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All data provided in this document is non-binding. This data serves informational

Four-stroke diesel engines compliant with IMO Tier II


Project Guide Marine
MAN 32/44CR
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. CopyrightMAN Diesel & Turbo.
D2366456EN-N1 Printed in Germany GGKMD-AUG-07160.5

MAN Diesel & Turbo


86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
marineengines-de@mandieselturbo.com
www.mandieselturbo.com

MAN 32/44CR
Project Guide Marine
Four-stroke diesel engines compliant with
MAN Diesel & Turbo IMO Tier II

MAN Diesel & Turbo a member of the MAN Group

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MAN Diesel & Turbo

MAN 32/44CR
Project Guide Marine
Four-stroke diesel engines compliant with IMO Tier II

Revision ............................................ 11.2016/4.7

MAN 32/44CR IMO Tier II Project Guide


2017-05-02 - 4.7

All data provided in this document is non-binding. This data serves informa-
tional purposes only and is especially not guaranteed in any way. Depending
on the subsequent specific individual projects, the relevant data may be sub-
Marine

ject 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.

EN
MAN Diesel & Turbo
MAN 32/44CR IMO Tier II Project Guide

MAN Diesel & Turbo SE


2017-05-02 - 4.7

86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-3382
www.mandieselturbo.com
Marine

Copyright 2017 MAN Diesel & Turbo


All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.

EN
MAN Diesel & Turbo

Table of contents

Table of contents
1 Introduction .......................................................................................................................................... 11
1.1 Medium speed propulsion engine programme ........................................................................ 11
1.2 Engine description MAN 32/44CR IMO Tier II ........................................................................... 12
1.3 Engine overview ........................................................................................................................ 15

2 Engine and operation ........................................................................................................................... 19


2.1 Approved applications and destination/suitability of the engine ........................................... 19
2.2 Engine design ............................................................................................................................ 21
2.2.1 Engine cross section .............................................................................................. 21
2.2.2 Engine designations Design parameters .............................................................. 23
2.2.3 Turbocharger assignments ..................................................................................... 24
2.2.4 Engine main dimensions, weights and views Electric propulsion .......................... 25
2.2.5 Engine main dimensions, weights and views Mechanical propulsion ................... 27
2.2.6 Engine inclination ................................................................................................... 29
2.2.7 Engine equipment for various applications ............................................................. 30
2.3 Ratings (output) and speeds .................................................................................................... 33
2.3.1 General remark ...................................................................................................... 33
2.3.2 Standard engine ratings ......................................................................................... 33
2.3.3 Engine ratings (output) for different applications ..................................................... 35
2.3.4 Derating, definition of P_Operating ......................................................................... 36
2.3.5 Engine speeds and related main data .................................................................... 37
2.3.6 Speed adjusting range ........................................................................................... 38
2.4 Increased exhaust gas pressure due to exhaust gas after treatment installations ............... 39
2.5 Starting ...................................................................................................................................... 42
2.5.1 General remarks .................................................................................................... 42
2.5.2 Type of engine start ............................................................................................... 42
2.5.3 Requirements on engine and plant installation ........................................................ 42
2.5.4 Starting conditions ................................................................................................. 43
2.6 Low load operation ................................................................................................................... 46
2.7 Start-up and load application ................................................................................................... 48
2.7.1 General remarks .................................................................................................... 48
2.7.2 Start-up time .......................................................................................................... 48
2.7.3 Load application Cold engine (emergency case) .................................................. 52
2.7.4 Load application for electric propulsion/auxiliary GenSet ........................................ 52
2.7.5 Load application Load steps (for electric propulsion/auxiliary GenSet) ................. 54
2.7.6 Load application for mechanical propulsion (FPP and CPP) ................................... 57
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2.8 Engine load reduction ............................................................................................................... 59


2.9 Engine load reduction as a protective safety measure ........................................................... 60
2.10 Engine operation under arctic conditions ................................................................................ 60
2.11 GenSet operation ....................................................................................................................... 64
2.11.1 Operating range for GenSet/electric propulsion ...................................................... 64

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2.11.2 Available outputs and permissible frequency deviations ......................................... 65


Table of contents

2.11.3 Generator operation/electric propulsion Power management .............................. 66


2.11.4 Alternator Reverse power protection ................................................................... 67
2.11.5 Earthing measures of diesel engines and bearing insulation on alternators ............. 69
2.12 Propeller operation, suction dredger (pump drive) ................................................................. 71
2.12.1 General remark for operating ranges ...................................................................... 71
2.12.2 Operating range for controllable pitch propeller (CPP) ............................................ 72
2.12.3 General requirements for the CPP propulsion control ............................................. 73
2.12.4 Operating range for fixed pitch propeller (FPP) ....................................................... 76
2.12.5 General requirements for the FPP propulsion control ............................................. 77
2.12.6 Operating range for mechanical pump drive ........................................................... 79
2.13 Fuel oil, lube oil, starting air and control air consumption ..................................................... 80
2.13.1 Fuel oil consumption for emission standard: IMO Tier II .......................................... 80
2.13.2 Lube oil consumption ............................................................................................. 87
2.13.3 Starting air and control air consumption ................................................................. 87
2.13.4 Recalculation of fuel consumption dependent on ambient conditions ..................... 88
2.13.5 Influence of engine aging on fuel consumption ....................................................... 89
2.14 Service support pumps for lower speed range of FPP applications ....................................... 90
2.15 Planning data for emission standard: IMO Tier II Auxiliary GenSet ..................................... 90
2.15.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Auxiliary Gen-
Set ......................................................................................................................... 90
2.15.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Auxiliary Gen-
Set ......................................................................................................................... 92
2.15.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Auxiliary GenSet .................................................................................................. 94
2.15.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Auxiliary GenSet .................................................................................................. 95
2.15.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Auxiliary
GenSet .................................................................................................................. 96
2.15.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Auxiliary
GenSet .................................................................................................................. 97
2.16 Planning data for emission standard: IMO Tier II Electric propulsion ................................. 99
2.16.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Electric pro-
pulsion ................................................................................................................... 99
2.16.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Electric pro-
pulsion ................................................................................................................. 100
2.16.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Electric propulsion ............................................................................................. 102
2.16.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Electric propulsion ............................................................................................. 103
2.16.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Electric
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propulsion ............................................................................................................ 105


2.16.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Electric
propulsion ............................................................................................................ 106
2.17 Planning data for emission standard: IMO Tier II Mechanical propulsion with CPP ......... 107
2.17.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical
propulsion with CPP ............................................................................................ 107

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2.17.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical

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propulsion with CPP ............................................................................................ 109
2.17.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Mechanical propulsion with CPP ....................................................................... 111
2.17.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Mechanical propulsion with CPP ....................................................................... 112
2.17.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with CPP, constant speed .................................................................. 113
2.17.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II
Mechanical propulsion with CPP, constant speed ................................................ 114
2.18 Planning data for emission standard: IMO Tier II Mechanical propulsion with FPP ......... 116
2.18.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical
propulsion with FPP ............................................................................................. 116
2.18.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical
propulsion with FPP ............................................................................................. 117
2.18.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Mechanical propulsion with FPP ........................................................................ 119
2.18.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Mechanical propulsion with FPP ........................................................................ 120
2.18.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with FPP ............................................................................................. 122
2.18.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II
Mechanical propulsion with FPP .......................................................................... 123
2.19 Planning data for emission standard: IMO Tier II Suction dredger/pumps (mechanical
drive) ....................................................................................................................................... 124
2.19.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive) ....................................................................... 124
2.19.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive) ....................................................................... 126
2.19.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Suction dredger/pumps (mechanical drive) ........................................................ 127
2.19.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Suction dredger/pumps (mechanical drive) ........................................................ 129
2.19.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive) ....................................................................... 130
2.19.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive) ....................................................................... 131
2.20 Operating/service temperatures and pressures .................................................................... 132
2.21 Filling volumes ........................................................................................................................ 138
2.22 Internal media systems Exemplary ..................................................................................... 139
2.23 Venting amount of crankcase and turbocharger ................................................................... 143
2.24 Exhaust gas emission ............................................................................................................. 144
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2.24.1 Maximum permissible NOx emission limit value IMO Tier II ................................... 144
2.24.2 Smoke emission index (FSN) ................................................................................ 144
2.24.3 Exhaust gas components of medium speed four-stroke diesel engines ................ 144
2.25 Noise ........................................................................................................................................ 147
2.25.1 Airborne noise ...................................................................................................... 147
2.25.2 Intake noise ......................................................................................................... 149

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2.25.3 Exhaust gas noise ................................................................................................ 151


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2.25.4 Blow-off noise example ........................................................................................ 153


2.25.5 Noise and vibration Impact on foundation ......................................................... 153
2.26 Vibration .................................................................................................................................. 156
2.26.1 Torsional vibrations .............................................................................................. 156
2.27 Requirements for power drive connection (static) ................................................................ 159
2.28 Requirements for power drive connection (dynamic) ........................................................... 161
2.28.1 Moments of inertia Crankshaft, damper, flywheel .............................................. 161
2.28.2 Balancing of masses Firing order ....................................................................... 163
2.28.3 Static torque fluctuation ....................................................................................... 165
2.29 Power transmission ................................................................................................................ 170
2.29.1 Flywheel arrangement .......................................................................................... 170
2.30 Arrangement of attached pumps ........................................................................................... 174
2.31 Foundation .............................................................................................................................. 175
2.31.1 General requirements for engine foundation ......................................................... 175
2.31.2 Rigid seating ........................................................................................................ 177
2.31.3 Chocking with synthetic resin ............................................................................... 183
2.31.4 Resilient seating ................................................................................................... 187
2.31.5 Recommended configuration of foundation .......................................................... 189
2.31.6 Engine alignment ................................................................................................. 197

3 Engine automation ............................................................................................................................. 199


3.1 SaCoSone system overview .................................................................................................... 199
3.2 Power supply and distribution ............................................................................................... 206
3.3 Operation ................................................................................................................................. 209
3.4 Functionality ............................................................................................................................ 210
3.5 Interfaces ................................................................................................................................ 213
3.6 Technical data ......................................................................................................................... 215
3.7 Installation requirements ....................................................................................................... 217
3.8 Engine-located measuring and control devices .................................................................... 219

4 Specification for engine supplies ...................................................................................................... 227


4.1 Explanatory notes for operating supplies Diesel engines .................................................. 227
4.1.1 Lube oil ................................................................................................................ 227
4.1.2 Fuel ...................................................................................................................... 227
4.1.3 Engine cooling water ............................................................................................ 228
4.1.4 Intake air .............................................................................................................. 229
4.2 Specification of lubricating oil (SAE 40) for operation with MGO/MDO and biofuels ........... 229
4.3 Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO) .............................. 233
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4.4 Specification of gas oil/diesel oil (MGO) ................................................................................ 238


4.5 Specification of diesel oil (MDO) ............................................................................................ 240
4.6 Specification of heavy fuel oil (HFO) ...................................................................................... 242
4.6.1 ISO 8217-2012 Specification of HFO ................................................................... 253
4.7 Viscosity-temperature diagram (VT diagram) ....................................................................... 255
4.8 Specification of engine cooling water .................................................................................... 257

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4.9 Cooling water inspecting ........................................................................................................ 264

Table of contents
4.10 Cooling water system cleaning .............................................................................................. 265
4.11 Specification of intake air (combustion air) .......................................................................... 267
4.12 Specification of compressed air ............................................................................................. 269

5 Engine supply systems ...................................................................................................................... 271


5.1 Basic principles for pipe selection ......................................................................................... 271
5.1.1 Engine pipe connections and dimensions ............................................................ 271
5.1.2 Specification of materials for piping ...................................................................... 271
5.1.3 Installation of flexible pipe connections for resiliently mounted engines ................. 272
5.1.4 Condensate amount in charge air pipes and air vessels ....................................... 278
5.2 Lube oil system ....................................................................................................................... 281
5.2.1 Lube oil system description .................................................................................. 281
5.2.2 Low-speed operation Lube oil system ............................................................... 288
5.2.3 Prelubrication/postlubrication ............................................................................... 290
5.2.4 Lube oil outlets ..................................................................................................... 291
5.2.5 Lube oil service tank ............................................................................................ 294
5.2.6 Lube oil automatic filter ........................................................................................ 297
5.2.7 Crankcase vent and tank vent .............................................................................. 298
5.3 Water systems ......................................................................................................................... 299
5.3.1 Cooling water system description ........................................................................ 299
5.3.2 Cooling water collecting and supply system ......................................................... 310
5.3.3 Low speed operation Cooling water system ...................................................... 310
5.3.4 Miscellaneous items ............................................................................................. 313
5.3.5 Cleaning of charge air cooler (built-in condition) by an ultrasonic device ............... 314
5.3.6 Turbine washing device, HFO-operation ............................................................... 316
5.3.7 Nozzle cooling system ......................................................................................... 317
5.3.8 Nozzle cooling water module ............................................................................... 319
5.3.9 Preheating module ............................................................................................... 321
5.3.10 Cooling water system at arctic conditions ............................................................ 322
5.4 Fuel oil system ........................................................................................................................ 323
5.4.1 Marine diesel oil (MDO) treatment system ............................................................. 323
5.4.2 Marine diesel oil (MDO) supply system for diesel engines ..................................... 326
5.4.3 Heavy fuel oil (HFO) treatment system .................................................................. 335
5.4.4 Heavy fuel oil (HFO) supply system ....................................................................... 340
5.4.5 Fuel oil supply at blackout conditions ................................................................... 352
5.5 Compressed air system .......................................................................................................... 353
5.5.1 Compressed air system description ..................................................................... 353
5.5.2 Dimensioning starting air vessels, compressors ................................................... 356
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5.5.3 Jet Assist ............................................................................................................. 358


5.6 Engine room ventilation and combustion air ......................................................................... 359
5.6.1 General information .............................................................................................. 359
5.6.2 External intake air supply system .......................................................................... 360
5.7 Exhaust gas system ................................................................................................................ 363
5.7.1 General ................................................................................................................ 363

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5.7.2 Components and assemblies of the exhaust gas system ..................................... 364
Table of contents

6 Engine room planning ........................................................................................................................ 365


6.1 Installation and arrangement ................................................................................................. 365
6.1.1 General details ..................................................................................................... 365
6.1.2 Installation drawings ............................................................................................. 366
6.1.3 Removal dimensions of piston and cylinder liner ................................................... 374
6.1.4 3D Engine Viewer A support programme to configure the engine room ............. 382
6.1.5 Lifting device ........................................................................................................ 384
6.1.6 Space requirement for maintenance ..................................................................... 388
6.1.7 Major spare parts ................................................................................................. 389
6.1.8 Mechanical propulsion system arrangement ......................................................... 390
6.2 Exhaust gas ducting ............................................................................................................... 391
6.2.1 Example: Ducting arrangement ............................................................................ 391
6.2.2 Position of the outlet casing of the turbocharger .................................................. 392

7 Propulsion packages ......................................................................................................................... 399


7.1 General .................................................................................................................................... 399
7.2 Propeller layout data ............................................................................................................... 399
7.3 Propeller clearance ................................................................................................................. 400

8 Electric propulsion plants .................................................................................................................. 401


8.1 Advantages of diesel-electric propulsion .............................................................................. 401
8.2 Losses in diesel-electric plants .............................................................................................. 401
8.3 Components of an electric propulsion plant .......................................................................... 402
8.4 Electric propulsion plant design ............................................................................................. 403
8.5 Engine selection ...................................................................................................................... 404
8.6 E-plant, switchboard and alternator design .......................................................................... 405
8.7 Over-torque capability ............................................................................................................ 408
8.8 Power management ................................................................................................................ 409
8.9 Example configurations of electric propulsion plants ........................................................... 410
8.10 High-efficient diesel-electric propulsion plants with variable speed GenSets (EPROX-DC) 415
8.11 Fuel-saving hybrid propulsion system (HyProp ECO) ............................................................ 417

9 Annex .................................................................................................................................................. 419


9.1 Safety instructions and necessary safety measures ............................................................. 419
9.1.1 General ................................................................................................................ 419
9.1.2 Safety equipment and measures provided by plant-side ...................................... 419
9.2 Programme for Factory Acceptance Test (FAT) ..................................................................... 424
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9.3 Engine running-in ................................................................................................................... 427


9.4 Definitions ............................................................................................................................... 431
9.5 Abbreviations .......................................................................................................................... 436
9.6 Symbols ................................................................................................................................... 437
9.7 Preservation, packaging, storage .......................................................................................... 440
9.7.1 General ................................................................................................................ 440

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9.7.2 Storage location and duration .............................................................................. 441

Table of contents
9.7.3 Follow-up preservation when preservation period is exceeded ............................. 442
9.7.4 Removal of corrosion protection .......................................................................... 442
9.8 Engine colour .......................................................................................................................... 442

Index ................................................................................................................................................... 443


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9 (450)
MAN Diesel & Turbo 1

1 Introduction

1.1 Medium speed propulsion engine programme


1.1 Medium speed propulsion engine programme

IMO Tier II compliant engine programme

Figure 1: MAN Diesel & Turbo engine programme


1 Introduction
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 11 (450)


1 MAN Diesel & Turbo
1.2 Engine description MAN 32/44CR IMO Tier II

1.2 Engine description MAN 32/44CR IMO Tier II

General
The actual MAN 32/44CR engine represents the newest technologies in the
area of medium speed operated industrial sized diesel engines. By the use of
electronic injection, high efficiency turbochargers, electronic hardware and
variable valve timing the MAN 32/44CR is a synthesis of the most advanced
large engine technologies available.

Common rail injection


The MAN 32/44CR injection system uses the latest MAN Diesel & Turbo
common rail technology which allows flexible setting of injection timing, dura-
tion and pressure for each cylinder. This flexibility allows the fuel consump-
tion and emissions of the MAN 32/44CR to be optimised on its operating
profile. Due to constant development of our safety concept the redundant
high pressure pumps guarantee further operation of the engine even in the
event of high pressure pump malfunction.

Safety concept
The common rail system comprises an intelligent designed safety concept:
All high-pressure pipes are screened or have a double wall design.
Flow limiting valves at each cylinder prevent uncontrolled injection.
Redundant high-pressure pumps guarantee further operation of the
engine even in the event of high-pressure pump malfunction.
Redundant twin type pressure sensors and speed sensors assure that
the engine stays operational even in the event of failure of one of these
elements. In case of single-engine plants the ECUs (Electronic Control
Units) are in double type as well.

Boost injection
A special, patented feature for common rail engines, called boost injection,
was introduced parallel with release of the IMO Tier II engines. SaCoSone is
able to detect a load increase at the engine at early stage and to improve the
load response of the engine significantly by activation of a boost injection in
the common rail control.

Electronics SaCoSone
The MAN 32/44CR is equipped with the latest generation of proven MAN
Diesel & Turbo engine management systems. SaCoSone combines all func-
tions of modern engine management into one complete system. Thoroughly
integrated with the engine, it forms one unit with the drive assembly.
SaCoSone offers:
1 Introduction

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Integrated self-diagnosis functions


Maximum reliability and availability
Simple use and diagnosis
Quick exchange of modules (plug in)
Trouble-free and time-saving commissioning
CCM plus OMD

12 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 1

As a standard for all our 4-stroke medium speed engines manufactured


in Augsburg, these engines will be equipped with a Crankcase Monitor-

1.2 Engine description MAN 32/44CR IMO Tier II


ing System (CCM = Splash oil & Main bearing temperature) plus OMD
(Oil mist detection). OMD and CCM are integral part of the MAN Diesel &
Turbos safety philosophy and the combination of both will increase the
possibility to early detect a possible engine failure and prevent subse-
quent component damage.

Fuels
The common rail injection system of the MAN 32/44CR was designed for
operation with heavy fuel oil (HFO) in accordance with specification DIN ISO
8217 (viscosities up to 700 cSt at 50 C) and fuel temperatures up to
150 C. Of course it can also be operated with marine diesel oil (MDO) and
marine gas oil (MGO).

Components
The MAN 32/44CR is equipped with the newest generation of MAN Diesel &
Turbo turbochargers (TCR). Based on positive experiences from the MAN
32/40, important power unit components, such as crankshaft, conrod and
piston, were optimised for increased performance. It was ensured in this way
that the 600 kW/cyl. engine has the tried and tested good wear properties
for which MAN Diesel & Turbo engines are well known throughout the world.

More output at lower fuel consumption


Development of the MAN 32/44CR has benefited from many years of experi-
ence of industrial sized diesel engine architecture and also knowledge from
detailed research and developed plans. As a result, the output of the engine
was substantial increased and at the same time the fuel consumption was
significantly reduced.

Two configurations of the MAN 32/44CR are available:


600 kW/cyl.
Applicable for electric propulsion and mechanical propulsion with CPP.
510 kW/cyl.
Applicable for mechanical propulsion with FPP and dredger (mechanical
drive). This configurations are special adapted to the stated applications
and differ in the engine configuration.

High efficiency turbochargers


The use of MAN Diesel & Turbo turbochargers equipped with the latest high
efficiency compressor wheels can alleviate the NOx-SFOC trade-off. The
higher pressure ratio increases the efficiency of the engine and thus compen-
sates the increase in SFOC normally associated with lower NOx emissions.
The higher pressure ratio also increases the scope for Miller valve timing.
1 Introduction
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Miller valve timing


To reduce the temperature peaks which promote the formation of NOx, early
closure of the inlet valve causes the charge air to expand and cool before
start of compression. The resulting reduction in combustion temperature
reduces NOx emissions.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 13 (450)


1 MAN Diesel & Turbo

VVT Variable valve timing


1.2 Engine description MAN 32/44CR IMO Tier II

Variable valve timing enables variations in the opening and closing of the inlet
valves. VVT is an enabling technology of variable Miller valve timing. A strong
Miller effect under high load operation results in an improvement in the NOx-
SFOC trade-off. At low load the Miller valve timings are reduced to attain
higher combustion temperatures and thus lower soot emissions.

Committed to the future


Technologies which promise compliance with the IMO Tier III emission limits
valid from 2016 combined with further optimised fuel consumption and new
levels of power and flexibility are already under development at MAN Diesel &
Turbo. With this level of commitment MAN Diesel & Turbo customers can
plan with confidence.

Starting system
The engine uses a compressed air starter that transmits the torque directly to
the flywheel. The starter module also includes a flexible turning gear.

Core technologies in-house


As well as its expertise in engine design, development and manufacture,
MAN Diesel & Turbo is also a leader in the engineering and manufacturing of
the key technologies which determine the economic and ecological perform-
ance of a diesel engine and constitute the best offer for our customers:
High efficiency turbochargers
Advanced electronic fuel injection equipment
Electronic hardware and software for engine control, monitoring and
diagnosis
High performance exhaust gas after treatment systems
Our impressive array of computer aided design tools and one of the engine
industrys largest, best-equipped foundries allow us to decisively shorten
product development and application engineering processes. Our mastery of
these engine technologies is the firm foundation for:
Low emissions
Low operating costs
Low life cycle costs
Long service life

ECOMAP 2.0 Evolution of a CO2 saving technology


MAN Diesel & Turbo has developed the optional ECOMAP 2.0 feature for
propulsion enabling the common rail engine to run along different perform-
ance characteristics (so called "maps") without the need of any hardware
modification.
1 Introduction

The class approved ECOMAP 2.0 provides the owner with a significantly
2017-05-02 - 4.7

improved flexibility to cope with varying voyage profiles in a more fuel eco-
nomic manner. An optional advisory tool supporting the map selection and
intelligent load sharing is also available.
For more information please contact MAN Diesel & Turbo directly.

14 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 1

1.3 Engine overview


1.3 Engine overview

Figure 2: Engine overview, MAN L32/44CR view on counter coupling side (CCS)

1 LT cooling water pump 6 Fuel oil filter

2 HT cooling water pump 7 Exhaust heat shield

3 Lube oil pump 8 LT cooling water inlet/outlet

4 HT cooling water inlet/outlet 9 Waste gate piping

5 Lube oil automatic filter


1 Introduction
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 15 (450)


1 MAN Diesel & Turbo
1.3 Engine overview

Figure 3: Engine overview, MAN L32/44CR view on coupling side (CS)

1 Silencer 3 Charge air cooler

2 Turbocharger exhaust outlet 4 Camshaft cover


1 Introduction

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16 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 1

1.3 Engine overview


Figure 4: Engine overview, MAN V32/44CR view on counter coupling side (CCS)

1 Exhaust heat shield 6 HT cooling water pump

2 HT cooling water inlet/outlet 7 Lube oil automatic filter

3 LT cooling water pump 8 Camshaft cover

4 Fuel oil filter 9 LT cooling water inlet

5 Lube oil pump 10 Waste gate piping

Note:
Waste gate piping to the turbocharger on right side, seen in exhaust gas flow
direction.
TC's at CS Waste gate piping connected to A-side.
TC's at CCS Waste gate piping connected to B-side.
1 Introduction
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 17 (450)


1 MAN Diesel & Turbo
1.3 Engine overview

Figure 5: Engine overview, MAN V32/44CR view on coupling side (CS)

1 Turbocharger exhaust outlet 3 Charge air cooler

2 Silencer
1 Introduction

2017-05-02 - 4.7

18 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2 Engine and operation

2.1 Approved applications and destination/suitability of


the engine
2.1 Approved applications and destination/suitability of the engine

Approved applications
The MAN 32/44CR is designed as multi-purpose drive. It has been approved
by type approval as marine main engine and auxiliary engine by all main clas-
sification societies (ABS, BV, CCS, ClassNK, CR, CRS, DNV, GL, KR, LR,
RINA, RS).
As marine main engine1) and auxiliary engine it may be applied for mechanical
or diesel-electric propulsion drive2) for applications as:
Bulker, container vessel and general cargo vessel
Ferry and cruise liner
Tanker
Fishing vessel
Dredger and tugs in line with project requirements regarding required
high-torque performance engine will be adapted
Others to fulfill all customers needs the project requirements have to be
defined at an early stage

For the applications named above the MAN 32/44CR can be applied for sin-
gle- and for multi-engine plants.
The engine MAN 32/44CR as marine auxiliary engine it may be applied for
diesel-electric power generation2) for auxiliary duties for applications as:
Auxiliary GenSet3)
Emergency GenSet all project requirements such as maximum inclina-
tion and required start-up time need to be clarified at an early project
stage
Note:
The engine is not designed for operation in hazardous areas. It has to be
ensured by the ship's own systems, that the atmosphere of the engine room
is monitored and in case of detecting a gas-containing atmosphere the
engine will be stopped immediately.
In line with rules of classifications societies each engine whose driving force
1)

may be used for propulsion purpose is stated as main engine.


2)
See section Engine ratings (output) for different applications, Page 35.
2 Engine and operation

3)
Not used for emergency case or fire fighting purposes.

Offshore
For offshore applications it may be applied as mechanical or diesel-electric
drive4) or as auxiliary engine for applications for:
2017-05-02 - 4.7

Platforms/offshore supply vessels


Anchor handling tugs
General all kinds of service & supply vessels
Drilling ships
Semi subs
FPSO (Floating Production Storage and Offloading Unit)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 19 (450)


2 MAN Diesel & Turbo

Hereby it can be applied for single- and for multiengine plants.


2.1 Approved applications and destination/suitability of
the engine

Due to the wide range of possible requirements such as flag state regula-
tions, fire fighting items, redundancy, inclinations and dynamic positioning
modes all project requirements need to be clarified at an early stage.
Note:
The engine is not designed for operation in hazardous areas. It has to be
ensured by the ship's own systems, that the atmosphere of the engine room
is monitored and in case of detecting a gas-containing atmosphere the
engine will be stopped immediately.
4)
See section Engine ratings (output) for different applications, Page 35.

Destination/suitability of the engine


Note:
Regardless of their technical capabilities, engines of our design and the
respective vessels in which they are installed must at all times be operated in
line with the legal requirements, as applicable, including such requirements
that may apply in the respective geographical areas in which such engines
are actually being operated.

Operation of the engine outside the specified operated range, not in line with
the media specifications or under specific emergency situations (e.g. sup-
pressed load reduction or engine stop by active "Override", triggered fire-
fighting system, crash of the vessel, fire or water ingress inside engine room)
is declared as not intended use of the engine (for details see engine specific
operating manuals). If an operation of the engine occurs outside of the scope
of supply of the intended use a thorough check of the engine and its compo-
nents needs to be performed by supervision of the MAN Diesel & Turbo serv-
ice department. These events, the checks and measures need to be docu-
mented.

Electric and electronic components attached to the engine


Required engine room temperature
In general our engine components meet the high requirements of the Marine
Classification Societies. The electronic components are suitable for proper
operation within an air temperature range from 0 C to 55 C. The electrical
equipment is designed for operation at least up to 45 C.
Relevant design criteria for the engine room air temperature:
Minimum air temperature in the area of the engine and its components
5 C.
Maximum air temperature in the area of the engine and its components
2 Engine and operation

45 C.
Note:
Condensation of the air at engine components must be prevented.
Note:
2017-05-02 - 4.7

It can be assumed that the air temperature in the area of the engine and
attached components will be 5 10 K above the ambient air temperature
outside the engine room. If the temperature range is not observed, this can
affect or reduce the lifetime of electrical/electronic components at the engine
or the functional capability of engine components. Air temperatures at the
engine > 55 C are not permissible.

20 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.2 Engine design


2.2 Engine design

2.2.1 Engine cross section

2 Engine and operation


2017-05-02 - 4.7

Figure 6: Cross section L engine; view on counter coupling side

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 21 (450)


2 MAN Diesel & Turbo
2.2 Engine design
2 Engine and operation

Figure 7: Cross section V engine; view on counter coupling side


2017-05-02 - 4.7

22 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.2 Engine design


2.2.2 Engine designations Design parameters

Figure 8: Example to declare engine designations

Parameter Value Unit


Number of cylinders 6, 7, 8, 9, 10 -
12, 14, 16, 18, 20

Cylinder bore 320 mm

Piston stroke 440

Displacement per cylinder 35.4 litre

Distance between cylinder 530 mm


centres, in-line engine

Distance between cylinder 630


centres, vee engine

Vee engine, vee angle 45

Crankshaft diameter at 290 mm


journal, in-line engine

Crankshaft diameter at 320


journal, vee engine

Crankshaft diameter at crank 290


pin
Table 1: Design parameters
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 23 (450)


2 MAN Diesel & Turbo
2.2 Engine design

2.2.3 Turbocharger assignments

No. of cylinders, config. CPP/GenSet FPP


600 kW/cyl. 720/750 rpm 510 kW/cyl. 750 rpm
6L TCR20-42 TCR20-42

7L 1)
TCR22-42

8L TCR22-42 TCR22-42

9L TCR22-42 TCR22-42

10L TCR22-42 TCR22-42

12V 2x TCR20-42 2x TCR20-42

14V 1)
2x TCR22-42

16V 2x TCR22-42 2x TCR22-42

18V 2x TCR22-42 2x TCR22-42

20V 2x TCR22-42 2x TCR22-42


1)
7L TCR22-42 (560 kW/cyl.)/14V 2x TCR22-42 (560 kW/cyl.).
Table 2: Turbocharger assignments

Turbocharger assignments mentioned above are for guidance only and may
vary due to project-specific reasons. Consider the relevant turbocharger
project guides for additional information.
2 Engine and operation

2017-05-02 - 4.7

24 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.2 Engine design


2.2.4 Engine main dimensions, weights and views Electric propulsion

L engine Electric propulsion

Figure 9: Main dimensions and weights L engine

No. of cylinders, L L1 W H Dry mass


config.
mm t
6L 10,738 10,150 2,490 4,768 71

7L 11,268 10,693 78

8L 11,798 11,236 2,573 4,955 84

9L 12,328 11,779 91

10L 12,858 12,309 97

The dimensions and weights are given for guidance only.

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 25 (450)


2 MAN Diesel & Turbo

V engine Electric propulsion


2.2 Engine design

Figure 10: Main dimensions and weights V engine

No. of cylinders, A B C H Dry mass


config.
mm t
12V 5,382 4,201 11,338 5,014 117

14V 6,012 11,968 131

16V 6,642 12,598 144

18V 7,272 13,228 159

20V 7,902 13,858 172

The dimensions and weights are given for guidance only.

Further information is given in section Installation drawings, Page 366.


2 Engine and operation

2017-05-02 - 4.7

26 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.2 Engine design


2.2.5 Engine main dimensions, weights and views Mechanical propulsion

L engine Mechanical propulsion

Figure 11: Main dimensions and weights L engine

No. of cylinders, L L1 W H Weight without flywheel1)


config.
mm t
6L 6,312 5,265 2,174 4,163 39.5

7L 6,924 5,877 2,359 4,369 44.5

8L 7,454 6,407 49.5

9L 7,984 6,937 53.5

10L 8,603 7,556 58.0

The dimensions and weights are given for guidance only.


1)
Including built-on lube oil automatic filter, fuel oil filter and electronic equipment.

Minimum centreline distance for multi-engine installation, see section Space


requirement for maintenance, Page 388.
Flywheel data, see section Moments of inertia Crankshaft, damper, fly-
wheel, Page 161.
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 27 (450)


2 MAN Diesel & Turbo

V engine Mechanical propulsion


2.2 Engine design

Figure 12: Main dimensions and weights V engine

No. of cylinders, L L1 W H Weight without flywheel1)


config.
mm t
12V 7,195 5,795 3,100 4,039 70

14V 7,970 6,425 4,262 79

16V 8,600 7,055 87

18V 9,230 7,685 96

20V 9,860 8,315 104

The dimensions and weights are given for guidance only.


1)
Including built-on lube oil automatic filter, fuel oil filter and electronic equipment.

Minimum centreline distance for multi-engine installation, see section Space


requirement for maintenance, Page 388.
Flywheel data, see section Moments of inertia Crankshaft, damper, fly-
wheel, Page 161.
2 Engine and operation

2017-05-02 - 4.7

28 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.2 Engine design


2.2.6 Engine inclination

Figure 13: Angle of inclination

Athwartships Fore and aft

Max. permissible angle of inclination []1)


Application Athwartships Fore and aft
Heel to each side Rolling to each side Trim (static)2) Pitching
(static) (dynamic) (dynamic)
L < 100 m L > 100 m
Main engines 15 22.5 5 500/L 7.5
1)
Athwartships and fore and aft inclinations may occur simultaneously.
2)
Depending on length L of the ship.
2 Engine and operation

Table 3: Inclinations

Note:
For higher requirements contact MAN Diesel & Turbo. Arrange engines
always lengthwise of the ship.
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 29 (450)


2 MAN Diesel & Turbo
2.2 Engine design

2.2.7 Engine equipment for various applications

Device/measure, (figure position) Ship


Mechanical Electric Auxiliary
propulsion propulsion engines
Charge air blow-off for cylinder pressure limitation (flap 2) Order related, required if intake air 0 C3)

Charge air by-pass @ 510/560 kW/cyl. (flap 6) X

Charge air by-pass @ 600 kW/cyl. (flap 6) X X X

Temperature after turbine control by continuously adjustable O O O


waste gate (flap 7)

Turbocharger Compressor cleaning device (wet) X1) X1) X1)

Turbocharger Turbine cleaning device (dry) X X X

Turbocharger Turbine cleaning device (wet) X X X

Two-stage charge air cooler X X X

CHATCO (Charge Air Temperature Control) X X X

Jet Assist O/X2) X X

VVT X X X

Slow turn O X O

Oil mist detector X X X

Splash oil monitoring X X X

Main bearing temperature monitoring X X X

Attached HT cooling water pump X X X

Attached LT cooling water pump O O O

Attached lubrication oil pump X X X

X = required, O = optional, = not required


1)
Not required, if compressor is equipped with insertion casing and pipe and air is led through oil bath air cleaner
(instead of silencer).
2)
Jet Assist required, if a shaft generator with an output higher than 25 % of the nominal engine output is attached to
the gear/engine.
3)
MAN Diesel & Turbo recommends an engine room temperature of +5 C to avoid freezing wetness on intake air
silencer filter mat and electronic equipment.
2 Engine and operation

Table 4: Engine equipment

Engine equipment for various applications General description


Charge air blow-off for If engines are operated at full load at low air intake temperature, the high air
2017-05-02 - 4.7

cylinder pressure limitation density leads to the danger of excessive charge air pressure and, conse-
(see flap 2 in figure quently, to excessive cylinder pressure. In order to avoid such conditions,
Overview flaps, Page part of the charge air is withdrawn downstream (flap 2, cold blow-off) of the
31) charge air cooler and blown off.
Charge air by-pass (see flap The charge air pipe is connected to the exhaust pipe via a reduced diameter
6 in figure Overview flaps, pipe and a by-pass flap. The flap is closed in normal operation.
Page 31)

30 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

At engine load between 20 % and 60 % and at nominal or reduced speed

2.2 Engine design


this charge air by-pass flap is opened to withdraw a part of the charge air
and leads it into the exhaust gas pipe upstream the turbine. The increased
air flow at the turbine results in a higher charge air pressure of the compres-
sor, which leads to an improved operational behavior of the engine. Addi-
tional this flap may be used to avoid surging of the turbocharger.
Temperature after turbine The waste gate is used to by-pass the turbine of the turbocharger with a part
control by continuously of the exhaust gas. This leads to a charge air pressure reduction and the
adjustable waste gate (see temperature after turbine is increased.
flap 7 in figure Overview For plants with an SCR catalyst, downstream of the turbine, a minimum
flaps, Page 31) exhaust gas temperature upstream the SCR catalyst is necessary in order to
ensure its proper performance.
In case the temperature downstream the turbine falls below the set minimum
exhaust gas temperature value, the waste gate is opened gradually in order
to blow-off exhaust gas upstream of the turbine until the exhaust gas tem-
perature downstream of the turbine (and thus upstream of the SCR catalyst)
has reached the required level.

Figure 14: Overview flaps


2 Engine and operation

Two-stage charge air cooler The two stage charge air cooler consists of two stages which differ in the
temperature level of the connected water circuits. The charge air is first
cooled by the HT circuit (high temperature stage of the charge air cooler,
engine) and then further cooled down by the LT circuit (low temperature
stage of the charge air cooler, lube oil cooler).
2017-05-02 - 4.7

CHATCO The charge air temperature control CHATCO serves to prevent accumulation
of condensed water in the charge air pipe. In this connection, the charge air
temperature is, depending on the intake air temperature, controlled in such a
way that, assuming a constant relative air humidity of 80 %, the temperature
in the charge air pipe does not fall below the condensation temperature.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 31 (450)


2 MAN Diesel & Turbo

Jet Assist Jet Assist for acceleration of the turbocharger is uesd where special
2.2 Engine design

demands exist regarding fast acceleration and/or load application. In such


cases, compressed air from the starting air vessels is reduced to a pressure
of approximately 4 bar before being passed into the compressor casing of
the turbocharger to be admitted to the compressor wheel via inclined bored
passages. In this way, additional air is supplied to the compressor which in
turn is accelerated, thereby increasing the charge air pressure. Operation of
the accelerating system is initiated by a control, and limited to a fixed load
range.
VVT VVT (Variable Valve Timing) enables variations in the opening and closing tim-
ing of the inlet valves. At low load operation it is used to attain higher com-
bustion temperatures and thus lower soot emissions. At higher loads it is
used to attain low combustion temperatures and thus lower NOx emissions
(Miller Valve Timing).
Slow Turn Engines, which are equipped with Slow Turn, are automatically turned prior
to engine start with the turning process being monitored by the engine con-
trol. If the engine does not reach the expected number of crankshaft revolu-
tions (2.5 revolutions) within a specified period of time, or in case the Slow
Turn time is shorter than the programmed minimum Slow Turn time, an error
message is issued. This error message serves as an indication that there is
liquid (oil, water, fuel) in the combustion chamber. If the Slow Turn manoeu-
vre is completed successfully, the engine is started automatically.
Slow Turn is always required for plants with power management system
(PMS) demanding automatic engine start.
Oil mist detector Bearing damage, piston seizure and blow-by in combustion chamber leads
to increased oil mist formation. As a part of the safety system the oil mist
detector monitors the oil mist concentration in crankcase to indicate these
failures at an early stage.
Splash oil monitoring The splash oil monitoring system is a constituent part of the safety system.
Sensors are used to monitor the temperature of each individual drive unit (or
pair of drive at V engines) indirectly via splash oil.
Main bearing temperature As an important part of the safety system the temperatures of the crankshaft
monitoring main bearings are measured just underneath the bearing shells in the bearing
caps. This is carried out using oil-tight resistance temperature sensors.
2 Engine and operation

2017-05-02 - 4.7

32 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.3 Ratings (output) and speeds


2.3 Ratings (output) and speeds

2.3.1 General remark


The engine power which is stated on the type plate derives from the follow-
ing sections and corresponds to POperating as described in section Derating,
definition of P Operating, Page 36.

2.3.2 Standard engine ratings

PISO, standard: ISO standard output (as specified in DIN ISO 3046-1)
600 kW/cyl., 720/750 rpm
560 kW/cyl., 720 or 750 rpm for 7L/14V (600 kW/cyl. not available)
No. of cylin- Engine rating, PISO, standard1) 2)
ders,
config. 720 rpm3) 750 rpm
Available turning kW Available turning kW
direction CW/CCW4) direction CW/CCW4)
6L Yes/Yes 3,600 Yes/Yes 3,600

7L Yes/Yes 3,920 5) Yes/Yes 3,920 5)

8L Yes/Yes 4,800 Yes/Yes 4,800

9L Yes/Yes 5,400 Yes/Yes 5,400

10L Yes/Yes 6,000 Yes/Yes 6,000

12V Yes/Yes 7,200 Yes/Yes 7,200

14V Yes/Yes 7,840 5) Yes/Yes 7,840 5)

16V Yes/Yes 9,600 Yes/Yes 9,600

18V Yes/Yes 10,800 Yes/Yes 10,800

20V Yes/No 12,000 Yes/No 12,000

Note:
Power take-off on engine free end up to 100 % of rated output.
1)
PISO, standard as specified in DIN ISO 3046-1, see paragraph Reference conditions for engine rating, Page 34.
2)
Engine fuel: Distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fulfilling the stated qual-
2 Engine and operation

ity requirements.
3)
Speed 720 rpm available for alternator drive only.
4)
CW clockwise; CCW counter clockwise.
5)
With 560 kW/cyl., 600 kW/cyl. not available.
2017-05-02 - 4.7

Table 5: Engine ratings

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 33 (450)


2 MAN Diesel & Turbo

Reference conditions for engine rating


2.3 Ratings (output) and speeds

According to ISO 15550: 2002; ISO 3046-1: 2002

Air temperature before turbocharger tr K/C 298/25

Total barometric pressure pr kPa 100

Relative humidity r % 30

Cooling water temperature inlet charge air cooler (LT stage) K/C 298/25
Table 6: Reference conditions for engine rating
2 Engine and operation

2017-05-02 - 4.7

34 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.3 Ratings (output) and speeds


2.3.3 Engine ratings (output) for different applications

PApplication, ISO: Available output under ISO conditions dependent on application


PApplication Availa- PApplication Availa- Max. fuel Max. per- Tropic Notes Optional
ble output in per- ble output admis- missible condi- power
centage from ISO sion speed tions take-off in
standard output (block- reduction (tr/tcr/ percent-
ing) at maxi- pr=100 age of ISO
mum tor- kPa)2) standard
que1) output
Kind of application % kW/cyl. % % C %

Electricity generation

Auxiliary engines in ships 100 600 110 - 45/38 3) 4)


-
7L/14V: 560

Marine main engines with mechanical or electric propulsion

Main drive with electric pro- 100 600 110 - 45/38 3) 4)


-
pulsion 7L/14V: 560

Mechanical propulsion with 100 600 100 - 45/38 -


CPP5) 7L/14V: 560

Mechanical propulsion with 85 510 100 10 45/38 6) 7)

FPP5) 7L/14V: 90

Suction dredger/pumps (mechanical drive)

Main drive for suction 85 510 100 20 45/38 6) 7)


Up to 100
dredger/pumps for engines 7L/14V: 90
6 10L5)

Main drive for suction 85 510 100 20 45/38 6) 7)


Up to
dredger/pumps for engines 7L/14V: 90 100, only
12 18V5) (not 20V) at nominal
speed
1)
Maximum torque given by available output and nominal speed.
2)
tr = Air temperature at compressor inlet of turbocharger; tcr = Cooling water temperature before charge air cooler; pr
= Barometric pressure.
3)
According to DIN ISO 8528-1 load > 100 % of the rated engine output is permissible only for a short time to pro-
2 Engine and operation

vide additional engine power for governing purpose only (e.g. transient load conditions and suddenly applied
load).This additional power shall not be used for the supply of electrical consumers.
4)
12 20V GenSets with flexible coupling only.
5)
Only applicable with nominal speed of 750 rpm.
6)
According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines
2017-05-02 - 4.7

listed in the column PApplication.


7)
Special turbocharger matching required.
Table 7: Available outputs/related reference conditions MAN 32/44CR

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 35 (450)


2 MAN Diesel & Turbo
2.3 Ratings (output) and speeds

2.3.4 Derating, definition of POperating

POperating: Available rating (output) under local conditions and dependent on


application

Dependent on local conditions or special application demands a further load


reduction of PApplication, ISO might be required.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

1. No derating
No derating necessary, provided that the conditions listed are met:

No derating up to stated reference


conditions (tropic), see 1.
Air temperature before turbocharger Tx 318 K (45 C)

Ambient pressure 100 kPa (1 bar)

Cooling water temperature inlet charge air cooler (LT stage) 311 K (38 C)

Intake pressure before compressor 2 kPa1)

Exhaust gas back pressure after turbocharger 5 kPa1)

Relative humidity r 60 %
1)
Below/above atmospheric pressure.
Table 8: Derating Limits of ambient conditions

2. Derating
Contact MAN Diesel & Turbo:
If limits of ambient conditions mentioned in the upper table Derating
Limits of ambient conditions, Page 36 are exceeded. A special calcula-
tion is necessary.
If higher requirements for the emission level exist. For the permissible
requirements see section Exhaust gas emission, Page 144.
If special requirements of the plant for heat recovery exist.
2 Engine and operation

If special requirements on media temperatures of the engine exist.


If any requirements of MAN Diesel & Turbo mentioned in the Project
Guide cannot be met.
2017-05-02 - 4.7

36 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.3 Ratings (output) and speeds


2.3.5 Engine speeds and related main data

Rated speed rpm 720 750

Mean piston speed m/s 10.6 11.0

Ignition speed rpm V engine: 45


(starting device deactivated) L engine: 60

Engine running 180


(activation of alarm- and safety system)

Speed set point Deactivation prelubrication pump 400


(engines with attached lube oil pump) (For FPP: 230 rpm)

Speed set point Deactivation external cooling water pump 500


(engines with attached cooling water pump) (For FPP: 230 rpm)

Speed set point Activation HT CW service support pump - 220


(free-standing), (only for FPP)

Speed set point Deactivation HT CW service support - 450


pump (free-standing), (only for FPP)

Speed set point Activation lube oil service support pump - With engine start
(free-standing), (only for FPP)

Speed set point Deactivation lube oil service support - 450


pump (free-standing), (only for FPP)

Minimum engine operating speed1)


FPP (30 % of nominal speed) Not available 225
CPP (60 % of nominal speed) Not available 450
GenSet (100 % of nominal speed) 720 750

Clutch
Minium engine speed for activation (FPP) "Minimum engine operating speed" x 1.3
Minium engine speed for activation (CPP) "Minimum engine operating speed" x 1.1
Maximum engine speed for activation 720 2)/750 2)

Highest engine operating speed 749 3) 780 3)

Alarm overspeed (110 % of nominal speed) 792 825


2 Engine and operation

Auto shutdown overspeed (115 % of nominal speed) 828 863


via control module/alarm

Speed adjusting range See section Speed adjusting range, Page


38
2017-05-02 - 4.7

Alternator frequency for GenSet Hz 60 50

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 37 (450)


2 MAN Diesel & Turbo

Number of pole pairs - 5 4


2.3 Ratings (output) and speeds

1)
In rare occasions it might be necessary that certain engine speed intervals have to be barred for continuous opera-
tion. For FPP applications as well as for applications using resilient mounted engines, the admissible engine speed
range has to be confirmed (preferably at an early project phase) by a torsional vibration calculation, by a dimensioning
of the resilient mounting, and, if necessary, by an engine operational vibration calculation.
2)
May possibly be restricted by manufacturer of clutch.
This concession may possibly be restricted, see section Available outputs and permissible frequency deviations,
3)

Page 65.
Table 9: Engine speeds and related main data

2.3.6 Speed adjusting range


The following specification represents the standard settings. For special
applications, deviating settings may be necessary.
Drive Speed droop Maximum speed at Maximum speed at Minimum speed
full load idle running
Electronic 1 main engine with 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %
speed controllable pitch propeller
control and without PTO

1 main engine with 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %


controllable pitch propeller
and with PTO

Parallel operation of 2
engines driving 1 shaft with/
without PTO:
Load sharing via speed 5% 100 % (+0.5 %) 105 % (+0.5 %) 60 %
droop
or
master/slave operation 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %

GenSets/diesel-electric
plants:
With load sharing via speed 5% 100 % (+0.5 %) 105 % (+0.5 %) 60 %
droop
or
isochronous operation 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %
2 Engine and operation

Fixed pitch propeller plants 0% 100 % (+0.5 %) - 30 %


Table 10: Electronic speed control

Note:
For single-engine plants with fixed pitch propeller, the speed droop is of no
2017-05-02 - 4.7

significance.
Only if several engines drive one shaft with fixed pitch propeller, the speed
droop is relevant for the load distribution. In the case of electronic speed
control, a speed droop of 0 % is also possible during parallel operation.

38 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.4 Increased exhaust gas pressure due to exhaust gas


after treatment installations
2.4 Increased exhaust gas pressure due to exhaust gas after treatment
installations

Resulting installation demands

If the recommended exhaust gas back pressure as stated in section Operat-


ing/service temperatures and pressures, Page 132 cannot be met due to
exhaust gas after treatment installations following limit values need to be
considered.
Exhaust gas back pressure after turbocharger
Operating pressure pexh, maximum specified 0 50 mbar

Operating pressure pexh, range with increase of fuel consumption 50 80 mbar

Operating pressure pexh, where a customised engine matching is required > 80 mbar

Table 11: Exhaust gas back pressure after turbocharger

Intake air pressure before turbocharger


Operating pressure pintake, standard 0 20 mbar

Operating pressure pintake, range with increase of fuel consumption 20 40 mbar

Operating pressure pintake, where a customised engine matching is required < 40 mbar

Table 12: Intake air pressure before turbocharger

Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before
turbocharger
Operating pressure pexh + Abs(pintake), standard 0 70 mbar

Operating pressure pexh + Abs(pintake), range with increase of fuel consumption 70 120 mbar

Operating pressure pexh + Abs(pintake), where a customised engine matching is required > 120 mbar

Table 13: Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air
pressure before turbocharger

Maximum exhaust gas pressure drop Layout


Shipyard and supplier of equipment in exhaust gas line have to ensure
that pressure drop pexh over entire exhaust gas piping incl. pipe work,
scrubber, boiler, silencer, etc. must stay below stated standard operating
2 Engine and operation

pressure at all operating conditions.


It is recommended to consider an additional 10 mbar for consideration of
aging and possible fouling/staining of the components over lifetime.
A proper dimensioning of the entire flow path including all installed com-
ponents is advised or even the installation of an exhaust gas blower if
2017-05-02 - 4.7

necessary.
At the same time the pressure drop pintake in the intake air path must be
kept below stated standard operating pressure at all operating conditions
and including aging over lifetime.
For significant overruns in pressure losses even a reduction in the rated
power output may become necessary.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 39 (450)


2 MAN Diesel & Turbo

On plant side it must be prepared, that pressure sensors directly after


turbine outlet and directly before compressor inlet may be installed to
2.4 Increased exhaust gas pressure due to exhaust gas
after treatment installations

verify above stated figures.


