speedhas stabilised at a level corresponding to the gener-ator frequency required on board.

The installation length in front of the engine, andthus the engine room length requirement, naturallyexceeds the length of the engine aft end mountedshaft generator arrangements. However, there issome scope for limiting the space requirement, de-pending on the configuration chosen.

Fig. 4.11: Power Take Off (PTO) BW II/GCR178 18 25-0.0

combinator mode. This will, however, require an ad-ditional Renk Constant Frequency gear (Fig. 4.01 al-ternative 4) or additional electrical equipment formaintaining the constant frequency of the gener-ated electric power.

Tunnel gear with hollow flexible coupling

This PTO-system is normally installed on ships witha minor electrical power take off load compared tothe propulsion power, up to approximately 25% ofthe engine power.

The hollow flexible coupling is only to be dimensionedfor the maximum electrical load of the power take offsystem and this gives an economic advantage for mi-nor power take off loads compared to the system withan ordinary flexible coupling integrated in the shaft line.

The hollow flexible coupling consists of flexible seg-ments and connecting pieces, which allow replace-ment of the coupling segments without dismountingthe shaft line, see Fig. 4.12.

Generator step-up gear and flexible couplingintegrated in the shaft line

For higher power take off loads, a generator step-upgear and flexible coupling integrated in the shaft linemay be chosen due to first costs of gear and cou-pling.

The flexible coupling integrated in the shaft line willtransfer the total engine load for both propulsionand electricity and must be dimensioned accord-ingly.

The flexible coupling cannot transfer the thrust fromthe propeller and it is, therefore, necessary to makethe gear-box with an integrated thrust bearing.

This type of PTO-system is typically installed onships with large electrical power consumption, e.g.shuttle tankers.


485 600 100 198 28 87

4.15

Fig. 4.12: BW IV/GCR, tunnel gear

178 18 22-5.0

Auxiliary Propulsion System/Take Home System

From time to time an Auxiliary Propulsion Sys-tem/Take Home System capable of driving theCP-propeller by using the shaft generator as anelectric motor is requested.

MAN B&W Diesel can offer a solution where theCP-propeller is driven by the alternator via atwo-speed tunnel gear box. The electric power isproduced by a number of GenSets. The main engineis disengaged by a conical bolt clutch (CB-Clutch)made as an integral part of the shafting. The clutchis installed between the tunnel gear box and themain engine, and conical bolts are used to connectand disconnect the main engine and the shafting.See Figure 4.13.

The CB-Clutch is operated by hydraulic oil pressurewhich is supplied by the power pack used to controlthe CP-propeller.

A thrust bearing, which transfers the auxiliary pro-pulsion propeller thrust to the engine thrust bearingwhen the clutch is disengaged, is built into the

CB-Clutch. When the clutch is engaged, the thrustis transferred statically to the engine thrust bearingthrough the thrust bearing built into the clutch.

To obtain high propeller efficiency in the auxiliarypropulsion mode, and thus also to minimise the aux-iliary power required, a two-speed tunnel gear,which provides lower propeller speed in the auxil-iary propulsion mode, is used.

The two-speed tunnel gear box is made with a fric-tion clutch which allows the propeller to be clutchedin at full alternator/motor speed where the fulltorque is available. The alternator/motor is started inthe de-clutched condition with a start transformer.

The system can quickly establish auxiliary propul-sion from the engine control room and/or bridge,even with unmanned engine room.

Re-establishment of normal operation requires at-tendance in the engine room and can be done withina few minutes.

485 600 100 198 28 87


4.16

Fig. 4.13: Auxiliary propulsion system178 47 02-0.0

L16/24 Holeby GenSet Data


485 600 100 198 28 87

4.17

Bore: 160 mm Stroke: 240 mmPower lay-out

1200 r/min 60 Hz 1000 r/min 50 HzEng. kW Gen. kW Eng. kW Gen. kW

5L16/24 500 475 450 4306L16/24 600 570 540 5157L16/24 700 665 630 6008L16/24 800 760 720 6809L16/24 900 855 810 770

Cyl. No A (mm) * B (mm) * C (mm) H (mm) **Dry weightGenSet (t)

5 (1000 r/min)5 (1200 r/min)

27512751

14001400

41514151

22262226

9.59.5

6 (1000 r/min)6 (1200 r/min)

30263026

14901490

45164516

22262226

10.510.5

7 (1000 r/min)7 (1200 r/min)

33013301

15851585

48864886

22262266

11.411.4

8 (1000 r/min)8 (1200 r/min)

35763576

16801680

52565256

22662266

12.412.4

9 (1000 r/min)9 (1200 r/min)

38513851

16801680

55315531

22662266

13.113.1

P Free passage between the engines, width 600 mm and height 2000 mm.Q Min. distance between engines: 1800 mm.* Depending on alternator** Weight incl. standard alternator (based on a Leroy Somer alternator)All dimensions and masses are approximate, and subject to changes without prior notice.

Fig. 4.14a: Power and outline of L16/24

178 23 03-1.0

178 33 87-4.3

485 600 100 198 28 87


4.18


Max. continuous rating at Cyl. 5 6 7 8 9

1000/1200 r/min Engine kW 450/500 540/600 630/700 720/800 810/9001000/1200 r/min 50/60 Hz Gen. kW 430/475 515/570 600/665 680/760 770/855

ENGINE DRIVEN PUMPS

HT cooling water pump** (2.0/3.2 bar) m3/h 10.9/13.1 12.7/15.2 14.5/17.4 16.3/19.5 18.1/21.6LT cooling water pump** (1.7/3.0 bar) m3/h 15.7/17.3 18.9/20.7 22.0/24.2 25.1/27.7 28.3/31.1Lubricating oil (3-5.0 bar) m3/h 21/25 23/27 24/29 26/31 28/33

EXTERNAL PUMPS

Fuel oil feed pump (4 bar) m3/h 0.14/0.15 0.16/0.18 0.19/0.21 0.22/0.24 0.24/0.27Fuel booster pump (8 bar) m3/h 0.41/0.45 0.49/0.54 0.57/0.63 0.65/0.72 0.73/0.81

COOLING CAPACITIES

Lubricating oil kW 79/85 95/102 110/119 126/136 142/153Charge air LT kW 43/50 51/60 60/70 68/80 77/90*Flow LT at 36°C inlet and 44°C outlet engine m3/h 13.1/14.6 15.7/17.5 18.4/20.4 21.0/23.3 23.6/26.2

Jacket cooling kW 107/125 129/150 150/175 171/200 193/225Charge air HT kW 107/114 129/137 150/160 171/182 193/205

GAS DATA

Exhaust gas flow kg/h 3321/3675 3985/4410 4649/5145 5314/5880 5978/6615Exhaust gas temp. °C 330 330 330 330 330Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025Air consumption kg/h 3231/3575 3877/4290 4523/5005 5170/5720 5816/6435

STARTING AIR SYSTEM

Air consumption per start Nm3 0.80 0.96 1.12 1.28 1.44

HEAT RADIATION

Engine kW 11/12 13/15 15/17 17/20 19/22Alternator kW (see separate data from the alternator maker)

The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.

* The outlet temperature of the HT water is fixed to 80°C, and 44°C for LT water. At different inlet temperatures theflow will change accordingly.

Example: if the inlet temperature is 25°C, then the LT flow will change to (44-36)/(44-25)*100 = 42% of the originalflow. The HT flow will change to (80-36)/(80-25)*100 = 80% of the original flow. If the temperature rises above 36°C,then the LT outlet will rise accordingly.

** Max. permission inlet pressure 2.0 bar.

Fig. 4.14b: List of capacities for L16/24

178 33 88-6.1

L21/31 GenSet Data


485 600 100 198 28 87

4.19



5L21/31 950 905 1000 9506L21/31 1140 1085 1200 11407L21/31 1330 1265 1400 13308L21/31 1520 1445 1600 15209L21/31 1710 1625 1800 1710

178 23 04-3.0

Cyl. No. * C (mm) H (mm) **Dry weightGenSet (t)

5 (900 r/min)5 (1000 r/min)

58605860

30503050

21.321.3

6 (900 r/min)6 (1000 r/min)

63006300

31003100

24.324.3

7 (900 r/min)7 (1000 r/min)

67606760

31003100

27.327.3

8 (900 r/min)8 (1000 r/min)

72107210

31003100

30.330.3

9 (900 r/min)9 (1000 r/min)

76607660

32503250

33.333.3

P Free passage between the engines, width 600 mm and height 2000 mm.Q Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with galley)* Depending on alternator** Weight incl. standard alternator (based on a Uljanik alternator)All dimensions and masses are approximate, and subject to changes without prior notice.


178 48 08-7.1

485 600 100 198 28 87


4.20

L21/31 GenSet Data


900/1000 r/min Eng. kW 950/1000 1140/1200 1330/1400 1520/1600 1710/1800900/1000 r/min 60/50 Hz Gen. kW 905/950 1085/1140 1265/1330 1445/1520 1625/1710

ENGINE DRIVEN PUMPS

LT cooling water pump (1.0/2.5 bar) ** m3/h 55/61 55/61 55/61 55/61 55/61HT cooling water pump (1.0/2.5 bar)** m3/h 55/61 55/61 55/61 55/61 55/61Lubricating oil (3.0-5.0 bar) m3/h 31/34 31/34 41/46 41/46 41/46

EXTERNAL PUMPS

Max. delivery pressure ofcooling water pumps

bar 2.5 2.5 2.5 2.5 2.5

Fuel oil feed pump (4.0 bar) m3/h 0.29/0.33 0.35/0.37 0.41/0.44 0.46/0.50 0.52/0.56Fuel booster pump m3/h 0.87/1.0 1.04/1.12 1.22/1.31 1.39/1.50 1.56/1.68

COOLING CAPACITIES

Lubricating oil kW 199/214 239/257 278/299 318/342 358/385Charge air LT kW 137 165 192 220 247*Flow LT at 36°C inlet and 44°C outlet m3/h 28.9/37.7 34.6/45.3 40.4/52.8 46.2/60.3 52.0/61.8

Jacket cooling kW 148/159 178/191 207/223 237/255 266/287Charge air HT kW 244 293 341 390 439*Flow HT at 36°C inlet and 80°C outlet m3/h 9.4/9.6 11.2/11.5 13.1/13.5 15.0/15.4 16.8/17.7

GAS DATA

Exhaust gas flow kg/h 6675/6990 7861/8280 9172/9661 10482/11041 11792/12421Exhaust gas temp. °C 330/285 330/285 330/285 330/285 330/285Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025Air consumption kg/h 6489/6790 7638/8040 8911/9380 10184/10720 11457/12060

STARTING AIR SYSTEM


HEAT RADIATION

Engine kWAlternator kW (see separate data from the alternator maker)

The stated heat balances are based on tropical conditions, the flows and exhaust gas temp. are based on ISO ambient condition.

* The outlet temperature of the HT water is fixed to 80°C,and 44°C for LT water.

At different inlet temperatures the flow will changeaccordingly.

Example: if the inlet temperature is 25°C, then the LT flow willchange to (44-36)/(44-25)*100 = 53% of the original flow. The HTflow will not change.

** Max. permission inlet pressure 2.0 bar.


178 48 09-9.0

178 23 05-5.0

L23/30H Holeby GenSet Data


485 600 100 198 28 87

4.21

178 23 06-7.0


720 r/min 60 Hz 750 r/min 50 Hz 900 r/min 60 HzEng. kW Gen. kW Eng. kW Gen. kW Eng. kW Gen. kW

5L23/30H 650 615 675 6456L23/30H 780 740 810 770 960 9107L23/30H 910 865 945 900 1120 10608L23/30H 1040 990 1080 1025 1280 1215

Cyl. no A (mm) * B (mm) * C (mm) H (mm) **Dry weightGenSet (t)

5 (720 r/min)5 (750 r/min)

33693369

21552155

55245524

23832383

18.017.6

6 (720 r/min)6 (750 r/min)6 (900 r/min)

373837383738

226522652265

600460046004

238323832815

19.719.721.0

7 (720 r/min)7 (750 r/min)7 (900 r/min)

410941094109

239523952395

650465046504

281528152815

21.421.422.8

8 (720 r/min)8 (750 r/min)8 (900 r/min)

447544754475

248024802340

695969596815

281528152815

23.522.924.5

P Free passage between the engines, width 600 mm and height 2000 mm.Q Min. distance between engines: 2250 mm.* Depending on alternator** Weight included a standard alternator, make A. van KaickAll dimensions and masses are approximate, and subject to changes without prior notice.

Fig. 4.16a: Power and outline of L23/30H

178 34 53-7.1

485 600 100 198 28 87



Max. continuous rating at Cyl. 5 6 7 8720/750 r/min Engine kW 650/675 780/810 910/945 1040/1080900 r/min Engine kW 800 960 1120 1280720/750 r/min 60/50 Hz Gen. kW 615/645 740/770 865/900 990/1025900 r/min 60 Hz Gen. kW 910 1060 1215

ENGINE-DRIVEN PUMPS 720, 750/900 r/minFuel oil feed pump (5.5-7.5 bar) m3/h 1.0/1.3 1.0/1.3 1.0/1.3 1.0/1.3LT cooling water pump (1-2.5 bar) m3/h 55/69 55/69 55/69 55/69HT cooling water pump (1-2.5 bar) m3/h 36/45 36/45 36/45 36/45Lube oil main pump (3-5/3.5-5 bar) m3/h 16/20 16/20 20/20 20/20SEPARATE PUMPS

Fuel oil feed pump*** (4-10 bar) m3/h 0.19/0.24 0.23/0.29 0.27/0.34 0.30/0.39LT cooling water pump* (1-2.5 bar) m3/h 35/44 42/52 48/61 55/70LT cooling water pump** (1-2.5 bar) m3/h 48/56 54/63 60/71 73/85HT cooling water pump (1-2.5 bar) m3/h 20/25 24/30 28/35 32/40Lube oil stand-by pump (3-5/3.5-5 bar) m3/h 14/16 15/17 16/18 17/19

COOLING CAPACITIES

LUBRICATING OILHeat dissipation kW 69/97 84/117 98/137 112/158LT cooling water quantity* m3/h 5.3/6.2 6.4/7.5 7.5/8.8 8.5/10.1SW LT cooling water quantity** m3/h 18 18 18 25Lube oil temp. inlet cooler °C 67 67 67 67LT cooling water temp. inlet cooler °C 36 36 36 36

CHARGE AIRHeat dissipation kW 251/310 299/369 348/428 395/487LT cooling water quantity m3/h 30/38 36/46 42/53 48/61LT cooling water inlet cooler °C 36 36 36 36

JACKET COOLINGHeat dissipation kW 182/198 219/239 257/281 294/323HT cooling water quantity m3/h 20/25 24/30 28/35 32/40HT cooling water temp. inlet cooler °C 77 77 77 77

GAS DATA

Exhaust gas flow kg/h 5510/6980 6620/8370 7720/9770 8820/11160Exhaust gas temp. °C 310/325 310/325 310/325 310/325Max. allowable back. press. bar 0.025 0.025 0.025 0.025Air consumption kg/h 5364/6732 6444/8100 7524/9432 8604/10800

STARTING AIR SYSTEM

Air consumption per start Nm3 2.0 2.0 2.0 2.0

HEAT RADIATION

Engine kW 21/26 25/32 29/37 34/42Generator kW (See separate data from generator maker)

The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 r/min. Heat dissipation gas and pumpcapacities at 750 r/min. are 4% higher than stated. If LT cooling are sea water, the LT inlet is 32° C instead of 36°C.Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.

These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions* Only valid for engines equipped with internal basic cooling water system no 1 and 2.** Only valid for engines equipped with combined coolers, internal basic cooling water system no 3.*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil

consumption is multiplied by 1.45.

Fig. 4.16b: List of capacities for L23/30H

4.22

178 34 54-5.2



485 600 100 198 28 87

4.23


5 (720 r/min)5 (750 r/min)

43464346

24862486

68326832

37053705

42.042.3

6 (720 r/min)6 (750 r/min)

47914791

27662766

75577557

37053717

45.846.1

7 (720 r/min)7 (750 r/min)

52365236

27662766

80028002

37173717

52.152.1

8 (720 r/min)8 (750 r/min)

56815681

29862986

86678667

37173717

56.558.3

9 (720 r/min)9 (750 r/min)

61266126

29862986

91129112

37973797

61.863.9

P Free passage between the engines, width 600 mm and height 2000 mm.Q Min. distance between engines: 3000 mm. (without gallery) and 3400 mm. (with gallery)* Depending on alternator** Weight included a standard alternatorAll dimensions and masses are approximate, and subject to changes without prior notice.


178 33 89-8.2



5L27/38 1500 1425 1600 15206L27/38 1800 1710 1920 18257L27/38 2100 1995 2240 21308L27/38 2400 2280 2560 24309L27/38 2700 2565 2880 2735

178 23 07-9.0

485 600 100 198 28 87


4.24

L27/38 GenSet Data

Max. continuous rating at Cyl. 5 6 7 8 9720/750 r/min Engine kW 1500/1600 1800/1920 2100/2240 2400/2560 2700/2880720/750 r/min 60/50 Hz Gen. kW 1425/1520 1710/1825 1995/2130 2280/2430 2565/2735

ENGINE DRIVEN PUMPS

LT cooling water pump (1.0-2.5 bar) m3/h 58/39 58/46 58/54 58/62 58/70HT cooling water pump (1.0-2.5 bar) m3/h 58/39 58/46 58/54 58/62 58/70Lubricating oil pump (4.5-5.5 bar) m3/h 64/32 64/38 92/45 92/51 92/58

EXTERNAL PUMPS

Max. delivery pressure ofcooling water pump

bar 2.50 2.50 2.50 2.50 2.50

Fuel oil feed pump (4.0 bar) m3/h 0.45/0.48 0.53/0.58 0.62/0.67 0.71/0.77 0.80/0.86Fuel booster pump (8.0 bar) m3/h 1.34/1.44 1.60/1.73 1.87/2.02 2.14/2.30 2.40/2.59

COOLING CAPACITIES

Lubricating oil kW 206/282 247/338 283/395 330/451 371/508Charge air LT kW 144/160 173/192 202/224 231/256 260/288*Flow LT at 36°C inlet and 46°C outlet m3/h 30.1/38.2 36.1/45.8 42.1/53.4 48.2/61.1 54.2/68.7

Jacket cooling kW 352/282 422/338 493/395 563/451 633/508

Charge air HT kW 422/319 507/383 591/447 676/511 760/575*Flow HT at 36°C inlet and 80°C outlet m3/h 18.5/11.8 22.2/14.2 25.9/16.5 29.6/18.9 33.3/21.2

GAS DATA

Exhaust gas flow kg/h 10474/12064 12416/14476 14485/16889 16555/19302 18624/21715Exhaust gas temp. °C 330/281 330/281 330/281 330/281 330/281Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025Air consumption kg/h 10177/11744 12060/14093 14070/16442 16080/18790 18090/21139

STARTING AIR SYSTEM


HEAT RADIATION

Engine kW 54/57 64/69 75/80 86/92 97/103Alternator kW (see separate data from the alternator maker)

The stated heat balances are based on tropical conditions, the flows and exhaust gas temp. are based on ISO ambient condition.

* The outlet temperature of the HT water is fixed to80°C, and 44°C for LT water. At different inlet tempera-ture the flow will change accordingly.Example: if the inlet temperature is 25°C then the LTflow will change to (46-36)/(44-25)*100 = 53% of theoriginal flow. The HT flow will change to(80-36)/(80-25)*100 = 80% of the original flow.


178 23 08-0.0

178 33 90-8.2



485 600 100 198 28 87

4.25


5 (720 r/min)5 (750 r/min)

42794279

24002400

66796679

31843184

32.632.3

6 (720 r/min)6 (750 r/min)

47594759

25102510

72697269

31843184

36.336.3

7 (720 r/min)7 (750 r/min)

54995499

26802680

81798179

33743374

39.439.4

8 (720 r/min)8 (750 r/min)

59795979

27702770

87498749

33743374

40.740.6

9 (720 r/min)9 (750 r/min)

61996199

26902690

88898889

35343534

47.147.1

P Free passage between the engines, width 600 mm and height 2000 mm.Q Min. distance between engines: 2655 mm. (without gallery) and 2850 mm. (with gallery)* Depending on alternator** Weight included a standard alternator, make A. van KaickAll dimensions and masses are approximate, and subject to changes without prior notice.

Fig. 4.18a: Power and outline of L28/32H

178 33 92-1.3



5L28/32H 1050 1000 1100 10456L28/32H 1260 1200 1320 12557L28/32H 1470 1400 1540 14658L28/32H 1680 1600 1760 16709L28/32H 1890 1800 1980 1880

178 23 09-2.0

485 600 100 198 28 87


4.26



720/750 r/min Engine kW 1050/1100 1260/1320 1470/1540 1680/1760 1890/1980720/750 r/min 60/50 Hz Gen. kW 1000/1045 1200/1255 1400/1465 1600/1670 1800/1880

ENGINE-DRIVEN PUMPS

Fuel oil feed pump (5.5-7.5 bar) m3/h 1.4 1.4 1.4 1.4 1.4LT cooling water pump (1-2.5 bar) m3/h 45 60 75 75 75HT cooling water pump (1-2.5 bar) m3/h 45 45 60 60 60Lube oil main pump (3-5 bar) m3/h 24 24 33 33 33SEPARATE PUMPS

Fuel oil feed pump*** (4-10 bar) m3/h 0.31 0.36 0.43 0.49 0.55LT cooling water pump* (1-2.5 bar) m3/h 45 54 65 77 89LT cooling water pump** (1-2.5 bar) m3/h 65 73 95 105 115HT cooling water pump (1-2.5 bar) m3/h 37 45 50 55 60Lube oil stand-by pump (3-5 bar) m3/h 22 23 25 27 28

COOLING CAPACITIES

LUBRICATING OILHeat dissipation kW 105 127 149 172 194LT cooling water quantity* m3/h 7.8 9.4 11.0 12.7 14.4

SW LT cooling waterquantity**

m3/h 28 28 40 40 40

Lube oil temp. inlet cooler °C 67 67 67 67 67LT cooling water temp. inlet cooler °C 36 36 36 36 36CHARGE AIRHeat dissipation kW 393 467 541 614 687LT cooling water quantity m3/h 37 45 55 65 75LT cooling water inlet cooler °C 36 36 36 36 36JACKET COOLINGHeat dissipation kW 264 320 375 432 489HT cooling water quantity m3/h 37 45 50 55 60HT cooling water temp. inlet cooler °C 77 77 77 77 77

GAS DATA

Exhaust gas flow kg/h 9260 11110 12970 14820 16670Exhaust gas temp. °C 305 305 305 305 305Max. allowable back. press. bar 0.025 0.025 0.025 0.025 0.025Air consumption kg/h 9036 10872 12672 14472 16308

STARTING AIR SYSTEM


HEAT RADIATION

Engine kW 26 32 38 44 50Generator kW (See separate data from generator maker)

The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 r/min. Heat dissipation gas and pumpcapacities at 750 r/min are 4% higher than stated. If LT cooling is sea water, the LT inlet is 32° C instead of 36°C.

These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.* Only valid for engines equipped with internal basic cooling water system no 1 and 2.** Only valid for engines equipped with combined coolers, internal basic cooling water system no 3.*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil

consumption is multiplied by 1.45.

Fig. 4.18b: List of capacities for L28/32H

178 06 47-1.0



485 600 100 198 28 87


6 (720 r/min)6 (750 r/min)

63406340

34153415

97559755

45104510

75.075.0

7 (720 r/min)7 (750 r/min)

68706870

34153415

1028510285

45104510

79.079.0

8 (720 r/min)8 (750 r/min)

74007400

36353635

1103511035

47804780

87.087.0

9 (720 r/min)9 (750 r/min)

79307930

36353635

1156511565

47804780

91.091.0

P Free passage between the engines, width 600 mm and height 2000 mm.Q Min. distance between engines: 2835 mm. (without gallery) and 3220 mm. (with gallery)* Depending on alternator** Weight included an alternator, Type B16, Make SiemensAll dimensions and masses are approximate, and subject to changes without prior notice.

Fig. 4.19a: Power and outline of 32/40

178 34 55-7.3

4.27



6L32/40 2880 2750 2880 27507L32/40 3360 3210 3360 32108L32/40 3840 3665 3840 36659L32/40 4320 4125 4320 4125

178 23 10-2.0

485 600 100 198 28 87



480 kW/Cyl. - two stage air cooler

Max. continuous rating at Cyl. 6 7 8 9

750 r/min 50 Hz Engine kW 2880 3360 3840 4320720 r/min 60 Hz Gen. kW 2750 3210 3665 4125

ENGINE-DRIVEN PUMPS

LT cooling water pump (3 bar) m3/h 36 42 48 54HT cooling water pump (3 bar) m3/h 36 42 48 54oil main pump (8 bar) m3/h 75 88 100 113

SEPARATE PUMPS

Fuel oil feed pump (4 bar) m3/h 0.9 1.0 1.2 1.3Fuel oil booster pump (8 bar) m3/h 2.6 3.0 3.5 3.9Prelubricating oil pump (8 bar) m3/h 19 22 26 29LT cooling water pump (3 bar) m3/h 36 42 48 54HT cooling water pump (3 bar) m3/h 36 42 48 54

COOLING CAPACITIES

LT charge air kW 303 354 405 455Lubricating oil kW 394 460 526 591Flow LT at 36° C m3/h 36 42 48 54

HT charge air kW 801 934 1067 1201

Jacket cooling kW 367 428 489 550Flow HT 80° C outlet engine m³/h 36 42 48 54

GAS DATA

Exhaust gas flow kg/h 22480 26227 29974 33720Exhaust gas temp. °C 350 350 350 350Max. allowable back. press. bar 0.025 0.025 0.025 0.025Air consumption kg/h 21956 25615 29275 32934

STARTING AIR SYSTEM

Air consumption per start Nm3 2.50 2.63 2.75 2.85

HEAT RADIATION

Engine kW 137 160 183 206Generator kW (See separate data from generator maker)

4.28

The stated heat balances are based on 100% load andtropical condition, the flows are based on ISO ambientcondition.

Pump capacities of engine-driven pumps at 750 r/min.are 4% higer than stated.


178 23 11-4.0

178 34 56-9.2

Installation Aspects 5

5.01 Space Requirements and Overhaul Heights

Installation Aspects

The figures shown in this section are intended as anaid at the project stage. The data are subject tochange without notice, and binding data is to begiven by the engine builder in the ‘Installation Docu-mentation’.

Space Requirements for the Engine

The space requirements stated in Figs. 5.01 arevalid for engines rated at nominal MCR (L1).

The additional space needed for engines equippedwith PTO is available on request.

If, during the project stage, the outer dimensions ofthe turbochargers seem to cause problems, it ispossible, for the same number of cylinders, to useturbochargers with smaller dimensions by increas-ing the indicated number of turbochargers by one,see chapter 3.

Overhaul of Engine

The distances stated from the centre of the crank-shaft to the crane hook are for vertical or tilted lift,see Figs. 5.01.01a and 5.01.01b.

The capacity of a normal engine room crane can befound in Fig. 5.01.02.

The area covered by the engine room crane shall bewide enough to reach any heavy spare part requiredin the engine room.

A lower overhaul height is, however, available by usingthe MAN B&W double-jib crane, built by Danish CraneBuilding ApS, shown in Figs. 5.01.02 and 5.01.03.

Please note that the distances H3 and H4 given for adouble-jib crane is from the centre of the crankshaftto the lower edge of the deck beam.

A special crane beam for dismantling the turbo-charger must be fitted. The lifting capacity of the

crane beam for dismantling the turbocharger isstated in the respective Project Guides.

The overhaul tools for the engine are designed to beused with a crane hook according to DIN 15400,June 1990, material class M and load capacity 1Amand dimensions of the single hook type according toDIN 15401, part 1.

The total length of the engine at the crankshaft levelmay vary depending on the equipment to be fittedon the fore end of the engine, such as adjustablecounterweights, tuning wheel, moment compensa-tors or PTO.

MAN B&W Diesel A/S Engine Selection Guide, MC programme

430 100 030 198 28 88

5.01.01

430 100 030 198 28 89


5.01.02

Lmin

H1

A

EH2

178 16 77-5.0B

K98MC K98MC-C S90MC-C L90MC-C* K90MC K90MC-C S80MC-C S80MC L80MC*Dimensions in mm

A 1700 1700 1800 1699 1699 1699 1736 1736 1510B 4640 4370 5000 4936 4936 4286 5000 4824 4388E 1750 1750 1602 1602 1602 1602 1424 1424 1424

H1 13400 12825 14425 13900 14125 12800 14300 14125 12275H2 13125 - 13525 12800 13250 12600 13300 13250 11825H3 13100 12650 14200 13125 13200 12375 13000 12950 11775

Lmin4 cyl. 9176 8529 83865 cyl. 10778 9953 98106 cyl. 12865 12865 12087 12400 12380 12447 10899 11377 112347 cyl. 14615 14615 13689 15502 13982 14049 12323 12581 126588 cyl. 17605 17605 15291 17104 17084 15651 13747 14005 140829 cyl. 19355 19355 18193 18706 18686 18403 16719 16786

10 cyl. 21105 21105 20308 20288 20005 18143 1821011 cyl. 22855 22855 21910 21890 21607 19567 1963412 cyl. 24605 24605 23512 23492 23209 20991 2105813 cyl. 26355 2635514 cyl. 28105 28105

Dry masses in tons4 cyl. 787 657 5805 cyl. 931 777 6816 cyl. 1143 1102 1074 1077 1074 986 872 885 7917 cyl. 1315 1277 1209 1279 1272 1106 981 996 8648 cyl. 1514 1470 1372 1446 1411 1253 1088 1105 9749 cyl. 1666 1618 1543 1589 1553 1415 1223 112010 cyl. 1854 1789 1734 1700 1561 1343 121811 cyl. 1996 1932 1877 1840 1686 1458 133912 cyl. 2146 2075 2038 1980 1826 1564 144013 cyl. 2296 221814 cyl. 2446 2361

The distances H1 and H2 are from the centre of the crankshaft to the crane hook.The distance H3 for the double jib crane is from the centre of the crankshaft to the lower edge of the deck beamE - Cylinder distance H1 - Normal lifting procedure H2 - Reduced height lifting procedureH3 - Electrical double jib crane. * H1 - Vertical lift H2 - Tilted lift

Fig. 5.01.01a: Space requirements and masses178 22 75-4.0

H3


430 100 030 198 28 89

5.01.03

Lmin

H1

A

EH2

178 16 77-5.0B

K80MC-C S70MC-C* S70MC L70MC-C L70MC S60MC-C* S60MC* L60MC-C L60MC*Dimensions in mm

A 1510 1520 1520 1323 1323 1300 1300 1134 1134B 4088 4390 4250 3842 3842 3770 3478 3228 3228E 1424 1190 1246 1190 1246 1020 1068 1020 1068

H1 11900 12400 12450 11225 11225 10650 10500 9950 9325H2 11500 11525 11475 10500 10425 9925 9825 9225 8675H3 11300 11250 11200 10300 10225 9675 9550 9025 8725

Lmin4 cyl. 6591 7177 6591 7008 5648 6116 5648 59565 cyl. 7781 8423 7781 8254 6668 7184 6668 70246 cyl. 11104 8971 9669 8971 9500 7688 8252 7688 80927 cyl. 12528 10161 10915 10161 10746 8708 9320 8708 91608 cyl. 13952 11351 12161 11351 11992 9728 10388 9728 102289 cyl. 16526

10 cyl. 1795011 cyl. 1937412 cyl. 2079813 cyl.14 cyl.

Dry masses in tons4 cyl. 408 413 396 383 263 273 255 2645 cyl. 480 492 465 448 314 319 304 3166 cyl. 736 555 562 538 525 358 371 347 3577 cyl. 830 624 648 605 592 410 422 377 3978 cyl. 926 704 722 683 667 467 470 453 4429 cyl. 1065

10 cyl. 117811 cyl. 127612 cyl. 137413 cyl.14 cyl.

