Thursday 27.

of March 2014, Den Norske Gasskonferansen

LNG operation 2 stroke and 4 stroke Genset Marine Engines.

Hytrykks saktegende totakts

gassmotor for strre skip.

Kjeld Aabo
Email: Kjeld.aabo@man.eu
E mail: ReneS.Laursen@man.eu
MAN Diesel & Turbo

<

>

Two-stroke Low Speed Engines

Marine engines

All available as dual fuel engine.

Designated ME-GI or ME-LGI

MAN Diesel & Turbo

<

>

Dual fuel GenSet programme

Output in gas-mode
35/44DF

530 kW @ 750 rpm

510 kW @ 720 rpm

L35/44 DF

L28/32 DF
190 kW @ 720 rpm

L28/32 DF

197 kW @ 750 rpm

L23/30 DF
L23/30 DF

130 kW @720 rpm

135 kW @ 750 rpm

160 kW @ 900 rpm

Engines available from 2013/2014.

MAN Diesel & Turbo

<

>

Efficiency and Fuel Cost Optimisation

Longer
stroke

Lower rpm

Larger
propeller

MAN Kappel
propeller

ME-GI engine

Higher
efficiency

G-type engine

Fuel and
CO2
savings

Waste heat recovery

MAN Diesel & Turbo

<

>

ME-GI
Combustion Concept

From actual footage (colorized)

Yellow = pilot oil
Blue = gas fuel

Conventional slide fuel valve

Gas fuel valve

Gss distribution channel (yellow)

Gas distributor block

Gas chain link double-walled pipes

3
2
4
5
1

MAN Diesel & Turbo

<

>

ME-GI engine
GI components

MAN Diesel & Turbo

<

>

ME-GI Gas Fuel Mode

Port to port in dual fuel mode
Fuel oil only mode
Operation profile as conventional engine

Dual fuel operation mode

No fuel slip
No knocking problems
Insensitive to gas fuel
Unchanged load response

News:
Reduced pilot oil amount 5% 3%
Reduced load on gas 10% load

MAN Diesel & Turbo

<

>

Cycle to Cycle Stability

- Stable combustion during change in ambient temperature

Injection and combustion

stability on 4T50ME-X:
500 consecutive cycles
analysed
ME-GI marginally better
cycle to cycle stability
Combustion pressures
are kept stable and
efficiency is kept on gas
operation during sea
operation

MAN Diesel & Turbo

RSL

3338924.2013.12.12

<

>

SFOC/NOx Tuning
Improving efficiency in gas mode:
SFOC/NOx tuning
NOx margin in gas mode
SFOC reduction potential
Design limits maintained

Results
SFOC reduced 1-3%
NOx margin is still available
Released in engine program and CEAS

MAN Diesel & Turbo

RSL

3338925.2013.12.12

<

>

Dual fuel Gas engine reference list

Engine type ME-GI
No. of
No. of
Opt.
ships
eng.
2

Engine

Mk Gas

70 ME-C 8.2 GI

15

L 28/32 DF Gensets

Ship Type
Container

Capa.

Unit

Owner

Builder

Yard

3100 Teu

Totem Ocean Trailer

Doosan

NASSCO

173400 CBM

Teekay LNG partners

Hyundai

DSME

Hull no.

Delivery
year

TOTE6495/96

2014

DW2407/08/16/17
#1+2

2014

029/ 030

2017

20

5 G 70 ME-C 9.2 GI

LNG tanker

7 S 90 ME-C 9.2 GI

Container

3600 Teu

Matson

Hyundai

Aker Philadelphia

8 S 50 ME-B 9.3 GI

Container

1431 Teu

Brodosplit

Brodosplit

Brodosplit

2015

8
4

7
5

7 G 70 ME-C 9.2 GI

LNG tanker

Knutsen OAS Shipping

Hyundai

HHI-SBD

2015

8 S 70 ME-C 8.2 GI

Con-Ro

2400 Teu

Crowley

HHI-EMD

VT Halter

2016

6 S 50 ME-C 8.2 GI

LPG tanker

35000 CBM

Navigator Gas

Hudong

Jiangnan

7 G 70 ME-C 9.2 GI

LNG tanker

175000 CBM

Mitsui

Imabari

7 S 70 ME-C 7

GI

LNG tanker

260000 CBM

Nakilat

MDT

NKOM

8 S 50 ME-B 9.2 GI

LNG PCTC

3800 SSC*

Wallenius & NYK

KHI

NACKS

L 28/32 DF Gensets
L 28/32 DF Gensets
176300 CBM

L 28/32 DF Gensets

Total Dual Fuel Gas engine

52 engines

Total Dual Fuel Gas Gensets

33 gensets

Total power main engine

H1561-64

2015
2015

(Retrofit)

2015
2016

1.22 GW

SSC*: standard sized cars

MAN Diesel & Turbo

07/03/2014

RASA/LSP

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10

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Dual fuel Methanol engine reference list

Engine type ME-LGI

No. of
No. of
Opt.
ships
eng.