By-pass for emergency operation
Evaluate if the chosen exhaust gas after treatment installation demands a
by-pass for emergency operation.
For scrubber application, a by-pass is recommended to ensure emer-
gency operation in case that the exhaust gas cannot flow through the
scrubber freely.
The by-pass needs to be dimensioned for the same pressure drop as the
main installation that is by-passed otherwise the engine would oper-
ated on a differing operating point with negative influence on the per-
formance, e.g. a lower value of the pressure drop may result in too high
turbocharger speeds.
Single streaming per engine recommended/multi-streaming to be evaluated
project-specific
In general each engine must be equipped with a separate exhaust gas
line as single streaming installation. This will prevent reciprocal influencing
of the engine as e.g. exhaust gas backflow into an engine out of opera-
tion or within an engine running at very low load (negative pressure drop
over the cylinder can cause exhaust gas back flow into intake manifold
during valve overlap).
In case a multi-streaming solution is realised (i.e. only one combined
scrubber for multiple engines) this needs to be stated on early project
stage. Hereby air/exhaust gas tight flaps need to be provided to safe-
guard engines out of operation. A specific layout of e.g. sealing air mass
flow will be necessary and also a power management may become nec-
essary in order to prevent operation of several engines at very high loads
while others are running on extremely low load. A detailed analysis as
HAZOP study and risk analysis by the yard becomes mandatory.
Engine to be protected from backflow of media out of exhaust gas after
treatment installation
A backflow of e.g. urea, scrubbing water, condensate or even rain from
the exhaust gas after treatment installation towards the engine must be
prevented under all operating conditions and circumstances, including
engine or equipment shutdown and maintenance/repair work.
Turbine cleaning
Both wet and dry turbine cleaning must be possible without causing mal-
functions or performance deterioration of the exhaust system incl. any
installed components such as boiler, scrubber, silencer, etc.
White exhaust plume by water condensation
2 Engine and operation

When a wet scrubber is in operation, a visible exhaust plume has to be


expected under certain conditions. This is not harmful for the environ-
ment. However, countermeasures like reheating and/or a demister
should be considered to prevent condensed water droplets from leaving
the funnel, which would increase visibility of the plume.
The design of the exhaust system including exhaust gas after treatment
2017-05-02 - 4.7

installation has to make sure that the exhaust flow has sufficient velocity
in order not to sink down directly onboard the vessel or near to the plant.
At the same time the exhaust pressure drop must not exceed the limit
value.
Vibrations

40 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

There must be a sufficient decoupling of vibrations between engine and


exhaust gas system incl. exhaust gas after treatment installation, e.g. by

2.4 Increased exhaust gas pressure due to exhaust gas


after treatment installations
compensators.

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 41 (450)


2 MAN Diesel & Turbo
2.5 Starting

2.5 Starting

2.5.1 General remarks


Engine and plant installation need to be in accordance to the below stated
requirements and the required starting procedure.
Note:
Statements are relevant for non arctic conditions.
For arctic conditions consider relevant sections and clarify undefined details
with MAN Diesel & Turbo.

2.5.2 Type of engine start

Normal start
The standard procedure for starting of engines in accordance to MAN Diesel
& Turbo guidelines.

Stand-by start
Shortened starting up procedure: Several preconditions and plant installa-
tions required.

Blackout start
A monitored engine start (without monitoring of lube oil pressure) within 1
hour after stop of engine that has been faultless in operation or 1 hour after
end of stand-by mode.

Emergency start
Start of engine at emergency start valve at engine (if applied). These engine
starts will be applied only in emergency cases, where the customer accepts,
that the engine might be harmed.

2.5.3 Requirements on engine and plant installation

General requirements on engine and plant installation


As a standard and for the start-up in normal starting mode (preheated
engine) following installations are required:
Engine Lube oil service pump (attached)
2 Engine and operation

Plant Prelubrication pump (free-standing)


Preheating HT cooling water system (60 90 C)
Preheating lube oil system (> 40 C). For maximum admissible value see
table Lube oil, Page 135
For FPP application the availability of the lube oil service support pump
2017-05-02 - 4.7

must be ensured

Requirements on engine and plant installation for "Stand-by Operation"


capability
To enable in addition to the normal starting mode also an engine start from
PMS (power management system) from stand-by mode with thereby short-
ened start-up time following installations are required:

42 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Engine Lube oil service pump (attached).

2.5 Starting
Plant Prelubrication pump (free-standing) with low pressure before engine
(0.3 bar < pOil before engine < 0.6 bar).
Preheating HT cooling water system (60 90 C).
Preheating lube oil system (> 40 C). For maximum admissible value see
table Lube oil, Page 135.
Power management system with supervision of stand-by times engines.
For FPP application the availability of the lube oil service support pump
must be ensured

Additional requirements on engine and plant installation for "Blackout


start" capability
Following additional installations to the above stated ones are required to
enable in addition a "Blackout start":
Engine HT CW service pump (attached) recommended.
LT CW service pump (attached) recommended.
Attached fuel oil supply pump recommended (if applicable).
Plant Equipment to ensure fuel oil pressure of > 0.6 bar for engines with con-
ventional injection system and > 3.0 bar for engines with common rail
system.
If fuel oil supply pump is not attached to the engine:
Air driven fuel oil supply pump or fuel oil service tanks at sufficient height
or pressurised fuel oil tank.

2.5.4 Starting conditions

Type of engine start: Blackout start Stand-by start Normal start


Explanation: After blackout From stand-by mode After stand-still
Start-up time until load < 1 minute < 1 minute > 2 minutes
application:
General notes

- Engine start-up only within 1 h Maximum stand-by time 7 days Standard


after stop of engine that has Supervised by power
been faultless in operation or management system plant.
within 1 h after end of stand-by
mode. Stand-by mode is only possible
after engine has been faultless in
2 Engine and operation

operation and has been faultless


stopped.

Additional external sig- Blackout start Stand-by request -


nal:
2017-05-02 - 4.7

Table 14: Starting conditions General notes

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 43 (450)


2 MAN Diesel & Turbo

Type of engine start: Blackout start Stand-by start Normal start


2.5 Starting

General engine status No start-blocking active Engine in proper condition Engine in proper
No start-blocking active condition
Note: No start-blocking active
Start-blocking of engine leads to
withdraw of "Stand-by
Operation".

Slow turn to be No No Yes1)


conducted?

Engine to be prehea- No2) Yes Yes


ted and prelubricated?
1)
It is recommended to install slow turn. Otherwise the engine has to be turned by turning gear.
2)
Valid only, if mentioned above conditions (see table Starting conditions General notes, Page 43) have been con-
sidered. Non-observance endangers the engine or its components.
Table 15: Starting conditions Required engine conditions
2 Engine and operation

2017-05-02 - 4.7

44 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Type of engine start: Blackout start Stand-by start Normal start

2.5 Starting
Lube oil system

Prelubrication period No1) Permanent Yes, previous to engine


start

Prelubrication pres- - see section Operating/service see section Operating/


sure before engine temperatures and pressures, service temperatures
Page 132 limits according figure and pressures, Page
"Prelubrication/postlubrication 132 limits according
lube oil pressure (duration > 10 figure "Prelubrication/
min)" postlubrication lube oil
pressure (duration 10
min)"

Lube oil to be prehea- No1) Yes Yes


ted?

HT cooling water

HT cooling water to be No1) Yes Yes


preheated?

Fuel system

For MGO/MDO opera- Sufficient fuel oil pressure at Supply pumps in operation or with starting command to
tion engine inlet needed. engine.

For HFO operation Sufficient fuel oil pressure at Supply and booster pumps in operation, fuel preheated to
engine inlet needed (MGO/ operating viscosity.
MDO-operation recommended). In case of permanent stand-by of liquid fuel engines or
Emergency fuel supply pumps during operation of an DF engine in gas mode a periodical
in MGO/MDO mode always. exchange of the circulating HFO has to be ensured to
avoid cracking of the fuel. This can be done by releasing a
certain amount of circulating HFO into the day tank and
substituting it with "fresh" fuel from the tank.
1)
Valid only, if mentioned above conditions (see table Starting conditions General notes, Page 43) have been con-
sidered. Non-observance endangers the engine or its components.
Table 16: Starting conditions Required system conditions

Additional remark regarding "Blackout start"


If additional requirements on engine and plant installation for "Blackout start"
2 Engine and operation

capability are fullfilled, it is possible to start up the engine in shorter time. But
untill all media systems are back in normal operation the engine can only be
operated according to the settings of alarm and safety system.
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 45 (450)


2 MAN Diesel & Turbo
2.6 Low load operation

2.6 Low load operation

Definition
Basically, the following load conditions are distinguished:

Overload: > 100 % of the full load power


Full load: 100 % of the full load power
Part load: < 100 % of the full load power
Low load: < 25 % of the full load power

Correlations The best operating conditions for the engine prevail under even loading in the
range of 60 % to 90 % of full load power.
During idling or engine operation at a low load, combustion in the combus-
tion chamber is incomplete.
This may result in the forming of deposits in the combustion chamber, which
will lead to increased soot emission and to increasing cylinder contamination.
This process is more acute in low load operation and during manoeuvring
when the cooling water temperatures are not kept at the required level, and
are decreasing too rapidly. This may result in too low charge air and com-
bustion chamber temperatures, deteriorating the combustion at low loads
especially in heavy fuel operation.
Operation with heavy fuel oil Based on the above, the low load operation in the range of < 25 % of the full
(fuel of RM quality) or with load is subjected to specific limitations. According to Fig. Time limitations for
MGO (DMA, DMZ) or low load operation (left), duration of "relieving operation" (right), Page 46
MDO(DMB) immediately after a phase of low load operation the engine must be operated
at > 70 % of full load for some time in order to reduce the deposits in the
cylinders and the exhaust gas turbocharger again.
There are no restrictions at loads > 25 % of the full load, provided that
the specified engine operating values are not exceeded.
Continuous operation at < 25 % of the full load should be avoided when-
ever possible.
No-load operation, particularly at nominal speed (alternator operation) is
only permissible for one hour maximum.
After 500 hours of continuous operation with liquid fuel, at a low load in the
range of 20 % to 25 % of the full load, the engine must be run-in again.
See section Engine running in, Page 427.
2 Engine and operation

2017-05-02 - 4.7

46 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.6 Low load operation


* Generally, the time limits in heavy fuel oil operation apply to all HFO grades according to the des-
ignated fuel specification. In certain rare cases, when HFO grades with a high ignition delay
together with a high coke residues content are used, it may be necessary to raise the total level
of the limiting curve for HFO from 20% up to 30%.
P Full load performance in % t Operating time in hours (h)

Figure 15: Time limitation for low load operation (left), duration of "relieving operation" (right)

Example for heavy fuel oil (HFO)


Line a Time limits for low load operation with heavy fuel oil:
At 10 % of the full load, operation on heavy fuel oil is allowable for 19 hours
maximum.
Line b Duration of "relieving operation":
Let the engine run at a load > 70 % of the full load appr. within 1.2 hours to
burn the deposits formed.
Note:
The acceleration time from the actual load up to 70 % of the full load must
be at least 15 minutes.
2 Engine and operation

Example for MGO/MDO


Line A Time limits for low load operation with MGO/MDO:
At 17 % of the full load, operation on MGO/MDO is allowable appr. for 200
hours maximum.
2017-05-02 - 4.7

Line B Duration of "relieving operation":


Let the engine run at a load > 70 % of the full load appr. within 18 minutes to
burn the deposits formed.
Note:
The acceleration time from the actual load up to 70 % of the full load must
be at least 15 minutes.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 47 (450)


2 MAN Diesel & Turbo
2.7 Start-up and load application

2.7 Start-up and load application

2.7.1 General remarks


In the case of highly supercharged engines, load application is limited. This is
due to the fact that the charge-air pressure build-up is delayed by the turbo-
charger run-up. Besides, a low load application promotes uniform heating of
the engine.
In general, requirements of the International Association of Classification
Societies (IACS) and of ISO 8528-5 are valid.
According to performance grade G2 concerning:
Dynamic speed drop in % of the nominal speed 10 %.
Remaining speed variation in % of the nominal speed 5 %.
Recovery time until reaching the tolerance band 1 % of nominal speed
5 seconds.
Clarify any higher project-specific requirements at an early project stage with
MAN Diesel & Turbo. They must be part of the contract.
In a load drop of 100 % nominal engine power, the dynamic speed variation
must not exceed:
10 % of the nominal speed.
The remaining speed variation must not surpass 5 % of the nominal
speed.
To limit the effort regarding regulating the media circuits, also to ensure an
uniform heat input it always should be aimed for longer load application times
by taking into account the realistic requirements of the specific plant.
All questions regarding the dynamic behaviour should be clarified in close
cooperation between the customer and MAN Diesel & Turbo at an early
project stage.
Requirements for plant design:
The load application behaviour must be considered in the electrical sys-
tem design of the plant.
The system operation must be safe in case of graduated load applica-
tion.
The load application conditions (E-balance) must be approved during the
planning and examination phase.

2 Engine and operation

The possible failure of one engine must be considered, see section Gen-
erator operation/electric propulsion Power management, Page 66.

2.7.2 Start-up time


General remark Prior to the start-up of the engine it must be ensured that the emergency
2017-05-02 - 4.7

stop of the engine is working properly. Additionally all required supply sys-
tems must be in operation or in standby operation.
Start-up Preheated engine For the start-up of the engine it needs to be preheated:
Lube oil temperature 40 C
Cooling water temperature 60 C

48 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

The required start-up time in normal starting mode (preheated engine), with

2.7 Start-up and load application


the required time for starting up the lube oil system and prelubrication of the
engine is shown in figure below.
Start-up Cold engine In case of emergency, it is possible to start the cold engine provided the
required media temperatures are present:
Lube oil > 20 C, cooling water > 20 C.
Distillate fuel must be used until warming up phase is completed.
The engine is prelubricated. Due to the higher viscosity of the lube oil of a
cold engine the prelubrication phase needs to be increased.
The engine is started and accelerated up to 100 % engine speed within
1 3 minutes.
Before further use of the engine a warming up phase is required to reach at
least the level of the regular preheating temperatures (lube oil temperature
> 40 C, cooling water temperature > 60 C), see figure below.

Figure 16: Start-up time (not stand-by mode) for preheated engine and cold engine (emergency case)
2 Engine and operation

Start-up Engine in stand- For engines in stand-by mode the required start-up time is shortened
by mode accordingly to figure below. Engines in stand-by mode can be started with
normal starting procedure at any time.
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 49 (450)


2 MAN Diesel & Turbo
2.7 Start-up and load application

Figure 17: Start-up time from stand-by mode

Emergency start-up In case of emergency, the run-up time of the engine may be shortened
according to following figure. Be aware that this is near to the maximum
capability of the engine, so exhaust gas will be visible (opacity > 60 %). The
shortest possible run-up time can only be achieved with Jet Assist.
Note:
Emergency start-up only can be applied if following is provided:
Engine to be equipped with Jet Assist.
External signal from plant to be provided for request to SaCoS for emer-
gency start-up.
Explanation: Required to distinguish from normal start-up.
2 Engine and operation

2017-05-02 - 4.7

50 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.7 Start-up and load application


Figure 18: Emergency start-up (stand-by mode)

General remark Relevance of the specific starting phases depends on the application and on
layout of the specific plant.
Specified minimum run up time is based on the value "Required minimum
total moment of inertia" in the table(s) in section Moments of inertia Crank-
shaft, damper, flywheel, Page 161. If the moment of inertia of the GenSet is
higher as the stated value in that table, then also the run-up time is extended
accordingly.

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 51 (450)


2 MAN Diesel & Turbo
2.7 Start-up and load application

2.7.3 Load application Cold engine (emergency case)


Cold engine Warming up If the cold engine has been started and runs at nominal speed as prescribed
following procedure is relevant:
Distillate fuel must be used until warming up phase is completed.
Loading the engine gradually up to 30 % engine load within 6 to 8
minutes.
Keep the load at 30 % during the warming up phase until oil temperature
> 40 C and cooling water temperature > 60 C are reached.
The necessary time span for this process depends on the actual media tem-
peratures and the specific design of the plant. After these prescribed media
temperatures are reached the engine can be loaded up according the dia-
gram for a preheated engine.

Figure 19: Load application, emergency case; cold engines

2.7.4 Load application for electric propulsion/auxiliary GenSet


2 Engine and operation

Load application Preheated In general it is recommended to apply the load according to curve "Normal
engine loading" see figure below. This ensures uniform heat input to the engine
and exhaust gas below the limit of visibility (opacity below 10 %). Jet Assist is
not required in this case.
2017-05-02 - 4.7

Load application Engine at Even after the engine has reached normal engine operating temperatures it is
normal operating recommended to apply the load according to curve "Normal loading". Jet
temperatures Assist is not required in this case. Even for "Short loading" no Jet Assist is
required. Load application according the "Short loading" curve may be affec-
ted by visible exhaust gas (opacity up to 30 %).

52 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Emergency loading "Emergency loading" is the shortest possible load application time for contin-

2.7 Start-up and load application


Preheated engine uously loading, applicable only in emergency case.
Note:
Stated load application times within figure(s) Load application, Page 53 is
valid after nominal speed is reached and synchronisation is done.
For this purpose, the power management system should have an own emer-
gency operation programme for quickest possible load application. Be aware
that this is near to the maximum capability of the engine, so exhaust gas will
be visible. The shortest possible load application time can only be achieved
with Jet Assist.

Figure 20: Load application

Load application DP-mode For engines specified for DP-applications after these has reached normal
operating temperature the respective curves are relevant.
2 Engine and operation

Please be aware that the typical load range of 15 % to 90 % is visualized.


The load application curves for DP-mode are near to the maximum capability
of the engine, so exhaust gas may be visible (Opacity up to 60 %). Recom-
mended to operate on DMA, DMZ or DMB-grade fuel. If low opacity values
2017-05-02 - 4.7

are required the time for load application needs to be increased.


Note:
Stated values are for engine plus standard generator.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 53 (450)


2 MAN Diesel & Turbo
2.7 Start-up and load application

Figure 21: Load application DP-mode

2.7.5 Load application Load steps (for electric propulsion/auxiliary GenSet)

Minimum requirements of The specification of the IACS (Unified Requirement M3) contains first of all
classification societies and guidelines for suddenly applied load steps. Originally two load steps, each
ISO rule 50 %, were described. In view of the technical progress regarding increasing
mean effective pressures, the requirements were adapted. According to
IACS and ISO 8528-5 following diagram is used to define based on the
mean effective pressure of the respective engine the load steps for a load
application from 0 % load to 100 % load. This diagram serves as a guideline
for four stroke engines in general and is reflected in the rules of the classifica-
tion societies.
Be aware, that for marine engines load application requirements must be
2 Engine and operation

clarified with the respective classification society as well as with the shipyard
and the owner.
2017-05-02 - 4.7

54 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.7 Start-up and load application


Figure 22: Load application in steps as per IACS and ISO 8528-5

P [%] Engine load 1 1st Step

pme [bar] Mean effective pressure 2 2nd Step

3 3rd Step

4 4th Step

5 5th Step

Exemplary requirements
Minimum requirements concerning dynamic speed drop, remaining speed
variation and recovery time during load application are listed below.
Classification society Dynamic speed Remaining speed Recovery time until
drop in % of the variation in % of reaching the tolerance
nominal speed the nominal speed band 1 % of nominal
speed
Germanischer Lloyd 10 % 5% 5 sec.

RINA

Lloyds Register 5 sec., max 8 sec.

American Bureau of 5 sec.


Shipping
2 Engine and operation

Bureau Veritas

Det Norske Veritas

ISO 8528-5
Table 17: Minimum requirements of some classification societies plus ISO
2017-05-02 - 4.7

rule

In case of a load drop of 100 % nominal engine power, the dynamic speed
variation must not exceed 10 % of the nominal speed and the remaining
speed variation must not surpass 5 % of the nominal speed.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 55 (450)


2 MAN Diesel & Turbo

Engine specific load steps If the engine has reached normal operating temperature, load steps can be
2.7 Start-up and load application

Normal operating applied according to the diagram below. The load step has to be chosen
temperature depending on the desired recovery time. These curves are for engine plus
standard generator plant specific details and additional moments of inertia
need to be considered. If low opacity values (below 30 % opacity) are
required, load steps should be maximum 20 % (without Jet Assist), maxi-
mum 25 % (with Jet Assist).
Before an additional load step will be applied, at least 20 seconds waiting
time after initiation of the previous load step needs to be considered.
After nominal speed is reached and synchronisation is done, the load appli-
cation process is visualised in the following diagrams.

Figure 23: Load application by load steps Speed drop and recovery time
2 Engine and operation

2017-05-02 - 4.7

56 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.7 Start-up and load application


2.7.6 Load application for mechanical propulsion (FPP and CPP)

Acceleration times for fixed pitch and controllable pitch propeller plants
General remark Stated acceleration times in the following figure are valid for the engine itself.
Depending on the project specific propulsion train (moments of inertia, vibra-
tion calculation etc.) project specific this may differ. Of course, the accelera-
tion times are not valid for the ship itself, due to the fact, that the time con-
stants for the dynamic behavior of the engine and the vessel may have a
ratio of up to 1:100, or even higher (dependent on the type of vessel). The
effect on the vessel must be calculated separately.
Propeller control For remote controlled propeller drives for ships with unmanned or centrally
monitored engine room operation in accordance to IACS Requirements
concerning MACHINERY INSTALLATIONS, M43, a single control device for
each independent propeller has to be provided, with automatic performance
preventing overload and prolonged running in critical speed ranges of the
propelling machinery. Operation of the engine according to the relevant and
specific operating range (e.g. Operating range for controllable pitch propeller
(CPP)) has to be ensured. In case of a manned engine room and manual
operation of the propulsion drive, the engine room personnel are responsible
for the soft loading sequence, before control is handed over to the bridge.
If the direction of the drive shaft is to be changed during maneuvering
(applies in particular to fixed pitch propeller plants) the resulting jolt, the pos-
sibility of wind milling and operation in the permitted operating range of the
engine needs to be considered. It should be aimed for the lowest possible
rotational speed of the propeller shaft, when the rotation direction change is
initiated. Already in the project planning and design phase the installation of a
shaft brake should be considered.
Load control programme The lower time limits for normal and emergency manoeuvres are given in our
diagrams for application and shedding of load. We strongly recommend that
the limits for normal manoeuvring are observed during normal operation. An
automatic change-over to a shortened load programme is required for emer-
gency manoeuvres. The final design of the programme should be jointly
determined by all the parties involved, considering the demands for manoeu-
vring and the actual service capacity.
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 57 (450)


2 MAN Diesel & Turbo
2.7 Start-up and load application
2 Engine and operation

2017-05-02 - 4.7

Figure 24: Control lever setting and corresponding engine specific acceleration times (for guidance)

58 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.8 Engine load reduction


2.8 Engine load reduction

Sudden load shedding


For the sudden load shedding from 100 % to 0 % engine load, several
requirements of the classification societies regarding the dynamic and per-
manent change of engine speed have to be fulfilled.
In case of a sudden load shedding and related compressor surging, check
the proper function of the turbocharger silencer filter mat.

Recommended load reduction/stopping the engine


Figure Engine ramping down, generally, Page 59 shows the shortest possi-
ble times for continuously ramping down the engine and a sudden load
shedding.
To limit the effort regarding regulating the media circuits and also to ensure
an uniform heat dissipation it always should be aimed for longer ramping
down times by taking into account the realistic requirements of the specific
plant.
Before final engine stop, the engine has to be operated for a minimum of
1 minute at idling speed.

Run-down cooling
In order to dissipate the residual engine heat, the system circuits should be
kept in operation after final engine stop for a minimum of 15 minutes.

2 Engine and operation


2017-05-02 - 4.7

Figure 25: Engine ramping down, generally

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 59 (450)


2 MAN Diesel & Turbo
2.10 Engine operation under arctic conditions

2.9 Engine load reduction as a protective safety measure

Requirements for the power management system/propeller control


In case of a load reduction request due to predefined abnormal engine
parameter (e.g. high exhaust gas temperature, high turbine speed, high lube
oil temperature) the power output (load) must be ramped down as fast as
possible to 60 % load.
Therefore the power management system/propeller control has to meet the
following requirements:
After a maximum of 5 seconds after occurrence of the load reduction
signal, the engine load must be reduced by at least 5 %.
Then, within the next time period of maximum 30 sec. an additional
reduction of engine load by at least 35 % needs to be applied.
The prohibited range shown in figure Engine load reduction as a pro-
tective safety measure, Page 60 has to be avoided.

Figure 26: Engine load reduction as a protective safety measure


2 Engine and operation

2.10 Engine operation under arctic conditions


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Arctic condition is defined as:


Air intake temperatures of the engine below +5 C.
If engines operate under arctic conditions (intermittently or permanently), the
engine equipment and plant installation have to hold certain design features
and meet special requirements. They depend on the possible minimum air
intake temperature of the engine and the specification of the fuel used.

60 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Minimum air intake temperature of the engine, tx:

2.10 Engine operation under arctic conditions


Category 1
+5 C > tx > 15 C
Category 2
15 C tx > 50 C

Special engine design requirements


Special engine equipment needed for arctic conditions Category 1 and Cate-
gory 2, see section Engine equipment for various applications, Page 30.

Engine equipment
SaCoSone SaCoSone equipment is suitable to be stored at minimum ambient tem-
peratures of 15 C.
In case these conditions cannot be met, protective measures against cli-
matic influences have to be taken for the following electronic compo-
nents:
EDS Databox APC620
TFT-touchscreen
Emergency switch module BD5937
These components have to be stored at places, where the temperature
is above 15 C.
A minimum operating temperature of 0 C has to be ensured. The use
of an optional electric heating is recommended.

Alternators
Alternator operation is possible according to suppliers specification.

Plant installation
Engine intake air Cooling down of engine room due to cold ambient air can be avoided by
conditioning supplying the engine directly from outside with combustion air. For this
the combustion air must be filtered (see quality requirements in section
Specification of intake air (combustion air), Page 267). Moreover a drop-
let separator and air intake silencer become necessary. See section
External intake air supply system, Page 360. According to classification
rules it may be required to install two air inlets from the exterior, one at
starboard and one at portside.
Cold intake air from outside is preheated in front of the cylinders in the
charge air cooler. HT water serves as heat source. Depending on load
2 Engine and operation

and air temperature additional heat has then to be transferred to the HT


circuit by a HT preheating module.
It is necessary to ensure that the charge air cooler cannot freeze when
the engine is out of operation (and the cold air is at the air inlet side). HT-
cooling water preheating will prevent this. Additionally it is recommended
to prepare the combustion air duct upstream of the engine for the instal-
2017-05-02 - 4.7

lation of a blanking plate, necessary to be installed in case of malfunction


on the HT-cooling water preheating system.
Category 1
Charge air blow-off is activated at high engine load with low combustion
air temperature. With a blow-off air duct installed in the plant, it can be
recirculated in the combustion air duct upstream of the engine. Alterna-
tively, only if blow-off air is deviated downstream of the charge air coolers

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 61 (450)


2 MAN Diesel & Turbo

and is cold (depending on engine type), blow-off air can be directly


released in the engine room. Then a blow-off air silencer installed in the
2.10 Engine operation under arctic conditions

plant becomes necessary.


Alternatively engine combustion air and engine room ventilation air can
be introduced together in the engine room, if heated adequately and if
accepted by the classification company.
Category 2
Please contact MAN Diesel & Turbo.
Instruction for minimum In general the minimum viscosity before engine of 1.9 cSt must not be
admissible fuel temperature undershoot.
The fuel specific characteristic values pour point and cold filter plug-
ging point have to be observed to ensure pumpability respectively filter-
ability of the fuel oil.
Fuel temperatures of 10 C are to be avoided, due to temporarily
embrittlement of seals used in the engines fuel oil system. As a result
they may suffer a loss of function.
Minimum engine room Ventilation of engine room.
temperature The air of the engine room ventilation must not be too cold (preheating is
necessary) to avoid the freezing of the liquids in the engine room sys-
tems.
Minimum powerhouse/engine room temperature for design +5 C.
Coolant and lube oil systems Coolant and lube oil system have to be preheated for each individual
engine, see section Starting conditions.
See also the specific information regarding special arrangements for arc-
tic conditions, see section Lube oil system, Page 281 and Water sys-
tems, Page 299.
Design requirements for the external preheater of HT-cooling water sys-
tems according to stated preheater sizes, see figure Required preheater
size to avoid heat extraction from HT system, Page 63.
Maximum permissible antifreeze concentration (ethylene glycol) in the
engine cooling water.
An increasing proportion of antifreeze decreases the specific heat
capacity of the engine cooling water, which worsens the heat dissipation
from the engine and will lead to higher component temperatures.
Therefore, the antifreeze concentration of the engine cooling water sys-
tems (HT and NT) within the engine room, respectively power house,
should be below a concentration of 40 % glycol. Any concentration of >
55 % glycol is forbidden.
If a concentration of anti-freezing agents of > 50 % in the cooling water
systems is required, contact MAN Diesel & Turbo for approval.
2 Engine and operation

For information regarding engine cooling water see section Specification


for engine supplies, Page 227.
Insulation The design of the insulation of the piping systems and other plant parts
(tanks, heat exchanger, external intake air duct etc.) has to be modified and
designed for the special requirements of arctic conditions.
2017-05-02 - 4.7

Heat tracing To support the restart procedures in cold condition (e.g. after unmanned sur-
vival mode during winter), it is recommended to install a heat tracing system
in the pipelines to the engine.
Note:
A preheating of the lube oil has to be ensured. If the plant is not equipped
with a lube oil separator (e.g. plants only operating on MGO) alternative
equipment for preheating of the lube oil must be provided.

62 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

For plants taken out of operation and cooled down below temperatures of

2.10 Engine operation under arctic conditions


+5 C additional special measures are required in this case contact MAN
Diesel & Turbo.

Heat extraction HT system and preheater sizes


After engine start, it is necessary to ramp up the engine to the below speci-
fied Range II to prevent too high heat loss and resulting risk of engine dam-
age. Thereby Range I must be passed as quick as possible to reach Range
II. Be aware that within Range II low load operation restrictions may apply.
If operation within Range I is required, the preheater size within the plant
must be capable to preheat the intake air to the level, where heat extraction
from the HT system is not longer possible.
Example 1:
Operation at 20 % engine load and 45 C intake air temperature wanted
Preheating of intake air from 45 C up to minimum 16.5 C required
=> according diagram preheater size of 10.4 kW/cyl. required.
Ensure that this preheater size is installed, otherwise this operation point
is not permissible
All preheaters need to be operated in parallel to engine operation until mini-
mum engine load is reached.

2 Engine and operation

Figure 27: Required preheater size to avoid heat extraction from HT system
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 63 (450)


2 MAN Diesel & Turbo
2.11 GenSet operation

2.11 GenSet operation

2.11.1 Operating range for GenSet/electric propulsion


2 Engine and operation

Figure 28: Operating range for GenSet/electric propulsion


MCR
Maximum continuous rating.
Range I
Operating range for continuous service.
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Range II
No continuous operation permissible.
Maximum operating time less than 2 minutes.
Range III

64 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

According to DIN ISO 8528-1 load > 100 % of the rated output is per-
missible only for a short time to provide additional engine power for gov-

2.11 GenSet operation


erning purposes only (e.g. transient load conditions and suddenly applied
load). This additional power shall not be used for the supply of electrical
consumers.

IMO certification for engines with operating range for electric propulsion
Test cycle type E2 will be applied for the engines certification for compliance
with the NOx limits according to NOx technical code.

IMO certification for engines with operating range for auxiliary GenSet
Test cycle type D2 will be applied for the engines certification for compliance
with the NOx limits according to NOx technical code.

2.11.2 Available outputs and permissible frequency deviations

General
Generating sets, which are integrated in an electricity supply system, are
subjected to the frequency fluctuations of the mains. Depending on the
severity of the frequency fluctuations, output and operation respectively have
to be restricted.

Frequency adjustment range


According to DIN ISO 8528-5: 1997-11, operating limits of > 2.5 % are
specified for the lower and upper frequency adjustment range.

Operating range
Depending on the prevailing local ambient conditions, a certain maximum
continuous rating will be available.
In the output/speed and frequency diagrams, a range has specifically been
marked with No continuous operation permissible in this area. Operation in
this range is only permissible for a short period of time, i.e. for less than 2
minutes. In special cases, a continuous rating is permissible if the standard
frequency is exceeded by more than 4 %.

Limiting parameters
Max. torque In case the frequency decreases, the available output is limited by the maxi-
mum permissible torque of the generating set.
Max. speed for continuous An increase in frequency, resulting in a speed that is higher than the maxi-
2 Engine and operation

rating mum speed admissible for continuous operation, is only permissible for a
short period of time, i.e. for less than 2 minutes.
For engine-specific information see section Ratings (output) and speeds,
Page 33 of the specific engine.
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Overload
According to DIN ISO 8528-1 load > 100 % of the rated engine output is
permissible only for a short time to provide additional engine power for gov-
erning purpose only (e.g. transient load conditions and suddenly applied
load). This additional power shall not be used for the supply of electrical con-
sumers.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 65 (450)


2 MAN Diesel & Turbo
2.11 GenSet operation

Figure 29: Permissible frequency deviations and corresponding max. output

2.11.3 Generator operation/electric propulsion Power management

Operation of vessels with electric propulsion is defined as parallel operation


of main engines with generators forming a closed system.
The power supply of the plant as a standard is done by auxilliary GenSets
also forming a closed system.
In the design/layout of the plant a possible failure of one engine has to be
considered in order to avoid overloading and under-frequency of the remain-
ing engines with the risk of an electrical blackout.
Therefore we recommend to install a power management system. This
ensures uninterrupted operation in the maximum output range and in case
one engine fails the power management system reduces the propulsive out-
put or switches off less important energy consumers in order to avoid under-
frequency.
According to the operating conditions it is the responsibility of the ship's
operator to set priorities and to decide which energy consumer has to be
switched off.
The base load should be chosen as high as possible to achieve an optimum
engine operation and lowest soot emissions.
The optimum operating range and the permissible part loads are to be
2 Engine and operation

observed (see section Low load operation, Page 46).

Load application in case one engine fails


In case one engine fails, its output has to be made up for by the remaining
engines in the system and/or the load has to be decreased by reducing the
2017-05-02 - 4.7

propulsive output and/or by switching off electrical consumers.


The immediate load transfer to one engine does not always correspond with
the load reserve that the particular engine has available at the respective
moment. That depends on the engine's base load.

66 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Be aware that the following section only serves as an example and is defi-

2.11 GenSet operation


nitely not valid for this engine type. For the engine specific capability please
see figure(s) Load application by load steps Speed drop and recovery time,
Page 56.

Figure 30: Maximum load step depending on base load (example may not be valid for this engine type)

Based on the above stated exemplary figure and on the total number of
engines in operation the recommended maxium load of these engines can
be derived. Observing this limiting maximum load ensures that the load from
one failed engine can be transferred to the remaining engines in operation
without power reduction.
Number of engines in parallel operation 3 4 5 6 7 8 9 10
Recommended maximum load in (%) of Pmax 50 75 80 83 86 87.5 89 90

Table 18: Exemplary Recommended maximum load in (%) of Pmax dependend on number of engines in
parallel operation

2.11.4 Alternator Reverse power protection

Definition of reverse power


If an alternator, coupled to a combustion engine, is no longer driven by this
engine, but is supplied with propulsive power by the connected electric grid
and operates as an electric motor instead of working as an alternator, this is
2 Engine and operation

called reverse power. The speed of a reverse power driven engine is accord-
ingly to the grid frequency and the rated engine speed.

Demand for reverse power protection


2017-05-02 - 4.7

For each alternator (arranged for parallel operation) a reverse power protec-
tion device has to be provided because if a stopped combustion engine (fuel
admission at zero) is being turned it can cause, due to poor lubrication,
excessive wear on the engines bearings. This is also a classifications
requirement.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 67 (450)


2 MAN Diesel & Turbo

Examples for possible reverse power occurences


2.11 GenSet operation

Due to lack of fuel the combustion engine no longer drives the alternator,
which is still connected to the mains.
Stopping of the combustion engine while the driven alternator is still con-
nected to the electric grid.
On ships with electric drive the propeller can also drive the electric trac-
tion motor and this in turn drives the alternator and the alternator drives
the connected combustion engine.
Sudden frequency increase, e.g. because of a load decrease in an isola-
ted electrical system -> if the combustion engine is operated at low load
(e.g. just after synchronising).

Adjusting the reverse power protection relay


The necessary power to drive an unfired diesel or gas engine at nominal
speed cannot exceed the power which is necessary to overcome the internal
friction of the engine. This power is called motoring power. The setting of the
reverse-power relay should be, as stated in the classification rules, 50 % of
the motoring power. To avoid false tripping of the alternator circuit breaker a
time delay has to be implemented. A reverse power >> 6 % mostly indicates
serious disturbances in the generator operation.
Table Adjusting the reverse power relay, Page 68 below provides a sum-
mary.
Admissible reverse power Pel [%] Time delay for tripping the alternator circuit
breaker [sec]
Pel < 3 30

3 Pel < 8 3 to 10

Pel 8 No delay

Table 19: Adjusting the reverse power relay


2 Engine and operation

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68 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.11 GenSet operation


2.11.5 Earthing measures of diesel engines and bearing insulation on alternators

General
The use of electrical equipment on diesel engines requires precautions to be
taken for protection against shock current and for equipotential bonding.
These measures not only serve as shock protection but also for functional
protection of electric and electronic devices (EMC protection, device protec-
tion in case of welding, etc.).

Earthing connections on the engine


Threaded bores M12, 20 mm deep, marked with the earthing symbol are
provided in the engine foot on both ends of the engine.
It has to be ensured that earthing is carried out immediately after engine set-
up. If this cannot be accomplished any other way, at least provisional earth-
ing is to be effected right after engine set-up.

Figure 31: Earthing connection on engine (are arranged diagonally opposite each

1, 2 Connecting grounding terminal coupling side and engine free end (stamped
symbol) M12
2 Engine and operation

Measures to be taken on the alternator


Shaft voltages, i.e. voltages between the two shaft ends, are generated in
electrical machines because of slight magnetic unbalances and ring excita-
tions. In the case of considerable shaft voltages (e.g. > 0.3 V), there is the
risk that bearing damage occurs due to current transfers. For this reason, at
2017-05-02 - 4.7

least the bearing that is not located on the drive end is insulated (valid for
alternators > 1 MW output). For verification, the voltage available at the shaft
(shaft voltage) is measured while the alternator is running and excited. With
proper insulation, a voltage can be measured. In order to protect the prime
mover and to divert electrostatic charging, an earthing brush is often fitted on
the coupling side.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 69 (450)


2 MAN Diesel & Turbo

Observation of the required measures is the alternator manufacturers


2.11 GenSet operation

responsibility.

Consequences of inadequate bearing insulation on the alternator and


insulation check
In case the bearing insulation is inadequate, e.g., if the bearing insulation was
short-circuited by a measuring lead (PT100, vibration sensor), leakage cur-
rents may occur, which result in the destruction of the bearings. One possi-
bility to check the insulation with the alternator at standstill (prior to coupling
the alternator to the engine; this, however, is only possible in the case of sin-
gle-bearing alternators) would be:
Raise the alternator rotor (insulated, in the crane) on the coupling side.
Measure the insulation by means of the megger test against earth.
Note:
Hereby the max. voltage permitted by the alternator manufacturer is to be
observed.
If the shaft voltage of the alternator at rated speed and rated voltage is
known (e.g. from the test record of the alternator acceptance test), it is also
possible to carry out a comparative measurement.
If the measured shaft voltage is lower than the result of the earlier measure-
ment (test record), the alternator manufacturer should be consulted.

Earthing conductor
The nominal cross section of the earthing conductor (equipotential bonding
conductor) has to be selected in accordance with DIN VDE 0100, part 540
(up to 1 kV) or DIN VDE 0141 (in excess of 1 kV).
Generally, the following applies:
The protective conductor to be assigned to the largest main conductor is to
be taken as a basis for sizing the cross sections of the equipotential bonding
conductors.
Flexible conductors have to be used for the connection of resiliently mounted
engines.

Execution of earthing
The earthing must be executed by the shipyard respectively plant owner,
since generally it is not scope of supply of MAN Diesel & Turbo.
Earthing strips are also not included in the MAN Diesel & Turbo scope of
supply.
2 Engine and operation

Additional information regarding the use of welding equipment


In order to prevent damage on electrical components, it is imperative to earth
welding equipment close to the welding area, i.e., the distance between the
welding electrode and the earthing connection should not exceed 10 m.
2017-05-02 - 4.7

70 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.12 Propeller operation, suction dredger (pump drive)


2.12 Propeller operation, suction dredger (pump drive)

2.12.1 General remark for operating ranges


Please be advised that engines with several operational demands, always the
stricter limitations need to be applied and is valid for all operational tasks.
E.g. mechanical dredger applications need to be classified in following man-
ner:
Engine only dredge pump drive.
Operating range for pump drive valid.
Engine driving dredge pump and on counter side a fixed pitch propeller.
Operating range for fixed pitch propeller valid.
Engine driving dredge pump and on counter side a controllable pitch
propeller.
Operating range for pump drive valid.
Engine driving dredge pump and on counter side a controllable pitch
propeller and a small generator.
Operating range for pump drive valid.

2 Engine and operation


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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 71 (450)


2 MAN Diesel & Turbo
2.12 Propeller operation, suction dredger (pump drive)

2.12.2 Operating range for controllable pitch propeller (CPP)

Figure 32: Operating range for controllable pitch propeller


Note:
In rare occasions it might be necessary that certain engine speed intervals
have to be barred for continuous operation.
2 Engine and operation

For FPP applications as well as for applications using resiliently mounted


engines, the admissible engine speed range has to be confirmed (preferably
at an early project phase) by a torsional vibration calculation, by a dimension-
ing of the resilient mounting, and, if necessary, by an engine operational
vibration calculation.
2017-05-02 - 4.7

MCR = Maximum continuous rating.


The combinator curve must be placed at a sufficient distance to the load limit
curve. For overload protection, a load control has to be provided.
Transmission losses (e.g. by gearboxes and shaft power) and additional
power requirements (e.g. by PTO) must be taken into account.

72 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

IMO certification for engines with operating range for controllable pitch

2.12 Propeller operation, suction dredger (pump drive)


propeller (CPP)
Test cycle type E2 will be applied for the engines certification for compliance
with the NOx limits according to NOx technical code.

2.12.3 General requirements for the CPP propulsion control

Pitch control of the propeller plant


General A distinction between constant-speed operation and combinator-curve oper-
ation has to be ensured.
Failure of propeller pitch control:
In order to avoid overloading of the engine upon failure of the propeller pitch
control the propeller pitch must be adjusted to a value < 60 % of the maxi-
mum possible pitch.
4 20 mA load indication As a load indication a 4 20 mA signal from the engine control is supplied to
from engine control the propeller control.
Combinator-curve operation:
The 4 20 mA signal has to be used for the assignment of the propeller
pitch to the respective engine speed. The operation curve of engine speed
and propeller pitch (for power range, see section Operating range for control-
lable pitch propeller (CPP), Page 72) has to be observed also during acceler-
ation/load increase and unloading.

Acceleration/load increase
The engine speed has to be increased prior to increasing the propeller pitch
(see figure Example to illustrate the change from one load step to another,
Page 74).
When increasing propeller pitch and engine speed synchronously, the speed
has to be increased faster than the propeller pitch.
The engine should not be operated in the area above the combinator curve
(Range II in figure Operating range for controllable pitch propeller, Page 72).
Automatic limitation of the rate of load increase must be implemented in the
propulsion control.

Deceleration/unloading the engine


The engine speed has to be reduced later than the propeller pitch (see figure
Example to illustrate the change from one load step to another, Page 74).
2 Engine and operation

When decreasing propeller pitch and engine speed synchronously, the pro-
peller pitch has to be decreased faster than the speed.
The engine should not be operated in the area above the combinator curve
(Range II in figure Operating range for controllable pitch propeller, Page 72).
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 73 (450)


2 MAN Diesel & Turbo

Example of illustration of the change from one load step to another


2.12 Propeller operation, suction dredger (pump drive)

Figure 33: Example to illustrate the change from one load step to another

Windmilling protection
If a stopped engine (fuel admission at zero) is being turned by the propeller,
this is called windmilling. The permissible period for windmilling is short,
because windmilling can cause excessive wear of the engine bearings, due
2 Engine and operation

to poor lubrication at low propeller speed.


Single-screw ship The propeller control has to ensure that the windmilling time is less than
40 seconds.
Multiple-screw ship The propeller control has to ensure that the windmilling time is less than
40 seconds. In case of plants without shifting clutch, it has to be ensured
2017-05-02 - 4.7

that a stopped engine cannot be turned by the propeller.


For maintenance work a shaft interlock has to be provided for each propeller
shaft.

74 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Binary signals from engine control

2.12 Propeller operation, suction dredger (pump drive)


Overload contact The overload contact will be activated when the engine's fuel admission rea-
ches the maximum position. At this position, the control system has to stop
the increase of the propeller pitch. If this signal remains longer than the pre-
determined time limit, the propeller pitch has to be decreased.
Contact "Operation close to This contact is activated when the engine is operated close to a limit curve
the limit curve" (torque limiter, charge air pressure limiter, etc.). When the contact is activa-
ted, the control system has to stop the increase of the propeller pitch. If this
signal remains longer than the predetermined time limit, the propeller pitch
has to be decreased.
Propeller pitch reduction This contact is activated when disturbances in engine operation occur, for
contact example too high exhaust-gas mean-value deviation. When the contact is
activated, the propeller control system has to reduce the propeller pitch to
60 % of the rated engine output, without change in engine speed.
In section Engine load reduction as a protective safety measure, Page 60 the
requirements for the response time are stated.

Distinction between normal manoeuvre and emergency manoeuvre


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

MAN Diesel & Turbo's guidelines concerning acceleration times and power
range have to be observed
The power range (see section Operating range for controllable pitch propeller
(CPP), Page 72) and the acceleration times (see section Load application for
mechanical propulsion (FPP and CPP), Page 57) have to be observed. In
section Engine load reduction as a protective safety measure, Page 60 the
requirements for the response time are stated.

2 Engine and operation


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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 75 (450)


2 MAN Diesel & Turbo
2.12 Propeller operation, suction dredger (pump drive)

2.12.4 Operating range for fixed pitch propeller (FPP)

Figure 34: Operating range for fixed pitch propeller


For further information about reduced output see section Available outputs
and permissible frequency deviations, Page 65.
Note:
In rare occasions it might be necessary that certain engine speed intervals
2 Engine and operation

have to be barred for continuous operation.


For FPP applications as well as for applications using resiliently mounted
engines, the admissible engine speed range has to be confirmed (preferably
at an early project phase) by a torsional vibration calculation, by a dimension-
ing of the resilient mounting, and, if necessary, by an engine operational
2017-05-02 - 4.7

vibration calculation.
Maximum continuous rating (MCR), fuel stop power
1) Design of propeller (FP)
A new propeller must be designed to be operated within this range. Boun-
dary conditions for the design are clean hull, calm weather, propeller light
running inter alia.

76 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2) Theoretical propeller curve

2.12 Propeller operation, suction dredger (pump drive)


This curve must not be be exceeded, except temporarily during manoeuvring
and accelerating. Boundary conditions are fouled hull, heavy weather, pro-
peller heavy running.
3) Torque limit curve
This curve corresponds to the maximum permitted overload.
4) Maximum permitted engine output after load reduction demand of engine
control is 60 %.
Within the section Load application for mechanical propulsion (FPP and
CPP), Page 57 acceleration times for fixed pitch propeller plants are stated.
Pay attention to the note regarding consideration of a shaft brake.
Note:
Engine operation in a speed range between 103 % and 106 % is permissible
for maximum 1 hour!
The propeller design depends on type and application of the vessel. There-
fore the determination of the installed propulsive power in the ship is always
the exclusive responsibility of the yard.
Determining the engine power: The energy demand or the energy losses
from all at the engine additionally attached aggregates has to be considered
(e. g. shaft alternators, gearboxes). That means, after deduction of their
energy demand from the engine power the remaining engine power must be
sufficient for the required propulsion power.
Note:
Type testing of the engines is carried out at 110 % rated output and 103 %
rated engine speed.
But operation with output > 100 % only permissible at sea trial for approval
of classification society, not for normal operation.
External HT cooling water support pump and external lubrication support
pump need to be activated within a certain speed range. See section
Engines speeds and related main data, Page 37.

IMO certification for engines with operating range for fixed pitch propeller
(FPP)
Test cycle type E3 will be applied for the engines certification for compliance
with the NOx limits according to NOx technical code.

2.12.5 General requirements for the FPP propulsion control


In acordance to IACS Requirements concerning MACHINERY INSTALLA-
TIONS, M43, a single control device for each independent propeller has to
2 Engine and operation

be provided, with automatic performance preventing overload and prolonged


running in critical speed ranges of the propelling machinery.
Operation of the engine according to the stated FPP operating range has to
be ensured.
2017-05-02 - 4.7

Load control of the propeller plant


For mechanical speed As a load indication a 4 20 mA signal from the engines admission teletrans-
governors mitter is supplied to the propeller control system.
For electronic speed As a load indication a 4 20 mA signal from the engines electronic governor
governors is supplied to the propeller control system.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 77 (450)


2 MAN Diesel & Turbo

Windmilling protection
2.12 Propeller operation, suction dredger (pump drive)

If a stopped engine (fuel admission at zero) is being turned by the propeller,


this is called windmilling. The permissible period for windmilling is short,
because windmilling can cause, due to poor lubrication at low propeller
speed, excessive wear of the engine bearings.
Single-screw ship The propeller control has to ensure that the windmilling time is less than
40 sec.
Multiple-screw ship The propeller control has to ensure that the windmilling time is less than
40 sec. In case of plants without shifting clutch, it has to be ensured that a
stopped engine wont be turned by the propeller.
(Regarding maintenance work a shaft interlock has to be provided for each
propeller shaft.)

Binary signals from engine control (SaCoS)


Overload contact The overload contact will be activated when the fuel admission reaches the
maximum position.
If this occasion Propeller control has to reduce output demand until overload
contact will be deactivated again.
Reduction contact This contact is activated when disturbances in engine operation occur, for
example too high exhaustgas mean-value deviation. When the contact is
activated, the propeller control system has to reduce the output demand to
below 60 % of the nominal output of the engine.
In section Engine load reduction as a protective safety measure, Page 60 the
requirements for the response time are stated.
Operation close to the limit This contact is activated when the engine is operated close to a limit curve
curves (torque limiter, cahrge air pressure limiter...). When the contact is activated,
the propeller control system has to pause with an increase of a load
demand. In case the signal remains longer than the predetermined time limit,
the output demand needs to be reduced.

Binary signals to engine control (SaCoS) from ECR or Bridge


Override (Binary signal by In case Override has been activated, Stop or Reduce demands of
switch) engine safety system will not be excecuted, but printed at the alarm printer.

Binary signals to engine control (SaCoS) from coupling control


Activation of clutch To enable engine control (SaCoS) to act at the begnning of the clutch-in pro-
cedure a binary signal has to be provided.
2 Engine and operation

2017-05-02 - 4.7

78 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.12 Propeller operation, suction dredger (pump drive)


2.12.6 Operating range for mechanical pump drive

Figure 35: Operating range for mechanical pump drive


MCR
Maximum continuous rating, fuel stop power
2 Engine and operation

Range I
Operating range for continuous operation
For dredge applications with dredge pumps directly mechanically driven
by the engines there is a requirement for full constant torque operation
between 80 % and 100 % of nominal engine speed. This specific operat-
2017-05-02 - 4.7

ing range results in a reduced output of the engine according to table


Available outputs/related reference conditions, Page 35.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 79 (450)


2 MAN Diesel & Turbo

IMO certification for engines with operating range for mechanical pump
2.13 Fuel oil, lube oil, starting air and control air con-
sumption

drive
Test cycle type C1 for auxiliary engine application will be applied for the
engines certification for compliance with the NOx limits according to NOx
technical code.

2.13 Fuel oil, lube oil, starting air and control air consumption

2.13.1 Fuel oil consumption for emission standard: IMO Tier II

Engine MAN 32/44CR Auxiliary GenSet


600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm
(For 7L/14V: 560 kW/cyl., 720 rpm or 560 kW/cyl., 750 rpm)
% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)
100 85 4) 75 50 25
Speed 720 rpm

MGO (DMA, DMZ) or MDO (DMB) 176.5 174.5 180.5 183.5 195.5
(177.5) (175.0) (180.0) (184.0) (L = 203.0
V = 201.0)

HFO 178.5 175.5 181.5 185.5 197.5


(181.0) (179.0) (184.5) (189.0) (L = 210.0
V = 208.0)

Speed 750 rpm

MGO (DMA, DMZ) or MDO (DMB) 176.5 174.0 184.0 183.5 198.5
(177.5) (175.0) (180.0) (184.0) (L = 203.0
V = 201.0)

HFO 178.5 175.0 185.0 185.5 200.5


(181.0) (179.0) (184.5) (189.0) (L = 210.0
V = 208.0)
1)
Tolerance +5 %.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 86.
3)
Relevant for engines certification for compliance with the NOx limits according D2 Test cycle.
2 Engine and operation

4)
Warranted fuel consumption at 85 % MCR.
Table 20: Fuel oil consumption MAN 32/44CR Auxiliary GenSet
2017-05-02 - 4.7

80 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Engine MAN 32/44CR Electric propulsion (n = const.)