The distances H1 and H2 are from the centre of the crankshaft to the crane hook.The distance H3 for the double jib crane is from the centre of the crankshaft to the lower edge of the deck beamE - Cylinder distance H1 - Normal lifting procedure H2 - Reduced height lifting procedureH3 - Electrical double jib crane. * H1 - Vertical lift H2 - Tilted lift

Fig. 5.01.01b: Space requirements and masses178 22 76-6.0

H3

430 100 030 198 28 89


S50MC-C S50MC L50MC S46MC-C S42MC L42MC S35MC L35MC S26MCDimensions in mm

A 1085 1085 944 986 900 690 650 550 420B 3150 2950 2710 2924 2670 2460 2200 1980 1880E 850 890 890 782 748 748 600 600 490

H1 8950 8800 7825 8600 8050 6700 6425 5200 4825H2 8375 8250 7325 8075 7525 6250 6050 4850 4725H3 8150 8100 7400 7850 7300 6350 5925 5025 4525H4 5850 4825 4500

Lmin4 cyl. 4695 5280 5280 4317 4198 4406 3520 3485 29705 cyl. 5542 6170 6170 5099 4946 5154 4120 4085 34606 cyl. 6392 7060 7060 5881 5694 5902 4720 4685 39507 cyl. 7242 7950 7950 6663 6442 6650 5320 5285 44408 cyl. 8092 8840 8840 7445 7190 7398 5920 5885 49309 cyl. 7938 8146 6520 6485 5420

10 cyl. 9434 9642 7720 7685 640011 cyl. 10182 10390 8320 8285 689012 cyl. 10930 11138 8920 8885 7380

Dry masses in tons4 cyl. 155 171 163 133 109 95 57 50 325 cyl. 181 195 188 153 125 110 65 58 376 cyl. 207 225 215 171 143 125 75 67 427 cyl. 238 255 249 197 160 143 84 75 488 cyl. 273 288 276 217 176 158 93 83 539 cyl. 195 176 103 92 58

10 cyl. 232 210 119 111 6811 cyl. 249 229 133 120 7412 cyl. 269 244 144 128 79

The distances H1 and H2 are from the centre of the crankshaft to the crane hook. The distances H3 and H4 for the doublejib crane are from the centre of the crankshaft to the lower edge of the deck beam.

E - Cylinder distance H1 - Vertical lift H2 - Tilted lift H3 - Electrical double jib crane H4 Manual double jib crane

Fig. 5.01.01c: Space requirements and masses

5.01.04

178 87 19-8.1

H4

H1

H2

A

H3

E

Lmin B 178 16 76-0.0


Lifting capacity in tons

Engine type For normaloverhaul

For doublejib crane

K98MC 12.5 2 x 6.3

K98MC-C 12.5 2 x 6.3

S90MC-C 10.0 2 x 5.0

L90MC-C 10.0 2 x 5.0

K90MC 10.0 2 x 5.0

K90MC-C 10.0 2 x 5.0

S80MC-C 10.0 2 x 5.0

S80MC 8.0 2 x 4.0

L80MC 8.0 2 x 4.0

K80MC-C 6.3 2 x 4.0

S70MC-C 6.3 2 x 3.0

S70MC 5.0 2 x 2.5

L70MC-C 6.3 2 x 3.0

L70MC 5.0 2 x 2.5

S60MC-C 4.0 2 x 2.0

S60MC 3.2 2 x 1.6

L60MC-C 4.0 2 x 2.0

L60MC 3.2 2 x 1.6

S50MC-C 2.0 2 x 1.6

S50MC 2.0 2 x 1.0

L50MC 1.6 2 x 1.0

S46MC-C 2.0 2 x 1.0

S42MC 1.25 2 x 1.0

L42MC 1.25 2 x 1.0

S35MC 0.8 2 x 0.5

L35MC 0.63 2 x 0.5

S26MC 0.5 2 x 0.5

Fig. 5.01.02: Engine room crane capacities for overhaul

488 701 010 198 28 90

5.01.05

178 87 20-8.1


Fig. 5.01.03: Overhaul with double-jib crane

488 701 010 198 28 90

5.01.06

Deck beam

MAN B&W DoubleJib Crane

Centreline crankshaft

The double-jib cranecan be delivered by:

Danish Crane Building A/SP.O. Box 54Østerlandsvej 2DK-9240 Nibe, Denmark

Telephone:Telefax:E-mail:

+ 45 98 35 31 33+ 45 98 35 30 [email protected]

178 06 25-5.3

5.02 Engine Outline, Galleries and Pipe Connections

Please note that the relevant information is to befound in the Project Guide for the relevant enginetype.

The newest version of most of the drawings of thissection can be downloaded from our website atwww.manbw.dk under ‘Products’, ‘Marine Power’,‘Two-stroke Engines’, where you then choose theengine type.


430 100 061 198 28 91

5.02.01

5.03 Engine Seating and Holding Down Bolts

Engine Seating and Arrangement ofHolding Down Bolts

The dimensions of the seating stated in Figs.5.03.01 and 5.03.02 are for guidance only.

The engine is basically mounted on epoxy chocks4 82 102 in which case the underside of thebed-plate’s lower flanges has no taper.

The epoxy types approved by MAN B&W Diesel A/Sare:

‘Chockfast Orange PR 610 TCF’from ITW Philadelphia Resins Corporation, USA,and‘Epocast 36’from H.A. Springer – Kiel, Germany

The engine may alternatively, be mounted on castiron chocks (solid chocks 4 82 101), in which casethe underside of the bedplate’s lower flanges is withtaper 1:100.


482 100 000 198 28 93

5.03.01

482 600 015 198 28 94


Dimensions are stated in mmEngine type A B C D E F G H I Jh Jv K L M N PK98MC 3255 2730 50 1955 60 1525 50 1510 30 781 1700 80 50 500 38K98MC-C 3120 2530 50 1825 60 1375 50 1360 30 781 1700 80 50 500 38S90MC-C 3360 3100 44 2480 55 1755 44 1730 30 920 1800 75 50 470 34L90MC-C 3360 3100 44 2480 55 1755 44 1730 30 920 1800 75 50 470 34K90MC 3420 3054 44 2359 55 1675 44 1650 30 885 1699 75 50 470 34K90MC-C 3090 2729 44 2034 55 1405 44 1380 30 610 1699 75 50 470 34S80MC-C 3275 2815 40 2100 50 1735 40 1710 25 920 1736 70 50 440 34S80MC 3275 2950 40 2320 50 1700 40 1675 25 805 1736 70 50 440 34L80MC 3040 2720 40 2100 50 1490 40 1465 25 785 1510 70 50 440 34K80MC-C 2890 2570 40 1950 50 1340 40 1315 25 677 1510 70 50 430 34S70MC-C 2880 2485 36 1890 45 1530 36 1515 22 805 1520 65 50 400 34S70MC 2880 2616 36 2046 45 1500 36 1480 22 695 1520 65 50 400 34L70MC-C 2670 2430 36 1965 45 1405 36 1385 20 755 1262 65 50 400 34L70MC 2670 2410 36 1840 45 1310 36 1290 20 685 1323 65 50 400 34S60MC-C 2410 2175 30 1855 40 1330 30 1315 20 700 1300 60 50 400 25S60MC 2410 2175 30 1690 40 1215 30 1200 20 630 1300 60 50 400 25L60MC-C 2270 2035 30 1690 40 1215 30 1200 20 640 1082 60 50 400 25L60MC 2270 2045 30 1565 40 1095 30 1080 20 1150 605 1134 60 50 400 25S50MC-C 2090 1880 28 1540 36 1110 28 1095 20 1075 518 1088 50 47 400 22S50MC 2090 1880 28 1450 36 1035 28 1020 20 1050 520 1085 50 50 400 22L50MC 1970 1760 28 1330 36 915 28 900 18 1046 515 944 50 50 400 22S46MC-C 1955 1755 28 1435 32 1060 28 1045 18 830 550 986 50 50 380 22S42MC 1910 1720 25 1330 30 955 24 980 15 880 510 900 45 50 350 19L42MC 1785 1595 25 1230 30 870 25 855 18 940 560 690 45 50 350 19S35MC 1616 1475 20 1155 25 855 20 840 18 775 495 650 45 40 350 19L35MC 1505 1350 20 1035 25 720 20 705 18 745 465 550 45 40 350 19S26MC 1390 1235 20 695 20 680 15 690 470 420 40 35 19

Jv = with vertical oil outlets Jh = with horizontal oil outlets

178 06 43-4.2

5.03.02

178 87 22-1.1Fig. 5.03.01: Profile of engine seating, epoxy chocks

5.04 Engine Top Bracings

Please note that the newest version of most of thedrawings of this section can be downloaded fromour website on www.manbw.dk under ‘Products’,‘Marine Power’, ‘Two-stroke Engines’ where youthen choose the engine type and you will find a list ofthe available drawings under ‘Installation Drawing’.

The position of the top bracings for a specific enginecan be found in the respective Project Guide.

Top Bracing

The so-called guide force moments are caused bythe transverse reaction forces acting on thecrossheads due to the connecting rod/crankshaftmechanism. When the ‘piston’ of a cylinder is notexactly in its top or bottom position, the gas forcefrom the combustion, transferred through the con-necting rod will have a component acting on thecrosshead and the crankshaft perpendicularly tothe axis of the cylinder. Its resultant is acting on theguide shoe (or piston skirt in the case of a trunk en-gine), and together they form a guide force moment.

The moments may excite engine vibrations movingthe engine top athwartships and causing a rocking(excited by H-moment) or twisting (excited byX-moment) movement of the engine.

For engines with fewer than seven cylinders, thisguide force moment tends to rock the engine intransverse direction, and for engines with seven cyl-inders or more, it tends to twist the engine. Bothforms are shown in section 7 dealing with vibrations.The guide force moments are harmless to the en-gine, however, they may cause annoying vibrationsin the superstructure and/or engine room, if propercountermeasures are not taken.

As a detailed calculation of this system is normallynot available, MAN B&W Diesel recommend that topbracing is installed between the engine’s upperplatform brackets and the casing side.

However the top bracing is not needed in all cases. Insome cases the vibration level is lower if the top brac-

ing is not installed. This has normally to be checkedby measurements, i.e. with and without top bracing.

If a vibration measurement in the first vessel of a se-ries shows that the vibration level is acceptablewithout the top bracing, then we have no objectionto the top bracing being dismounted and the rest ofthe series produced without top bracing.

It is our experience that especially the 7 cyl. enginewill often have a lower vibration level without topbracing.

Without top bracing, the natural frequency of thevibrating system comprising engine, ship’s bottom,and ship’s side, is often so low that resonance withthe excitation source (the guide force moment) canoccur close the the normal speed range, resulting inthe risk of vibraiton.

With top bracing, such a resonance will occurabove the normal speed range, as the top bracingincreases the natural frequency of the above-mentioned vibrating system.

The top bracing is normally placed on the exhaustside of the engine, but the top bracing can alterna-tively be placed on the camshaft side.


430 110 001 198 28 95

5.04.01

Mechanical top bracing

The mechanical top bracing shown in Figs. 5.04.01and 5.04.02 comprises stiff connections (links) withfriction plates.

The forces and deflections for calculating the trans-verse top bracing’s connection to the hull structureare stated in Fig. 5.04.02.

Mechanical top bracings can be applied on all typesfrom 98 to the S35 and no top bracing is needed onL35 and S26 types.

The mechanical top bracing is to be made by the ship-yard in accordance with MAN B&W instructions.

Hydraulic top bracing

The hydraulic top bracings are available with pumpstation or without pump station, see Figs. 5.04.03,5.04.04 and 5.04.05

The hydraulically adjustable top bracing is an alter-native to the mechanical top bracing and is intendedfor appliction in vessels where hull deflection is fore-seen to exceed the usual level.

The hydraulically adjustable top bracing is intendedfor one side mounting, either the exhaust side (alter-native 1), or the camshaft side (alternative 2).

Hydraulic top bracings can be applied on all 98-50types.

Position of top bracings

All engines can have a top bracing on theexhaust side.

All 98-S35 engines can have a top bracing on thecamshaft side, except for S70MC-C, S60MC-C andS50MC-C engines where only a hydraulic top brac-ing can be placed in both ends of the engine.

The number of top bracings required and their loca-tion are stated in the respective Project Guides.

For further information see section 7 ‘Vibration as-pects’.

430 110 001 198 28 95


5.04.02


483 110 007 198 28 96

5.04.03

Force per mechanical top bracing and minimumhorizontal rigidity at attachment to the hull

Engine typeForce perbracing in

kN

Minimumhorizontalrigidity in

MN/mK98MC 248 230K98MC-C 248 230S90MC-C 209 210L90MC-C 209 210K90MC 209 210K90MC-C 209 210S80MC-C 165 190S80MC 165 190L80MC 165 190K80MC-C 165 190S70MC-C 126 170S70MC 126 170L70MC-C 126 170L70MC 126 170S60MC-C 93 140S60MC 93 140L60MC-C 93 140L60MC 93 140S50MC-C 64 120S50MC 64 120L50MC 64 120S46MC-C 55 110S42MC 45 100L42MC 45 100S35MC 32 85L35MC * *S26MC * ** = top bracings are normally not required

Fig. 5.04.01: Mechanical top bracing arrangement

Top bracing should only be installed on one side,either the exhaust side, or the camshaft side

178 09 63-3.2

178 46 90-9.0

Fig. 5.04.02: Mechanical top bracing outline

178 22 72-9.0


483 110 008 198 28 97

5.04.04

Fig. 5.04.03: Hydraulic top bracing arrangement, turbocharger located exhaust side of engine

Force per hydraulic top bracing and maximumhorizontal deflection at attachment to the hull

Engine type

Numberof top

bracingsper

engine

Force perbracingin kN

Max.horizontaldeflection in mm

11-12K98MC 6 127 0.516-10K98MC-C 4 127 0.5111-12K98MC-C 6 127 0.516-10K98MC-C 4 127 0.51S90MC-C 4 127 0.51L90MC-C 4 127 0.51K90MC 4 127 0.51K90MC-C 4 127 0.51S80MC-C 4 127 0.51S80MC 4 127 0.51L80MC 4 127 0.51K80MC-C 4 127 0.51S70MC-C 2 127 0.36S70MC 2 127 0.36L70MC-C 2 127 350L70MC 2 127 0.36S60MC-C 2 81 0.23S60MC 2 81 0.23L60MC-C 2 81 350L60MC 2 81 0.23S50MC-C 2 81 0.23S50MC 2 81 0.23L50MC 2 81 0.23S46MC-C 2* 46* 0.13*S42MC 2* 46* 0.13*L42MC 2* 46* 0.13*S35MC 2* 35* 0.07*L35MC ** ** **S26MC ** ** *** = with mechanical top bracings only

** = top bracings are norminally not required

178 46 89-9.0

178 87 24-5.1


483 110 008 198 28 97

Fig. 5.04.04a: Hydraulic top bracing layout of system with pump station, option: 4 83 122

The hydraulically adjustable top bracing system con-sists basically of two or four hydraulic cylinders, twoaccumulator units and one pump station

Pump stationincluding:two pumpsoil tankfilterreleif valves andcontrol box

Fig. 5.04.04b: Hydraulic cylinder for option 4 83 122

Valve block withsolenoid valveand relief valve

Hullside

Inlet Outlet

Engineside

Pipe:

Electric wiring:

Hydraulic cylinders

Accumulator unit

With pneumatic/hydrauliccylinders only

178 16 47-6.0

178 16 68-0.0

5.04.05

483 110 008 198 28 97


Fig. 5.04.05b: Hydraulic cylinder for option 4 83 123

Fig. 5.04.05a: Hydraulic top bracing layout of system without pump station, option: 4 83 123

With pneumatic/hydrauliccylinders only

178 18 60-7.0

178 15 73-2.0

5.04.06

5.05 MAN B&W Controllable Pitch Propeller (CPP), Remote Control andEarthing Device

MAN B&W Controllable Pitch Propeller

The standard propeller programme,fig. 5.05.01 and5.05.02 shows the VBS type features, propellerblade pitch setting by a hydraulic servo piston inte-grated in the propeller hub.

The figures stated after VBS indicate the propellerhub diameter, i.e. VBS1940 indicates the propellerhub diameter to be 1940 mm.

Standard blade/hub materials are Ni-Al-bronze.Stainless steel is available as an option. The propel-lers are based on ‘no ice class’ but are available upto the highest ice classes.


420 600 000 198 28 98

5.05.01

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

0 2 6 10 14 18 22 26 30

Controllable pitch propeller, diameter [mm]

Engine Power [1000 kW]

VBS740

VBS860

VBS980

VBS1080

VBS1180

VBS1280

VBS1380

VBS1460

VBS1560

VBS1680

VBS1940VBS1800

Fig. 5.05.01: Controllable pitch propeller diameter (mm)

178 22 23-9.0

420 600 000 198 28 98


178 22 24-0.0

5.05.02

Cyl. kWPropeller

speedr/min

Dmm

Hub VBSmm

Qmm

Rmm

Wminmm

Propellermass* ton

S60

MC

-C

4 9,020 105 5,850 1,460 1,100 1,170 2,676 35.2

5 11,275 105 6,150 1,560 1,175 1,257 2,919 43.5

6 13,530 105 6,450 1,680 1,278 1,338 2,976 53.3

7 15,785 105 6,700 1,800 1,360 1,400 3,000 58.4

8 18,040 105 6,950 1,940 1,460 1,450 3,200 68.1

S60

MC

4 8,160 105 5,650 1,460 1,100 1,170 2,676 34.15 10,200 105 6,000 1,560 1 175 1 242 2 676 39.26 12,240 105 6,300 1,680 1 278 1 333 2 919 47.97 14,280 105 6,550 1,680 1 278 1 338 2 976 54.08 16,320 105 6,800 1,800 1 360 1 400 3 000 59.0

*The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.

Fig. 5.05.02a: MAN B&W controllable pitch propeller

198 30 06-0.0


420 600 000 198 28 98

Cyl. kWPropeller

speedr/min

Dmm

Hub VBSmm

Qmm

Rmm

Wminmm

Propellermass* ton

L60M

C-C

4 8,920 123 5,400 1,380 1,050 1,095 2,700 29.65 11,150 123 5,700 1,460 1,110 1,155 2,800 38.86 13,380 123 5,950 1,560 1,190 1,225 3,000 44.87 15,610 123 6,200 1,680 1,278 1,338 3,200 53.08 17,840 123 6,450 1,800 1,360 1,400 3,250 59.5

L60M

C

4 7,680 123 5,200 1,380 1,030 1,131 2,651 29.55 9,600 123 5,500 1,460 1,100 1,170 2,676 34.56 11,520 123 5,750 1,560 1,175 1,242 2,676 39.57 13,440 123 5,950 1,560 1,175 1,257 2,919 44.28 15,360 123 6,150 1,680 1,278 1,338 2,976 53.2

S50

MC

-C

4 6,320 127 4,900 1,280 975 1,035 2,200 24.05 7,900 127 5,200 1,380 1,050 1,095 2,270 29.16 9,480 127 5,450 1,380 1,050 1,095 2,350 32.17 11,060 127 5,650 1,460 1,110 1,155 2,350 35.58 12,640 127 5,850 1,560 1,190 1,225 2,350 39.9

S50

MC

4 5,720 127 4,800 1,280 975 1,010 2,140 22.45 7,150 127 5,050 1,280 975 1,035 2,200 24.46 8,580 127 5,300 1,380 1,095 1,095 2,270 30.47 10,010 127 5,500 1,460 1,110 1,140 2,350 35.18 11,440 127 5,700 1,460 1,110 1,140 2,350 36.3

L50M

C

4 5,320 148 4,350 1,180 900 940 2,140 18.35 6,650 148 4,600 1,180 900 940 2,160 20.76 7,980 148 4,850 1,280 975 1,035 2,200 25.57 9,310 148 5,050 1,380 1,050 1,095 2,270 29.48 10,640 148 5,200 1,380 1,050 1,095 2,270 30.6

S46

MC

-C

4 5,240 129 4,700 1,180 900 940 2,160 19.75 6,550 129 4,950 1,280 975 1,035 2,200 22.26 7,860 129 5,200 1,380 1,050 1,095 2,270 27.87 9,170 129 5,400 1,380 1,050 1,095 2,270 29.58 10,480 129 5,600 1,460 1,100 1,140 2,350 33.6

*The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.

Fig. 5.05.02b: MAN B&W controllable pitch propeller

198 30 06-0.0

5.05.03

420 600 000 198 28 98


Cyl. kWPropeller

speedr/min

Dmm

Hub VBSmm

Qmm

Rmm

Wminmm

Propellermass* ton

S42

MC

4 4,320 136 4,350 1,080 821 945 2,170 16.55 5,400 136 4,600 1,180 855 996 2,265 20.16 6,480 136 4,850 1,280 957 1,075 2,511 24.47 7,560 136 5,050 1,280 957 1,075 2,511 27.58 8,640 136 5,200 1,380 1,030 1,131 2,676 30.59 9,720 136 5,350 1,380 1,030 1,131 2,676 32.7

10 10,800 136 5,500 1,460 1,100 1,170 2,676 36.011 11,880 136 5,650 1,460 1,100 1,185 2,595 38.412 12,960 136 5,750 1,560 1,175 1,257 2,595 42.4

L42M

C

4 3,980 176 3,750 980 746 805 2,040 12.05 4,975 176 4,000 1,080 825 880 2,140 15.26 5,970 176 4,200 1,180 900 940 2,140 16.47 6,965 176 4,350 1,180 900 940 2,160 22.78 7,960 176 4,500 1,280 975 1,035 2,200 23.19 8,955 176 4,600 1,280 975 1,035 2,200 23.6

10 9,950 176 4,700 1,280 975 1,035 2,200 26.211 10,945 176 4,800 1,380 1,050 1,095 2,270 29.912 11,940 176 4,900 1,380 1,050 1,095 2,270 30.5

S35

MC

4 2,960 173 3,550 860 653 742 2,000 9.65 3,700 173 3,750 980 746 807 2,040 12.56 4,440 173 3,950 980 746 807 2,170 14.07 5,180 173 4,100 1,080 821 945 2,170 16.68 5,920 173 4,250 1,080 821 945 2,265 18.59 6,660 173 4,350 1,180 885 996 2,265 20.4

10 7,400 173 4,450 1,180 885 996 2,265 21.111 8,140 173 4,550 1,280 957 1,075 2,511 24.812 8,880 173 4,650 1,280 957 1,075 2,676 27.4

L35M

C

4 2,600 210 3,150 860 655 735 1,970 9.15 3,250 210 3,300 860 655 735 2,000 9.56 3,900 210 3,450 980 746 785 2,000 10.37 4,550 210 3,600 980 746 785 2,040 11.88 5,200 210 3,700 980 746 805 2,040 12.39 5,850 210 3,800 1,080 825 880 2,140 13.9

10 6,500 210 3,900 1,080 825 880 2,140 14.711 7,150 210 4,000 1,180 900 940 2,140 16.512 7,800 210 4,100 1,180 900 940 2,140 17.2

S26

MC

4 1,600 250 2,600 740 569 655 1,940 5.55 2,000 250 2,750 740 569 655 1,940 6.46 2,400 250 2,850 740 569 655 1,940 7.27 2,800 250 2,950 860 655 735 1,970 8.58 3,200 250 3,050 860 655 735 1,970 9.3

The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.

Fig. 5.05.02c: MAN B&W controllable pitch propeller

5.05.04

Data Sheet for Propeller

Identification:Type of vessel:

For propeller design purposes please provide uswith the following information:

1. S:___________mmW:___________mmI:___________mm (as shown above)

2. Stern tube and shafting arrangement layout

3. Propeller aperture drawing

4. Complete set of reports from model tank(resistance test, self-propulsion test andwake measurement). In case model test isnot available the next page should be filled in.

5. Drawing of lines plan

6. Classification Society:___________Ice class notation:___________

7. Maximum rated power of shaft generator: kW

8. Optimisation condition for the propeller :To obtain the highest propeller efficiencyplease identify the most common servicecondition for the vessel.

Ship speed:___________knEngine service load:___________%Service/sea margin:___________%Shaft generator service load:___________kWDraft:___________m

9. Comments:___________


420 600 000 198 28 98

5.05.05

178 22 36-0.0

Fig. 5.05.03a: Data sheet for propeller design purposes

Main Dimensions

Propeller Clearance

To reduce emitted pressure impulses and vibrationsfrom the propeller to the hull, MAN B&W recommenda minimum tip clearance as shown in fig. 5.05.04.

For ships with slender aft body and favourable inflowconditions the lower values can be used whereas fullafter body and large variations in wake field causesthe upper values to be used.

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

420 600 000 198 28 98


5.05.06

Symbol Unit Ballast LoadedLength between perpendiculars LPP m

Length of load water line LWL m

Breadth BWL m

Draft at forward perpendicular DF m

Draft at aft perpendicular DA m

Displacement D 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

Fig. 5.05.03b: Data sheet for propeller design purposes, in case model test is not available this table should be filled in

Hub Dismantlingof capX mm

High skewpropeller

Y mm

Non-skewpropeller

Y mm

Baselineclearance

Z mm

VB 480 75

15-20% of D 20-25% of D Min.50-100

VB 560 100

VB 640 115

VB 740 115

VB 860 135

VB 980 120

VBS 740 225

VBS 860 265

VBS 980 300

VBS 1080 330

VBS 1180 365

VBS 1280 395

VBS 1380 420

VBS 1460 450

VBS 1560 480

VBS 1680 515

178 22 97-0.0

178 22 37-2.0

Baseline

DY

Z

X

Fig. 5.05.04: Propeller clearance

178 22 96-9.0

Servo Oil System

The principle design of the servo oil system for VBSis shown in Fig. 5.05.05.

The VBS system consists of a servo oil tank unit –Hydra Pack, and a coupling flange with electricalpitch feed–back box and oil distributor ring.

The electrical pitch feed–back box measures con-tinuously the position of the pitch feed–back ringand compares this signal with the pitch order signal.If deviation occurs, a proportional valve is actuated.

Hereby high pressure oil is fed to one or the otherside of the servo piston, via the oil distributor ring,until the desired propeller pitch has been reached.The pitch setting is normally remote controlled, butlocal emergency control is possible.


420 600 000 198 28 98

5.05.07

M M

M M

Hydra pack

Sterntube oil

tank

Oil tankforward

seal

Pitchorder

Servopiston

Lip ringseals

Hydraulicpipe

Pitchfeed-back

Draintank

Propeller shaft

Oil distributionring

Sterntube

Monoblockhub

Zincanode

TI

PAL

PSL PSL

PAL PI

PD

PAH

TAH

LAL

Fig. 5.05.05: Servo oil system for VBS propeller equipment

178 22 38-4.0

Hydra Pack

The servo oil tank unit – Hydra Pack (Fig. 5.05.06),consists of an oil tank with all other components topmounted, to facilitate installation at yard.

Two electrically driven pumps draw oil from the oiltank through a suction filter and deliver high pres-sure oil to the proportional valve.

One of two pumps are in service during normal op-eration, while the second will start up at powerfulmanoeuvring.

A servo oil pressure adjusting valve ensures mini-mum servo oil pressure at any time hereby minimiz-ing the electrical power consumption.

Maximum system pressure is set on the safetyvalve.

The return oil is led back to the tank via a thermo-static valve, cooler and paper filter.

The servo oil unit is equipped with alarms accordingto the Classification Society as well as necessarypressure and temperature indication.

If the servo oil unit cannot be located with maximumoil level below the oil distribution ring the systemmust incorporate an extra, small drain tank com-plete with pump, located at a suitable level, belowthe oil distributor ring drain lines.

420 600 000 198 28 98


5.05.08

Fig. 5.05.06: Hydra Pack - Servo oil tank unit

178 22 39-6.0

Remote Control System

The remote control system is designed for control ofa propulsion plant consisting of the following typesof plant units:• Diesel engine

• Tunnel gear with PTO/PTI, or PTO gear

• Controllable pitch propellerAs shown on fig. 5.05.07, the propulsion remotecontrol system comprises a computer controlledsystem with interconnections between control sta-tions via a redundant bus and a hard wired back-upcontrol system for direct pitch control at constantshaft speed.

The computer controlled system contains functionsfor:• Machinery control of engine start/stop, engine

load limits and possible gear clutches.

• Thrust control with optimization of propeller pitchand shaft speed. Selection of combinator, con-

stant speed or separate thrust mode is possible.The rates of changes are controlled to ensuresmooth manoeuvres and avoidance of propellercavitation.

• A Load control function protects the engineagainst overload. The load control function con-tains a scavenge air smoke limiter, a loadprogramme for avoidance of high thermalstresses in the engine, an automatic load reduc-tion and an engineer controlled limitation of maxi-mum load.

• Functions for transfer of responsibility betweenthe local control stand, engine control room andcontrol locations on the bridge are incorporated inthe system.


420 600 000 198 28 98

5.05.09

Ship’sAlarmSystem

ESESBU

Main Control Station(Center) Bridge Wing

ES: Emergency StopBU: Back-Up Control

Bridge

Engine Control Room

Engine Room

STOP

P IP I

START

STOP

(inGovernor)

Terminals forpropellermonitoringsensors

P I

Pitch

Pitch Set

Local enginecontrol

Speed Set

ES

PropulsionControlSystem

Bridge Wing

Shut down, Shut down reset/cancel

Propeller PitchClosed LoopControl Box

Pitch

OperatorPanel (*)

OperatorPanel

OperatorPanel (*)

OperatorPanel

Back-up selected

Shaft Generator/ PMS

Auxiliary ControlEquipment

RPM PitchRPM Pitch RPM Pitch

I

I

I

Start/Stop/Slow turning, Start blocking, Remote/Local

Ahead/Astern

I

Remote/Local

Fuel Index

Charge Air Press.

RPM Pitch

CoordinatedControlSystem

HandlesInterface

Duplicated Network

Terminals forengine

monitoring sensors

Engine safetysystem

Engine speed

System failure alarm, Load reduction, Load red. Cancel alarm

Engine overload (max. load)

STOP

Governor limiter cancel

Fig. 5.05.07: Remote control system - Alphatronic 2000

178 22 40-6.0

Propulsion Control Station on the Main Bridge

For remote control a minimum of one control stationlocated on the bridge is required.

This control station will incorporate three modules,as shown on fig. 5.05.08:• A propulsion control panel with push buttons

and indicators for machinery control and a displaywith information of condition of operation andstatus of system parameter.

• A propeller monitoring panel with back-up in-struments for propeller pitch and shaft speed.

• A thrust control panel with control lever forthrust control, an emergency stop button andpush buttons for transfer of control between con-trol stations on the bridge.

420 600 000 198 28 98


IN

CONTROL CONTROL

TAKE

288

288

PROPELLERRPM

PROPELLERPITCH

BACK UP

CONTROL

ON/OFF

144

Fig. 5.05.08: Main bridge station standard layout

178 22 41-8.0

5.05.10

Alpha Clutcher - for Auxilliary PropulsionSystems

The Alpha Clutcher is a new shaftline de-cluchingdevice for auxilliary propulsion systems whichmeets the class notations for redundant propulsion.It facilitates reliable and simple ‘take home’ and‘take away’ functions in two-stroke engine plants.See section 4.

Earthing Device

In some cases, it has been found that the differencein the electrical potential between the hull and thepropeller shaft (due to the propeller being immersedin seawater) has caused spark erosion on the mainbearings and journals of the engine.

A potential difference of less than 80 mV is harmlessto the main bearings so, in order to reduce the po-tential between the crankshaft and the engine struc-ture (hull), and thus prevent spark erosion, we rec-ommend the installation of a highly efficient earthingdevice.

The sketch Fig. 5.05.09 shows the layout of such anearthing device, i.e. a brush arrangement which isable to keep the potential difference below 50 mV.

We also recommend the installation of a shaft-hullmV-meter so that the potential, and thus the correctfunctioning of the device, can be checked.


420 600 010 198 28 99

5.05.11

420 600 010 198 28 99


Fig. 5.05.09: Earthing device, (yard’s supply)

Voltmeter for shaft-hull potential difference

Rudder

Main bearing

Propeller shaft

Intermediate shaft

Earthing device

Current

178 32 07-8.1

Cross section must not be smaller than 45 mm2 andthe length of the cable must be as short as possible

Hull

Slipringsolid silver track

Voltmeter for shaft-hullpotential difference

Silver metalgraphite brushes

Propeller

5.05.12

Auxiliary Systems 6

6.01 Calculation of Capacities

The MC engines are availbale in the three versionsshown in Fig. 3.01 with respect to the SFOC.

A 2 g kWh penalty must be added to the SFOC if ahigher exhaust gas temperature is required by usinga conventional turbocharger.


430 200 025 198 29 00

6.01.01

Fig. 6.01.02: Diagram for central cooling water system178 11 27-6.1

Cooling Water Systems

The capacities lists in the tables listed below arebased on tropical ambient reference conditions andrefer to engines running at nominal MCR (L1).

The figure numbers are as follows:

Coolingsystem

Generaldiagram

Engine bore in cm98-80 70-60 50-26

Seawater 6.01.01 6.01.03 6.01.05 6.01.07Central 6.01.02 6.01.04 6.01.06 6.01.08

The capacities for the starting air receivers and thecompressors are stated in Fig. 6.01.09

Each system is briefly described in sections 6.02 to6.10. A detailed specification of the componentscan be found in the respective Project Guides.

If a freshwater generator is installed, the water pro-duction can be calculated by using the formulastated later in this section and the way of calculatingthe exhaust gas data is also shown later in this sec-tion. The air consumption is approximately 98% ofthe calculated exhaust gas amount.

The diagrams use the symbols shown in Fig. 6.01.24‘Basic symbols for piping’. The symbols for instrumen-tation can be found in section 8 of the Project Guides.