Engine

Mk Gas

Ship Type

Capa.

Unit

Owner

Builder

Yard

Hull no.

Delivery
year

7 S 50 ME-B 9.3 LGI

Methanol Carrier

50000

dwt

Mitsui O.S.K Lines

Mitsui

MNS

2015

6 G 50 ME-B 9.3 LGI

Methanol Carrier

50000

dwt

Westfal-Larsen

Hyundai

HMD

2015

6 G 50 ME-B 9.3 LGI

Methanol Carrier

50000

dwt

Marinvest

Hyundai

HMD

2015

Total Dual Fuel Methanol engine

MAN Diesel & Turbo

9 engines

07/03/2014

Total power main engine

RASA/LSP

1.22 GW

<

11

>

Mr. Diesel vs Mr. Otto

Diesel to Dual Fuel Combustion

Mr. Diesels Process

Fuel in cylinder before gas

Diesel process maintained
Unchanged Power Density
Load response unchanged
No pre-ignition / no knocking
Insensitive to gas mixture
Negligible methane slip
ME-GI retrofitable on ME-C.

Mr. Ottos Process

Gas in cylinder before fuel

Otto process gas-air pre-mix
Power reduction (>15%) = more cylinders
Load ramp needed
Pre-ignition / knocking risk
Gas mixture important
Methane slip significant -up to 4%+
Retrofit?

ME-GI is a Diesel Cycle Engine,

All others are Otto Cycle
MAN Diesel & Turbo 3338198.2012.03.05

(LS/OG)

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12

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Take the Highway Not the Bumpy Road

Methane
Pressure-Enthalpy Diagram
S = specific entropy, kJ/kg*K
T = temperature, C

HP (WHR)

600 C
150 bar

kW

LP (WHR)

kW

T = 50

T=0

MAN Diesel & Turbo

T = 50

FBOG (WHR)

kW

T = 100

T = 150

<

13

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Specific Fuel Consumption (Gas and FO mode)

6S50ME-C8.2 and RT-Flex 50DF

SGC g/kWh
158

SFOC g/kWh
185
180

153
SFOC g/kWh

175

148

170
SGC g/kWh

143

+1% pilot oil

165
SFOC g/kWh

160

138 +3% pilot oil

133

155

SGC g/kWh

150

128
25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
Engine load (%)

MAN Diesel & Turbo

6S50ME-C8.2-GI (SFOC g/kWh)

6RT-Flex50 (SFOC g/kWh)

6RT-Flex50 (SGC g/kWh)

6S50ME-C8.2-GI (SGC g/kWh)

<

14

>

ME-GI High Pressure Injection:

Getting what you paid for. Power and Efficiency
No Power Derating with ME-GI High Pressure Gas Injection

ME-GI has same

diesel SFOC
efficiency on fuel
operation as ME.

No large penalty for

fuel operation as in
LP injection system.

MAN Diesel & Turbo

<

15

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What Low Pressure Injection derating

REALLY Means

MAN Diesel & Turbo

<

16

>

How Much Power Available after LP

Injection Derates? Derates are Cumulative!
First derate to avoid Low
pressure injection
knocking problems

PLUS
derate for lower quality fuel

Derating: 1%/methane number

Bought
Received

PLUS
derate for ambient temperature

Derating: 2%/ 1C

Whats left after all the derates? What did you start with, and what do you
finish with?
MAN Diesel & Turbo

<

17

>

Global Warming Potential, 20 Years

ME-GI vs 4-stroke DFDE
Global Warming Potential, GWP20

Relative GWP

2,0
1,5
+ 102%

1,0
0,5

0,0
ME-GI Diesel mode ME-GI NOx mode
CO2

GWP (Global Warning Potential in CO2 equivalents),

values from the latest two IPCC reports and for the two
most commonly used timeframes:
GWP 20 years

GWP 100 years

2007 IPCC

72

25

2013 IPCC

86

34

IPCC: Intergovernmental Panel on Climate Change

4-stroke on gas

Methane slip

Specific emission
(g/kWh)