2.13 Fuel oil, lube oil, starting air and control air con-
sumption
ECOMAP 1, 2, 4: 600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm
(For 7L/14V: 560 kW/cyl., 720 rpm or 560 kW/cyl., 750 rpm - only ECOMAP
1 available!)
ECOMAP 3: 540 kW/cyl., 720 rpm or 540 kW/cyl., 750 rpm
% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)
100 85 4) 75 65 50 25
ECOMAP 1 (standard 85 % optimum)

MGO (DMA, DMZ) or MDO (DMB) 175.5 172.0 178.0 179.0 182.0 194.5
(177.5) (175.0) (180.0) (n.a.) (184.0) (L = 203.0
V = 201.0)

HFO 177.5 173.0 179.0 180.5 184.0 196.5


(181.0) (179.0) (184.5) (n.a.) (189.0) (L = 210.0
V = 208.0)

ECOMAP 2 (part load optimised

MGO (DMA, DMZ) or MDO (DMB) 175.5 174.0 181.0 175.0 178.0 194.5

HFO 177.5 175.0 182.0 176.5 180.0 196.5

ECOMAP 3 (derated 10 %)

MGO (DMA, DMZ) or MDO (DMB) 175.0 173.0 181.5 181.5 185.0 198.5

HFO 177.0 174.0 182.5 183.0 187.0 200.5

ECOMAP 4 (ECOMAP-SCR))

MGO (DMA, DMZ) or MDO (DMB) 176.0 172.5 171.0 175.0 178.0 194.5

HFO 178.0 173.5 172.0 176.5 180.0 196.5


1)
Tolerance +5 %.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 86.
3)
Relevant for engines certification for compliance with the NOx limits according E2 Test cycle.
4)
Warranted fuel consumption at 85 % MCR.
Table 21: Fuel oil consumption MAN 32/44CR Electric propulsion (n = const.)
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 81 (450)


2 MAN Diesel & Turbo

Engine MAN 32/44CR Mechanical propulsion with controllable pitch


2.13 Fuel oil, lube oil, starting air and control air con-
sumption

propeller (CPP)
ECOMAP 1, 2, 4: 600 kW/cyl., 750 rpm
(For 7L/14V: 560 kW/cyl., 750 rpm - only ECOMAP 1 available!)
ECOMAP 3: 540 kW/cyl., 720 rpm or 540 kW/cyl., 750 rpm
% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)
100 85 4) 75 65 50 25
Speed constant = 750 rpm

ECOMAP 1 (standard 85 % optimum)

MGO (DMA, DMZ) or MDO (DMB) 175.5 172.0 178.0 179.0 182.0 194.5
(177.5) (175.0) (180.0) (n.a.) (184.0) (L = 203.0
V = 201.0)

HFO 177.5 173.0 179.0 180.5 184.0 196.5


(181.0) (179.0) (184.5) (n.a.) (189.0) (L = 210.0
V = 208.0)

ECOMAP 2 (part load optimised

MGO (DMA, DMZ) or MDO (DMB) 175.5 174.0 181.0 175.0 178.0 194.5

HFO 177.5 175.0 182.0 176.5 180.0 196.5

ECOMAP 3 (derated 10 %)

MGO (DMA, DMZ) or MDO (DMB) 175.0 173.0 181.5 181.5 185.0 198.0

HFO 177.0 174.0 182.5 183.0 187.0 200.5

ECOMAP 4 (ECOMAP-SCR))

MGO (DMA, DMZ) or MDO (DMB) 176.0 172.5 171.0 175.0 178.0 194.5

HFO 178.0 173.5 172.0 176.5 180.0 196.5

Speeds according recommended 750 rpm 750 rpm 731 rpm 711 rpm 674 rpm 587 rpm
combinator curve (5 rpm)

ECOMAP 1 (standard 85 % optimum)

MGO (DMA, DMZ) or MDO (DMB) 175.5 172.0 172.0 (n.a.) 179.5 187.0
(177.5) (175.0) (179.0) (n.a.) (181.0) (190.0)

HFO 177.5 173.0 173.0 (n.a.) 181.5 189.0


(181.0) (179.0) (183.5) (n.a.) (186.0) (197.0)

ECOMAP 2 (part load optimised


2 Engine and operation

MGO (DMA, DMZ) or MDO (DMB) 175.5 174.0 174.0 (n.a.) 179.5 187.0

HFO 177.5 175.0 175.5 (n.a.) 181.5 189.0

ECOMAP 3 (derated 10 %)
2017-05-02 - 4.7

MGO (DMA, DMZ) or MDO (DMB) 175.0 173.0 (tbd) (n.a.) (tbd) (tbd)

HFO 177.0 174.0 (tbd) (n.a.) (tbd) (tbd)

ECOMAP 4 (ECOMAP-SCR))

MGO (DMA, DMZ) or MDO (DMB) 175.5 172.0 (tbd) (n.a.) (tbd) (tbd)

82 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)

2.13 Fuel oil, lube oil, starting air and control air con-
sumption
100 85 4) 75 65 50 25
HFO 177.5 173.0 (tbd) (n.a.) (tbd) (tbd)
1)
Tolerance +5 %.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 86.
3)
Due to engines certification for compliance with the NOx limits according E2 (Test cycle for "constant-speed main
propulsion application" including diesel-electric drive and all controllable pitch propeller installations) factory accept-
ance test will be done with constant speed only.
4)
Warranted fuel consumption at 85 % MCR.
Table 22: Fuel oil consumption MAN 32/44CR Mechanical propulsion with controllable pitch propeller
(CPP)

Engine MAN 32/44CR Mechanical propulsion with fixed pitch propeller


(FPP)
510 kW/cyl., 750 rpm
% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)
100 85 4) 75 50 25
Speeds according to FPP curve (5 rpm) 750 rpm 710 rpm 683 rpm 600 rpm 473 rpm

MGO (DMA, DMZ) or MDO (DMB) 179.0 173.0 180.5 187.0 191.0

HFO 182.5 177.0 185.0 192.0 198.0


1)
Tolerance +5 %.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 86.
3)
Relevant for engines certification for compliance with the NOx limits according E3 Test cycle.
4)
Warranted fuel consumption at 85 % MCR.
Table 23: Fuel oil consumption MAN 32/44CR Mechanical propulsion with fixed pitch propeller (FPP)

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 83 (450)


2 MAN Diesel & Turbo

Engine MAN 32/44CR Suction dredger/pumps (mechanical drive)


2.13 Fuel oil, lube oil, starting air and control air con-
sumption

510 kW/cyl., 750 rpm


% Load Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)
100 85 4) 75 50 25
Speed constant = 750 rpm

MGO (DMA, DMZ) or MDO (DMB) 178.0 177.5 183.0 186.0 200.5

HFO 181.5 181.5 187.5 191.0 207.5


1)
Tolerance +5 %.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 86.
Clarification required on early project stage if engines certification for compliance with the NOx limits needs to be
3)

done according C1 Test cycle.


4)
Warranted fuel consumption at 85 % MCR.
Table 24: Fuel oil consumption MAN 32/44CR Suction dredger/pumps (mechanical drive)

Additions to fuel consumption (g/kWh)


1. Engine driven pumps increase the fuel oil consumption by:

For LT CW service pump (attached)1)

For LT CW service pump (attached)


2 Engine and operation

2017-05-02 - 4.7

84 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.13 Fuel oil, lube oil, starting air and control air con-
sumption
Figure 36: Derivation of factor a

For all lube oil service pumps (attached)1)


GenSet, electric propulsion:

Mechanical propulsion CPP:

Mechanical propulsion FPP:


2 Engine and operation

Mechanical pump drive (dredger):


2017-05-02 - 4.7

fpumps Actual factor for impact of attached pumps [-]

iHT pumps Amount of attached HT cooling water service pumps [-]

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 85 (450)


2 MAN Diesel & Turbo

iLT pumps Amount of attached LT cooling water service pumps [-]


2.13 Fuel oil, lube oil, starting air and control air con-
sumption

nx Actual engine speed [rpm]

nn Nominal engine speed [rpm]

load% Actual engine load [%]

Nominal output per cylinder - [kW/cyl.]

1) Note:
For mechanical propulsion with FPP for the operation range up to 60 %
nominal speed, a HT CW service support pump (free-standing) and a lube oil
service support pump (free-standing) has to be applied (not MDT scope of
supply).
2. For exhaust gas back pressure after turbine > 50 mbar
Every additional 1 mbar (0.1 kPa) back pressure addition of 0.025 g/kWh to
be calculated.
3. For exhaust gas temperature control by adjustable waste gate (SCR)
For every increase of the exhaust gas temperature by 1 C, due to activation
of adjustable waste gate, an addition of 0.07 g/kWh to be calculated.

Fuel oil consumption at idle running


Fuel oil consumption at idle running (kg/h)
No. of cylinders, 6L 7L 8L 9L 10L 12V 14V 16V 18V 20V
config.
Speed 60 70 80 90 100 120 140 160 180 200
720/750 rpm
Table 25: Fuel oil consumption at idle running (for guidance only)

Reference conditions for fuel consumption


According to ISO 15550: 2002; ISO 3046-1: 2002

Air temperature before turbocharger tr K/C 298/25

Total barometric pressure pr kPa 100

Relative humidity r % 30

Exhaust gas back pressure after turbocharger1) mbar 50


2 Engine and operation

Engine type specific reference charge air temperature before cylinder tbar2) K/C 313/40

Net calorific value NCV kJ/kg 42,700


1)
Measured at 100 % load, accordingly lower for loads < 100 %.
2017-05-02 - 4.7

2)
Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be ach-
ieved with 25 C LT cooling water temperature before charge air cooler (according to ISO).
Table 26: Reference conditions for fuel consumption MAN 32/44CR

IMO Tier II requirements:


For detailed information see section Cooling water system description, Page
299.

86 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

IMO: International Maritime Organization

2.13 Fuel oil, lube oil, starting air and control air con-
sumption
MARPOL 73/78; Revised Annex VI-2008, Regulation 13.
Tier II: NOx technical code on control of emission of nitrogen oxides from die-
sel engines.

2.13.2 Lube oil consumption


600 kW/cyl.; 720/750 rpm
Specific lube oil consumption 0.5 g/kWh
Total lube oil consumption [kg/h]1)
No. of cylinders, config. 6L 7L 8L 9L 10L 12V 14V 16V 18V 20V
Speed 720/750 rpm 1.8 2.1 2.0 2.7 3.0 3.6 4.2 4.8 5.4 6.0
1)
Tolerance for warranty +20 %.
Table 27: Total lube oil consumption

Note:
As a matter of principle, the lube oil consumption is to be stated as total lube
oil consumption related to the tabulated ISO full load output (see section Rat-
ings (output) and speeds, Page 33).

2.13.3 Starting air and control air consumption

No. of cylinders, config. 6L 7L 8L 9L 10L 12V 14V 16V 18V 20V


Air consumption per Nm3 2)
2.5 2.8 2.8 3.0 3.0 5.0 5.2 5.5 5.8 6.0
start1)

Control air consump- The control air consumption highly depends on the specific engine operation and is
tion less than 1 % of the engines air consumption per start.

Air consumption per 2.3 3.0 3.0 3.0 3.0 4.5 6.0 6.0 6.0 6.0
Jet Assist activation3)

Air consumption per 5.0 5.5 5.5 6.0 6.0 10.0 10.5 11.0 11.5 12.0
slow turn manoeu-
vre1) 4)
1)
The air consumption per starting manoeuvre/slow turn activation depends on the inertia moment of the unit. The
stated air consumption refers only to the engine. For the electric propulsion an higher air consumption needs to be
considered due to the additional inertia moment of the generator (approximately increased by 50 %).
2 Engine and operation

2)
Nm3 corresponds to one cubic meter of gas at 20 C and 100.0 kPa.
3)
The mentioned above air consumption per Jet Assist activation is valid for a jet duration of 5 seconds. The jet dura-
tion may vary between 3 sec. and 10 sec., depending on the loading (average jet duration 5 sec.).
4)
Required for plants with Power Management System demanding automatic engine start. The air consumption per
2017-05-02 - 4.7

slow turn activation depends on the inertia moment of the unit. This value does not include air consumption required
for the automatically activated engine start after the end of the slow turn manoeuvre.
Table 28: Starting air and control air consumption

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 87 (450)


2 MAN Diesel & Turbo
2.13 Fuel oil, lube oil, starting air and control air con-
sumption

2.13.4 Recalculation of fuel consumption dependent on ambient conditions

In accordance to ISO standard ISO 3046-1:2002 "Reciprocating internal


combustion engines Performance, Part 1: Declarations of power, fuel and
lube oil consumptions, and test methods Additional requirements for
engines for general use" MAN Diesel & Turbo has specified the method for
recalculation of fuel consumption for liquid fuel dependent on ambient condi-
tions for single-stage turbocharged engines as follows:

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

The formula is valid within the following limits:


Ambient air temperature 5 C 55 C

Charge air temperature before cylinder 25 C 75 C

Ambient air pressure 0.885 bar 1.030 bar


Table 29: Limit values for recalculation of liquid fuel consumption

Fuel consumption factor

tbar Engine type specific reference charge air temperature before cylinder
see table Reference conditions for fuel consumption, Page 86.

Unit Reference At test run or


at site
Specific fuel consumption [g/kWh] br bx

Ambient air temperature [C] tr tx

Charge air temperature before cylinder [C] tbar tbax

Ambient air pressure [bar] pr px

Table 30: Recalculation of liquid fuel consumption Units and references

Example
2 Engine and operation

Reference values:
br = 200 g/kWh, tr = 25 C, tbar = 40 C, pr = 1.0 bar
At site:
tx = 45 C, tbax = 50 C, px = 0.9 bar
2017-05-02 - 4.7

= 1+ 0.0006 (45 25) + 0.0004 (50 40) + 0.07 (1.0 0.9) = 1.023
bx = x br = 1.023 x 200 = 204.6 g/kWh

88 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.13 Fuel oil, lube oil, starting air and control air con-
sumption
2.13.5 Influence of engine aging on fuel consumption
The fuel oil consumption will increase over the running time of the engine.
Timely service can reduce or eliminate this increase. For dependencies see
figure Influence of total engine running time and service intervals on fuel oil
consumption, Page 89.

Figure 37: Influence of total engine running time and service intervals on fuel oil consumption

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 89 (450)


2 Auxiliary GenSet MAN Diesel & Turbo
2.15 Planning data for emission standard: IMO Tier II

2.14 Service support pumps for lower speed range of FPP applications

Main data Service support pumps


For fixed pitch propeller (FPP) application for the operating range up to 60 %
nominal speed service support pumps (free-standing) have to be applied
according to the figures in the table below.
510 kW/cyl., 750 rpm
HT CW service support pump Lube oil service support pump
(free-standing, p 2.5 bar) (free-standing, p 5 bar)
6L FPP 28 m3/h 49 m3/h

7L FPP 32 57

8L FPP 37 57

9L FPP 41 67

10L FPP 46 67

12V FPP 55 m3/h 79 m3/h

14V FPP 64 79

16V FPP 73 84

18V FPP 82 99

20V FPP 91 99
Table 31: Main data Service support pumps

2.15 Planning data for emission standard: IMO Tier II Auxiliary GenSet

2.15.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Auxiliary
GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
2 Engine and operation

is to be applied, contact MAN Diesel & Turbo for corresponding planning


data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
2017-05-02 - 4.7

600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

90 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Reference conditions: Tropics

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
Total barometric pressure mbar 1,000

Relative humidity % 60
Table 32: Reference conditions: Tropics

No. of cylinders, configuration 6L 8L 9L 10L


Engine output kW 3,600 4,800 5,400 6,000

Speed rpm 720/750

Heat to be dissipated1)

Charge air: kW
Charge air cooler (HT stage) 1,122 1,477 1,690 1,834
Charge air cooler (LT stage) 586 795 871 1,007

Lube oil cooler2) 454 606 681 757

Jacket cooling 340 454 511 568

Nozzle cooling 14 19 21 24

Heat radiation (engine) 112 149 168 187

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 42 56 63 70

LT circuit (lube oil cooler + charge air cooler LT) 66 88 99 110

Lube oil (4 bar before engine) including flushing oil 105 124 133.5 143
amount of attached lube oil automatic filter of
13 m3/h

Nozzle cooling water 1.0 1.4 1.6 1.8

LT cooling water turbocharger compressor wheel 1.4

Pumps

a) Attached

HT CW service pump m3/h 42 56 63 70

LT CW service pump 66 88 99 110

Lube oil service pump for application with constant 120 141 162 162
speed

b) Free-standing4)
2 Engine and operation

HT CW stand-by pump m3/h 42 56 63 70

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 130 140 150


2017-05-02 - 4.7

Nozzle CW pump 1.0 1.4 1.6 1.8

Prelubrication pump5) 26 31 34 36

MGO/MDO supply pump 2.4 3.2 3.6 4.0

HFO supply pump 1.2 1.6 1.8 2.0

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 91 (450)


2 MAN Diesel & Turbo

No. of cylinders, configuration 6L 8L 9L 10L


Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II

HFO circulating pump 2.4 3.2 3.6 4.0


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 33: Nominal values for cooler specification MAN L32/44CR IMO Tier II Auxiliary GenSet

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.15.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Auxiliary
GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38


2 Engine and operation

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 34: Reference conditions: Tropics
2017-05-02 - 4.7

No. of cylinders, configuration 12V 16V 18V 20V


Engine output kW 7,200 9,600 10,800 12,000

Speed rpm 720/750

Heat to be dissipated1)

92 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

No. of cylinders, configuration 12V 16V 18V 20V

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
Charge air kW
Charge air cooler; cooling water HT 2,322 3,045 3,461 3,763
Charge air cooler; cooling water LT 1,092 1,500 1,660 1,912

Lube oil cooler2) 908 1,211 1,362 1,514

Jacket cooling 681 908 1,021 1,136

Nozzle cooling 28 38 43 47

Heat radiation (engine) 224 299 336 374

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 112 126 140

LT circuit (lube oil cooler + charge air cooler LT) 132 176 198 220

Lube oil (4 bar before engine) including flushing oil 150 188 207 226
amount of attached lube oil automatic filter of
15 m3/h

Nozzle cooling water 2.0 2.8 3.2 3.6

LT cooling water turbocharger compressor wheel 2.8

Pumps

a) Attached

HT CW service pump m3/h 84 112 126 140

LT CW service pump 132 176 198 220

Lube oil service pump for application with constant 191 226 240 282
speed

b) Free-standing4)

HT CW stand-by pump m3/h 84 112 126 140

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 158 198 218 238

Nozzle CW pump 2.0 2.8 3.2 3.6

Prelubrication pump5) 37 46 50 54

MGO/MDO supply pump 4.8 6.4 7.2 8.0

HFO supply pump 2.4 3.2 3.6 4.0


2 Engine and operation

HFO circulating pump 4.8 6.4 7.2 8.0


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
2017-05-02 - 4.7

4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 35: Nominal values for cooler specification MAN V32/44CR IMO Tier II Auxiliary GenSet

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 93 (450)


2 MAN Diesel & Turbo

Note:
Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II

You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.15.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Auxiliary GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 36: Reference conditions: Tropics

No. of cylinders, configuration 6L 8L 9L 10L

Engine output kW 3,600 4,800 5,400 6,000

Speed rpm 720/750

Temperature basis

HT cooling water engine outlet1) C 90

LT cooling water air cooler inlet 38 C (Setpoint 32 C)2)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60


2 Engine and operation

Air data

Temperature of charge air at charge air C 60 60 60 60


cooler outlet
2017-05-02 - 4.7

Air flow rate3) m3/h 20,680 27,573 31,020 34,467

t/h 22.6 30.2 33.9 37.7

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m3/h 36,003 48,004 54,005 60,005
(engine) (t2 t1 = 10 C)

94 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

No. of cylinders, configuration 6L 8L 9L 10L

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 41,714 55,633 62,571 69,540


outlet)5)

Mass flow t/h 23.3 31.1 35.0 38.9

Temperature at turbine outlet C 349

Heat content (190 C) kW 1,114 1,487 1,671 1,859

Permissible exhaust gas back pressure mbar 50


after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 37: Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II Auxiliary
GenSet

2.15.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Auxiliary GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
2 Engine and operation

Table 38: Reference conditions: Tropics

No. of cylinders, configuration 12V 16V 18V 20V

Engine output kW 7,200 9,600 10,800 12,000


2017-05-02 - 4.7

Speed rpm 720/750

Temperature basis

HT cooling water engine outlet1) C 90

LT cooling water charge air cooler inlet 38 C (Setpoint 32 C)2)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 95 (450)


2 MAN Diesel & Turbo

No. of cylinders, configuration 12V 16V 18V 20V


Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II

Lube oil inlet engine 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air C 60 60 60 60


cooler outlet

Air flow rate3) m3/h 41,360 55,147 62,040 68,933

t/h 45.3 60.4 67.9 75.4

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m3/h 72,006 96,008 108,009 120,010
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 83,428 111,258 125,144 139,087


outlet)5)

Mass flow t/h 46.7 62.2 70.0 77.8

Temperature at turbine outlet C 349

Heat content (190 C) kW 2,228 2,973 3,343 3,718

Permissible exhaust gas back pressure mbar 50


after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
5)
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned above
reference conditions.
Table 39: Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II Auxiliary
GenSet

2.15.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Auxiliary
GenSet
Note:
2 Engine and operation

7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
2017-05-02 - 4.7

600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: ISO
Air temperature C 25

Cooling water temp. before charge air cooler (LT stage) 25

96 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

Reference conditions: ISO

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II
Total barometric pressure mbar 1,000

Relative humidity % 30
Table 40: Reference conditions: ISO

Engine output % 100 85 75 50


Speed rpm 720/750
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
981 846 914 717
Charge air cooler (LT stage)2) 444 414 454 484

Lube oil cooler3) 368 436 457 608

Jacket cooling 292 307 328 420

Nozzle cooling 14 14 14 14

Heat radiation (engine) 144 154 164 203

Air data

Temperature of charge air: C


After compressor 248 218 215 167
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 6.65 6.89 7.64 9.22

Charge air pressure (absolute) bar 5.30 4.58 4.48 3.22

Exhaust gas data 4)

Mass flow kg/kWh 6.85 7.08 7.84 9.43

Temperature at turbine outlet C 312 295 295 278

Heat content (190 C) kJ/kWh 896 797 879 883

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
2 Engine and operation

4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 41: Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Auxiliary GenSet
2017-05-02 - 4.7

2.15.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Auxiliary
GenSet
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 97 (450)


2 MAN Diesel & Turbo

Note:
Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II

Operating pressure data without further specification are given below/above


atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Auxiliary GenSet
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 42: Reference conditions: Tropics

Engine output % 100 85 75 50


Speed rpm 720/750
Heat to be dissipated 1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
1,154 1,021 1,108 942
Charge air cooler (LT stage)2) 553 452 482 299

Lube oil cooler3) 454 538 565 751

Jacket cooling 340 358 383 491

Nozzle cooling 14 14 14 14

Heat radiation (engine) 112 120 127 158

Air data

Temperature of charge air: C


After compressor 281 249 245 195
At charge air cooler outlet 60 60 60 60

Air flow rate kg/kWh 6.29 6.51 7.22 8.71

Charge air pressure (absolute) bar 5.25 4.53 4.43 3.19

Exhaust gas data4)

Mass flow kg/kWh 6.48 6.70 7.42 8.92

Temperature at turbine outlet C 349 331 331 313

Heat content (190 C) kJ/kWh 1,114 1,020 1,125 1,174


2 Engine and operation

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2017-05-02 - 4.7

2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 43: Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Auxiliary GenSet

98 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN


MAN Diesel & Turbo 2

2.16 Planning data for emission standard: IMO Tier II


Electric propulsion
2.16 Planning data for emission standard: IMO Tier II Electric propulsion

2.16.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Electric
propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 44: Reference conditions: Tropics

No. of cylinders, configuration 6L 8L 9L 10L


Engine output kW 3,600 4,800 5,400 6,000

Speed rpm 720/750

Heat to be dissipated 1)

Charge air: kW
Charge air cooler (HT stage) 1,122 1,477 1,690 1,834
Charge air cooler (LT stage) 586 795 871 1,007

Lube oil cooler2) 454 606 681 757

Jacket cooling 340 454 511 568

Nozzle cooling 14 19 21 24
2 Engine and operation

Heat radiation (engine) 112 149 168 187

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 42 56 63 70


2017-05-02 - 4.7

LT circuit (lube oil cooler + charge air cooler LT) 66 88 99 110

Lube oil (4 bar before engine) including flushing oil 105 124 133.5 143
amount of attached lube oil automatic filter of
13 m3/h

Nozzle cooling water 1.0 1.4 1.6 1.8

LT cooling water turbocharger compressor wheel 1.4

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 99 (450)


2 MAN Diesel & Turbo

No. of cylinders, configuration 6L 8L 9L 10L


2.16 Planning data for emission standard: IMO Tier II
Electric propulsion

Pumps

a) Attached

HT CW service pump m3/h 42 56 63 70

LT CW service pump 66 88 99 110

Lube oil service pump for application with constant 120 141 162 162
speed

b) Free-standing4)

HT CW stand-by pump m3/h 42 56 63 70

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 130 140 150

Nozzle CW pump 1.0 1.4 1.6 1.8

Prelubrication pump5) 26 31 34 36

MGO/MDO supply pump 2.4 3.2 3.6 4.0

HFO supply pump 1.2 1.6 1.8 2.0

HFO circulating pump 2.4 3.2 3.6 4.0


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 45: Nominal values for cooler specification MAN L32/44CR IMO Tier II Electric propulsion

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.
2 Engine and operation

2.16.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Electric
propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
2017-05-02 - 4.7

below, will be transfered project specific.


Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.

100 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Note:

2.16 Planning data for emission standard: IMO Tier II


Electric propulsion
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 46: Reference conditions: Tropics

No. of cylinders, configuration 12V 16V 18V 20V


Engine output kW 7,200 9,600 10,800 12,000

Speed rpm 720/750

Heat to be dissipated 1)

Charge air: kW
Charge air cooler (HT stage) 2,322 3,045 3,461 3,763
Charge air cooler (LT stage) 1,092 1,500 1,660 1,912

Lube oil cooler2) 908 1,211 1,362 1,514

Jacket cooling 681 908 1,021 1,136

Nozzle cooling 28 38 43 47

Heat radiation (engine) 224 299 336 374

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 112 126 140

LT circuit (lube oil cooler + charge air cooler LT) 132 176 198 220

Lube oil (4 bar before engine) including flushing oil 150 188 207 226
amount of attached lube oil automatic filter of
15 m3/h

Nozzle cooling water 2.0 2.8 3.2 3.6

LT cooling water turbocharger compressor wheel 2.8

Pumps
2 Engine and operation

a) Attached

HT CW service pump m3/h 84 112 126 140

LT CW service pump 132 176 198 220

Lube oil service pump for application with constant 191 226 240 282
2017-05-02 - 4.7

speed

b) Free-standing4)

HT CW stand-by pump m3/h 84 112 126 140

LT CW stand-by pump Depending on plant design

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 101 (450)
2 MAN Diesel & Turbo

No. of cylinders, configuration 12V 16V 18V 20V


2.16 Planning data for emission standard: IMO Tier II
Electric propulsion

Lube oil stand-by pump 158 198 218 238

Nozzle CW pump 2.0 2.8 3.2 3.6

Prelubrication pump 5)
37 46 50 54

MGO/MDO supply pump 4.8 6.4 7.2 8.0

HFO supply pump 2.4 3.2 3.6 4.0

HFO circulating pump 4.8 6.4 7.2 8.0


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 47: Nominal values for cooler specification MAN V32/44CR IMO Tier II Electric propulsion

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.16.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Electric propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion
Reference conditions: Tropics
2 Engine and operation

Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
2017-05-02 - 4.7

Table 48: Reference conditions: Tropics

No. of cylinders, configuration 6L 8L 9L 10L

Engine output kW 3,600 4,800 5,400 6,000

Speed rpm 720/750

102 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 6L 8L 9L 10L

2.16 Planning data for emission standard: IMO Tier II


Electric propulsion
Temperature basis

HT cooling water engine outlet1) C 90

LT cooling water air cooler inlet 38 C (Setpoint 32 C)2)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air C 60 60 60 60


cooler outlet

Air flow rate3) m3/h 20,680 27,573 31,020 34,467

t/h 22.6 30.2 33.9 37.7

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m3/h 36,003 48,004 54,005 60,005
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 41,697 55,610 62,545 69,510


outlet)5)

Mass flow t/h 23.3 31.1 35.0 38.9

Temperature at turbine outlet C 349

Heat content (190 C) kW 1,113 1,486 1,670 1,857

Permissible exhaust gas back pressure mbar 50


after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 49: Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II Electric
propulsion
2 Engine and operation

2.16.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Electric propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
2017-05-02 - 4.7

below, will be transfered project specific.


Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 103 (450)
2 MAN Diesel & Turbo

Reference conditions: Tropics


2.16 Planning data for emission standard: IMO Tier II
Electric propulsion

Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 50: Reference conditions: Tropics

No. of cylinders, configuration 12V 16V 18V 20V


Engine output kW 7,200 9,600 10,800 12,000

Speed rpm 720/750

Temperature basis

HT cooling water engine outlet1) C 90

LT cooling water charge air cooler 38 C (Setpoint 32 C)2)


inlet

Lube oil inlet engine 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge C 60 60 60 60


air cooler outlet

Air flow rate3) m3/h 41,360 55,147 62,040 68,933

t/h 45.3 60.4 67.9 75.4

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m /h


3
72,006 96,008 108,009 120,010
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbo- m3/h 83,392 111,211 125,091 139,028


charger outlet)5)

Mass flow t/h 46.7 62.2 70.0 77.8

Temperature at turbine outlet C 349

Heat content (190 C) kW 2,226 2,971 3,340 3,715


2 Engine and operation

Permissible exhaust gas back pres- mbar 50


sure after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
2017-05-02 - 4.7

3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 51: Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II Electric
propulsion

104 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.16 Planning data for emission standard: IMO Tier II


Electric propulsion
2.16.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Electric
propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion
Reference conditions: ISO
Air temperature C 25

Cooling water temp. before charge air cooler (LT stage) 25

Total barometric pressure mbar 1,000

Relative humidity % 30
Table 52: Reference conditions: ISO

Engine output % 100 85 75 50


Speed rpm 720/750
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage)2) 989 850 918 718
Charge air cooler (LT stage)2) 436 410 450 483

Lube oil cooler3) 368 412 453 609

Jacket cooling 292 307 328 420

Nozzle cooling 14 14 14 14

Heat radiation (engine) 144 154 164 203

Air data

Temperature of charge air: C


After compressor 248 218 215 167
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 6.65 6.89 7.64 9.22


2 Engine and operation

Charge air pressure (absolute) bar 5.30 4.58 4.48 3.22

Exhaust gas data4)

Mass flow kg/kWh 6.84 7.08 7.83 9.43


2017-05-02 - 4.7

Temperature at turbine outlet C 312 295 295 278

Heat content (190 C) kJ/kWh 895 797 878 883

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 105 (450)
2 MAN Diesel & Turbo

Engine output % 100 85 75 50


2.16 Planning data for emission standard: IMO Tier II
Electric propulsion

Speed rpm 720/750


Tolerances refer to 100 % load
1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 53: Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Electric propulsion

2.16.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Electric
propulsion
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm Electric propulsion
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 54: Reference conditions: Tropics

Engine output % 100 85 75 50


Speed rpm 720/750
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
1,161 1,025 1,112 942
Charge air cooler (LT stage)2) 546 447 478 298

Lube oil cooler3) 454 509 559 751


2 Engine and operation

Jacket cooling 340 358 383 491

Nozzle cooling 14 14 14 14

Heat radiation (engine) 112 120 127 158


2017-05-02 - 4.7

Air data

Temperature of charge air: C


After compressor 281 249 245 195
At charge air cooler outlet 60 60 60 60

Air flow rate kg/kWh 6.29 6.51 7.22 8.71

106 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Engine output % 100 85 75 50

Mechanical propulsion with CPP


2.17 Planning data for emission standard: IMO Tier II
Speed rpm 720/750
Charge air pressure (absolute) bar 5.25 4.53 4.43 3.19

Exhaust gas data4)

Mass flow kg/kWh 6.48 6.70 7.42 8.92

Temperature at turbine outlet C 349 331 331 313

Heat content (190 C) kJ/kWh 1,113 1,019 1,124 1,174

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 55: Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Electric propulsion

2.17 Planning data for emission standard: IMO Tier II Mechanical propulsion with
CPP

2.17.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical
propulsion with CPP
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Mechanical propulsion with CPP
2 Engine and operation

Reference conditions: Tropics


Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000


2017-05-02 - 4.7

Relative humidity % 60
Table 56: Reference conditions: Tropics

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 107 (450)
2 MAN Diesel & Turbo

No. of cylinders, configuration 6L 8L 9L 10L


Mechanical propulsion with CPP
2.17 Planning data for emission standard: IMO Tier II

Engine output kW 3,600 4,800 5,400 6,000

Speed rpm 750

Heat to be dissipated 1)

Charge air: kW
Charge air cooler (HT stage) 1,127 1,483 1,697 1,842
Charge air cooler (LT stage) 588 797 875 1,009

Lube oil cooler2) 455 607 682 759

Jacket cooling 341 455 511 569

Nozzle cooling 14 19 21 21

Heat radiation (engine) 112 150 168 187

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 42 56 63 70

LT circuit (lube oil cooler + charge air cooler LT) 66 88 99 110

Lube oil (4 bar before engine) including flushing oil 105 124 133.5 143
amount of attached lube oil automatic filter of
13 m3/h

Nozzle cooling water 1.0 1.4 1.6 1.8

LT cooling water turbocharger compressor wheel 1.4

Pumps

a) Attached

HT CW service pump m3/h 42 56 63 70

LT CW service pump 66 88 99 110

Lube oil service pump for application with variable 141 162 191 191
speed

b) Free-standing4)

HT CW stand-by pump m3/h 42 56 63 70

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 130 140 150

Nozzle CW pump 1.0 1.4 1.6 1.8


2 Engine and operation

Prelubrication pump 5)
26 31 34 36

MGO/MDO supply pump 2.4 3.2 3.6 4.0

HFO supply pump 1.2 1.6 1.8 2.0


2017-05-02 - 4.7

108 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 6L 8L 9L 10L

Mechanical propulsion with CPP


2.17 Planning data for emission standard: IMO Tier II
HFO circulating pump 2.4 3.2 3.6 4.0
1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 57: Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical propulsion
with CPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.17.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical
propulsion with CPP
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature C 45
2 Engine and operation

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 58: Reference conditions: Tropics
2017-05-02 - 4.7

No. of cylinders, configuration 12V 16V 18V 20V


Engine output kW 7,200 9,600 10,800 12,000

Speed rpm 750

Heat to be dissipated1)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 109 (450)
2 MAN Diesel & Turbo

No. of cylinders, configuration 12V 16V 18V 20V


Mechanical propulsion with CPP
2.17 Planning data for emission standard: IMO Tier II

Charge air: kW
Charge air cooler (HT stage) 1,127 1,483 1,697 1,842
Charge air cooler (LT stage) 588 797 875 1,009

Lube oil cooler2) 455 607 682 759

Jacket cooling 341 455 511 569

Nozzle cooling 28 37 42 21

Heat radiation (engine) 112 150 168 187

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 112 126 140

LT circuit (lube oil cooler + charge air cooler LT) 132 176 198 220

Lube oil (4 bar before engine) including flushing oil 150 188 207 226
amount of attached lube oil automatic filter of
15 m3/h

Nozzle cooling water 2.0 2.8 3.2 3.6

LT cooling water turbocharger compressor wheel 2.8

Pumps

a) Attached

HT CW service pump m3/h 84 112 126 140

LT CW service pump 132 176 198 220

Lube oil service pump for application with variable 226 240 282 282
speed

b) Free-standing4)

HT CW stand-by pump m3/h 84 112 126 140

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 158 198 218 238

Nozzle CW pump 2.0 2.8 3.2 3.6

Prelubrication pump5) 37 46 50 54

MGO/MDO supply pump 4.8 6.4 7.2 8.0

HFO supply pump 2.4 3.2 3.6 4.0


2 Engine and operation

HFO circulating pump 4.8 6.4 7.2 8.0


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
2017-05-02 - 4.7

4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 59: Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical propulsion
with CPP

110 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Note:

Mechanical propulsion with CPP


2.17 Planning data for emission standard: IMO Tier II
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.17.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Mechanical propulsion with CPP
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 60: Reference conditions: Tropics

No. of cylinders, configuration 6L 8L 9L 10L

Engine output kW 3,600 4,800 5,400 6,000

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) C 90

LT cooling water air cooler inlet 38 C (Setpoint 32 C)2)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60


2 Engine and operation

Air data

Temperature of charge air at charge air C 60 60 60 60


cooler outlet
2017-05-02 - 4.7

Air flow rate3) m3/h 20,709 27,612 31,063 34,515

Air flow rate3) t/h 22.7 30.2 34.0 37.8

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m3/h 36,050 48,066 54,074 60,083
(engine) (t2 t1 = 10 C)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 111 (450)
2 MAN Diesel & Turbo

No. of cylinders, configuration 6L 8L 9L 10L


Mechanical propulsion with CPP
2.17 Planning data for emission standard: IMO Tier II

Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 41,786 55,729 62,678 69,661


outlet)5)

Mass flow t/h 23.4 31.1 35.0 38.9

Temperature at turbine outlet C 350

Heat content (190 C) kW 1,118 1,492 1,677 1,865

Permissible exhaust gas back pressure mbar 50


after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 61: Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II Mechanical
propulsion with CPP

2.17.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Mechanical propulsion with CPP
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
2 Engine and operation

Table 62: Reference conditions: Tropics

No. of cylinders, configuration 12V 16V 18V 20V

Engine output kW 7,200 9,600 10,800 12,000


2017-05-02 - 4.7

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) C 90

LT cooling water charge air cooler 38 C (Setpoint 32 C)2)


inlet

112 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 12V 16V 18V 20V

Mechanical propulsion with CPP


2.17 Planning data for emission standard: IMO Tier II
Lube oil inlet engine 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge C 60 60 60 60


air cooler outlet

Air flow rate3) m3/h 41,418 55,224 62,127 69,030

t/h 45.3 60.4 68.0 75.5

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m3/h 72,099 96,132 108,355 120,165
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbo- m3/h 83,569 111,449 125,355 139,326


charger outlet)5)

Mass flow t/h 46.7 62.3 70.1 77.9

Temperature at turbine outlet C 350

Heat content (190 C) kW 2,236 2,984 3,354 3,731

Permissible exhaust gas back pres- mbar 50


sure after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 63: Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II Mechanical
propulsion with CPP

2.17.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with CPP, constant speed
Note:
2 Engine and operation

7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
2017-05-02 - 4.7

600 kW/cyl., 750 rpm MAN L/V32/44CR IMO Tier II Constant speed
Reference conditions: ISO
Air temperature C 25

Cooling water temp. before charge air cooler (LT stage) 25

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 113 (450)
2 MAN Diesel & Turbo

Reference conditions: ISO


Mechanical propulsion with CPP
2.17 Planning data for emission standard: IMO Tier II

Total barometric pressure mbar 1,000

Relative humidity % 30
Table 64: Reference conditions: ISO

Engine output % 100 85 75 50


Speed rpm 750
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
993 853 919 724
Charge air cooler (LT stage)2) 438 411 450 486

Lube oil cooler3) 368 413 453 609

Jacket cooling 292 307 328 421

Nozzle cooling 14 14 14 15

Heat radiation (engine) 144 154 164 203

Air data

Temperature of charge air: C


After compressor 249 219 215 168
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 6.66 6.90 7.64 9.26

Charge air pressure (absolute) bar 5.31 4.59 4.48 3.24

Exhaust gas data 4)

Mass flow kg/kWh 6.85 7.09 7.84 9.46

Temperature at turbine outlet C 312 295 295 278

Heat content (190 C) kJ/kWh 899 798 878 886

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
2 Engine and operation

4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 65: Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical propulsion
with CPP, constant speed
2017-05-02 - 4.7

2.17.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II
Mechanical propulsion with CPP, constant speed
Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.

114 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Note:

Mechanical propulsion with CPP


2.17 Planning data for emission standard: IMO Tier II
Operating pressure data without further specification are given below/above
atmospheric pressure.
600 kW/cyl., 750 rpm Constant speed
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 66: Reference conditions: Tropics

Engine output % 100 85 75 50


Speed rpm 750
Heat to be dissipated 1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
1,166 1,028 1,113 950
Charge air cooler (LT stage)2) 548 449 479 300

Lube oil cooler3) 455 509 560 752

Jacket cooling 341 359 383 491

Nozzle cooling 14 14 14 15

Heat radiation (engine) 112 120 127 158

Air data

Temperature of charge air: C


After compressor 282 249 245 195
At charge air cooler outlet 60 60 60 60

Air flow rate kg/kWh 6.30 6.52 7.22 8.75

Charge air pressure (absolute) bar 5.25 4.54 4.43 3.20

Exhaust gas data4)

Mass flow kg/kWh 6.49 6.71 7.42 8.95

Temperature at turbine outlet C 350 332 331 313

Heat content (190 C) kJ/kWh 1,118 1,022 1,124 1,179


2 Engine and operation

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2017-05-02 - 4.7

2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 67: Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with CPP, constant speed

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 115 (450)
2 MAN Diesel & Turbo
2.18 Planning data for emission standard: IMO Tier II
Mechanical propulsion with FPP

2.18 Planning data for emission standard: IMO Tier II Mechanical propulsion with
FPP

2.18.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical
propulsion with FPP
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 68: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L 8L 9L 10L


Engine output kW 3,060 3,570 4,080 4,590 5,100

Speed rpm 750

Heat to be dissipated1)

Charge air: kW
Charge air cooler (HT stage) 883 1,041 1,146 1,308 1,404
Charge air cooler (LT stage) 490 588 666 765 845

Lube oil cooler2) 423 493 566 635 707

Jacket cooling 427 496 571 639 712

Nozzle cooling 12 14 16 18 20

Heat radiation (engine) 100 117 134 150 167


2 Engine and operation

Flow rates 3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 42 49 56 63 70

LT circuit (lube oil cooler + charge air cooler LT) 66 77 88 99 110

Lube oil (4 bar before engine) including flushing oil 105 114.5 124 133.5 143
2017-05-02 - 4.7

amount of attached lube oil automatic filter of


13 m3/h

Nozzle cooling water 1.0 1.2 1.4 1.6 1.8

LT cooling water turbocharger compressor wheel 1.4

Pumps

116 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 6L 7L 8L 9L 10L

2.18 Planning data for emission standard: IMO Tier II


Mechanical propulsion with FPP
a) Attached

HT CW service pump m3/h 42 49 56 63 70

LT CW service pump 66 77 88 99 110

Lube oil service pump for application with variable 162 162 191 191 226
speed

b) Free-standing4)

HT CW stand-by pump m3/h 42 49 56 63 70

HT CW service support pump 28 32 37 41 46

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 120 130 140 150

Lube oil service support pump 49 57 57 67 67

Nozzle CW pump 1.0 1.2 1.4 1.6 1.8

Prelubrication pump5) 26 29 31 34 36

MGO/MDO supply pump 2.0 2.4 2.7 3.1 3.4

HFO supply pump 1.0 1.2 1.4 1.5 1.7

HFO circulating pump 2.0 2.4 2.7 3.1 3.4


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 69: Nominal values for cooler specification MAN L32/44CR IMO Tier II Mechanical propulsion
with FPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
2 Engine and operation

Capacities of preheating pumps see paragraph H-001/Preheater, Page


303.

2.18.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical
propulsion with FPP
2017-05-02 - 4.7

Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 117 (450)
2 MAN Diesel & Turbo

Note:
2.18 Planning data for emission standard: IMO Tier II
Mechanical propulsion with FPP

Operating pressure data without further specification are given below/above


atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 70: Reference conditions: Tropics

No. of cylinders, config. 12V 14V 16V 18V 20V


Engine output kW 6,120 7,140 8,160 9,180 10,200

Speed rpm 750

Heat to be dissipated 1)

Charge air: kW
Charge air cooler (HT stage) 1,839 2,155 2,377 2,693 2,895
Charge air cooler (LT stage) 913 1,103 1,246 1,445 1,595

Lube oil cooler2) 847 985 1,131 1,269 1,413

Jacket cooling 853 992 1,141 1,279 1,413

Nozzle cooling 24 28 32 36 40

Heat radiation (engine) 201 234 267 301 334

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 98 112 126 140

LT circuit (lube oil cooler + charge air cooler LT) 132 154 176 198 220

Lube oil (4 bar before engine) including flushing oil 150 169 188 207 226
amount of attached lube oil automatic filter of
15 m3/h

Nozzle cooling water 2.0 2.4 2.8 3.2 3.6

LT cooling water turbocharger compressor wheel 2.8

Pumps
2 Engine and operation

a) Attached

HT CW service pump m3/h 84 98 112 126 140

LT CW service pump 132 154 176 198 220

Lube oil service pump for application with variable 226 240 282 324 324
2017-05-02 - 4.7

speed

b) Free-standing4)

HT CW stand-by pump m3/h 84 98 112 126 140

HT CW service support pump 55 64 73 82 91

118 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, config. 12V 14V 16V 18V 20V

2.18 Planning data for emission standard: IMO Tier II


Mechanical propulsion with FPP
LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 158 178 198 218 238

Lube oil service support pump 79 79 84 99 99

Nozzle CW pump 2.0 2.4 2.8 3.2 3.6

Prelubrication pump 5)
37 41 46 50 54

MGO/MDO supply pump 4.1 4.8 5.4 6.1 6.8

HFO supply pump 2.0 2.4 2.7 3.1 3.4

HFO circulating pump 4.1 4.8 5.4 6.1 6.8


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 71: Nominal values for cooler specification MAN V32/44CR IMO Tier II Mechanical propulsion
with FPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.18.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Mechanical propulsion with FPP
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: Tropics
2 Engine and operation

Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000


2017-05-02 - 4.7

Relative humidity % 60
Table 72: Reference conditions: Tropics

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 119 (450)
2 MAN Diesel & Turbo

No. of cylinders, configuration 6L 7L 8L 9L 10L


2.18 Planning data for emission standard: IMO Tier II
Mechanical propulsion with FPP

Engine output kW 3,060 3,570 4,080 4,590 5,100

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) C 90

LT cooling water air cooler inlet 38 C (Setpoint 32 C)2)

Lube oil engine inlet C 65

Nozzle cooling water inlet 60

Air data

Temperature of charge air at charge air C 62 61 63 62 63


cooler outlet

Air flow rate3) m3/h 19,138 22,328 25,518 28,708 31,897

t/h 20.9 24.4 27.9 31.4 34.9

Charge air pressure (absolute) bar 5.25

Air required to dissipate heat radiation m /h


3
32,212 37,580 42,949 48,317 53,686
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 38,482 44,849 51,344 57,702 64,084
outlet)5)

Mass flow t/h 21.6 25.2 28.7 32.3 35.9

Temperature at turbine outlet C 348

Heat content (190 C) kW 1,022 1,187 1,366 1,531 1,697

Permissible exhaust gas back pressure mbar 50


after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
5)
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned above
reference conditions.
2 Engine and operation

Table 73: Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II Mechanical
propulsion with FPP

2.18.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Mechanical propulsion with FPP
2017-05-02 - 4.7

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP

120 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Reference conditions: Tropics

2.18 Planning data for emission standard: IMO Tier II


Mechanical propulsion with FPP
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 74: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V 16V 18V 20V

Engine output kW 6,120 7,140 8,160 9,180 10,200

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) C 90

LT cooling water charge air cooler 38 C (Setpoint 32 C)2)


inlet

Lube oil inlet engine 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge C 62 61 63 62 63


air cooler outlet

Air flow rate3) m3/h 38,277 44,656 51,036 57,415 63,795

t/h 41.9 48.9 55.9 62.8 69.8

Charge air pressure (absolute) bar 4.67

Air required to dissipate heat radiation m3/h 64,423 75,160 85,897 96,635 107,372
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbo- m3/h 76,951 89,693 102,681 115,411 128,174
charger outlet)5)

Mass flow t/h 43.1 50.3 57.5 64.7 71.9

Temperature at turbine outlet C 348

Heat content (190 C) kW 2,042 2,374 2,731 3,062 3,395


2 Engine and operation

Permissible exhaust gas back pres- mbar 50


sure after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
2017-05-02 - 4.7

3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 75: Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II Mechanical
propulsion with FPP

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 121 (450)
2 MAN Diesel & Turbo
2.18 Planning data for emission standard: IMO Tier II
Mechanical propulsion with FPP

2.18.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with FPP
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: ISO
Air temperature C 25

Cooling water temp. before charge air cooler (LT stage) 25

Total barometric pressure mbar 1,000

Relative humidity % 30
Table 76: Reference conditions: ISO

Engine output % 100 85 75 50


Speed rpm 750 710 683 600
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage)2) 918 839 879 774
Charge air cooler (LT stage)2) 527 500 526 583

Lube oil cooler3) 401 431 468 631

Jacket cooling 426 430 455 532

Nozzle cooling 14 14 14 15

Heat radiation (engine) 152 156 161 190

Air data

Temperature of charge air: C


After compressor 234 212 207 168
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 7.25 7.58 8.20 10.34

Charge air pressure (absolute) bar 4.70 4.19 4.11 3.14

Exhaust gas data 4)


2 Engine and operation

Mass flow kg/kWh 7.44 7.77 8.40 10.55

Temperature at turbine outlet C 304 262 261 234

Heat content (190 C) kJ/kWh 908 593 632 489

Permissible exhaust gas back pressure after turbo- mbar 50 -


2017-05-02 - 4.7

charger (maximum)

122 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Engine output % 100 85 75 50

2.18 Planning data for emission standard: IMO Tier II


Mechanical propulsion with FPP
Speed rpm 750 710 683 600
Tolerances refer to 100 % load
1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 77: Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Mechanical propulsion
with FPP

2.18.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II
Mechanical propulsion with FPP
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 78: Reference conditions: Tropics

Engine output % 100 85 75 50


Speed rpm 750 710 683 600
Heat to be dissipated1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
1,087 1,011 1,065 1,001
Charge air cooler (LT stage)2) 556 501 511 384

Lube oil cooler3) 497 532 578 779

Jacket cooling 500 503 531 621


2 Engine and operation

Nozzle cooling 14 14 14 15

Heat radiation (engine) 118 122 125 148

Air data

Temperature of charge air: C


2017-05-02 - 4.7

After compressor 265 241 236 195


At charge air cooler outlet 61 60 60 60

Air flow rate kg/kWh 6.84 7.16 7.75 9.77

Charge air pressure (absolute) bar 4.67 4.16 4.08 3.11

Exhaust gas data4)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 123 (450)
2 MAN Diesel & Turbo

Engine output % 100 85 75 50


2.19 Planning data for emission standard: IMO Tier II
Suction dredger/pumps (mechanical drive)

Speed rpm 750 710 683 600


Mass flow kg/kWh 7.05 7.36 7.95 9.98

Temperature at turbine outlet C 347 300 299 271

Heat content (190 C) kJ/kWh 1,188 868 929 852

Permissible exhaust gas back pressure after turbo- mbar 50 -


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 79: Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Mechanical
propulsion with FPP

2.19 Planning data for emission standard: IMO Tier II Suction dredger/pumps
(mechanical drive)

2.19.1 Nominal values for cooler specification MAN L32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)


Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38


2 Engine and operation

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 80: Reference conditions: Tropics
2017-05-02 - 4.7

No. of cylinders, configuration 6L 7L 8L 9L 10L

Engine output kW 3,060 3,570 4,080 4,590 5,100

Speed rpm 750

Heat to be dissipated1)

124 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 6L 7L 8L 9L 10L

2.19 Planning data for emission standard: IMO Tier II


Suction dredger/pumps (mechanical drive)
Charge air: kW
Charge air cooler (HT stage) 898 1,062 1,169 1,340 1,442
Charge air cooler (LT stage) 496 567 671 756 850

Lube oil cooler2) 421 491 561 631 701

Jacket cooling 423 493 563 634 705

Nozzle cooling 12 14 16 18 20

Heat radiation (engine) 100 117 133 150 167

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 42 49 56 63 70

LT circuit (lube oil cooler + charge air cooler LT) 66 77 88 99 110

Lube oil (4 bar before engine) including flushing oil 105 114.5 124 133.5 143
amount of attached lube oil automatic filter of
13 m/h

Nozzle cooling water 1.0 1.2 1.4 1.6 1.8

LT cooling water turbocharger compressor wheel 1.4

Pumps

a) Attached

HT CW service pump m3/h 42 49 56 63 70

LT CW service pump 66 77 88 99 110

Lube oil service pump for application with variable 162 191 226
speed

b) Free-standing4)

HT CW stand-by pump m3/h 42 49 56 63 70

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 120 130 140 150

Nozzle CW pump 1.0 1.2 1.4 1.6 1.8

Prelubrication pump5) 26 29 31 34 36

MGO/MDO supply pump 2.0 2.4 2.7 3.1 3.4

HFO supply pump 1.0 1.2 1.4 1.5 1.7


2 Engine and operation

HFO circulating pump 2.0 2.4 2.7 3.1 3.4


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
2017-05-02 - 4.7

3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 81: Nominal values for cooler specification MAN L32/44CR IMO Tier II Suction dredger/pumps
(mechanical drive)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 125 (450)
2 MAN Diesel & Turbo

Note:
2.19 Planning data for emission standard: IMO Tier II
Suction dredger/pumps (mechanical drive)

You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
Capacities of preheating pumps see paragraph H-001/Preheater, Page
303.