Heat radiation

The radiation and convection heat losses to the en-gine room are stated as an approximate percentageof the engine’s nominal power (kW in L1).1.1% for the 98 and 90 types1.2% for the 80 and 70 types1.3% for the 60 and 50 types1.5% for the 46 and 42 types1.8% for the 35 types, and2.0% for the 26 type

Fig. 6.01.01: Diagram for seawater cooling system

430 200 025 198 29 00


6.01.02

Nominal MCR at 94 r/min

Cyl. 6 7 8 9 10 11 12 13 14

kW 34320 40040 45760 51480 57200 62920 68640 74360 80080

Pum

ps

Fuel oil circulating pump m3/h 13.1 15.2 17.4 19.6 22.0 24.0 26.0 28.0 30.0

Fuel oil supply pump m3/h 8.6 10.1 11.5 12.9 14.4 15.8 17.3 18.7 20.0

Jacket cooling water pump m3/h 1) 295 350 395 440 495 540 590 640 690

2) 275 320 370 415 460 510 550 600 640

3) 275 320 370 415 460 510 550 600 640

Seawater cooling pump* m3/h 1) 1080 1260 1440 1610 1800 1980 2150 2340 2520

2) 1070 1250 1430 1610 1780 1970 2140 2320 2500

3) 1060 1240 1420 1600 1770 1950 2130 2300 2480

Lubricating oil pump* m3/h 1) 740 870 990 1110 1240 1360 1480 1610 1730

2) 750 860 990 1120 1240 1360 1480 1610 1730

3) 740 860 980 1110 1230 1350 1470 1590 1710

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 13700 15980 18260 20550 22830 25110 27390 29680 31960

Seawater m3/h 690 805 920 1035 1150 1265 1380 1495 1610

Lubricating oil coolerHeat dissipation approx.* kW 1) 2880 3460 3890 4320 4900 5330 5760 6340 6770

2) 2960 3390 3890 4440 4870 5410 5840 6350 6780

3) 2790 3220 3690 4180 4610 5040 5530 5960 6430

Lubricating oil* m3/h See above ‘Main lubricating oil pump’

Seawater m3/h 1) 390 455 520 575 650 715 770 845 910

2) 380 445 510 575 630 705 760 825 890

3) 370 435 500 565 620 685 750 805 870

Jacket water coolerHeat dissipation approx. kW 1) 4960 5840 6640 7440 8320 9120 9920 10800 11600

2) 4800 5600 6400 7200 8000 8800 9600 10400 11200

3) 4800 5600 6400 7200 8000 8800 9600 10400 11200

Jacket cooling water m3/h See above ‘Jacket cooling water pump’

Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler

Fuel oil heater kW 345 400 455 510 580 630 680 730 790

Exhaust gas flow at 245 °C** kg/h 323400 377300 431200 485100 539000 592900 646800 700700 754600

Air consumption of engine kg/s 88.2 102.9 117.6 132.3 147.0 161.7 176.4 191.1 205.8

*

**

For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsionalvibration damper the engine’s capacities must be increased by those stated for the actual systemThe exhaust gas amount and temperature must be adjusted according to the actual plant specification

1) Engines with MAN B&W turbochargers 3) Engines with Mitsubishi turbochargers2) Engines with ABB turbochargers, type TPL

Fig. 6.01.03a: List of capacities, K98MC with high efficiency turbocharger and seawater system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 86 64-5.1

K98MC


430 200 025 198 29 00

6.01.03


Cyl. 6 7 8 9 10 11 12 13 14

kW 34320 40040 45760 51480 57200 62920 68640 74360 80080

Pum

ps

Fuel oil circulating pump m3/h 13.1 15.2 17.4 19.6 22.0 24.0 26.0 28.0 30.0Fuel oil supply pump m3/h 8.6 10.1 11.5 12.9 14.4 15.8 17.3 18.7 20.0Jacket cooling water pump m3/h 1) 295 350 395 440 495 540 590 640 690

2) 275 320 370 415 460 510 550 600 6403) 275 320 370 415 460 510 550 600 640

Central cooling water pump* m3/h 1) 840 980 1120 1260 1400 1540 1670 1820 19602) 830 970 1110 1250 1390 1530 1660 1800 19403) 830 960 1100 1240 1370 1510 1650 1780 1920

Seawater pump* m3/h 1) 1050 1240 1410 1580 1760 1940 2110 2290 24602) 1050 1220 1400 1580 1750 1930 2100 2270 24403) 1040 1210 1390 1560 1730 1910 2080 2250 2430

Lubricating oil pump* m3/h 1) 740 870 990 1110 1240 1360 1480 1610 17302) 750 860 990 1120 1240 1360 1480 1610 17303) 740 860 980 1110 1230 1350 1470 1590 1710

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 13590 15850 18120 20380 22640 24910 27170 29440 31700Central cooling water m3/h 462 539 616 693 770 847 924 1001 1078Lubricating oil coolerHeat dissipation approx.ÿ kW 1) 2880 3460 3890 4320 4900 5330 5760 6340 6770

2) 2960 3390 3890 4440 4870 5410 5840 6350 67803) 2790 3220 3690 4180 4610 5040 5530 5960 6430

Lubricating oil* m3/h See above ‘Lubricating oil pump’Central cooling water m3/h 1) 378 441 504 567 630 693 746 819 882

2) 368 431 494 557 620 683 736 799 8623) 368 421 484 547 600 663 726 779 842


2) 4800 5600 6400 7200 8000 8800 9600 10400 112003) 4800 5600 6400 7200 8000 8800 9600 10400 11200

Jacket cooling water m3/h See above ‘Jacket cooling water’Central cooling water m3/h See above ‘Central cooling water quantity’ for lube oil coolerCentral coolerHeat dissipation approx.* kW 1) 21430 25150 28650 32140 35860 39360 42850 46580 50070

2) 21350 24840 28410 32020 35510 39120 42610 46190 496803) 21180 24670 28210 31760 35250 38750 42300 45800 49330

Central cooling water* m3/h See above ‘Central cooling water pump’Seawater* m3/h See above ‘Seawater cooling pump’




Fig. 6.01.04a: List of capacities, K98MC with high efficiency turbocharger and central cooling water system stated at thenominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

K98MC

178 86 65-7.1

430 200 025 198 29 00


6.01.04


Cyl. 6 7 8 9 10 11 12 13 14

kW 34260 39970 45680 51390 57100 62810 68520 74230 79940

Pum

ps




2) 275 320 370 415 460 510 550 600 640

3) 275 320 370 415 460 510 550 600 640


2) 1100 1290 1470 1650 1830 2020 2200 2390 2570

3) 1090 1280 1460 1640 1820 2010 2190 2370 2550


2) 750 870 990 1120 1240 1360 1480 1610 1740

3) 740 860 980 1110 1230 1350 1470 1590 1710

Co

ole

rs


Seawater m3/h 720 840 960 1080 1200 1320 1440 1560 1680


2) 2960 3460 3890 4440 4870 5410 5840 6350 6920

3) 2790 3220 3690 4180 4610 5100 5530 5960 6430


Seawater m3/h 1) 390 460 520 580 650 710 770 840 910

2) 380 450 510 570 630 700 760 830 890

3) 370 440 500 560 620 690 750 810 870


2) 4800 5600 6400 7200 8000 8800 9600 10400 11200

3) 4800 5600 6400 7200 8000 8800 9600 10400 11200






*

**



Fig. 6.01.03b: List of capacities, K98MC-C with high efficiency turbocharger and seawater system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 86 66-9.1

K98MC-C


430 200 025 198 29 00

6.01.05


Cyl. 6 7 8 9 10 11 12 13 14

kW 34260 39970 45680 51390 57100 62810 68520 74230 79940

Pum

ps


2) 275 320 370 415 460 510 550 600 6403) 275 320 370 415 460 510 550 600 640

Central cooling water pump* m3/h 1) 860 1010 1150 1290 1440 1580 1720 1870 20102) 860 1000 1140 1290 1430 1570 1710 1850 20003) 850 990 1130 1270 1410 1560 1700 1840 1980

Seawater pump* m3/h 1) 1070 1260 1430 1610 1790 1970 2140 2330 25002) 1070 1250 1420 1600 1780 1960 2130 2310 24903) 1060 1230 1410 1590 1760 1940 2110 2290 2470

Lubricating oil pump* m3/h 1) 740 870 990 1110 1240 1360 1480 1610 17302) 750 870 990 1120 1240 1360 1480 1610 17403) 740 860 980 1110 1230 1350 1470 1590 1710

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 13920 16240 18560 20880 23200 25520 27840 30160 32480Central cooling water m3/h 486 567 648 729 810 891 972 1053 1134Lubricating oil coolerHeat dissipation approx.* kW 1) 2880 3460 3890 4320 4900 5330 5760 6340 6770

2) 2960 3460 3890 4440 4870 5410 5840 6350 69203) 2790 3220 3690 4180 4610 5100 5530 5960 6430


2) 374 433 492 561 620 679 738 797 8663) 364 423 482 541 600 669 728 787 846


2) 4800 5600 6400 7200 8000 8800 9600 10400 112003) 4800 5600 6400 7200 8000 8800 9600 10400 11200


2) 21680 25300 28850 32520 36070 39730 43280 46910 506003) 21510 25060 28650 32260 35810 39420 42970 46520 50110





Fig. 6.01.04b: List of capacities, K98MC-C with high efficiency turbocharger and central cooling water system stated atthe nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 86 67-0.1

K98MC-C

430 200 025 198 29 00


6.01.06


Cyl. 6 7 8 9

kW 29340 34230 39120 44010

Pum

ps

Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0

Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8

Jacket cooling water pump m3/h 1) 250 285 335 370

2) 230 270 305 345

3) 240 285 320 360

4) 230 270 305 345

Seawater cooling pump* m3/h 1) 870 1020 1170 1310

2) 870 1010 1150 1300

3) 860 1010 1150 1290

4) 860 1000 1150 1290

Lubricating oil pump* m3/h 1) 550 640 740 820

2) 560 640 730 820

3) 520 610 700 790

4) 540 640 720 820

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 11380 13280 15180 17080

Seawater m3/h 558 651 744 837

Lubricating oil coolerHeat dissipation approx.* kW 1) 2280 2610 3090 3420

2) 2360 2690 3020 3420

3) 1980 2310 2640 2970

4) 2150 2520 2850 3220


Seawater m3/h 1) 312 369 426 473

2) 312 359 406 463

3) 302 359 406 453

4) 302 349 406 453

Jacket water coolerHeat dissipation approx. kW 1) 4120 4780 5520 6180

2) 3960 4620 5280 5940

3) 4150 4900 5560 6220

4) 3960 4620 5280 5940



Fuel oil heater kW 295 345 395 445

Exhaust gas flow at 245 °C** kg/h 268800 313600 358400 403200

Air consumption of engine kg/s 73.3 85.5 97.7 110.0

*

**


1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers

Fig. 6.01.03c: List of capacities, S90MC-C with high efficiency turbocharger and seawater system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 37 42-1.3

S90MC-C


430 200 025 198 29 00

6.01.07


Cyl. 6 7 8 9

kW 29340 34230 39120 44010

Pum

ps

Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8Jacket cooling water pump m3/h 1) 250 285 335 370

2) 230 270 305 3453) 240 285 320 3604) 230 270 305 345

Central cooling water pump* m3/h 1) 680 790 920 10302) 680 790 900 10103) 670 790 900 10104) 670 780 890 1010

Seawater pump* m3/h 1) 870 1010 1160 13102) 870 1010 1150 12903) 860 1000 1140 12904) 860 1000 1140 1280

Lubricating oil pump* m3/h 1) 550 640 740 8202) 560 640 730 8203) 520 610 700 7904) 540 640 720 820

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 11290 13170 15060 16940Central cooling water m3/h 378 441 504 567Lubricating oil coolerHeat dissipation approx.* kW 1) 2280 2610 3090 3420

2) 2360 2690 3020 34203) 1980 2310 2640 29704) 2150 2520 2850 3220

Lubricating oil* m3/h See above ‘Lubricating oil pump’Central cooling water m3/h 1) 302 349 416 463

2) 302 349 396 4433) 292 349 396 4434) 292 339 386 443

Jacket water coolerHeat dissipation approx. kW 1) 4120 4780 5520 6180

2) 3960 4620 5280 59403) 4150 4900 5560 62204) 3960 4620 5280 5940

Jacket cooling water m3/h See above ‘Jacket cooling water’Central cooling water m3/h See above ‘Central cooling water quantity’ for lube oil coolerCentral coolerHeat dissipation approx.* kW 1) 17690 20560 23670 26540

2) 17610 20480 23360 263003) 17420 20380 23260 261304) 17400 20310 23190 26100


Fuel oil heater kW 295 345 395 445

Exhaust gas flow at 245 °C** kg/h 268800 313600 358400 403200

Air consumption of engine kg/s 73.3 85.5 97.7 110.0

Fig. 6.01.04c: List of capacities, S90MC-C with high efficiency turbocharger and central cooling water system stated atthe nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 37 43-3.3

S90MC-C

430 200 025 198 29 00


6.01.08


Cyl. 6 7 8 9 10 11 12

kW 29280 34160 39040 43920 48800 53680 58560

Pum

ps

Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0 18.9 21.0 23.0

Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8 12.0 13.2 14.4

Jacket cooling water pump m3/h 1) 250 285 335 370 410 450 495

2) 230 270 305 345 385 420 460

3) 240 285 320 360 400 440 480

4) 230 270 305 345 385 420 460

Seawater cooling pump* m3/h 1) 880 1020 1170 1320 1460 1600 1750

2) 870 1020 1160 1300 1450 1590 1740

3) 860 1010 1150 1300 1440 1580 1730

4) 860 1010 1150 1290 1440 1580 1720

Lubricating oil pump* m3/h 1) 570 660 760 850 940 1030 1130

2) 570 660 750 850 940 1040 1130

3) 540 630 720 810 900 990 1080

4) 560 660 750 840 930 1030 1120

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 11640 13580 15520 17460 19400 21340 23280

Seawater m3/h 558 651 744 837 930 1023 1116

Lubricating oil coolerHeat dissipation approx.* kW 1) 2350 2690 3180 3520 3860 4200 4690

2) 2430 2770 3110 3520 3860 4320 4660

3) 2050 2390 2730 3070 3410 3750 4090

4) 2220 2590 2940 3320 3660 4060 4400


Seawater m3/h 1) 322 369 426 483 530 577 634

2) 312 369 416 463 520 567 624

3) 302 359 406 463 510 557 614

4) 302 359 406 453 510 557 604

Jacket water coolerHeat dissipation approx. kW 1) 4120 4780 5520 6180 6840 7500 8240

2) 3960 4620 5280 5940 6600 7260 7920

3) 4150 4900 5560 6220 6880 7630 8290

4) 3960 4620 5280 5940 6600 7260 7920



Fuel oil heater kW 295 345 395 445 495 550 600

Exhaust gas flow at 245 °C** kg/h 271200 316400 361600 406800 452000 497200 542400

Air consumption of engine kg/s 74.0 86.3 98.6 111.0 123.3 135.6 148.0

*

**



Fig. 6.01.03d: List of capacities, L90MC-C with high efficiency tubrocharger and seawater system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 00-5.1

L90MC-C


430 200 025 198 29 00


Cyl. 6 7 8 9 10 11 12

kW 29280 34160 39040 43920 48800 53680 58560

Pum

ps

Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0 18.9 21.0 23.0Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8 12.0 13.2 14.4Jacket cooling water pump m3/h 1) 250 285 335 370 410 450 495

2) 230 270 305 345 385 420 4603) 240 285 320 360 400 440 4804) 230 270 305 345 385 420 460

Central cooling water pump* m3/h 1) 690 800 920 1030 1140 1250 13702) 680 790 910 1020 1130 1250 13603) 670 790 900 1010 1120 1240 13504) 670 790 900 1010 1120 1230 1350

Seawater pump* m3/h 1) 890 1030 1190 1330 1470 1620 17702) 880 1030 1170 1320 1460 1610 17603) 870 1020 1170 1310 1450 1600 17504) 870 1020 1160 1310 1450 1600 1740

Lubricating oil pump* m3/h 1) 570 660 760 850 940 1030 11302) 570 660 750 850 940 1040 11303) 540 630 720 810 900 990 10804) 560 660 750 840 930 1030 1120

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rs

Scavenge air coolerHeat dissipation approx. kW 11550 13470 15400 17320 19250 21170 23090Central cooling water m3/h 378 441 504 567 630 693 756Lubricating oil coolerHeat dissipation approx.* kW 1) 2350 2690 3180 3520 3860 4200 4690

2) 2430 2770 3110 3520 3860 4320 46603) 2050 2390 2730 3070 3410 3750 40904) 2220 2590 2940 3320 3660 4060 4400

Lubricating oil* m3/h See above ‘Lubricating oil pump’Central cooling water m3/h 1) 312 359 416 463 510 557 614

2) 302 349 406 453 500 557 6043) 292 349 396 443 490 547 5944) 292 349 396 443 490 537 594


2) 3960 4620 5280 5940 6600 7260 79203) 4150 4900 5560 6220 6880 7630 82904) 3960 4620 5280 5940 6600 7260 7920

Jacket cooling water m3/h See above ‘Jacket cooling water’Central cooling water m3/h See above ‘Central cooling water quantity’ for lube oil coolerCentral coolerHeat dissipation approx.* kW 1) 18020 20940 24100 27020 29950 32870 36020

2) 17940 20860 23790 26780 29710 32750 356703) 17750 20760 23690 26610 29540 32550 354704) 17730 20680 23620 26580 29510 32490 35410





Fig. 6.01.04d: List of capacities, L90MC-C with high efficiency turbhcharger and central cooling water system stated atthe nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 01-7.1

L90MC-C

6.01.09

430 200 025 198 29 00


6.01.10


Cyl. 4 5 6 7 8 9 10 11 12

kW 18280 22850 27420 31990 36560 41130 45700 50270 54840

Pum

ps




2) 145 180 215 250 290 325 360 395 430

3) 150 190 225 265 305 340 375 415 450

4) 145 180 215 250 290 325 360 395 430


2) 570 720 870 1010 1150 1290 1430 1580 1720

3) 570 710 860 1000 1140 1280 1420 1570 1710

4) 570 710 860 1000 1140 1280 1420 1570 1710


2) 420 520 640 740 840 950 1050 1160 1260

3) 405 510 610 710 810 910 1010 1110 1210

4) 415 520 620 730 830 940 1040 1150 1250

Co

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rs


Seawater m3/h 368 460 552 644 736 828 920 1012 1104


2) 1630 2030 2540 2900 3260 3690 4050 4530 4890

3) 1440 1800 2160 2520 2880 3240 3600 3960 4320

4) 1540 1920 2330 2730 3090 3490 3850 4270 4630


Seawater m3/h 1) 212 270 318 366 424 472 520 578 636

2) 202 260 318 366 414 462 510 568 616

3) 202 250 308 356 404 452 500 558 606

4) 202 250 308 356 404 452 500 558 606


2) 2540 3170 3810 4440 5080 5710 6350 6980 7620

3) 2670 3360 3990 4720 5360 5990 6630 7360 7990

4) 2540 3170 3810 4440 5080 5710 6350 6980 7620






*

**



Fig. 6.01.03e: List of capacities, K90MC with high efficiency turbocharger and seawater system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 73-5.1

K90MC


430 200 025 198 29 00

6.01.11


Cyl. 4 5 6 7 8 9 10 11 12

kW 18280 22850 27420 31990 36560 41130 45700 50270 54840

Pum

ps


2) 145 180 215 250 290 325 360 395 4303) 150 190 225 265 305 340 375 415 4504) 145 180 215 250 290 325 360 395 430

Central cooling water pump* m3/h 1) 450 570 680 790 910 1020 1130 1240 13602) 450 560 680 790 900 1010 1120 1230 13403) 445 560 670 780 890 1000 1110 1220 13304) 445 550 670 780 890 1000 1110 1220 1330

Seawater pump* m3/h 1) 570 720 860 1000 1150 1290 1430 1570 17202) 570 710 850 990 1130 1280 1420 1560 17003) 560 710 850 990 1130 1270 1410 1550 16904) 560 700 840 990 1130 1270 1410 1550 1690

Lubricating oil pump* m3/h 1) 415 530 630 730 850 950 1050 1150 12602) 420 520 640 740 840 950 1050 1160 12603) 405 510 610 710 810 910 1010 1110 12104) 415 520 620 730 830 940 1040 1150 1250

Co

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rs


2) 1630 2030 2540 2900 3260 3690 4050 4530 48903) 1440 1800 2160 2520 2880 3240 3600 3960 43204) 1540 1920 2330 2730 3090 3490 3850 4270 4630


2) 202 250 308 356 404 452 500 548 5963) 197 250 298 346 394 442 490 538 5864) 197 240 298 346 394 442 490 538 586


2) 2540 3170 3810 4440 5080 5710 6350 6980 76203) 2670 3360 3990 4720 5360 5990 6630 7360 79904) 2540 3170 3810 4440 5080 5710 6350 6980 7620


2) 11520 14380 17370 20200 23030 25930 28760 31710 345503) 11460 14340 17170 20100 22930 25760 28590 31520 343504) 11430 14270 17160 20030 22860 25730 28560 31450 34290





Fig. 6.01.04e: List of capacities, K90MC with high efficiency turbocharger and central cooling water system stated at thenominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 74-7.1

K90MC

430 200 025 198 29 00


6.01.12


Cyl. 6 7 8 9 10 11 12

kW 27420 31990 36560 41130 45700 50270 54840

Pum

ps




2) 200 230 265 295 330 365 395

3) 210 245 280 310 345 385 415

4) 200 230 265 295 330 365 395


2) 890 1030 1180 1330 1470 1620 1770

3) 880 1030 1170 1320 1460 1610 1760

4) 880 1030 1170 1320 1460 1610 1760


2) 620 720 820 920 1020 1130 1230

3) 590 690 790 880 980 1080 1180

4) 610 710 810 910 1010 1120 1220

Co

ole

rs


Seawater m3/h 576 672 768 864 960 1056 1152


2) 2540 2900 3260 3690 4050 4530 4890

3) 2160 2520 2880 3240 3600 3960 4320

4) 2330 2730 3090 3490 3850 4270 4630


Seawater m3/h 1) 314 368 422 476 520 574 638

2) 314 358 412 466 510 564 618

3) 304 358 402 456 500 554 608

4) 304 358 402 456 500 554 608


2) 3810 4440 5080 5710 6350 6980 7620

3) 3990 4720 5360 5990 6630 7360 7990

4) 3810 4440 5080 5710 6350 6980 7620






*

**



Fig. 6.01.03f: List of capacities, K90MC-C with high efficiency turbocharger and seawater system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 75-9.1

K90MC-C


430 200 025 198 29 00

6.01.13


Cyl. 6 7 8 9 10 11 12

kW 27420 31990 36560 41130 45700 50270 54840

Pum

ps


2) 200 230 265 295 330 365 3953) 210 245 280 310 345 385 4154) 200 230 265 295 330 365 395


Seawater pump* m3/h 1) 870 1010 1170 1310 1450 1590 17402) 870 1010 1150 1290 1440 1580 17303) 860 1000 1150 1290 1430 1570 17204) 860 1000 1140 1280 1430 1570 1710


Co

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rs


2) 2540 2900 3260 3690 4050 4530 48903) 2160 2520 2880 3240 3600 3960 43204) 2330 2730 3090 3490 3850 4270 4630


2) 306 352 398 454 500 546 6023) 296 342 398 444 490 546 5924) 296 342 388 444 490 536 582


2) 3810 4440 5080 5710 6350 6980 76203) 3990 4720 5360 5990 6630 7360 79904) 3810 4440 5080 5710 6350 6980 7620


2) 17630 20500 23370 26310 29190 32180 350603) 17430 20400 23270 26140 29020 31990 348604) 17420 20330 23200 26110 28990 31920 34800





Fig. 6.01.04f: List of capacities, K90MC-C with high efficiency turbocharger and central cooling water system stated atthe nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 76-0.1

K90MC-C

430 200 025 198 29 00


6.01.14


Cyl. 6 7 8

kW 23280 27160 31040

Pum

ps

Fuel oil circulating pump m3/h 9.6 11.2 12.7

Fuel oil supply pump m3/h 5.7 6.7 7.6

Jacket cooling water pump m3/h 1) 215 250 285

2) 200 230 265

3) 210 240 275

4) 200 230 265

Seawater cooling pump* m3/h 1) 730 840 960

2) 710 830 960

3) 710 830 950

4) 710 830 950

Lubricating oil pump* m3/h 1) 445 520 590

2) 440 520 590

3) 420 490 560

4) 435 510 590

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 9150 10680 12200

Seawater m3/h 456 532 608

Lubricating oil coolerHeat dissipation approx.* kW 1) 1880 2150 2410

2) 1810 2120 2490

3) 1580 1850 2110

4) 1710 2020 2320


Seawater m3/h 1) 274 308 352

2) 254 298 352

3) 254 298 342

4) 254 298 342

Jacket water coolerHeat dissipation approx. kW 1) 3590 4160 4730

2) 3430 4000 4580

3) 3620 4190 4760

4) 3430 4000 4580



Fuel oil heater kW 250 295 335

Exhaust gas flow at 245 °C** kg/h 216000 252000 288000

Air consumption of engine kg/s 58.9 68.7 78.6

*

**



Fig. 6.01.03g: List of capacities, S80MC-C with high efficiency turbhocarger and seawater system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 37 44-5.3

S80MC-C


430 200 025 198 29 00

6.01.15


Cyl. 6 7 12

kW 23280 27160 31040

Pum

ps

Fuel oil circulating pump m3/h 9.6 11.2 12.7Fuel oil supply pump m3/h 5.7 6.7 7.6Jacket cooling water pump m3/h 1) 215 250 285

2) 200 230 2653) 210 240 2754) 200 230 265

Central cooling water pump* m3/h 1) 570 660 7502) 560 650 7503) 550 650 7404) 550 650 740

Seawater pump* m3/h 1) 720 830 9502) 700 820 9403) 700 820 9304) 700 820 940

Lubricating oil pump* m3/h 1) 445 520 5902) 440 520 5903) 420 490 5604) 435 510 590

Co

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rs

Scavenge air coolerHeat dissipation approx. kW 9080 10590 12100Central cooling water m3/h 306 357 408Lubricating oil coolerHeat dissipation approx.* kW 1) 1880 2150 2410

2) 1810 2120 24903) 1580 1850 21104) 1710 2020 2320

Lubricating oil* m3/h See above ‘Lubricating oil pump’Central cooling water m3/h 1) 264 303 342

2) 254 293 3423) 244 293 3324) 244 293 332

Jacket water coolerHeat dissipation approx. kW 1) 3590 4160 4730

2) 3430 4000 45803) 3620 4190 47604) 3430 4000 4580

Jacket cooling water m3/h See above ‘Jacket cooling water’Central cooling water m3/h See above ‘Central cooling water quantity’ for lube oil coolerCentral coolerHeat dissipation approx.* kW 1) 14550 16900 19240

2) 14320 16710 191703) 14280 16630 189704) 14220 16610 19000


Fuel oil heater kW 250 295 335

Exhaust gas flow at 245 °C** kg/h 216000 252000 288000

Air consumption of engine kg/s 58.9 68.7 78.6

Fig. 6.01.04g: List of capacities, S80MC-C with high efficiency turbhocarger and central cooling water system stated atthe nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

S80MC-C

178 37 45-7.3

430 200 025 198 29 00


6.01.16


Cyl. 4 5 6 7 8 9 10 11 12

kW 14560 18200 21840 25480 29120 32760 36400 40040 43680

Pum

ps




2) 110 140 165 195 220 250 275 305 330

3) 115 145 175 205 230 265 290 320 345

4) 110 140 165 195 220 250 275 305 330


2) 450 560 670 790 900 1010 1120 1230 1350

3) 445 560 670 780 890 1010 1120 1230 1340

4) 445 560 670 780 890 1000 1120 1230 1340


2) 320 395 470 550 640 710 790 860 940

3) 305 380 455 530 610 680 760 830 910

4) 310 390 470 540 620 700 780 860 940

Co

ole

rs


Seawater m3/h 288 360 432 504 576 648 720 792 864


2) 1200 1450 1740 2030 2400 2650 2900 3160 3480

3) 1010 1260 1510 1770 2020 2270 2520 2770 3030

4) 1090 1370 1640 1910 2190 2480 2730 2980 3270


Seawater m3/h 1) 167 200 248 296 334 372 410 458 496

2) 162 200 238 286 324 362 400 438 486

3) 157 200 238 276 314 362 400 438 476

4) 157 200 238 276 314 352 400 438 476


2) 2110 2640 3170 3700 4220 4750 5280 5810 6340

3) 2210 2770 3350 3880 4410 5030 5560 6090 6620

4) 2110 2640 3170 3700 4220 4750 5280 5810 6340






*

**



Fig. 6.01.03h: List of capacities, S80MC with high efficiency turbhocarger and seawater system stated at the nominalMCR power (L1) f or engines complying with IMO’s NOx emission limitations

178 36 25-9.2

S80MC


430 200 025 198 29 00

6.01.17


Cyl. 4 5 6 7 8 9 10 11 12

kW 14560 18200 21840 25480 29120 32760 36400 40040 43680

Pum

ps


2) 110 140 165 195 220 250 275 305 3303) 115 145 175 205 230 265 290 320 3454) 110 140 165 195 220 250 275 305 330


Seawater pump* m3/h 1) 445 550 660 780 890 990 1100 1220 13302) 440 550 660 770 880 990 1100 1210 13203) 435 550 660 770 870 990 1090 1200 13104) 435 550 650 760 870 980 1090 1200 1310


Co

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rs


2) 1200 1450 1740 2030 2400 2650 2900 3160 34803) 1010 1260 1510 1770 2020 2270 2520 2770 30304) 1090 1370 1640 1910 2190 2480 2730 2980 3270


2) 159 195 236 277 318 359 390 431 4723) 154 195 236 267 308 349 390 421 4624) 154 190 226 267 308 349 380 421 462


2) 2110 2640 3170 3700 4220 4750 5280 5810 63403) 2210 2770 3350 3880 4410 5030 5560 6090 66204) 2110 2640 3170 3700 4220 4750 5280 5810 6340


2) 8970 11160 13390 15630 17930 20120 22320 24520 267903) 8880 11100 13340 15550 17740 20020 22220 24410 266204) 8860 11080 13290 15510 17720 19950 22150 24340 26580





Fig. 6.01.04h: List of capacities, S80MC with high efficiency turbhocarger and central cooling water system stated atthe nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

S80MC

178 36 27-2.2

430 200 025 198 29 00


6.01.18


Cyl. 4 5 6 7 8 9 10 11 12

kW 14560 18200 21840 25480 29120 32760 36400 40040 43680

Pum

ps




2) 110 135 165 190 220 245 275 300 330

3) 115 145 175 200 230 260 290 315 345

4) 110 135 165 190 220 245 275 300 330


2) 475 590 710 830 950 1060 1180 1300 1420

3) 470 590 710 820 940 1060 1180 1290 1410

4) 470 590 700 820 940 1060 1170 1290 1410


2) 355 435 520 610 710 790 870 960 1050

3) 335 420 510 590 670 760 840 930 1010

4) 345 435 520 610 690 780 870 950 1040

Co

ole

rs


Seawater m3/h 304 380 456 532 608 684 760 836 912


2) 1360 1650 1970 2310 2710 3000 3290 3580 3950

3) 1160 1460 1750 2040 2330 2620 2910 3200 3490

4) 1250 1560 1870 2180 2500 2830 3120 3410 3740


Seawater m3/h 1) 171 210 254 308 342 386 420 474 518

2) 171 210 254 298 342 376 420 464 508

3) 166 210 254 288 332 376 420 454 498

4) 166 210 244 288 332 376 410 454 498


2) 2090 2610 3130 3660 4180 4700 5220 5750 6270

3) 2180 2740 3320 3840 4370 4980 5510 6030 6550

4) 2090 2610 3130 3660 4180 4700 5220 5750 6270






*

**



Fig. 6.01.03i: List of capacities, L80MC with high efficiency turbhocarger and seawater system stated at the nominal MCRpower (L1) for engines complying with IMO’s NOx emission limitations

178 36 26-0.2

L80MC


430 200 025 198 29 00

6.01.19


Cyl. 4 5 6 7 8 9 10 11 12

kW 14560 18200 21840 25480 29120 32760 36400 40040 43680

Pum

ps


2) 110 135 165 190 220 245 275 300 3303) 115 145 175 200 230 260 290 315 3454) 110 135 165 190 220 245 275 300 330


Seawater pump* m3/h 1) 455 570 680 800 910 1020 1140 1260 13702) 455 570 680 790 910 1020 1130 1240 13603) 450 560 680 790 900 1020 1130 1240 13504) 450 560 670 790 900 1010 1120 1240 1350


Co

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rs


2) 1360 1650 1970 2310 2710 3000 3290 3580 39503) 1160 1460 1750 2040 2330 2620 2910 3200 34904) 1250 1560 1870 2180 2500 2830 3120 3410 3740