CO2

Methane

ME-GI Diesel mode

526.4

0.0

ME-GI NOx mode

452.4

0.5

4-stroke DFDE on gas

485.7

6.0

http://www.ipcc.ch/publications_and_data/publications_and_data_reports.shtml and http://www.ipcc.ch/report/ar5/wg1/

MAN Diesel & Turbo

<

18

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LNG Production QUALITY

MN

Variation in MN vs Production Capacity

mtpa

MN
Range
(AVL)

Global
LNG
Production
(mtpa)

% of Total
LNG
produced

0 - 70

26

10 %

70 - 75

118.3

43 %

75 - 80

26.1

10 %

80 - 100

102.8

38 %

0 -100

273.15

100 %

MAN Diesel & Turbo

RSL-LSP

3338665.2013.03.12

00.00.2012

<

Source: Shell International

The greatest production is seen at lower Methane Numbers

An engine with a min MN spec (AVL) of 80 can use only 38% of global supply
An engine with a min MN spec (AVL) of 70 can use 90% of global supply
An engine with no MN requirement, like the ME-GI can use ALL LNG qualities

19

>

ME-LGI
Fuel properties

Below table shows the properties of some different liquid gas fuels with
Diesel as a reference. Compared to Diesel the viscosity of the fuels is
much lower hence lubrication, of the moving parts, will be
necessary.
In general the flash point is below 60C except for Diesel.
At atmospheric conditions LPG and DME is in the gas phase.
Fuel
Liquid density (kg/m3)
Lower heating value (MJ/kg)
Boiling temperature(C at 1bar)
Vapour pressure (bar at 20C)
Critical temperature (C)
Kinematic viscosity (cSt at 20C)

8.5-2.2

0.13

97-152
0.17-0.24

Bulk modulus (bar at 50C and PSupply)

Engine type

LPG*
455-550
46
-43-(-1)

Methanol Ethanol
796
794
19.9
27
65
78

DME
670
28.7
-24.9

Ethane
447
47
-890

Diesel
860
43
180-360

0.059

5.3

38.3

<1

239.4
0.74

241
1.2

127
0.2

32.2
NA

435
2.5-3.0

1700-3600

8200

9000

5500

NA

15500

ME-LGI

ME-LGI

ME-LGI

ME-LGI

ME-GI

ME-C/B

* LPG is a mixture of primarily Propane (left) and Butane (right).

MAN Diesel & Turbo

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20

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ME-GI Fuels
Low flashpoint fuels
Common
fuels

Know as

Delivery Supply
condition pressure

Supply
temperature

CH4

LNG/NG
Methan

Gas

300 bar

45 oC tol 10 oC

C2H6

LEG
Ethan

Gas

600 bar

45 oC tol 10 oC

Additional implications when compared to CH4:

C2H6:
Higher injection pressure is required in order to subtract sufficient combustion air to the combustion. MEGI Components has to be rated for the higher design pressure.
Bulk Modulus changed, which has an impact the size of the accumulator volume.
Leaks are heavier than air.

MAN Diesel & Turbo

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21

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New engine platforms

Tier III fulfilled in fuel oil and gas mode

MEGI
EGR platform

EGR

ME-GI platform

The two engine platforms can be applied simultaneous, and the new
engine design is now available for all ME types of engines.

Verified at test and confirms Tier III on gas

MAN Diesel & Turbo

<

22

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New Engine Platforms

Test results research engine

Test on research engine:

ME-GI engine reacts as expected during EGR operation
NOx reduction is below Tier III level on both fuel oil and gas operation
SGC same or better than operation on MDO/HFO with EGR

MAN Diesel & Turbo

RSL

3338940.2013.12.12

<

23

>

1. High Pressure Cryogenic Pump

Approx 0.5% of main engine power required for electrical power

Requires glycol water system for heating LNG in vaporiser , and steam
consumption
MAN Diesel & Turbo

<

24

>

ME-GI
ME-GI Concept: Layout with FGS System

ME-GI concept takes control

300 bar gas supply

More than 7 FGS systems

suppliers available

MAN Diesel & Turbo

Ventilated double-walled gas pipes

Small gas volume in engine room

<

25

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HP LNG pump &

HP Laby-GI with partial reliquefaction
All excess of BOG downto
15 knots returned

MAN Diesel & Turbo

<

26

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BOG Reliquefaction System (LNGRS)