2.19.2 Nominal values for cooler specification MAN V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 82: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V 16V 18V

Engine output kW 6,120 7,140 8,160 9,180

Speed rpm 750

Heat to be dissipated1)

Charge air: kW
Charge air cooler (HT stage) 1,866 2,195 2,427 2,754
Charge air cooler (LT stage) 927 1,062 1,262 1,435
2 Engine and operation

Lube oil cooler2) 841 981 1,123 1,262

Jacket cooling 845 986 1,129 1,267

Nozzle cooling 24 28 33 37

Heat radiation (engine) 201 234 267 301


2017-05-02 - 4.7

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 84 98 112 126

LT circuit (lube oil cooler + charge air cooler LT) 132 154 176 198

Lube oil (4 bar before engine) including flushing oil amount of 150 169 188 207
attached lube oil automatic filter of 15 m/h

126 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 12V 14V 16V 18V

2.19 Planning data for emission standard: IMO Tier II


Suction dredger/pumps (mechanical drive)
Nozzle cooling water 2.0 2.4 2.8 3.2

LT cooling water turbocharger compressor wheel 2.8

Pumps

a) Attached

HT CW service pump m3/h 84 98 112 126

LT CW service pump 132 154 176 198

Lube oil service pump 226 240 282 324

b) Free-standing4)

HT CW stand-by pump m3/h 84 98 112 126

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 158 178 198 218

Nozzle CW pump 2.0 2.4 2.8 3.2

Prelubrication pump 5)
37 41 46 50

MGO/MDO supply pump 4.1 4.8 5.4 6.1

HFO supply pump 2.0 2.4 2.7 3.1

HFO circulating pump 4.1 4.8 5.4 6.1


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 83: Nominal values for cooler specification MAN V32/44CR IMO Tier II Suction dredger/pumps
(mechanical drive)

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 303.
Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 281.
2 Engine and operation

Capacities of preheating pumps see paragraph H-001/Preheater, Page


303.

2.19.3 Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II
Suction dredger/pumps (mechanical drive)
2017-05-02 - 4.7

Note:
7L and 14V are only available with 560 kW/cyl., planning data not stated
below, will be transfered project specific.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 127 (450)
2 MAN Diesel & Turbo

Note:
2.19 Planning data for emission standard: IMO Tier II
Suction dredger/pumps (mechanical drive)

Operating pressure data without further specification are given below/above


atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 84: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L 8L 9L 10L

Engine output kW 3,060 3,570 4,080 4,590 5,100

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) C 90

LT cooling water air cooler inlet 38 C (Setpoint 32 C)2)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air C 60 60 61 60 61


cooler outlet

Air flow rate3) m3/h 19,465 22,709 25,953 29,197 32,441

t/h 21.3 24.9 28.4 32.0 35.5

Charge air pressure (absolute) bar 4.49

Air required to dissipate heat radiation m /h


3
32,212 37,580 42,949 48,317 53,686
(engine) (t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 38,747 45,197 51,592 58,111 64,503
outlet)5)

Mass flow t/h 21.9 25.6 29.2 32.9 36.5


2 Engine and operation

Temperature at turbine outlet C 342

Heat content (190 C) kW 999 1,165 1,325 1,498 1,657


2017-05-02 - 4.7

128 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of cylinders, configuration 6L 7L 8L 9L 10L

2.19 Planning data for emission standard: IMO Tier II


Suction dredger/pumps (mechanical drive)
Permissible exhaust gas back pressure mbar 50
after turbocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
5)
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned above
reference conditions.
Table 85: Temperature basis, nominal air and exhaust gas data MAN L32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)

2.19.4 Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II
Suction dredger/pumps (mechanical drive)
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60
Table 86: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V 16V 18V

Engine output kW 6,120 7,140 8,160 9,180

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) C 90

LT cooling water charge air cooler inlet 38 C (Setpoint 32 C)2)


2 Engine and operation

Lube oil inlet engine 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air cooler C 57 60 61 60


2017-05-02 - 4.7

outlet

Air flow rate3) m3/h 38,929 45,417 51,905 58,394

Air flow rate3) t/h 42.6 49.7 56.8 63.9

Charge air pressure (absolute) bar 4.49

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 129 (450)
2 MAN Diesel & Turbo

No. of cylinders, configuration 12V 14V 16V 18V


2.19 Planning data for emission standard: IMO Tier II
Suction dredger/pumps (mechanical drive)

Air required to dissipate heat radiation (engine) m3/h 64,423 75,160 85,897 96,635
(t2 t1 = 10 C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5) m3/h 77,483 90,393 103,372 116,225

Mass flow t/h 43.8 51.1 58.4 65.7

Temperature at turbine outlet C 342

Heat content (190 C) kW 1,997 2,330 2,669 2,996

Permissible exhaust gas back pressure after tur- mbar 50


bocharger (maximum)
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 306.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity 5 %; temperature 20 C.
Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
5)

above reference conditions.


Table 87: Temperature basis, nominal air and exhaust gas data MAN V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)

2.19.5 Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: ISO
Air temperature C 25

Cooling water temp. before charge air cooler (LT stage) 25

Total barometric pressure mbar 1,000

Relative humidity % 30
Table 88: Reference conditions: ISO
2 Engine and operation

Engine output % 100 85 75 50


Speed rpm 750
Heat to be dissipated1)
2017-05-02 - 4.7

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
934 872 907 694
Charge air cooler (LT stage)2) 492 494 529 519

Lube oil cooler3) 401 431 468 631

Jacket cooling 426 431 456 536

130 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Engine output % 100 85 75 50

2.19 Planning data for emission standard: IMO Tier II


Suction dredger/pumps (mechanical drive)
Speed rpm 750
Nozzle cooling 14 14 14 15

Heat radiation (engine) 152 157 161 191

Air data

Temperature of charge air: C


After compressor 229 207 201 161
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 7.37 7.95 8.72 9.85

Charge air pressure (absolute) bar 4.53 4.15 3.99 3.06

Exhaust gas data4)

Mass flow kg/kWh 7.56 8.15 8.92 10.06

Temperature at turbine outlet C 300 267 263 269

Heat content (190 C) kJ/kWh 889 667 692 844

Permissible exhaust gas back pressure after turbo- mbar 50


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 89: Load specific values at ISO conditions MAN L/V32/44CR IMO Tier II Suction dredger/pumps
(mechanical drive)

2.19.6 Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Suction
dredger/pumps (mechanical drive)
Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
510 kW/cyl., 750 rpm Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
2 Engine and operation

Air temperature C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000


2017-05-02 - 4.7

Relative humidity % 60
Table 90: Reference conditions: Tropics

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 131 (450)
2 MAN Diesel & Turbo

Engine output % 100 85 75 50


2.20 Operating/service temperatures and pressures

Speed rpm 750


Heat to be dissipated 1)

Charge air: kJ/kWh


Charge air cooler (HT stage) 2)
1,106 1,055 1,106 916
Charge air cooler (LT stage)2) 536 482 488 323

Lube oil cooler3) 495 532 578 779

Jacket cooling 497 503 532 626

Nozzle cooling 14 14 14 14

Heat radiation (engine) 118 122 126 148

Air data

Temperature of charge air: C


After compressor 258 236 229 186
At charge air cooler outlet 60 60 60 60

Air flow rate kg/kWh 6.96 7.52 8.24 9.30

Charge air pressure (absolute) bar 4.49 4.12 3.96 3.04

Exhaust gas data4)

Mass flow kg/kWh 7.16 7.72 8.44 9.52

Temperature at turbine outlet C 342 306 302 308

Heat content (190 C) kJ/kWh 1,175 958 1,007 1,200

Permissible exhaust gas back pressure after turbo- mbar 50


charger (maximum)

Tolerances refer to 100 % load


1)
Tolerance: +10 % for rating coolers; 15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: Quantity 5 %; temperature 20 C.
Table 91: Load specific values at tropical conditions MAN L/V32/44CR IMO Tier II Suction dredger/
pumps (mechanical drive)
2 Engine and operation

2.20 Operating/service temperatures and pressures

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.
2017-05-02 - 4.7

132 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Intake air (conditions before compressor of turbocharger)

2.20 Operating/service temperatures and pressures


Min. Max.

Intake air temperature compressor inlet 5 C1) 45 C2)

Intake air pressure compressor inlet 20 mbar -

Conditions below this temperature are defined as "arctic conditions" see section Engine operation under arctic
1)

conditions, Page 60.


2)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
Table 92: Intake air (conditions before compressor of turbocharger)

Charge air (conditions within charge air pipe before cylinder)


Min. Max.

Charge air temperature cylinder inlet1) 34 C 58 C


1)
Aim for a higher value in conditions of high air humidity (to reduce condensate amount).
Table 93: Charge air (conditions within charge air pipe before cylinder)

HT cooling water Engine


Min. Max.

HT cooling water temperature engine outlet1) 90 C2) 95C3)

HT cooling water temperature engine inlet Preheated before start 60 C 90 C

HT cooling water pressure engine inlet4) 3 bar 4 bar

Pressure loss engine (total, for nominal flow rate) - 1.35 bar

Only for information:


+ Pressure loss engine (without charge air cooler) 0.3 bar 0.5 bar
+ Pressure loss HT piping engine 0.2 bar 0.45 bar
+ Pressure loss charge air cooler (HT stage) 0.2 bar 0.4 bar

Pressure rise attached HT cooling water pump (optional) 3.2 bar 3.8 bar
1)
SaCoSone measuring point is outlet cylinder cooling of the engine.
2)
Regulated temperature.
3)
Operation at alarm level.
2 Engine and operation

4)
SaCoSone measuring point is inlet cylinder cooling of the engine.

Table 94: HT cooling water Engine


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 133 (450)
2 MAN Diesel & Turbo

HT cooling water Plant


2.20 Operating/service temperatures and pressures

Min. Max.

Permitted allowed pressure loss of external HT system (plant) - 1.85 bar

Minimum required pressure rise of free-standing HT cooling water stand-by pump 3.2 bar -
(plant)

Cooling water expansion tank


+ Pre-pressure due to expansion tank at suction side of cooling water pump 0.6 bar 0.9 bar
+ Pressure loss from expansion tank to suction side of cooling water pump - 0.1 bar
Table 95: HT cooling water Plant

LT cooling water Engine


Min. Max.

LT cooling water temperature charge air cooler inlet (LT stage) 32 C1) 38 C2)

LT cooling water pressure charge air cooler inlet (LT stage) 2 bar 4 bar

Pressure loss charge air cooler (LT stage, for nominal flow rate) - 0.6 bar

Only for information:


+ Pressure loss LT piping engine 0.2 bar 0.3 bar
+ Pressure loss charge air cooler (LT stage) 0.1 bar 0.3 bar

Pressure rise attached LT cooling water pump (optional) 3.0 bar 4.0 bar
1)
Regulated temperature.
2)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
Table 96: LT cooling water Engine

LT cooling water Plant


Min. Max.

Permitted pressure loss of external LT system (plant) - 2.4 bar

Minimum required pressure rise of free-standing LT cooling water stand-by pump 3.0 bar -
(plant)

Cooling water expansion tank


+ Pre-pressure due to expansion tank at suction side of cooling water pump 0.6 bar 0.9 bar
+ Pressure loss from expansion tank to suction side of cooling water pump - 0.1 bar
2 Engine and operation

Table 97: LT cooling water Plant


2017-05-02 - 4.7

134 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Nozzle cooling water

2.20 Operating/service temperatures and pressures


Min. Max.

Nozzle cooling water temperature engine inlet 55 C 70 C1)

Nozzle cooling water pressure engine inlet


+ Open system 2 bar 3 bar
+ Closed system 3 bar 5 bar

Pressure loss engine (fuel nozzles, for nominal flow rate) - 1.5 bar
1)
Operation at alarm level.
Table 98: Nozzle cooling water

Lube oil
Min. Max.

Lube oil temperature engine inlet 65 C1) 70 C2)

Lube oil temperature engine inlet Preheated before start 40 C 65 C3)

Lube oil pressure (during engine operation)


Engine inlet 4 bar 5 bar
Turbocharger inlet 1.3 bar 2.2 bar

Prelubrication/postlubrication (duration 10 min) lube oil pressure


Engine inlet 0.3 bar4) 5 bar
Turbocharger inlet 0.2 bar 2.2 bar

Prelubrication/postlubrication (duration > 10 min) lube oil pressure


Engine inlet 0.3 bar 4) 0.6 bar
Turbocharger inlet 0.2 bar 0.6 bar

Lube oil pump (free-standing, attached)


Design pressure 7 bar -
Opening pressure safety valve - 8 bar
1)
Regulated temperature.
2)
Operation at alarm level.
3)
If a higher temperature of the lube oil will be reached in the system (e.g. due to separator operation), it is important
2 Engine and operation

at an engine start to reduce it as quickly as possible below alarm level to avoid a start failure.
4)
Note: Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 C.
Table 99: Lube oil
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 135 (450)
2 MAN Diesel & Turbo

Fuel
2.20 Operating/service temperatures and pressures

Min. Max.

Fuel temperature engine inlet


MGO (DMA, DMZ) and MDO (DMB) according ISO 8217-2012 10 C1) 45 C2)
HFO according ISO 8217-2012 - 150 C2)

Fuel viscosity engine inlet


MGO (DMA, DMZ) and MDO (DMB) according ISO 8217-2012 1.9 cSt 14.0 cSt
HFO according ISO 8217-2012, recommended viscosity 12.0 cSt 14.0 cSt

Fuel pressure engine inlet (before high pressure pumps) 11.0 bar 12.0 bar

Fuel pressure engine inlet (before high pressure pumps) in case of black out 3 bar -
(only engine start idling)

Differential pressure (engine inlet/engine outlet) 5 bar -

Maximum pressure variation at engine inlet - 1.5 bar

HFO supply system


+ Minimum required pressure rise of free-standing HFO supply pump (plant) 8.0 bar -
+ Minimum required pressure rise of free-standing HFO circulating pump 10.0 bar -
(booster pumps, plant)
+ Minimum required absolute design pressure free-standing HFO circulating 14.0 bar -
pump (booster pumps, plant)

MDO/MGO supply system


+ Minimum required pressure rise of free-standing MDO/MGO supply pump 14.0 bar -
(plant)

Fuel temperature within HFO day tank (preheating) 75 C 90 C3)


1)
Maximum viscosity not to be exceeded. Pour point and Cold filter plugging point have to be observed.
2)
Not allowed to fall below minimum viscosity.
3)
If flash point is below 100 C, than the limit is: 10 degree distance to the flash point.
Table 100: Fuel

Setting

Safety valve/pressure limiting valve in CR system 1,850 bar + 100 bar

Shut-off valve (opening pressure) 100 bar 3 bar


2 Engine and operation

Table 101: Fuel injection valve

Compressed air in the starting air system


Min. Max.
2017-05-02 - 4.7

Starting air pressure within vessel/pressure regulating valve inlet 10.0 bar 30.0 bar

Starting air pressure, pressure regulating valve outlet 6.5 bar 9.5 bar
(adjustable, 8.0 bar 1.5 bar), air starter inlet
Table 102: Compressed air in the starting air system

136 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Compressed air in the control air system

2.20 Operating/service temperatures and pressures


Min. Max.

Control air pressure engine inlet 5.5 bar 8.0 bar


Table 103: Compressed air in the control air system

Crankcase pressure (engine)


Min. Max.

Pressure within crankcase 2.5 mbar 3.0 mbar


Table 104: Crankcase pressure (engine)

Setting

Safety valve attached to the crankcase (opening pressure) 50 70 mbar


Table 105: Safety valve

Exhaust gas
Min. Max.

Exhaust gas temperature turbine outlet (normal operation under tropic conditions) - 344 C

Exhaust gas temperature turbine outlet (with SCR within regeneration mode) 360 C 400 C

Exhaust gas temperature turbine outlet (emergency operation According classifi- - 574 C
cation rules One failure of TC)

Recommended design exhaust gas temperature turbine outlet for layout of 450 C1) -
exhaust gas line (plant)

Exhaust gas back pressure after turbocharger (static) - 50 mbar2)


1)
Project specific evaluation required, figure given as minimum value for guidance only.
2)
If this value is exceeded by the total exhaust gas back pressure of the designed exhaust gas line, sections Derat-
ing, definition of P Operating, Page 36 and Increased exhaust gas pressure due to exhaust gas after treatment instal-
lations, Page 39 need to be considered.
Table 106: Exhaust gas
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 137 (450)
2 MAN Diesel & Turbo
2.21 Filling volumes

2.21 Filling volumes

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

Cooling water and oil volume Turbocharger at counter coupling side1)

No. of cylinders 6 7 8 9 10 12 14 16 18 20

HT cooling water2) litre 234 269 303 337 371 469 539 606 675 742
approximately

LT cooling water3) 71 76 76 78 78 142 152 152 156 156


approximately

Lube oil dry oil sump4)

Cooling water and oil volume Turbocharger at coupling side1)

HT cooling water2) litre 273 312 349 388 425 546 624 698 776 851
approximately

LT cooling water3) 52 57 57 59 59 104 114 114 118 118


approximately

Lube oil dry oil sump4)


1)
Be aware: This is just the amount inside the engine. By this amount the level in the service or expansion tank will be
lowered when media systems are put in operation.
2)
HT-water volume engine: HT-part of charge air cooler, cylinder unit, piping.
3)
LT-water volume engine: LT-part of charge air cooler, piping.
4)
Due to the dry oil sump after engine stop the total amount will flow into the lube oil service tank.
Table 107: Cooling water and oil volume of engine

Service tanks Installation height1) Minimum effective capacity


m m3
No. of cylinders 6 7 8 9 10 12 14 16 18 20

Cooling water expansion 69 0.5 0.7


tank
2 Engine and operation

Required diameter for - DN50 2)


expansion pipeline

Lube oil in lube oil service - 3.6 4.2 4.8 5.4 6.0 7.2 8.4 9.6 10.8 12.0
tank3)
1)
Installation height refers to tank bottom and crankshaft centre line.
2017-05-02 - 4.7

2)
Cross-secional area should correspond to that of the venting pipes.
3)
The minimum quantity of lube oil for the engine in the lube oil service tank is 1.0 litre/kW.
Table 108: Service tanks capacities

138 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.22 Internal media systems Exemplary


2.22 Internal media systems Exemplary

Internal fuel system Exemplary

2 Engine and operation


2017-05-02 - 4.7

Figure 38: Internal fuel system Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof dont exist.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 139 (450)
2 MAN Diesel & Turbo

Internal cooling water system Exemplary


2.22 Internal media systems Exemplary

Figure 39: Internal cooling water system Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
2 Engine and operation

Project-specific drawings thereof dont exist.


2017-05-02 - 4.7

140 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Internal lube oil system Exemplary

2.22 Internal media systems Exemplary


2 Engine and operation

Figure 40: Internal lube oil system Exemplary

Note:
2017-05-02 - 4.7

The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof dont exist.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 141 (450)
2 MAN Diesel & Turbo

Internal starting air system Exemplary


2.22 Internal media systems Exemplary
2 Engine and operation

2017-05-02 - 4.7

Figure 41: Internal starting air system Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof dont exist.

142 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.23 Venting amount of crankcase and turbocharger


2.23 Venting amount of crankcase and turbocharger
A ventilation of the engine crankcase and the turbochargers is required, as
described in section Crankcase vent and tank vent, Page 298.
For the layout of the ventilation system guidance is provided below:
Due to normal blow-by of the piston ring package small amounts of combus-
tion chamber gases get into the crankcase and carry along oil dust.
The amount of crankcase vent gases is approximately 0.1 % of the
engines air flow rate.
The temperature of the crankcase vent gases is approximately 5 K higher
than the oil temperature at the engines oil inlet.
The density of crankcase vent gases is 1.0 kg/m (assumption for calcu-
lation).
In addition, the sealing air of the turbocharger needs to be vented.
The amount of turbocharger sealing air is approximately 0.2 % of the
engines air flow rate.
The temperature of turbocharger sealing air is approximately 5 K higher
than the oil temperature at the engines oil inlet.
The density of turbocharger sealing air is 1.0 kg/m (assumption for cal-
culation).

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 143 (450)
2 MAN Diesel & Turbo
2.24 Exhaust gas emission

2.24 Exhaust gas emission

2.24.1 Maximum permissible NOx emission limit value IMO Tier II

IMO Tier II: Engine in standard version1


Rated speed 720 rpm 750 rpm
NOx 1) 2) 3)

IMO Tier II cycle D2/E2/E3 9.68 g/kWh4) 9.59g/kWh4)

Note:
The engines certification for compliance with the NOx limits will be carried out during factory acceptance test as a
single or a group certification.
1)
Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO).
2)
Calculated as NO2.
D2: Test cycle for "constant-speed auxiliary engine application".
E2: Test cycle for "constant-speed main propulsion application" including diesel-electric drive and all controllable
pitch propeller installations.
E3: Test cycle for "propeller-law-operated main and propeller-law-operated auxiliary engine application.
3)
Based on a LT charge air cooling water temperature of max. 32 C at 25 C sea water temperature.
4)
Maximum permissible NOx emissions for marine diesel engines according to IMO Tier II:
130 n 2,000 44 * n0.23 g/kWh (n = rated engine speed in rpm).
Table 109: Maximum permissible NOx emission limit value

1
Marine engines are guaranteed to meet the revised International Convention
for the Prevention of Pollution from Ships, "Revised MARPOL Annex VI (Reg-
ulations for the Prevention of Air Pollution from Ships), Regulation 13.4 (Tier
II)" as adopted by the International Maritime Organization (IMO).

2.24.2 Smoke emission index (FSN)


Smoke index FSN for engine loads 10 % load well below limit of visibility
(0.4 FSN).
Valid for normal engine operation.
2 Engine and operation

2.24.3 Exhaust gas components of medium speed four-stroke diesel engines


The exhaust gas of a medium speed four-stroke diesel engine is composed
of numerous constituents. These are derived from either the combustion air
and fuel oil and lube oil used, or they are reaction products, formed during
2017-05-02 - 4.7

the combustion process see table below. Only some of these are to be con-
sidered as harmful substances.
For a typical composition of the exhaust gas of an MAN Diesel & Turbo four-
stroke diesel engine without any exhaust gas treatment devices see table
below.

144 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Main exhaust gas constituents Approx. [% by volume] Approx. [g/kWh]

2.24 Exhaust gas emission


Nitrogen N2 74.0 76.0 5,020 5,160

Oxygen O2 11.6 13.2 900 1,030

Carbon dioxide CO2 5.2 5.8 560 620

Steam H2O 5.9 8.6 260 370

Inert gases Ar, Ne, He... 0.9 75

Total > 99.75 7,000

Additional gaseous exhaust gas con- Approx. [% by volume] Approx. [g/kWh]


stituents considered as pollutants

Sulphur oxides SOx1) 0.07 10.0

Nitrogen oxides NOx2) 0.07 0.15 8.0 16.0

Carbon monoxide CO3) 0.006 0.011 0.4 0.8

Hydrocarbons HC4) 0.1 0.04 0.4 1.2

Total < 0.25 26

Additionally suspended exhaust gas Approx. [mg/Nm ] 3


Approx. [g/kWh]
constituents, PM5)
Operating on Operating on

MGO 6)
HFO 7)
MGO 6)
HFO7)

Soot (elemental carbon)8) 50 50 0.3 0.3

Fuel ash 4 40 0.03 0.25

Lube oil ash 3 8 0.02 0.04

Note:
At rated power and without exhaust gas treatment.
1)
SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5 % by weight.
2)
NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
3)
CO according to ISO-8178 or US EPA method 10.
4)
HC according to ISO-8178 or US EPA method 25 A.
5)
PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6)
Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01 % and an ash content of the lube oil of 1.5 %.
7)
Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1 % and an ash content of the lube oil of 4.0 %.
2 Engine and operation

8)
Pure soot, without ash or any other particle-borne constituents.
Table 110: Exhaust gas constituents of the engine (before an exhaust gas aftertreatment installation) for
liquid fuel (for guidance only)

Carbon dioxide CO2


2017-05-02 - 4.7

Carbon dioxide (CO2) is a product of combustion of all fossil fuels.


Among all internal combustion engines the diesel engine has the lowest spe-
cific CO2 emission based on the same fuel quality, due to its superior effi-
ciency.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 145 (450)
2 MAN Diesel & Turbo

Sulphur oxides SOx


2.24 Exhaust gas emission

Sulphur oxides (SOx) are formed by the combustion of the sulphur contained
in the fuel.
Among all systems the diesel process results in the lowest specific SOx emis-
sion based on the same fuel quality, due to its superior efficiency.

Nitrogen oxides NOx (NO + NO2)


The high temperatures prevailing in the combustion chamber of an internal
combustion engine cause the chemical reaction of nitrogen (contained in the
combustion air as well as in some fuel grades) and oxygen (contained in the
combustion air) to nitrogen oxides (NOx).

Carbon monoxide CO
Carbon monoxide (CO) is formed during incomplete combustion.
In MAN Diesel & Turbo four-stroke diesel engines, optimisation of mixture
formation and turbocharging process successfully reduces the CO content of
the exhaust gas to a very low level.

Hydrocarbons HC
The hydrocarbons (HC) contained in the exhaust gas are composed of a
multitude of various organic compounds as a result of incomplete combus-
tion.
Due to the efficient combustion process, the HC content of exhaust gas of
MAN Diesel & Turbo four-stroke diesel engines is at a very low level.

Particulate matter PM
Particulate matter (PM) consists of soot (elemental carbon) and ash.
2 Engine and operation

2017-05-02 - 4.7

146 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.25 Noise
2.25 Noise

2.25.1 Airborne noise

L engine
Sound pressure level Lp
Measurements
Approximately 20 measuring points at 1 meter distance from the engine sur-
face are distributed evenly around the engine according to ISO 6798. The
noise at the exhaust outlet is not included, but provided separately in the fol-
lowing sections.
Octave level diagram
The expected sound pressure level Lp is below 107 dB(A) at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines at the testbed and is a conservative
spectrum consequently. No room correction is performed. The data will
change depending on the acoustical properties of the environment.
Blow-off noise
Blow-off noise is not considered in the measurements, see below.

2 Engine and operation


2017-05-02 - 4.7

Figure 42: Airborne noise Sound pressure level Lp Octave level diagram L engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 147 (450)
2 MAN Diesel & Turbo

V engine
2.25 Noise

Sound pressure level Lp


Measurements
Approximately 20 measuring points at 1 meter distance from the engine sur-
face are distributed evenly around the engine according to ISO 6798. The
noise at the exhaust outlet is not included, but provided separately in the fol-
lowing sections.
Octave level diagram
The expected sound pressure level Lp is below 108 dB(A) at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines at the testbed and is a conservative
spectrum consequently. No room correction is performed. The data will
change depending on the acoustical properties of the environment.
Blow-off noise
Blow-off noise is not considered in the measurements, see below.
2 Engine and operation

Figure 43: Airborne noise Sound pressure level Lp Octave level diagram V engine
2017-05-02 - 4.7

148 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.25 Noise
2.25.2 Intake noise

L engine
Sound power level Lw
Measurements
The (unsilenced) intake air noise is determined based on measurements at
the turbocharger test bed and on measurements in the intake duct of typical
engines at the test bed.
Octave level diagram
The expected sound power level Lw of the unsilenced intake noise in the
intake duct is below 143 dB at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
Charge air blow-off noise
Charge air blow-off noise is not considered in the measurements, see below.
These data are required and valid only for ducted air intake systems. The
data are not valid if the standard air filter silencer is attached to the turbo-
charger.

2 Engine and operation


2017-05-02 - 4.7

Figure 44: Unsilenced intake noise Sound power level Lw Octave level diagram L engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 149 (450)
2 MAN Diesel & Turbo

V engine
2.25 Noise

Sound power level Lw


Measurements
The (unsilenced) intake air noise is determined based on measurements at
the turbocharger test bed and on measurements in the intake duct of typical
engines at the test bed.
Octave level diagram
The expected sound power level Lw of the unsilenced intake noise in the
intake duct is below 146 dB at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
Charge air blow-off noise
Charge air blow-off noise is not considered in the measurements, see below.
These data are required and valid only for ducted air intake systems. The
data are not valid if the standard air filter silencer is attached to the turbo-
charger.
2 Engine and operation

Figure 45: Unsilenced intake noise Sound power level Lw Octave level diagram V engine
2017-05-02 - 4.7

150 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.25 Noise
2.25.3 Exhaust gas noise

L engine
Sound power level Lw
Measurements
The (unsilenced) exhaust gas noise is measured according to internal MAN
Diesel & Turbo guidelines at several positions in the exhaust duct.
Octave level diagram
The sound power level Lw of the unsilenced exhaust gas noise in the
exhaust pipe is shown at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
Acoustic design
To ensure an appropriate acoustic design of the exhaust gas system, the
yard, MAN Diesel & Turbo, supplier of silencer and where necessary acoustic
consultant have to cooperate.
Waste gate blow-off noise
Waste gate blow-off noise is not considered in the measurements, see
below.

2 Engine and operation


2017-05-02 - 4.7

Figure 46: Unsilenced exhaust gas noise Sound power level Lw Octave level diagram L engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 151 (450)
2 MAN Diesel & Turbo

V engine
2.25 Noise

Sound power level Lw at 100 % MCR


Measurements
The (unsilenced) exhaust gas noise is measured according to internal MAN
Diesel & Turbo guidelines at several positions in the exhaust duct.
Octave level diagram
The sound power level Lw of the unsilenced exhaust gas noise in the
exhaust pipe is shown at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
Acoustic design
To ensure an appropriate acoustic design of the exhaust gas system, the
yard, MAN Diesel & Turbo, supplier of silencer and where necessary acoustic
consultant have to cooperate.
Waste gate blow-off noise
Waste gate blow-off noise is not considered in the measurements, see
below.
2 Engine and operation

2017-05-02 - 4.7

Figure 47: Unsilenced exhaust gas noise Sound power level Lw Octave level diagram V engine

152 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.25 Noise
2.25.4 Blow-off noise example
Sound power level Lw
Measurements
The (unsilenced) charge air blow-off noise is measured according to DIN
45635, part 47 at the orifice of a duct.
Throttle body with bore size 135 mm
Expansion of charge air from 3.4 bar to ambient pressure at 42 C
Octave level diagram
The sound power level Lw of the unsilenced charge air blow-off noise is
approximately 141 dB for the measured operation point.

Figure 48: Unsilenced charge air blow-off noise Sound power level Lw Octave level diagram
2 Engine and operation

2.25.5 Noise and vibration Impact on foundation

Noise and vibration is emitted by the engine to the surrounding (see figure
Noise and vibration Impact on foundation, Page 154). The engine impact
2017-05-02 - 4.7

transferred through the engine mounting to the foundation is focussed sub-


sequently.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 153 (450)
2 MAN Diesel & Turbo
2.25 Noise

Figure 49: Noise and vibration Impact on foundation


The foundation is excited to vibrations in a wide frequency range by the
engine and by auxiliary equipment (from engine or plant). The engine is
vibrating as a rigid body. Additionally, elastic engine vibrations are superim-
posed. Elastic vibrations are either of global (e.g. complete engine bending)
or local (e.g. bending engine foot) character. If the higher frequency range is
involved, the term "structure borne noise" is used instead of "vibrations".
Mechanical engine vibrations are mainly caused by mass forces of moved
drive train components and by gas forces of the combustion process. For
structure borne noise, further excitations are relevant as well, e.g. impacts
from piston stroke and valve seating, impulsive gas force components, alter-
nating gear train meshing forces and excitations from pumps.
For the analysis of the engine noise- and vibration-impact on the surround-
ing, the complete system with engine, engine mounting, foundation and plant
has to be considered.
Engine related noise and vibration reduction measures cover e.g. counterbal-
ance weights, balancing, crankshaft design with firing sequence, component
2 Engine and operation

design etc. The remaining, inevitable engine excitation is transmitted to the


surrounding of the engine but not completely in case of a resilient engine
mounting, which is chosen according to the application-specific require-
ments. The resilient mounting isolates engine noise and vibration from its sur-
rounding to a large extend. Hence, the transmitted forces are considerably
reduced compared with a rigid mounting. Nevertheless, the engine itself is
2017-05-02 - 4.7

vibrating stronger in the low frequency range in general especially when


driving through mounting resonances.
In order to avoid resonances, it must be ensured that eigenfrequencies of
foundation and coupled plant structures have a sufficient safety margin in
relation to the engine excitations. Moreover, the foundation has to be
designed as stiff as possible in all directions at the connections to the engine.

154 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Thus, the foundation mobility (measured according to ISO 7262) has to be as

2.25 Noise
low as possible to ensure low structure borne noise levels. For low frequen-
cies, the global connection of the foundation with the plant is focused for that
matter. The dynamic vibration behaviour of the foundation is mostly essential
for the mid frequency range. In the high frequency range, the foundation
elasticity is mainly influenced by the local design at the engine mounts. E.g.
for steel foundations, sufficient wall thicknesses and stiffening ribs at the con-
nection positions shall be provided. The dimensioning of the engine founda-
tion also has to be adjusted to other parts of the plant. For instance, it has to
be avoided that engine vibrations are amplified by alternator foundation vibra-
tions. Due to the scope of supply, the foundation design and its connection
with the plant is mostly within the responsibility of the costumer. Therefore,
the customer is responsible to involve MAN Diesel & Turbo for consultancy in
case of system-related questions with interaction of engine, foundation and
plant. The following information is available for MAN Diesel & Turbo custom-
ers, some on special request:
Residual external forces and couples (Project Guide)
Resulting from the summation of all mass forces from the moving drive
train components. All engine components are considered rigidly in the
calculation. The residual external forces and couples are only transferred
completely to the foundation in case of a rigid mounting, see above.
Static torque fluctuation (Project Guide)
Static torque fluctuations result from the summation of gas and mass
forces acting on the crank drive. All components are considered rigidly in
the calculation. These couples are acting on the foundation dependent
on the applied engine mounting, see above.
Mounting forces (project-specific)
The mounting dimensioning calculation is specific to a project and
defines details of the engine mounting. Mounting forces acting on the
foundation are part of the calculation results. Gas and mass forces are
considered for the excitation. The engine is considered as one rigid body
with elastic mounts. Thus, elastic engine vibrations are not implemented.
Reference measurements for engine crankcase vibrations according to
ISO 108166 (project-specific)
Reference testbed measurements for structure borne noise (project-spe-
cific)
Measuring points are positioned according to ISO 13332 on the engine
feet above and below the mounting elements. Structure borne noise lev-
els above elastic mounts mainly depend on the engine itself. Whereas
structure borne noise levels below elastic mounts strongly depend on the
foundation design. A direct transfer of the results from the testbed foun-
dation to the plant foundation is not easily possible even with the con-
2 Engine and operation

sideration of testbed mobilities. The results of testbed foundation mobility


measurements according to ISO 7626 are available as a reference on
request as well.
Dynamic transfer stiffness properties of resilient mounts (supplier infor-
mation, project-specific)
2017-05-02 - 4.7

Beside the described interaction of engine, foundation and plant with transfer
through the engine mounting to the foundation, additional transfer paths
need to be considered. For instance with focus on the elastic coupling of the
drive train, the exhaust pipe, other pipes and supports etc. Besides the
engine, other sources of noise and vibration need to be considered as well
(e.g. auxiliary equipment, propeller, thruster).

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 155 (450)
2 MAN Diesel & Turbo
2.26 Vibration

2.26 Vibration

2.26.1 Torsional vibrations

Data required for torsional vibration calculation


MAN Diesel & Turbo calculates the torsional vibrations behaviour for each
individual engine plant of their supply to determine the location and severity
of resonance points. If necessary, appropriate measures will be taken to
avoid excessive stresses due to torsional vibration. These investigations
cover the ideal normal operation of the engine (all cylinders are firing equally)
as well as the simulated emergency operation (misfiring of the cylinder exert-
ing the greatest influence on vibrations, acting against compression). Besides
the natural frequencies and the modes also the dynamic response will be
calculated, normally under consideration of the 1st to 24th harmonic of the
gas and mass forces of the engine.
Beyond that also further exciting sources such as propeller, pumps etc. can
be considered if the respective manufacturer is able to make the corre-
sponding data available to MAN Diesel & Turbo.
If necessary, a torsional vibration calculation will be worked out which can be
submitted for approval to a classification society or a legal authority.
To carry out the torsional vibration calculation following particulars and/or
documents are required.

General
Type (GenSet, diesel-mechanic, diesel-electric)
Arrangement of the whole system including all engine-driven equipment
Definition of the operating modes
Maximum power consumption of the individual working machines

Engine
Rated output, rated speed
Kind of engine load (fixed pitch propeller, controllable pitch propeller,
combinator curve, operation with reduced speed at excessive load)
Kind of mounting of the engine (can influence the determination of the
flexible coupling)
Operational speed range
2 Engine and operation

Flexible coupling
Make, size and type
Rated torque (Nm)
Possible application factor

2017-05-02 - 4.7

Maximum speed (rpm)


Permissible maximum torque for passing through resonance (Nm)
Permissible shock torque for short-term loads (Nm)
Permanently permissible alternating torque (Nm) including influencing
factors (frequency, temperature, mean torque)

156 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Permanently permissible power loss (W) including influencing factors (fre-


quency, temperature)

2.26 Vibration
Dynamic torsional stiffness (Nm/rad) including influencing factors (load,
frequency, temperature), if applicable
Relative damping () including influencing factors (load, frequency, tem-
perature), if applicable
Moment of inertia (kgm2) for all parts of the coupling
Dynamic stiffness in radial, axial and angular direction
Permissible relative motions in radial, axial and angular direction, perma-
nent and maximum
Maximum permissible torque which can be transferred through a get-
you-home-device/torque limiter if foreseen

Clutch coupling
Make, size and type
Rated torque (Nm)
Permissible maximum torque (Nm)
Permanently permissible alternating torque (Nm) including influencing
factors (frequency, temperature, mean torque)
Dynamic torsional stiffness (Nm/rad)
Damping factor
Moments of inertia for the operation conditions, clutched and declutched
Course of torque versus time during clutching in
Permissible slip time (s)
Slip torque (Nm)
Maximum permissible engagement speed (rpm)

Gearbox
Make and type
Torsional multi mass system including the moments of inertia and the
torsional stiffness, preferably related to the individual speed; in case of
related figures, specification of the relation speed is required
Gear ratios (number of teeth, speeds)
Possible operating conditions (different gear ratios, clutch couplings)
Permissible alternating torques in the gear meshes

Shaft line
2 Engine and operation

Drawing including all information about length and diameter of the shaft
sections as well as the material
Alternatively torsional stiffness (Nm/rad)

Propeller
2017-05-02 - 4.7

Kind of propeller (fixed pitch or controllable pitch propeller)


Moment of inertia in air (kgm2)
Moment of inertia in water (kgm2); for controllable pitch propellers also in
dependence on pitch; for twin-engine plants separately for single- and
twin-engine operation
Relation between load and pitch

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 157 (450)
2 MAN Diesel & Turbo

Number of blades
2.26 Vibration

Diameter (mm)
Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency

Pump
Kind of pump (e.g. dredging pump)
Drawing of the pump shaft with all lengths and diameters
Alternatively, torsional stiffness (Nm/rad)
Moment of inertia in air (kgm2)
Moment of inertia in operation (kgm2) under consideration of the con-
veyed medium
Number of blades
Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency
Power consumption curve

Alternator for diesel-electric plants


Drawing of the alternator shaft with all lengths and diameters
Alternatively, torsional stiffness (Nm/rad)
Moment of inertia of the parts mounted to the shaft (kgm2)
Electrical output (kVA) including power factor cos and efficiency
Or mechanical output (kW)
Complex synchronizing coefficients for idling and full load in dependence
on frequency, reference torque
Island or parallel mode
Load profile (e.g. load steps)
Frequency fluctuation of the net

Alternator for diesel-mechanical parts (e.g. PTO/PTH)


Drawing of the alternator shaft with all lengths and diameters
Torsional stiffness, if available
Moment of inertia of the parts mounted to the shaft (kgm2)
Electrical output (kVA) including power factor cos and efficiency
Or mechanical output (kW)
Complex synchronizing coefficients for idling and full load in dependence
2 Engine and operation

on frequency, reference torque

Secondary power take-off


Kind of working machine

2017-05-02 - 4.7

Kind of drive
Operational mode, operation speed range
Power consumption
Drawing of the shafts with all lengths and diameters
Alternatively, torsional stiffness (Nm/rad)
Moments of inertia (kgm2)

158 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Possible torsional excitation in size and frequency in dependence on load


and speed

2.27 Requirements for power drive connection (static)


2.27 Requirements for power drive connection (static)

Limit values of masses to be coupled after the engine


Evaluation of permissible
theoretical bearing loads

Figure 50: Case A: Overhung arrangement

Figure 51: Case B: Rigid coupling

Mmax = F * a = F3 * x3 + F4 * x4 F1 = (F3 * x2 + F5 * x1)/l

F1 Theoretical bearing force at the external engine bearing

F2 Theoretical bearing force at the alternator bearing


2 Engine and operation

F3 Flywheel weight

F4 Coupling weight acting on the engine, including reset forces

F5 Rotor weight of the alternator


2017-05-02 - 4.7

a Distance between end of coupling flange and centre of outer crankshaft


bearing

l Distance between centre of outer crankshaft bearing and alternator bearing

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 159 (450)
2 MAN Diesel & Turbo

Engine Distance a Case A Case B


2.27 Requirements for power drive connection (static)

Mmax = F * a F1 max
mm kNm kN
L engine 335 17 1) 65

V engine 335 30 -
1)
Inclusive of couples resulting from restoring forces of the coupling.
Table 111: Example calculation case A and B

Distance between engine seating surface and crankshaft centre line:


L engine: 530 mm
V engine: 580 mm
Note:
Changes may be necessary as a result of the torsional vibration calculation
or special service conditions.

Note:
Masses which are connected downstream of the engine in the case of an
overhung or rigidly coupled, arrangement result in additional crankshaft
bending stress, which is mirrored in a measured web deflection during
engine installation.
Provided the limit values for the masses to be coupled downstream of the
engine (permissible values for Mmax and F1max) are complied with, the permit-
ted web deflections will not be exceeded during assembly.
Observing these values ensures a sufficiently long operating time before a
realignment of the crankshaft has to be carried out.
2 Engine and operation

2017-05-02 - 4.7

160 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.28 Requirements for power drive connection (dynamic)


2.28 Requirements for power drive connection (dynamic)

2.28.1 Moments of inertia Crankshaft, damper, flywheel

Operation with variable speed


Marine main engines
Engine Needed mini- Plant
mum total
No. of cylinders, Maximum con- Moment of iner- Moment of Mass of moment of Required mini-
config. tinuous rating tia crankshaft + inertia flywheel inertia1) mum additional
damper flywheel moment of iner-
tia after fly-
wheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
n = 720 rpm

6L 3,600 679 737 1,913 792 -

7L 3,920 766 924

8L 4,800 829 1,056

9L 5,400 892 1,188

10L 6,000 955 1,319

12V 7,200 1,296 737 1,913 1,583 -

14V 7,840 1,438 1,847

16V 9,600 1,580 2,111

18V 10,800 1,722 2,375

20V 12,000 1,864 2,639 38

n = 750 rpm

6L 3,600 679 737 1,913 730 -

7L 3,920 766 851

8L 4,800 829 973


2 Engine and operation

9L 5,400 892 1,094

10L 6,000 955 1,216

12V 7,200 1,296 737 1,913 1,459 -


2017-05-02 - 4.7

14V 7,840 1,438 1,702

16V 9,600 1,580 1,946

18V 10,800 1,722 2,189

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 161 (450)
2 MAN Diesel & Turbo

Marine main engines


2.28 Requirements for power drive connection (dynamic)

Engine Needed mini- Plant


mum total
No. of cylinders, Maximum con- Moment of iner- Moment of Mass of moment of Required mini-
config. tinuous rating tia crankshaft + inertia flywheel inertia1) mum additional
damper flywheel moment of iner-
tia after fly-
wheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
20V 12,000 1,864 2,432
1)
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
2)
Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
For flywheels dimensions see section Power transmission, Page 170.
Table 112: Moments of inertia/flywheels for marine main engines

Operation with constant speed


Marine main engine
Engine Needed mini- Plant
mum total
No. of cylinders, Maximum Moment of Moment of Mass of Cyclic moment of Required
config. continuous inertia inertia flywheel irregularity inertia1) minimum
rating crankshaft + flywheel additional
damper moment of
inertia after
flywheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
n = 720 rpm

6L 3,600 679 958 2,508 1/93 1,810 173

7L 3,920 766 1/94 2,111 387

8L 4,800 829 1/65 2,413 626

9L 5,400 892 1/54 2,714 864

10L 6,000 955 1/70 3,016 1,103

12V 7,200 1,296 1,147 3,002 1/118 3,619 1,176

14V 7,840 1,433 1/105 4,222 1,637

16V 9,600 1,580 1/116 4,825 2,098


2 Engine and operation

18V 10,800 1,722 1/200 5,429 2,560

20V 12,000 1,864 1/75 6,032 3,021

n = 750 rpm
2017-05-02 - 4.7

6L 3,600 679 958 2,508 1/113 1,668 31

7L 3,920 766 1/104 1,946 222

8L 4,800 829 1/73 2,224 437

9L 5,400 892 1/56 2,594 744

10L 6,000 955 1/64 2,779 866

162 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Marine main engine

2.28 Requirements for power drive connection (dynamic)


Engine Needed mini- Plant
mum total
No. of cylinders, Maximum Moment of Moment of Mass of Cyclic moment of Required
config. continuous inertia inertia flywheel irregularity inertia1) minimum
rating crankshaft + flywheel additional
damper moment of
inertia after
flywheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]

12V 7,200 1,296 1,147 3,002 1/140 3,335 892

14V 7,840 1,438 1/115 3,891 1,306

16V 9,600 1,580 1/119 4,447 1,720

18V 10,800 1,722 1/197 5,003 2,134

20V 12,000 1,864 1/75 5,559 2,548


1)
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
2)
Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
For flywheels dimensions see section Power transmission, Page 170.
Table 113: Moments of inertia/flywheels for diesel-electric plants

2.28.2 Balancing of masses Firing order


Certain cylinder numbers have unbalanced forces and couples due to crank
diagram. These forces and couples cause dynamic effects on the foundation.
Due to a balancing of masses the forces and couples are reduced. In the fol-
lowing tables the remaining forces and couples are displayed.

L engine
Rotating crank balance: 100 %
No. of cylinders, config. Firing order Residual external couples
Mrot [kNm] + 1/2 Mosc 1st order [kNm] Mosc 2nd order[kNm]

Engine speed [rpm] 750

vertical horizontal

6L A 0 0
2 Engine and operation

7L A 18.7 18.7 30.9

8L B 0 0

9L B 8.9 8.9 48.4


2017-05-02 - 4.7

10L B 0 0

Engine speed (rpm) 720

vertical horizontal

6L A 0 0

7L A 17.3 17.3 28.5

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 163 (450)
2 MAN Diesel & Turbo

No. of cylinders, config. Firing order Residual external couples


2.28 Requirements for power drive connection (dynamic)

Mrot [kNm] + 1/2 Mosc 1st order [kNm] Mosc 2nd order[kNm]

8L B 0 0

9L B 8.2 8.2 44.6

10L B 0 0
Table 114: Residual external couples L engine

The external mass forces are equal to zero.


Mrot is eliminated by means of balancing weights on resiliently mounted
engines.
Firing order: Counted from
coupling side
No. of cylinders Firing order Clockwise rotation Counter clockwise rotation
6 A 1-3-5-6-4-2 1-2-4-6-5-3

7 A 1-2-4-6-7-5-3 1-3-5-7-6-4-2

8 B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-4

9 B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6

10 B 1-4-3-2-6-10-7-8-9-5 1-5-9-8-7-10-6-2-3-4
Table 115: Firing order L engine

V engine
Rotating crank balancing 12 20V: 100 %
No. of cylinders, config. Firing order Residual external couples
Mrot (kNm) + Mosc 1st order (kNm) Mosc 2nd order (kNm)

Engine speed (rpm) 750

vertical horizontal vertical horizontal

12V A 0 0

14V A 31.6 31.6 48.1 19.9

16V B 0 0

18V A 22.9 22.9 26.2 10.9

20V - 0 0
2 Engine and operation

Engine speed (rpm) 720

12V A 0 0

14V A 29.1 29.1 44.3 18.4

16V B 0 0
2017-05-02 - 4.7

18V A 21.1 21.1 24.1 10.0

20V - 0 0
Table 116: Residual external couples V engine

The external mass forces are equal to zero. Mrot is eliminated by means of
balancing weights on resiliently mounted engines.

164 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Firing order: Counted from

2.28 Requirements for power drive connection (dynamic)


coupling side
No. of cylinders Firing order Clockwise rotation Counter clockwise rotation
12 A A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2- A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-
B2 B1

14 A A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5- A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-
B5-A3-B3 B2-A2-B1

16 B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5- A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-
B5-A2-B2-A3-B3 B7-A7-B4-A4-B1

18 A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8- A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-
B8-A6-B6-A4-B4-A2-B2 B7-A7-B5-A5-B3-A3-B1

20 B A1-B1-A4-B4-A2-B2-A8-B8-A6-B6- -
A10-B10- A7B7-A9-B9-A3-B3-A5-B5
Table 117: Firing order V engine

2.28.3 Static torque fluctuation

General
The static torque fluctuation is the summation of the torques acting at all
cranks around the crankshaft axis taking into account the correct phase-
angles. These torques are created by the gas and mass forces acting at the
crankpins, with the crank radius being used as the lever. An rigid crankshaft
is assumed.
The values Tmax. and Tmin. listed in the following table(s) represent a measure
for the reaction forces of the engine. The reaction forces generated by the
torque fluctuation are dependent on speed and cylinder number and give a
contribution to the excitations transmitted into the foundation see figure
Static torque fluctuation, Page 166 and the table(s) in this section. According
to different mountings these forces are reduced.
In order to avoid local vibration excitations in the vessel, it must be ensured
that the natural frequencies of important part structures (e.g. panels, bulk-
heads, tank walls and decks, equipment and its foundation, pipe systems)
have a sufficient safety margin (if possible 30 %) in relation to all engine
excitation frequencies.
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 165 (450)
2 MAN Diesel & Turbo
2.28 Requirements for power drive connection (dynamic)

Figure 52: Static torque fluctuation

L Distance between foundation bolts

z Number of cylinders
2 Engine and operation

2017-05-02 - 4.7

166 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Static torque fluctuation and exciting frequencies

2.28 Requirements for power drive connection (dynamic)


L engine Example to
declare abbreviations

Figure 53: Example to declare abbreviations L engine

No. of cylinders, Output Speed Tn Tmax. Tmin. Main exciting components


config.
Order Frequency1) T
kW rpm kNm kNm kNm rpm Hz kNm
6L 3,600 720 47.7 127.2 26.8 3.0 36.0 57.2
6.0 72.0 30.2

7L 3,920 55.7 177.0 51.4 3.5 42.0 107.7


7.0 84.0 20.3

8L 4,800 63.7 167.4 30.5 4.0 48.0 94.9


8.0 96.0 11.9

9L 5,400 71.6 167.1 15.6 4.5 54.0 91.2


9.0 108.0 5.8

10L 6,000 79.6 165.1 0.7 5.0 60.0 82.9


10.0 120.0 2.5
2 Engine and operation

6L 3,600 750 45.8 118.9 22.1 3.0 37.5 48.9


6.0 75.0 30.4

7L 3,920 53.5 171.9 49.8 3.5 43.75 104.3


2017-05-02 - 4.7

7.0 87.5 21.1

8L 4,800 61.1 162.1 30.3 4.0 50.0 91.8


8.0 100.0 13.0

9L 5,400 68.8 163.3 16.3 4.5 56.25 89.3


9.0 112.5 7.1

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 167 (450)
2 MAN Diesel & Turbo

No. of cylinders, Output Speed Tn Tmax. Tmin. Main exciting components


2.28 Requirements for power drive connection (dynamic)

config.
Order Frequency1) T
kW rpm kNm kNm kNm rpm Hz kNm
10L 6,000 750 76.4 161.3 2.2 5.0 62.5 81.8
10.0 125.0 3.5
1)
Exciting frequency of the main harmonic components.
Table 118: Static torque fluctuation and exciting frequencies L engine

V engine Example to
declare abbreviations

Figure 54: Example to declare abbreviation V engine

No. of Output Speed Tn Tmax. Tmin. Main exciting components


cylinders, con-
fig. Order Frequency1) T
kW rpm kNm kNm kNm rpm Hz kNm
12V 7,000 720 95.5 173.4 24.9 3.0 36.0 43.8
6.0 72.0 42.7

14V 7,840 111.4 177.4 38.9 3.5 42.0 42.0


7.0 84.0 37.6

16V 9,600 127.3 150.8 103.6 4.0 48.0 0


2 Engine and operation

8.0 96.0 23.8

18V 10,080 143.2 177.0 99.0 4.5 54.0 35.6


9.0 108.0 10.7

20V 12,000 159.2 219.1 92.2 5.0 60.0 63.5


2017-05-02 - 4.7

10.0 120.0 3.6

12V 7,200 750 91.7 165.0 27.3 3.0 37.5 37.4


6.0 75.0 42.9

14V 7,840 107.0 173.0 35.0 3.5 43.75 40.7


7.0 87.50 38.9

168 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of Output Speed Tn Tmax. Tmin. Main exciting components

2.28 Requirements for power drive connection (dynamic)


cylinders, con-
fig. Order Frequency1) T
kW rpm kNm kNm kNm rpm Hz kNm
16V 9,600 122.2 147.8 97.0 4.0 50.0 0
8.0 100.0 26.1

18V 10,800 137.5 172.1 92.2 4.5 56.25 34.8


9.0 112.50 13.2

20V 12,000 152.8 210.9 85.8 5.0 62.5 62.6


10.0 125.0 5.0
1)
Exciting frequency of the main harmonic components.
Table 119: Static torque fluctuation and exciting frequencies V engine

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 169 (450)
2 MAN Diesel & Turbo
2.29 Power transmission

2.29 Power transmission

2.29.1 Flywheel arrangement

Flywheel with flexible coupling


2 Engine and operation

Figure 55: Flywheel with flexible coupling L engine


2017-05-02 - 4.7

170 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

No. of A1) A2) E1) E2) Fmin Fmax No. of through No. of fitted bolts

2.29 Power transmission


cylinders, config. bolts
mm
6L Dimensions will result from clarification of technical details of 18 -
propulsion drive
7L 22

8L 24

9L

10L
1)
Without torsional limit device.
2)
With torsional limit device.