2) 166 205 244 283 332 371 410 449 4883) 161 200 244 283 322 361 400 439 4784) 161 200 244 283 322 361 400 439 478


2) 2090 2610 3130 3660 4180 4700 5220 5750 62703) 2180 2740 3320 3840 4370 4980 5510 6030 65504) 2090 2610 3130 3660 4180 4700 5220 5750 6270


2) 9250 11510 13790 16110 18480 20740 23000 25270 276103) 9140 11450 13760 16020 18290 20640 22910 25170 274304) 9140 11420 13690 15980 18270 20570 22830 25100 27400





Fig. 6.01.04i: List of capacities, L80MC with high efficiency turbhocarger and central cooling water system stated at thenominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

L80MC

178 36 28-2.2

430 200 025 198 29 00


6.01.20


Cyl. 6 7 8 9 10 11 12

kW 21660 25270 28880 32490 36100 39710 43320

Pum

ps




2) 155 180 210 235 260 285 310

3) 165 190 220 250 275 300 325

4) 155 180 210 235 260 285 310


2) 660 770 890 1000 1100 1210 1330

3) 660 770 880 990 1100 1210 1320

4) 660 770 880 990 1100 1200 1320


2) 495 580 670 740 820 900 990

3) 475 550 630 710 790 870 950

4) 490 570 650 740 820 900 980

Co

ole

rs


Seawater m3/h 432 504 576 648 720 792 864


2) 1900 2220 2610 2890 3170 3450 3800

3) 1670 1950 2230 2510 2790 3060 3340

4) 1800 2090 2400 2720 2990 3270 3590


Seawater m3/h 1) 238 276 314 352 400 438 476

2) 228 266 314 352 380 418 466

3) 228 266 304 342 380 418 456

4) 228 266 304 342 380 408 456


2) 2780 3240 3700 4170 4630 5090 5560

3) 2970 3430 3890 4450 4910 5370 5840

4) 2780 3240 3700 4170 4630 5090 5560






*

**



Fig. 6.01.03j: List of capacities, K80MC-C with high efficiency turbhocarger and seawater system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 79-6.1

K80MC-C


430 200 025 198 29 00

6.01.21


Cyl. 6 7 8 9 10 11 12

kW 21660 25270 28880 32490 36100 39710 43320

Pum

ps


2) 155 180 210 235 260 285 3103) 165 190 220 250 275 300 3254) 155 180 210 235 260 285 310


Seawater pump* m3/h 1) 660 780 890 1000 1110 1220 13302) 660 770 880 990 1100 1210 13203) 660 770 870 990 1090 1200 13104) 650 760 870 980 1090 1200 1310


Co

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rs


2) 1900 2220 2610 2890 3170 3450 38003) 1670 1950 2230 2510 2790 3060 33404) 1800 2090 2400 2720 2990 3270 3590


2) 226 257 298 339 370 411 4523) 226 257 288 329 370 401 4424) 216 257 288 329 360 401 442


2) 2780 3240 3700 4170 4630 5090 55603) 2970 3430 3890 4450 4910 5370 58404) 2780 3240 3700 4170 4630 5090 5560


2) 13400 15640 17940 20150 22340 24540 268103) 13360 15560 17750 20050 22240 24430 266304) 13300 15510 17730 19980 22160 24360 26600





Fig. 6.01.04j: List of capacities, K80MC-C with high efficiency turbhocarger and central cooling water system stated atthe nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

K80MC-C

178 87 80-6.1

430 200 025 198 29 00


6.01.22


Cyl. 4 5 6 7 8

kW 12440 15550 18660 21770 24880

Pum

ps

Fuel oil circulating pump m3/h 5.5 6.9 8.3 9.6 11.0

Fuel oil supply pump m3/h 3.1 3.9 4.6 5.4 6.2

Jacket cooling water pump m3/h 1) 110 140 165 190 225

2) 105 130 155 180 205

3) 110 135 160 190 215

4) 105 130 155 180 205

Seawater cooling pump* m3/h 1) 400 495 600 700 800

2) 395 495 590 690 790

3) 395 490 590 690 790

4) 395 490 590 690 780

Lubricating oil pump* m3/h 1) 270 335 400 465 540

2) 270 335 400 465 540

3) 255 320 385 450 510

4) 265 330 395 465 530

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 4940 6180 7410 8650 9890

Seawater m3/h 256 320 384 448 512

Lubricating oil coolerHeat dissipation approx.* kW 1) 1030 1250 1500 1720 2060

2) 1010 1290 1510 1770 2030

3) 880 1100 1320 1540 1760

4) 960 1180 1420 1660 1880


Seawater m3/h 1) 144 175 216 252 288

2) 139 175 206 242 278

3) 139 170 206 242 278

4) 139 170 206 242 268

Jacket water coolerHeat dissipation approx. kW 1) 1880 2330 2830 3280 3760

2) 1800 2250 2700 3150 3600

3) 1890 2340 2830 3340 3790

4) 1800 2250 2700 3150 3600



Fuel oil heater kW 145 180 220 250 290

Exhaust gas flow at 245 °C** kg/h 115200 144000 172800 201600 230400

Air consumption of engine kg/s 31.4 39.3 47.1 55.0 62.8

*

**



Fig. 6.01.05a: List of capacities, S70MC-C with high efficiency turbocharger seawater system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 45 60-4.1

S70MC-C


430 200 025 198 29 00

6.01.23


Cyl. 4 5 6 7 8

kW 12440 15550 18660 21770 24880

Pum

ps

Fuel oil circulating pump m3/h 5.5 6.9 8.3 9.6 11.0Fuel oil supply pump m3/h 3.1 3.9 4.6 5.4 6.2Jacket cooling water pump m3/h 1) 110 140 165 190 225

2) 105 130 155 180 2053) 110 135 160 190 2154) 105 130 155 180 205

Central cooling water pump* m3/h 1) 310 385 465 540 6202) 305 385 460 540 6103) 305 380 455 530 6104) 305 380 455 530 610

Seawater pump* m3/h 1) 385 480 580 670 7702) 380 475 570 660 7603) 375 470 570 660 7604) 375 470 560 660 750

Lubricating oil pump* m3/h 1) 270 335 400 465 5402) 270 335 400 465 5403) 255 320 385 450 5104) 265 330 395 465 530

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 4900 6130 7360 8580 9810Central cooling water m3/h 172 215 258 301 344Lubricating oil coolerHeat dissipation approx.* kW 1) 1030 1250 1500 1720 2060

2) 1010 1290 1510 1770 20303) 880 1100 1320 1540 17604) 960 1180 1420 1660 1880

Lubricating oil* m3/h See above ‘Lubricating oil pump’Central cooling water m3/h 1) 138 170 207 239 276

2) 133 170 202 239 2663) 133 165 197 229 2664) 133 165 197 229 266


2) 1800 2250 2700 3150 36003) 1890 2340 2830 3340 37904) 1800 2250 2700 3150 3600

Jacket cooling water m3/h See above ‘Jacket cooling water’Central cooling water m3/h See above ‘Central cooling water quantity’ for lube oil coolerCentral coolerHeat dissipation approx.* kW 1) 7810 9710 11690 13580 15630

2) 7710 9670 11570 13500 154403) 7670 9570 11510 13460 153604) 7660 9560 11480 13390 15290





Fig. 6.01.06a: List of capacities, S70MC-C with high efficiency turbocharger central cooling water system stated atthe nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

S70MC-C

178 45 61-6.1

430 200 025 198 29 00


6.01.24


Cyl. 4 5 6 7 8

kW 11240 14050 16860 19670 22480

Pum

ps




2) 85 105 125 150 170

3) 90 110 135 155 180

4) 85 105 125 150 170


2) 345 435 520 600 690

3) 345 430 520 600 690

4) 345 430 520 600 690


2) 245 310 370 430 490

3) 235 295 355 410 470

4) 245 305 365 425 485

Co

ole

rs


Seawater m3/h 220 275 330 385 440


2) 930 1180 1380 1580 1820

3) 800 990 1190 1390 1590

4) 870 1080 1300 1500 1710


Seawater m3/h 1) 125 160 190 225 250

2) 125 160 190 215 250

3) 125 155 190 215 250

4) 125 155 190 215 250


2) 1630 2030 2440 2850 3260

3) 1720 2130 2570 2980 3440

4) 1630 2030 2440 2850 3260






*

**



Fig. 6.01.05b: List of capacities, S70MC with high efficiency turbocharger seawater system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 81-8.1

S70MC


430 200 025 198 29 00

6.01.25


Cyl. 4 5 6 7 8

kW 11240 14050 16860 19670 22480

Pum

ps


2) 85 105 125 150 1703) 90 110 135 155 1804) 85 105 125 150 170


Seawater pump* m3/h 1) 340 430 510 600 6802) 340 425 510 590 6803) 340 420 510 590 6804) 340 420 510 590 670


Co

ole

rs


2) 930 1180 1380 1580 18203) 800 990 1190 1390 15904) 870 1080 1300 1500 1710


2) 122 155 183 211 2443) 122 150 178 211 2444) 122 150 178 206 234


2) 1630 2030 2440 2850 32603) 1720 2130 2570 2980 34404) 1630 2030 2440 2850 3260


2) 6920 8660 10360 12060 138003) 6880 8570 10300 12000 137504) 6860 8560 10280 11980 13690





Fig. 6.01.06b: List of capacities, S70MC with high efficiency turbocharger and central cooling water system stated at thenominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

S70MC

178 87 83-1.1

430 200 025 198 29 00


L70MC-C


Cyl. 4 5 6 7 8

kW 12440 15550 18660 21770 24880

Pum

ps




2) 105 130 155 180 205

3) 105 130 155 180 205


2) 385 485 580 680 770

3) 385 480 580 670 770


2) 270 335 400 465 540

3) 265 330 395 465 530

Co

ole

rs


Seawater m3/h 248 310 372 434 496


2) 1010 1290 1510 1770 2030

3) 960 1180 1420 1660 1880


Seawater m3/h 1) 142 175 218 246 284

2) 137 175 208 246 274

3) 137 170 208 236 274


2) 1800 2250 2700 3150 3600

3) 1800 2250 2700 3150 3600






*

**



Fig. 6.01.05c: List of capacities, L70MC-C with high efficiency turbocharger and seawater system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

6.01.26

178 23 15-1.0


430 200 025 198 29 00

L70MC-C


Cyl. 4 5 6 7 8

kW 12440 15550 18660 21770 24880

Pum

ps


2) 105 130 155 180 2053) 105 130 155 180 205

Central cooling water pump* m3/h 1) 305 380 460 530 6102) 300 380 455 530 6103) 300 375 450 520 600

Seawater pump* m3/h 1) 385 480 580 670 7702) 380 475 570 660 7603) 375 470 560 660 750

Lubricating oil pump* m3/h 1) 270 335 400 465 5402) 270 335 400 465 5403) 265 330 395 465 530

Co

ole

rs


2) 1010 1290 1510 1770 20303) 960 1180 1420 1660 1880


2) 132 170 203 236 2743) 132 165 198 226 264


2) 1800 2250 2700 3150 36003) 1800 2250 2700 3150 3600


2) 7710 9670 11570 13500 154403) 7660 9560 11480 13390 15290





Fig. 6.01.06c: List of capacities, L70MC-C with high efficiency turbocharger and central cooling water system stated atthe nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

6.01.27

178 23 16-3.0

430 200 025 198 29 00


6.01.28


Cyl. 4 5 6 7 8

kW 11320 14150 16980 19810 22640

Pum

ps




2) 94 120 140 165 190

3) 99 125 150 170 200

4) 94 120 140 165 190


2) 365 455 540 630 720

3) 360 450 540 630 720

4) 360 450 540 630 720


2) 260 325 385 445 510

3) 245 310 370 430 490

4) 255 315 380 445 510

Co

ole

rs


Seawater m3/h 236 295 354 413 472


2) 930 1190 1380 1580 1820

3) 800 990 1190 1390 1590

4) 870 1080 1300 1500 1710


Seawater m3/h 1) 134 160 196 227 268

2) 129 160 186 217 248

3) 124 155 186 217 248

4) 124 155 186 217 248


2) 1640 2050 2460 2870 3280

3) 1730 2140 2590 3000 3470

4) 1640 2050 2460 2870 3280






*

**



Fig. 6.01.05d: List of capacities, L70MC with high efficiency turbocharger and seawater system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 84-3.1

L70MC


430 200 025 198 29 00

6.01.29

L70MC


Cyl. 4 5 6 7 8

kW 11320 14150 16980 19810 22640

Pum

ps


2) 94 120 140 165 1903) 99 125 150 170 2004) 94 120 140 165 190


Seawater pump* m3/h 1) 355 440 520 610 7102) 350 435 520 610 6903) 345 430 520 600 6904) 345 430 520 600 690


Co

ole

rs


2) 930 1190 1380 1580 18203) 800 990 1190 1390 15904) 870 1080 1300 1500 1710


2) 125 155 185 215 2403) 120 150 180 210 2404) 120 150 180 210 240


2) 1640 2050 2460 2870 32803) 1730 2140 2590 3000 34704) 1640 2050 2460 2870 3280


2) 7070 8870 10590 12330 141103) 7030 8760 10530 12270 140704) 7010 8760 10510 12250 14000





Fig. 6.01.06d: List of capacities, L70MC with high efficiency turbocharger and central cooling water system stated at thenominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 85-5.1

430 200 025 198 29 00


6.01.30


Cyl. 4 5 6 7 8

kW 9040 11300 13560 15820 18080

Pum

ps




2) 76 95 115 135 150

3) 79 100 120 140 160

4) 76 95 115 135 150


2) 290 365 435 510 580

3) 290 360 430 500 580

4) 290 360 430 500 570


2) 195 245 295 345 390

3) 190 235 280 330 375

4) 195 245 290 340 385

Co

ole

rs


Seawater m3/h 188 235 282 329 376


2) 740 930 1090 1310 1470

3) 640 800 960 1120 1280

4) 710 890 1050 1220 1380

Lubricating oil* m3/h See above ‘Lubricating oil pump’

Seawater m3/h 1) 107 130 158 181 204

2) 102 130 153 181 204

3) 102 125 148 171 204

4) 102 125 148 171 194


2) 1320 1650 1980 2310 2640

3) 1380 1740 2070 2400 2770

4) 1320 1650 1980 2310 2640






*

**



Fig. 6.01.05e: List of capacities, S60MC-C with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 45 58-2.1

S60MC-C


430 200 025 198 29 00

6.01.31

S60MC-C


Cyl. 4 5 6 7 8

kW 9040 11300 13560 15820 18080

Pum

ps


2) 76 95 115 135 1503) 79 100 120 140 1604) 76 95 115 135 150


Seawater pump* m3/h 1) 280 350 420 490 5602) 280 345 415 485 5503) 275 345 415 480 5504) 275 345 415 480 550


Co

ole

rs


2) 740 930 1090 1310 14703) 640 800 960 1120 12804) 710 890 1050 1220 1380


2) 97 125 148 171 1993) 97 120 143 166 1944) 97 120 143 171 194


2) 1320 1650 1980 2310 26403) 1380 1740 2070 2400 27704) 1320 1650 1980 2310 2640


2) 5640 7050 8430 9880 112603) 5600 7010 8390 9780 112004) 5610 7010 8390 9790 11170





Fig. 6.01.06e: List of capacities, S60MC-C with high efficiency turbocharger central cooling system stated at thenominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 45 59-4.1

430 200 025 198 29 00


6.01.32


Cyl. 4 5 6 7 8

kW 8160 10200 12240 14280 16320

Pum

ps




2) 62 78 93 110 125

3) 66 83 98 115 130

4) 62 78 93 110 125


2) 255 320 385 450 510

3) 255 320 380 445 510

4) 255 320 380 445 510


2) 180 225 265 315 355

3) 170 210 255 295 340

4) 175 220 265 305 345

Co

ole

rs


Seawater m3/h 164 205 246 287 328


2) 680 850 1000 1200 1340

3) 580 720 860 1010 1150

4) 630 790 930 1090 1200


Seawater m3/h 1) 96 115 144 163 182

2) 91 115 139 163 182

3) 91 115 134 158 182

4) 91 115 134 158 182


2) 1190 1480 1780 2080 2380

3) 1250 1580 1880 2170 2500

4) 1190 1480 1780 2080 2380






*

**



Fig. 6.01.05f: List of capacities, S60MC with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 30 51-8.2

S60MC


430 200 025 198 29 00

6.01.33

S60MC


Cyl. 4 5 6 7 8

kW 8160 10200 12240 14280 16320

Pum

ps


2) 62 78 93 110 1253) 66 83 98 115 1304) 62 78 93 110 125


Seawater pump* m3/h 1) 250 310 375 435 4952) 250 310 370 435 4953) 245 310 370 430 4904) 245 305 365 430 490


Co

ole

rs


2) 680 850 1000 1200 13403) 580 720 860 1010 11504) 630 790 930 1090 1200


2) 88 110 132 159 1763) 88 110 132 154 1764) 88 110 132 154 171


2) 1190 1480 1780 2080 23803) 1250 1580 1880 2170 25004) 1190 1480 1780 2080 2380


2) 5040 6290 7530 8820 100503) 5000 6260 7490 8720 99804) 4990 6230 7460 8710 9910





Fig. 6.01.06f: List of capacities, S60MC with high efficiency turbocharger central cooling systemstated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 30 53-1.2

430 200 025 198 29 00



Cyl. 4 5 6 7 8

kW 8920 11150 13380 15610 17840

Pum

ps




2) 76 95 115 135 150

3) 76 95 115 135 150


2) 280 355 420 495 560

3) 280 350 420 490 560


2) 195 245 295 345 390

3) 195 245 290 335 385

Co

ole

rs


Seawater m3/h 180 225 270 315 360


2) 740 930 1090 1310 1470

3) 710 890 1050 1210 1380


Seawater m3/h 1) 105 130 155 180 210

2) 100 130 150 180 200

3) 100 125 150 175 200


2) 1320 1650 1980 2310 2640

3) 1320 1650 1980 2310 2640






*

**



Fig. 6.01.05g: List of capacities, L60MC-C with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

L60MC-C

6.01.34

178 23 18-7.0


430 200 025 198 29 00

L60MC-C


Cyl. 4 5 6 7 8

kW 8920 11150 13380 15610 17840

Pum

ps


2) 76 95 115 135 1503) 76 95 115 135 150

Central cooling water pump* m3/h 1) 225 280 340 390 4452) 225 280 335 390 4453) 220 275 330 385 440

Seawater pump* m3/h 1) 280 345 415 485 5502) 275 345 410 480 5503) 275 340 410 475 540

Lubricating oil pump* m3/h 1) 195 245 295 340 3902) 195 245 295 345 3903) 195 245 290 335 385

Co

ole

rs


2) 740 930 1090 1310 14703) 710 890 1050 1210 1380


2) 101 125 149 173 1973) 96 120 144 168 192


2) 1320 1650 1980 2310 26403) 1320 1650 1980 2310 2640


2) 5580 6990 8360 9790 111603) 5550 6950 8320 9690 11070





Fig. 6.01.06g: List of capacities, L60MC-C with high efficiency turbocharger central cooling systemstated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

6.01.35

178 23 19-9.0

430 200 025 198 29 00



Cyl. 4 5 6 7 8

kW 7680 9600 11520 13440 15360

Pum

ps




2) 60 75 90 105 120

3) 64 79 95 110 125

4) 60 75 90 105 120


2) 245 300 360 425 485

3) 240 300 360 420 480

4) 240 300 360 420 480


2) 180 220 265 310 355

3) 170 210 255 295 340

4) 175 220 260 305 350

Co

ole

rs


Seawater m3/h 152 190 228 266 304


2) 670 810 990 1190 1330

3) 570 710 850 990 1140

4) 620 780 920 1080 1240


Seawater m3/h 1) 93 115 137 159 181

2) 93 110 132 159 181

3) 88 110 132 154 176

4) 88 110 132 154 176


2) 1150 1440 1720 2010 2300

3) 1210 1500 1820 2100 2390

4) 1150 1440 1720 2010 2300






*

**



Fig. 6.01.05h: List of capacities, L60MC with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 86-7.1

L60MC

6.01.36


430 200 025 198 29 00

L60MC


Cyl. 4 5 6 7 8

kW 7680 9600 11520 13440 15360

Pum

ps


2) 60 75 90 105 1203) 64 79 95 110 1254) 60 75 90 105 120


Seawater pump* m3/h 1) 240 295 355 415 4752) 235 295 355 415 4703) 235 290 350 410 4654) 235 290 350 410 465


Co

ole

rs


2) 670 810 990 1190 13303) 570 710 850 990 11404) 620 780 920 1080 1240


2) 86 110 129 153 1723) 86 105 129 148 1674) 86 105 124 148 167


2) 1150 1440 1720 2010 23003) 1210 1500 1820 2100 23904) 1150 1440 1720 2010 2300


2) 4800 5970 7170 8410 95803) 4760 5930 7130 8300 94804) 4750 5940 7100 8300 9490





Fig. 6.01.06h: List of capacities, L60MC with high efficiency turbocharger central cooling systemstated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 87-9.1

6.01.37

430 200 025 198 29 00


6.01.38


Cyl. 4 5 6 7 8

kW 6320 7900 9480 11060 12640

Pum

ps




2) 53 66 79 92 105

3) 55 69 83 97 110

4) 53 66 79 92 105


2) 200 250 340 345 395

3) 195 245 340 345 390

4) 195 245 340 345 390


2) 135 170 205 240 270

3) 130 160 195 225 260

4) 135 165 200 235 270

Co

ole

rs


Seawater m3/h 126 158 234 221 252


2) 520 650 760 900 1010

3) 440 550 660 770 880

4) 495 600 730 860 970


Seawater m3/h 1) 74 92 111 124 148

2) 74 92 106 124 143

3) 69 87 106 124 138

4) 69 87 106 124 138


2) 920 1150 1380 1610 1840

3) 960 1210 1440 1700 1930

4) 920 1150 1380 1610 1840






*

**



Fig. 6.01.07a: List of capacities, S50MC-C with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 32 47-3.3

S50MC-C


430 200 025 198 29 00

6.01.39

S50MC-C


Cyl. 4 5 6 7 8

kW 6320 7900 9480 11060 12640

Pum

ps


2) 53 66 79 92 1053) 55 69 83 97 1104) 53 66 79 92 105


Seawater pump* m3/h 1) 195 245 290 340 3902) 195 240 290 340 3853) 190 240 285 335 3854) 190 240 285 335 385


Co

ole

rs


2) 520 650 760 900 10103) 440 550 660 770 8804) 495 600 730 860 970


2) 67 87 101 120 1353) 67 82 101 120 1354) 67 82 101 120 135


2) 920 1150 1380 1610 18403) 960 1210 1440 1700 19304) 920 1150 1380 1610 1840


2) 3930 4910 5870 6860 78203) 3890 4870 5830 6820 77804) 3910 4860 5840 6820 7780





Fig. 6.01.08a: List of capacities, S50MC-C with high efficiency turbocharger central cooling systemstated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 32 48-5.3

430 200 025 198 29 00


6.01.40


Cyl. 4 5 6 7 8

kW 5720 7150 8580 10010 11440

Pum

ps




2) 44 55 66 77 87

3) 46 58 69 82 93

4) 44 55 66 77 87


2) 185 230 275 325 370

3) 185 230 275 325 370

4) 185 230 275 320 365


2) 125 160 190 220 250

3) 120 150 180 210 240

4) 125 155 190 220 250

Co

ole

rs


Seawater m3/h 120 150 180 210 240


2) 480 610 710 840 950

3) 405 510 610 710 810

4) 460 560 680 780 880


Seawater m3/h 1) 65 85 100 115 135

2) 65 80 95 115 130

3) 65 80 95 115 130

4) 65 80 95 110 125


2) 840 1040 1250 1460 1670

3) 880 1110 1320 1560 1770

4) 840 1040 1250 1460 1670






*

**



Fig. 6.01.07b: List of capacities, S50MC with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 88-0.1

S50MC


430 200 025 198 29 00

6.01.41

S50MC


Cyl. 4 5 6 7 8

kW 5720 7150 8580 10010 11440

Pum

ps


2) 44 55 66 77 873) 46 58 69 82 934) 44 55 66 77 87


Seawater pump* m3/h 1) 175 220 265 305 3502) 175 220 260 305 3453) 175 215 260 305 3454) 175 215 260 300 345


Co

ole

rs


2) 480 610 710 840 9503) 405 510 610 710 8104) 460 560 680 780 880


2) 65 80 95 110 1253) 60 80 90 110 1254) 60 75 90 105 120


2) 840 1040 1250 1460 16703) 880 1110 1320 1560 17704) 840 1040 1250 1460 1670


2) 3540 4430 5290 6190 70603) 3510 4400 5260 6160 70204) 3520 4380 5260 6130 6990





Fig. 6.01.08b: List of capacities, S50MC with high efficiency turbocharger central cooling systemstated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 89-2.1

430 200 025 198 29 00


6.01.42


Cyl. 4 5 6 7 8

kW 5320 6650 7980 9310 10640

Pum

ps




2) 41 51 62 72 82

3) 43 55 65 75 87

4) 41 51 62 72 82


2) 165 205 245 285 325

3) 160 200 240 280 325

4) 160 200 240 285 320


2) 125 155 190 220 250

3) 120 150 180 210 240

4) 125 155 185 215 245

Co

ole

rs


Seawater m3/h 100 125 150 175 200


2) 480 580 710 810 940

3) 405 500 600 710 810

4) 455 560 660 780 880


Seawater m3/h 1) 65 80 95 110 125

2) 65 80 95 110 125

3) 60 75 90 105 125

4) 60 75 90 110 120


2) 790 990 1190 1390 1580

3) 840 1050 1250 1450 1680

4) 790 990 1190 1390 1580






*

**



Fig. 6.01.07c: List of capacities, L50MC with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 90-2.1

L50MC


430 200 025 198 29 00

6.01.43

L50MC


Cyl. 4 5 6 7 8

kW 5320 6650 7980 9310 10640

Pum

ps


2) 41 51 62 72 823) 43 55 65 75 874) 41 51 62 72 82


Seawater pump* m3/h 1) 165 205 250 285 3302) 165 205 245 285 3253) 165 205 245 285 3254) 165 205 245 285 325


Co

ole

rs


2) 480 580 710 810 9403) 405 500 600 710 8104) 455 560 660 780 880


2) 61 76 92 103 1213) 61 76 87 103 1214) 61 76 87 103 116


2) 790 990 1190 1390 15803) 840 1050 1250 1450 16804) 790 990 1190 1390 1580


2) 3330 4140 4990 5800 66403) 3310 4120 4940 5760 66104) 3310 4120 4940 5770 6580





Fig. 6.01.08c: List of capacities, L50MC with high efficiency turbocharger central cooling systemstated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 91-4.1

430 200 025 198 29 00


6.01.44


Cyl. 4 5 6 7 8

kW 5240 6550 7860 9170 10480

Pum

ps




2) 44 55 66 77 88

3) 46 57 70 81 92

4) 44 55 66 77 88


2) 175 215 260 300 345

3) 170 215 255 300 340

4) 175 215 255 300 340


2) 130 150 175 195 215

3) 125 145 165 185 210

4) 130 150 170 190 215

Co

ole

rs


Seawater m3/h 108 135 162 189 216


2) 490 600 700 830 930

3) 415 520 620 730 830

4) 470 570 680 780 900


Seawater m3/h 1) 67 80 98 116 129

2) 67 80 98 111 129

3) 62 80 93 111 124

4) 67 80 93 111 124


2) 830 1030 1240 1450 1650

3) 870 1080 1300 1510 1720

4) 830 1030 1240 1450 1650






*

**



Fig. 6.01.07d: List of capacities, S46MC-C with conventional turbocharger and seawater system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 32 71-1.2

S46MC-C


430 200 025 198 29 00

6.01.45

S46MC-C


Cyl. 4 5 6 7 8

kW 5240 6550 7860 9170 10480

Pum

ps


2) 44 55 66 77 883) 46 57 70 81 924) 44 55 66 77 88


Seawater pump* m3/h 1) 165 205 245 285 3252) 165 205 245 285 3253) 160 200 240 280 3204) 160 200 240 280 320


Co

ole

rs


2) 490 600 700 830 9303) 415 520 620 730 8304) 470 570 680 780 900


2) 63 77 95 108 1233) 63 77 90 108 1234) 63 77 90 108 123


2) 830 1030 1240 1450 16503) 870 1080 1300 1510 17204) 830 1030 1240 1450 1650


2) 3320 4130 4940 5780 65803) 3290 4100 4920 5740 65504) 3300 4100 4920 5730 6550





Fig. 6.01.08d: List of capacities, S46MC-C with conventional turbocharger and central cooling system stated at thenominal MCR power (L1) for engines complying with IMO’s NOx emission limitations

178 32 72-3.2

430 200 025 198 29 00


6.01.46


Cyl. 4 5 6 7 8 9 10 11 12

kW 4320 5400 6480 7560 8640 9720 10800 11880 12960

Pum

ps




2) 41 51 61 71 82 92 100 110 120

3) 43 53 64 75 85 95 105 115 125

4) 41 51 61 71 82 92 100 110 120


2) 140 175 205 240 275 310 345 380 415

3) 140 170 205 240 275 310 340 375 410

4) 135 170 205 240 275 305 345 375 410


2) 105 130 155 180 205 230 260 285 310

3) 98 125 145 170 195 220 245 270 295

4) 100 130 150 175 200 225 255 280 305

Co

ole

rs


Seawater m3/h 84 105 126 147 168 189 210 231 252


2) 395 485 570 650 760 840 970 1050 1140

3) 330 410 490 570 660 740 820 900 980

4) 360 465 550 630 710 790 930 1010 1090


Seawater m3/h 1) 56 70 84 93 107 121 135 149 163

2) 56 70 79 93 107 121 135 149 163

3) 56 65 79 93 107 121 130 144 158

4) 51 65 79 93 107 116 135 144 158


2) 700 880 1060 1230 1410 1580 1760 1940 2110

3) 750 920 1100 1300 1470 1650 1850 2020 2200

4) 700 880 1060 1230 1410 1580 1760 1940 2110






*

**



Fig. 6.01.07e: List of capacities, S42MC with conventional turbocharger and seawater system stated at the nominal MCRpower (L1) for engines complying with IMO’s NOx emission limitations

178 42 71-6.2

S42MC


430 200 025 198 29 00

6.01.47

S42MC


Cyl. 4 5 6 7 8 9 10 11 12

kW 4320 5400 6480 7560 8640 9720 10800 11880 12960

Pum

ps


2) 41 51 61 71 82 92 100 110 1203) 43 53 64 75 85 95 105 115 1254) 41 51 61 71 82 92 100 110 120


Seawater pump* m3/h 1) 135 165 200 235 265 300 335 370 4002) 135 165 200 230 265 300 335 365 4003) 135 165 200 230 265 295 330 365 3954) 130 165 200 230 265 295 330 365 395


Co

ole

rs


2) 395 485 570 650 760 840 970 1050 11403) 330 410 490 570 660 740 820 900 9804) 360 465 550 630 710 790 930 1010 1090


2) 51 65 79 88 102 116 130 144 1583) 51 65 74 88 102 116 130 139 1534) 51 65 79 88 102 111 130 139 153


2) 700 880 1060 1230 1410 1580 1760 1940 21103) 750 920 1100 1300 1470 1650 1850 2020 22004) 700 880 1060 1230 1410 1580 1760 1940 2110


2) 2720 3400 4060 4720 5420 6070 6790 7450 81203) 2700 3360 4020 4710 5380 6040 6730 7380 80504) 2680 3380 4040 4700 5370 6020 6750 7410 8070





Fig. 6.01.08e: List of capacities, S42MC with conventional turbocharger and central cooling system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 42 75-3.2

430 200 025 198 29 00


6.01.48


Cyl. 4 5 6 7 8 9 10 11 12

kW 3980 4975 5970 6965 7960 8955 9950 10945 11940

Pum

ps




2) 32 40 48 56 64 72 80 88 96

3) 34 42 50 58 68 76 85 93 100

4) 32 40 48 56 64 72 80 88 96


2) 120 150 180 210 240 270 300 330 360

3) 120 150 180 210 240 270 300 330 360

4) 120 150 180 210 240 270 300 330 360


2) 98 115 130 145 165 185 210 225 240

3) 93 110 125 140 155 175 195 215 230

4) 96 110 130 145 160 180 205 225 240

Co

ole

rs


Seawater m3/h 75 94 113 132 151 170 189 208 227


2) 340 415 485 550 620 720 830 900 970

3) 270 340 410 475 540 610 680 750 820

4) 305 375 460 530 600 670 750 850 920


Seawater m3/h 1) 45 56 67 78 89 100 111 122 133

2) 45 56 67 78 89 100 111 122 133

3) 45 56 67 78 89 100 111 122 133

4) 45 56 67 78 89 100 111 122 133


2) 580 720 860 1010 1150 1300 1440 1590 1730

3) 620 760 910 1050 1220 1360 1530 1670 1820

4) 580 720 860 1010 1150 1300 1440 1590 1730






*

**



Fig. 6.01.07f: List of capacities, L42MC with conventional turbocharger and seawater system stated at the nominal MCRpower (L1) for engines complying with IMO’s NOx emission limitations