HP-Compressor and HP-pump

MAN Diesel & Turbo

<

27

>

Burckhardt Laby-GI
Fuel Gas Compressor Type 6LP250-5S
Combining LNG BOG and high
pressure process compression
technology
Optimal selection of
compressor sealing system

Ring sealed
4th to 5th stage
Labyrinth
1st to 3rd stage

Labyrinth
1st stage

Fully balanced, single casing, slow

speed vertical frame design
Gas-tight compressor casing

Balancing
weights

Laby-GI
MAN Diesel & Turbo

<< 28
28 >>

ME-GI, Compressor Solution incl.

partial reliquefaction
Calculation based on 174,000m3 tanks, with a boil of rate of 0.12%/day

Ship Speed

Main engine

Genset

Consumption

DFDE reference

Savings

Total Savings
including
returned BOG

(knots)

Power (kW)

(Power (kW)

(tons/24h )

(tons/24h)

(tons/24h)

(tons/day)

19.5

22520

3180

106

130

24

24,0

19.0

20600

3037

97

120

23

23

18.0

17320

2858

82

102

20

20

17.0

14540

2596

71

89

18

26,3

16.0

12225

2506

62

78

16

35

DFDE Reference condition submitted by Teekay

All data is made HFO equivalent
MAN Diesel & Turbo

<

29

>

174,000 M3 LNG tanker

ME-GI vs. DFDE
Daily consumption ( HFO equivalent)
140

24 tons savings
120

19 tons excess BOG

returned

100

MEGI consumption T/24h

Consumption

80

DFDE Consumption T/24h

BOG 0,147% ( T/24)
BOG 0.123% ( T/24)

60

16 tons savings

BOG 0,107% ( T/24)

40

Total savings at 16 knots: 35 tons of gas per 24 hour

20

Ship Speed

0
19.5
MAN Diesel & Turbo

19.0

18.0

17.0

16.0
<

30

>

First production engine 8S70ME-GI on Testbed at HHI

December 2012 TAT approved

MAN Diesel & Turbo

<

31

>

ME-GI
7 FGS System Suppliers
Cryostar

DSME

Hamworthy

TGE

LNG Pump System

LNG Tank & Pump System

LNG Tank & Pump System

LNG Tank & Pump System

MHI

HHI

Burckhardt Compression

LNG Tank & Pump System

LNG Tank & Pump System

Laby-GI Compressor

MAN Diesel & Turbo

<< 32
32 >>

First ME-GI Order

For two 3,100 TEU LNG-powered containerships

MAN Diesel & Turbo

<

33

>

Teekay Fuel-Efficient LNG

2 x 5G70ME-GI

At 19,5 knots, the ME-Gi engine can give

more than 30-tonnes-per-day savings of
heavy fuel oil (HFO) over a dual-fuel dieselelectric (DFDE) engine while still maintaining
very efficient fuel consumption at speeds
down to 15 knots.
At todays fuel prices this could stack up to
$20,000 per day, plus a 10% saving of
operating costs.
This is the next evolution,
Tony Bingham, Teekays technical manager of LNG,
Tradewinds 21-12-2012

MAN Diesel & Turbo

<

34

>

Second ME-GI Order

For two 173,400 m3 LNG carriers
Teekay LNG Partners L.P., UK
These will be the largest LNG carriers
able to transit the Panama Canal and
ideal for U.S. LNG exports
Main Engine: MAN B&W 5G70ME-C9.2-GI
Scheduled delivery in 2016

MAN Diesel & Turbo

<

35

>

DSME
HP Pump FGS for Diesel Research Centre

MAN Diesel & Turbo

<

36

>

First ME-GI Order

For two 3,100 TEU LNG-powered containerships

Vessel Technical Specifications

Propulsion Plant

Length Overall:
Breadth:
Depth:
Draft:
Speed:

Main Engine Type:

Main Engine Model:
Main Engine MCR:
Main Engine NCR:
Aux Engine Type:

764 ft.
106 ft. (Panamax)
60 ft.
34 ft.
22.0 kts

Dual Fuel Slow Speed (x1)

MAN 8L70ME-C8.2-Gl
25,191 kW x 104.0 rpm
21,412 kW x 98.5 rpm
Dual Fuel Gensets 3 x 9L28/32

Scheduled delivery for the first ship: Q4 2015 / Scheduled delivery for the second ship: Q1 2016
MAN Diesel & Turbo