Note:
The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
will produce a contract specific flywheel/coupling/driven machine arrange-
ment drawing giving all necessary installation dimensions. Final dimensions
of flywheel and flexible coupling will result from clarification of technical
details of drive and from the result of the torsional vibration calculation. Fly-
wheel diameter must not be changed.

2 Engine and operation


2017-05-02 - 4.7

Figure 56: Flywheel with flexible coupling V engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 171 (450)
2 MAN Diesel & Turbo

No. of A1) A2) E1) E2) Fmin Fmax No. of No. of fitted
2.29 Power transmission

cylinders, config. through bolts


mm bolts
12V Dimensions will result from clarification of technical details of propulsion 24 -
drive
14V 18 2

16V 26 -

18V 26 -

20V 24 2
1)
Without torsional limit device.
2)
With torsional limit device.

Note:
The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
will produce a contract specific flywheel/coupling/driven machine arrange-
ment drawing giving all necessary installation dimensions. Final dimensions
of flywheel and flexible coupling will result from clarification of technical
details of drive and from the result of the torsional vibration calculation. Fly-
wheel diameter must not be changed.

Arrangement of flywheel, coupling and gearbox


2 Engine and operation

2017-05-02 - 4.7

Figure 57: Example: Arrangement of flywheel, coupling and gearbox

172 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Arrangement of flywheel, coupling and alternator

2.29 Power transmission


Figure 58: Example: Arrangement of flywheel, coupling and alternator

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 173 (450)
2 MAN Diesel & Turbo
2.30 Arrangement of attached pumps

2.30 Arrangement of attached pumps

Figure 59: Attached pumps L engine


2 Engine and operation

2017-05-02 - 4.7

174 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
Figure 60: Attached pumps V engine

Note:
The final arrangement of the lube oil and cooling water pumps will be made
at inquiry or order.

2.31 Foundation

2.31.1 General requirements for engine foundation

Plate thicknesses
The stated material dimensions are recommendations, calculated for steel
plates. Thicknesses smaller than these are not permissible. When using other
materials (e.g. aluminium), a sufficient margin has to be added.

Top plates
2 Engine and operation

Before or after having been welded in place, the bearing surfaces should be
machined and freed from rolling scale. Surface finish corresponding to Ra
3.2 peak-to-valley roughness in the area of the chocks shall be accom-
plished.
The thickness given is the finished size after machining.
2017-05-02 - 4.7

Downward inclination outwards, not exceeding 0.7 %.


Prior to fitting the chocks, clean the bearing surfaces from dirt and rust that
may have formed. After the drilling of the foundation bolt holes, spotface the
lower contact face normal to the bolt hole.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 175 (450)
2 MAN Diesel & Turbo

Foundation girders
2.31 Foundation

The distance of the inner girders must be observed. We recommend that the
distance of the outer girders (only required for larger types) is observed as
well.
The girders must be aligned exactly above and underneath the tank top.

Floor plates
No manholes are permitted in the floor plates in the area of the box-shaped
foundation. Welding is to be carried out through the manholes in the outer
girders.

Top plate supporting


Provide support in the area of the frames from the nearest girder below.

Dynamic foundation requirements


The eigenfrequencies of the foundation and the supporting structures,
including GenSet weight (without engine) shall be higher than 20 Hz. Occa-
sionally, even higher foundation eigenfrequencies are required. For further
information refer to section Noise and vibration Impact on foundation, Page
153.
2 Engine and operation

2017-05-02 - 4.7

176 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2.31.2 Rigid seating

L engine
Recommended configuration
of foundation

2 Engine and operation


2017-05-02 - 4.7

Figure 61: Recommended configuration of foundation L engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 177 (450)
2 MAN Diesel & Turbo

Recommended configuration
2.31 Foundation

of foundation

Figure 62: Recommended configuration of foundation L engine Number of bolts

Number of bolts
No. of cylinders 6 7 8 9 10
Fitted bolts 2 2 2 2 2

Undercut bolts 16 18 20 22 24

Jack bolts 16 18 20 22 24
Table 120: Recommended configuration of foundation L engine Number of bolts
2 Engine and operation

2017-05-02 - 4.7

178 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Arrangement of foundation

2.31 Foundation
bolt holes

2 Engine and operation

Figure 63: Arrangement of foundation bolt holes L engine

Two fitted bolts have to be provided either on starboard side or portside.


In any case they have to be positioned on the coupling side.
2017-05-02 - 4.7

Number and position of the stoppers have to be provided according to the


figure above.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 179 (450)
2 MAN Diesel & Turbo

V engine
2.31 Foundation

Recommended configuration
of foundation
2 Engine and operation

Figure 64: Recommended configuration of foundation V engine


2017-05-02 - 4.7

180 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
Figure 65: Recommended configuration of foundation V engine Number of bolts

Number of bolts
No. of cylinders 12 14 16 18 20
Fitted bolts 2 2 2 2 2

Undercut bolts 30 34 38 42 46

Jack bolts 16 18 20 22 24
Table 121: Recommended configuration of foundation V engine Number of bolts 2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 181 (450)
2 MAN Diesel & Turbo

Arrangement of foundation
2.31 Foundation

bolt holes
2 Engine and operation

Figure 66: Arrangement of foundation bolt holes V engine


2017-05-02 - 4.7

Two fitted bolts have to be provided either on starboard side or portside.


In any case they have to be positioned on the coupling side.
Number and position of the stoppers have to be provided according to the
figure above.

182 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2.31.3 Chocking with synthetic resin
Most classification societies permit the use of the following synthetic resins
for chocking diesel engines:
Chockfast Orange
(Philadelphia Resins Corp. U.S.A)
Epocast 36
(H.A. Springer, Kiel)
MAN Diesel & Turbo accepts engines being chocked with synthetic resin
provided:
If processing is done by authorised agents of the above companies.
If the classification society responsible has approved the synthetic resin
to be used for a unit pressure (engine weight + foundation bolt preload-
ing) of 450 N/cm2 and a chock temperature of at least 80 C.
The loaded area of the chocks must be dimensioned in a way, that the pres-
sure effected by the engines dead weight does not exceed 70 N/cm2
(requirement of some classification societies).
The pretensioning force of the foundation bolts was chosen so that the per-
missible total surface area load of 450 N/cm2 is not exceeded. This will
ensure that the horizontal thrust resulting from the mass forces is safely
transmitted by the chocks.
The shipyard is responsible for the execution and must also grant the war-
ranty.
Tightening of the foundation bolts only permissible with hydraulic tensioning
device. The point of application of force is the end of the thread with a length
of 85 mm. Nuts definitely must not be tightened with hook spanner and ham-
mer, even for later inspections.

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 183 (450)
2 MAN Diesel & Turbo

Tightening of foundation bolts


2.31 Foundation

Figure 67: Hydraulic tension device

Hydraulic tension device Unit

Tool number - 009.664


030.538

Piston area cm 41.09 cm

Maximum pump pressure bar 1,000

Pretensioning force kN 411


Table 122: Hydraulic tension device Specific values

The tensioning tools with tensioning nut and pressure sleeve are included in
the standard scope of supply of tools for the engine
Dedicated installation values (e.g. pre-tensioning forces) will be given in the
costumer documentation specific to each project.
2 Engine and operation

2017-05-02 - 4.7

184 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2 Engine and operation
2017-05-02 - 4.7

Figure 68: Chocking with synthetic resin L engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 185 (450)
2 MAN Diesel & Turbo
2.31 Foundation
2 Engine and operation

2017-05-02 - 4.7

Figure 69: Chocking with synthetic resin V engine

186 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2.31.4 Resilient seating

General
The vibration of the engine causes dynamic effects on the foundation. These
effects are attributed to the pulsating reaction forces due to the fluctuating
torque. Additionally, in engines with certain cylinder numbers these effects
are increased by unbalanced forces and couples brought about by rotating
or reciprocating masses which considering their vector sum do not
equate to zero.
The direct resilient support makes it possible to reduce the dynamic forces
acting on the foundation, which are generated by every reciprocating engine
and may under adverse conditions have harmful effects on the environ-
ment of the engine.
With respect to large engines (bore > 400 mm) MAN Diesel & Turbo offers
two different versions of the resilient mounting (one using conical the other
inclined sandwich elements).
The inclined resilient mounting was developed especially for ships with high
comfort demands, e.g. passenger ferries and cruise vessels. This mounting
system is characterised by natural frequencies of the resiliently supported
engine being lower than approximately 7 Hz. The resonances are located
away from the excitation frequencies related to operation at nominal speed.
For average demands of comfort, e.g. for merchant ships, and for smaller
engines (bore < 400 mm) mountings using conical mounts can be judged as
being fully sufficient. Because of the stiffer design of the elements the natural
frequencies of the system are significantly higher than in case of the inclined
resilient mounting. The natural frequencies of engines mounted with this kind
of mounts are lower than approximately 18 Hz. The vibration isolation is thus
of lower quality. It is however, still considerably better than a rigid or semi
resilient engine support.
The appropriate design of the resilient support will be selected in accordance
with the demands of the customer, i.e. it will be adjusted to the special
requirements of each plant.
In both versions the supporting elements will be connected directly to the
engine feet by special brackets.
The number, rubber hardness and distribution of the supporting elements
depend on:
The weight of the engine
The centre of gravity of the engine
2 Engine and operation

The desired natural frequencies


Where resilient mounting is applied, the following has to be taken into con-
sideration when designing a propulsion plant:
Resilient mountings always feature several resonances resulting from the
natural mounting frequencies. In spite of the endeavour to keep resonan-
2017-05-02 - 4.7

ces as far as possible from nominal speed the lower bound of the speed
range free from resonances will rarely be lower than 70 % of nominal
speed for mountings using inclined mounts and rarely lower than 85 %
for mountings using conical mounts. It must be pointed out that these
percentages are only guide values. The speed interval being free from
resonances may be larger or smaller. These restrictions in speed will
mostly require the deployment of a controllable pitch propeller.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 187 (450)
2 MAN Diesel & Turbo

Between the resiliently mounted engine and the rigidly mounted gearbox
or alternator, a flexible coupling with minimum axial and radial elastic
2.31 Foundation

forces and large axial and radial displacement capacities should be provi-
ded.
The media connections (compensators) to and from the engine must be
highly flexible whereas the fixations of the compensators on the one
hand with the engine and on the other hand with the environment must
be realised as stiff as possible.
For the inclined resilient support, provision for stopper elements has to
be made because of the sea-state-related movement of the vessel. In
the case of conical mounting, these stoppers are integrated in the ele-
ment.
In order to achieve a good vibration isolation, the lower brackets used to
connect the supporting elements with the ship's foundation are to be fit-
ted at sufficiently rigid points of the foundation. Influences of the founda-
tion's stiffness on the natural frequencies of the resilient support of the
engine will not be considered in the mounting design calculation.
The yard must specify with which inclination related to the plane keel the
engine will be installed in the ship. The inclination must be defined and
communicated before entering the dimensioning process.
2 Engine and operation

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188 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2.31.5 Recommended configuration of foundation

Engine mounting

2 Engine and operation


2017-05-02 - 4.7

Figure 70: Recommended configuration of foundation, view on counter coupling side L engine, resilient
seating

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 189 (450)
2 MAN Diesel & Turbo
2.31 Foundation

Figure 71: Recommended configuration of foundation, view on exhaust side L engine, resilient seating 1
2 Engine and operation

2017-05-02 - 4.7

190 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2 Engine and operation

Figure 72: Recommended configuration of foundation, view on coupling side L engine, resilient seating
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 191 (450)
2 MAN Diesel & Turbo
2.31 Foundation

Figure 73: Recommended configuration of foundation, view on exhaust side L engine, resilient seating 2
2 Engine and operation

2017-05-02 - 4.7

192 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

Figure 74: Recommended configuration of foundation, view on coupling side V engine, resilient seating
2.31 Foundation
2 Engine and operation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 193 (450)
2 MAN Diesel & Turbo

Engine mounting using conical mountings


2.31 Foundation
2 Engine and operation

Figure 75: Recommended configuration of foundation, view on coupling side V engine, resilient seating
(conical mountings)
2017-05-02 - 4.7

194 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
Figure 76: Recommended configuration of foundation, view on b bank V engine, resilient seating (conical
mountings) 1

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 195 (450)
2 MAN Diesel & Turbo
2.31 Foundation
2 Engine and operation

Figure 77: Recommended configuration of foundation, view on b bank V engine, resilient seating (conical
mountings) 2
2017-05-02 - 4.7

196 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 2

2.31 Foundation
2.31.6 Engine alignment
The alignment of the engine to the attached power train is crucial for trouble-
free operation.
Dependent on the plant installation influencing factors on the alignment might
be:
Thermal expansion of the foundations
Thermal expansion of the engine, alternator or the gearbox
Thermal expansion of the rubber elements in the case of resilient mount-
ing
The settling behaviour of the resilient mounting
Shaft misalignment under pressure
Necessary axial pre-tensioning of the flex-coupling
Therefore take care that a special alignment calculation, resulting in align-
ment tolerance limits will be carried out.
Follow the relevant working instructions of this specific engine type. Align-
ment tolerance limits must not be exceeded.

2 Engine and operation


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 197 (450)
MAN Diesel & Turbo 3

3 Engine automation

3.1 SaCoSone system overview


3.1 SaCoSone system overview

Figure 78: SaCoSone system overview

1 Control Unit 5 System Bus

2 Injection Unit (for CR engines) 6 Interface Cabinet

3 Extension Unit 7 Auxiliary Cabinet

4 Local Operating Panel 8 Remote Operating Panel (Optional)

The monitoring and safety system SaCoSone is responsible for complete


engine operation, control, alarming and safety. All sensors and operating
devices are wired to the engine-attached units. The interface to the plant is
done by means of an Interface Cabinet.
During engine installation, only the bus connections, the power supply and
safety-related signal cables between the Control Unit, the Interface Cabinet
and the Auxiliary Cabinet are to be laid, as well as connections to external
3 Engine automation

modules, electrical motors on the engine and parts on site.


The SaCoSone design is based on highly reliable and approved components
as well as modules specially designed for installation on medium speed
engines. The used components are harmonised to an homogenous system.
2017-05-02 - 4.7

The system has already been tested and parameterised in the factory.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 199 (450)
3 MAN Diesel & Turbo

SaCoSone Control Unit


3.1 SaCoSone system overview

The Control Unit is attached to the engine cushioned against any vibration. It
includes two identical, highly integrated Control Modules: One for safety
functions and the other one for engine control and alarming.
The modules work independently of each other and collect engine measuring
data by means of separate sensors.

Figure 79: SaCoSone Control Unit


3 Engine automation

2017-05-02 - 4.7

200 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

SaCoSone Injection Unit

3.1 SaCoSone system overview


The Injection Unit is attached to the engine cushioned against any vibration.
Depending on the usage of the engine, it includes one or two identical, highly
integrated Injection Modules.
The Injection Module is used for speed control and for the actuation of the
injection valves.
For engines supplied with two modules, the second one serves as backup
and takes over the speed control and the control of the injection valves with-
out interruption in case of an error in the first module.

Figure 80: SaCoSone Injection Unit

3 Engine automation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 201 (450)
3 MAN Diesel & Turbo

SaCoSone System Bus


3.1 SaCoSone system overview

The SaCoSone System Bus connects all system modules. This redundant field
bus system provides the basis of data exchange between the modules and
allows the takeover of redundant measuring values from other modules in
case of a sensor failure.
SaCoSone is connected to the plant by the Gateway Module. This module is
equipped with decentral input and output channels as well as with different
interfaces for connection to the plant/ship automation, the Remote Operating
Panel and the online service.

Figure 81: SaCoSone System Bus


3 Engine automation

2017-05-02 - 4.7

202 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Local Operating Panel

3.1 SaCoSone system overview


The engine is equipped with a Local Operating Panel cushioned against
vibration. This panel is equipped with a TFT display for visualisation of all
engine operating and measuring data. At the Local Operating Panel the
engine can be fully operated. Additional hardwired switches are available for
relevant functions.
Propulsion engines are equipped with a backup display as shown on top of
the Local Operating Panel. Generator engines are not equipped with this
backup display.

Figure 82: Local Operating Panel

3 Engine automation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 203 (450)
3 MAN Diesel & Turbo

Interface Cabinet
3.1 SaCoSone system overview

The Interface Cabinet is the interface between the engine electronics and the
plant control. It is the central connecting point for 24 V DC power supply to
the engine from the vessel's power distribution.
Besides, it connects the engine safety and control system with the power
management, propulsion control and other periphery parts.
The supply of the SaCoSone subsystems is done by the Interface Cabinet.
The Interface Cabinet also includes the starter for the engine-attached cylin-
der lube oil pump, the valve seat lube oil pump and the temperature control
valves.

Figure 83: Interface Cabinet

Auxiliary Cabinet
The Auxiliary Cabinet is the central connection for the 400 V AC power sup-
ply to the engine from the vessel's power distribution. It includes the starters
for the engine-attached cylinder lube oil pump(s), the temeprature control
valves and the driver for the variable valve timing.
3 Engine automation

2017-05-02 - 4.7

204 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Extension Unit

3.1 SaCoSone system overview


The Extension Unit provides additional I/O for the leakage monitoring sensors
and the sensors of the Variable Valve Timing. The Extension Unit is directly
mounted on the engine.

Figure 84: Extension Unit

3 Engine automation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 205 (450)
3 MAN Diesel & Turbo

Remote Operating Panel (optional)


3.2 Power supply and distribution

The Remote Operating Panel serves for engine operation from a control
room. The Remote Operating Panel has the same functions as the Local
Operating Panel.
From this operating device it is possible to transfer the engine operation
functions to a superior automatic system (propulsion control system, power
management).
In plants with integrated automation systems, this panel can be replaced by
IAS.
The panel can be delivered as loose supply for installation in the control room
desk or integrated in the front door of the Interface Cabinet.

Figure 85: Remote Operating Panel (optional)

3.2 Power supply and distribution


The plant has to provide electric power for the automation and monitoring
system. In general an uninterrupted 24 V DC power supply is required for
SaCoSone.
For marine main engines, an uninterrupted power supply (UPS) is required
3 Engine automation

which must be provided by two individual supply networks. According to


classification requirements it must be designed to guarantee the power sup-
ply to the connected systems for a sufficiently long period if both supply net-
works fail.
2017-05-02 - 4.7

206 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Figure 86: Supply diagram 3.2 Power supply and distribution

Galvanic isolation
It is important that at least one of the two 24 V DC power supplies per
3 Engine automation

engine is foreseen as isolated unit with earth fault monitoring to improve the
localisation of possible earth faults. This isolated unit can either be the UPS-
buffered 24 V DC power supply or the 24 V DC power supply without UPS.
Example:
2017-05-02 - 4.7

The following overviews shows the exemplary layout for a plant consisting of
four engines. In this example the 24 V DC power supply without UPS is the
isolated unit. The UPS-buffered 24 V DC power supply is used for several
engines. In this case there must be the possibility to disconnect the UPS
from each engine (e.g. via double-pole circuit breaker) for earth fault detec-
tion.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 207 (450)
3 MAN Diesel & Turbo
3.2 Power supply and distribution

Figure 87: Wrong installation of the 24 V DC power supplies


3 Engine automation

2017-05-02 - 4.7

Figure 88: Correct installation of the 24 V DC power supplies

208 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Required power supplies

3.3 Operation
Voltage Consumer Notes
24 V DC SaCoSone All SaCoSone components in the Interface
Cabinet and on the engine

230 V 50/60 Hz SaCoSone Interface Cabinet Cabinet illumination, socket, anticondensa-


tion heater

230 V 50/60 Hz SaCoSone Auxiliary Cabinet Cabinet illumination, socket, temperature


control valves, anticondensation heater

440 V 50/60 Hz SaCoSone Auxiliary Cabinet Power supply for consumers on engine (e.g.
cylinder lubricator)
Table 123: Required power supplies

3.3 Operation

Control Station Changeover


The operation and control can be done from both operating panels. Selec-
tion and activation of the control stations is possible at the Local Operating
Panel. On the displays, all the measuring points acquired by means of
SaCoSone can be shown in clearly arranged drawings and figures. It is not
necessary to install additional speed indicators separately.
The operating rights can be handed over from the Remote Operating Panel
to another Remote Operating Panel or to an external automatic system.
Therefore a handshake is necessary.
For applications with Integrated Automation Systems (IAS) also the function-
ality of the Remote Operating Panel can be taken over by the IAS.

3 Engine automation
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 209 (450)
3 MAN Diesel & Turbo
3.4 Functionality

Figure 89: Control station changeover

Speed setting
In case of operating with one of the SaCoSone panels, the engine speed set-
ting is carried out manually by a decrease/increase switch button. If the oper-
ation is controlled by an external system, the speed setting can be done
either by means of binary contacts (e.g. for synchronisation) or by an active
4 20 mA analogue signal alternatively. The signal type for this is to be
defined in the project planning period.

Operating modes
For alternator applications:
Droop (5-percent speed increase between nominal load and no load)
For propulsion engines:
Isochronous
Master/Slave Operation for operation of two engines on one gear box
The operating mode is pre-selected via the SaCoSone interface and has to be
3 Engine automation

defined during the application period.


Details regarding special operating modes on request.

3.4 Functionality
2017-05-02 - 4.7

Safety functions
The safety system monitors all operating data of the engine and initiates the
required actions, i.e. load reduction or engine shutdown, in case any limit val-
ues are exceeded. The safety system is separated into Control Module and

210 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Gateway Module. The Control Module supervises the engine, while the Gate-

3.4 Functionality
way Module examines all functions relevant for the security of the connected
plant components.
The system is designed to ensure that all functions are achieved in accord-
ance with the classification societies' requirements for marine main engines.
The safety system directly influences the emergency shut-down and the
speed control.
In addition to the provisions made to permit the internal initiation of demands,
binary and analogue channels have been provided for the initiation of safety
functions by external systems.
Load reduction After the exceeding of certain parameters the classification societies demand
a load reduction to 60 %. The safety system supervises these parameters
and requests a load reduction, if necessary. The load reduction has to be
carried out by an external system (IAS, PMS, PCS). For safety reasons,
SaCoSone will not reduce the load by itself.
Auto shutdown Auto shutdown is an engine shutdown initiated by any automatic supervision
of either engine internal parameters or mentioned above external control sys-
tems. If an engine shutdown is triggered by the safety system, the emer-
gency stop signal has an immediate effect on the emergency shutdown
device, and the speed control. At the same time the emergency stop is trig-
gered, SaCoSone issues a signal resulting in the alternator switch to be
opened.
Some auto shutdowns may also be initiated redundantly by the alarm sys-
tem.
Emergency stop Emergency stop is an engine shutdown initiated by an operator's manual
action like pressing an emergency stop button.
Override During operation, safety actions can be suppressed by the override function
for the most parameters. The override has to be activated preventively. The
scope of parameters prepared for override are different and depend to the
chosen classification society. The availability of the override function depends
on the application.

Alarming
The alarm function of SaCoSone supervises all necessary parameters and
generates alarms to indicate discrepancies when required. The alarm func-
tions are likewise separated into Control Module and Gateway Module. In the
Gateway Module the supervision of the connected external systems takes
place. The alarm functions are processed in an area completely independent
of the safety system area in the Gateway Module.
3 Engine automation

Self-monitoring
SaCoSone carries out independent self-monitoring functions. Thus, for exam-
ple the connected sensors are checked constantly for function and wire
break. In case of a fault SaCoSone reports the occurred malfunctions in single
2017-05-02 - 4.7

system components via system alarms.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 211 (450)
3 MAN Diesel & Turbo

Speed control
3.4 Functionality

The engine speed control is realised by software functions of the Control


Module/Alarm and the Injection Modules. Engine speed and crankshaft turn
angle indication is carried out by means of redundant pick ups at the gear
drive.
Load distribution in multi- With electronic speed control, the load distribution is carried out by speed
engine plants droop, isochronously by load sharing lines or master/slave operation.
Load limit curves Start fuel limiter
Charge air pressure dependent fuel limiter
Torque limiter
Jump-rate limiter
Note:
In the case of controllable pitch propeller (CPP) units with combinator mode,
the combinator curves must be sent to MAN Diesel & Turbo for assessment
in the design stage. If load control systems of the CPP-supplier are used, the
load control curve is to be sent to MAN Diesel & Turbo in order to check
whether it is below the load limit curve of the engine.

Shutdown
The engine shutdown, initiated by safety functions and manual emergency
stops, is carried out by opening the flushing valve and closing the injection
valves.
Note:
The engine shutdown may have impact on the function of the plant. These
effects can be very diverse depending on the overall design of the plant and
must already be considered in early phase of the project planning.

Overspeed protection
The engine speed is monitored in both Control Modules independently. In
case of overspeed each Control Module actuates the shutdown device by a
separate hardware channel.

Control
SaCoSone controls all engine-internal functions as well as external compo-
nents, for example:
Start/stop sequences Requests of lube oil and cooling water pumps
Monitoring of the prelubrication and post-cooling period
Monitoring of the acceleration period
Request of start-up air blower
3 Engine automation

Control station switch-over Switch-over from local operation in the engine room to remote control from
the engine control room.
External functions Electrical lube oil pump
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Electrical driven HT cooling water pump


Electrical driven LT cooling water pump
Nozzle cooling water module
HT preheating unit
Clutches

212 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

The scope of control functions depends on plant configuration and must be

3.5 Interfaces
coordinated during the project engineering phase.

Media Temperature Control


Various media flows must be controlled to ensure trouble-free engine opera-
tion.
The temperature controllers are available as software functions inside the
Gateway Module of SaCoSone. The temperature controllers are operated by
the displays at the operating panels as far as it is necessary. From the Inter-
face Cabinet the relays actuate the control valves.
The cylinder cooling water (HT) temperature control is equipped with per-
formance-related feed forward control, in order to guarantee the best
control accuracy possible (refer also to section Water systems, Page
299).
The low temperature (LT) cooling water temperature control works simi-
larly to the HT cooling water temperature control and can be used if the
LT cooling water system is designed as one individual cooling water sys-
tem per engine.
In case several engines are operated with a combined LT cooling water
system, it is necessary to use an external temperature controller.
This external controller must be mounted on the engine control room
desk and is to be wired to the temperature control valve (refer also to
section Water systems, Page 299).
The charge air temperature control is designed identically with the HT
cooling water temperature control.
The cooling water quantity in the LT part of the charge air cooler is regu-
lated by the charge air temperature control valve (refer also to section
Water systems, Page 299).
The design of the lube oil temperature control depends on the engine
type. It is designed either as a thermostatic valve (waxcartridge type) or
as an electric driven control valve with electronic control similar to the HT
temperature controller. Refer also to section Lube oil system description,
Page 281.

Starters
For engine attached pumps and motors the starters are installed in the Auxili-
ary Cabinet. Starters for external pumps and consumers are not included in
the SaCoSone scope of supply in general.

3.5 Interfaces
3 Engine automation

Data Bus Interface (Machinery Alarm System)


This interface serves for data exchange to ship alarm systems or Integrated
Automation Systems (IAS).
The interface is actuated with MODBUS protocol and is available as:
2017-05-02 - 4.7

Ethernet interface (MODBUS over TCP) or as


Serial interface (MODBUS RTU) RS422/RS485, Standard 5 wire with
electrical isolation (cable length 100 m)
Only if the Ethernet interface is used, the transfer of data can be handled with
timestamps from SaCoSone.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 213 (450)
3 MAN Diesel & Turbo

The status messages, alarms and safety actions, which are generated in the
3.5 Interfaces

system, can be transferred. All measuring values acquired by SaCoSone are


available for transfer.

Alternator Control
Hardwired interface, used for example for synchronisation, load indication,
etc.

Alternator electric power (active power) signal


To keep, despite natural long-term deterioration effects, engine operation
within its optimum range MAN Diesel & Turbo's engine safety and control
system SaCoSone must be provided with an alternator electric power (active
power) signal. Interface and signal shall comply with the following require-
ments:
1. The electric power of the generator (active power) shall be measured
with the following components:
Current transformer with accuracy class: cl. 0.2 s
Voltage transformer with accuracy class: cl. 0.2 s
Measuring transducer with accuracy class: cl. 0.5
2. Measuring transducer shall provide the current active power as 4 20
mA signal and shall provide 0 90 % of measured value with response
time 300 ms (EN 60688).
3. The 4 20 mA generator power signal shall be hard-wired with shielded
cable. The analogue value of 4 mA shall be equivalent to 0 % generator
power, the value of 20 mA shall be equivalent to nominal generator
power, plus 10 %. Furthermore the signal for Generator CB is closed
from power management system to SaCoSone Interface Cabinet shall be
provide.

Power Management
Hardwired interface, for remote start/stop, load setting, etc.

Propulsion Control System


Standardized hardwired interface including all signals for control and safety
actions between SaCoSone and the propulsion control system.

Others
In addition, interfaces to auxiliary systems are available, such as:
Nozzle cooling water module
3 Engine automation

HT preheating unit
Electric driven pumps for lube oil, HT and LT cooling water
Start-up air blower
2017-05-02 - 4.7

Clutches
Gearbox
Propulsion control system
On request additional hard wired interfaces can be provided for special appli-
cations.

214 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Cables Scope of supply

3.6 Technical data


The bus cables between engine and interface are scope of the MAN Diesel &
Turbo supply.
The control cables and power cables are not included in the scope of the
MAN Diesel & Turbo supply. This cabling has to be carried out by the cus-
tomer.

3.6 Technical data

Interface Cabinet
Design Floor-standing cabinet
Cable entries from below through cabinet base
Accessible by front doors
Doors with locks
Opening angle: 90
MAN Diesel & Turbo standard color light grey (RAL7035)
Weight: Approximately 300 kg
Ingress of protection: IP55
Dimensions: 1,200 x 2,100 x 400 mm1) (preliminary)
1)
width x height x depth (including base)
Environmental Conditions Ambient air temperature: 0 C to +55 C
Relative humidity: < 96 %
Vibrations: < 0.7 g

Auxiliary Cabinet
Design Floor-standing cabinet
Cable entries from below through cabinet base
Accessible by front doors
Doors with locks
Opening angle: 90
MAN Diesel & Turbo standard color light grey (RAL7035)
Weight: Approximately 200 kg
Ingress of protection: IP55
Dimensions: 600 x 2,100 x 400 mm1) (preliminary)
1)
width x height x depth (including base)
Environmental Conditions Ambient air temperature: 0 C to +55 C
3 Engine automation

Relative humidity: < 96 %


Vibrations: < 0.7 g
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 215 (450)
3 MAN Diesel & Turbo

Door opening area of control cabinets


3.6 Technical data

B1 Width of cabinet 1 B2 Width of cabinet 2

Figure 90: Exemplary arrangement of control cabinets with door opening areas (top
view)

Remote Operating Panel (optional)


Design Panel for control desk installation with 3 m cable to terminal bar for
installation inside control desk
Front color: White aluminium (RAL9006)
Weight: 15 kg
Ingress of protection: IP23
Dimensions: 370 x 480 x 150 mm1)
1)
width x height x depth (including base)
Environmental Conditions Ambient air temperature: 0 C to +55 C
Relative humidity: < 96 %
Vibrations: < 0.7 g

Electrical own consumption


Consumer Supply system Notes
Pn (kVA) Ub(V) F(Hz) Phase Fuse/
Starter by
yard
SaCoSone 0.8 24 DC +/ 35 A Power supply from ship bat-
3 Engine automation

tery distribution (two line


redundant power supply)

SaCoSone Interface Cabinet 2.5 230 50/60 2~ 16 A Cabinet illumination, socket,


2017-05-02 - 4.7

anticondensation heater

216 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

Consumer Supply system Notes

3.7 Installation requirements


Pn (kVA) Ub(V) F(Hz) Phase Fuse/
Starter by
yard
SaCoSone Auxiliary Cabinet 2.8 230 50/60 2~ 10 A Cabinet illumination, socket,
anticondensation heater,
temperature controller (incl.
regulating valve drive, for
each temperature control
system)

SaCoSone Auxiliary Cabinet 2.65 400440 50/60 3~ 6A Power supply for consumers
on engine
Table 124: Electrical own consumption

3.7 Installation requirements

Location
The Interface Cabinet and the Auxiliary Cabinet are designed for installation in
engine rooms or engine control rooms. Both cabinets should be located side
by side.
The cabinets must be installed at a location suitable for service inspection.
Do not install the cabinets close to heat-generating devices.
In case of installation at walls, the distance between the cabinets and the
wall has to be at least 100 mm in order to allow air convection.
Regarding the installation in engine rooms, the cabinets should be supplied
with fresh air by the engine room ventilation through a dedicated ventilation
air pipe near the engine.
Note:
If the restrictions for ambient temperature can not be kept, the cabinet must
be ordered with an optional air condition system.

Ambient air conditions


For restrictions of ambient conditions, refer to the section Technical data,
Page 215.

Cabling
The interconnection cables between the engine and the Interface Cabinet
and Auxiliary Cabinet have to be installed according to the rules of electro-
3 Engine automation

magnetic compatibility. Control cables and power cables have to be routed


in separate cable ducts.
The cables for the connection of sensors and actuators which are not moun-
ted on the engine are not included in the scope of MAN Diesel & Turbo sup-
2017-05-02 - 4.7

ply. Shielded cables have to be used for the cabling of sensors. For electrical
noise protection, an electric ground connection must be made from the cabi-
nets to the hull of the ship.
All cabling between the Interface Cabinet and Auxiliary Cabinet and the con-
trolled device is scope of yard supply.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 217 (450)
3 MAN Diesel & Turbo

The cabinets are equipped with spring loaded terminal clamps. All wiring to
3.7 Installation requirements

external systems should be carried out without conductor sleeves.


The redundant CAN cables are MAN Diesel & Turbo scope of supply. If the
customer provides these cables, the cable must have a characteristic impe-
dance of 120 .

Maximum cable length


Connection Max. cable length
Cables between engine and Interface Cabinet 60 m

Cables between engine and Auxiliary Cabinet 100 m

MODBUS cable between Interface Cabinet and superordinated 100 m


automation system (only for Ethernet)

Cable between Interface Cabinet and Remote Operating Panel 100 m


Table 125: Maximum cable length

Installation works
During the installation period the yard has to protect the cabinets against
water, dust and fire. It is not permissible to do any welding near the cabinets.
The cabinets have to be fixed to the floor by screws.
If it is inevitable to do welding near the cabinets, the cabinets and panels
have to be protected against heat, electric current and electromagnetic influ-
ences. To guarantee protection against current, all of the cabling must be
disconnected from the affected components.
The installation of additional components inside the cabinets is only permissi-
ble after approval by the responsible project manager of MAN Diesel &
Turbo.

Installation of sensor 1TE6000 Ambient air temp


The sensor 1TE6000 Ambient air temp (double Pt1000) measures the tem-
perature of the (outdoor) ambient air. The temperature of the ambient air will
typically differ from that in the engine room.
The sensor may be installed in the ventilation duct of the fan blowing the
(outdoor) ambient air into the engine room. Ensure to keep the sensor away
from the influence of heat sources or radiation. The image below shows two
options of installing the sensors correctly:
3 Engine automation

2017-05-02 - 4.7

218 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

3.8 Engine-located measuring and control devices


Figure 91: Possible locations for installing the sensor 1TE6000

1 Hole drilled into the duct of the engine room venti- 2 Self-designed holder in front of the duct.
lation. Sensor measuring the temperature of the
airstream.

The sensor 1TE6100 Intake air temp is not suitable for this purpose.

3.8 Engine-located measuring and control devices


Exemplary list for project planning
No. Measuring Description Function Measuring Location Connected to Depending
point Range on option
Speed pickups

1 1SE1004A/B1) speed pickup turbo- indication, - turbo- Control Module/ -


3 Engine automation

charger speed supervision charger Safety

2 1SE1005 speed pickup engine camshaft 0900 rpm/ camshaft Control Module/ -
speed speed and 01,800 Hz drive wheel Alarm
2017-05-02 - 4.7

position
input for
CR

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 219 (450)
3 MAN Diesel & Turbo

No. Measuring Description Function Measuring Location Connected to Depending


3.8 Engine-located measuring and control devices

point Range on option


3 2SE1005 speed pickup engine camshaft 0900 rpm/ camshaft Control Module/ -
speed speed and 01,800 Hz drive wheel Safety
position
input for
CR

Start and stop of engine

4 1SSV1011 solenoid valve engine actuated - engine Control Module/ -


start during Alarm
engine
start and
slowturn

5 1SSV1075 solenoid valve engine actuated - engine Control Module/ -


start during Alarm
engine
start and
slowturn

6 1HOZ1012 push button local emergency - Local Gateway Module -


emergency stop stop from Operating
local con- Panel
trol station

7 1SZV1012 solenoid valve engine manual - engine Control Module/ -


shutdown and auto- Safety
emergency
shutdown

8 1PS1012 pressure switch feedback 010 bar emergency Control Module/ -


emergency stop air emergency stop air Safety
stop, start- pipe on
blocking engine
active

Variable Valve Timing

9 1EM1024A/B1) electric motor VVT Variable - engine Auxiliary Cabinet Variable


setting row A Valve Tim- Valve Tim-
ing ing

10 1GOS1024A/ limit switch VVT part feedback - engine Extension Unit Variable
B1) load position row A VVT part Valve Tim-
load posi- ing
tion
3 Engine automation

reached

11 2GOS1024A/ limit switch VVT full feedback - engine Extension Unit Variable
B1) load position row A VVT full Valve Tim-
load posi- ing
2017-05-02 - 4.7

tion
reached

220 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

No. Measuring Description Function Measuring Location Connected to Depending

3.8 Engine-located measuring and control devices


point Range on option
12 3GOS1024A/ limit switch VVT part feedback - engine Extension Unit Variable
B1) load position row A VVT part Valve Tim-
load posi- ing
tion
reached

13 4GOS1024A/ limit switch VVT full feedback - engine Extension Unit Variable
B1) load position row A VVT full Valve Tim-
load posi- ing
tion
reached

Charge air bypass

14 1XSV1030 solenoid valve charge blow by - engine Control Module/ charge air
air bypass flap while part- Alarm bypass
load or low
speed

Charge air blow-off

15 1XSV1031A/B solenoid valve charge charge air - engine Control Module/ charge air
1)
air blow off flap A/B blow off at Alarm blow off
low suction
air temper-
ature

Main bearings

16 xTE1064 double temp sensors, indication, 0120 C engine Control Modules main bear-
main bearings alarm, ing temp
engine pro- monitoring
tection

Turning gear

17 1GOS1070 limit switch turning indication - engine Control Module/ -


gear engaged and start Alarm
blocking

Jet Assist

18 1SSV1080 solenoid valve for Jet turbo- - engine Control Module/ Jet Assist
Assist charger Alarm
accelera-
tion by Jet
Assist
3 Engine automation

Lube oil system

19 1PT2170 pressure transmitter, alarm at 010 bar engine Control Module/ -


lube oil pressure low lube oil Alarm
2017-05-02 - 4.7

engine inlet pressure

20 2PT2170 pressure transmitter, auto shut- 010 bar Local Control Module/ -
lube oil pressure down at Operating Safety
engine inlet low pres- Panel
sure

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 221 (450)
3 MAN Diesel & Turbo

No. Measuring Description Function Measuring Location Connected to Depending


3.8 Engine-located measuring and control devices

point Range on option


21 1TE2170 double temp sensor, alarm at 0120 C engine Control Modules -
lube oil temp engine high temp
inlet

22 1EM2470 electric motor cylin- cylinder - engine Auxiliary Cabinet -


der lubrication lubrication

23 1FE2470A/B1) limit switch cylinders function 0.11 Hz engine Control Module/ -


lubricator line A/B control of Alarm
cylinder
lubricator
line A

24 1PT2570A/B1) pressure transmitter, alarm at 06 bar engine Control Module/ -


lube oil pressure tur- low lube oil Alarm
bocharger inlet pressure

25 2PT2570A/B1) pressure transmitter, auto shut- 06 bar engine Control Module/ -


lube oil pressure tur- down at Safety
bocharger inlet low lube oil
pressure

26 1TE2580A/B1) double temp sensor, alarm at 0120 C engine Control Modules -


lube oil temp turbo- high temp
charger drain

Oil mist detection

27 1QTIA2870 oilmist detector, oil- oilmist - engine - oil mist


mist concentration in supervision detection
crankcase

Splash oil

28 xTE2880 double temp sensors, splash oil 0120 C engine Control Modules -
splash oil temp rod supervision
bearings

Cooling water systems

29 1TE3168 double temp sensor for EDS 0120 C engine Control Module/ -
HT water temp visualisa- Alarm
charge air cooler inlet tion and
control of
preheater
valve

30 1PT3170 pressure transmitter, alarm at 06 bar engine Control Module/ -


3 Engine automation

HT cooling water low pres- Alarm


pressure engine inlet sure

31 2PT3170 pressure transmitter, detection 06 bar engine Control Module/ -


2017-05-02 - 4.7

HT cooling water of low Alarm


pressure engine inlet cooling
water pres-
sure

222 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

No. Measuring Description Function Measuring Location Connected to Depending

3.8 Engine-located measuring and control devices


point Range on option
32 1TE3170 double temp sensor, alarm, indi- 0120 C engine Control Modules -
HTCW temp engine cation
inlet

33 1TE3180 temp sensor, HT - 0120 C engine Control Modules -


water temp engine
outlet

34 1PT3470 pressure transmitter, alarm at 010 bar engine Control Module/ -


nozzle cooling water low cooling Alarm
pressure engine inlet water pres-
sure

35 2PT3470 pressure transmitter, alarm at 010 bar engine Control Module/ -


nozzle cooling water low cooling Safety
pressure engine inlet water pres-
sure

36 1TE3470 double temp sensor, alarm at 0120 C engine Control Modules -


nozzle cooling water high cool-
temp engine inlet ing water
temp

37 1PT4170 pressure transmitter, alarm at 06 bar engine Control Module/ -


LT water pressure low cooling Alarm
charge air cooler inlet water pres-
sure

38 2PT4170 pressure transmitter, alarm at 06 bar engine Control Unit -


LT water pressure low cooling
charge air cooler inlet water pres-
sure

39 1TE4170 double temp sensor, alarm, indi- 0120 C LT pipe Control Modules -
LT water temp cation charge air
charge air cooler inlet cooler inlet

Fuel system

40 1PT5070 pressure transmitter, remote 016 bar engine Control Module/ -


fuel pressure engine indication Alarm
inlet and alarm

41 2PT5070 pressure transmitter, remote 016 bar engine Control Module/ -


fuel pressure engine indication Safety
inlet and alarm
3 Engine automation

42 1TE5070 double temp sensor, alarm at 0200 C engine Control Modules -


fuel temp engine inlet high temp
in MDO-
mode and
2017-05-02 - 4.7

for EDS
use

43 xFCV5075A/B suction throttle valves volume - engine Injection Mod- -


1)
row A/B control of ule /CR
low pres-
sure fuel

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 223 (450)
3 MAN Diesel & Turbo

No. Measuring Description Function Measuring Location Connected to Depending


3.8 Engine-located measuring and control devices

point Range on option


44 1LS5076A/B1) level switch fuel pipe high pres- 02,000 bar engine Control Unit -
break leakage sure fuel
system
leakage
detection

45 xLS5077A/B1) level switch rail seg- rail leakage - engine Extension Unit -
ment 15A/B detection

46 2PT5076A/B1) rail pressure sensors pressure of 02,000 bar engine Injection Mod- -
2 row A/B high pres- ule /CR
sure fuel
system
common
rail

47 xLS5077A/B1) level switch rail seg- rail leakage - engine Extension Unit -
ment detection
15A/B

48 xFSV5078A/B valve group for fuel fuel injec- - engine Injection Mod- -
1)
injection tion ule /CR

49 1FSV5080A/B flushing valve unloading - engine emergency stop -


1)
of common valve 1SZV1012
rail high
pressure
fuel system
A

50 1LS5080A/B1) level switch pump- alarm at - fuel leak- Control Module/ -


and nozzle leakage high level age moni- Alarm
row A/B toring tank
FSH-001

51 2LS5080A/B1) level switch dirty oil alarm at - pump bank Extension Unit -
leakage pump bank high level leakage
CS row A/B monitoring
CS

52 3LS5080A/B1) level switch dirty oil alarm at - pump bank Extension Unit -
leakage pump bank high level leakage
CCS row A/B monitoring
CCS

53 4LS5080A/B1) level switch dirty oil alarm at - pump bank Extension Unit -
3 Engine automation

leakage pump bank high level leakage


CCS row A/B monitoring
CCS

54 1TE5080A/B1) double temp sensor, remote 0200 C engine Extension Unit -


2017-05-02 - 4.7

fuel temp after flush- indication


ing valve, row A/B and alarm

55 1TE5081A/B1) double temp sensor, remote 0200 C engine Extension Unit -


fuel temp after safety indication
valve, row A/B and alarm

224 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 3

No. Measuring Description Function Measuring Location Connected to Depending

3.8 Engine-located measuring and control devices


point Range on option
56 1PZV5081 pressure relief valve mechanical - engine - -
limitation of
rail pres-
sure

Charge air system

57 1PT6100 pressure transmitter, for EDS 20 +20 intake air Control Module/ -
intake air pressure visualisa- mbar duct after Alarm
tion filter

58 1TE6100 double temp sensor, temp input 0120 C intake air Control Module/ -
intake air temp for charge duct after Alarm
air blow-off filter
and EDS
visualisa-
tion

59 1TE6170A/B1) double temp sensor, for EDS 0300 C engine Control Modules -
charge air temp visualisa-
charge air cooler A/B tion
inlet

60 1PT6180A/B1) pressure transmitter, engine 06 bar engine Control Module/ -


charge air pressure control Alarm
before cylinders row
A/B

61 2PT6180A/B1) pressure transmitter, - 06 bar engine Control Module/ -


charge air pressure Safety
before cylinders row
A/B

62 1TE6180A/B1) double temp sensor, alarm at 0120 C engine Control Modules -


charge air temp after high temp
charge air cooler A/B

Exhaust gas system

63 xTE6570A/B1) double thermocou- indication, 0800 C engine Control Modules -


ples, exhaust gas alarm,
temp cylinders A/B engine pro-
tection

64 1TE6575A/B1) double thermocou- indication, 0800 C engine Control Modules -


ples, exhaust gas alarm,
temp before turbo- engine pro-
3 Engine automation

charger A/B tection

65 1TE6580A/B1) double thermocou- indication 0800 C engine Control Modules -


ples, exhaust gas
2017-05-02 - 4.7

temp after turbo-


charger A/B

Control air, start air, stop air

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 225 (450)
3 MAN Diesel & Turbo

No. Measuring Description Function Measuring Location Connected to Depending


3.8 Engine-located measuring and control devices

point Range on option


66 1PT7170 pressure transmitter, engine 040 bar engine Control Module/ -
starting air pressure control, Alarm
remote
indication

67 2PT7170 pressure transmitter, engine 040 bar engine Control Module/ -


starting air pressure control, Safety
remote
indication

68 1PT7180 pressure transmitter, alarm at 040 bar engine Control Module/ -


emergency stop air low air Alarm
pressure pressure

69 2PT7180 pressure transmitter, alarm at 040 bar engine Control Module/ -


emergency stop air low air Safety
pressure pressure

70 1PT7400 pressure transmitter, remote 010 bar engine Control Module/ -


control air pressure indication Alarm

71 2PT7400 pressure transmitter, remote 010 bar engine Control Module/ -


control air pressure indication Safety
1)
A-sensors: All engines; B-sensors: V engines only.
Table 126: List of engine-located measuring and control devices
3 Engine automation

2017-05-02 - 4.7

226 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

4 Specification for engine supplies

4.1 Explanatory notes for operating supplies Diesel


engines
4.1 Explanatory notes for operating supplies Diesel engines
Temperatures and pressures stated in section Planning data for emission
standard, Page 90 must be considered.

4.1.1 Lube oil

Main fuel Lube oil type Viscosity class Base No. (BN)
MGO (class DMA or DMZ) Doped (HD) + additives SAE 40 12 16 mg KOH/g Depending on
sulphur content
MDO (ISO-F-DMB) 12 20 mg KOH/g

HFO Medium-alkaline + 20 55 mg KOH/g


additives
Table 127: Main fuel/lube oil type

Selection of the lube oil must be in accordance with the relevant sections.
The lube oil must always match the worst fuel oil quality.
A base number (BN) that is too low is critical due to the risk of corrosion.
A base number that is too high, could lead to deposits/sedimentation.