178 42 51-3.2

L42MC


430 200 025 198 29 00

6.01.49

L42MC


Cyl. 4 5 6 7 8 9 10 11 12

kW 3980 4975 5970 6965 7960 8955 9950 10945 11940

Pum

ps


2) 32 40 48 56 64 72 80 88 963) 34 42 50 58 68 76 85 93 1004) 32 40 48 56 64 72 80 88 96


Seawater pump* m3/h 1) 115 145 175 205 230 265 290 320 3502) 115 145 175 205 230 260 290 320 3503) 115 145 175 200 230 260 290 315 3454) 115 145 175 200 230 260 285 320 345


Co

ole

rs


2) 340 415 485 550 620 720 830 900 9703) 270 340 410 475 540 610 680 750 8204) 305 375 460 530 600 670 750 850 920


2) 45 56 62 73 84 95 111 117 1283) 45 51 62 73 84 95 106 117 1284) 40 51 62 73 84 95 106 117 128


2) 580 720 860 1010 1150 1300 1440 1590 17303) 620 760 910 1050 1220 1360 1530 1670 18204) 580 720 860 1010 1150 1300 1440 1590 1730


2) 2380 2970 3540 4120 4690 5310 5920 6510 70803) 2350 2930 3510 4090 4680 5260 5860 6440 70204) 2350 2930 3510 4100 4670 5260 5840 6460 7030





Fig. 6.01.08f: List of capacities, L42MC with conventional turbocharger and central cooling system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 42 52-5.2

430 200 025 198 29 00


6.01.50


Cyl. 4 5 6 7 8 9 10 11 12

kW 2960 3700 4440 5180 5920 6660 7400 8140 8880

Pum

ps




2) 28 36 43 50 57 64 71 78 85

3) 45 52 45 52 59 66 105 83 90

4) 28 36 43 50 57 64 71 78 85


2) 90 110 135 155 175 200 225 245 265

3) 97 120 130 155 175 195 235 240 265

4) 88 110 130 155 175 200 220 240 265


2) 68 86 100 120 135 150 170 185 205

3) 64 80 96 110 130 145 160 175 190

4) 66 83 99 115 135 150 165 180 200

Co

ole

rs


Seawater m3/h 52 65 78 91 104 117 130 143 156


2) 280 355 410 475 530 590 710 760 820

3) 230 285 345 400 460 510 570 630 690

4) 250 320 375 435 510 570 640 700 750


Seawater m3/h 1) 38 45 57 64 76 83 95 102 109

2) 38 45 57 64 71 83 95 102 109

3) 45 55 52 64 71 78 105 97 109

4) 36 45 52 64 71 83 90 97 109


2) 465 580 700 820 930 1050 1170 1280 1400

3) 660 770 740 860 980 1090 1550 1370 1490

4) 465 580 700 820 930 1050 1170 1280 1400






*

**



Fig. 6.01.07g: List of capacities, S35MC with conventional turbocharger and seawater system stated at the nominal MCRpower (L1) for engines complying with IMO’s NOx emission limitations

178 42 72-8.2

S35MC


430 200 025 198 29 00

6.01.51

S35MC


Cyl. 4 5 6 7 8 9 10 11 12

kW 2960 3700 4440 5180 5920 6660 7400 8140 8880

Pum

ps


2) 28 36 43 50 57 64 71 78 853) 45 52 45 52 59 66 105 83 904) 28 36 43 50 57 64 71 78 85


Seawater pump* m3/h 1) 91 115 135 160 180 200 225 250 2702) 91 115 135 160 180 200 225 250 2703) 97 120 135 155 180 200 240 245 2704) 89 110 135 155 180 200 225 245 265


Co

ole

rs


2) 280 355 410 475 530 590 710 760 8203) 230 285 345 400 460 510 570 630 6904) 250 320 375 435 510 570 640 700 750


2) 36 45 52 64 71 78 90 97 1043) 43 50 52 59 71 78 100 97 1044) 34 45 52 59 71 78 85 97 104


2) 465 580 700 820 930 1050 1170 1280 14003) 660 770 740 860 980 1090 1550 1370 14904) 465 580 700 820 930 1050 1170 1280 1400


2) 1840 2300 2740 3210 3640 4090 4600 5030 54903) 1980 2420 2720 3170 3620 4050 4840 4990 54504) 1810 2260 2710 3170 3620 4070 4530 4970 5420





Fig. 6.01.08g: List of capacities, S35MC with conventional turbocharger and central cooling system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 42 76-5.2

430 200 025 198 29 00


6.01.52


Cyl. 4 5 6 7 8 9 10 11 12

kW 2600 3250 3900 4550 5200 5850 6500 7150 7800

Pum

ps




2) 23 28 34 39 45 51 56 62 68

3) 39 45 36 42 47 53 89 95 100

4) 23 28 34 39 45 51 56 62 68


2) 80 100 120 140 160 180 200 220 240

3) 87 105 120 140 160 175 215 230 250

4) 79 99 120 140 155 175 195 215 235


2) 69 80 98 115 125 135 155 170 175

3) 65 76 92 110 120 130 145 155 165

4) 67 78 95 110 120 135 150 165 170

Co

ole

rs


Seawater m3/h 48 60 72 84 96 108 120 132 144


2) 240 290 355 405 460 510 580 660 710

3) 190 240 290 335 385 430 480 530 580

4) 215 265 320 370 420 485 530 600 640


Seawater m3/h 1) 32 40 48 56 64 72 80 88 96

2) 32 40 48 56 64 72 80 88 96

3) 39 45 48 56 64 67 95 98 106

4) 31 39 48 56 59 67 75 83 91


2) 400 500 600 700 800 900 1000 1100 1200

3) 590 690 640 750 850 950 1380 1480 1580

4) 400 500 600 700 800 900 1000 1100 1200






*

**



Fig. 6.01.07h: List of capacities, L35MC with conventional turbocharger and seawater system stated at the nominal MCRpower (L1) for engines complying with IMO’s NOx emission limitations

178 87 92-6.1

L35MC


430 200 025 198 29 00

6.01.53

L35MC


Cyl. 4 5 6 7 8 9 10 11 12

kW 2600 3250 3900 4550 5200 5850 6500 7150 7800

Pum

ps


2) 23 28 34 39 45 51 56 62 683) 39 45 36 42 47 53 89 95 1004) 23 28 34 39 45 51 56 62 68


Seawater pump* m3/h 1) 78 97 115 135 155 175 195 215 2302) 78 97 115 135 155 175 195 215 2353) 85 105 115 135 155 170 205 225 2454) 77 96 115 135 155 175 190 210 230


Co

ole

rs


2) 240 290 355 405 460 510 580 660 7103) 190 240 290 335 385 430 480 530 5804) 215 265 320 370 420 485 530 600 640


2) 31 38 48 51 59 67 75 83 913) 37 45 43 51 59 67 90 98 1014) 29 37 43 51 59 67 75 83 86


2) 400 500 600 700 800 900 1000 1100 12003) 590 690 640 750 850 950 1380 1480 15804) 400 500 600 700 800 900 1000 1100 1200


2) 1580 1970 2370 2760 3140 3530 3930 4350 47303) 1720 2110 2340 2740 3120 3500 4210 4600 49804) 1560 1950 2330 2720 3100 3510 3880 4290 4660





Fig. 6.01.08h: List of capacities, L35MC with conventional turbocharger and central cooling system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 87 93-8.1

430 200 025 198 29 00


6.01.54


Cyl. 4 5 6 7 8 9 10 11 12

kW 1600 2000 2400 2800 3200 3600 4000 4400 4800

Pum

ps




2) 16 20 24 28 32 36 40 44 48

3) 24 28 25 29 49 53 55 47 51

4) 16 20 24 28 32 36 40 44 48


2) 73 90 110 125 145 160 180 195 215

3) 75 92 110 125 150 165 185 195 210

4) 72 89 110 125 140 160 180 195 210


2) 365 455 540 630 720 810 910 1000 1090

3) 360 450 540 630 720 810 900 990 1080

4) 360 450 540 630 720 810 900 990 1080

Co

ole

rs


Seawater m3/h 45 56 68 79 90 101 112 123 134


2) 230 290 340 390 450 500 580 630 680

3) 200 250 300 350 400 450 500 550 600

4) 225 275 325 375 425 475 550 600 650


Seawater m3/h 1) 27 33 42 46 55 59 68 72 81

2) 28 34 42 46 55 59 68 72 81

3) 30 36 42 46 60 64 73 72 76

4) 27 33 42 46 50 59 68 72 76


2) 310 385 460 540 620 690 770 850 920

3) 395 470 485 560 810 880 940 890 970

4) 310 385 460 540 620 690 770 850 920






*

**



Fig. 6.01.07i: List of capacities, S26MC with conventional turbocharger and seawater system stated at the nominal MCRpower (L1) for engines complying with IMO’s NOx emission limitations

178 42 72-8.2

S26MC


430 200 025 198 29 00

6.01.55

S26MC


Cyl. 4 5 6 7 8 9 10 11 12

kW 1600 2000 2400 2800 3200 3600 4000 4400 4800

Pum

ps


2) 16 20 24 28 32 36 40 44 483) 24 28 25 29 49 53 55 47 514) 16 20 24 28 32 36 40 44 48


Seawater pump* m3/h 1) 54 67 81 94 110 120 135 150 1602) 54 68 81 94 110 120 135 150 1603) 57 70 80 93 115 130 140 145 1604) 54 67 80 94 105 120 135 150 160


Co

ole

rs


2) 230 290 340 390 450 500 580 630 6803) 200 250 300 350 400 450 500 550 6004) 225 275 325 375 425 475 550 600 650


2) 26 32 37 46 50 59 63 72 763) 28 34 37 46 60 64 68 67 764) 26 32 37 46 50 54 63 67 76


2) 310 385 460 540 620 690 770 850 9203) 395 470 485 560 810 880 940 890 9704) 310 385 460 540 620 690 770 850 920


2) 1100 1380 1640 1910 2200 2460 2760 3030 32903) 1160 1420 1630 1890 2340 2600 2850 2990 32604) 1100 1360 1630 1900 2180 2440 2730 3000 3260





Fig. 6.01.08i: List of capacities, S26MC with conventional turbocharger and central cooling system stated at the nominalMCR power (L1) for engines complying with IMO’s NOx emission limitations

178 42 77-7.2

430 200 025 198 29 00


Starting air system: 30 bar (gauge)

Cylinder No. 4 5 6 7 8 9 10 11 12 13 14

K98MCReversible engineReceiver volume (12 starts) m3

2 x 14.5 2 x 15.0 2 x 15.5 2 x 15.5 2 x 15.5 2 x 16.0 2 x 16.0 2 x 16.5 2 x 16.5Compressor capacity, total m3/h 870 900 930 930 930 960 960 990 990Non-reversible engineReceiver volume (6 starts) m3

2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.5 2 x 8.5 2 x 8.5 2 x 8.5Compressor capacity, total m3/h 480 480 480 480 480 510 510 510 510

K98MC-CReversible engineReceiver volume (12 starts) m3



S90MC-CReversible engineReceiver volume (12 starts) m3

2 x 15.0 2 x 15.0 2 x 15.5 2 x 15.5Compressor capacity, total m3/h 900 900 930 930Non-reversible engineReceiver volume (6 starts) m3

2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0Compressor capacity, total m3/h 480 480 480 480

L90MC-CReversible engineReceiver volume (12 starts) m3

2 x 13.5 2 x 14.0 2 x 14.0 2 x 14.5 2 x 14.5 2 x 14.5 2 x 15.0Compressor capacity, total m3/h 810 840 840 870 870 870 900Non-reversible engineReceiver volume (6 starts) m3

2 x 7.0 2 x 7.5 2 x 7.5 2 x 7.5 2 x 7.5 2 x 7.5 2 x 8.0Compressor capacity, total m3/h 420 450 450 450 450 450 480

K90MCReversible engineReceiver volume (12 starts) m3






Fig. 6.01.09a: Capacities of starting air receivers and compressors for main engine

6.01.56

178 87 96-3.1


430 200 025 198 29 00


Cylinder No. 4 5 6 7 8 9 10 11 12 13 14


2 x 12.0 2 x 12.0 2 x 12.5Compressor capacity, total m3/h 720 720 750Non-reversible engineReceiver volume (6 starts) m3

2 x 6.5 2 x 6.5 2 x 6.5Compressor capacity, total m3/h 390 390 390

S80MCReversible engineReceiver volume (12 starts) m3



L80MCReversible engineReceiver volume (12 starts) m3







2 x 7.0 2 x 7.5 2 x 8.0 2 x 8.0 2 x 8.5Compressor capacity, total m3/h 420 450 480 480 510Non-reversible engineReceiver volume (6 starts) m3

2 x 3.5 2 x 4.0 2 x 4.5 2 x 4.5 2 x 4.5Compressor capacity, total m3/h 210 240 270 270 270




Fig. 6.01.09b: Capacities of starting air receivers and compressors for main engine

6.01.57

178 87 96-3.1

430 200 025 198 29 00



Cylinder No. 4 5 6 7 8 9 10 11 12 13 14



















Fig. 6.01.09c: Capacities of starting air receivers and compressors for main engine

6.01.58

178 87 96-3.1


430 200 025 198 29 00


Cylinder No. 4 5 6 7 8 9 10 11 12 13 14



















Fig. 6.01.09d: Capacities of starting air receivers and compressors for main engine

6.01.59

178 87 96-3.1

430 200 025 198 29 00



Cylinder No. 4 5 6 7 8 9 10 11 12 13 14










Fig. 6.01.09e: Capacities of starting air receivers and compressors for main engine178 87 96-3.1

6.01.60

Auxiliary System Capacities forDerated Engines

The dimensioning of heat exchangers (coolers) andpumps for derated engines can be calculated on thebasis of the heat dissipation values found by usingthe following description and diagrams. Those forthe nominal MCR (L1), see Fig. 6.01.03, may also beused if wanted.

The examples represent the engines which have thelargest layout diagrams. The layout diagram sizesfor all engine types can be found in section 2.

The nomenclature of the basic engine ratings usedin this section is shown in Fig. 6.01.23.

Cooler heat dissipations

For the specified MCR (M) the diagrams in Figs.6.01.10, 6.01.11 and 6.01.12 show reduction fac-tors for the corresponding heat dissipations forthe coolers, relative to the values stated in the‘List of Capacities’ valid for nominal MCR (L1).

The percentage power (PM%) and speed (nM%) of L1for specified MCR (M) of the derated engine is usedas input in the above-mentioned diagrams, givingthe % heat dissipation figures relative to those in the‘List of Capacities’, Fig. 6.01.03 and 6.01.04.


430 200 025 198 29 00

Qair% = 100 x (PM/PL1)1.68 x (nM/nL1) –0.83 x kO

kO = 1 + 0.27 x (1 – PO/PM)

Fig. 6.01.10: Scavenge air cooler heat dissipation, Qair% inpoint M, in % of L1 value and valid for PO = PM.If service optimised, an extra correction kO is used

Qlub% = 67.3009 x ln (nM%) + 7.6304 x ln (PM%) –245.0714

Qjw% = e(–0.0811 x ln (nM%) + 0.8072 x ln (PM%) + 1.2614)

Fig. 6.01.11: Jacket water cooler, heat dissipation Qjw%in % of L1 value

Fig. 6.01.12: Lubricating oil cooler, heat dissipationQlub% in % of L1 value

178 06 57-8.2178 24 39-8.0

178 10 86-7.1

6.01.61

Pump capacitiesThe pump capacities given in the ‘List of Capacities’refer to engines rated at nominal MCR (L1). For lowerrated engines, only a marginal saving in the pumpcapacities is obtainable.

To ensure proper lubrication, the lubricating oilpump must remain unchanged.

Also the fuel oil circulating and supply pumps andthe fuel oil heater should remain unchanged.

In order to ensure a proper starting ability, thestarting air compressors and the starting air recei-vers must also remain unchanged.

The jacket cooling water pump capacity is relativelylow, and practically no saving is possible, it is there-fore kept unchanged.

The seawater (cooling water) flow capacity for eachof the scavenge air, lube oil and jacket water coolerscan be reduced proportionally to the reduced heatdissipations found in Figs. 6.01.10, 6.01.11 and6.01.12, respectively.

However, regarding the scavenge air cooler(s), the en-gine maker has to approve this reduction in order toavoid too low a water velocity in the scavenge aircooler pipes.

As the jacket water cooler is connected in serieswith the lubricating oil cooler, the water flow capac-ity for the latter is used also for the jacket watercooler.

If a central cooler is used, the above still applies, butthe central cooling water capacities are used in-stead of the above seawater capacities. The seawa-ter flow capacity for the central cooler can be re-duced in proportion to the reduction of the totalcooler heat dissipation.

Pump pressuresIrrespective of the capacities selected as per theabove guidelines, the below-mentioned pumpheads at the mentioned maximum working tempe-ratures for each system shall be kept:

Pumphead bar

Designtemp. °C

Fuel oil supply pump 4.0 100

Fuel oil circulating pump 6.0 150

Lubricating oil pump:

K98, K98-C 4.8 70

K90 4.7 70

S90-C, L90-C, K90-C, S80 4.6 70

S80-C, L80, K80-C 4.5 70

S70-C 4.4 70

S70, L70-C, L70, S60-C 4.3 70

S60 4.2 70

L60-C, L60, S50-C 4.1 70

S50, L50, S46-C 4.0 70

S42, L42, S35 3.9 70

L35 3.8 70

S26 3.7 70

Seawater pump 2.5 50

Central cooling water pump 2.5 80

Jacket water pump 3.0 100

The pump head is based on a total pressure dropacross cooler and filter of maximum 1 bar.

Flow velocitiesFor external pipe connections, we prescribe thefollowing maximum velocities:Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/sHeavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/sLubricating oil . . . . . . . . . . . . . . . . . . . . . . . 1.8 m/sCooling water . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

430 200 025 198 29 00


6.01.62


430 200 025 198 29 00

Example 1:

Derated 6L60MC-C with high efficiency MAN B&W turbocharger with fixed pitch propeller, seawatercooling system and with VIT fuel pumps.

As the engine is service optimised, the engine has to be equipped with VIT fuel pumps

Nominal MCR, (L1) PL1: 13,380 kW = 18,180 BHP (100.0%) 123.0 r/min (100.0%)

Specified MCR, (M) PM: 10,704 kW = 14,544 BHP (80.0%) 110.7 r/min (90.0%)

Optimised power, (O) PO: 9,901 kW = 13,453 BHP (74.8%) 108.3 r/min (88.0%), PO=93.5% of PM

The method of calculating the reduced capacitiesfor point M is shown below.

The values valid for the nominal rated engine arefound in the ‘List of Capacities’ Fig. 6.01.05g, andare listed together with the result in Fig. 6.01.13.

Heat dissipation of scavenge air coolerFig. 6.01.10 which is approximate indicates a Qair%= 75.0% heat dissipation, and corrected for serviceoptimising equal 75.0 x (1 + 0.27 x (1 - 0.935))= 76.3% i.e.:

Qair,M = 5330 x 0.763 = 4067 kW

Heat dissipation of jacket water coolerFig. 6.01.11 indicates a Qjw% = 84% heat dissipa-tion; i.e.:

Qjw,M = 2060 x 0.84 = 1730 kW

Heat dissipation of lube. oil coolerFig. 6.01.12 indicates a Qlub% = 91% heat dissipa-tion; i.e.:

Qlub,M = 1110 x 0.91 = 1010 kW

Seawater pump

Scavenge air cooler: 270 x 0.763 = 197 m3/hLubricating oil cooler: 155 x 0.91 = 141 m3/hTotal: = 338 m3/h

6.01.63

430 200 025 198 29 00


Nominal rated engine (L1)high efficiencyturbocharger

Example 1Specified MCR (M)

Shaft power at MCR 13,380 kWat 123.0 r/min

10,704 kWat 110.7 r/min

Pumps:Fuel oil circulating pump m3/h 6.7 6.7Fuel oil supply pump m3/h 3.4 3.4Jacket cooling water pump m3/h 125 125Seawater pump* m3/h 425 338Lubricating oil pump* m3/h 295 295Coolers:Scavenge air coolerHeat dissipation kW 5330 4067Seawater quantity m3/h 270 197Lube oil coolerHeat dissipation* kW 1110 1010Lubricating oil quantity* m3/h 295 295Seawater quantity m3/h 155 141Jacket water coolerHeat dissipation kW 2060 1730Jacket cooling water quantity m3/h 125 125Seawater quantity m3/h 155 141Fuel oil preheater: kW 175 175Gases at ISO ambient conditions*

Exhaust gas amount kg/h 124200 97330Exhaust gas temperature °C 245 232Air consumption kg/sec. 33.9 26.5Starting air system: 30 bar (gauge)

Reversible engineReceiver volume (12 starts) m3 2 x 4.5 2 x 4.5Compressor capacity, total m3/h 270 270Non-reversible engineReceiver volume (6 starts) m3 2 x 2.5 2 x 2.5Compressor capacity, total m3/h 150 150Exhaust gas tolerances: temperature -/+ 15 °C and amount +/- 5%

The air consumption and exhaust gas figures are expected and refer to 100% specified MCR, ISO ambientreference conditions and the exhaust gas back pressure 300 mm WCThe exhaust gas temperatures refer to after turbocharger* Calculated in example 3, in this section

Fig. 6.01.13: Example 1 – Capacities of derated 6L60MC-C with high efficiency MAN B&W turbocharger and seawatercooling system.

178 22 68-3.0

6.01.64

Freshwater Generator

If a freshwater generator is installed and is utilisingthe heat in the jacket water cooling system, it shouldbe noted that the actual available heat in the jacketcooling water system is lower than indicated by theheat dissipation figures valid for nominal MCR (L1)given in the List of Capacities. This is because thelatter figures are used for dimensioning the jacketwater cooler and hence incorporate a safety marginwhich can be needed when the engine is operatingunder conditions such as, e.g. overload. Normally,this margin is 10% at nominal MCR.

For a derated diesel engine, i.e. an engine having aspecified MCR (M) and/or an optimising point (O)different from L1, the relative jacket water heat dissi-pation for point M and O may be found, as previ-ously described, by means of Fig. 6.01.11.

At part load operation, lower than optimised power,the actual jacket water heat dissipation will be re-duced according to the curves for fixed pitch pro-peller (FPP) or for constant speed, controllable pitchpropeller (CPP), respectively, in Fig. 6.01.14.

With reference to the above, the heat actually avail-able for a derated diesel engine may then be foundas follows:

1. Engine power between optimised and speci-fied power.

For powers between specified MCR (M) andoptimised power (O), the diagram Fig. 6.01.11is to be used,i.e. giving the percentage correc-tion factor ‘Qjw%’ and hence for optimisedpower PO:

Qjw,O = QL1 xQ

100jw%

x 0.9 (0.88) [1]

2. Engine power lower than optimised power.

For powers lower than the optimised power,the value Qjw,O found for point O by means ofthe above equation [1] is to be multiplied by thecorrection factor kp found in Fig. 6.01.14 andhence

Qjw = Qjw,O x kp [2]

where

Qjw = jacket water heat dissipationQL1 = jacket water heat dissipation at nominal

MCR (L1)Qjw% = percentage correction factor from

Fig. 6.01.11Qjw,O= jacket water heat dissipation at optimised

power (O), found by means of equation [1]kp = correction factor from Fig. 6.01.140.9 = factor for safety margin of cooler, tropical

ambient conditions

The heat dissipation is assumed to be more or lessindependent of the ambient temperature condi-tions, yet the safety margin/ambient condition fac-tor of about 0.88 instead of 0.90 will be more accu-rate for ambient conditions corresponding to ISOtemperatures or lower.


430 200 025 198 29 00

Fig. 6.01.14: Correction factor ‘kp’ for jacket coolingwater heat dissipation at part load, relative to heatdissipation at optimised power

FPP : kp = 0.742 xP

PS

O+ 0.258

CPP : kp = 0.822 xP

PS

O+ 0.178

6.01.65

If necessary, all the actually available jacket coolingwater heat may be used provided that a special tem-perature control system ensures that the jacketcooling water temperature at the outlet from the en-gine does not fall below a certain level. Such a tem-perature control system may consist, e.g., of a spe-cial by-pass pipe installed in the jacket coolingwater system, see Fig. 6.01.15, or a special built-intemperature control in the freshwater generator,e.g., an automatic start/stop function, or similar. Ifsuch a special temperature control is not applied,we recommend limiting the heat utilised to maxi-mum 50% of the heat actually available at specifiedMCR, and only using the freshwater generator at en-gine loads above 50%.

When using a normal freshwater generator of thesingle-effect vacuum evaporator type, the freshwa-ter production may, for guidance, be estimated as0.03 t/24h per 1 kW heat, i.e.:

Mfw = 0.03 x Qjw t/24h [3]

where

Mfw is the freshwater production in tons per 24hours

and

Qjw is to be stated in kW

430 200 025 198 29 00


Valve A: ensures that Tjw < 80 °CValve B: ensures that Tjw >80 – 5 °C = 75 °CValve B and the corresponding by-pass may be omitted if, for example, the freshwater generator is equipped with anautomatic start/stop function for too low jacket cooling water temperatureIf necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature controlsystem ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level

Fig. 6.01.15: Freshwater generators. Jacket cooling water heat recovery flow diagram

Freshwater generator system Jacket cooling water system

178 16 79-9.2

6.01.66


430 200 025 198 29 00

Example 2:

Freshwater production from a derated 6S70MC-C with high efficiency MAN B&W turbocharger, with VITfuel pumps and with fixed pitch propeller.

Based on the engine ratings below, this example will show how to calculate the expected available jacketcooling water heat removed from the diesel engine, together with the corresponding freshwaterproduction from a freshwater generator.

The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.



Optimised power, (O) PO: 13,958 kW = 18,940 BHP (74.8%) 80.1 r/min (88.0%) PO = 93.5% of PM

Service rating, (S) PS: 11,942 kW = 16,205 BHP 76.0 r/min PS = 80.0% of PM

and PS = 85.6% of PO

The expected available jacket cooling water heat atservice rating is found as follows:

QL1 = 2060 kW from ‘List of Capacities’

Qjw% = 80.0% using 74.8% power and 88.0%speed for O in Fig. 6.01.11

By means of equation [1], and using factor 0.88 foractual ambient condition the heat dissipation in theoptimising point (O) is found:

Qjw,O = QL1 xQ

100jw%

x 0.88

= 2060 x80.0100

x 0.88 = 1450 kW

By means of equation [2], the heat dissipation in theservice point (S) i.e. For 85.6% of optimised power, isfound:

kp = 0.89 using 85.6% in Fig. 6.01.14

Qjw = Qjw,O x kp = 1450 x 0.89 = 1291 kW

For the service point the corresponding expectedobtainable freshwater production from a freshwatergenerator of the single-effect vacuum evaporatortype is then found from equation [3]:

Mfw = 0.03 x Qjw = 0.03 x 1291 = 38.7 t/24h

Calculation of Exhaust Gas Amount andTemperature

Influencing factors

The exhaust gas data to be expected in practicedepends, primarily, on the following three factors:

a) The specified MCR point of the engine(point M):

PM: power in kW (BHP) at SMCR pointnM: speed in r/min at SMCR point

and to a certain degree on the service optimisedpower PO% = % SMCR power:

PO% = (PO/PM) x 100%

b) Tair: actual ambient air temperature, in °pbar: actual barometric pressure, in mbaTCW: actual scavenge air coolant temperature,

in °CDpM: exhaust gas back-pressure in mm WC at

specified MCR

c) The continuous service rating of the engine(point S), valid for fixed pitch propeller or con-trollable pitch propeller (constant engine speed)

PS: continuous service rating of engine,in kW (BHP)

6.01.67

430 200 025 198 29 00


Calculation Method

To enable the project engineer to estimate the ac-tual exhaust gas data at an arbitrary service rating,the following method of calculation may be used.

Mexh:Texh:

exhaust gas amount in kg/h, to be foundexhaust gas temperature in °C, to be found

The partial calculations based on the above influ-encing factors have been summarised in equations[4] and [5], see Fig. 6.01.16.

M = M xP

Px 1 +

m

100x 1 +

Mexh L1

M

L1

M% amb∆ ∆

% s% S%

100x 1 +

m

100x

P

100

∆kg/h [4]

Texh = TL1 + DTM + DTO + DTamb + DTS °C [5]

where, according to ‘List of capacities’, i.e. referring to ISO ambient conditions and 300 mm WCback-pressure and specified/optimised in L1:

ML1: exhaust gas amount in kg/h at nominal MCR (L1)

TL1: exhaust gas temperature after turbocharger in °C at nominal MCR (L1)

Fig. 6.01.16: Summarising equations for exhaust gas amounts and temperatures178 30 58-0.0

The partial calculations based on the influencingfactors are described in the following:

a) Correction for choice of specified MCR pointWhen choosing a specified MCR point ‘M’ otherthan the nominal MCR point ‘L1’, the resulting

changes in specific exhaust gas amount and tem-perature are found by using as input in diagrams6.01.17 and 6.01.18 the corresponding percentagevalues (of L1) for specified MCR power PM% andspeed nM%.

DmM% = 14 x ln (PM/PL1) - 24 x ln (nM/nL1)

Fig. 6.01.17: Change of specific exhaust gas amount,DmM%, in % of L1 value and independent of PO

DTM% = 15 x ln (PM/PL1) + 45 x ln (nM/nL1)

Fig. 6.01.18: Change of exhaust gas temperature, DTM inpoint M, in °C after turbocharger relative to L1 value andvalid for PO = PM

6.01.68

178 24 33-6.0 178 24 32-4.0


430 200 025 198 29 00

DmM%: change of specific exhaust gas amount, in% of specific gas amount at nominal MCR(L1), see Fig. 6.01.17.

DTM: change in exhaust gas temperature afterturbocharger relative to the L1 value, in °C,see Fig. 6.01.14. (PO = PM)

DTO: extra change in exhaust gas temperaturewhen service optimised inPo% = (PO/PM) x 100%.

DTO = -0.3 x (100 – PO%) [6]

b) Correction for actual ambient conditions andback-pressureFor ambient conitions other than ISO 3046/1-1995(E), and back-pressure other than 300 mm WC atspecified MCR point (M), the correction factorsstated in the table in Fig. 6.01.16 may be used as aguide, and the corresponding relative change in theexhaust gas data may be found from equations [7]and [8], shown in Fig. 6.01.20.

Parameter Change Change ofexhaust gastemperature

Change ofexhaust gas

amount

Blower inlet temperature

Blower inlet pressure (barometric pressure)

Charge air coolant temperature(seawater temperature)

Exhaust gas back pressure at the specified MCR point

+ 10 °C

+ 10 mbar

+ 10 °C

+ 100 mm WC

+ 16.0 °C

– 0.1 °C

+ 1.0 °C

+ 5.0 °C

– 4.1%

+ 0.3%

+ 1.9%

– 1.1%

178 30 59-2.1

Fig. 6.01.19: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure

DMamb% = – 0.41 x (Tair – 25) + 0.03 x (pbar – 1000) + 0.19 x (TCW – 25 ) – 0.011 x (DpM – 300) % [7]

DTamb = 1.6 x (Tair – 25) – 0.01 x (pbar – 1000) +0.1 x (TCW – 25) + 0.05 x (DpM– 300) °C [8]

where the following nomenclature is used:

DMamb%: change in exhaust gas amount, in % of amount at ISO conditions

DpM: exhaust gas back-pressure prescribed at specified MCR, in mm WC

Fig. 6.01.20: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure178 30 60-2.1

6.01.69

430 200 025 198 29 00


PS% = (PS/PM) x 100%

DmS% = 37 x (PS/PM)3 – 83 x (PS/PM)2 + 31 x (PS/PM) + 15

Fig. 6.01.21: Change of specific exhaust gas amount,Dms% in % at part load, and valid for FPP and CPP

PS% = (PS/PM) x 100%

DTS = 262 x (PS/PM)2 – 413 x (PS/PM) + 151

Fig. 6.01.22: Change of exhaust gas temperature, DTs in°C at part load, and valid for FPP and CPP

Dms%: change in specific exhaust gas amount, in% of specific amount at specified MCRpoint, see Fig. 6.01.21.

DTs: change in exhaust gas temperature, in °C,see Fig. 6.01.22.

178 24 62-3.0 178 24 63-5.0

c) Correction for engine loadFigs. 6.01.21 and 6.01.22 may be used, as guid-ance, to determine the relative changes in the spe-cific exhaust gas data when running at part load,compared to the values in the specified MCR point,i.e. using as input PS% = (PS/PM) x 100%:

6.01.70


430 200 025 198 29 00

Example 3:

Expected exhaust data for a derated 6S70MC-Cwith high efficiencyMANB&W turbocharger, with fixed pitchpropeller and with VIT fuel pumps.