05/12/2012

<

37

>

Matson Navigation
Order for two 3,600 TEU dual-fuel powered container ships

Order details
No. of ships:
No. of engines:
Ship type:
Capacity:
Engine type:
Builder:
Yard:
Engine delivery year:
Fuel type:
MAN Diesel & Turbo

2 + 3 options
2+3
Container
3600 Teu
7S90ME-C9.2-GI
Hyundai
Aker Philadelphia
2018
HFO, MGO, NG
3338996.2014.01.24

<

38

>

Brodosplit
Order for two 1,431 TEU container ships

Order details
No. of ships:
No. of engines:
Ship type:
Capacity:
Engine type:
GenSets:
Builder:
Yard:
Engine delivery year:
Fuel type:
MAN Diesel & Turbo

3338997.2014.01.24

2 + 2 options
2+2
Container
1,431 Teu
8S50ME-B9.3-GI
2 x 7L28/32DF
1 x 5L28/32DF
Brodosplit
Brodosplit
2015
HFO, MGO, NG
<

39

>

Crowley
Order for two LNG-powered ConRos

Order details
No. of ships:
No. of engines:
Ship type:
Capacity:
Engine type:
GenSets:
Builder:
Yard:
Engine delivery year:
Fuel type:
MAN Diesel & Turbo

2
2
RoCon
2,400 Teu
8S70ME-C8.2-GI
3 x 9L28/32DF
HHI-EMD
VT Halter
2015
HFO, MGO, NG
3338998.2014.01.24

<

40

>

Equipped with 8S50ME-GI

United European Car Carriers (UECC), jointly owned by Nippon Yusen

Kabushiki Kaisha (NYK) and Wallenius Lines, has signed a contract to
construct two dual fuel LNG Pure Car and Truck Carriers (PCTCs).

MAN Diesel & Turbo

<

41

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The Qatargas conversion project

New Gas System Overview on LNG carrier

Gas Valve Units

(GVU)

Q-Max
266.000 m3 LNG
Length: 345 m
Breadth: 54 m
Depth: 27 m

Fuel Gas Supply System (FGSS)

2 x ME-GI engine conversions

MAN Diesel & Turbo

Q-Flex
210.100 m3 LNG
Length: 315 m
Breadth: 50 m
Depth: 27 m

Submerged LNG feed pumps in cargo tank 4 + 5

<

42

>

HHI
HiGAS for 8S70ME-C8.2-GI at test bed

Prototype Hi-GAS

MAN Diesel & Turbo

<

43

>

SLS Pump/Motor Assembly

Gearbox

Variable Speed Motor

SLS Pump Assembly

MAN Diesel & Turbo

<

44

>

Fuel Gas Pump (MSP-SL)

Power End

Gearbox

Surge Chamber
(Pulsation Damper)

Pump Vent

Pump Inlet
Pump Outlet

MAN Diesel & Turbo

<

45

>

Servicing & Maintenance

SLS Pump Assembly
MTB Overhauls
Cold Ends 3,000 to 5,000 hours
Drive End 16,000 hours
Boost Pump

8,000 hours

Gearbox 40,000 hours

Drive End Bearings

Cold End Packing

Cold End Piston Rings

MAN Diesel & Turbo

<

46

>

Cryostar
HPP Pump
FGSS High Pressure Pump

Model HPP3-65/120

-Triplex model for lower

speed, less vibration and
smoother pressure pulsations
-Integral gear

MAN Diesel & Turbo

<

47

>

Cryostar LNG pumps

HPP - Cold end
NEW CYLINDER DESIGN
Enables to compensate contractions on
welds during cool-down periods

VACUUM
Large vacuum volume
allowing a lower NPSHr

LARGE
SUCTION
CHAMBER
Ensuring more
efficient degassing

NEW LOW PRESSURE

SEALS
Ensuring longer life time

INCREASED NUMBER
OF PISTON SEGMENTS
Improved volumetric
efficiency

MAN Diesel & Turbo

4
<

48

>

Cryostar
HPP Pump

Cryostar maintenance package

HPP maintenance

Maintenance cycles up to 4000 hours for the cold ends is expected

Integral gear 40000 h
FGSS/Vessel
service hour
HPP1
HPP2

MAN Diesel & Turbo

4 000

8 000

12 000

16 000

x
x

20 000

24 000

x
x

28 000

32 000

x
x

36 000

40 000

x
x

<

49

>

Cryostar
HPP Pump

Cryostar maintenance package

Refurbishment
Refurbishment of Cold Ends & Crank Drives can be made safely and reliably by
Cryostar

Cryostar shall fully manage a permanent flow of OEM spares from France

Initial

Owner stock can be confidently integrated into the turn-around system.