4.1.2 Fuel
The engine is designed for operation with HFO, MDO (DMB) and MGO (DMA,
DMZ) according to ISO 8217-2012 in the qualities quoted in the relevant sec-
tions.
Additional requirements for HFO before engine:
Water content before engine: Max. 0.2 %
Al + Si content before engine: Max. 15 mg/kg

Engine operation with DM-grade fuel according to ISO 8217-2012, viscosity


4 Specification for engine supplies
2 cSt at 40 C
A) Short-term operation, Engines that are normally operated with heavy fuel, can also be operated
max. 72 hours with DM-grade fuel for short periods.
Boundary conditions:
DM-grade fuel in accordance with stated specifications and a viscosity of
2 cSt at 40 C
MGO-operation maximum 72 hours within a two-week period (cumula-
tive with distribution as required)
2017-05-02 - 4.7

Fuel oil cooler switched on and fuel oil temperature before engine
45 C. In general, the minimum viscosity before engine of 1.9 cSt must
not be undershoot!
B) Long-term (> 72 h) or For long-term (> 72 h) or continuous operation with DM-grade fuel special
continuous operation engine- and plant-related planning prerequisites must be set and special
actions are necessary during operation.
Following features are required on engine side:

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 227 (450)
4 MAN Diesel & Turbo

Valve seat lubrication with possibility to be turned off and on manually


4.1 Explanatory notes for operating supplies Diesel
engines

In case of conventional injection system, injection pumps with sealing oil


system, which can be activated and cut off manually, are necessary
Following features are required on plant side:
Layout of fuel system to be adapted for low-viscosity fuel (capacity and
design of fuel supply and booster pump)
Cooler layout in fuel system for a fuel oil temperature before engine of
45 C (min. permissible viscosity before engine 1.9 cSt)
Nozzle cooling system with possibility to be turned off and on during
engine operation
Boundary conditions for operation:
Fuel in accordance with MGO (DMA, DMZ) and a viscosity of 2 cSt at
40 C
Fuel oil cooler activated and fuel oil temperature before engine 45 C.
In general the minimum viscosity before engine of 1.9 cSt must not be
undershoot!
Valve seat lubrication turned on
In case of conventional injection system, sealing oil of injection pumps
activated
Nozzle cooling system switched off
Continuous operation with MGO (DMA, DMZ):
Lube oil for diesel operation (BN10-BN16) has to be used

Operation with heavy fuel oil of a sulphur content of < 1.5 %


Previous experience with stationary engines using heavy fuel of a low sulphur
content does not show any restriction in the utilisation of these fuels, provi-
ded that the combustion properties are not affected negatively.
This may well change if in the future new methods are developed to produce
low sulphur-containing heavy fuels.
If it is intended to run continuously with low sulphur-containing heavy fuel,
lube oil with a low BN (BN30) has to be used. This is required, in spite of
experiences that engines have been proven to be very robust with regard to
4 Specification for engine supplies

the continuous usage of the standard lube oil (BN40) for this purpose.

Instruction for minimum admissible fuel temperature


In general the minimum viscosity before engine of 1.9 cSt must not be
undershoot.
The fuel specific characteristic values pour point and cold filter plug-
ging point have to be observed to ensure pumpability respectively filter-
ability of the fuel oil.
Fuel temperatures of approximately minus 10 C and less have to be
avoided, due to temporarily embrittlement of seals used in the engines
fuel oil system and as a result their possibly loss of function.
2017-05-02 - 4.7

4.1.3 Engine cooling water


The quality of the engine cooling water required in relevant section has to be
ensured.

228 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

Nozzle cooling system activation

4.2 Specification of lubricating oil (SAE 40) for operation


with MGO/MDO and biofuels
Kind of fuel Activated
MGO (DMA, DMZ) No, see section Fuel, Page 227

MDO (DMB) No

HFO Yes
Table 128: Nozzle cooling system activation

4.1.4 Intake air


The quality of the intake air as stated in the relevant sections has to be
ensured.

4.2 Specification of lubricating oil (SAE 40) for operation with MGO/MDO and
biofuels

General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-
cating oils contain additives that, amongst other things, ensure dirt absorp-
tion capability, cleaning of the engine and the neutralisation of acidic com-
bustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.

Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability. 4 Specification for engine supplies
The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.
Properties/Characteristics Unit Test method Limit value
Make-up Ideally paraffin based

Low-temperature behaviour, still flowable C ASTM D 2500 15

Flash point (Cleveland) C ASTM D 92 > 200

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02


2017-05-02 - 4.7

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50

Ageing tendency following 100 hours of heating MAN Diesel &


up to 135 C Turbo ageing
oven1)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 229 (450)
4 MAN Diesel & Turbo

Properties/Characteristics Unit Test method Limit value


4.2 Specification of lubricating oil (SAE 40) for operation
with MGO/MDO and biofuels

Insoluble n-heptane Weight % ASTM D 4055 < 0.2


or DIN 51592

Evaporation loss Weight % - <2

Spot test (filter paper) MAN Diesel & Precipitation of resins or


Turbo test asphalt-like ageing products
must not be identifiable.
1)
Works' own method
Table 129: Target values for base oils

Compounded lubricating oils The base oil to which the additives have been added (doped lubricating oil)
(HD oils) must have the following properties:
Additives The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
4 Specification for engine supplies

Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.

Lubricating oil selection


Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 35/44DF, 40/54, 40
45/60, 48/60, 58/64, 51/60DF
Table 130: Viscosity (SAE class) of lubricating oils
2017-05-02 - 4.7

Doped oil quality We recommend doped lubricating oils (HD oils) according to international
specifications MIL-L 2104 or API-CD with a base number of BN 10 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base

230 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

number of appr. 20 should be selected. However, the operating results that

4.2 Specification of lubricating oil (SAE 40) for operation


with MGO/MDO and biofuels
ensure the most efficient engine operation ultimately determine the additive
content.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Oil for mechanicalhydraulic Multigrade oil 5W40 should ideally be used in mechanicalhydraulic control-
speed governor lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification applied for these oils is NATO O-236.
Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the oil manufacturers are in close regular contact with engine manu-
warranty facturers, and can therefore provide information on which oil in their specific
product range has been approved by the engine manufacturer for the partic-
ular application. Irrespective of the above, the lubricating oil manufacturers
are in any case responsible for the quality and characteristics of their prod-
ucts. If you have any questions, we will be happy to provide you with further
information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. As long as the
oil properties are within the defined limit values the oil may be used further.
See table Limit values for used lubricating oil, Page 237.
An oil sample must be analysed every 1 3 months (see maintenance 4 Specification for engine supplies
schedule). The quality of the oil can only be maintained if it is cleaned using
suitable equipment (e.g. a separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
2017-05-02 - 4.7

than 1,000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 231 (450)
4 MAN Diesel & Turbo

If you wish to operate the engine with HFO once again, it will be necessary to
4.2 Specification of lubricating oil (SAE 40) for operation
with MGO/MDO and biofuels

change over in good time to lubricating oil with a higher BN (30 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.

Tests
Monthly analysis of lube oil samples is very important for safe engine opera-
tion. We can analyse samples for customers at MAN Diesel & Turbo Prime-
ServLab.
Note:
If operating fluids are improperly handled, this can pose a danger to health,
safety and the environment. The relevant safety information by the supplier of
operating fluids must be observed.
Manufacturer Base number (10) 12 16 1) (mgKOH/g)
MAN Diesel & Turbo PrimeServeLube M Diesel T 40/15 1)

BP Energol DS 3-154

CASTROL Castrol MLC 40 / MHP 154


Seamax Extra 40

CHEVRON Taro 12XD40


(Texaco, Caltex) Delo 1000Marine 40
Delo SHP40

ENI Cladium 120 - SAE 40

EXXONMOBIL Mobilgard 412/MG 1SHC


Mobilgard ADL 40 2)
Delvac 1640 2)

PETROBRAS Marbrax CCD-410


Marbrax CCD-415
4 Specification for engine supplies

Q8 Mozart DP40

REPSOL Neptuno NT 1540

SHELL Gadinia 40
Gadinia AL40
Gadinia S3
Sirius X40 2)
Rimula R3+40 2)

STATOIL MarWay 1540


MarWay 1040 2)
2017-05-02 - 4.7

232 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

Manufacturer Base number (10) 12 16 1) (mgKOH/g)

4.3 Specification of lubricating oil (SAE 40) for heavy fuel


operation (HFO)
TOTAL Lubmarine Caprano M40
Disola M4015
1)
Including PrimeServLab
2)
With a sulphur content of less than 1 %
Table 131: Lube oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil
and diesel fuel

Note:
MAN Diesel & Turbo SE does not assume liability for problems that occur
when using these oils.
Limit value Procedure
Viscosity at 40 C 110 220 mm/s ISO 3104 or ASTM D445

Base number (BN) at least 50 % of fresh oil ISO 3771

Flash point (PM) At least 185 C ISO 2719

Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)

n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

Metal content depends on engine type and operat-


ing conditions

Guide value only .


Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm

When operating with biofuels: max. 12 % FT-IR


biofuel fraction
Table 132: Limit values for used lubricating oil 4 Specification for engine supplies

4.3 Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO)

General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
2017-05-02 - 4.7

Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralization reserve than with fully com-
pounded engine oils (HD oils).

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 233 (450)
4 MAN Diesel & Turbo

International specifications do not exist for medium alkalinity lubricating oils.


4.3 Specification of lubricating oil (SAE 40) for heavy fuel
operation (HFO)

A test operation is therefore necessary for a corresponding long period in


accordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. See table Approved lubricating oils for HFO-operated MAN Diesel &
Turbo four-stroke engines, Page 237.

Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:
Properties/Characteristics Unit Test method Limit value
Make-up Ideally paraffin based

Low-temperature behaviour, still flowable C ASTM D 2500 15

Flash point (Cleveland) C ASTM D 92 > 200

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50

Ageing tendency following 100 hours of heating MAN Diesel &


up to 135 C Turbo ageing
oven1)

Insoluble n-heptane Weight % ASTM D 4055 < 0.2


or DIN 51592

Evaporation loss Weight % - <2

Spot test (filter paper) MAN Diesel & Precipitation of resins or


Turbo test asphalt-like ageing products
must not be identifiable.
1)
Works' own method
4 Specification for engine supplies

Table 133: Target values for base oils

Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
oil
Additives The additives must be dissolved in the oil and their composition must ensure
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
2017-05-02 - 4.7

Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
The lubricating oil must not absorb the deposits produced by the fuel.

234 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

Dispersion capability The selected dispersibility must be such that commercially-available lubricat-

4.3 Specification of lubricating oil (SAE 40) for heavy fuel


operation (HFO)
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
For tips on selecting the base number, refer to the table entitled Base num-
ber to be used for various operating conditions, Page 235.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.

Lube oil selection


Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 35/44DF, 40/54, 40
45/60, 48/60, 58/64, 51/60DF
Table 134: Viscosity (SAE class) of lubricating oils

Neutralisation properties Lubricating oils with medium alkalinity and a range of neutralization capabili-
(BN) ties (BN) are available on the market. At the present level of knowledge, an
interrelation between the expected operating conditions and the BN number
can be established. However, the operating results are still the overriding fac-
tor in determining which BN number provides the most efficient engine oper-
ation.
Table Base number to be used for various operating conditions, Page 235
indicates the relationship between the anticipated operating conditions and
the BN number.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
content of less than 0.5 %. 4 Specification for engine supplies
30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.

40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-
sponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 %.

50 32/40, 32/44CR, 32/44K, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
2017-05-02 - 4.7

insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 135: Base number to be used for various operating conditions

Operation with low-sulphur To comply with the emissions regulations, the sulphur content of fuels used
fuel nowadays varies. Fuels with low-sulphur content must be used in environ-
mentally-sensitive areas (e.g. SECA). Fuels with higher sulphur content may

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 235 (450)
4 MAN Diesel & Turbo

be used outside SECA zones. In this case, the BN number of the lube oil
4.3 Specification of lubricating oil (SAE 40) for heavy fuel
operation (HFO)

selected must satisfy the requirements for operation using fuel with high-sul-
phur content. A lube oil with low BN number may only be selected if fuel with
a low sulphur content is used exclusively during operation.
However, the practical results demonstrate that the most efficient engine
operation is the factor ultimately determining the permitted additive content.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Oil for mechanicalhydraulic Multigrade oil 5W40 should ideally be used in mechanicalhydraulic control-
speed governor lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification applied for these oils is NATO O-236.
Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the oil manufacturers are in close regular contact with engine manu-
warranty facturers, and can therefore provide information on which oil in their specific
product range has been approved by the engine manufacturer for the partic-
ular application. Irrespective of the above, the lubricating oil manufacturers
are in any case responsible for the quality and characteristics of their prod-
ucts. If you have any questions, we will be happy to provide you with further
information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
4 Specification for engine supplies

speed engines. The oil properties must be regularly analysed. As long as the
oil properties are within the defined limit values the oil may be used further.
See table Limit values for used lubricating oil, Page 237.
An oil sample must be analysed every 1 3 months (see maintenance
schedule). The quality of the oil can only be maintained if it is cleaned using
suitable equipment (e.g. a separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
2017-05-02 - 4.7

lubricating oil which is suitable for HFO operation (BN 30 55 mg KOH/g)


can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1,000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with

236 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

higher BN (40 or 50), an oil change will not be required when effecting the

4.3 Specification of lubricating oil (SAE 40) for heavy fuel


operation (HFO)
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value Procedure
Viscosity at 40 C 110 220 mm/s ISO 3104 or ASTM D 445

Base number (BN) at least 50 % of fresh oil ISO 3771

Flash point (PM) At least 185 C ISO 2719

Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)

n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

Metal content depends on engine type and operat-


ing conditions

Guide value only


Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 136: Limit values for used lubricating oil

Tests
Monthly analysis of lube oil samples is very important for safe engine opera-
tion. We can analyse samples for customers at MAN Diesel & Turbo Prime-
ServLab.
Base Number (mgKOH/g) 4 Specification for engine supplies
Manufacturer
2025 30 40 5055
MAN Diesel & PrimeServeLube PrimeServeLube PrimeServeLube PrimeServeLube
Turbo M Residual T 40/20 1) M Residual T 40/30 1) M Residual T 40/40 1) M Residual T 40/55 1)

AEGEAN Alfamar 430 Alfamar 440 Alfamar 450

AVIN OIL S.A. AVIN ARGO S 30 SAE AVIN ARGO S 40 SAE AVIN ARGO S 50 SAE
40 40 40

BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
2017-05-02 - 4.7

CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504

CEPSA Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus

CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40


(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X

ENI Cladium 300 Cladium 400

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 237 (450)
4 MAN Diesel & Turbo

Base Number (mgKOH/g)


4.4 Specification of gas oil/diesel oil (MGO)

Manufacturer
2025 30 40 5055
EXXON MOBIL Mobilgard M430 Mobilgard M440 Mobilgard M50

Gulf Oil Marine GulfSea Power 4020 GulfSea Power 4030 GulfSea Power 4040 GulfSea Power 4055
Ltd. MDO Gulfgen Supreme 430 Gulfgen Supreme 440 Gulfgen Supreme 455
Gulfgen Supreme 420

Idemitsu Kosan Daphne Marine Oil Daphne Marine Oil Daphne Marine Oil
Co.,Ltd. SW30/SW40/MV30/ SA30/SA40 SH40
MV40

LPC S.A. CYCLON POSEIDON CYCLON POSEIDON CYCLON POSEIDON


HT 4030 HT 4040 HT 4050

LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40

Motor Oil Hellas EMO ARGO S 30 SAE EMO ARGO S 40 SAE EMO ARGO S 50 SAE
S.A. 40 40 40

PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440

PT Pertamina Medripal 420 Medripal 430 Medripal 440 Medripal 450/455


(PERSERO)

REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040

SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40


Argina XX 40

Sinopec Sinopec TPEO 4020 Sinopec TPEO 4030 Sinopec TPEO 4040 Sinopec TPEO 4050

TOTAL LUBMAR- Aurelia TI 4020 Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
INE
1)
Including PrimeServLab
Table 137: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines

Note:
MAN Diesel & Turbo SE does not assume liability for problems that occur
4 Specification for engine supplies

when using these oils.

4.4 Specification of gas oil/diesel oil (MGO)

Diesel oil
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.

Military specification
2017-05-02 - 4.7

Diesel oils that satisfy specification NATO F-75 or F-76 may be used.

Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).

238 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

The DIN EN 590 and ISO 8217-2012 (Class DMA or Class DMZ) standards

4.4 Specification of gas oil/diesel oil (MGO)


have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.
Properties Unit Test procedure Typical value
Density at 15 C kg/m3 ISO 3675 820.0
890.0

Kinematic viscosity at 40 C mm2/s (cSt) ISO 3104 2


6.0

Filterability 1)
in summer and C DIN EN 116 0
in winter C DIN EN 116 12

Flash point in closed cup C ISO 2719 60

Sediment content (extraction method) Weight % ISO 3735 0.01

Water content Vol. % ISO 3733 0.05

Sulphur content ISO 8754 1.5

Ash ISO 6245 0.01


Weight %
Coke residue (MCR) ISO CD 10370 0.10

Hydrogen sulphide mg/kg IP 570 <2

Acid number mg KOH/g ASTM D664 < 0.5

Oxidation stability g/m3 ISO 12205 < 25

Lubricity m ISO 12156-1 < 520


(wear scar diameter)

Biodiesel content (FAME) % (v/v) EN 14078 not permissible

Cetane index ISO 4264 40

Other specifications:

ASTM D 975 1D/2D

The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
4 Specification for engine supplies
1)

the cloud point in accordance with ISO 3015.


Table 138: Properties of diesel fuel (MGO) that must be complied with

Additional information
Use of diesel oil If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the
2017-05-02 - 4.7

fuel pump. The maximum temperature required to ensure that a viscosity of


more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 C.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 239 (450)
4 MAN Diesel & Turbo

The pour point indicates the temperature at which the oil stops flowing. To
4.5 Specification of diesel oil (MDO)

ensure the pumping properties, the lowest temperature acceptable to the


fuel in the system should be about 10 C above the pour point.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 m.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.
Note:
If operating fluids are improperly handled, this can pose a danger to health,
safety and the environment. The relevant safety information by the supplier of
operating fluids must be observed.

Analyses
Analysis of fuel oil samples is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.

4.5 Specification of diesel oil (MDO)

Marine diesel oil


Other designations Marine diesel oil, marine diesel fuel.
Origin Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-
DMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.

Specification
The suitability of a fuel depends on the engine design and the available
4 Specification for engine supplies

cleaning options as well as compliance with the properties in the following


table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217-2012 standard as
the basis. The properties have been specified using the stated test proce-
dures.
Properties Unit Testing method Designation
ISO-F specification DMB

Density at 15 C kg/m3 ISO 3675 < 900

Kinematic viscosity at 40 C mm2/s cSt ISO 3104 > 2.0


2017-05-02 - 4.7

< 11 1)

Pour point (winter quality) C ISO 3016 <0

Pour point (summer quality) C ISO 3016 <6

Flash point (Pensky Martens) C ISO 2719 > 60

Total sediment content Weight % ISO CD 10307 0.10

240 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

Properties Unit Testing method Designation

4.5 Specification of diesel oil (MDO)


Water content Vol. % ISO 3733 < 0.3

Sulphur content Weight % ISO 8754 < 2.0

Ash content Weight % ISO 6245 < 0.01

Coke residue (MCR) Weight % ISO CD 10370 < 0.30

Cetane index ISO 4264 > 35

Hydrogen sulphide mg/kg IP 570 <2

Acid number mg KOH/g ASTM D664 < 0.5

Oxidation resistance g/m3 ISO 12205 < 25

Lubricity m ISO 12156-1 < 520


(wear scar diameter)

Other specifications:

ASTM D 975 2D

ASTM D 396 No. 2


Table 139: Properties of marine diesel oil (MDO) that must be complied with

1)
For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not
exceed 6 mm2/s @ 40 C, as this would reduce the lifetime of the injection
system.

Additional information
During transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with high-
viscosity fuel or heavy fuel oil with the remnants of these types of fuels in
the bunker ship, for example that could significantly impair the properties of
the oil.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
4 Specification for engine supplies
the lubricity as specified in ISO 12156-1 does not exceed 520 m.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.
The fuel must be free of lubricating oil (ULO used lubricating oil, old oil).
Fuel is considered as contaminated with lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
2017-05-02 - 4.7

The pour point specifies the temperature at which the oil no longer flows. The
lowest temperature of the fuel in the system should be roughly 10 C above
the pour point to ensure that the required pumping characteristics are main-
tained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 C.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 241 (450)
4 MAN Diesel & Turbo

Seawater causes the fuel system to corrode and also leads to hot corrosion
4.6 Specification of heavy fuel oil (HFO)

of the exhaust valves and turbocharger. Seawater also causes insufficient


atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.
Solid foreign matters increase mechanical wear and formation of ash in the
cylinder space.
We recommend the installation of a separator upstream of the fuel filter. Sep-
aration temperature: 40 50C. Most solid particles (sand, rust and catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.
Note:
If operating fluids are improperly handled, this can pose a danger to health,
safety and the environment. The relevant safety information by the supplier of
operating fluids must be observed.

Analyses
Analysis of fuel oil samples is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.

4.6 Specification of heavy fuel oil (HFO)

Prerequisites
MAN Diesel & Turbo four-stroke diesel engines can be operated with any
heavy fuel oil obtained from crude oil that also satisfies the requirements in
table The fuel specification and corresponding characteristics for heavy fuel
oil, Page 243 providing the engine and fuel processing system have been
designed accordingly. To ensure that the relationship between the fuel, spare
parts and repair / maintenance costs remains favourable at all times, the fol-
lowing points should be observed.

Heavy fuel oil (HFO)


4 Specification for engine supplies

Origin/Refinery process The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
2017-05-02 - 4.7

that these also comply with the international specifications. The engine oper-
ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Specifications Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in table The
fuel specification and corresponding characteristics for heavy fuel oil, Page
243. The entries in the last column of this table provide important back-
ground information and must therefore be observed.

242 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

Different international specifications exist for heavy fuel oils. The most impor-

4.6 Specification of heavy fuel oil (HFO)


tant specifications are ISO 8217-2012 and CIMAC-2003. These two specifi-
cations are more or less equivalent. Figure ISO 8217-2012 Specification for
heavy fuel oil indicates the ISO 8217 specifications. All qualities in these
specifications up to K700 can be used, provided the fuel system has been
designed for these fuels. To use any fuels, which do not comply with these
specifications (e.g. crude oil), consultation with Technical Service of MAN
Diesel & Turbo in Augsburg is required. Heavy fuel oils with a maximum den-
sity of 1,010 kg/m3 may only be used if up-to-date separators are installed.
Important Even though the fuel properties specified in the table entitled The fuel specifi-
cation and corresponding properties for heavy fuel oil, Page 243 satisfy the
above requirements, they probably do not adequately define the ignition and
combustion properties and the stability of the fuel. This means that the oper-
ating behaviour of the engine can depend on properties that are not defined
in the specification. This particularly applies to the oil property that causes
formation of deposits in the combustion chamber, injection system, gas
ducts and exhaust gas system. A number of fuels have a tendency towards
incompatibility with lubricating oil which leads to deposits being formed in the
fuel delivery pump that can block the pumps. It may therefore be necessary
to exclude specific fuels that could cause problems.
Blends The addition of engine oils (old lubricating oil, ULO used lubricating oil) and
additives that are not manufactured from mineral oils, (coal-tar oil, for exam-
ple), and residual products of chemical or other processes such as solvents
(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution 4 Specification for engine supplies
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
Leak oil collector Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.

Viscosity (at 50 C) mm2/s (cSt) max. 700 Viscosity/injection viscosity

Viscosity (at 100 C) max. 55 Viscosity/injection viscosity

Density (at 15 C) g/ml max. 1.010 Heavy fuel oil processing


2017-05-02 - 4.7

Flash point C min. 60 Flash point


(ASTM D 93)

Pour point (summer) max. 30 Low-temperature behaviour


(ASTM D 97)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 243 (450)
4 MAN Diesel & Turbo

Pour point (winter) max. 30 Low-temperature behaviour


4.6 Specification of heavy fuel oil (HFO)

(ASTM D 97)

Coke residue (Conrad- Weight % max. 20 Combustion properties


son)

Sulphur content 5 or Sulphuric acid corrosion


legal requirements

Ash content 0.15 Heavy fuel oil processing

Vanadium content mg/kg 450 Heavy fuel oil processing

Water content Vol. % 0.5 Heavy fuel oil processing

Sediment (potential) Weight % 0.1

Aluminium and silicium mg/kg max. 60 Heavy fuel oil processing


content (total)

Acid number mg KOH/g 2.5

Hydrogen sulphide mg/kg 2

Used lubricating oil mg/kg The fuel must be free of lubri-


(ULO) cating oil (ULO = used lubricat-
ing oil, old oil). Fuel is consid-
ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:
Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
15 ppm.

Asphaltene content Weight % 2/3 of coke residue Combustion properties


(according to Conradson)

Sodium content mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil processing
Sodium <100

The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or poly-
4 Specification for engine supplies

mers.
Table 140: The fuel specification and corresponding characteristics for heavy fuel oil

Please see section ISO 8217-2012 Specification of HFO, Page 253

Additional information
The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
and operating results more clearly.
Selection of heavy fuel oil Economical operation with heavy fuel oil within the limit values specified in
the table entitled The fuel specification and corresponding properties for
2017-05-02 - 4.7

heavy fuel oil, Page 243 is possible under normal operating conditions, provi-
ded the system is working properly and regular maintenance is carried out. If
these requirements are not satisfied, shorter maintenance intervals, higher
wear and a greater need for spare parts is to be expected. The required
maintenance intervals and operating results determine which quality of heavy
fuel oil should be used.

244 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

It is an established fact that the price advantage decreases as viscosity

4.6 Specification of heavy fuel oil (HFO)


increases. It is therefore not always economical to use the fuel with the high-
est viscosity as in many cases the quality of this fuel will not be the best.
Viscosity/injection viscosity Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-
mum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator.
The prescribed injection viscosity of 12 14 mm2/s (for GenSets, L16/24,
L21/31, L23/30H, L27/38, L28/32H: 12 18 cSt) and corresponding fuel
temperature upstream of the engine must be observed. This is the only way
to ensure efficient atomisation and mixture formation and therefore low-resi-
due combustion. This also prevents mechanical overloading of the injection
system. For the prescribed injection viscosity and/or the required fuel oil tem-
perature upstream of the engine, refer to the viscosity temperature diagram.
Heavy fuel oil processing Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-
cles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the alumi-
num and silicium content is higher than 15 mg/kg.
Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.
Settling tank Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 C to
prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 380 mm2/s at 50 C. If the
heavy fuel oil has a high concentration of foreign matter, or if fuels in accord-
ance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks
will be required one of which must be sized for 24-hour operation. Before the
content is moved to the service tank, water and sludge must be drained from
the settling tank.
Separators A separator is particularly suitable for separating material with a higher spe-
cific density such as water, foreign matter and sludge. The separators must
be self-cleaning (i.e. the cleaning intervals must be triggered automatically).
Only new generation separators should be used. They are extremely effective
throughout a wide density range with no changeover required, and can sep-
4 Specification for engine supplies
arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 C.
Table Achievable contents of foreign matter and water (after separation),
Page 246 shows the prerequisites that must be met by the separator. These
limit values are used by manufacturers as the basis for dimensioning the sep-
arator and ensure compliance.
The manufacturer's specifications must be complied with to maximize the
cleaning effect.
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 245 (450)
4 MAN Diesel & Turbo
4.6 Specification of heavy fuel oil (HFO)

Application in ships and stationary use: parallel installation


One separator for 100% flow rate One separator (reserve) for 100%
flow rate

Figure 92: Arrangement of heavy fuel oil cleaning equipment and/or separator
The separators must be arranged according to the manufacturers' current
recommendations (Alfa Laval and Westphalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Diesel & Turbo should be consulted.
If the treatment is in accordance with the MAN Diesel & Turbo specifications
and the correct separators are chosen, it may be assumed that the results
stated in the table entitled Achievable contents of foreign matter and water,
Page 246 for inorganic foreign matter and water in heavy fuel oil will be ach-
ieved at the engine inlet.
Results obtained during operation in practice show that the wear occurs as a
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum
lube oil treatment process must be ensured.
Definition Particle size Quantity
Inorganic foreign matter < 5 m < 20 mg/kg
4 Specification for engine supplies

including catalyst particles

Al+Si content < 15 mg/kg

Water content < 0.2 vol.%


Table 141: Achievable contents of foreign matter and water (after separation)

Water It is particularly important to ensure that the water separation process is as


thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomi-
sation and combustion of the heavy fuel oil. If the water absorbed in the fuel
2017-05-02 - 4.7

is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
at regular intervals. The tank's ventilation system must be designed in such a
way that condensate cannot flow back into the tank.

246 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

Vanadium/Sodium If the vanadium/sodium ratio is unfavourable, the melting point of the heavy

4.6 Specification of heavy fuel oil (HFO)


fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble
sodium compounds it contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does not enter the engine in the form of seawater in the intake air.
If the sodium content is higher than 100 mg/kg, this is likely to result in a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction func-
tion of the turbocharger).
Under certain conditions, high-temperature corrosion can be prevented by
using a fuel additive that increases the melting point of heavy fuel oil ash (also
see Additives for heavy fuel oils, Page 250).
Ash Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above section for more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g. sand, corrosion com-
pounds and catalyst particles, accelerate the mechanical wear in the engine.
Catalyst particles produced as a result of the catalytic cracking process may
be present in the heavy fuel oils. In most cases, these catalyst particles are
aluminium silicates causing a high degree of wear in the injection system and
the engine. The aluminium content determined, multiplied by a factor of
between 5 and 8 (depending on the catalytic bond), is roughly the same as
the proportion of catalyst remnants in the heavy fuel oil.
Homogeniser If a homogeniser is used, it must never be installed between the settling tank
and separator as otherwise it will not be possible to ensure satisfactory sepa-
ration of harmful contaminants, particularly seawater.
Flash point (ASTM D 93) National and international transportation and storage regulations governing
the use of fuels must be complied with in relation to the flash point. In gen-
eral, a flash point of above 60 C is prescribed for diesel engine fuels.
Low-temperature behaviour The pour point is the temperature at which the fuel is no longer flowable
(ASTM D 97) (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 C, the bunker facility must be preheated, unless fuel in accordance
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10 C above
4 Specification for engine supplies
the pour point.
Pump characteristics If the viscosity of the fuel is higher than 1000 mm2/s (cSt), or the temperature
is not at least 10 C above the pour point, pump problems will occur. For
more information, also refer to paragraph Low-temperature behaviour (ASTM
D 97, Page 247.
Combustion properties If the proportion of asphalt is more than two thirds of the coke residue (Con-
radson), combustion may be delayed which in turn may increase the forma-
tion of combustion residues, leading to such as deposits on and in the injec-
tion nozzles, large amounts of smoke, low output, increased fuel consump-
2017-05-02 - 4.7

tion and a rapid rise in ignition pressure as well as combustion close to the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
increased deposition of asphalt (see paragraph Compatibility, Page 250).

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 247 (450)
4 MAN Diesel & Turbo

Ignition quality Nowadays, to achieve the prescribed reference viscosity, cracking-process


4.6 Specification of heavy fuel oil (HFO)

products are used as the low viscosity ingredients of heavy fuel oils although
the ignition characteristics of these oils may also be poor. The cetane num-
ber of these compounds should be > 35. If the proportion of aromatic hydro-
carbons is high (more than 35 %), this also adversely affects the ignition
quality.
The ignition delay in heavy fuel oils with poor ignition characteristics is longer;
the combustion is also delayed which can lead to thermal overloading of the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.
The disadvantages of using fuels with poor ignition characteristics can be
limited by preheating the charge air in partial load operation and reducing the
output for a limited period. However, a more effective solution is a high com-
pression ratio and operational adjustment of the injection system to the igni-
tion characteristics of the fuel used, as is the case with MAN Diesel & Turbo
piston engines.
The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standar-
dised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
therefore aids that are derived from quantifiable fuel properties. We have
established that this method is suitable for determining the approximate igni-
tion quality of the heavy fuel oil used.
A testing instrument has been developed based on the constant volume
combustion method (fuel combustion analyser FCA) and is currently being
tested by a series of testing laboratories.
The instrument measures the ignition delay to determine the ignition quality
of fuel and this measurement is converted into an instrument-specific cetane
number (FIA-CN or EC). It has been established that in some cases, heavy
fuel oils with a low FIA cetane number or ECN number can cause operating
problems.
As the liquid components of the heavy fuel oil decisively influence the ignition
4 Specification for engine supplies

quality, flow properties and combustion quality, the bunker operator is


responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. Also see figure entitled Nomogram for determining the
CCAI assigning the CCAI ranges to engine types, Page 249.
2017-05-02 - 4.7

248 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

4.6 Specification of heavy fuel oil (HFO)


V Viscosity in mm2/s (cSt) A Normal operating condi-
at 50 C tions
D Density [in kg/m3] at 15 B The ignition characteris-
C tics can be poor and
require adapting the
engine or the operating
conditions. 4 Specification for engine supplies
CCAI Calculated Carbon C Problems identified may
Aromaticity Index lead to engine damage,
even after a short period
of operation.
1 Engine type 2 The CCAI is obtained
from the straight line
through the density and
viscosity of the heavy fuel
oils.
The CCAI can be calculated using the following formula:
2017-05-02 - 4.7

CCAI = D - 141 log log (V+0.85) - 81

Figure 93: Nomogram for determining the CCAI and assigning the CCAI ranges to
engine types

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 249 (450)
4 MAN Diesel & Turbo

Sulphuric acid corrosion The engine should be operated at the coolant temperatures prescribed in the
4.6 Specification of heavy fuel oil (HFO)

operating handbook for the relevant load. If the temperature of the compo-
nents that are exposed to acidic combustion products is below the acid dew
point, acid corrosion can no longer be effectively prevented, even if alkaline
lube oil is used.
The BN values specified in section Specification of lubricating oil (SAE 40) for
heavy fuel operation (HFO), Page 233 are sufficient, providing the quality of
lubricating oil and the engine's cooling system satisfy the requirements.
Compatibility The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of resi-
due as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunker-
ing again to prevent incompatibility.
Blending the heavy fuel oil If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see paragraph Compatibility, Page 250).
Additives for heavy fuel oils MAN Diesel & Turbo SE engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine opera-
tion will not be impaired by using the product.
The use of heavy fuel oil additives during the warranty period must be avoi-
ded as a basic principle.
Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below Addi-
tives for heavy fuel oils and their effects on the engine operation, Page 250.

Precombustion additives Dispersing agents/stabilisers


Emulsion breakers
Biocides
Combustion additives Combustion catalysts
4 Specification for engine supplies

(fuel savings, emissions)


Post-combustion additives Ash modifiers (hot corrosion)
Soot removers (exhaust-gas system)
Table 142: Additives for heavy fuel oils and their effects on the engine
operation

Heavy fuel oils with low From the point of view of an engine manufacturer, a lower limit for the sul-
sulphur content phur content of heavy fuel oils does not exist. We have not identified any
problems with the low-sulphur heavy fuel oils currently available on the mar-
ket that can be traced back to their sulphur content. This situation may
2017-05-02 - 4.7

change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
Turbo will monitor developments and inform its customers if required.
If the engine is not always operated with low-sulphur heavy fuel oil, corre-
sponding lubricating oil for the fuel with the highest sulphur content must be
selected.

250 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

Note:

4.6 Specification of heavy fuel oil (HFO)


If operating fluids are improperly handled, this can pose a danger to health,
safety and the environment. The relevant safety information by the supplier of
operating fluids must be observed.

Tests
Sampling To check whether the specification provided and/or the necessary delivery
conditions are complied with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the engine's warranty period).
To ensure that the samples taken are representative of the bunker oil, a sam-
ple should be taken from the transfer line when starting up, halfway through
the operating period and at the end of the bunker period. "Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.
Analysis of samples To ensure sufficient cleaning of the fuel via the separator, perform regular
functional check by sampling up- and downstream of the separator.
Analysis of HFO samples is very important for safe engine operation. We can
analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServLab.

4 Specification for engine supplies


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 251 (450)
2017-05-02 - 4.7

MAN Diesel & Turbo


4.6.1 ISO 8217-2012 Specification of HFO

Characteristic Unit Limit Category ISO-F- Test method

RMA RMB RMD RME RMG RMK

10a 30 80 180 180 380 500 700 380 500 700

Kinematic mm2/s Max. 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0 ISO 3104
viscosity
at 50 Cb

Density at 15 C kg/m3 Max. 920.0 960.0 975.0 991.0 991.0 1010.0 See 7.1
MAN 32/44CR IMO Tier II, Project Guide Marine, EN

ISO 3675 or
ISO 12185

CCAI Max. 850 860 860 860 870 870 See 6.3 a)

Sulfurc % (m/m) Max. Statutory requirements See 7.2


ISO 8754
ISO 14596

Flash point C Min. 60.0 60.0 60.0 60.0 60.0 60.0 See 7.3
ISO 2719

Hydrogen sulfide mg/kg Max. 2.00 2.00 2.00 2.00 2.00 2.00 See 7.11
IP 570

Acid numberd mg Max. 2.5 2.5 2.5 2.5 2.5 2.5 ASTM D664
KOH/g

Total sediment % (m/m) Max. 0.10 0.10 0.10 0.10 0.10 0.10 See 7.5
aged ISO 10307-2

Carbon residue: % (m/m) Max. 2.50 10.00 14.00 15.00 18.00 20.00 ISO 10370
micro method

4 Specification for engine supplies 4.6.1 ISO 8217-2012 Specification of HFO


253 (450)

4
254 (450)
4 Specification for engine supplies 4.6.1 ISO 8217-2012 Specification of HFO

4
Characteristic Unit Limit Category ISO-F- Test method

RMA RMB RMD RME RMG RMK

10a 30 80 180 180 380 500 700 380 500 700

Pour point
(upper)e
Winter quality C Max. 0 0 30 30 30 30 ISO 3016
MAN 32/44CR IMO Tier II, Project Guide Marine, EN

Summer quality
C Max. 6 6 30 30 30 30 ISO 3016

Water % (V/V) Max. 0.30 0.50 0.50 0.50 0.50 0.50 ISO 3733

Ash % (m/m) Max. 0.040 0.070 0.070 0.070 0.100 0.150 ISO 6245

Vanadium mg/kg Max. 50 150 150 150 350 450 see 7.7
IP 501, IP 470
or ISO 14597

Sodium mg/kg Max. 50 100 100 50 100 100 see 7.8


IP 501, IP 470

Aluminium plus mg/kg Max. 25 40 40 50 60 60 see 7.9


silicon IP 501, IP 470
or ISO 10478

Used lubricating The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the following condi- (see 7.10) IP
oils (ULO): tions is met: 501 or
calcium and zinc
or mg/kg calcium > 30 and zinc > 15 IP 470
calcium and

MAN Diesel & Turbo


phosphorus or
mg/kg calcium > 30 and phosphorus > 15 IP 500

a This category is based on a previously defined distillate DMC category that was described in ISO 8217:2005, Table 1. ISO 8217:2005 has been withdrawn.

b 1mm2/s = 1 cSt

c The purchaser shall define the maximum sulfur content in accordance with relevant statutory limitations. See 0.3 and Annex C.

d See Annex H.

e Purchasers shall ensure that this pour point is suitable for the equipment on board, especially if the ship operates in cold climates.

2017-05-02 - 4.7
MAN Diesel & Turbo 4

4.7 Viscosity-temperature diagram (VT diagram)


4.7 Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram

4 Specification for engine supplies

Figure 94: Viscosity-temperature diagram (VT diagram)

In the diagram, the fuel temperatures are shown on the horizontal axis and
the viscosity is shown on the vertical axis.
The diagonal lines correspond to viscosity-temperature curves of fuels with
different reference viscosities. The vertical viscosity axis in mm2/s (cSt)
applies for 40, 50 or 100 C.
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 255 (450)
4 MAN Diesel & Turbo

Determining the viscosity-temperature curve and the required preheating


4.7 Viscosity-temperature diagram (VT diagram)

temperature
Example: Heavy fuel oil with Prescribed injection viscosity Required temperature of heavy fuel oil
180 mm2/s at 50 C in mm/s at engine inlet1) in C
12 126 (line c)

14 119 (line d)
1)
With these figures, the temperature drop between the last preheating device and
the fuel injection pump is not taken into account.
Table 143: Determining the viscosity-temperature curve and the required
preheating temperature

A heavy fuel oil with a viscosity of 180 mm2/s at 50 C can reach a viscosity
of 1,000 mm2/s at 24 C (line e) this is the maximum permissible viscosity
of fuel that the pump can deliver.
A heavy fuel oil discharge temperature of 152 C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating sys-
tem this leads to a reduction in heating output and thermal overloading of
the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.
The heavy fuel oil lines between the outlet of the last preheating system and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/s at 50 C (the maximum viscosity as defined in the international specifi-
cations such as ISO CIMAC or British Standard). If heavy fuel oil with a low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in order to achieve more effective atomisation to reduce the combustion resi-
due.
The delivery pump must be designed for heavy fuel oil with a viscosity of up
to 1,000 mm2/s. The pour point also determines whether the pump is capa-
ble of transporting the heavy fuel oil. The bunker facility must be designed so
as to allow the heavy fuel oil to be heated to roughly 10 C above the pour
point.
4 Specification for engine supplies

Note:
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the engine
must be at least 1.9 mm2/s. If the viscosity is too low, this may cause seizing
of the pump plunger or nozzle needle valves as a result of insufficient lubrica-
tion.
This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:
45 C at the most with MGO (DMA) and MDO (DMB)
A fuel cooler must therefore be installed.
2017-05-02 - 4.7

If the viscosity of the fuel is < 2 cSt at 40 C, consult the technical service of
MAN Diesel & Turbo in Augsburg.

256 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

4.8 Specification of engine cooling water


4.8 Specification of engine cooling water

Preliminary remarks
An engine coolant is composed as follows: water for heat removal and cool-
ant additive for corrosion protection.
As is also the case with the fuel and lubricating oil, the engine coolant must
be carefully selected, handled and checked. If this is not the case, corrosion,
erosion and cavitation may occur at the walls of the cooling system in con-
tact with water and deposits may form. Deposits obstruct the transfer of heat
and can cause thermal overloading of the cooled parts. The system must be
treated with an anticorrosive agent before bringing it into operation for the
first time. The concentrations prescribed by the engine manufacturer must
always be observed during subsequent operation. The above especially
applies if a chemical additive is added.

Requirements
Limit values The properties of untreated coolant must correspond to the following limit
values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign mat-
ter

Total hardness max. 10 dGH1)

pH value 6.5 8

Chloride ion content max. 50 mg/l2)


Table 144: Properties of coolant that must be complied with

1 dGH (German
1)
10 mg CaO in 1 litre of water 17.9 mg CaCO3/l
hardness)
0.357 mval/l 0.179 mmol/l
2)
1 mg/l 1 ppm

Testing equipment The MAN Diesel & Turbo water testing equipment incorporates devices that
4 Specification for engine supplies
determine the water properties directly related to the above. The manufactur-
ers of anticorrosive agents also supply user-friendly testing equipment.
For information on monitoring cooling water, see section Cooling water
inspecting, Page 264.

Additional information
Distillate If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine coolant. These waters are free of lime and
2017-05-02 - 4.7

salts, which means that deposits that could interfere with the transfer of heat
to the coolant, and therefore also reduce the cooling effect, cannot form.
However, these waters are more corrosive than normal hard water as the
thin film of lime scale that would otherwise provide temporary corrosion pro-
tection does not form on the walls. This is why distilled water must be han-
dled particularly carefully and the concentration of the additive must be regu-
larly checked.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 257 (450)
4 MAN Diesel & Turbo

Hardness The total hardness of the water is the combined effect of the temporary and
4.8 Specification of engine cooling water

permanent hardness. The proportion of calcium and magnesium salts is of


overriding importance. The temporary hardness is determined by the carbo-
nate content of the calcium and magnesium salts. The permanent hardness
is determined by the amount of remaining calcium and magnesium salts (sul-
phates). The temporary (carbonate) hardness is the critical factor that deter-
mines the extent of limescale deposit in the cooling system.
Water with a total hardness of > 10dGH must be mixed with distilled water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.

Damage to the cooling water system


Corrosion Corrosion is an electrochemical process that can widely be avoided by
selecting the correct water quality and by carefully handling the water in the
engine cooling system.
Flow cavitation Flow cavitation can occur in areas in which high flow velocities and high tur-
bulence is present. If the steam pressure is reached, steam bubbles form
and subsequently collapse in high pressure zones which causes the destruc-
tion of materials in constricted areas.
Erosion Erosion is a mechanical process accompanied by material abrasion and the
destruction of protective films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbulence.
Stress corrosion cracking Stress corrosion cracking is a failure mechanism that occurs as a result of
simultaneous dynamic and corrosive stress. This may lead to cracking and
rapid crack propagation in water-cooled, mechanically-loaded components if
the coolant has not been treated correctly.

Processing of engine cooling water


Formation of a protective The purpose of treating the engine coolant using anticorrosive agents is to
film produce a continuous protective film on the walls of cooling surfaces and
therefore prevent the damage referred to above. In order for an anticorrosive
agent to be 100 % effective, it is extremely important that untreated water
satisfies the requirements in the paragraph Requirements, Page 257.
Protective films can be formed by treating the coolant with anticorrosive
4 Specification for engine supplies

chemicals or emulsifiable slushing oil.


Emulsifiable slushing oils are used less and less frequently as their use has
been considerably restricted by environmental protection regulations, and
because they are rarely available from suppliers for this and other reasons.
Treatment prior to initial Treatment with an anticorrosive agent should be carried out before the
commissioning of engine engine is brought into operation for the first time to prevent irreparable initial
damage.
Note:
The engine must not be brought into operation without treating the cooling
water first.
2017-05-02 - 4.7

Additives for cooling water


Only the additives approved by MAN Diesel & Turbo and listed in the tables
under the paragraph entitled Permissible cooling water additives may be
used.

258 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

Required approval A coolant additive may only be permitted for use if tested and approved as

4.8 Specification of engine cooling water


per the latest directives of the ICE Research Association (FVV) "Suitability test
of internal combustion engine cooling fluid additives. The test report must
be obtainable on request. The relevant tests can be carried out on request in
Germany at the staatliche Materialprfanstalt (Federal Institute for Materials
Research and Testing), Abteilung Oberflchentechnik (Surface Technology
Division), Grafenstrae 2 in D-64283 Darmstadt.
Once the coolant additive has been tested by the FVV, the engine must be
tested in the second step before the final approval is granted.
In closed circuits only Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of coolant containing
additives. For more information, consult the additive supplier.

Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed coolant treatment and electrochemical potential reversal that may occur
due to the coolant temperatures which are usual in engines nowadays. If
necessary, the pipes must be deplated.

Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro-
sion without interfering with heat transfer, and also prevents limescale depos-
its on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.

Anti-freeze agents
If temperatures below the freezing point of water in the engine cannot be
excluded, an antifreeze agent that also prevents corrosion must be added to
the cooling system or corresponding parts. Otherwise, the entire system
must be heated.
4 Specification for engine supplies
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled Antifreeze agent with slushing properties, Page 263 (Mili-
tary specification: Federal Armed Forces Sy-7025), while observing the pre-
scribed minimum concentration. This concentration prevents freezing at tem-
peratures down to 22 C and provides sufficient corrosion protection. How-
ever, the quantity of antifreeze agent actually required always depends on
the lowest temperatures that are to be expected at the place of use.
Antifreeze agents are generally based on ethylene glycol. A suitable chemical
anticorrosive agent must be added if the concentration of the antifreeze
2017-05-02 - 4.7

agent prescribed by the user for a specific application does not provide an
appropriate level of corrosion protection, or if the concentration of antifreeze
agent used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
that the antifreeze agents listed in the table Antifreeze agents with slushing

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 259 (450)
4 MAN Diesel & Turbo

properties, Page 263 also contain corrosion inhibitors and their compatibility
4.8 Specification of engine cooling water

with other anticorrosive agents is generally not given, only pure glycol may be
used as antifreeze agent in such cases.
Simultaneous use of anticorrosive agent from the table Nitrite-free chemical
additives, Page 263 together with glycol is not permitted, because monitor-
ing the anticorrosive agent concentration in this mixture is no more possible.
Antifreeze agents may only be mixed with one another with the consent of
the manufacturer, even if these agents have the same composition.
Before an antifreeze agent is used, the cooling system must be thoroughly
cleaned.
If the coolant contains emulsifiable slushing oil, antifreeze agent may not be
added as otherwise the emulsion would break up and oil sludge would form
in the cooling system.

Biocides
If you cannot avoid using a biocide because the coolant has been contami-
nated by bacteria, observe the following steps:
You must ensure that the biocide to be used is suitable for the specific
application.
The biocide must be compatible with the sealing materials used in the
coolant system and must not react with these.
The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.
Biocides that cause foaming of coolant are not permitted.

Prerequisite for effective use of an anticorrosive agent

Clean cooling system


As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs of the pipe system.
4 Specification for engine supplies

The entire system must therefore be cleaned with the engine switched off
using a suitable cleaning agent (see section Cooling water system cleaning,
Page 265).
Loose solid matter in particular must be removed by flushing the system
thoroughly as otherwise erosion may occur in locations where the flow veloc-
ity is high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the coolant additive will be able to
carry out this work and, if this is not possible, will at least be able to provide
suitable products to do this. If this work is carried out by the engine operator,
he should use the services of a specialist supplier of cleaning agents. The
2017-05-02 - 4.7

cooling system must be flushed thoroughly after cleaning. Once this has
been done, the engine coolant must be immediately treated with anticorro-
sive agent. Once the engine has been brought back into operation, the
cleaned system must be checked for leaks.

260 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

Regular checks of the coolant condition and coolant system

4.8 Specification of engine cooling water


Treated coolant may become contaminated when the engine is in operation,
which causes the additive to loose some of its effectiveness. It is therefore
advisable to regularly check the cooling system and the coolant condition. To
determine leakages in the lube oil system, it is advisable to carry out regular
checks of water in the expansion tank. Indications of oil content in water are,
e.g. discoloration or a visible oil film on the surface of the water sample.
The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.
Note:
The chemical additive concentrations shall not be less than the minimum
concentrations indicated in the table Nitrite-containing chemical additives,
Page 262.
Excessively low concentrations can promote corrosion and must be avoided.
If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recom-
mended concentration should be avoided.
Every 2 to 6 months, a coolant sample must be sent to an independent labo-
ratory or to the engine manufacturer for an integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or antifreeze agents are used, coolant should be
replaced after 3 years at the latest.
If there is a high concentration of solids (rust) in the system, the water must
be completely replaced and entire system carefully cleaned.
Deposits in the cooling system may be caused by fluids that enter the cool-
ant or by emulsion break-up, corrosion in the system, and limescale deposits
if the water is very hard. If the concentration of chloride ions has increased,
this generally indicates that seawater has entered the system. The maximum
specified concentration of 50 mg chloride ions per kg must not be exceeded
as otherwise the risk of corrosion is too high. If exhaust gas enters the cool-
ant, this can lead to a sudden drop in the pH value or to an increase in the
sulphate content.
4 Specification for engine supplies
Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the paragraph Requirements,
Page 257. The concentration of anticorrosive agent must subsequently be
checked and adjusted if necessary.
Subsequent checks of the coolant are especially required if the coolant had
to be drained off in order to carry out repairs or maintenance.

Protective measures
2017-05-02 - 4.7

Anticorrosive agents contain chemical compounds that can pose a risk to


health or the environment if incorrectly used. Comply with the directions in
the manufacturer's material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 261 (450)
4 MAN Diesel & Turbo

If chemicals come into contact with your eyes, rinse them immediately with
4.8 Specification of engine cooling water

plenty of water and seek medical advice.


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

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

Analyses
Regular analysis of coolant is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.

Permissible cooling water additives


Manufacturer Product designation Initial dosing Minimum concentration ppm
for 1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)

Drew Marine Liquidewt 15 l 15,000 700 1,050


Maxigard 40 l 40,000 1,330 2,000

Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600


Dieselguard 4.8 kg 4,800 2,400 3,600

Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500


(9-108)
Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Nalcool 2000 30 l 30,000 1,000 1,500

Nalco Nalcool 2000 30 l 30,000 1,000 1,500


TRAC 102 30 l 30,000 1,000 1,500
TRAC 118 3l 3,000 1,000 1,500
4 Specification for engine supplies

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

Uniservice, Italy N.C.L.T. 12 l 12,000 2,000 3,000


Colorcooling 24 l 24,000 2,000 3,000

Marichem Marigases D.C.W.T. - 48 l 48,000 2,400 -


Non-Chromate

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

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


Table 145: Nitrite-containing chemical additives
2017-05-02 - 4.7

262 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

Nitrite-free additives (chemical additives)

4.8 Specification of engine cooling water


Manufacturer Product designation Concentration range [Vol. %]
Chevron, Arteco Havoline XLI 7.5 11

Total WT Supra 7.5 11

Q8 Oils Q8 Corrosion Inhibitor 7.5 11


Long-Life
Table 146: Nitrite-free chemical additives

Emulsifiable slushing oils


Manufacturer Product
(designation)
BP Diatsol M
Fedaro M

Castrol Solvex WT 3

Shell Oil 9156


Table 147: Emulsifiable slushing oils

Anti-freeze solutions with slushing properties


Manufacturer Product designation Concentration range Antifreeze agent range1)
BASF Glysantin G 48
Glysantin 9313
Glysantin G 05

Castrol Radicool NF, SF

Shell Glycoshell Min. 35 Vol. % Min. 20 C


Max. 60 Vol. % 2) Max. 50 C
Mobil Antifreeze agent 500

Arteco Havoline XLC

Total Glacelf Auto Supra


Total Organifreeze
Table 148: Antifreeze agents with slushing properties 4 Specification for engine supplies
Antifreeze agent acc. to
1)
35 Vol. % corresponds to approx.
ASTMD1177 20 C
55 Vol. % corresponds to approx. (manufacturer's instructions)
45 C
60 Vol. % corresponds to approx.
50 C
2)
Antifreeze agent concentrations higher than 55 vol. % are only permitted, if safe heat removal is ensured by a suffi-
2017-05-02 - 4.7

cient cooling rate.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 263 (450)
4 MAN Diesel & Turbo
4.9 Cooling water inspecting

4.9 Cooling water inspecting

Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The freshwater used to fill the cooling water circuits must satisfy the specifi-
cations. The cooling water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid, evaluation of the operating
fluid and checking the concentration of the anticorrosive agent.

Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg).
Equipment for testing the When using chemical additives:
concentration of additives Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.

Testing the typical values of water


Short specification
Typical value/property Water for filling Circulating water
and refilling (without additive) (with additive)
Water type Fresh water, free of foreign matter Treated coolant

Total hardness 10 dGH1) 10 dGH1)

pH value 6.5 8 at 20 C 7.5 at 20 C


4 Specification for engine supplies

Chloride ion content 50 mg/l 50 mg/l2)


Table 149: Quality specifications for coolants (short version)

1)
dGH German hardness
1 dGH = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1 mg/l = 1 ppm

Testing the concentration of anticorrosive agents


2017-05-02 - 4.7

Short specification
Anticorrosive agent Concentration
Chemical additives According to the quality specification, see section Specification of engine cooling water,
Page 257.
Anti-freeze agents
Table 150: Concentration of the cooling water additive

264 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

Testing the concentration of The concentration should be tested every week, and/or according to the

4.10 Cooling water system cleaning


chemical additives maintenance schedule, using the testing instruments, reagents and instruc-
tions of the relevant supplier.
Chemical slushing oils can only provide effective protection if the right con-
centration is precisely maintained. This is why the concentrations recommen-
ded by MAN Diesel & Turbo (quality specifications in section Specification of
engine cooling water, Page 257) must be complied with in all cases. These
recommended concentrations may be other than those specified by the
manufacturer.
Testing the concentration of The concentration must be checked in accordance with the manufacturer's
anti-freeze agents instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.
Regular water samplings Small quantities of lube oil in coolant can be found by visual check during
regular water sampling from the expansion tank.
Regular analysis of coolant is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.

4.10 Cooling water system cleaning

Summary
Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.
Cooling water systems containing deposits or contamination prevent effec-
tive cooling of parts. Contamination and deposits must be regularly elimina-
ted.
This comprises the following:
Cleaning the system and, if required removal of limescale deposits, flushing
the system.

Cleaning

4 Specification for engine supplies


The coolant system must be checked for contamination at regular intervals.
Cleaning is required if the degree of contamination is high. This work should
ideally be carried out by a specialist who can provide the right cleaning
agents for the type of deposits and materials in the cooling circuit. The clean-
ing should only be carried out by the engine operator if this cannot be done
by a specialist.
Oil sludge Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled Cleaning agents
for removing oil sludge., Page 265 Products by other manufacturers can be
used providing they have similar properties. The manufacturer's instructions
2017-05-02 - 4.7

for use must be strictly observed.


Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 5% 4 h at 50 60 C

Nalfleet MaxiClean 2 2 5% 4 h at 60 C

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 265 (450)
4 MAN Diesel & Turbo

Manufacturer Product Concentration Duration of cleaning procedure/temperature


4.10 Cooling water system cleaning

Unitor Aquabreak 0.05 0.5% 4 h at ambient temperature

Vecom Ultrasonic 4% 12 h at 50 60 C
Multi Cleaner
Table 151: Cleaning agents for removing oil sludge

Lime and rust deposits Lime and rust deposits can form if the water is especially hard or if the con-
centration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corro-
sion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the compo-
nents being cooled.
Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
Cleaning agents for removing limescale and rust deposits., Page 266 Prod-
ucts by other manufacturers can be used providing they have similar proper-
ties. The manufacturer's instructions for use must be strictly observed. Prior
to cleaning, check whether the cleaning agent is suitable for the materials to
be cleaned. The products listed in the table entitled Cleaning agents for
removing limescale and rust deposits, Page 266 are also suitable for stain-
less steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-Acid 5 10 % 4 h at 60 70 C
Descale-IT 5 10 % 4 h at 60 70 C
Ferroclean 10 % 4 24 h at 60 70 C

Nalfleet Nalfleet 9 - 068 5% 4 h at 60 75 C

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


4 Specification for engine supplies

Vecom Descalant F 3 10 % ca. 4 h at 50 60 C


Table 152: Cleaning agents for removing lime scale and rust deposits

In emergencies only Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
2017-05-02 - 4.7

acid should be added to water in a concentration of 3 5 %. The tem-


perature of the solution should be 40 50 C.
Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-
chloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore rec-
ommend you have the cleaning carried out by a specialist.

266 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

The carbon dioxide bubbles that form when limescale deposits are dissolved

4.11 Specification of intake air (combustion air)


can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled Cleaning agents for removing
limescale and rust deposits, Page 266.
Following cleaning The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
Note:
Start the cleaning operation only when the engine has cooled down. Hot
engine components must not come into contact with cold water. Open the
venting pipes before refilling the cooling water system. Blocked venting pipes
prevent air from escaping which can lead to thermal overloading of the
engine.
Note:
The products to be used can endanger health and may be harmful to the
environment. Follow the manufacturer's handling instructions without fail.
The applicable regulations governing the disposal of cleaning agents or acids
must be observed.

4.11 Specification of intake air (combustion air)

General
The quality and condition of intake air (combustion air) have a significant
effect on the engine output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also con-
tamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular main- 4 Specification for engine supplies
tenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pres-
sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-
tion.
Exhaust turbochargers for marine engines are equipped with silencers
enclosed by a filter mat as a standard. The quality class (filter class) of the
filter mat corresponds to the G3 quality in accordance with EN 779.

Requirements
2017-05-02 - 4.7

Liquid fuel engines: As minimum, inlet air (combustion air) must be cleaned
by a G3 class filter as per EN779, if the combustion air is drawn in from
inside (e.g. from the machine room/engine room). If the combustion air is
drawn in from outside, in the environment with a risk of higher inlet air con-
tamination (e.g. due to sand storms, due to loading and unloading grain
cargo vessels or in the surroundings of cement plants), additional measures

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 267 (450)
4 MAN Diesel & Turbo

must be taken. This includes the use of pre-separators, pulse filter systems
4.11 Specification of intake air (combustion air)

and a higher grade of filter efficiency class at least up to M5 according to EN


779.
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned by a G3 class filter as per EN779, if the combustion air is
drawn in from inside (e.g. from machine room/engine room). Gas engines or
dual-fuel engines must be equipped with a dry filter. Oil bath filters are not
permitted because they enrich the inlet air with oil mist. This is not permissi-
ble for gas operated engines because this may result in engine knocking. If
the combustion air is drawn in from outside, in the environment with a risk of
higher inlet air contamination (e.g. due to sand storms, due to loading and
unloading grain cargo vessels or in the surroundings of cement plants) addi-
tional measures must be taken. This includes the use of pre-separators,
pulse filter systems and a higher grade of filter efficiency class at least up to
M5 according to EN 779.
In general, the following applies:
The inlet air path from air filter to engine shall be designed and implemented
airtight so that no false air may be drawn in from the outdoor.
The concentration downstream of the air filter and/or upstream of the turbo-
charger inlet must not exceed the following limit values.
The air must not contain organic or inorganic silicon compounds.
Properties Limit Unit 1)
Particle size < 5 m: minimum 90% of the particle number

Particle size < 10 m: minimum 98% of the particle number

Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3

Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25

Hydrogen sulphide (H2S) max. 5

Salt (NaCl) max. 1


1)
One Nm3 corresponds to one cubic meter of gas at 0 C and 101.32 kPa.
4 Specification for engine supplies

Table 153: Typical values for intake air (combustion air) that must be
complied with

Note:
Intake air shall not contain any flammable gases. Make sure that the com-
bustion air is not explosive and is not drawn in from the ATEX Zone.
2017-05-02 - 4.7

268 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 4

4.12 Specification of compressed air


4.12 Specification of compressed air

General
For compressed air quality observe the ISO 8573-1:2010. Compressed air
must be free of solid particles and oil (acc. to the specification).

Requirements
Compressed air quality of The starting air must fulfil at least the following quality requirements accord-
starting air system ing to ISO 8573-1:2010.

Purity regarding solid particles Quality class 6


Particle size > 40m max. concentration < 5 mg/m3
Purity regarding moisture Quality class 7
Residual water content < 0.5 g/m3
Purity regarding oil Quality class X

Additional requirements are:


The air must not contain organic or inorganic silicon compounds.
The layout of the starting air system must ensure that no corrosion may
occur.
The starting air system and the starting air receiver must be equipped
with condensate drain devices.
By means of devices provided in the starting air system and via mainte-
nance of the system components, it must be ensured that any hazard-
ous formation of an explosive compressed air/lube oil mixture is preven-
ted in a safe manner.
Compressed air quality in the Please note that control air will be used for the activation of some safety
control air system functions on the engine therefore, the compressed air quality in this system
is very important.
Control air must meet at least the following quality requirements according to
ISO 8573-1:2010.

Purity regarding solid particles Quality class 5


4 Specification for engine supplies
Purity regarding moisture Quality class 4
Purity regarding oil Quality class 3

For catalysts
The following specifications are valid unless otherwise defined by any other
relevant sources:
Compressed air quality for Compressed air for soot blowing must meet at least the following quality
soot blowing requirements according to ISO 8573-1:2010.
2017-05-02 - 4.7

Purity regarding solid particles Quality class 3


Purity regarding moisture Quality class 4
Purity regarding oil Quality class 2

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 269 (450)
4 MAN Diesel & Turbo

Compressed air quality for Compressed air for atomisation of the reducing agent must fulfil at least the
4.12 Specification of compressed air

reducing agent atomisation following quality requirements according to ISO 8573-1:2010.

Purity regarding solid particles Quality class 3


Purity regarding moisture Quality class 4
Purity regarding oil Quality class 2

Note:
To prevent clogging of catalyst and catalyst lifetime shortening, the com-
pressed air specification must always be observed.

For gas valve unit control (GVU)


Compressed control air Compressed air for the gas valve unit control (GVU) must meet at least the
quality for the gas valve unit following quality requirements according to ISO 8573-1:2010.
control (GVU)
Purity regarding solid particles Quality class 2
Purity regarding moisture Quality class 3
Purity regarding oil Quality class 2
4 Specification for engine supplies

2017-05-02 - 4.7

270 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5 Engine supply systems

5.1 Basic principles for pipe selection


5.1 Basic principles for pipe selection

5.1.1 Engine pipe connections and dimensions


The external piping systems are to be installed and connected to the engine
by the shipyard. Piping systems are to be designed in order to maintain the
pressure losses at a reasonable level. To achieve this with justifiable costs, it
is recommended to maintain the flow rates as indicated below. Nevertheless,
depending on specific conditions of piping systems, it may be necessary in
some cases to adopt even lower flow rates. Generally it is not recommended
to adopt higher flow rates.
Recommended flow rates (m/s)
Suction side Delivery side
Fresh water (cooling water) 1.0 2.0 2.0 3.5

Lube oil 0.5 1.0 1.5 2.5

Sea water 1.0 1.5 1.5 2.5

Diesel fuel 0.5 1.0 1.5 2.0

Heavy fuel oil 0.3 0.8 1.0 1.8

Natural gas (< 5 bar) - 5 10

Natural gas (> 5 bar) - 10 20

Compressed air for control air system - 2 10

Compressed air for starting air system - 25 30

Intake air 20 25

Exhaust gas 40
Table 154: Recommended flow rates

5.1.2 Specification of materials for piping

General
The properties of the piping shall conform to international standards, e.g.
5 Engine supply systems

DIN EN 10208, DIN EN 10216, DIN EN 10217 or DIN EN 10305, DIN EN


13480-3.
For piping, black steel pipe should be used; stainless steel shall be used
where necessary.
Outer surface of pipes needs to be primed and painted according to the
specification for stationary power plants it is recommended to execute
2017-05-02 - 4.7

painting according Q10.09028-5013.


The pipes are to be sound, clean and free from all imperfections. The
internal surfaces must be thoroughly cleaned and all scale, grit, dirt and
sand used in casting or bending has to be removed. No sand is to be
used as packing during bending operations. For further instructions
regarding stationary power plants also consider Q10.09028-2104.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 271 (450)
5 MAN Diesel & Turbo

In the case of pipes with forged bends care is to be taken that internal
surfaces are smooth and no stray weld metal left after joining.
5.1 Basic principles for pipe selection

See also the instructions in our Work card 6682000.16-01E for cleaning
of steel pipes before fitting together with the Q10.09028-2104 for sta-
tionary power plants.

LT-, HT- and nozzle cooling water pipes


Galvanised steel pipe must not be used for the piping of the system as all
additives contained in the engine cooling water attack zinc. Moreover, there
is the risk of the formation of local electrolytic element couples where the zinc
layer has been worn off, and the risk of aeration corrosion where the zinc
layer is not properly bonded to the substrate.
Proposed material (EN)
P235GH, E235, X6CrNiMoTi17-12-2

Fuel oil pipes, Lube oil pipes


Galvanised steel pipe must not be used for the piping of the system as acid
components of the fuel may attack zinc.
Proposed material (EN)
E235, P235GH, X6CrNiMoTi17-12-2

Urea pipes (for SCR only)


Galvanised steel pipe, brass and copper components must not be used for
the piping of the system.
Proposed material (EN)
X6CrNiMoTi17-12-2

Starting air and control air pipes


Galvanised steel pipe must not be used for the piping of the system.
Proposed material (EN)
E235, P235GH, X6CrNiMoTi17-12-2

5.1.3 Installation of flexible pipe connections for resiliently mounted engines

Arrangement of hoses on resiliently mounted engine


Flexible pipe connections become necessary to connect resiliently mounted
5 Engine supply systems

engines with external piping systems. They are used to compensate the
dynamic movements of the engine in relation to the external piping system.
For information about the origin of the dynamic engine movements, their
direction and identity in principle see table Excursions of the L engines, Page
273 and table Excursions of the V engines, Page 273.
2017-05-02 - 4.7

272 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Origin of static/ Engine rotations unit Coupling displacements unit Exhaust flange

5.1 Basic principles for pipe selection


dynamic (at the turbocharger)
movements
mm mm
Axial Cross Vertical Axial Cross Vertical Axial Cross Vertical
direction direction direction
Rx Ry Rz X Y Z X Y Z
Pitching 0.0 0.026 0.0 0.95 0.0 1.13 2.4 0.0 1.1

Rolling 0.22 0.0 0.0 0.0 3.2 0.35 0.3 16.2 4.25

Engine torque 0.045 0.0 0.0 0.0 0.35 (to 0.0 0.0 2.9 (to 0.9
(CCW) control control
side) side)

Vibration (0.003) ~0.0 ~0.0 0.0 0.0 0.0 0.0 0.12 0.08
during normal
operation

Run out 0.053 0.0 0.0 0.0 0.64 0.0 0.0 3.9 1.1
resonance
Table 155: Excursions of the L engines

Note:
The above entries are approximate values (10 %); they are valid for the
standard design of the mounting.

Assumed sea way movements: Pitching 7.5/rolling 22.5.


Origin of static/ Engine rotations unit Coupling displacements unit Exhaust flange
dynamic (at the turbocharger)
movements
mm mm
Axial Cross Vertical Axial Cross Vertical Axial Cross Vertical
direction direction direction
Rx Ry Rz X Y Z X Y Z
Pitching 0.0 0.066 0.0 1.7 0.0 3.4 5.0 0.0 2.6

Rolling 0.3 0.0 0.0 0.0 5.0 0.54 0.0 21.2 5.8

Engine torque 0.07 0.0 0.0 0.0 +0.59 0.0 0.0 +4.2 1.37
(to A bank) (to A bank) (A-TC)
5 Engine supply systems

Vibration (0.004) ~0.0 ~0.0 0.0 0.1 0.0 0.04 0.11 0.1
during normal
operation

Run out 0.052 0.0 0.0 0.0 0.64 0.0 0.1 3.6 1.0
resonance
2017-05-02 - 4.7

Table 156: Excursions of the V engines

Note:
The above entries are approximate values (10 %); they are valid for the
standard design of the mounting.
Assumed sea way movements: Pitching 7.5/ rolling 22.5.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 273 (450)
5 MAN Diesel & Turbo

The conical mounts (RD214B/X) are fitted with internal stoppers (clearances:
5.1 Basic principles for pipe selection

lat = 3 mm, vert = 4 mm); these clearances will not be completely utilised
by the above loading cases.

Figure 95: Coordinate system


Generally flexible pipes (rubber hoses with steel inlet, metal hoses, PTFE-cor-
rugated hose-lines, rubber bellows with steel inlet, steel bellows, steel com-
pensators) are nearly unable to compensate twisting movements. Therefore
the installation direction of flexible pipes must be vertically (in Z-direction) if
ever possible. An installation in horizontal-axial direction (in X-direction) is not
permitted; an installation in horizontal-lateral (Y-direction) is not recommen-
ded.

Flange and screw connections


Flexible pipes delivered loosely by MAN Diesel & Turbo are fitted with flange
connections, for sizes with DN32 upwards. Smaller sizes are fitted with
screw connections. Each flexible pipe is delivered complete with counter
flanges or, those smaller than DN32, with weld-on sockets.

Arrangement of the external piping system


5 Engine supply systems

Shipyard's pipe system must be exactly arranged so that the flanges or


screw connections do fit without lateral or angular offset. Therefore it is rec-
ommended to adjust the final position of the pipe connections after engine
alignment is completed.
2017-05-02 - 4.7

274 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.1 Basic principles for pipe selection


Figure 96: Arrangement of pipes in system

Installation of hoses
In the case of straight-line-vertical installation, a suitable distance between
the hose connections has to be chosen, so that the hose is installed with a
sag. The hose must not be in tension during operation. To satisfy a correct
sag in a straight-line-vertically installed hose, the distance between the hose
connections (hose installed, engine stopped) has to be approximately 5 %
shorter than the same distance of the unconnected hose (without sag).
In case it is unavoidable (this is not recommended) to connect the hose in
lateral-horizontal direction (Y-direction) the hose must be installed preferably
with a 90 arc. The minimum bending radii, specified in our drawings, are to
be observed.
Never twist the hoses during installation. Turnable lapped flanges on the
hoses avoid this.
Where screw connections are used, steady the hexagon on the hose with a
wrench while fitting the nut.
Comply with all installation instructions of the hose manufacturer.
Depending on the required application rubber hoses with steel inlet, metal
hoses or PTFE-corrugated hose lines are used.

Installation of steel compensators


Steel compensators are used for hot media, e.g. exhaust gas. They can
compensate movements in line and transversal to their centre line, but they
are absolutely unable to compensate twisting movements. Compensators
5 Engine supply systems

are very stiff against torsion. For this reason all kind of steel compensators
installed on resilient mounted engines are to be installed in vertical direction.
Note:
Exhaust gas compensators are also used to compensate thermal expansion.
Therefore exhaust gas compensators are required for all type of engine
mountings, also for semi-resilient or rigid mounted engines. But in these
2017-05-02 - 4.7

cases the compensators are quite shorter, they are designed only to com-
pensate the thermal expansions and vibrations, but not other dynamic
engine movements.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 275 (450)
5 MAN Diesel & Turbo

Angular compensator for fuel oil


5.1 Basic principles for pipe selection

The fuel oil compensator, to be used for resilient mounted engines, can be
an angular system composed of three compensators with different charac-
teristics. Please observe the installation instruction indicated on the specific
drawing.

Supports of pipes
Flexible pipes must be installed as near as possible to the engine connection.
On the shipside, directly after the flexible pipe, the pipe is to be fixed with a
sturdy pipe anchor of higher than normal quality. This anchor must be capa-
ble to absorb the reaction forces of the flexible pipe, the hydraulic force of
the fluid and the dynamic force.
Example of the axial force of a compensator to be absorbed by the pipe
anchor:
Hydraulic force
= (Cross section area of the compensator) x (Pressure of the fluid inside)
Reaction force
= (Spring rate of the compensator) x (Displacement of the comp.)
Axial force
= (Hydraulic force) + (Reaction force)
Additionally a sufficient margin has to be included to account for pressure
peaks and vibrations.
5 Engine supply systems

2017-05-02 - 4.7

276 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.1 Basic principles for pipe selection


5 Engine supply systems

Figure 97: Installation of hoses


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 277 (450)
5 MAN Diesel & Turbo
5.1 Basic principles for pipe selection

5.1.4 Condensate amount in charge air pipes and air vessels

Figure 98: Diagram condensate amount

The amount of condensate precipitated from the air can be considerablly


high, particularly in the tropics. It depends on the condition of the intake air
(temperature, relative air humidity) in comparison to the charge air after
charge air cooler (pressure, temperature).
It is important, that no condensed water of the intake air/charge air will be led
to the compressor of the turbocharger, as this may cause damages.
In addition the condensed water quantity in the engine needs to be mini-
5 Engine supply systems

mised. This is achieved by controlling the charge air temperature.


How to determine the amount of condensate:
First determine the point I of intersection in the left side of the diagram (intake
air), see figure Diagram condensate amount, Page 278 between the corre-
sponding relative air humidity curve and the ambient air temperature.
2017-05-02 - 4.7

Secondly determine the point II of intersection in the right side of the diagram
(charge air) between the corresponding charge air pressure curve and the
charge air temperature. Note that charge air pressure as mentioned in sec-
tion Planning data for emission standard, Page 90 is shown in absolute pres-
sure.
At both points of intersection read out the values [g water/kg air] on the verti-
cally axis.

278 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

The intake air water content I minus the charge air water content II is the

5.1 Basic principles for pipe selection


condensate amount A which will precipitate. If the calculations result is nega-
tive no condensate will occur.
For an example see figure Diagram condensate amount, Page 278. Intake air
water content 30 g/kg minus 26 g/kg = 4 g of water/kg of air will precipitate.
To calculate the condensate amount during filling of the starting air vessel
just use the 30 bar curve (see figure Diagram condensate amount, Page 278)
in a similar procedure.

Example how to determine the amount of water accumulating in the charge


air pipe
Parameter Unit Value
Engine output (P) kW 9,000

Specific air flow (le) kg/kWh 6.9

Ambient air condition (I):


Ambient air temperature C 35
Relative air humidity % 80

Charge air condition (II):


Charge air temperature after cooler1) C 56
Charge air pressure (overpressure) 1)
bar 3.0

Solution according to above diagram

Water content of air according to point of intersection (I) kg of water/kg of air 0.030

Maximum water content of air according to point of intersection (II) kg of water/kg of air 0.026

The difference between (I) and (II) is the condensed water amount (A)
A = I II = 0.030 0.026 = 0.004 kg of water/kg of air

Total amount of condensate QA:


QA = A x le x P
QA = 0.004 x 6.9 x 9,000 = 248 kg/h
In case of two-stage turbocharging choose the values of the high pressure TC and cooler (second stage of turbo-
1)

charging system) accordingly.


Table 157: Example how to determine the amount of water accumulating in the charge air pipe
5 Engine supply systems
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 279 (450)
5 MAN Diesel & Turbo

Example how to determine the condensate amount in the compressed air


5.1 Basic principles for pipe selection

vessel
Parameter Unit Value
Volumetric capacity of tank (V) Litre 3,500
m3 3.5

Temperature of air in starting air vessel (T) C 40


K 313

Air pressure in starting air vessel (p above atmosphere) bar 30


Air pressure in starting air vessel (p absolute) bar 31
31 x 105

Gas constant for air (R)


287

Ambient air temperature C 35

Relative air humidity % 80

Weight of air in the starting air vessel is calculated as follows:

Solution according to above diagram

Water content of air according to point of intersection (I) kg of water/kg of air 0.030

Maximum water content of air according to point of intersection (III) kg of water/kg of air 0.002

The difference between (I) and (III) is the condensed water amount (B)
B = I III
B = 0.030 0.002 = 0.028 kg of water/kg of air

Total amount of condensate in the vessel QB:


QB = m x B
QB = 121 x 0.028 = 3.39 kg
5 Engine supply systems

Table 158: Example how to determine the condensate amount in the compressed air vessel
2017-05-02 - 4.7

280 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.2 Lube oil system


5.2 Lube oil system

5.2.1 Lube oil system description

The following description refers to the figure(s) Lube oil system diagram(s),
Page 287, which represent the standard design of external lube oil service
system.
The internal lubrication of the engine and the turbocharger is provided with a
force-feed lubrication system.
In multi-engine plants, for each engine a separate lube oil system is required.
According to the required lube oil quality, see table Main fuel/lube oil type,
Page 227.

Requirements before commissioning of engine


The flushing of the lube oil system in accordance to the MAN Diesel & Turbo
specification (see the relevant working cards) demands before commission-
ing of the engine, that all installations within the system are in proper opera-
tion. Please be aware that special installations for commissioning are
required and the lube oil separator must be in operation from the very first
phase of commissioning.
Please contact MAN Diesel & Turbo or licensee for any uncertainties.

T-001/Lube oil service tank


The main purpose of the lube oil service tank is to separate air and particles
from the lube oil, before pumping the lube oil to the engine. For the design of
the service tank the class requirements have to be taken in consideration.
For design requirements of MAN Diesel & Turbo see section Lube oil service
tank, Page 294.

H-002/Lube oil preheater


To fulfill the starting conditions (see section Starting conditions, Page 43)
preheating of the lube oil in the lube oil service tank is necessary. Therefore
the preheater of the separator is often used. The preheater must be enlarged
5 Engine supply systems

in size if necessary, so that it can heat up the content of the service tank to
40 C, within 4 hours. If engines have to be kept in stand-by mode, the lube
oil of the corresponding engines always has to be in the temperature range
of starting conditions. Means that also the maximum lube oil temperature
limit should not be exceeded during engine start.
2017-05-02 - 4.7

Suction pipes
Suction pipes must be installed with a steady slope and dimensioned for the
total resistance (incl. pressure drop for suction filter) not exceeding the pump
suction head. Before engine starts, venting of suction line must be warran-
ted. Therefore the design of the suction line must be executed accordingly.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 281 (450)
5 MAN Diesel & Turbo

PSV-004/Non-return flap with integrated relief valve


5.2 Lube oil system

A non-return flap must be installed close to the lube oil tank to prevent lube
oil back flow when the engine has been shut off. This non-return flap must be
by-passed by a relief valve to protect the pump against high pressure
caused by momentary counter-rotation of the engine during shutdown. MAN
Diesel & Turbo solution for these two requirements is a special non-return
flap with integrated relief valve. If there is used a normal return flap, the line of
the external relief valve should lead back into the lube oil tank submerged.
The required opening pressure of the relief valve is approximately 0.4 bar.

FIL-004/Lube oil suction strainer


The lube oil suction strainer protects the lube oil pumps against larger dirt
particles that may have accumulated in the tank. It is recommended to use a
cone type strainer with a mesh size of 1.5 mm. Two manometers installed
before and after the strainer indicate when manual cleaning of filter becomes
necessary, which should preferably be done in port.

P-001/P-007/P-074/Lube oil pumps


For ships with more than one main engine additionally to the service pump a
prelubrication pump P-007 for pre- and postlubrication is necessary. For fur-
ther information according that pump see section Planning data for emission
standard, Page 90 and paragraph Lube oil, Page 135. A main lube oil pump
as spare is required to be on board according to class society.
For ships with a single main engine drive it is preferable to design the lube oil
system with a combination of an engine driven lube oil service pump
(attached) P-001 and a lube oil stand-by pump (free standing) P-074 (100 %
capacity).
Additionally a prelubrication pump is recommended (not mentioned in the
diagram). If nevertheless the stand-by pump is used for pre- and postlubrica-
tion MAN Diesel & Turbo has to be consulted as there are necessary modifi-
cations in the engine automation.
Using the stand-by pump for continuous prelubrication is not permissible.
As long as the installed stand-by pump provides 100 % capacity of the oper-
ating pump, the class requirement to have a spare part operating pump on
board, is fulfilled.
For design data of these lube oil pumps see section Planning data for emis-
sion standard, Page 90 and the following.
In case of unintended engine stop (e.g. blackout) the postlubrication must be
5 Engine supply systems

started as soon as possible (latest within 20 min) after the engine has stop-
ped and must persist for 15 min.
This is required to cool down the bearings of turbocharger and hot inner
engine components.
2017-05-02 - 4.7

282 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Application Necessary pumps reffered to respective application(s)

5.2 Lube oil system


For operation For pre- and postlubrication To keep engine in
stand-by
Single main engine Lube oil service Lube oil stand-by pump Prelubrication pump Prelubrication
pump (attached) P-074 (100 %) P-007 recommended. If pump P-007 is
P-001 stand-by pump P-074 required
should be used for pre-
and postlubrication, MAN
Diesel & Turbo has to be
consulted

Ships with more Lube oil service Lube oil stand-by pump Prelubrication pump Prelubrication
than one main pump (attached) P-074 recommended for P-007 recommended. If pump P-007 is
engine P-001 increased availability stand-by pump P-074 required
(safety). Otherwise pump should be used for pre-
as spare is requested to and postlubrication, MAN
be on board according to Diesel & Turbo has to be
class requirement consulted
Table 159: Lube oil pumps

HE-002/Lube oil cooler


Dimensioning Heat data, flow rates and tolerances are indicated in section Planning data
for emission standard, Page 90 and the following.
On the lube oil side, the pressure drop shall not exceed 1.1 bar.
Design/Outfitting The cooler installation must be designed for easy venting and draining.

TCV-001/Lube oil temperature control valve


The lube oil temperature control valve regulates the inlet oil temperature of
the engine. The control valve can be executed with wax-type thermostats.
Set point lube oil inlet temperature Type of temperature control valve1)
65 C Thermostatic control valve (wax/copper elements) or electrically actuated control
valve (interface to engine control)

Full open temperature of wax/copper elements must be equal to set point. Control range lube oil inlet temperature:
1)

Set point minus 10 K.


Table 160: Lube oil temperature control valve

Lube oil treatment


5 Engine supply systems

The treatment of the circulating lube oil can be divided into two major func-
tions:
Removal of contaminations to keep up the lube oil performance.
Retention of dirt to protect the engine.
The removal of combustion residues, water and other mechanical contami-
2017-05-02 - 4.7

nations is the major task of separators/centrifuges (CF-001) installed in by-


pass to the main lube oil service system of the engine. The installation of a
lube oil separator per engine is recommended to ensure a continuous sepa-
ration during engine operation.
The lube oil filters integrated in the system protect the diesel engine in the
main circuit retaining all residues which may cause a harm to the engine.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 283 (450)
5 MAN Diesel & Turbo

Depending on the filter design, the collected residues are to be removed


5.2 Lube oil system

from the filter mesh by automatic back flushing, manual cleaning or changing
the filter cartridge. The retention capacity of the installed filter should be as
high as possible.
When selecting an appropriate filter arrangement, the customer request for
operation and maintenance, as well as the class requirements, have to be
taken in consideration.

FIL-001/Lube oil automatic filter


In general, the engine mounted lube oil automatic filter FIL-001 is sufficient
for lube oil filtration. If a higher safety concept should be achieved, we sug-
gest to install a filter in by-pass as mentioned at connection number 2102 of
the figure Lube oil system diagram Service pump attached, Page 287.
The automatic back washing filter is mounted on the engine. The back wash-
ing/flushing of the filter elements is arranged in a way that lube oil flow and
pressure will not be affected. The flushing discharge (oil/sludge mixture) is led
to the lube oil service tank. This provides an efficient final removal of depos-
its. (See figure Lube oil system diagram Service pump attached, Page
287).
The attached lube oil automatic filter is equipped with an integrated second
filtration stage. This second stage protects the engine from particles which
may pass the first stage filter elements in case of any malfunction.
The used filter mesh sizes are shown in table Lube oil automatic filter, Page
284.

Application Location of FIL-001 Type of lube oil automatic


filter FIL-001
Continuous flushing type
Single-main-engine-plant Engine mounted 30 m 1st filter stage
Multi-main-engine-plant 50 m 2nd filter stage
Table 161: Lube oil automatic filter

Differential pressure gauges have to be installed, in order to protect the filter


cartridges and to indicate clogging condition of the filter. A high differential
pressure has to be indicated as an alarm.
In case filter stage 1 is not working sufficiently, the engine can run in emer-
gency operation for maximum 72 hours with the second filter stage, but has
5 Engine supply systems

to be stopped after. This measure ensures that disturbances in backwashing


do not result in a complete failure of filtering and that the main stream filter
can be cleaned without interrupting filtration.

Indication and alarm of filters


The lube oil automatic filter FIL-001 and the lube oil suction strainer FIL-004
2017-05-02 - 4.7

are equipped with local visual differential pressure indicators. The lube oil
automatic filter FIL-001 is additionally equipped with a differential pressure
switch. The switch is used for pre-alarm and main alarm. The alarm of the
automatic filter is processed in the engine control and safety system and is
available for the ship alarm system. As the attached lube oil automatic filter
FIL-001 is of the continuous flushing type, the dp alarm "Filter is polluted" is
generated immediately.

284 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Flushing type Differential pressure between filter inlet and outlet (dp)

5.2 Lube oil system


dp switch with lower set point is active dp switch with higher set point is active
Continuous The dp pre-alarm: "Filter is polluted" is The dp main alarm "filter failure" is generated immedi-
flushing type generated immediately ately. If the main alarm is still active after 30 min, the
engine output power will be reduced automatically.
Table 162: Indication and alarm of the lube oil automatic filter FIL-001

CF-001/Lube oil separator


The lube oil is intensively cleaned by separation in the by-pass thus relieving
the filters and allowing an economical design.
The lube oil separator should be of the self-cleaning type. The design is to be
based on a lube oil quantity of 1.0 l/kW. This lube oil quantity should be
cleaned within 24 hours at:
HFO-operation 6 7 times
MDO-operation 4 5 times
The formula for determining the separator flow rate (Q) is:

Q [l/h] Separator flow rate

P [kW] Total engine output

n HFO = 7
MDO/MGO = 5
Gas (+ MDO/MGO for ignition only) = 5

With the evaluated flow rate the size of separator has to be selected accord-
ing to the evaluation table of the manufacturer. The separator rating stated
by the manufacturer should be higher than the flow rate (Q) calculated
according to the formula above.

Separator equipment
The lube oil preheater H-002 must be able to heat the oil to 95 C and the
size is to be selected accordingly. In addition to a PI-temperature control,
which avoids a thermal overloading of the oil, silting of the preheater must be
prevented by high turbulence of the oil in the preheater.
5 Engine supply systems

Control accuracy 1 C.
Cruise ships operating in arctic waters require larger lube oil preheaters. In
this case the size of the preheater must be calculated with a t of 60 K.
The freshwater supplied must be treated as specified by the separator sup-
plier.
2017-05-02 - 4.7

The supply pumps shall be of the free-standing type, i.e. not mounted on the
separator and are to be installed in the immediate vicinity of the lube oil serv-
ice tank.
This arrangement has three advantages:
Suction of lube oil without causing cavitation.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 285 (450)
5 MAN Diesel & Turbo

The lube oil separator does not need to be installed in the vicinity of the
service tank but can be mounted in the separator room together with the
5.2 Lube oil system

fuel oil separators.


Better matching of the capacity to the required separator throughput.
As a reserve for the lube oil separator, the use of the diesel fuel oil separator
is admissible. For reserve operation the diesel fuel oil separator must be con-
verted accordingly. This includes the pipe connection to the lube oil system
which must not be implemented with valves or spectacle flanges. The con-
nection is to be executed by removable change-over joints that will definitely
prevent MDO from getting into the lube oil circuit. See also rules and regula-
tions of classification societies.

PCV-007/Pressure relief valve


By use of the pressure relief valve, a constant lube oil pressure before the
engine is adjusted.
The pressure relief valve is installed upstream of the lube oil cooler. The
return pipe (spilling pipe) from the pressure relief valve returns into the lube oil
service tank.
The control line of the pressure relief valve has to be connected to the engine
inlet. In this way the pressure losses of filters, pipes and cooler are compen-
sated automatically.

TR-001/Condensate trap
See section Crankcase vent and tank vent, Page 298.

T-006/Leakage oil collecting tank


Leaked fuel and the dirty oil drained from the lube oil filter casings is collected
in this tank. It is to be emptied into the sludge tank. The content must not be
added to the fuel. It is not permitted to add lube oil to the fuel.
Alternatively, separate leakage oil tanks for fuel and lube oil can be installed.

Withdrawal points for samples


Points for drawing lube oil samples are to be provided upstream and down-
stream of the filters and the separator, to verify the effectiveness of these
system components.

Piping system
It is recommended to use pipes according to the pressure class PN10.
5 Engine supply systems

P-012/Lube oil transfer pump


The lube oil transfer pump supplies fresh oil from the lube oil storage tank to
the operating tank. Starting and stopping of the lube oil transfer pump should
preferably be done automatically by float switches fitted in the tank.
2017-05-02 - 4.7

286 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Lube oil system diagram

5.2 Lube oil system


5 Engine supply systems
2017-05-02 - 4.7

Figure 99: Lube oil system diagram Service pump attached

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 287 (450)
5 MAN Diesel & Turbo

Components
5.2 Lube oil system

CF-001 Lube oil separator P-074 Prelubrication pump or lube oil


stand-by pump (free-standing)

CF-003 Diesel fuel oil separator PCV-007 Pressure relief valve

FIL-001 Lube oil automatic filter PSV-004 Safety valve

1,2 FIL-004 Lube oil suction strainer T-001 Lube oil service tank

H-002 Lube oil preheater T-006 Leakage oil collecting tank

HE-002 Cooler T-021 Sludge tank

NRF-001 Non return flap TCV-001 Lube oil temperature control valve

P-001 Lube oil service pump, engine 1,2,3 TR-001 Condensate trap
driven

P-012 Lube oil transfer pump

Major engine connections

2101 Engine oil inlet 2131/2132 Oil pump outlet right/left

2102 Engine oil inlet optional reserve 2841/2843 Oil mist pipe from engine and tur-
(only with additional duplex filter) bocharger (TC)

2111/2112/2115 Drain from oil pan CCS 9141/9142 Leakage from crankcase CCS

2113/2114 Drain from oil pan CS 9143/9144 Leakage from crankcase CS

2116 Optional connection flushing pipe 9151/9152 Leakage from crankcase foot CCS

2121/2122 Oil pump inlet right/left 9153/9154 Leakage from crankcase foot CS

5.2.2 Low-speed operation Lube oil system


In case the engine is operated below 60 % of nominal speed, the following
items have to be taken in account:
Lube oil flow has to be maintained above minimum flow rate, given in
section Planning data for emission standard, Page 90.
Lube oil pressure at the engine inlet has to be kept above the minimum
pressure given in section Planning data for emission standard, Page 90.
The attached lube oil pump may fall below the required performance data,
therefore we recommend using an electrical driven support service pump
(P-090). For installation of the pump see figure Lube oil system diagram
5 Engine supply systems

Low speed operation, Page 288.


Performance data for the pump are given in section Planning data for emis-
sion standard, Page 90.
In order to cover operation during blackout, we recommend connecting the
pump to the emergency power grid (switch over from standard net to emer-
gency grid in case of blackout).
2017-05-02 - 4.7

For details contact MAN Diesel & Turbo or licensee.

288 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.2 Lube oil system


5 Engine supply systems
2017-05-02 - 4.7

Figure 100: Lube oil system diagram Low-speed operation

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 289 (450)
5 MAN Diesel & Turbo

Components
5.2 Lube oil system

CF-001 Lube oil separator P-090 Service support pump (free-stand-


ing)

CF-003 MDO separator PCV-007 Pressure relief valve

FIL-001 Automatic filter PSV-004 Safety valve

1,2 FIL-004 Lube oil suction strainer T-001 Lube oil service tank

H-002 Preheater T-006 Leakage oil collecting tank

HE-002 Cooler T-021 Sludge tank

P-001 Lube oil service pump (attached) TCV-001 Temperature control valve

P-012 Lube oil transfer pump 1,2,3 TR-001 Condensate trap

P-074 Prelubrication pump or lube oil


stand-by pump (free-standing)

Major engine connections

2101 Engine oil inlet 2131, 2132 Oil pump outlet right/left

2102 Engine oil inlet optional reserve 2841, 2842 Oil mist pipe from engine and TC
(only with additional duplex filter)

2111, 2112, 2115 Drain from oil pan CCS 9141, 9142 Leakage from crankcase CCS

2113, 2114 Drain from oil pan CS 9143, 9144 Leakage from crankcase CS

2116 Optional connection flushing pipe 9151, 9152 Leakage from crankcase foot CCS

2121, 2122 Oil pump inlet right/left 9153, 9154 Leakage from crankcase CS

5.2.3 Prelubrication/postlubrication

Prelubrication
The prelubrication pump must be switched on at least 5 minutes before
engine start. The prelubrication pump serves to assist the engine attached
main lube oil pump, until this can provide a sufficient flow rate.
For design data of the prelubrication pump see section Planning data for
emission standard, Page 90 and paragraph Lube oil, Page 135.
During the starting process, the maximal temperature mentioned in section
5 Engine supply systems

Starting conditions, Page 43 must not be exceeded at engine inlet. There-


fore, a small LT cooling waterpump can be necessary if the lube oil cooler is
served only by an attached LT pump.

Postlubrication
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The prelubrication pump is also to be used for postlubrication after the


engine is turned off.
Postlubrication is effected for a period of 15 minutes.

290 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.2 Lube oil system


5.2.4 Lube oil outlets

Lube oil drain


Two connections for oil drain pipes are located on both ends of the engine oil
sump.
For an engine installed in the horizontal position, two oil drain pipes are
required, one at the coupling end and one at the free end.
If the engine is installed in an inclined position, three oil drain pipes are
required, two at the lower end and one at the higher end of the engine oil
sump.
The drain pipes must be kept short. The slanted pipe ends must be
immersed in the oil, so as to create a liquid seal between crankcase and
tank.

Expansion joints
At the connection of the oil drain pipes to the lube oil service tank, expansion
joints are required.

Shut-off butterfly valves


If for lack of space, no cofferdam can be provided underneath the service
tank, it is necessary to install shut-off butterfly valves in the drain pipes. If the
ship should touch ground, these butterfly valves can be shut via linkages to
prevent the ingress of seawater through the engine.
Drain pipes, shut-off butterfly valves with linkages, expansion joints, etc. are
not supplied by the engine builder.

5 Engine supply systems


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 291 (450)
5 MAN Diesel & Turbo

Lube oil outlets Drawings


5.2 Lube oil system

Rigidly mounted engines


5 Engine supply systems

2017-05-02 - 4.7

Figure 101: Lube oil outlets L engine

292 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.2 Lube oil system


5 Engine supply systems
2017-05-02 - 4.7

Figure 102: Lube oil outlets V engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 293 (450)
5 MAN Diesel & Turbo
5.2 Lube oil system

5.2.5 Lube oil service tank


The lube oil service tank is to be arranged over the entire area below the
engine, in order to ensure uniform vertical thermal expansion of the whole
engine foundation.
To provide for adequate degassing, a minimum distance is required between
tank top and the highest operating level. The low oil level should still permit
the lube oil to be drawn in free of air if the ship is pitching severely:
5 longitudinal inclination for ship's lengths 100 m
7.5 longitudinal inclination for ship's lengths < 100 m
A well for the suction pipes of the lube oil pumps is the preferred solution.
The minimum quantity of lube oil for the engine is 1.0 litre/kW. This is a theo-
retical factor for permanent lube oil quality control and the decisive factor for
the design of the by-pass cleaning. The lube oil quantity, which is actually
required during operation, depends on the tank geometry and the volume of
the system (piping, system components), and may exceed the theoretical
minimum quantity to be topped up. The low-level alarm in the service tank is
to be adjusted to a height, which ensures that the pumps can draw in oil,
free of air, at the longitudinal inclinations given above.
The position of the oil drain pipes extending from the engine oil sump and the
oil flow in the tank are to be selected so as to ensure that the oil will remain in
the service tank for the longest possible time for degassing.
Draining oil must not be sucked in at once.
The man holes in the floor plates inside the service tank are to be arranged
so as to ensure sufficient flow to the suction pipe of the pump also at low
lube oil service level.
The tank has to be vented at both ends, according to section Crankcase
vent and tank vent, Page 298.
5 Engine supply systems

2017-05-02 - 4.7

294 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.2 Lube oil system


5 Engine supply systems
2017-05-02 - 4.7

Figure 103: Example: Lube oil service tank

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 295 (450)
5 MAN Diesel & Turbo
5.2 Lube oil system
5 Engine supply systems

2017-05-02 - 4.7

Figure 104: Example: Details lube oil service tank

296 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.2 Lube oil system


5.2.6 Lube oil automatic filter

5 Engine supply systems


2017-05-02 - 4.7

Figure 105: Example: Lube oil automatic filter

N1 Inlet N3 Flushing oil outlet

N2 Outlet N4 Drain

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 297 (450)
5 MAN Diesel & Turbo
5.2 Lube oil system

5.2.7 Crankcase vent and tank vent

Vent pipes
The vent pipes from engine crankcase, turbocharger and lube oil service tank
are to be arranged according to the sketch. The required nominal diameters
ND are stated in the chart following the diagram.
Note:
In case of multi-engine plants the venting pipework has to be kept sepa-
rately.
All venting openings as well as open pipe ends are to be equipped with
flame breakers.
Condensate trap overflows are to be connected via siphon to drain pipe.
Specific requirements of the classification societies are to be strictly
observed.
5 Engine supply systems

Figure 106: Crankcase vent and tank vent

1 Condensate trap, continuously open 3 Turbocharger venting


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2 Connection crankcase vent 4 Lubricating oil service tank

298 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Nominal Diameter ND (mm)

5.3 Water systems


A B D F
L engine 100 80 125 125

V engine 100 125 125 125


Table 163: Nominal Diameter ND (mm)

5.3 Water systems

5.3.1 Cooling water system description

The diagrams showing cooling water systems for main engines comprising
the possibility of heat utilisation in a freshwater generator and equipment for
preheating of the charge air in a two-stage charge air cooler during part load
operation.
Note:
The arrangement of the cooling water system shown here is only one of
many possible solutions. It is recommended to inform MAN Diesel & Turbo in
advance in case other arrangements should be desired. In any case two sea
water coolers have to be installed to ensure continous operation while one
cooler is shut off (e.g. for cleaning).
For special applications, e.g. GenSets or dual fuel engines, supplements will
explain specific necessities and deviations.
For the design data of the system components shown in the diagram see
section Planning data for emission standard, Page 90 and following sections.
The cooling water is to be conditioned using a corrosion inhibitor, see sec-
tion Specification of engine cooling water, Page 257.
LT = Low temperature
HT = High temperature
Cooler dimensioning, general For coolers operated by seawater (not treated water), lube oil or MDO/MGO
on the primary side and treated freshwater on the secondary side, an addi-
tional safety margin of 10 % related to the heat transfer coefficient is to be
considered. If treated water is applied on both sides, MAN Diesel & Turbo
does not insist on this margin.
5 Engine supply systems

In case antifreeze is added to the cooling water, the corresponding lower


heat transfer is to be taken into consideration.
The cooler piping arrangement should include venting and draining facilities
for the cooler.

Open/closed system
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Open system Characterised by "atmospheric pressure" in the expansion tank. Pre-pres-


sure in the system, at the suction side of the cooling water pump is given by
the geodetic height of the expansion tank (standard value 6 9 m above
crankshaft of engine).

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 299 (450)
5 MAN Diesel & Turbo

Closed system In a closed system, the expansion tank is pressurised and has no venting
5.3 Water systems

connection to open atmosphere. This system is recommended in case the


engine will be operated at cooling water temperatures above 100 C or an
open expansion tank may not be placed at the required geodetic height. Use
air separators to ensure proper venting of the system.
Venting Note:
Insufficient venting of the cooling water system prevents air from escaping
which can lead to thermal overloading of the engine.
The cooling water system needs to be vented at the highest point in the
cooling system. Additional points with venting lines to be installed in the cool-
ing system according to layout and necessity.
In general LT system and HT system are separate systems, therefore, make
sure that the venting lines are always routed only to the associated expan-
sion tank. The venting pipe must be connected to the expansion tank below
the minimum water level, this prevents oxydation of the cooling water caused
by "splashing" from the venting pipe. The expansion tank should be equip-
ped with venting pipe and flange for filling of water and inhibitors.
Additional notes regarding venting pipe routing:
The ventilation pipe should be continuously inclined (min. 5 degrees).
No restrictions, no kinks in the ventilation pipes.
Merging of ventilation pipes only permitted with appropriate cross-sec-
tional enlargement.
Draining At the lowest point of the cooling system a drain has to be provided. Addi-
tional points for draining to be provided in the cooling system according to
layout and necessity, e.g. for components in the system that will be removed
for maintenance.

LT cooling water system


In general the LT cooling water passes through the following components:
Stage 2 of the two-stage charge air cooler (HE-008)
Lube oil cooler (HE-002)
Nozzle cooling water cooler (HE-005)
Fuel oil cooler (HE-007)
Gear lube oil cooler (HE-023) (or e.g. alternator cooling in case of a die-
sel-electric plant)
LT cooling water cooler (HE-024)
Fuel oil cooler, supply circuit (HE-025) (if applicable, see section Heavy
5 Engine supply systems

fuel oil (HFO) supply system, Page 340)


Other components such as e.g. auxiliary engines (GenSets)
LT cooling water pumps can be either of engine driven or electrically driven
type.
In case an engine driven LT pump is used and no electric driven pump (LT
2017-05-02 - 4.7

main pump) is installed in the LT circuit, an LT circulation pump has to be


installed. We recommend an electric driven pump with a capacity of approxi-
mately 5 m3/h at 2 bar pressure head. The pump has to be operated simulta-
neously to the prelubrication pump. In case a 100 % lube oil standby-pump
is installed, the circulation pump has to be increased to the size of a 100 %
LT standby pump to ensure cooling down the lube oil in the cooler during
prelubrication before engine start. The system has to be designed, so that
the temperatures for lube oil and cooling water, which are given in section

300 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Operating/service temperatures and pressures, Page 132, are adhered dur-

5.3 Water systems


ing operation and standby of the engine. For shutdown of the engine the
information in section Engine load reduction must be observed. For details
please contact MAN Diesel & Turbo.
The system components of the LT cooling water circuit are designed for a
max. LT cooling water temperature of 38 C with a corresponding seawater
temperature of 32 C (tropical conditions).
However, the capacity of the LT cooler (HE-024) is determined by the tem-
perature difference between seawater and LT cooling water. Due to this cor-
relation an LT freshwater temperature of 32 C can be ensured at a seawater
temperature of 25 C.
To meet the IMO Tier I/IMO Tier II regulations the set point of the temperature
regulator valve (MOV-016) is to be adjusted to 32 C. However this tempera-
ture will fluctuate and reach at most 38 C with a seawater temperature of
32 C (tropical conditions). In case other temperatures are required in the LT
system, the engine setting has to be adapted accordingly. Please contact
MAN Diesel & Turbo for further details.
The charge air cooler stage 2 (HE-008) and the lube oil cooler (HE-002) are
installed in series to obtain a low delivery rate of the LT cooling water pump
(P-076).
High performing turbochargers lead to a high temperature at the compressor
wheel. To limit these temperatures, the compressor wheel casing (HE-034) is
cooled by a low LT water flow. The outlet (4184) is to be connected sepa-
rately to the LT expansion tank in a steady rise.
P-076/LT cooling water The delivery rates of the service and standby pump are mainly determined by
pump the cooling water required for the charge air cooler stage 2 and the other
coolers.
For operating auxiliary engines (GenSets) in port, the installation of an addi-
tional smaller pump is recommendable.
MOV-003/Temperature This three-way valve is to be installed as a mixing valve.
control valve for charge air It serves two purposes:
cooler
1. In engine part load operation the charge air cooler stage 2 (HE-008) is
partially or completely by-passed, so that a higher charge air temperature
is maintained.
2. The valve reduces the accumulation of condensed water during engine
operation under tropical conditions by regulation of the charge air tem-
perature. Below a certain intake air temperature the charge air tempera-
ture is kept constant. When the intake temperature rises, the charge air
5 Engine supply systems

temperature will be increased accordingly.