Based on the engine ratings below, and by means of an example, this chapter will show how to calculate theexpected exhaust gas amount and temperature at service rating, and for a given ambient reference conditiondifferent from ISO.

The calculation is made for the service rating (S) being 80% of the specified MCR power of the diesel engine.



Optimised power, (O) PO: 13,958 kW = 18,940 BHP (74.8%) 80.1 r/min (88.0%) PO = 93.5% ofPM

Reference conditions:

Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 °CScavenge air coolant temperature TCW. . . . . 18 °CBarometric pressure pbar. . . . . . . . . . . . 1013 mbarExhaust gas back-pressureat specified MCR DpM . . . . . . . . . . . . 300 mm WC

a) Correction for choice of specified MCR point Mand optimising point O:

PM% =1070413380

x 100 = 80.0%

nM% =110.7123

x 100 = 88.0%

By means of Figs. 6.01.17 and 6.01.18:

DmM% = – 0.6 %

DTM = – 8.1 °C

As the engine is service optimised inPO% = 93.5% of PMWe get by means of equation [6]

DTO = – 0.3 x (100 - 93.5) = – 1.9 °C

b) Correction for ambient conditions andback-pressure:

By means of equations [7] and [8]:

DMamb% = – 0.41 x (20-25) + 0.03 x (1013-1000)+ 0.19 x (18-25) – 0.011 x (300-300) %

Mamb% = + 1.11%

DTamb = 1.6 x (20- 25) – 0.01 x (1013-1000)+ 0.1 x (18-25) + 0.05 x (300-300) °C

DTamb = – 8.8 °C

c) Correction for the engine load:

Service rating = 80% of specified MCR powerBy means of Figs. 6.01.21 and 6.01.22:

DmS% = + 5.6%

DTS = – 11.7 °C

By means of equations [4] and [5], the final result isfound taking the exhaust gas flow ML1 and tempera-ture TL1 from the ‘List of Capacities’:

ML1 = 124200 kg/h

Mexh = 124200 x1070413380

x (1 +-0.6100

) x (1 +1.11100

) x

(1 +5.6100

) x80

100= 84362 kg/h

Mexh = 84360 kg/h +/– 5%

6.01.71

430 200 025 198 29 00


The exhaust gas temperature:

TL1 = 245 °C

Texh = 245 – 8.1 – 1.9 – 8.8 - 11.7 = 214.5 °C

Texh = 214.5 °C -/+15 °C

Exhaust gas data at specified MCR (ISO)At specified MCR (M), the running point may be con-sidered as a service point where PS% = 100, andDms% = 0.0 and DTs = 0.0,

and for ISO ambient reference conditions whereDMamb% = 0.0 and DTamb = 0.0, the correspondingcalculations will be as follows:

Mexh,M = 124200 x1070413380

x (1 +–0.6100

) x (100100.

+ ) x

(1–0.0100

+ ) x1000100

.= 98764 kg/h

Mexh,M = 98760 kg/h

Texh,M= 245 – 8.1 – 1.9 + 0 + 0 = 235.0 °C

Texh,M= 235 °C -/+15 °C

The air consumption will be:

98764 x 0.98 kg/h = 26.9 kg/s

Nomenclature of basic engine ratings

Engine ratings Point / Index Power Speed

Nominel MCR point L1 PL1 nL1

Specified MCR point M PM nM

Optimising point O PO nO

Service point S PS nS

PM% = (PM / PL1) x 100% and nM% = (nM / nL1) x 100%

Fig. 6.01.23: Nomenclature of basic engine ratings

178 24 73-1.0

6.01.72


430 200 025 198 29 00

No. Symbol Symbol designation No. Symbol Symbol designation

1 General conventional symbols 2.17 Pipe going upwards

1.1 Pipe 2.18 Pipe going downwards

1.2 Pipe with indication of direction of flow 2.19 Orifice

1.3 Valves, gate valves, cocks and flaps 3 Valves, gate valves, cocks and flaps

1.4 Appliances 3.1 Valve, straight through

1.5 Indicating and measuring instruments 3.2 Valves, angle

2 Pipes and pipe joints 3.3 Valves, three way

2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight

2.2 Crossing pipes, connected 3.5 Non-return valve (flap), angle

2.3 Tee pipe 3.6 Non-return valve (flap), straight, screw down

2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down

2.5 Expansion pipe (corrugated) general 3.8 Flap, straight through

2.6 Joint, screwed 3.9 Flap, angle

2.7 Joint, flanged 3.10 Reduction valve

2.8 Joint, sleeve 3.11 Safety valve

2.9 Joint, quick-releasing 3.12 Angle valve

2.10 Expansion joint with gland 3.13 Self-closing valve

2.11 Expansion pipe 3.14 Quick-opening valve

2.12 Cap nut 3.15 Quick-closing valve

2.13 Blank flange 3.16 Regulating valve

2.14 Spectacle flange 3.17 Kingston valve

2.15 Bulkhead fitting water tight, flange 3.18 Ballvalve (cock)

2.16 Bulkhead crossing, non-watertight

Fig. 6.01.24a: Basic symbols for piping 178 30 61-4.0

6.01.73

430 200 025 198 29 00



3.19 Butterfly valve 4.6 Piston

3.20 Gate valve 4.7 Membrane

3.21 Double-seated changeover valve 4.8 Electric motor

3.22 Suction valve chest 4.9 Electro-magnetic

3.23 Suction valve chest with non-return valves 5 Appliances

3.24 Double-seated changeover valve, straight 5.1 Mudbox

3.25 Double-seated changeover valve, angle 5.2 Filter or strainer

3.26 Cock, straight through 5.3 Magnetic filter

3.27 Cock, angle 5.4 Separator

2.28 Cock, three-way, L-port in plug 5.5 Steam trap

3.29 Cock, three-way, T-port in plug 5.6 Centrifugal pump

3.30 Cock, four-way, straight through in plug 5.7 Gear or screw pump

3.31 Cock with bottom connection 5.8 Hand pump (bucket)

3.32 Cock, straight through, with bottom conn. 5.9 Ejector

3.33 Cock, angle, with bottom connection 5.10 Various accessories (text to be added)

3.34 Cock, three-way, with bottom connection 5.11 Piston pump

4 Control and regulation parts 6 Fittings

4.1 Hand-operated 6.1 Funnel

4.2 Remote control 6.2 Bell-mounted pipe end

4.3 Spring 6.3 Air pipe

4.4 Mass 6.4 Air pipe with net

4.5 Float 6.5 Air pipe with cover

Fig. 6.01.24b: Basic symbols for piping178 30 61-4.0

6.01.74


430 200 025 198 29 00


6.6 Air pipe with cover and net 7 Indicating instruments with ordinary symbol designations

6.7 Air pipe with pressure vacuum valve 7.1 Sight flow indicator

6.8 Air pipe with pressure vacuum valve with net 7.2 Observation glass

6.9 Deck fittings for sounding or filling pipe 7.3 Level indicator

6.10 Short sounding pipe with selfclosing cock 7.4 Distance level indicator

6.11 Stop for sounding rod 7.5 Counter (indicate function)

7.6 Recorder

The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19

Fig. 6.01.24c: Basic symbols for piping178 30 61-4.0

6.01.75

6.02 Fuel Oil System

Pressurised Fuel Oil System

The system is so arranged that both diesel oil andheavy fuel oil can be used, see Fig. 6.02.01.

From the service tank the fuel is led to an electricallydriven supply pump by means of which a pressureof approximately 4 bar can be maintained in the lowpressure part of the fuel circulating system, thusavoiding gasification of the fuel in the venting box inthe temperature ranges applied.

The venting box is connected to the service tank viaan automatic deaerating valve, which will releaseany gases present, but will retain liquids.

From the low pressure part of the fuel system thefuel oil is led to an electrically-driven circulatingpump, which pumps the fuel oil through a heaterand a full flow filter situated immediately before theinlet to the engine.

To ensure ample filling of the fuel pumps, the capac-ity of the electrically-driven circulating pump ishigher than the amount of fuel consumed by the die-sel engine. Surplus fuel oil is recirculated from theengine through the venting box.

To ensure a constant fuel pressure to the fuel injec-tion pumps during all engine loads, a spring loadedoverflow valve is inserted in the fuel oil system onthe engine.

The fuel oil pressure measured on the engine (at fuelpump level) should be 7-8 bar, equivalent to a circu-lating pump pressure of 10 bar.

When the engine is stopped, the circulating pump willcontinue to circulate heated heavy fuel through thefuel oil system on the engine, thereby keeping thefuel pumps heated and the fuel valves deaerated.

This automatic circulation of preheated fuel duringengine standstill is the background for our recom-mendation:

constant operation on heavy fuel

In addition, if this recommendation was not fol-lowed, there would be a latent risk of diesel oil andheavy fuels of marginal quality forming incompatibleblends during fuel change over. Therefore, westrongly advise against the use of diesel oil for oper-ation of the engine – this applies to all loads.

In special circumstances a change-over to diesel oilmay become necessary – and this can be performedat any time, even when the engine is not running.Such a change-over may become necessary if, forinstance, the vessel is expected to be inactive for aprolonged period with cold engine e.g. due to:

• docking• stop for more than five days’• major repairs of the fuel system, etc.• environmental requirements

The built-on overflow valves, if any, at the supplypumps are to be adjusted to 5 bar, whereas the ex-ternal by-pass valve is adjusted to 4 bar. The pipesbetween the tanks and the supply pumps shall haveminimum 50% larger passage area than the pipebetween the supply pump and the circulating pump.

The remote controlled quick-closing valve at inlet‘X’ to the engine (Fig. 6.02.01) is required by MANB&W in order to be able to stop the engine immedi-ately, especially during quay and sea trials, in theevent that the other shut-down systems should fail.This valve is yard’s supply and is to be situated asclose as possible to the engine. If the fuel oil pipe ‘X’at inlet to engine is made as a straight line immedi-ately at the end of the engine, it will be necessary tomount an expansion joint. If the connection ismade as indicated, with a bend immediately at theend of the engine, no expansion joint is required.


402 600 025 198 29 01

6.02.01

402 600 025 198 29 01


6.02.02

– – – – – – Diesel oil

Number of auxiliary engines, pumps, coolers, etc. Sub-ject to alterations according to the actual plants speci-fication

––––––––– Heavy fuel oil

Heated pipe with insulation

a)b)

Tracing fuel oil lines of max. 150 °CTracing of fuel oil drain lines: maximum90 °C, min. 50 °C f. Inst. By jacket cool-ing water

The letters refer to the ‘List of flanges’D shall have min. 50% larger area than d.

Fig. 6.02.01: Fuel oil system commen for main engine and Holeby GenSets

178 46 91-0.0

The introduction of the pump sealing arrangement,the so-called ‘umbrella’ type, has made it possibleto omit the separate camshaft lubricating oil system.

The umbrella type fuel oil pump has an additionalexternal leakage rate of clean fuel oil through AD.

The flow rate in litres is approximately:

0.10 litres/cyl. h S26MC, L35MC0.15 litres/cyl. h S35MC0.20 litres/cyl. h S42MC, L42MC0.30 litres/cyl. h S46MC-C, S50MC-C0.45 litres/cyl. h S50MC, L50MC0.50 litres/cyl. h L60MC0.60 litres/cyl. h S60MC, S60MC-C,

L60MC-C,L70MC0.75 litres/cyl. h S70MC, S70MC-C, L70MC-C,

L80MC, K80MC-C, K90MC-C,K90MC L90MC-C

1.00 litres/cyl. h S80MC, S80MC-C1.25 litres/cyl. h K98MC-C, K98MC, S90MC-C

The purpose of the drain ‘AF’ is to collect the unin-tentional leakage from the high pressure pipes. Thedrain oil is lead to a fuel oil sludge tank. The ‘AF’drain can be provided with a box for giving alarm incase of leakage in a high pressure pipes.

Owing to the relatively high viscosity of the heavyfuel oil, it is recommended that the drain pipe andthe tank are heated to min. 50 °C.

The drain pipe between engine and tank can beheated by the jacket water, as shown in Fig. 6.02.01.Flange ‘BD’.

Operation at sea

The flexibility of the common fuel oil system for mainengine and GenSets makes it possible, if necessary,to operate the GenSet engines on different fuels, –diesel oil or heavy fuel oil, – simultaneously bymeans of remote controlled 3-way valves, which arelocated close to the engines.

A separate booster pump, supplies diesel oil fromthe MDO tank to the GenSet engines and returnsany excess oil to the tank. In order to ensure opera-tion of the booster pump, in the event of ablack-out, the booster pump must have an immedi-ate possibility of being powered by compressed airor by power supplied from the emergency genera-tor.

A 3-way valve is installed immediately before eachGenSet for change-over between the pressurisedand the open MDO (Marine Diesel Oil) supply sys-tem.

In the event of a black-out, the 3-way valve at eachGenSet will automatically change over to the MDOsupply system. The internal piping on the GenSetswill then, within a few seconds, be flushed with MDOand be ready for start up.

Operation in port

During operation in port, when the main engine isstopped but power from one or more GenSet is stillrequired, the supply pump, should be runnning. Onecirculating pump should always be kept runningwhen there is heavy oil in the piping.

The by-pass line with overflow valve, item 1, be-tween the inlet and outlet of the main engine, servesthe purpose of by-passing the main engine if, forinstance, a major overhaul is required on the mainengine fuel oil system. During this by-pass, theoverflow valve takes over the function of the inter-nal overflow valve of the main engine.


402 600 025 198 29 01

6.02.03

Fuel oils

Marine diesel oil:

Marine diesel oil ISO 8217, Class DMBBritish Standard 6843, Class DMBSimilar oils may also be used

Heavy Fuel Oil (HFO)

Most commercially available HFO with a viscositybelow 700 cSt at 50 °C (7000 sec. Redwood I at100 °F) can be used.

The data refers to the fuel as supplied i.e. before anyon board cleaning.

Property Units Value

Density at 15 °C kg/m3 < 991*

Kinematic viscosityat 100 °Cat 50 °C

cStcSt

<<

55700

Flash point °C > 60

Pour point °C < 30

Carbon residue % mass < 22

Ash % mass < 0.15

Total sediment after ageing % mass < 0.10

Water % volume < 1.0

Sulphur % mass < 5.0

Vanadium mg/kg < 600

Aluminum + Silicon mg/kg < 80

*) May be increased to 1.010 provided adequatecleaning equipment is installed, i.e. modern type ofcentrifuges.

For external pipe connections, we prescribe thefollowing maximum flow velocities:

Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/sHeavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s

402 600 025 198 29 01


6.02.04

Fuel / water emulsification system

The influence of water emulsification into the fuel oilreduces the NOx emission with about 1% per 1%water added to the fuel, up to about 20%.

Emulsification of water in a Heavy Fuel Oil (HFO) isstable for long time, whereas emulsification of waterin Marine Diesel Oil is only stable for a short periodunless an emulsifying agent is applied.

As both the MAN B&W two-stroke main engine andthe Holeby GenSets are designed to run on emulsi-fied HFO, can be used a common system.

It is supposed that both the main engine andGenSets are running on the same fuel, either HFO orhomogenised HFO / water.

Special arrangements are available on request for amore sophisticated system in which the GenSetscan run with or without homogenised HFO / water, ifthe main engine is running on it.

Please note that the fuel pump injection capacityshall be confirmed for main engine and the GenSetsfor the % of water emulsion chosen.

Temperature and pressure

As the fuel viscosity increases when water is addedby emulsifying, the heating temperature has to beincreased to about 170 °C in order to keep the injec-tion viscosity at 10-15 cSt.

The higher temperature calls for a higher pressure toprevent cavitation and steam formation in the sys-tem. The inlet pressure is thus set to 13 bar.

In order to avoid temperature chock when mixingfuel and water in the homogeniser the water inlettemperature is to be set to 70 - 90 °C.

Safety system

In case the pressure drops in the fuel oil line, the ho-mogenised water will evaporate, damaging theemulsion and creating supply problems. This situa-tion is avoided by installing a third air driven supplypump, which keeps the pressure as long as air is leftin the tank ‘S’.

Before the tank is empty, an alarm is given and thedrain valve is opened, which will drain off the emul-sion and replace it with HFO or diesel oil from theservice tank.

The drain system is at the atmospheric pressure, sothe water will be steamed off, and the drain tankshall thus be designed accordingly.

Impact on the auxiliary systems

Please note that if the engine operates with wateremulsified fuel, in order to reduce the NOx emission,the exhaust gas temperature will decrease due tothe reduced air / exhaust gas ratio and the increasedspecific heat of the exhaust gas.

This will have an impact on the calculation and de-sign of the following items:• Fresh water generators

• Energy for production of fresh water

• Jacket water system

• Waste heat recovery system

• Exhaust gas boiler

• Storage tank for fresh water


402 600 025 198 29 01

For further details about water emulsified fuel seeour publications:

P.333: ‘How to deal with Emission Control’and

P.331: ‘Emission control, two-strokelow-speed engines’

The latter publication is available at the Internet ad-dress: www.manbw.dk under ‘Libaries’ from whereit can be downloaded.

6.02.05

402 600 025 198 29 01


– – – – – – Diesel oilNumber of auxiliary engines, pumps, coolers, etc. aresubject to alterations according to the actual plantspecification.

––––––––– Heavy fuel oil

Heated pipe with insulation

a)b)

Tracing fuel oil lines of max. 150 °CTracing of fuel oil drain lines: maximum 90°C, min. 50 °C f. inst. by jacket cooling water

The letters refer to the ‘List of flanges’.

Fig. 6.02.02: Fuel/water emulsification system common for main engine and Holeby GenSets

198 99 01-8.1

6.02.06

6.03 Uni-lubricating Oil System

Since mid 1995 we have introduced as standard,the so called ‘umbrella’ type of fuel pump for whichreason a separate camshaft lube oil system is nolonger necessary.

As a consequence the uni-lubricating oil system isfitted with two small booster pumps for exhaustvalve actuators lube oil supply ‘Y’ and/or the cam-shaft for engine of the 50 type and larger, dependingon the specific engine type, see Fig. 6.03.01.

Please note that no booster pumps are required onS46MC-C, S42MC, L42MC, S35MC, L35MC andS26MC produced according to plant specificationsorderd after January 2000.

The system supplies lubricating oil through inlet ‘R’,to the engine bearings and through ‘U’ to cooling oilto the pistons etc.

For some engine types the ‘R’ and ‘U’ inlet can becombined in ‘RU’ as shown in Fig. 6.03.01.

Turbochargers with slide bearings are normallylubricated from the main engine system .

Separate inlet ‘AA’ and outlet ‘AB’ can be fitted forthe lubrication of the turbocharger(s) on the 98 to60-types, and the venting is through ‘E’ directly tothe deck.


440 600 025 198 29 02

6.03.01

The letters refer to ‘List of flanges’* Venting for MAN B&W or Mitsubishi turbochargers

Fig. 6.03.01: Lubricating and cooling oil system

178 46 92-2.1

The engine crankcase is vented through ‘AR’ by apipe which extends directly to the deck. This pipe hasa drain arrangement so that oil condensed in the pipecan be led to a drain tank.

Drains from the engine bedplate ‘AE’ are fitted onboth sides.

Lubricating oil is pumped from a bottom tank, bymeans of the main lubricating oil pump, to the lubri-cating oil cooler, a thermostatic valve and, througha full-flow filter, to the engine, where it is distributedto pistons and bearings.

The major part of the oil is divided between pistoncooling and crosshead lubrication.

From the engine, the oil collects in the oil pan, fromwhere it is drained off to the bottom tank.

For external pipe connections, we prescribe a maxi-mum oil velocity of 1.8 m/s.

Flushing of lube oil system

Before starting the engine for the first time, the lubri-cating oil system on board has to be cleaned in ac-cordance with MAN B&W’s recommendations:‘Flushing of Main Lubricating Oil System’, which isavailable on request.

440 600 025 198 29 02


6.03.02

Lubricating oil centrifuges

Manual cleaning centrifuges can only be used for at-tended machinery spaces (AMS). For unattendedmachinery spaces (UMS), automatic centrifuges withtotal discharge or partial discharge are to be used.

The nominal capacity of the centrifuge is to be ac-cording to the supplier’s recommendation for lubri-cating oil, based on the figures:

0.136 litres/kWh = 0.1 litres/BHPh

TheNominalMCR is used as the total installed effect.

List of lubricating oils

The circulating oil (Lubricating and cooling oil) mustbe a rust and oxidation inhibited engine oil, of SAE30 viscosity grade.

In order to keep the crankcase and piston coolingspace clean of deposits, the oils should have ade-quate dispersion and detergent properties.

Alkaline circulating oils are generally superior in thisrespect.

CompanyCirculating oilSAE 30/TBN 5-10

Elf-Lub.BPCastrolChevronExxonFinaMobilShellTexaco

Atlanta Marine D3005Energol OE-HT-30Marine CDX-30Veritas 800 MarineExxmar XAAlcano 308Mobilgard 300Melina 30/30SDoro AR 30

The oils listed have all given satisfactory service inMAN B&W engine installations. Also other brandshave been used with satisfactory results.

6.04 Cylinder Lubricating Oil System

The cylinder lubricators are supplied with oil from agravity-feed cylinder oil service tank, and they areequipped with built-in floats, which keep the oil levelconstant in the lubricators, Fig. 6.04.01.

The size of the cylinder oil service tank depends onthe owner’s and yard’s requirements, and it is nor-mally dimensioned for minimum two days’ con-sumption.

Cylinder Oils

Cylinder oils should, preferably, be of the SAE 50viscosity grade.

Modern high rated two-stroke engines have a rela-tively great demand for the detergency in the cylin-der oil. Due to the traditional link between highdetergency and high TBN in cylinder oils, we recom-mend the use of a TBN 70 cylinder oil in combinationwith all fuel types within our guiding specification re-gardless of the sulphur content.

Consequently, TBN 70 cylinder oil should also beused on testbed and at seatrial. However, cylinderoils with higher alkalinity, such as TBN 80, may be

beneficial, especially in combination with high sul-phur fuels.The cylinder oils listed below have all given satisfac-tory service during heavy fuel operation in MANB&W engine installations:

Company Cylinder oilSAE 50/TBN 70

Elf-Lub.BPCastrolChevronExxonFinaMobilShellTexaco

Talusia HR 70CLO 50-MS/DZ 70 cyl.Delo Cyloil SpecialExxmar X 70Vegano 570Mobilgard 570Alexia 50Taro Special

Also other brands have been used with satisfactoryresults.

Cylinder Lubrication

Each cylinder liner has a number of lubricating ori-fices (quills), through which the cylinder oil is intro-duced into the cylinders. The oil is delivered into thecylinder via non-return valves, when the piston ringspass the lubricating orifices, during the upwardstroke.The cylinder lubricators can be either MAN B&W Al-pha lubricators or of the Hans Jensen mechanicaltype.

Cylinder Oil Feed Rate

The nominal cylinder oil feed rate at nominal MCR isfor all S-MC types:

MAN B&W Alpha0.95-1.5 g/kWh(0.7-1.1 g/BHPh)

Mech. lubricator

and for L-MC types and K-MC types:

MAN B&W Alpha 0.7-1.1 g/kWh (0.5-0.8 g/BHPh)Mech. lubricator 0.8-1.2 g/kWh (0.6-0.9 g/BHPh)


442 600 025 198 29 04

6.04.01

Fig. 6.04.01: Cylinder lubricating oil system178 06 14-7.4

The letters refer to ‘List of flanges’

MAN B&W Alpha CylinderLubrication System

The MAN B&W Alpha cylinder lubrication system,Fig. 6.04.02, is designed to supply cylinder oil inter-mittently, e.g. every four engine revolutions, at aconstant pressure and with electronically controlledtiming and dosage at a defined position.

Cylinder lubricating oil is fed to the engine by meansof a pump station which is mounted on the engine.

The oil fed to the injectors is pressurised by meansof one or two lubricators on each cylinder, equippedwith small multi-piston pumps. The amount of oil fedto the injectors can be finely tuned with an adjustingscrew, which limits the length of the piston stroke.

The whole system is controlled by the Master Con-trol Unit (MCU) which calculates the injection fre-quency on the basis of the engine-speed signalgiven by the tacho signal (ZE) and the fuel index.

The MCU is equipped with a Backup Control Unit(BCU) which, if the MCU malfunctions, activates analarm and takes control automatically or manually,via a switchboard unit (SBU).

The electronic lubricating system incorporates allthe lubricating oil functions of the mechanical sys-tem, such as ‘speed dependent, mep dependent,and load change dependent’.

Prior to start up, the cylinders can be pre-lubricatedand, during the running-in period, the operator canchoose to increase the lube oil feed rate by 25%,50% or 100%.

442 600 025 198 29 04


Fig. 6.04.02: MAN B&W Alpha cylinder lubrication system

178 23 12-6.0

6.04.02

Hans Jensen Mechanical CylinderLubricators

The lubricator(s) have a built-in capability for adjust-ment of the oil quantity. They are of the ‘Sight FeedLubricator’ type and are provided with a sight glassfor each lubricating point.

The lubricators are fitted with:

• Electrical heating coils

• Low flow and low level alarms.

The lubricator will, in the basic ‘Speed Dependent’design, pump a fixed amount of oil to the cylinderswith each engine revolution.

Mainly for plants with controllable pitch propeller,the lubricators can, alternatively, be fitted with a

system which controls the dosage in proportion tothe mean effective pressure (mep).

The ‘speed dependent’ as well as the ‘mep depend-ent’ lubricator can be equipped with a ‘LoadChange Dependent’ system, such that the cylinderfeed oil rate is automatically increased during start-ing, manoeuvring and, preferably, during suddenload changes, see Fig. 6.04.06.

The signal for the ‘load change dependent’ sys-tem comes from the electronic governor.


442 600 025 198 29 04

6.04.03

The letters refer to ‘List of flanges’The piping is delivered with and fitted onto the engine

Fig. 6.04.05: Mechanical cylinder lubricating oil pipes

178 43 81-8.0

442 600 025 198 29 04


6.04.04

Fig. 6.04.06: Load change dependent Hans Jensen mechanical lubricator

178 45 03-1.0

6.05 Stuffing Box Drain Oil System

For engines running on heavy fuel, it is importantthat the oil drained from the piston rod stuffingboxes is not led directly into the system oil, as the oildrained from the stuffing box is mixed with sludgefrom the scavenge air space.

The performance of the piston rod stuffing box onthe MC engines has proved to be very efficient, pri-marily because the hardened piston rod allows ahigher scraper ring pressure.

The amount of drain oil from the stuffing boxes isabout 5 - 10 litres/24 hours per cylinder during nor-mal service. In the running-in period, it can behigher.

We therefore consider the piston rod stuffing boxdrain oil cleaning system as an option, and recom-mend that this relatively small amount of drain oil isused for other purposes or is burnt in the incinerator.

If the drain oil is to be re-used as lubricating oil, it willbe necessary to install the stuffing box drain oilcleaning system shown below.

As an alternative to the tank arrangement shown,the drain tank (001) can, if required, be designed asa bottom tank, and the circulating tank (002) can beinstalled at a suitable place in the engine room.

The above mentoned cleaning system for stuffingbox drain oil is not applicable for the S26MC.


443 800 003 198 29 05


Fig. 6.05.01: Optional stuffing box drain oil system

178 47 09-3.0

6.05.01

Piston rod lube oil pump and filter unit

The filter unit consisting of a pump and a fine filtercould be of make C.C. Jensen A/S, Denmark. Thefine filter cartridge is made of cellulose fibres andwill retain small carbon particles etc. with relativelylow density, which are not removed by centrifuging.

Lube oil flow . . . . . . . . . . . see table in Fig. 6.05.02Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 barFiltration fineness . . . . . . . . . . . . . . . . . . . . . . 1 mmWorking temperature . . . . . . . . . . . . . . . . . . . 50 °COil viscosity at working temperature . . . . . . 75 cStPressure drop at clean filter . . . . maximum 0.6 barFilter cartridge . . . maximum pressure drop 1.8 bar

443 800 003 198 29 05


No. of cylinders C.J.C. Filter004

Minimum capacity of tanks Capacity of pumpoption 4 43 640

at 2 barm3/h

Tank 001m3

Tank 002m3

4 - 9 1 x HDU 427/54 0.6 0.7 0.2

10 – 12 1 x HDU 427/54 0.9 1.0 0.3

Fig. 6.05.02: Capacities of cleaning system, stuffing box drain

178 34 72-4.1

6.05.02

6.06 Cooling Water Systems

The water cooling can be arranged in several config-urations, the most common system choice being:

• A seawater cooling systemand a jacket cooling water system

• A central cooling water system,with three circuits:a seawater systema low temperature freshwater systema jacket cooling water system

Seawater cooling system

The advantages of the seawater cooling system aremainly related to first cost, viz:

• Only two sets of cooling water pumps(seawater and jacket water)

• Simple installation with few piping systems.

Whereas the disadvantages are:

• Seawater to all coolers and thereby highermaintenance cost

• Expensive seawater piping of non-corrosivematerials such as galvanised steel pipes orCu-Ni pipes.

Central cooling system

The advantages of the central cooling system are:

• Only one heat exchanger cooled by seawater,and thus, only one exchanger to be overhauled

• All other heat exchangers are freshwater cooledand can, therefore, be made of a less expensivematerial

• Few non-corrosive pipes to be installed

• Reduced maintenance of coolers and compo-nents

• Increased heat utilisation.

whereas the disadvantages are:

• Three sets of cooling water pumps (seawater,freshwater low temperature, and jacket waterhigh temperature)

• Higher first cost.

An arrangement common for the main engine andMAN B&W Holeby auxiliary engines is shown inFigs. 6.06.01. and 6.06.02.

For further information about common cooling watersystem for main engines and auxiliary engines pleaserefer to our publication:

P.281: ‘Uni-concept Auxiliary Systems for Two-stroke Main Engine and Four-stroke AuxiliaryEngine’

The publication is also available at the Internet ad-dress: www.manbw.dk under ‘Libraries’, fromwhere it can be downloaded.


445 600 025 198 29 06

6.06.01

445 600 025 198 29 06


Fig. 6.06.01 : Seawater cooling system common for main engine and Holeby GenSets

6.06.02

178 46 93-4.1

Seawater Cooling System

The seawater cooling system is used for cooling, themain engine lubricating oil cooler, the jacket watercooler and the scavenge air cooler, and the cam-shaft lube oil cooler, if fitted.

The lubricating oil cooler for a PTO step-up gear shouldbe connected in parallel with the other coolers. Thecapacity of the SW pump is based on the outlettemperature of the SW being maximum 50 °C afterpassing through the coolers – with an inlet tempera-ture of maximum 32 °C (tropical conditions), i.e. amaximum temperature increase of 18 °C.

The valves located in the system fitted to adjust thedistribution of cooling water flow are to be providedwith graduated scales.

The inter-related positioning of the coolers in thesystem serves to achieve:

• The lowest possible cooling water inlet temper-ature to the lubricating oil cooler in order to ob-tain the cheapest cooler. On the other hand, inorder to prevent the lubricating oil from stiffen-ing in cold services, the inlet cooling water tem-perature should not be lower than 10 °C

• The lowest possible cooling water inlet temper-ature to the scavenge air cooler, in order tokeep the fuel oil consumption as low as possi-ble.

Operation at sea

Seawater is drawn by the seawater pump, throughtwo separate inlets or ‘sea chests’, and pumpedthrough the various coolers for both the main engineand the GenSets.

The coolers incorporated in the system are the lubri-cating oil cooler, the scavenge air cooler(s), and acommon jacket water cooler.

The camshaft lubricating oil cooler, is omitted if a uni-lubricating oil system is applied for the main engine.

The air cooler(s) are supplied directly by the seawaterpumps and are therefore cooled by the coldest water

available in the system. This ensures the lowestpossible scavenge air temperature, and thus opti-mum cooling is obtained with a view to the highestpossible thermal efficiency of the engines.

Since the system is seawater cooled, all compo-nents are to be made of seawater resistant materi-als.

With both the main engine and one or more auxiliaryengines in service, the seawater pump, suppliescooling water to all the coolers and, throughnon-return valve, item A, to the auxiliary engines.The port service pump is inactive.

Operation in port

During operation in port, when the main engine isstopped but one or more auxiliary engines are run-ning, a port service seawater pump is started up, in-stead of the large pump. The seawater is led fromthe pump to the auxiliary engine(s), through thecommon jacket water cooler, and is divided into twostrings by the thermostatic valve, either forrecirculation or for discharge to the sea.


445 600 025 198 29 06

6.06.03

445 600 025 198 29 06


Fig. 6.06.02 : Jacket cooling water system common for main engine and Holeby GenSets

178 46 94-6.0

6.06.04

Jacket Cooling Water System

The jacket cooling water system, shown in Fig.6.06.02, is used for cooling the cylinder liners, cylindercovers and exhaust valves of the main engine andheating of the fuel oil drain pipes.