To be used and refurbished as maintenance requires
(this also constitutes an readily available emergency stock, by the way..)

MAN Diesel & Turbo

5
<

50

>

MHI
Developed for MHI HP DF engine

Schweiz HP LNG pump Maker: Cryomec

Contact MHI for more information

MAN Diesel & Turbo

<

51

>

HP Pump and Vaporizer from Cryostar

1m

0.5 m

High Pressure Vaporizer Heliflow

Previously supplied
for LN2 converter
MAN Diesel & Turbo

<

52

>

FGS from TGE

Two-stroke Main Engine and DF GenSets

MAN Diesel & Turbo

<< 53
53 >>

Main Components of FGSS

General

LNG storage tank

HP pump

HP vaporizer

MAN Diesel & Turbo

<

54

>

Main Components of FGSS

LNG Storage Tank

LNG tank location

LNG tank type
LNG tank size
LNG tank safety

MAN Diesel & Turbo

<

55

>

Main Components of FGSS

HP Pump

required suction head ensured by

booster pumps
reciprocating piston pumps
driven by electric motors via gearbox
or belt
redundancy as per Owners
requirement (no safety issue)
controlled by variable speed
pulsation damper on pump skid

MAN Diesel & Turbo

<

56

>

Main Components of FGSS

Vaporizer and glycol water heating system

The vaporizer is used to heat the LNG to gas with 45.

Alternative heating media can be use:
Engine jacket cooling water, steam, thermal oil through a primery glycol
water system.

MAN Diesel & Turbo

<

57

>

ME-GI Concept
Compact Gas Valve Train
Compact Gas Valve Train:
Compact block design
Easy and flexible installation
Easy maintenance (cartridge valve)
Fail safe operation
Easy plug in for ME-GI ECS

GVT block:
Design Pressure: 400 bar
Flow range: up to 19.000 kg/h
Integrated 10 HP filter

Purge block:
Design pressure: 200 bar
Purge media: Nitrogen

MAN Diesel & Turbo

<

58

>

Inert Gas System

Basic data

General data:
Medium:
N2 or CO2
Purging pressure: 7- 9 bar

MAN Diesel & Turbo

<

59

>

Double Wall Gas Pipe

Pipe Support

Support of inner pipe:

Spring loaded slide support, with glued on PEEK/PUR material hose for
avoiding wear of outer pipe.
Distance between supports 1.8m

Advantages
Low cost
Easy to install
Low venting air
resistance
Simple design
Maintenance not
needed
MAN Diesel & Turbo

Disadvantages
In case of failure expensive to replace

<

60

>

Ventilation System
Ventilation fan + HC sensors

The fan has to be protected with a wire

mesh(max 13mm squre mesh)
Spark free material
Antistatic properties
Capacity has to be at least 30 air changes/hour
2 x hydro carbon sensors

MAN Diesel & Turbo

<

61

>

Feasibility study LPG operation

VLGC powered by LPG using the G60ME-LGI
Cost advantage
8,00
7,00
6,00
5,00

mUSD/year

4,00
3,00
2,00

84K VLGC, 5G60

1,00

84K VLGC, 6G60

0,00

-1,00

Invest 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030

-2,00
-3,00
-4,00
-5,00
-6,00

Fuel

Starting price
[$/ton]

HFO 2.7% S

650

LSHF 0.5% S

715

MGO 0.1% S

900

LPG

450

MAN Diesel & Turbo

Pay back time

16 month
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Fuel Booster Injection Valve available

LPG and Methanol

Principle

Control valve
Hydraulic oil in

Hydraulic oil out

LPG

LPG 35 bar
supply
pressure

LPG fuel
valve

Slide valve

Ready
MAN Diesel & Turbo

LPG boosting
& injection
LPG suction
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ME-LGI for the use LPG or Methanol

T50ME-LGI test rig

MAN Diesel & Turbo

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Disclaimer

All data provided in this document is non-binding.

This data serves informational purposes only and is especially
not guaranteed in any way. Depending on the subsequent
specific individual projects, the relevant data may be subject
to changes and will be assessed and determined individually
for each project. This will depend on the particular
characteristics of each individual project, especially specific
site and operational conditions.

MAN Diesel & Turbo

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Do you have any questions?

Kjeld Aabo
Kjeld. Aabo@man.eu

MAN Diesel & Turbo

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