The jacket water pump draws water from the jacketwater cooler outlet and delivers it to the engine.

At the inlet to the jacket water cooler there is a ther-mostatically controlled regulating valve, with a sen-sor at the engine cooling water outlet, which keepsthe main engine cooling water outlet at a tempera-ture of 80 °C.

The engine jacket water must be carefully treated,maintained and monitored so as to avoid corrosion,corrosion fatigue, cavitation and scale formation. Itis recommended to install a preheater if preheatingis not available from the auxiliary engines jacketcooling water system.

The venting pipe in the expansion tank should endjust below the lowest water level, and the expansiontank must be located at least 5 m above the enginecooling water outlet pipe.

MAN B&W’s recommendations about the fresh-water system de-greasing, descaling and treatmentby inhibitors are available on request.

The freshwater generator, if installed, may be con-nected to the seawater system if the generator doesnot have a separate cooling water pump. The gener-ator must be coupled in and out slowly over a periodof at least 3 minutes.

For external pipe connections, we prescribe the 3following maximum water velocities:

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/sSeawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

Operation at sea

An integrated loop in the GenSets ensures a con-stant temperature of 80 °C at the outlet of theGenSets.

There is one common expansion tank, for the mainengine and the GenSets.

To prevent the accumulation of air in the jacket wa-ter system, a deaerating tank, is to be installed.

An alarm device is inserted between the deaeratingtank and the expansion tank, so that the operatingcrew can be warned if excess air or gas is released,as this signals a malfunction of engine components.

Operation in port

The main engine is preheated by utilising hot waterfrom the GenSets. Depending on the size of mainengine and GenSets, an extra preheater may benecessary.

This preheating is activated by closing valves A andopening valve B.

Activating valves A and B will change the directionof flow, and the water will now be circulated by theauxiliary engine-driven pumps.

From the GenSets, the water flows through valve Bdirectly to the main engine jacket outlet. When thewater leaves the main engine, through the jacket in-let, it flows to the thermostatically controlled 3-wayvalve.

As the temperature sensor for the valve in this oper-ating mode is measuring in a non-flow, low temper-ature piping, the valve will lead most of the coolingwater to the jacket water cooler.

The integrated loop in the GenSets will ensure aconstant temperature of 80 °C at the GenSets out-let, the main engine will be preheated, and GenSetson stand-by can also be preheated by operatingvalves F3 and F1.

Fresh water treatment

The MAN B&W Diesel recommendations for treat-ment of the jacket water/freshwater are availableon request.


445 600 025 198 29 06

6.06.05

6.07 Central Cooling Water System

The central cooling water system is characterisedby having only one heat exchanger cooled by sea-water, and by the other coolers, including the jacketwater cooler, being cooled by the freshwater lowtemperature (FW-LT) system.

In order to prevent too high a scavenge air tempera-ture, the cooling water design temperature in theFW-LT system is normally 36 °C, corresponding to amaximum seawater temperature of 32 °C.

Our recommendation of keeping the cooling waterinlet temperature to the main engine scavenge air

cooler as low as possible also applies to the centralcooling system. This means that the temperaturecontrol valve in the FW-LT circuit is to be set to mini-mum 10 °C, whereby the temperature follows theoutboard seawater temperature when this exceeds10 °C.

For external pipe connections, we prescribe the fol-lowing maximum water velocities:

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/sCentral cooling water (FW-LT) . . . . . . . . . . 3.0 m/sSeawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s


445 550 002 198 29 07

6.07.01

Fig. 6.07.01: Central cooling system

Letters refer to ‘List of flanges’

178 47 05-6.0

Central Cooling System, common forMain Engine and Holeby GenSets

Design features and working principle

The camshaft lubricating oil cooler, is omitted inplants using the uni-lubricating oil system for themain engine.

The low and high temperature systems are directlyconnected to gain the advantage of preheating themain engine and GenSets during standstill.

As all fresh cooling water is inhibited and commonfor the central cooling system, only one commonexpansion tank, is necessary for deaeration of boththe low and high temperature cooling systems. Thistank accommodates the difference in water volumecaused by changes in the temperature.

To prevent the accumulation of air in the cooling wa-ter system, a deaerating tank, is located below theexpansion tank.

An alarm device is inserted between the deaeratingtank and the expansion tank so that the operatingcrew can be warned if excess air or gas is released,as this signals a malfunction of engine components.

Operation at sea

The seawater cooling pump, supplies seawaterfrom the sea chests through the central cooler, andoverboard. Alternatively, some shipyards use apumpless scoop system.

On the freshwater side, the central cooling waterpump, circulates the low-temperature fresh water, in acooling circuit, directly through the lubricating oilcooler of the main engine, the GenSets and the scav-enge air cooler(s).

The jacket water cooling system for the GenSets isequipped with engine-driven pumps and a by-pass system integrated in the low-temperaturesystem.

The main engine jacket system has an independentpump circuit with a jacket water pump, circulating

the cooling water through the main engine to thefresh water generator, and the jacket water cooler.

A thermostatically controlled 3-way valve, at the jacketcooler outlet mixes cooled and uncooled water tomaintain an outlet water temperature of 80-85 °C fromthe main engine.

Operation in port

During operation in port, when the main engine isstopped but one or more GenSets are running,valves A are closed and valves B are opened.

A small central water pump, will circulate the neces-sary flow of water for the air cooler, the lubricatingoil cooler, and the jacket cooler of the GenSets. Theauxiliary engines-driven pumps and the previouslymentioned integrated loop ensure a satisfactoryjacket cooling water temperature at the GenSetsoutlet.

The main engine and the stopped GenSets arepreheated as described for the jacket water sys-tem.

445 550 002 198 29 07


6.07.02


445 550 002 198 29 07

6.07.03

Fig. 6.07.02 Central cooling system common for main engine and Holeby GenSets

178 46 95-8.0

6.08 Starting and Control Air Systems

The starting air of 30 bar is supplied by the startingair compressors in Fig. 6.08.01 to the starting air re-ceivers and from these to the main engine inlet ‘A’.

Through a reducing station, compressed air at 7 baris supplied to the engine as:

• Control air for manoeuvring system, and forexhaust valve air springs, through ‘B’

• Safety air for emergency stop through ‘C’

• Through a reducing valve is supplied compressedair at 10 bar to ‘AP’ for turbocharger cleaning (softblast) , and a minor volume used for the fuel valvetesting unit.

Please note that the air consumption for control air,safety air, turbocharger cleaning, sealing air for ex-haust valve and for fuel valve testing unit are momen-tary requirements of the consumers.The capacitiesstated for the air receivers and compressors in the‘List of Capacities’ cover the main engine require-ments and starting of GenSets.

The main starting valve ‘A’ on the engine is combinedwith the manoeuvring system, which controls the startof the engine.

Slow turning before start of engine is an option rec-ommended by MAN B&W Diesel.


450 600 025 198 29 08

A: Valve ‘A’ is supplied with the engineAP: Air inlet for dry cleaning of turbochargerThe letters refer to ‘List of flanges’

Fig. 6.08.01: Starting and control air systems

178 47 04-4.0

6.08.01

* The diameter depends on the pipe length and theengine size

Starting Air System common for MainEngine and Holeby GenSets

Starting air and control air for the GenSets is sup-plied from the same starting air receivers, as for themain engine via reducing valves, see Fig. 6.07.02,item 4, that lower the pressure to the values speci-fied for the relevant type of MAN B&W four-strokeGenSets.

An emergency air compressor and a starting air bot-tle are installed for emergency start of GenSets.

If high-humidity air is sucked in by the air compres-sors, the oil and water separator, will remove dropsof moisture form the 30 bar compressed air. Whenthe pressure is subsequently reduced to 7 bar, e.g.for use in the main engine manouvering system, therelative humidity remaining in the compressed airwill be very slight. Cosequently, further air drying willbe unnecessary.

450 600 025 198 29 08


Fig. 6.07.02: Starting air system common for main engine and Holeby GenSets

178 46-97-1.1

6.08.02

6.09 Scavenge Air System

The engines are supplied with scavenge air fromone or more turbochargers either located on theexhaust side of the engine or on the aft end of theengine, if only one turbocharger is applied.

Location of turbochargers

The locations are as follows:

• On exhaust side:98, 90, 80, 70, 60-types10-12-cylinder 42, 35, 26-typesOptionally on 50-46-types

• On aft on end50, 46-types4-9-cylinder 42, 35 and 26-typesOptionally on 60-types.

The compressor of the turbocharger sucks air fromthe engine room, through an air filter, and the com-pressed air is cooled by the scavenge air cooler, oneper turbocharger. The scavenge air cooler is pro-vided with a water mist catcher, which preventscondensate water from being carried with the airinto the scavenge air receiver and to the combustionchamber.


455 600 025 198 29 09

Fig. 6.09.01: Scavenge air system

178 07 27-4.1

6.09.01

The scavenge air system, Fig. 6.09.01 is an inte-grated part of the main engine.

The heat dissipation and cooling water quantitiesstated in the ‘List of capacities’ in section 6.01 arebased on MCR at tropical conditions, i.e. a SW tem-perature of 32 °C, or a FW temperature of 36 °C, andan ambient air inlet temperature of 45 °C.

Auxiliary Blowers

The engine is provided with two or more electricallydriven auxiliary blowers. Between the scavenge aircooler and the scavenge air receiver, non-returnvalves are fitted which close automatically when theauxiliary blowers start supplying the scavenge air.

The auxiliary blowers start operating consecutivelybefore the engine is started and will ensure com-plete scavenging of the cylinders in the startingphase, thus providing the best conditions for a safestart.

During operation of the engine, the auxiliary blowerswill start automatically whenever the engine load isreduced to about 30-40%, and will continue operat-ing until the load again exceeds approximately40-50%.

Emergency running

If one of the auxiliary blowers is out of action, theother auxiliary blower will function in the system,without any manual readjustment of the valves beingnecessary.

For further information please refer to the respectiveproject guides and our publication:

P.311: ‘Influence of Ambient Temperature Condi-tions on Main Engine Operation’

The publication is also available at the Internet ad-dress: www.manbw.dk under ‘Libraries’, fromwhere it can be download.

Air cooler cleaning

The air side of the scavenge air cooler can becleaned by injecting a grease dissolvent through‘AK’, see Fig. 6.09.02 to a spray pipe arrangementfitted to the air chamber above the air cooler ele-ment.

Sludge is drained through ‘AL’ to the bilge tank, andthe polluted grease dissolvent returns from ‘AM’,through a filter, to the chemical cleaning tank. Thecleaning must be carried out while the engine is atstandstill.

Scavenge air box drain system

The scavenge air box is continuously drainedthrough ‘AV’, see Fig. 6.09.03, to a small ‘pressur-ised drain tank’, from where the sludge is led to thesludge tank. Steam can be applied through ‘BV’, ifrequired, to facilitate the draining.

The continuous drain from the scavenge air boxmust not be directly connected to the sludge tankowing to the scavenge air pressure. The ‘pressur-ised drain tank’ must be designed to withstand fullscavenge air pressure and, if steam is applied, towithstand the steam pressure available.

Drain from water mist catcher

The drain line for the air cooler system is, during run-ning, used as a permanent drain from the air coolerwater mist catcher. The water is led though an ori-fice to prevent major losses of scavenge air. Thesystem is equipped with a drain box, where a levelswitch is mounted, indicating any excessive waterlevel.

455 600 025 198 29 09


6.09.02


455 600 025 198 29 09

6.09.03

Fig. 6.09.03: Scavenge box drain system

178 06 16-0.0

Fig. 6.09.02: Air cooler cleaning system, option: 4 55 655


178 47 10-3.0

Fire Extinguishing System for ScavengeAir Space

Fire in the scavenge air space can be extinguishedby steam, being the standard version, or, optionally,by water mist or CO2, see Fig. 6.09.04.

The alternative external systems are using:

• Steam pressure: 3-10 bar

• Freshwater pressure: min. 3.5 bar

• CO2 test pressure: 150 bar

455 600 025 198 29 09



Fig. 6.09.04 Fire extinguishing system for scavenge airspace

178 06 17-2.0

6.09.04

6.10 Exhaust Gas System

Exhaust Gas System on Engine

The exhaust gas is led from the cylinders to the ex-haust gas receiver where the fluctuating pressuresfrom the cylinders are equalised and from where thegas is led further on to the turbocharger at a constantpressure, see Fig. 6.10.01.

Compensators are fitted between the exhaustvalves and the exhaust gas receiver and betweenthe receiver and the turbocharger. A protective grat-ing is placed between the exhaust gas receiver andthe turbocharger. The turbocharger is fitted with apick-up for remote indication of the turbochargerspeed.

The exhaust gas receiver and the exhaust pipes areprovided with insulation, covered by steel plating.

Turbocharger arrangement andcleaning systems

The turbocharger is, in the basic design, arranged onthe exhaust side of the engine types 98-60 and on theaft end on the 50-26 types, but can, as an option, bearranged on the aft end of the engine, on the 60 typesand on the exhaust side on the 50 and 46 types.

The 10,11 and 12 cylinder engines of the S46MC-C,S35MC, L35MC and S26MC types are equippedwith two turbochargers on the exhaust side.

The engines are designed for the installation of eitherMAN B&W turbochargers type NA, ABB turbochargerstype VTR or TPL, or MHI turbochargers type MET.

All makes of turbochargers are fitted with an ar-rangement for water washing of the compressorside, and soft blast cleaning of the turbine. Washingof the turbine side is only applicable on MAN B&Wand ABB turbochargers.


460 600 025 198 29 10

Fig. 6.10.01: Exhaust gas system on engine

6.10.01

178 07 27-4.1

Exhaust Gas System for main engine

At specified MCR (M), the total back-pressure in theexhaust gas system after the turbocharger – indi-cated by the static pressure measured in the roundpiping after the turbocharger – must not exceed 350mm WC (0.035 bar).

In order to have a back-pressure margin for the finalsystem, it is recommended at the design stage toinitially use about 300 mm WC (0.030 bar).

For dimensioning of the external exhaust gas piping,the recommended maximum exhaust gas velocity is50 m/s at specified MCR (M).

The actual back-pressure in the exhaust gas systemat MCR depends on the gas velocity, i.e. it is propor-tional to the square of the exhaust gas velocity, andhence inversely proportional to the pipe diameter tothe 4th power. It has by now become normal prac-tice in order to avoid too much pressure loss in thepiping, to have an exhaust gas velocity of about 35m/sec at specified MCR.

As long as the total back-pressure of the exhaust gassystem – incorporating all resistance losses from pipesand components – complies with the above-mentio-ned requirements, the pressure losses across eachcomponent may be chosen independently.

Exhaust gas piping system for main engine

The exhaust gas piping system conveys the gasfrom the outlet of the turbocharger(s) to the atmo-sphere.

The exhaust piping is shown schematically on Fig.6.10.02.

The exhaust piping system for the main engine com-prises:

• Exhaust gas pipes

• Exhaust gas boiler

• Silencer

• Spark arrester (compensators)

• Expansion joints

• Pipe bracings.

460 600 025 198 29 10


6.10.02

Fig. 6.10.02: Exhaust gas system178 33 46-7.1

In connection with dimensioning the exhaust gaspiping system, the following parameters must beobserved:

• Exhaust gas flow rate

• Exhaust gas temperature at turbocharger outlet

• Maximum pressure drop through exhaust gassystem

• Maximum noise level at gas outlet to atmo-sphere

• Maximum force from exhaust piping onturbocharger(s)

• Sufficient axial and lateral elongation abitity ofexpansion joints

• Utilisation of the heat energy of the exhaustgas.

Items that are to be calculated or read from tablesare:

Exhaust gas mass flow rate, temperature and maxi-mum back pressure at turbocharger gas outlet

• Diameter of exhaust gas pipes

• Utilising the exhaust gas energy

• Attenuation of noise from the exhaust pipe out-let

• Pressure drop across the exhaust gas system

• Expansion joints.

Exhaust gas compensator after turbocharger

When dimensioning the compensator for the expan-sion joint on the turbocharger gas outlet transitionpipe, the exhaust gas pipe and components, are to beso arranged that the thermal expansions are absorbedby expansion joints. The heat expansion of the pipesand the components is to be calculated based on atemperature increase from 20 °C to 250 °C. The verti-cal and horizontal thermal expansion of the engine

measured at the top of the exhaust gas transitionpiece of the turbocharger outlet are indicated in the re-spective Project Guides as DA and DR.

The movements stated are related to the engineseating. The figures indicate the axial and the lateralmovements related to the orientation of the expan-sion joints.

The expansion joints are to be chosen with an elas-ticity that limit the forces and the moments of the ex-haust gas outlet flange of the turbocharger as statedfor each of the turbocharger makers in the corre-sponding Project Guide.

Exhaust gas boiler

Engine plants are usually designed for utilisation ofthe heat energy of the exhaust gas for steam pro-duction (or for heating of thermal oil system).

The exhaust gas passes an exhaust gas boilerwhich is usually placed near the engine top or in thefunnel.

It should be noted that the exhaust gas temperatureand flow rate are influenced by the ambient condi-tions, for which reason this should be consideredwhen the exhaust gas boiler is planned.

At specified MCR, the maximum recommendedpressure loss across the exhaust gas boiler is nor-mally 150 mm WC.

This pressure loss depends on the pressure lossesin the rest of the system as mentioned above. There-fore, if an exhaust gas silencer/spark arrester is notinstalled, the acceptable pressure loss across theboiler may be somewhat higher than the max. of 150mm WC, whereas, if an exhaust gas silencer/sparkarrester is installed, it may be necessary to reducethe maximum pressure loss.

The above-mentioned pressure loss across the si-lencer and/or spark arrester shall include the pres-sure losses from the inlet and outlet transitionpieces.


460 600 025 198 29 10

6.10.03

Exhaust gas silencer

The typical octave band sound pressure levels fromthe diesel engine’s exhaust gas system – related tothe distance of one metre from the top of the ex-haust gas uptake – are shown in the respective Pro-ject Guide.

The need for an exhaust gas silencer can be de-cided based on the requirement of a maximumnoise level at a certain place.

The exhaust gas noise data is valid for an exhaustgas system without boiler and silencer, etc.

The noise level in the Project Guides refers to nomi-nal MCR at a distance of one metre from the exhaustgas pipe outlet edge at an angle of 30° to the gasflow direction.

For each doubling of the distance, the noise levelwill be reduced by about 6 dB (far-field law).

Spark arrester

To prevent sparks from the exhaust gas from beingspread over deck houses, a spark arrester can befitted as the last component in the exhaust gas sys-tem.

It should be noted that a spark arrester contributeswith a considerable pressure drop, which is often adisadvantage.

It is recommended that the combined pressure lossacross the silencer and/or spark arrester should notbe allowed to exceed 100 mm WC at specified MCR– depending, of course, on the pressure loss in theremaining part of the system, thus if no exhaust gasboiler is installed, 200mm WC could be possible.

460 600 025 198 29 10


6.10.04

6.11 Manoeuvring System

Manoeuvring System on Engine

The basic diagram is applicable for reversible en-gines, i.e. those with fixed pitch propeller (FPP).

The layout of the manoeuvring system depends onthe engine type chosen, but generally can be statedthat:• The 98-80-types have electronic governors with

remote control and electronic speed setting, ac-cording to Fig. 6.11.01.

• The 70-50-types have also electronic governorswith remote control and electronic speed setting,according to Fig. 6.11.02.

• The 46-26-types have normally mechanical/hy-draulic governors from Woodward, with pneu-matic speed setting and electronic start, stop andreversing according to Fig. 6.11.03, but they canoptionally be fitted with an electronic governor.

The lever on the ‘Engine side manoeuvring console’can be set to either Manual or Remote position.

In the ‘Manual’ position the engine is controlled fromthe engine side manoeuvring console by the pushbuttons START, STOP, and the AHEAD/ASTERN.The load is controlled by the “Engine side speed set-ting” handwheel.

In the ‘Remote’ position all signals to the engine areelectronic or pneumatic for 50-26-types, theSTART, STOP, AHEAD and ASTERN signals acti-vate the solenoid valves EV684, EV682, EV683 andEV685, respectively.

Shutdown system

The engine is stopped by activating the puncturevalves located in the fuel pumps either at normalstopping or at shutdown by activating solenoidvalve EV658.

Slow turning

The standard manoeuvring system does not featureslow turning before starting, but for Unattended Ma-

chinery Space (UMS) we strongly recommend theaddition of the slow turning device shown in Figs.6.11.01, 6.11.02 and 6.11.03, option 4 50 140.

The slow turning valve allows the starting air to par-tially by-pass the main starting valve. During slowturning the engine will rotate so slowly that, in theevent that liquids have accumulated on the pistontop, the engine will stop before any harm occurs.

Governor

When selecting the governor, the complexity of theinstallation has to be considered. We normally dis-tinguish between “conventional” and “advanced”marine installations.

The electronic governor consists of the followingelements:

• Actuator

• Revolution transmitter (pick-ups)

• Electronic governor panel

• Power supply unit

• Pressure transmitter for scavenge air.

The actuator, revolution transmitter and the pres-sure transmitter are mounted on the engine.

The electronic governors must be tailor-made, andthe specific layout of the system must be mutuallyagreed upon by the customer, the governor supplierand the engine builder.

It should be noted that the shutdown system, thegovernor and the remote control system must becompatible if an integrated solution is to be obtained.

‘Conventional’ plants

A typical example of a “conventional” marine instal-lation is:


465 100 010 198 29 11

6.11.01

• An engine directly coupled to a fixed pitch propeller• An engine directly coupled to a controllable pitch

propeller, without clutch and without extreme de-mands on the propeller pitch change

• Plants with controllable pitch propeller with ashaft generator of less than 15% of the engine’sMCR output.

With a view to such an installation, the engine can beequipped with a Woodward governor on the46-26-types or with a ‘conventional’ electronic gov-ernor approved by MAN B&W, e.g.:

• Lyngsø Marine A/S electronic governor system,type EGS 2000 or EGS 2100

• Kongsberg Norcontrol Automation A/S digitalgovernor system, type DGS 8800e

• Siemens digital governor system, type SIMOSSPC 55.

‘Advanced’ plants

The “advanced” marine installations, are for example:

• Plants with flexible coupling in the shafting system

• Geared installations

• Plants with disengageable clutch for discon-necting the propeller

• Plants with shaft generator requiring great fre-quency accuracy.

For these plants the electronic governors have to betailor-made.

Fixed Pitch Propeller (FPP)

Plants equipped with a fixed pitch propeller requireno modifications to the basic diagrams for the re-versible engine shown in Figs. 6.11.01, 6.11.02 and6.11.03.

Controllable Pitch Propeller (CPP)

For plants with CPP, two alternatives are available:• Non-reversible engine

If a controllable pitch propeller is coupled to theengine, the manoeuvring system diagram has tobe simplified as the reversing is to be omitted.

The fuel pump roller guides are provided withnon-displaceable rollers.

• Engine with emergency reversingThe manoeuvring system on the engine is identi-cal to that for reversible engines, as the interlock-ing of the reversing is to be made in the electronicremote control system.From the engine side manoeuvring console it ispossible to start, stop and reverse the engine,aswell as from the engine control room console, butnot from the bridge.

Engine Side Manoeuvring Console

The layout of the engine side mounted manoeuvringconsole is located on the camshaft side of the engine.

Control Room Console

The manoeuvring handle for the Engine ControlRoom console is delivered as a separate item withthe engine.

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6.11.02


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Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP, with remote control

178 46 65-9.0

6.11.03

98-90-80-types

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Fig. 6.11.02: Diagram of manoeuvring system for reversible engine with FPP, with remote control

6.11.04

178 44 39-6.1

70-60-types


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6.11.05

Fig. 6.11.03: Diagram of manoeuvring system, reversible engine with FPP and mechanical-hydraulic governor prepared forremote control

178 39 96-1.1A, B, C refer to ‘List of flanges’.

50-46-42-35-26-types

Vibration Aspects 7

7 Vibration Aspects

The vibration characteristics of the two-stroke lowspeed diesel engines can for practical purposes be,split up into four categories, and if the adequatecountermeasures are considered from the earlyproject stage, the influence of the excitation sour-ces can be minimised or fully compensated.

In general, the marine diesel engine may influencethe hull with the following:

• External unbalanced momentsThese can be classified as unbalanced 1st, 2ndand may be 4th order external moments, whichneed to be considered only for certain cylindernumbers

• Guide force moments

• Axial vibrations in the shaft system

• Torsional vibrations in the shaft system.

The external unbalanced moments and guideforce moments are illustrated in Fig. 7.01.

In the following, a brief description is given of theirorigin and of the proper countermeasures needed torender them harmless.

External unbalanced moments

The inertia forces originating from the unbalancedrotating and reciprocating masses of the enginecreate unbalanced external moments although theexternal forces are zero.

Of these moments, only the 1st order (one cycle perrevolution) and the 2nd order (two cycles perrevo-lution) need to be considered, and then only forengines with a low number of cylinders. On somelarge bore engines the 4th external order momentmay also have to be examined. When application oncontainer vessel is considered. The inertia forces onengines with more than 6 cylinders tend, more orless, to neutralise themselves.

Countermeasures have to be taken if hull resonanceoccurs in the operating speed range, and if the vibra-tion level leads to higher accelerations and/or veloci-ties than the guidance values given by international

standards or recommendations (for instance relatedto special agreement between shipowner and ship-yard).The natural frequency of the hull depends on thehull’s rigidity and distribution of masses, whereasthe vibration level at resonance depends mainly onthe magnitude of the external moment and the en-gine’s position in relation to the vibration nodes ofthe ship.


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7.01

Fig. 7.01: External unbalanced moments andguide force moments

A –B –C –D –

Combustion pressureGuide forceStaybolt forceMain bearing force

1st order moment, vertical 1 cycle/rev

2nd order moment, vertical 2 cycle/rev

1st order moment, horizontal 1

cycle/rev

Guide force moment,H transverse Z cycle/rev.Z is 1 or 2 times numberof cylinder

Guide force moment,X transverse Z cycles/rev.Z = 1,2...12

178 06 82-8.0

A

B

D

C C

1st order moments on 4-cylinder engines

1st order moments act in both vertical and horizon-tal direction. For our two-stroke engines with stan-dard balancing these are of the same magnitudes.

For engines with five cylinders or more, the 1st ordermoment is rarely of any significance to the ship. Itcan, however, be of a disturbing magnitude infour-cylinder engines.

Resonance with a 1st order moment may occur forhull vibrations with 2 and/or 3 nodes. This reso-nance can be calculated with reasonable accuracy,and the calculation will show whether a compensa-tor is necessary or not on four-cylinder engines.

A resonance with the vertical moment for the 2 nodehull vibration can often be critical, whereas the reso-nance with the horizontal moment occurs at a higherspeed than the nominal because of the higher natu-ral frequency of horizontal hull vibrations.

As standard, four-cylinder engines are fitted withadjustable counterweights, as illustrated in Fig.7.02. These can reduce the vertical moment to an in-significant value (although, increasing correspond-ingly the horizontal moment), so this resonance iseasily dealt with. A solution with zero horizontal mo-ment is also available.

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7.02

Fig 7.02: Adjustable counterweights

178 16 78-7.0

Adjustablecounterweights

Fore

Fixedcounterweights

Fixedcounterweights

Adjustablecounterweights

Aft

In rare cases, where the 1st order moment will causeresonance with both the vertical and the horizontalhull vibration mode in the normal speed range of theengine, a 1st order compensator, as shown in Fig.7.03, can be introduced as an option, in the chaintightener wheel, reducing the 1st order moment to aharmless value. The compensator comprises twocounter-rotating masses running at the same speedas the crankshaft.

With a 1st order moment compensator fitted aft, thehorizontal moment will decrease to between 0 and30% of the value stated in the last table of thissection, depending on the position of the node. The1st order vertical moment will decrease to about30% of the value stated in the table.

Since resonance with both the vertical and the hori-zontal hull vibration mode is rare, the standard en-gine is not prepared for the fitting of such compen-sators.


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Fig. 7.03: 1st order moment compensator178 06 76-9.0

7.03

2nd order moments on 4, 5 and 6-cylinder engines

The 2nd order moment acts only in the vertical di-rection. Precautions need only to be considered forfour, five and six cylinder engines in general.

Resonance with the 2nd order moment may occurat hull vibrations with more than three nodes. Con-trary to the calculation of natural frequency with 2and 3 nodes, the calculation of the 4 and 5 nodenaural frequencies for the hull is a rather compre-hensive procedure and, despite advanced calcula-tion methods, is often not very accurate.

A 2nd order moment compensator comprises twocounter-rotating masses running at twice the en-gine speed. 2nd order moment compensators arenot included in the basic extent of delivery.

Several solutions, as shown in Fig. 7.04, are avail-able to cope with the 2nd order moment, out ofwhich the most cost efficient one can be chosen inthe individual case, e.g.

1) No compensators, if considered unnecessaryon the basis of natural frequency, nodal pointand size of the 2nd order moment.

2) A compensator mounted on the aft end of theengine, driven by the main chain drive.

3) A compensator mounted on the front end,driven from the crankshaft through a separatechain drive.

4) Compensators on both aft and fore end, com-pletely eliminating the external 2nd order mo-ment.

Briefly, it can be stated that compensators posi-tioned in a node or close to it, will be inefficient. Insuch a case, solution (4) should be considered.

A decision regarding the vibrational aspects and thepossible use of compensators must be taken at thecontract stage. If no experience is available from sis-ter ships, which would be the best basis for decidingwhether compensators are necessary or not, it is ad-visable to make calculations to determine which ofthe solutions (1), (2), (3) or (4) should be applied.

Experience with our two-stroke slow speed engineshas shown that propulsion plants with small boreengines (S/L42MC, S/L35MC and S26MC) are lesssensitive regarding hull vibrations exited by 2nd or-der moments than the lager bore engines. There-fore, these engines do not have engine driven 2ndorder moment compensators.

If compensator(s) are omitted, the engine can be de-livered prepared for the fitting of compensators lateron. The decision for preparation must also be takenat the contract stage. Measurements taken duringthe sea trial, or later in service and with fully loadedship, will be able to show whether compensator(s)have to be fitted or not.

If no calculations are available at the contract stage,we advise to order the engine with a 2nd order mo-ment compensator on the aft end and to make prep-arations for the fitting of a compensator on the frontend.

If it is decided not to use compensators and, further-more, not to prepare the main engine for later fitting,another solution can be used, if annoying vibrationsshould occur:

An electrically driven compensator synchronisedto the correct phase relative to the external force ormoment can neutralise the excitation. This type ofcompensator needs an extra seating fitted, prefera-bly, in the steering gear room where deflections arelargest and the effect of the compensator will there-fore be greatest.

The electrically driven compensator will not give riseto distorting stresses in the hull, but it is more ex-pensive than the engine-mounted compensators(2), (3) and (4).

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7.04


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7.05

198 06 80-4.1

Moment from compensatorM2C outbalances M2V

Compensating moment F2C x Lnodeoutbalances M2V.

3 node

4 node

Node AFT

M2V

F2CLnode

M2V

M2V

Centrelinecrankshaft

Moment compensator on fore end.

Fig. 7.04: Optional 2nd order moment compensators

Moment compensator on aft end.

Power Related Unbalance (PRU)

To evaluate if there is a risk that 1st and 2nd orderexternal moments will excite disturbing hull vibra-tions, the concept Power Related Unbalance can beused as a guidance.

PRU =External moment

EnginepowerNm/kW

With the PRU-value, stating the external momentrelative to the engine power, it is possible to give anestimate of the risk of hull vibrations for a specificengine. Based on service experience from a greaternumber of large ships with engines of different typesand cylinder numbers, the PRU-values have beenclassified in four groups as follows:

PRU Nm/kWNeed for compensaorfrom 0 to 60 . . . . . . . . . . . . . . . . . . . . . not relevantfrom 60 to 120 . . . . . . . . . . . . . . . . . . . . . . unlikelyfrom 120 to 220 . . . . . . . . . . . . . . . . . . . . . . . likelyabove 220 . . . . . . . . . . . . . . . . . . . . . . . most likely

The actual values for the MC-engines are shown inFigs. 7.05, 7.06 and 7.07.

In the table at the end of this chapter, the externalmoments (M1) are stated at the speed (n1) and MCRrating in point L1 of the layout diagram. For otherspeeds , the corresponding external moments arecalculated by means of the formula:

M M xn

nkNmA 1

A

1

2

=

(The tolerance on the calculated values is 2.5%).

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7.06

Fig 7.05: Power Related Unbalance (PRU) values in Nm/kW for S-MC/MC-C engines178 46 98-3.0

* : L90MC-C, L80MC, L42MC and L35MC.


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7.07

Fig. 7.06: Power Realted Unbalance (PRU) values in Nm/kW for L-MC/MC-C engines

178 46 99-5.1

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7.08

Fig. 7.07: Power Related Unbalance (PRU) value in Nm/kW for K-MC/MC-C engines

178 47 00-7.1

Guide Force Moments

The so-called guide force moments are caused bythe transverse reaction forces acting on the cross-heads due to the connecting rod/crankshaft mecha-nism. These moments may excite engine vibrations,moving the engine top athwartships and causing arocking (excited by H-moment) or twisting (excitedby X-moment) movement of the engine as illustratedin Fig. 7.08.

The guide force moments corresponding to theMCR rating (L1) are stated in the tables.

Top bracings

The guide force moments are harmless exceptwhen resonance vibrations occur in the engine/dou-ble bottom system.

As this system is very difficult to calculate with thenecessary accuracy, MAN B&W Diesel stronglyrecommend that a top bracing is installed be-tween the engine's upper platform brackets andthe casing side. The only exception is the S26MCwhich is so small that we consider guide force mo-ments to be insignificant.

Themechanical top bracing comprises stiff connec-tions (links) with friction plates and alternatively ahydraulic top bracing, which allow adjustment tothe loading conditions of the ship. With both typesof top bracing above-mentioned natural fre-quency will increase to a level where resonance willoccur above the normal engine speed. Details ofthe top bracings are shown in section 5.


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7.09

Fig. 7.08: H-type and X-type force moments178 06 81-6.2

H-type Guide Force Moment (MH)

Each cylinder unit produces a force couple consist-ing of:

1: A force at level of crankshaft centreline.

2: Another force at level of the guide plane. Theposition of the force changes over one revo-lution, as the guide shoe reciprocates on theguide plane.

As the deflection shape for the H-type is equal foreach cylinder the Nth order H-type guide force mo-ment for an N-cylinder engine with regular firing or-der is: N • MH(one cylinder).

For modelling purpose the size of the forces in theforce couple is:

Force = MH / L kN

where L is the distance between crankshaft leveland the middle position of the guide plane (i.e. thelength of the connecting rod).

As the interaction between engine and hull is at theengine seating and the top bracing positions, thisforce couple may alternatively be applied in thosepositions with a vertical distance of (LZ). Then theforce can be calculated as:

ForceZ = MH / LZ kN

Any other vertical distance may be applied, so as toaccommodate the actual hull (FEM) model.

The force couple may be distributed at any numberof points in longitudinal direction. A reasonable wayof dividing the couple is by the number of top brac-ing, and then apply the forces in those points.

ForceZ,one point = ForceZ,total / Ntop bracing, total kN

X-type Guide Force Moment (MX)

The X-type guide force moment is calculated basedon the same force couple as described above. How-ever as the deflection shape is twisting the engineeach cylinder unit does not contribute with equalamount. The centre units do not contribute verymuch whereas the units at each end contributesmuch.

A so-called ‘Bi-moment’ can be calculated (fig. 7.08):

‘Bi-moment’ =S [force-couple(cyl.X) • distX]in kNm2

The X-type guide force moment is then defined as:

MX = ‘Bi-Moment’/ L kNm

For modelling purpose the size of the four (4) forces(see fig. 7.08) can be calculated:

Force = MX / LX kN

where:

LX: ishorizontal lengthbetween ‘forcepoints’ (fig.7.08)

Similar to the situation for the H-type guide forcemoment, the forces may be applied in positionssuitable for the FEM model of the hull. Thus theforces may be referred to another vertical level LZabove crankshaft centreline.These forces can becalculated as follows:

ForceZ,one point =M LL L

x

z x

••

kN

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7.10

Definition of Guide Force Moments

During the years the definition of guide force moment has been discussed. Especially nowadays where com-plete FEM-models are made to predict hull/engine interaction this definition has become important.

In order to calculate the forces it is necessary toknow the lengths of the connecting rods = L, whichare:

EngineType L in mm Engine

Type L in mm

K98MCK98MC-CS90MC-CL90MC-CK90MCK90MC-CS80MC-CS80MCL80MCK80MC-CS70MC-CS70MCL70MC-CL70MC

32203090327034063510315932803504312029202870306626602730

S60MC-CS60MCL60MC-CL60MCS50MC-CS50MCL50MCS46MC-CS42MCL42MCS35MCL35MCS26MC

2460262822802340205021901950198020251638160012601125


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7.11

Axial Vibrations

When the crank throw is loaded by the gas pressurethrough the connecting rod mechanism, the armsof the crank throw deflect in the axial direction ofthe crankshaft, exciting axial vibrations. Throughthe thrust bearing, the system is connected to theship’s hull.

Generally, only zero-node axial vibrations are of in-terest. Thus the effect of the additional bendingstresses in the crankshaft and possible vibrationsof the ship`s structure due to the reaction force inthe thrust bearing are to be considered.

An axial damper is fitted as standard to all MC en-gines minimising the effects of the axial vibrations.

For an extremely long shaft line in certain large sizecontainer vessels, a second axial vibration damperpositioned on the intermediate shaft, designed tocontrol the on-node axial vibrations can be applied.

Torsional Vibrations

The reciprocating and rotating masses of the en-gine including the crankshaft, the thrust shaft, theintermediate shaft(s), the propeller shaft and thepropeller are for calculation purposes consideredas a system of rotating masses (inertias) intercon-

nected by torsional springs. The gas pressure of theengine acts through the connecting rod mechanismwith a varying torque on each crank throw, excitingtorsional vibration in the system with different fre-quencies.

In general, only torsional vibrations with one and twonodes need to be considered. The main critical or-der, causing the largest extra stresses in the shaftline, is normally the vibration with order equal to thenumber of cylinders, i.e., five cycles per revolutionon a five cylinder engine. This resonance is posi-tioned at the engine speed corresponding to thenatural torsional frequency divided by the number ofcylinders.

The torsional vibration conditions may, for certaininstallations require a torsional vibration damper.

Based on our statistics, this need may arise for thefollowing types of installation:

• Plants with controllable pitch propeller

• Plants with unusual shafting layout and for specialowner/yard requirements

• Plants with 8, 11 or 12-cylinder engines.

The so-called QPT (Quick Passage of a barredspeed range Technique), is an alternative option to atorsional vibration damper, on a plant equipped witha controllable pitch propeller. The QPT could be im-plemented in the governor in order to limit the vibra-tory stresses during the passage of the barredspeed range.

The application of the QPT has to be decided by theengine maker and MAN B&W Diesel A/S based on fi-nal torsional vibration calculations.

Four, five and six-cylinder engines, require specialattention. On account of the heavy excitation, thenatural frequency of the system with one-node vi-bration should be situated away from the normal op-erating speed range, to avoid its effect. This can beachieved by changing the masses and/or the stiff-ness of the system so as to give a much higher, ormuch lower, natural frequency, called undercriticalor overcritical running, respectively.

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Owing to the very large variety of possible shaftingarrangements that may be used in combination witha specific engine, only detailed torsional vibrationcalculations of the specific plant can determinewhether or not a torsional vibration damper is nec-essary.

Undercritical running

The natural frequency of the one-node vibration isso adjusted that resonance with the main critical or-der occurs about 35-45% above the engine speedat specified MCR.

Such undercritical conditions can be realised bychoosing a rigid shaft system, leading to a relativelyhigh natural frequency.

The characteristics of an undercritical system arenormally:

• Relatively short shafting system

• Probably no tuning wheel

• Turning wheel with relatively low inertia

• Large diameters of shafting, enabling the use ofshafting material with a moderate ultimate ten-sile strength, but requiring careful shaft align-ment, (due to relatively high bending stiffness)

• Without barred speed range

When running undercritical, significant varyingtorque at MCR conditions of about 100-150% of themean torque is to be expected.

This torque (propeller torsional amplitude) induces asignificant varying propeller thrust which, under ad-verse conditions, might excite annoying longitudinalvibrations on engine/double bottom and/or deckhouse.

The yard should be aware of this and ensure that thecomplete aft body structure of the ship, includingthe double bottom in the engine room, is designedto be able to cope with the described phenomena.

Overcritical running

The natural frequency of the one-node vibration isso adjusted that resonance with the main critical or-der occurs about 30-70% below the engine speedat specified MCR. Such overcritical conditions canbe realised by choosing an elastic shaft system,leading to a relatively low natural frequency.

The characteristics of overcritical conditions are:

• Tuning wheel may be necessary on crankshaftfore end

• Turning wheel with relatively high inertia

• Shafts with relatively small diameters, requiringshafting material with a relatively high ultimatetensile strength

• With barred speed range of about ±10% withrespect to the critical engine speed

Torsional vibrations in overcritical conditions may,in special cases, have to be eliminated by the use ofa torsional vibration damper.

Overcritical layout is normally applied for engineswith more than four cylinders.

Please note:We do not include any tuning wheel, or torsional vi-bration damper, in the standard scope of supply, asthe proper countermeasure has to be found aftertorsional vibration calculations for the specific plant,and after the decision has been taken if and where abarred speed range might be acceptable.

For further information about vibration aspectsplease refer to our publications:

P.222 ‘An introduction to Vibration Aspects ofTwo-stroke Diesel Engines in Ships’

P.268 ‘Vibration Characteristics of Two-strokeLow Speed Diesel Engines’

These publications are available at the Internet ad-dress: www.manbw.dk under ‘Libraries’, fromwhere they can be downloaded.

7.12

a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical momentsfor all cylinder numbers.

Fig. 7.09.01: External forces and moments in layout point L1 for K98MC

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7.13

K98MCNo. of cyl. 6 7 8 9 10 11 12 13 14

Firing order 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

Uneven Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6

Uneven 1-4-13-11-6-2-7-14-9-3-5-8-12-10

External forces in kN0 0 0 0 0 0 0 0 0

External moments in kNmOrder

1st a) 0 547 265 994 229 108 0 547 4012nd 6128 1779 0 818 141 169 0 1176 5484th 286 812 330 405 565 727 571 923 522

Guide force H-moments in kNmOrder:

1st 0 0 0 28 0 1 0 0 02nd 0 0 0 6 0 0 0 0 03rd 0 0 0 163 1170 552 0 0 04th 0 0 0 961 1215 991 0 0 05th 0 0 0 939 399 494 0 0 06th 2032 0 0 240 117 491 0 0 07th 0 1484 0 64 778 681 0 0 08th 0 0 1005 88 196 517 0 0 09th 0 0 0 479 106 43 0 0 0

10th 0 0 0 33 121 69 0 0 011th 0 0 0 0 59 180 0 0 012th 160 0 0 25 25 55 283 0 013th 0 0 0 0 0 0 0 288 014th 0 0 0 0 0 0 0 0 314

Guide force X-moments in kNmOrder:


10th 64 182 0 83 202 131 0 652 11711th 0 141 207 80 177 236 0 10 59012th 0 13 51 179 89 104 0 3 413th 0 0 0 0 0 0 0 4 214th 0 0 0 0 0 0 0 0 0

178 33 22-7.2


Fig. 7.09.02: External forces and moments in layout point L1 for K98MC-C


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7.14

No. of cyl. 6 7 8 9 10 11 12 13 14

Firingorder

1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-47-2-5-6


Uneven 1-4-13-11-6-2-7-14-9-3-5-8-12-10


External moments in kNmOrder:1st a) 0 597 235 1082 197 83 0 622 4722nd 6258 1817 0 833 126 129 0 1223 5604th 255 725 295 361 507 651 510 826 466

Guide force H-moments in kNmOrder:1st 0 0 0 28 0 1 0 0 0

2nd 0 0 0 1 0 0 0 0 03rd 0 0 0 97 695 328 0 0 04th 0 0 0 870 1100 897 0 0 05th 0 0 0 907 385 477 0 0 06th 1937 0 0 229 112 468 0 0 07th 0 1429 0 61 749 656 0 0 08th 0 0 999 88 195 514 0 0 09th 0 0 0 493 109 45 0 0 0

10th 0 0 0 35 128 73 0 0 011th 0 0 0 9 51 157 0 0 012th 100 0 0 18 17 39 200 0 013th 0 0 0 0 0 0 0 207 014th 0 0 0 0 0 0 0 0 244

Guide force X-moments in kNmOrder:1st 0 295 116 534 97 41 0 501 787

2nd 89 26 0 12 2 2 0 29 253rd 1326 1450 2140 2528 2828 3681 4606 5225 60784th 1291 3669 1491 1828 2563 3294 2582 3968 26265th 0 316 4560 1683 604 2908 0 1426 30516th 0 49 0 3130 2084 227 0 166 3287th 0 0 12 545 2391 238 0 105 1168th 245 19 0 375 270 1441 490 321 1279th 318 36 4 56 105 192 1106 377 344

10th 71 202 0 93 224 144 0 726 14411th 0 128 189 74 161 214 0 15 53612th 0 10 38 132 66 177 0 4 913th 0 0 0 0 0 0 0 3 614th 0 0 0 0 0 0 0 0 7

178 86 03-5.1

K98MC-C


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7.15

No. of cyl. 6 7 8 9

Firing order 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-3-47-2-5-6

1-9-2-7-36-5-4-8

External forces in kN0 0 0 0

External moments in kNmOrder:

1st a) 0 1006 173 10452nd 5336 c) 967 0 5564th 359 1234 415 1939


1st 0 0 0 02nd 0 0 0 03rd 0 0 0 04th 0 0 0 05th 0 0 0 06th 2676 0 0 07th 0 2057 0 08th 0 0 1435 09th 0 0 0 861

10th 0 0 0 011th 0 0 0 012th 208 0 0 0


1st 0 679 117 7062nd 563 102 0 593rd 1663 2200 2784 6584th 1442 4954 1665 77825th 0 216 5176 64266th 0 149 0 7787th 0 67 17 528th 304 60 0 629th 422 29 5 22

10th 98 337 0 2011th 0 244 309 712th 0 11 68 61


c) 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,eliminating the 2nd order external moment.

Fig. 7.09.03: External forces and moments in layout point L1 for S90MC-C

S90MC-C

178 36 71-3.2

407 000 100 198 29 12


7.16

No. of cyl. 6 7 8 9 10 11 12

Firingorder

1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6


External forces in kN0 0 0 0 0 0 0


1st a) 0 1056 182 726 256 177 02nd 4841 c) 878 0 630 36 213 04th 244 839 282 342 501 640 488


1st 0 0 0 0 0 0 02nd 0 0 0 0 0 0 03rd 0 0 0 131 941 144 04th 0 0 0 1023 1293 1055 05th 0 0 0 1075 456 566 06th 2255 0 0 279 136 569 07th 0 1738 0 75 911 798 08th 0 0 1187 104 232 611 09th 0 0 0 587 130 53 0

10th 0 0 0 41 149 85 011th 0 0 0 9 54 166 012th 105 0 0 19 18 41 211



10th 69 236 0 92 222 142 011th 0 136 172 67 146 193 012th 0 5 33 120 60 69 0



Fig. 7.09.04: External forces and moments in layout point L1 for L90MC-C

L90MC-C

178 86 05-9.1


407 000 100 198 29 12

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-47-2-5-6

1-6-7-3-5-8-2-4-9

Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6



1st a) 2502 b) 794 0 473 207 1630 291 202 02nd 5322 c) 6625 c) 4609 c) 1338 0 1504 34 203 04th 0 21 163 463 188 234 334 427 326



10th 0 145 0 0 0 0 103 59 011th 0 0 0 0 0 0 43 131 012th 59 0 88 0 0 0 15 34 176



10th 53 0 46 131 0 12 149 95 011th 12 4 0 86 132 10 112 148 012th 0 33 0 7 27 121 49 56 0


b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be movedfrom horizontal to vertical direction or vice versa, if required.

c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,eliminating the 2nd order external moment.

Fig. 7.09.05: External forces and moments in layout point L1 for K90MC

7.17

K90MC

178 87 58-1.0

407 000 100 198 29 12


No. of cyl. 6 7 8 9 10 11 12


1-7-2-5-4-3-6

1-8-3-4-7-2-5-6




1st a) 0 497 1669 890 81 35 02nd 4859 c) 1411 0 641 56 28 04th 172 490 199 243 346 444 345



10th 0 0 0 22 80 46 011th 0 0 0 6 35 106 012th 81 0 0 14 14 31 162



10th 40 113 0 52 126 81 011th 0 78 100 45 99 131 012th 0 7 27 97 49 56 0




K90MC-C

7.18

178 87 59-3.0


407 000 100 198 29 12

No. of cyl. 6 7 8

Firing order 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

External forces in kN0 0 0


1st a) 0 252 8472nd 3405 c) 988 04th 230 652 265


1st 0 0 02nd 0 0 03rd 0 0 04th 0 0 05th 0 0 06th 2118 0 07th 0 1628 08th 0 0 11229th 0 0 0

10th 0 0 011th 0 0 012th 117 0 0


1st 0 182 6102nd 517 150 03rd 1395 1526 19564th 1023 2906 11815th 0 241 30256th 0 41 07th 0 0 918th 211 16 09th 289 32 29

10th 63 180 011th 0 107 13712th 0 9 34


c) 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,eliminating the 2nd order external moment

Fig. 7.09.07: External forces and moments in layout point L1 for S80MC -C

S80MC-C

178 36 72-5.1

7.19

407 000 100 198 29 12


7.20

No. of cyl. 4 5 6 7 8 9

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-3-4-7-2-5-6 UnevenExternal forces in kN

0 0 0 0 0 429External moments in kNmOrder:

1st a) 1289 b) 409 0 244 817 4292nd 3346 c) 4166 c) 2898 c) 841 0 3784th 0 20 152 433 176 214


1st 0 0 0 0 0 02nd 0 0 0 0 0 03rd 0 0 0 0 0 1434th 2558 0 0 0 0 8455th 0 2490 0 0 0 8156th 0 0 1927 0 0 2287th 0 0 0 1502 0 658th 515 0 0 0 1029 909th 0 0 0 0 0 570

10th 0 223 0 0 0 4311th 0 0 0 0 0 1012th 71 0 107 0 0 19


1st 822 261 0 155 521 2742nd 497 619 431 125 0 563rd 220 775 1400 1531 1963 27434th 0 117 900 2558 1039 12645th 286 0 0 204 2554 10966th 522 59 0 35 0 22837th 123 434 0 0 78 4238th 0 260 181 14 0 2859th 41 13 264 29 26 52

10th 72 0 63 178 0 8411th 15 5 0 103 132 6112th 0 36 0 7 29 104




Fig. 7.09.08: External forces and moments in layout point L1 for S80MC

S80MC

178 35 07-4.1


407 000 100 198 29 12

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-2-6-4-5-3-7




1st a) 1470 b) 467 0 278 466 489 128 620 902nd 3616 c) 4501 c) 3131 c) 909 0 409 12 599 1224th 0 19 148 420 683 208 301 654 386



10th 0 159 0 0 0 31 113 64 011th 0 0 0 0 0 7 43 130 012th 48 0 73 0 0 13 13 28 145



10th 58 0 50 143 0 67 162 104 011th 12 4 0 85 55 50 110 146 012th 0 28 0 6 88 80 40 46 0

1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical momentsfor all cylinder numbers.



Fig. 7.09.09: External forces and moments in layout point L1 for L80MC

L80MC

178 35 08-6.1

7.21

407 000 100 198 29 12


No. of cyl. 6 7 8 9 10 11 12


1-7-2-5-4-3-6

1-8-3-4-7-2-5-6




1st a) 0 321 1078 574 54 28 02nd 3418 c) 992 0 451 36 23 04th 144 408 166 203 289 370 287



10th 0 0 0 19 68 39 011th 0 0 0 6 32 98 012th 77 0 0 14 13 30 154



10th 32 92 0 43 103 66 011th 0 69 88 40 87 116 012th 0 6 25 89 45 52 0




178 87 60-3.0

K80MC-C

7.22


407 000 100 198 29 12

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

External forces in kN

0 0 0 0 0

External moments in kNm

Order:

1st a) 854 b) 271 0 161 542

2nd 2515 c) 3131 c) 2178 c) 632 0

4th 0 19 147 417 170

Guide force H-moments in kNm

Order:

1 x No. of cyl. 1771 1805 1387 1802 766

2 x No. of cyl. 383 160 67

3 x No. of cyl. 44

Guide force X-moments in kNm

Order:

1st 612 194 0 116 388

2nd 365 455 316 92 0

3rd 133 469 847 927 1188

4th 0 82 636 1807 734

5th 212 0 0 151 1889

6th 383 43 0 26 0

7th 91 319 0 0 57

8th 0 198 138 11 0

9th 31 10 198 22 20

10th 53 0 46 131 0

11th 11 3 0 75 96

12th 0 23 0 5 18





S70MC-C

178 44 37-2.0

7.23

407 000 100 198 29 12


No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6


0 0 0 0 0


Order:

1st a) 944 b) 300 0 178 599

2nd 2452 c) 3052 c) 2123 c) 343 0

4th 0 14 111 317 129


Order:

1 x No. of cyl. 1503 1488 1124 876 602

2 x No. of cyl. 301 129 50

3 x No. of cyl. 34


Order:

1st 533 169 0 101 338

2nd 149 186 129 37 0

3rd 101 355 642 702 899

4th 0 69 529 1503 611

5th 171 0 0 122 1526

6th 304 34 0 20 0

7th 72 253 0 0 46

8th 0 152 106 8 0

9th 24 7 150 17 15

10th 42 0 36 103 0

11th 8 3 0 58 74

12th 0 17 0 3 14



c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,eliminating the 2nd order external moment


S70MC

178 87 68-8.0

7.24


407 000 100 198 29 12





No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-2-6-4-5-3-7


0 0 0 0 0


Order:

1st a) 994 b) 315 0 188 315

2nd 2629 c) 3272 c) 2276 c) 661 0

4th 0 16 124 353 573


Order:

1 x No. of cyl. 1506 1524 1133 853 599

2 x No. of cyl. 299 108 84

3 x No. of cyl. 56


Order:

1st 578 183 0 109 183

2nd 201 250 174 51 0

3rd 112 395 715 782 501

4th 0 76 584 1658 2695

5th 193 0 0 137 860

6th 338 38 0 23 0

7th 77 271 0 0 24

8th 0 167 116 9 0

9th 24 8 154 17 8

10th 39 0 33 95 0

11th 10 3 0 70 45

12th 0 31 0 6 100

L70MC-C

178 23 46-2.0

7.25

407 000 100 198 29 12


No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-2-6-4-5-3-7


0 0 0 0 0


Order:

1st a) 1094 b) 347 0 207 347

2nd 269 c) 3350 c) 2330 c) 676 0

4th 0 14 110 313 508


Order:

1 x No. of cyl. 1274 1275 954 741 514

2 x No. of cyl. 257 107 49

3 x No. of cyl. 33


Order:

1st 523 166 0 99 166

2nd 23 28 20 6 0

3rd 82 289 522 571 366

4th 0 65 503 1431 2325

5th 165 0 0 117 734

6th 290 33 0 19 0

7th 68 241 0 0 22

8th 0 146 102 8 0

9th 22 7 141 16 7

10th 39 0 34 96 0

11th 8 3 0 57 37

12th 0 18 0 4 59

a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical momentsfor all cylinder numbers.

b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be movedfrom horizontal to vertical direction or vice versa, if required.

c 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,eliminating the 2nd order external moment.


L70MC

178 87 61-5.0

7.26


407 000 100 198 29 12

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6


0 0 0 0 0


Order:

1st a) 533 b) 169 0 101 338

2nd 1570 c) 1954 c) 1360 c) 395 0

4th 0 12 92 261 106


Order:

1 x No. of cyl. 1116 1136 873 681 482

2 x No. of cyl. 241 101 42

3 x No. of cyl. 28


Order:

1st 385 122 0 73 244

2nd 236 294 204 59 0

3rd 85 300 542 593 759

4th 0 52 401 1139 463

5th 133 0 0 95 1189

6th 241 27 0 16 0

7th 57 201 0 0 36

8th 0 124 87 7 0

9th 20 6 124 14 12

10th 34 0 29 83 0

11th 7 2 0 47 60

12th 0 14 0 3 12





S60MC-C

178 44 38-4.0

7.27

407 000 100 198 29 12


7.28

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6


0 0 0 0 0


Order:

1st a) 582 b) 185 0 110 369

2nd 1510 c) 1880 c) 1308 c) 380 0

4th 0 9 69 195 74


Order:

1 x No. of cyl. 949 937 708 552 380

2 x No. of cyl. 190 82 32

3 x No. of cyl. 21


Order:

1st 334 106 0 63 212

2nd 109 136 94 27 0

3rd 66 233 421 460 590

4th 0 43 334 949 386

5th 108 0 0 77 961

6th 192 22 0 13 0

7th 45 160 0 0 29

8th 0 96 67 5 0

9th 15 5 95 11 9

10th 27 0 23 65 0

11th 5 2 0 37 47

12th 0 11 0 2 9





S60MC

178 87 62-7.0


407 000 100 198 29 12

No. of cyl.: 4 5 6 7 8

Firing order: 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-2-6-4-5-3-7


0 0 0 0 0


Order:

1st a) 581 b) 185 0 110 184

2nd 1537 c) 1914 c) 1331 c) 386 0

4th 0 9 73 206 335


Order:

1 x No. of cyl. 960 959 713 537 377

2 x No. of cyl. 188 68 53

3 x No. of cyl. 35


Order:

1st 360 114 0 68 114

2nd 182 227 158 46 0

3rd 82 287 519 567 364

4th 0 48 372 1057 1718

5th 121 0 0 86 541

6th 213 24 0 14 0

7th 48 171 0 0 15

8th 0 105 73 6 0

9th 15 5 97 11 5

10th 24 0 21 60 0

11th 6 2 0 44 28

12th 0 20 0 4 63

a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical momentsfor all cylinder numbers

b) By means of the adjustable counterweights on four-cylinder engines, 70% of the 1st order moment can bemoved from horizontal to vertical direction or vice versa, if required

c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore ends,eliminating the 2nd order external moment.


L60MC-C

178 22 65-8.0

7.29

407 000 100 198 29 12


7.30

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-2-6-4-5-3-7


0 0 0 0 0


Order:

1st a) 656 b) 208 0 124 208

2nd 1615 c) 2010 c) 1398 c) 406 0

4th 0 9 66 188 305


Order:

1 x No. of cyl. 782 783 606 481 335

2 x No. of cyl. 168 78 27

3 x No. of cyl. 18


Order:

1st 312 99 0 59 99

2nd 12 15 10 3 0

3rd 49 171 309 339 217

4th 0 40 309 878 1428

5th 101 0 0 72 451

6th 184 21 0 12 0

7th 44 156 0 0 14

8th 0 95 66 5 0

9th 16 5 99 11 5

10th 29 0 25 70 0

11th 5 2 0 38 24

12th 0 10 0 2 32





L60MC

178 87 63-9.0


407 000 100 198 29 12

7.31

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6


0 0 0 0 0


Order:

1st a) 302 b) 96 0 57 192

2nd 891 c) 1109 c) 771 c) 224 0

4th 0 7 52 148 60


Order:

1 x No. of cyl. 649 658 506 394 279

2 x No. of cyl. 140 58 24

3 x No. of cyl. 16


Order:

1st 222 71 0 42 141

2nd 146 181 126 37 0

3rd 51 180 326 357 457

4th 0 30 233 662 269

5th 77 0 0 55 689

6th 140 16 0 9 0

7th 33 116 0 0 21

8th 0 72 50 4 0

9th 11 4 72 8 7

10th 19 0 17 48 0

11th 4 1 0 27 35

12th 0 8 0 2 7





S50MC-C

178 38 95-4.2

407 000 100 198 29 12


7.32

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6


0 0 0 0 0


Order:

1st a) 343 b) 109 0 65 218

2nd 891 c) 1109 c) 772 c) 224 0

4th 0 5 41 115 47


Order:

1 x No. of cyl. 548 543 410 319 219

2 x No. of cyl. 110 47 18

3 x No. of cyl. 12


Order:

1st 194 62 0 37 123

2nd 56 70 48 14 0

3rd 37 130 236 258 330

4th 0 25 293 548 223

5th 62 0 0 44 556

6th 111 12 0 7 0

7th 26 92 0 0 17

8th 0 56 39 3 0

9th 9 3 54 6 5

10th 15 0 13 38 0

11th 3 1 0 21 27

12th 0 6 0 1 5





S50MC

178 87 64-0.0


407 000 100 198 29 12

7.33

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-2-6-4-5-3-7


0 0 0 0 0


Order:

1st a) 383 b) 122 0 72 122

2nd 943 c) 1174 c) 817 c) 237 0

4th 0 5 39 110 178


Order:

1 x No. of cyl. 449 451 350 278 195

2 x No. of cyl. 97 46 16

3 x No. of cyl. 11


Order:

1st 180 57 0 34 57

2nd 14 17 12 3 0

3rd 27 94 171 187 120

4th 0 23 177 504 820

5th 58 0 0 41 260

6th 106 12 0 7 0

7th 26 90 0 0 8

8th 0 55 39 3 0

9th 9 3 58 6 3

10th 17 0 15 42 0

11th 3 1 0 22 14

12th 0 6 0 1 20





L50MC

178 87 65-2.0

407 000 100 198 29 12


No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6


0 0 0 0 0


Order:

1st a) 238 b) 76 0 45 151

2nd 702 c) 874 c) 608 c) 177 0

4th 0 5 41 117 47


Order:

1 x No. of cyl. 530 537 411 318 224

2 x No. of cyl. 112 47 27

3 x No. of cyl. 18


Order:

1st 173 55 0 33 110

2nd 110 137 95 28 0

3rd 39 137 247 271 347

4th 0 23 181 515 209

5th 60 0 0 43 536

6th 108 12 0 7 0

7th 25 89 0 0 16

8th 0 55 38 3 0

9th 8 3 54 6 5

10th 15 0 13 37 0

11th 4 1 0 24 31

12th 0 9 0 2 7





S46MC-C

178 87 66-4.0

7.34


407 000 100 198 29 12

7.35

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

1-6-7-3-5-8-2-4-9

Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6



1st a 151 b 48 0 29 96 99 13 9 02nd 392 488 340 99 0 111 1 11 04th 0 2 18 51 21 26 36 46 36



10th 0 30 0 0 0 0 22 11 011th 0 0 0 0 0 0 10 25 012th 14 0 21 0 0 0 4 8 39



10th 9 0 8 24 0 2 25 14 011th 2 1 0 16 21 2 21 23 012th 0 7 0 1 5 20 10 10 0



Fig. 7.09.23: External forces and moments in layout point L1 for S42MC178 41 24-4.1

S42MC

407 000 100 198 29 12


7.36

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-2-6-4-5-3-7

1-6-7-3-5-8-2-4-9

Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6



1st a 229 b 73 0 43 73 149 20 14 02nd 562 700 487 141 0 159 2 16 04th 0 3 23 65 106 33 47 60 46



10th 0 24 0 0 0 0 17 10 011th 0 0 0 0 0 0 7 20 012th 8 0 12 0 0 0 2 5 24



10th 9 0 7 21 0 2 24 15 011th 2 1 0 13 9 2 17 23 012th 0 5 0 1 15 16 7 8 0



Fig. 7.09.24: External forces and moments in layout point L1 for L42MC178 41 25-6.1

L42MC


407 000 100 198 29 12

7.37

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

1-6-7-3-5-8-2-4-9

Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6



1st a) 89 b) 28 0 17 56 58 15 10 02nd 231 287 200 58 0 65 3 13 04th 0 1 11 30 12 15 22 28 21



10th 0 16 0 0 0 0 11 6 011th 0 0 0 0 0 0 6 17 012th 8 0 21 0 0 0 2 5 25



10th 5 0 4 12 0 1 14 8 011th 1 0 0 9 12 1 12 16 012th 0 4 0 1 3 12 6 7 0



Fig. 7.09.25: External forces and moments in layout point L1 for S35MC178 41 26-8.1

S35MC

407 000 100 198 29 12


7.38

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

1-9-2-5-7-3-6-4-8

Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6



1st a 94 b 30 0 18 60 56 16 11 02nd 232 289 201 58 0 86 3 13 04th 0 1 10 27 11 40 20 25 19



10th 0 12 0 0 0 0 8 5 011th 0 0 0 0 0 0 4 11 012th 5 0 7 0 0 0 1 3 14



10th 4 0 4 11 0 1 13 8 011th 1 0 0 8 10 1 10 13 012th 0 3 0 1 2 4 4 5 0




178 87 67-7.0

L35MC


407 000 100 198 29 12

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

1-9-2-5-7-3-6-4-8

1-8-5-7-2-9-4-6-

3-10

Uneven 1-8-12-4-2-9-10-5-3-7-11-6



1st a 57 b 18 0 11 36 34 21 23 02nd 147 183 127 37 0 54 27 31 04th 0 1 7 19 8 28 6 15 13



10th 0 10 0 0 0 0 21 4 011th 0 0 0 0 0 0 0 8 012th 3 0 4 0 0 0 0 2 8



10th 4 0 3 9 0 1 0 6 011th 1 0 0 5 7 1 0 8 012th 0 1 0 0 1 2 0 2 0




178 41 28-1.1

S26MC

7.39

engine selection guide

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