The three-way valve is to be designed for a pressure loss of 0.3 0.6 bar
and is to be equipped with an actuator with high positioning speed. The
actuator must permit manual emergency adjustment.
HE-002/Lube oil cooler For the description see section Lube oil system description, Page 281. For
heat data, flow rates and tolerances see section Planning data for emission
2017-05-02 - 4.7

standard, Page 90 and the following. For the description of the principal
design criteria see paragraph Cooler dimensioning, general, Page 299.
HE-024/LT cooling water For heat data, flow rates and tolerances of the heat sources see section
cooler Planning data for emission standard, Page 90 and the following. For the
description of the principal design criteria for coolers see paragraph Cooler
dimensioning, general, Page 299.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 301 (450)
5 MAN Diesel & Turbo

MOV-016/LT cooling water This is a motor-actuated three-way regulating valve with a linear characteris-
5.3 Water systems

temperature regulator tic. It is to be installed as a mixing valve. It maintains the LT cooling water at
set-point temperature (32 C standard).
The three-way valve is to be designed for a pressure loss of 0.3 0.6 bar. It
is to be equipped with an actuator with normal positioning speed (high speed
not required). The actuator must permit manual emergency adjustment.
Note:
For engine operation with reduced NOx emission, according to IMO Tier
I/IMO Tier II requirement, at 100 % engine load and a seawater temperature
of 25 C (IMO Tier I/IMO Tier II reference temperature), an LT cooling water
temperature of 32 C before charge air cooler stage 2 (HE-008) is to be
maintained. For other temperatures, the engine setting has to be adapted.
For further details please contact MAN Diesel & Turbo.
FIL-021/Strainer In order to protect the engine and system components, several strainers are
to be provided at the places marked in the diagram before taking the engine
into operation for the first time. The mesh size is 1 mm.
HE-005/Nozzle cooling water The nozzle cooling water system is a separate and closed cooling circuit. It is
cooler cooled down by LT cooling water via the nozzle cooling water cooler
(HE-005).
Heat data, flow rates and tolerances are indicated in section Planning data
for emission standard, Page 90 and the following. The principal design crite-
ria for coolers has been described before in paragraph Cooler dimensioning,
general, Page 299. For plants with two main engines only one nozzle cooling
water cooler (HE-005) is required. As an option a compact nozzle cooling
module (MOD-005) can be delivered, see section Nozzle cooling water mod-
ule, Page 319.
HE-007/Fuel oil cooler This cooler is required to dissipate the heat of the fuel injection pumps during
MDO/MGO operation. For the description of the principal design criteria for
coolers see paragraph Cooler dimensioning, general, Page 299. For plants
with more than one engine, connected to the same fuel oil system, only one
MDO/MGO cooler is required.
T-075/LT cooling water The effective tank capacity should be high enough to keep approximately 2/3
expansion tank of the tank content of T-002. In case of twin-engine plants with a common
cooling water system, the tank capacity should be by approximately 50 %
higher. The tanks T-075 and T-002 should be arranged side by side to facili-
tate installation. In any case the tank bottom must be installed above the
highest point of the LT system at any ship inclination.
The expansion pipe shall connect the tank with the suction side of the
pump(s), as close as possible. It is to be installed in a steady rise to the
5 Engine supply systems

expansion tank, without any air pockets.


For the recommended installation height and the diameter of the connecting
pipe, see table Service tanks capacities, Page 138.

HT cooling water circuit


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General The HT cooling water system consists of the following coolers and heat
exchangers:
Charge air cooler stage 1 (HE-010)
Cylinder cooling
HT cooler (HE-003)
Heat utilisation, e.g. freshwater generator (HE-026)

302 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

HT cooling water preheater (H-020)

5.3 Water systems


The HT cooling water pumps can be either of engine-driven or electrically-
driven type. The outlet temperature of the cylinder cooling water at the
engine is to be adjusted to 90 C.
For HT cooling water systems, where more than one main engine is integra-
ted, each engine should be provided with an individual engine driven HT
cooling water pump. Alternatively common electrically-driven HT cooling
water pumps may be used for all engines. However, an individual HT temper-
ature control valve is required for each engine. The total cooler and pump
capacities are to be adapted accordingly.
The shipyard is responsible for the correct cooling water distribution, ensur-
ing that each engine will be supplied with cooling water at the flow rates
required by the individual engines, under all operating conditions. To meet
this requirement, orifices, flow regulation valves, by-pass systems etc. are to
be installed where necessary. Check total pressure loss in HT cirquit. The
delivery height of the attached pump must not be exceeded.

H-001/Preheater Before starting a cold engine, it is necessary to preheat the waterjacket up to


60 C.
For the total heating power required for preheating the HT cooling water from
10 C to 60 C within 4 hours see table Heating power, Page 303.

Engine type L/V engine


Min. heating power 6
(kW/cylinder)
Table 164: Heating power

These values include the radiation heat losses from the outer surface of the
engine. Also a margin of 20 % for heat losses of the cooling system has been
considered.
To prevent a too quick and uneven heating of the engine, the preheating
temperature of the HT-cooling water must remain mandatory below 90 C at
engine inlet and the circulation amount may not exceed 30 % of the nominal
flow. The maximum heating power has to be calculated accordingly.
A secondary function of the preheater is to provide heat capacity in the HT
cooling water system during engine part load operation. This is required for
5 Engine supply systems

marine propulsion plants with a high freshwater requirement, e.g. on passen-


ger vessels, where frequent load changes are common. It is also required for
arrangements with an additional charge air preheating by deviation of HT
cooling water to the charge air cooler stage 2 (HE-008). In this case the heat
output of the preheater is to be increased by approximately 50 %.
Please avoid an installation of the preheater in parallel to the engine driven
2017-05-02 - 4.7

HT-pump. In this case, the preheater may not be operated while the engine
is running. Preheaters operated on steam or thermal oil may cause alarms
since a postcooling of the heat exchanger is not possible after engine start
(preheater pump is blocked by counterpressure of the engine driven pump).
An electrically driven pump becomes necessary to circulate the HT cooling
water during preheating. For the required minimum flow rate see table below.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 303 (450)
5 MAN Diesel & Turbo

No. of cylinders, config. Minimum flow rate required during


5.3 Water systems

preheating and post-cooling


m3/h
6L 7.2

7L 8.4

8L 9.6

9L 10.8

10L 12.0

12V 14.4

14V 16.8

16V 19.2

18V 21.6

20V 24.0
Table 165: Minimum flow rate during preheating and post-cooling

The preheating of the main engine with cooling water from auxiliary engines
is also possible, provided that the cooling water is treated in the same way.
In that case, the expansion tanks of the two cooling systems have to be
installed at the same level. Furthermore, it must be checked whether the
available heat is sufficient to pre-heat the main engine. This depends on the
number of auxiliary engines in operation and their load. It is recommended to
install a separate preheater for the main engine, as the available heat from
the auxiliary engines may be insufficient during operation in port.
As an option MAN Diesel & Turbo can supply a compact preheating module
(MOD-004). One module for each main engine is recommended. Depending
on the plant layout, also two engines can be heated by one module.
Please contact MAN Diesel & Turbo to check the hydraulic cirquit and elec-
tric connections.
HE-003/HT cooling water For heat data, flow rates and tolerances of the heat sources see section
cooler Planning data for emission standard, Page 90 and following sections. For the
description of the principal design criteria for coolers see paragraph Cooler
dimensioning, general, Page 299.
5 Engine supply systems

HE-026/Fresh water The freshwater generator must be switched off automatically when the cool-
generator ing water temperature at the engine outlet drops below 87 C continuously.
A binary contact (SaCoS) for the heat consumer release can be used for acti-
vation of the fresh water generator. An alarm occurs if the HT cooling water
temperature of the engine drops below a limit (default value 87 C). The heat
consumer must then be switched off accordingly.
2017-05-02 - 4.7

This will prevent operation of the engine at too low temperatures.


HT temperature control The HT temperature control system consists of the following components:
1 electrically activated three-way mixing valve with linear characteristic
curve (MOV-002).

304 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

1 temperature sensor TE, directly downstream of the three-way mixing


valve in the supply pipe to charge air cooler stage 1 (for EDS visualisation

5.3 Water systems


and control of preheater valve).
This sensor will be delivered by MAN Diesel & Turbo and has to be instal-
led by the shipyard.
1 temperature sensor TE, directly downstream of the engine outlet.
This sensor is already installed at the engine by MAN Diesel & Turbo.
The temperature controllers are available as software functions inside the
Gateway Module of SaCoSone. The temperature controllers are operated by
the displays at the operating panels as far as it is necessary. From the Inter-
face Cabinet the relays actuate the control valves.
It serves to maintain the cylinder cooling water temperature constantly at
90 C at the engine outlet even in case of frequent load changes and to
protect the engine from excessive thermal load.
For adjusting the outlet water temperature (constantly to 90 C) to engine
load and speed, the cooling water inlet temperature is controlled. The elec-
tronic water temperature controller recognises deviations by means of the
sensor at the engine outlet and afterwards corrects the reference value
accordingly.
The electronic temperature controller is installed in the switch cabinet of
the engine room.
For a stable control mode, the following boundary conditions must be
observed when designing the HT freshwater system:
The temperature sensor is to be installed in the supply pipe to stage 1 of
the charge air cooler. To ensure instantaneous measurement of the mix-
ing temperature of the three-way mixing valve, the distance to the valve
should be 5 to 10 times the pipe diameter.
The three-way valve (MOV-002) is to be installed as a mixing valve. It is
to be designed for a pressure loss of 0.3 0.6 bar. It is to be equipped
with an actuator of high positioning speed. The actuator must permit
manual emergency adjustment.
The pipes within the system are to be kept as short as possible in order
to reduce the dead times of the system, especially the pipes between the
three-way mixing valve and the inlet of the charge air cooler stage 1
which are critical for the control.
The same system is required for each engine, also for multi-engine installa-
tions with a common HT fresh water system.
In case of a deviating system layout, MAN Diesel & Turbo is to be consulted.
P-002/HT cooling water The engine is normally equipped with an attached HT pump (default solu-
5 Engine supply systems

pumps tion).
For technical data of the pumps see table HT cooling water Engine, Page
133.
The standby pump has to be of the electrically driven type.
It is required to cool down the engine for a period of 15 minutes after shut-
2017-05-02 - 4.7

down. For this purpose the standby pump can be used. In case that neither
an electrically driven HT cooling water pump nor an electrically driven
standby pump is installed (e.g. multi-engine plants with engine driven HT
cooling water pump without electrically driven HT standby pump, if applica-
ble by the classification rules), it is possible to cool down the engine by a
separate small preheating pump, see table Minimum flow rate during pre-
heating and post-cooling, Page 304. If the optional preheating unit

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 305 (450)
5 MAN Diesel & Turbo

(MOD-004) with integrated circulation pump is installed, it is also possible to


5.3 Water systems

cool down the engine with this small pump. However, the pump used to cool
down the engine, has to be electrically driven and started automatically after
engine shut-down.
None of the cooling water pumps is a self-priming centrifugal pump.
Design flow rates should not be exceeded by more than 15 % to avoid cavi-
tation in the engine and its systems. A throttling orifice is to be fitted for
adjusting the specified operating point.
T-002/HT cooling water The expansion tank compensates changes in system volume and losses due
expansion tank to leakages. It is to be arranged in such a way, that the tank bottom is situ-
ated above the highest point of the system at any ship inclination.
The expansion pipe shall connect the tank with the suction side of the
pump(s), as close as possible. It is to be installed in a steady rise to the
expansion tank, without any air pockets. Minimum required diameter is
DN 32 for L engines and DN 40 for V engines.
For the required volume of the tank, the recommended installation height and
the diameter of the connection pipe, see table Service tanks capacities, Page
138.
Tank equipment:
Sight glass for level monitoring or other suitable device for continuous
level monitoring
Low-level alarm switch
Overflow and filling connection
Inlet for corrosion inhibitor

Cooling water system diagrams


5 Engine supply systems

2017-05-02 - 4.7

306 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.3 Water systems


5 Engine supply systems

Figure 107: Cooling water system diagram Single-engine plant

Components

1,2 FIL-019 Sea water filter MOV-002 HT cooling water temperature control valve

1,2 FIL-021 Strainer of commissioning MOV-003 Charge air temperature (CHATCO)


2017-05-02 - 4.7

HE-002 Lube oil cooler MOV-016 LT cooling water temperature control valve

HE-003 Cooler for HT cooling water MOD-004 Preheating module

HE-005 Nozzle cooling water cooler MOD-005 Nozzle cooling module

HE-007 Fuel oil cooler 1 P-002 Attached cooling water pump

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 307 (450)
5 MAN Diesel & Turbo

HE-008 Charge air cooler (stage 2) 2 P-002 HT cooling water stand-by pump, free-
5.3 Water systems

standing

HE-010 Charge air cooler (stage 1) 1,2 P-062 Sea water pump

HE-023 Gearbox lube oil cooler 1,2 P-076 Pump for LT cooling water

HE-024 Cooler for LT cooling water T-002 HT cooling water expansion tank

HE-026 Fresh water generator T-075 LT cooling water expansion tank

HE-034 Cooler for compressor wheel casing

Major engine connections

3102 HT cooling water inlet 3211 LT cooling water outlet

3111 HT cooling water outlet 3215 Compressor cooling water outlet

3121 HT cooling water inlet 3401 Nozzle cooling water inlet

3201 LT cooling water inlet 3411 Nozzle cooling water outlet

Connections to the nozzle cooling module

N1, N2 Return/feeding of engine nozzle cooling N3, N4 Inlet/outlet LT cooling water


water
5 Engine supply systems

2017-05-02 - 4.7

308 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.3 Water systems


5 Engine supply systems

Figure 108: Cooling water system diagram Twin-engine plant


2017-05-02 - 4.7

Components

1,2 FIL-019 Sea water filter 1,2 MOV-002 HT cooling water temperature control
valve

1,2 FIL-021 Strainer of commissioning 1,2 MOV-003 Charge air temperature (CHATCO)

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 309 (450)
5 MAN Diesel & Turbo

1,2 HE-002 Lube oil cooler 1,2 MOD-004 Preheating module


5.3 Water systems

HE-003 Cooler for HT cooling water MOD-005 Nozzle cooling module

HE-005 Nozzle cooling water cooler MOV-016 LT cooling water temperature control
valve

HE-007 Fuel oil cooler 1,3 P-002 Attached cooling water pump

1,2 HE-008 Charge air cooler (stage 2) 2,4 P-002 HT cooling water stand-by pump, free
standing

1,2 HE-010 Charge air cooler (stage 1) 1,2 P-062 Sea water pump

HE-023 Gearbox lube oil cooler 1,2 P-076 Pump for LT cooling water

HE-024 Cooler for LT cooling water T-002 HT cooling water expansion tank

1,2 HE-026 Fresh water generator T-075 LT cooling water expansion tank

1,2 HE-034 Cooler for compressor wheel casing

Major engine connections

3102 HT cooling water inlet 3211 LT cooling water outlet

3111 HT cooling water outlet 3215 Compressor cooling water outlet

3121 HT cooling water inlet 3401 Nozzle cooling water inlet

3201 LT cooling water inlet 3411 Nozzle cooling water outlet

Connections to the nozzle cooling module

N1, N2 Return/feeding of engine nozzle cooling N3, N4 Inlet/outlet LT cooling water


water

5.3.2 Cooling water collecting and supply system

T-074/Cooling water collecting tank


The tank is to be dimensioned and arranged in such a way that the cooling
water content of the circuits of the cylinder, turbocharger and nozzle cooling
systems can be drained into it for maintenance purposes.
This is necessary to meet the requirements with regard to environmental pro-
tection (water has been treated with chemicals) and corrosion inhibition (re-
use of conditioned cooling water).

P-031/Transfer pump (not indicated in the diagram)


5 Engine supply systems

The content of the collecting tank can be discharged into the expansion
tanks by a freshwater transfer pump.

5.3.3 Low speed operation Cooling water system


2017-05-02 - 4.7

Low speed operation


In case the engine is operated below 60 % of nominal speed, the following
items have to be taken in account:
HT cooling water flow has to be maintained above minimum flow rate,
given from section Planning data for emission standard, Page 90 to sec-
tion Planning data for emission standard: IMO Tier II Suction dredger/
pumps (mechanical drive), Page 124.

310 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

HT cooling water pressure at the engine inlet has to be kept above the
minimum pressure, given in section Planning data for emission standard,

5.3 Water systems


Page 90 to section Planning data for emission standard: IMO Tier II
Suction dredger/pumps (mechanical drive), Page 124.

Single-engine plant
The attached cooling water pumps may fall below the required performance
data, therefore we recommend using an electrical driven support service
pump (P 089). For installation of the pump follow strictly the P&ID in the fol-
lowing figure Cooling water system diagram Low speed operation, Page
312. Performance data for the pump are given from section Planning data for
emission standard, Page 90 to section Planning data for emission standard:
IMO Tier II Suction dredger/pumps (mechanical drive), Page 124. To cover
operation during blackout, we recommend connecting the pump to the
emergency power grid (switch over from standard net to emergency grid in
case of blackout). For details contact MAN Diesel & Turbo or the licensee.

Multi-engine plant
In case the plant is designed for two or more engines that are operated
totally independent from each other, the HT service stand-by-pump may be
used for the function of the support service pump. This item has to be
checked with the classification society and MAN Diesel & Turbo technical
staff. In case the engines are not independent from each other (no redun-
dancy), the system has to be equipped with support pumps as described
above (see paragraph Single-engine plant, Page 311). For details contact
MAN Diesel & Turbo or the licensee.

5 Engine supply systems


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 311 (450)
5 MAN Diesel & Turbo

Cooling water system diagram


5.3 Water systems
5 Engine supply systems

Figure 109: Cooling water system diagram Low speed operation


2017-05-02 - 4.7

Components

1,2 FIL-019 Sea water filter MOV-002 HT cooling water temperature control valve

1,2 FIL-021 Strainer for commissioning MOV-003 Charge air temperature control (CHATCO)

HE-002 Lube oil cooler MOD-004 Preheating module

312 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

HE-003 Cooler for HT cooling water MOD-005 Nozzle cooling module

5.3 Water systems


HE-005 Nozzle cooling water cooler MOV-016 LT cooling water temperature control valve

HE-007 Fuel oil cooler 1 P-002 Attached HT cooling water pump

HE-008 Charge air cooler (Stage 2) 2 P-002 HT cooling water stand-by pump, free-
standing

HE-010 Charge air cooler (Stage 1) 1,2 P-062 Sea water pump

HE-023 Gearbox lube oil cooler 1,2 P-076 Pump for LT cooling water

HE-024 Cooler for LT cooling water 1 P-089 HT cooling water service support pump,
free-standing

HE-026 Fresh water generator T-002 HT cooling water expansion tank

HE-034 Compressor wheel casing (water cooled) T-075 LT cooling water expansion tank

Major engine connections

3102 HT cooling water inlet 3211 LT cooling water outlet

3111 HT cooling water outlet 3215 Compressor cooling water outlet

3121 HT cooling water inlet 3401 Nozzle cooling water inlet

3201 LT cooling water inlet 3411 Nozzle cooling water outlet

Connections to the nozzle cooling module

N1, N2 Return/feeding of engine nozzle cooling N3, N4 Inlet/outlet LT cooling water


water

5.3.4 Miscellaneous items

Piping
Coolant additives may attack a zinc layer. It is therefore imperative to avoid to
use galvanised steel pipes. Treatment of cooling water as specified by MAN
Diesel & Turbo will safely protect the inner pipe walls against corrosion.
Moreover, there is the risk of the formation of local electrolytic element cou-
ples where the zinc layer has been worn off, and the risk of aeration corro-
sion where the zinc layer is not properly bonded to the substrate.
See the instructions in our Work card 6682 000.16-01E for cleaning of steel
pipes before fitting.
Pipes shall be manufactured and assembled in a way that ensures a proper
5 Engine supply systems

draining of all segments. Venting is to be provided at each high point of the


pipe system and drain openings at each low point.
Cooling water pipes are to be designed according to pressure values and
flow rates stated in section Planning data for emission standard, Page 90
and the following sections. The engine cooling water connections have to be
designed according to PN10/PN16.
2017-05-02 - 4.7

Turbocharger washing equipment


The turbocharger of engines operating on heavy fuel oil must be cleaned at
regular intervals. This requires the installation of a freshwater supply line from
the sanitary system to the turbine washing equipment and dirty-water drain
pipes via a funnel (for visual inspection) to the sludge tank.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 313 (450)
5 MAN Diesel & Turbo

The water lance must be removed after every washing process. This is a pre-
5.3 Water systems

cautionary measure, which serves to prevent an inadvertent admission of


water to the turbocharger.
The compressor washing equipment is completely mounted on the turbo-
charger and is supplied with freshwater from a small tank.
For further information see the turbocharger project guide. You can also find
the latest updates on our website http://turbocharger.man.eu.

5.3.5 Cleaning of charge air cooler (built-in condition) by an ultrasonic device


The cooler bundle can be cleaned without being removed. Prior to filling with
cleaning solvent, the charge air cooler and its adjacent housings must be iso-
lated from the turbocharger and charge air pipe using blind flanges.
The casing must be filled and drained with a big firehose with shut-off
valve (see P&ID). All piping dimensions DN 80.
If the cooler bundle is contaminated with oil, fill the charge air cooler cas-
ing with freshwater and a liquid washing-up additive.
Insert the ultrasonic cleaning device after addition of the cleaning agent in
default dosing portion.
Flush with freshwater (quantity: Approximately 2x to fill in and to drain).
The contaminated water must be cleaned after every sequence and must be
drained into the dirty water collecting tank.
Recommended cleaning medium:
"PrimeServClean MAN C 0186"
Increase in differential pressure1) Degree of fouling Cleaning period (guide value)
< 100 mm WC Marginally fouled Cleaning not required

100 200 mm WC Slightly fouled Approx. 1 hour

200 300 mm WC Severely fouled Approx. 1.5 hour

> 300 mm WC Extremely fouled Approx. 2 hour


1)
Increase in differential pressure = actual condition New condition (mm WC = mm water column).
Table 166: Degree of fouling of the charge air cooler

Note:
When using cleaning agents:
The instructions of the manufacturers must be observed. Particular the data
sheets with safety relevance must be followed. The temperature of these
5 Engine supply systems

products has, (due to the fact that some of them are inflammable), to be at
10 C lower than the respective flash point. The waste disposal instructions
of the manufacturers must be observed. Follow all terms and conditions of
the Classification Societies.
2017-05-02 - 4.7

314 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.3 Water systems


Figure 110: Principle layout

1 Installation ultrasonic cleaning 4 Dirty water collecting tank.


Required size of dirty water collecting tank: Vol-
ume at the least 4-multiple charge air cooler vol-
ume.

2 Firehose with sprag nozzle 5 Ventilation


5 Engine supply systems

3 Firehose A Isolation with blind flanges


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 315 (450)
5 MAN Diesel & Turbo
5.3 Water systems

5.3.6 Turbine washing device, HFO-operation


5 Engine supply systems

2017-05-02 - 4.7

Figure 111: Cleaning turbine

316 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.3 Water systems


5.3.7 Nozzle cooling system
General In HFO operation, the nozzles of the fuel injection valves are cooled by fresh-
water circulation, therefore a nozzle cooling water system is required. It is a
separate and closed system re-cooled by the LT cooling water system, but
not directly in contact with the LT cooling water. The nozzle cooling water is
to be treated with corrosion inhibitor according to MAN Diesel & Turbo speci-
fication. For further information see section Specification of engine cooling
water, Page 257.
Note:
In diesel engines designed to operate prevalently on HFO the injection valves
are to be cooled during operation on HFO. In the case of MGO or MDO
operation exceeding 72 h, the nozzle cooling is to be switched off and the
supply line is to be closed. The return pipe has to remain open.
In diesel engines designed to operate exclusively on MGO or MDO (no HFO
operation possible), nozzle cooling is not required. The nozzle cooling system
is omitted.
For operation on HFO or gas, the nozzle cooling system has to be activated.
P-005/Cooling water pump The centrifugal (non self-priming) pump discharges the cooling water via
cooler HE-005 and the strainer FIL-021 to the header pipe on the engine and
then to the individual injection valves.
From here, it is pumped through a manifold into the expansion tank from
where it returns to the pump.
One system can be installed for up to three engines.
T-076/Expansion tank For the installation height above the crankshaft centreline see section Plan-
ning data for emission standard, Page 90 and the following.
If there is not enough room to install the tank at the prescribed height, an
alternative pressure system of modular design is available, permitting installa-
tion at the engine room floor level next to the engine (see figure Nozzle cool-
ing system diagram, Page 318).
The system is to be closed with an over-/underpressure valve on tank top to
prevent flashing to steam.
HE-005/Cooler The cooler is to be connected in the LT cooling water circuit according to
schematic diagram. Cooling of the nozzle cooling water is effected by the LT
cooling water.
If an antifreeze is added to the cooling water, the resulting lower heat transfer
rate must be taken into consideration. The cooler is to be provided with vent-
5 Engine supply systems

ing and draining facilities.


TCV-005/Temperature The temperature control valve with thermal-expansion elements regulates the
control valve flow through the cooler to reach the required inlet temperature of the nozzle
cooling water. It has a regulating range from approximately 50 C (valve
begins to open the pipe from the cooler) to 60 C (pipe from the cooler com-
pletely open).
2017-05-02 - 4.7

FIL-021/Strainer To protect the nozzles for the first commissioning of the engine a strainer has
to be provided. The mesh size is 0.25 mm.
TE/Temperature sensor The sensor is mounted upstream of the engine and is delivered loose by
MAN Diesel & Turbo. Wiring to the common engine terminal box is present.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 317 (450)
5 MAN Diesel & Turbo
5.3 Water systems
5 Engine supply systems

Figure 112: Nozzle cooling system diagram

Components
2017-05-02 - 4.7

D-001 Diesel engine P-005 Nozzle cooling water pump

FIL-021 Strainer for commissioning T-039 Cooling water storage tank

HE-005 Nozzle cooling water cooler T-076 Nozzle cooling water expansion tank

MOD-005 Nozzle cooling module TCV-005 Temperature control valve for nozzle cooling
water

318 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Major engine connections

5.3 Water systems


3401 Nozzle cooling water inlet on engine 3451 Nozzle cooling water drain

3411 Nozzle cooling water outlet on engine

Connections to the nozzle cooling module

N1 Nozzle cooling water return from engine N6 Filling connection

N2 Nozzle cooling water outlet to engine N7 Discharge

N3 Cooling water inlet N8 From safety valve

N4 Cooling water outlet 13 Expansion pot

N5 Check for "oil in water"

5.3.8 Nozzle cooling water module

Purpose
The nozzle cooling water module serves for cooling the fuel injection nozzles
on the engine in a closed nozzle cooling water circuit.

Design
The nozzle cooling water module consists of a storage tank, on which all
components required for nozzle cooling are mounted.

Description
By means of a circulating pump, the nozzle cooling water is pumped from
the service tank through a heat exchanger and to the fuel injection nozzles.
The return pipe is routed back to the service tank, via a sight glass. Through
the sight glass, the nozzle cooling water can be checked for contamination.
The heat exchanger is integrated in the LT cooling water system. By means
of a temperature control valve, the nozzle cooling water temperature
upstream of the nozzles is kept constant. The performance of the service
pump is monitored within the module by means of a flow switch. If required,
the optional standby pump integrated in the module, is started. Throughput
0.8 10.0 m/h nozzle cooling water, suitable for cooling of all number of cyl-
inders of the current engine types and for single or double engine plants.
Required flow rates for the respective engine types and number of cylinders
5 Engine supply systems

see section Planning data for emission standard, Page 90 and the following.
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 319 (450)
5 MAN Diesel & Turbo
5.3 Water systems

Figure 113: Example: Compact nozzle cooling water module

Part list

1 Tank 11 Sight glass


5 Engine supply systems

2 Circulation pump 12 Flow switch set point

3 Plate heat exchanger 13 Valve with non-return

4 Inspection hatch 14 Temperature regulating valve

5 Safety valve 15 Expansion pot


2017-05-02 - 4.7

6 Automatic venting 16 Ball type cock

7 Pressure gauge 17 Ball type cock

8 Valve 18 Ball type cock

9 Thermometer 19 Ball type cock

10 Thermometer 20 Switch cabinet

320 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Connections to the nozzle cooling module

5.3 Water systems


N1 Nozzle cooling water return from engine N5 Check for "oil in water"

N2 Nozzle cooling water outlet to engine N6 Filling connection

N3 Cooling water inlet N7 Discharge

N4 Cooling water outlet

5.3.9 Preheating module

Figure 114: Example Compact preheating cooling water module

1 Electric flow heater 5 Safety valve

2 Switch cabinet 6 Manometer (filled with glycerin)

3 Circulation pump A Cooling water inlet


5 Engine supply systems

4 Non-return valve B Cooling water outlet


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 321 (450)
5 MAN Diesel & Turbo
5.3 Water systems

5.3.10 Cooling water system at arctic conditions


If arctic conditions apply, the engine can cool down due to cold intake air
during starting and low load operation. This leads to increased soot emis-
sions, uneven combustion as well as cold corrosion and must be prevented
by compensating the heat extraction by the HT preheating module. Figure
below shows the necessary HT preheater size depending on the intake air
temperature in front of the turbochargers compressor. The values relate to
the maximum heating power during start of engine respectively idling opera-
tion. If engine load rises, the required heating power successively decreases.

Figure 115: Preheating capacity for arctic conditions of MAN 32/44CR

Moreover the control of the HT preheater for arctic conditions has to be


adapted to maintain the outlet temperature of HT cooling water constant
during engine operation. MAN Diesel & Turbo can provide a suitable HT pre-
heater for arctic operation.
Furthermore it is necessary to ensure that the charge air cooler is prevented
from freezing when the engine is out of operation (and the cooling water is at
the cold air inlet side). Constant operation of the HT preheater as well as anti-
freeze (ethylene glycol) in the cooling water can avoid this. It must be consid-
ered that an increasing proportion of antifreeze decreases the specific heat
capacity of the engine cooling water, which worsens the heat dissipation
from the engine and will lead to higher component temperatures. Heat
exchangers in the system have to be designed accordingly.
5 Engine supply systems

The antifreeze concentration of the engine cooling water systems (HT and
NT) within the engine room is therefore limited, see section Specification of
engine cooling water, Page 257. If a higher concentration of anti-freezing
agents in the cooling water systems is required, please contact MAN Diesel
& Turbo for approval.
Additionally the design of the insulation of the piping systems and other plant
2017-05-02 - 4.7

parts (tanks, heat exchanger etc.) has to be modified and designed for the
special requirements of arctic conditions.

322 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.4 Fuel oil system


5.4 Fuel oil system

5.4.1 Marine diesel oil (MDO) treatment system

A prerequisite for safe and reliable engine operation with a minimum of serv-
icing is a properly designed and well-functioning fuel oil treatment system.
The schematic diagram, see figure MDO treatment system diagram, Page
325 shows the system components required for fuel treatment for marine
diesel oil (MDO).

T-015/Diesel fuel oil storage tank


The minimum effective capacity of the tank should be sufficient for the opera-
tion of the propulsion plant, as well as for the operation of the auxiliary die-
sels for the maximum duration of voyage including the resulting sediments
and water. Regarding the tank design, the requirements of the respective
classification society are to be observed.
Tank heating The tank heater must be designed so that the MDO in it is at a temperature
of at least 10 C minimum above the pour point. The supply of the heating
medium must be automatically controlled as a function of the MDO tempera-
ture.

T-021/Sludge tank
If disposal by an incinerator plant is not planned, the tank has to be dimen-
sioned so that it is capable to absorb all residues which accumulate during
the operation in the course of a maximum duration of voyage. In order to
render emptying of the tank possible, it has to be heated.
The heating is to be dimensioned so that the content of the tank can be
heated to approximately 40 C.

P-073/Diesel fuel oil separator feed pump


The diesel fuel oil separator feed pump should always be electrically driven,
i.e. not mounted on the separator, as the delivery volume can be matched
better to the required throughput.

H-019/Fuel oil preheater


In order to achieve the separating temperature, a separator adapted to suit
5 Engine supply systems

the fuel oil viscosity should be fitted.


The preheater must be able to heat the diesel oil up to 40 C and the size
must be selected accordingly. However the medium temperature prescribed
in the separator manual must be observed and adjusted.

CF-003/Diesel fuel oil separator


2017-05-02 - 4.7

A self-cleaning separator must be provided. The diesel fuel oil separator is


dimensioned in accordance with the separator manufacturers' guidelines.
The required flow rate (Q) can be roughly determined by the following equa-
tion:

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 323 (450)
5 MAN Diesel & Turbo
5.4 Fuel oil system

Q [l/h] Separator flow rate

P [kW] Total engine output

be [g/kWh] Fuel oil consumption

[g/l] Density at separating temp approximately 870 kg/m3 = g/dm3

With the evaluated flow rate, the size of the separator has to be selected
according to the evaluation table of the manufacturer. The separator rating
stated by the manufacturer should be higher than the flow rate (Q) calculated
according to the above formula.
For the first estimation of the maximum fuel oil consumption (be), increase the
specific table value by 15 %, see section Planning data for emission stand-
ard, Page 90.
For project-specific values contact MAN Diesel & Turbo.
In the following, characteristics affecting the fuel oil consumption are listed
exemplary:
Tropical conditions
The engine-mounted pumps
Fluctuations of the calorific value
The consumption tolerance

Withdrawal points for samples


Points for drawing fuel oil samples are to be provided upstream and down-
stream of each separator, to verify the effectiveness of these system compo-
nents.

T-003/Diesel fuel oil service tank


See description in section Heavy fuel oil (HFO) supply system, Page 340.

T-071/Clean leakage fuel oil tank


See description in section Marine diesel oil (MDO) supply system for diesel
engines, Page 326.
5 Engine supply systems

2017-05-02 - 4.7

324 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.4 Fuel oil system


MDO treatment system diagram

5 Engine supply systems


2017-05-02 - 4.7

Figure 116: MDO treatment system diagram

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 325 (450)
5 MAN Diesel & Turbo

Components
5.4 Fuel oil system

CF-003 Diesel fuel oil separator T-015 Diesel fuel oil storage tank

H-019 Fuel oil preheater T-021 Sludge tank

P-057 Diesel fuel oil transfer pump 1,2 T-003 Diesel fuel oil service tank

P-073 Diesel fuel oil separator feed pump T-071 Clean leakage fuel oil tank

5.4.2 Marine diesel oil (MDO) supply system for diesel engines

General
The MDO supply system is an open system with open deaeration service
tank. Normally one or two main engines are connected to one fuel system if
required auxiliary engines can be connected to the same fuel system as well
(not indicated in the diagram).

MDO fuel oil viscosity


MDO-DMB with a max. nominal viscosity of 11 cSt (at 40 C), or lighter MDO
qualities, can be used.
At engine inlet the fuel oil viscosity should be 11 cSt or less. The fuel temper-
ature has to be adapted accordingly. It is also to make sure, that the MDO
fuel temperature of max. 45 C in engine inlet (for all MDO qualities) is not
exceeded. Therefore, a tank heating and a cooler in the fuel return pipe are
required.

T-003/Diesel fuel oil service tank


The classification societies specify that at least two service tanks are to be
installed on board. The minimum tank capacity of each tank should, in addi-
tion to the MDO consumption of other consumers, enable a full load opera-
tion of min. 8 operating hours for all engines under all conditions.
The tank should be provided with a sludge space with a tank bottom inclina-
tion of preferably 10 and sludge drain valves at the lowest point, an overflow
pipe from the diesel fuel oil service tank T-003 to the diesel fuel oil storage
tank T-015, with heating coils and insulation.
If DMB fuel with 11 cSt (at 40 C) is used, the tank heating is to be designed
to keep the tank temperature at min. 40 C.
5 Engine supply systems

For lighter types of MDO it is recommended to heat the tank in order to


reach a fuel oil viscosity of 11 cSt or less. Rules and regulations for tanks,
issued by the classification societies, must be observed.
The required minimum MDO capacity of each service tank is:

VMDOST = (Qp x to x Ms )/(3 x 1000 l/m3)


2017-05-02 - 4.7

Required min. volume of one diesel fuel oil service VMDOST m3


tank

Required supply pump capacity, MDO 45 C Qp l/h


See paragraph P-008/Diesel fuel oil supply pump,
Page 327.

326 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Operating time to h

5.4 Fuel oil system


to = 8 h

Margin for sludge MS -


MS = 1.05
Table 167: Required minimum MDO capacity

In case more than one engine or different engines are connected to the same
fuel oil system, the service tank capacity has to be increased accordingly.

STR-010/Suction strainer
To protect the fuel supply pumps, an approximately 0.5 mm gauge (sphere-
passing mesh) strainer is to be installed at the suction side of each supply
pump.

P-008/Diesel fuel oil supply pump


The supply pump shall keep sufficient fuel pressure before the engine.
The volumetric capacity must be at least 300 % of the maximum fuel oil con-
sumption of the engine, including margins for:
Tropical conditions
Realistic heating value and
Tolerance
To reach this, the diesel fuel oil supply pump has to be designed according
to the following formula:

Qp = P1 x brISO1 x f3

Required supply pump capacity with MDO 45 C Qp l/h

Engine output power at 100 % MCR P1 kW

Specific engine fuel oil consumption (ISO) at brISO1 g/kWh


100 % MCR

Factor for pump dimensioning: f3 = 3.75 x 10-3 f3 l/g

Table 168: Formula to design the diesel fuel oil supply pump

In case more than one engine or different engines are connected to the same
fuel oil system, the pump capacity has to be increased accordingly.
5 Engine supply systems

The discharge pressure shall be selected with reference to the system losses
and the pressure required before the engine (see section Planning data for
emission standard, Page 90 and the following). Normally the required dis-
charge pressure is 14 bar.

FIL-003/Fuel oil automatic filter, supply circuit


2017-05-02 - 4.7

The automatic filter should be a type that causes no pressure drop in the
system during flushing sequence. The filter mesh size shall be 0.010 mm
(absolute) for common rail injection and 0.034 mm (absolute) for conventional
injection.
The automatic filter must be equipped with differential pressure indication
and switches.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 327 (450)
5 MAN Diesel & Turbo

The design criterion relies on the filter surface load, specified by the filter
5.4 Fuel oil system

manufacturer.
A by-pass pipe in parallel to the automatic filter is required. A stand-by filter
in the by-pass is not required. In case of maintenance on the automatic filter,
the by-pass is to be opened; the fuel is then filtered by the fuel oil duplex filter
FIL-013.

FIL-013/Fuel oil duplex filter


See description in paragraph FIL-013/Fuel oil duplex filter, Page 345.

FBV-010/Flow balancing valve


MDO supply system for only The flow balancing valve FBV-010 is not required.
one main engine and without
auxiliary engines
MDO supply system for more The flow balancing valve (1,2 FBV-010) is required at the fuel outlet of each
than one main engine or/and engine. It is used to adjust the individual fuel flow for each engine. It will com-
additional auxiliary engines pensate the influence (flow distribution due to pressure losses) of the piping
system. Once these valves are adjusted, they have to be blocked and must
not be manipulated later.

PCV-011/Fuel oil spill valve


MDO supply systems for only Fuel oil spill valve PCV-011 is not required.
one main engine and without
auxiliary engines
MDO supply systems for In case two engines are operated with one fuel module, it has to be possible
more than one main engine to separate one engine at a time from the fuel circuit for maintenance purpo-
or/and additional auxiliary ses. In order to avoid a pressure increase in the pressurised system, the fuel,
engines which cannot circulate through the shut-off engine, has to be rerouted via
this valve into the return pipe.
This valve is to be adjusted so that rerouting is effected only when the pres-
sure, in comparison to normal operation (multi-engine operation), is excee-
ded. This valve should be designed as a pressure relief valve, not as a safety
valve.

V-002/Shut-off cock
MDO supply systems for only Shut-off cock V-002 is not required.
one main engine and without
auxiliary engines
5 Engine supply systems

MDO supply systems for The stop cock is closed during normal operation (multi-engine operation).
more than one main engine When one engine is separated from the fuel circuit for maintenance purpo-
or/and additional auxiliary ses, this cock has to be opened manually.
engines
HE-007/Fuel oil cooler
The fuel oil cooler is required to cool down the fuel, which was heated up
2017-05-02 - 4.7

while circulating through the injection pumps. The cooler is normally connec-
ted to the LT cooling water system and should be dimensioned so that the
MDO does not exceed a temperature of max. 45 C.
The thermal design of the cooler is based on the following data:

328 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Pc = P1 x brISO1 x f1

5.4 Fuel oil system


Qc = P1 x brISO1 x f2

Cooler outlet temperature MDO1) Tout C


Tout = 45 C

Dissipated heat of the cooler Pc kW

MDO flow for thermal dimensioning of the cooler2) Qc l/h

Engine output power at 100 % MCR P1 kW

Specific engine fuel oil consumption (ISO) at 100 % MCR brISO1 g/kWh

Factor for heat dissipation: f1 -


f1= 2.68 x 10-5

Factor for MDO flow: f2 l/g


f2 = 2.80 x 10 -3

Note:
In case more than one engine, or different engines are connected to the same fuel oil system, the cooler capacity has
to be increased accordingly.
1)
This temperature has to be normally max. 45 C. Only for very light MGO fuel types this temperature has to be even
lower in order to preserve the min. admissible fuel oil viscosity in engine inlet (see section Viscosity-temperature dia-
gram (VT diagram), Page 255).
The max. MDO/MGO throughput is identical to the delivery quantity of the installed diesel fuel oil supply pump
2)

P-008.
Table 169: Calculation of cooler design

The recommended pressure class of the fuel oil cooler is PN16.

PCV-008/Pressure retaining valve


In open fuel oil supply systems (fuel loop with circulation through the diesel
fuel oil service tank; service tank under atmospheric pressure) this pressure-
retaining valve is required to keep the system pressure to a certain value
against the diesel fuel oil service tank. It is to be adjusted so that the pres-
sure before engine inlet can be maintained in the required range (see section
Operating/service temperatures and pressures, Page 132).

FSH-001/Leakage fuel oil monitoring tank


5 Engine supply systems

High pressure pump overflow and escaping fuel from burst control pipes is
carried to the monitoring tanks from which it is drained into the clean leakage
oil collecting tank. The float switch mounted in the tanks must be connected
to the alarm system. The classification societies require the installation of
monitoring tanks for unmanned engine rooms. Lloyd's Register specify moni-
toring tanks for manned engine rooms as well.
2017-05-02 - 4.7

T-006/Leakage oil collecting tank


Leakage fuel oil from the injection pipes, leakage lubrication oil and dirt fuel
oil from the filters (to be discharged by gravity) are collected in the leakage oil
collecting tank (T-006). The content of this tank has to be discharged into the

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 329 (450)
5 MAN Diesel & Turbo

sludge tank (T-021) or it can be burned for instance in a waste oil boiler. It is
5.4 Fuel oil system

not permissible to add the content of the tank to the fuel treatment system
again because of contamination with lubrication oil.

Withdrawal points for samples


Points for drawing fuel oil samples are to be provided upstream and down-
stream of each filter, to verify the effectiveness of these system components.

T-071/Clean leakage fuel oil tank


When only MDO is used, the high pressure pump overflow and other, clean
fuel oil that escapes from the common rail injection system is lead to an extra
clean leakage fuel oil collecting tank. From there it can be emptied into the
diesel fuel oil storage tank. Clean leakage fuel oil from T-071 can be used
again after passing the separator. For additional information see description
in section Heavy fuel oil (HFO) supply system, Page 340.

T-015/Diesel fuel oil storage tank


See description in section Marine diesel oil (MDO) treatment system, Page
323.

FQ-003/Fuel oil flowmeter


For flow measuring coriolis or positive displacement type flowmeters can be
used. Both types require a bypass to ensure a continuous fuel oil flow in
case of maintenance. While the bypass of the coriolis type flowmeter needs a
shut-off valve, the bypass of the positive displacement flowmeter needs to
be equipped with a spring loaded overflow valve which opens automatically
in case of a blocking displacement element.
For a fuel oil consumption measurement (not mentioned in the diagram),
flowmeters have to be installed upstream and downstream of the engine.
The measured difference of these flows equals the consumption.

T-021/Sludge tank
See description in paragraph T-021/Sludge tank, Page 323.

CF-003/Diesel fuel oil separator


See description in paragraph CF-003/Diesel fuel oil separator, Page 323.

General notes
5 Engine supply systems

The arrangement of the final fuel filter directly upstream of the engine inlet
(depending on the plant design the final filter could be either the fuel oil
duplex filter FIL-013 or the fuel oil automatic filter (supply circuit) FIL-003) has
to ensure that no parts of the filter itself can be loosen.
The pipe between the final filter and the engine inlet has to be done as short
as possible and is to be cleaned and treated with particular care to prevent
2017-05-02 - 4.7

damages (loosen objects/parts) to the engine. Valves or components shall


not be installed in this pipe. It is required to dismantle this pipe completely in
presents of our commissioning personnel for a complete visual inspection of
all internal parts before the first engine start. Therefore, flange pairs have to
be provided on eventually installed bends.

330 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

For the fuel piping system we recommend to maintain a MDO flow velocity

5.4 Fuel oil system


between 0.5 and 1.0 m/s in suction pipes and between 1.5 and 2 m/s in
pressure pipes. The recommended pressure class for the fuel pipes is PN16.

5 Engine supply systems


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 331 (450)
5 MAN Diesel & Turbo

MDO supply system diagrams


5.4 Fuel oil system
5 Engine supply systems

2017-05-02 - 4.7

Figure 117: MDO supply system diagram Single-engine plant

332 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Components

5.4 Fuel oil system


D-001 Diesel engine 1,2 P-008 Diesel fuel oil supply pump

FIL-003 Fuel oil automatic filter, supply cir- 1,2 STR-010 Suction strainer
cuit

FIL-013 Fuel oil duplex filter 1,2 T-003 Diesel fuel oil service tank

FSH-001 Leakage fuel oil monitoring tank T-006 Leakage oil collecting tank

HE-007 Fuel oil cooler T-015 Diesel fuel oil storage tank

CF-003 Diesel fuel oil separator T-021 Sludge tank

PCV-008 Pressure retaining valve T-071 Clean leakage fuel oil tank

Major engine connections

5101 Fuel oil inlet 5143 Clean leakage fuel drain for re-use

5111 Fuel oil outlet 9141 Dirty oil drain from pump bank,
free end

5141 Leakage fuel pipe from supervising 9143 Dirty oil drain from pump bank,
coupling side

5 Engine supply systems


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 333 (450)
5 MAN Diesel & Turbo
5.4 Fuel oil system
5 Engine supply systems

2017-05-02 - 4.7

Figure 118: MDO supply system diagram Twin-engine plant

334 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Components

5.4 Fuel oil system


CF-003 Diesel fuel oil separator 1,2 PCV-011 Fuel oil spill valve

1,2 D-001 Diesel engine 1,2 P-008 Diesel fuel oil supply pump

1,2 FBV-010 Flow balancing valve 1,2 STR-010 Suction strainer

1,2 FIL-013 Fuel oil duplex filter 1,2 T-003 Diesel fuel oil service tank

1,2 FSH-001 Leakage fuel oil monitoring tank T-006 Leakage oil collecting tank

FIL-003 Fuel oil automatic filter, supply cir- T-015 Diesel fuel oil storage tank
cuit

1,2 HE-007 Fuel oil cooler T-021 Sludge tank

PCV-008 Pressure retaining valve T-071 Clean leakage fuel oil tank

Major engine connections

5101 Fuel oil inlet 5143 Clean leakage fuel drain for re-use

5111 Fuel oil outlet 9141 Dirty oil drain from pump bank,
free end

5141 Leakage fuel pipe from supervising 9143 Dirty oil drain from pump bank,
coupling side

5.4.3 Heavy fuel oil (HFO) treatment system


A prerequisite for safe and reliable engine operation with a minimum of serv-
icing is a properly designed and well-functioning fuel oil treatment system.
The schematic diagram, see figure HFO treatment system diagram, Page
339 shows the system components required for fuel treatment of heavy fuel
oil (HFO).

Bunker fuel oil


Fuel compatibility problems are avoidable if mixing of newly bunkered fuel
with remaining fuel can be prevented by a suitable number of bunkers. Heat-
ing coils in bunkers need to be designed so that the HFO in it is at a temper-
ature of at least 10 C minimum above the pour point.

P-038/Heavy fuel oil transfer pump


The heavy fuel oil transfer pump discharges fuel from the bunkers into the
heavy fuel oil settling tanks. Being a screw pump, it handles the fuel gently,
5 Engine supply systems

thus prevent water being emulsified in the fuel. Its capacity must be sized to
fill the complete heavy fuel oil settling tank within 2 hours.

T-016/Heavy fuel oil settling tank


Two heavy fuel oil settling tanks should be installed, in order to obtain thor-
2017-05-02 - 4.7

ough pre-cleaning and to allow fuels of different origin to be kept separate.


When using RM-fuels we recommend two heavy fuel oil settling tanks for
each fuel type (high sulphur HFO, low sulphur HFO).

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 335 (450)
5 MAN Diesel & Turbo

Size Pre-cleaning by settling is the more effective the longer the solid material is
5.4 Fuel oil system

given time to settle. The storage capacity of the heavy fuel oil settling tank
should be designed to hold at least a 24-hour supply of fuel at full load oper-
ation, including sediments and water the fuel contains.
The minimum volume (V) to be provided is:

V [m3] Minimum volume

P [kW] Engine rating

Tank heating The heating surfaces should be dimensioned that the heavy fuel oil settling
tank content can be evenly heated to 75 C within 6 to 8 hours. The heating
should be automatically controlled, depending on the fuel oil temperature.
In order to avoid:
Agitation of the sludge due to heating, the heating coils should be
arranged at a sufficient distance from the tank bottom.
The formation of asphaltene, the fuel oil temperature should not be per-
missible to exceed 75 C.
The formation of carbon deposits on the heating surfaces, the heat
transferred per unit surface must not exceed 1.1 W/cm2.
Design The heavy fuel oil settling tank is to be fitted with baffle plates in longitudinal
and transverse direction in order to reduce agitation of the fuel in the tank in
rough seas as far as possible. The suction pipe of the heavy fuel oil separator
must not reach into the sludge space. One or more sludge drain valves,
depending on the slant of the tank bottom (preferably 10), are to be provi-
ded at the lowest point. The heavy fuel oil settling tank is to be insulated
against thermal losses.
Sludge must be removed from the heavy fuel oil settling tank before the sep-
arators draw fuel from it.

T-021/Sludge tank
If disposal by an incinerator plant is not planned, the tank has to be dimen-
sioned so that it is capable to absorb all residues which accumulate during
the operation in the course of a maximum duration of voyage. In order to
render emptying of the tank possible, it has to be heated.
The heating is to be dimensioned so that the content of the tank can be
heated to approximately 60 C.
5 Engine supply systems

P-015/Heavy fuel oil separator feed pump


The heavy fuel oil separator feed pump should preferably be of the free-
standing type, i.e. not mounted on the heavy fuel oil separator, as the deliv-
ery volume can be matched better to the required throughput.
2017-05-02 - 4.7

H-008/Heavy fuel oil preheater


To reach the separating temperature a heavy fuel oil preheater matched to
the fuel oil viscosity has to be installed.

CF-002/Heavy fuel oil separator

336 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

As a rule, poor quality, high viscosity fuel oil is used. Two new generation

5.4 Fuel oil system


separators must therefore be installed.
Recommended separator manufacturers and types:
Alfa Laval: Alcap, type SU
Westfalia: Unitrol, type OSE
Heavy fuel oil separators must always be provided in sets of 2 of the same
type
1 service separator
1 stand-by separator
of self-cleaning type.
As a matter of principle, all separators are to be equipped with an automatic
programme control for continuous desludging and monitoring.
Mode of operation The stand-by separator is always to be put into service, to achieve the best
possible fuel cleaning effect with the separator plant as installed.
The piping of both heavy fuel oil separators is to be arranged in accordance
with the manufacturers advice, preferably for both parallel and series opera-
tion.
The discharge flow of the free-standing dirty oil pump is to be split up equally
between the two separators in parallel operation.
The freshwater supplied must be treated as specified by the separator sup-
plier.
Size The heavy fuel oil separators are dimensioned in accordance with the sepa-
rator manufacturers' guidelines. The required design flow rate (Q) can be
roughly determined by the following equation:

Q [l/h] Separator flow rate

P [kW] Total engine output

be [g/kWh] Fuel oil consumption

[g/l] Density at separating temp approximately 930 kg/m3 = g/dm3

With the evaluated flow rate, the size of the separator has to be selected
according to the evaluation table of the manufacturer. The separator rating
stated by the manufacturer should be higher than the flow rate (Q) calculated
5 Engine supply systems

according to the above formula.


For the first estimation of the maximum fuel oil consumption (be), increase the
specific table value by 15 %, see section Planning data for emission stand-
ard, Page 90.
For project-specific values contact MAN Diesel & Turbo.
2017-05-02 - 4.7

In the following, characteristics affecting the fuel oil consumption are listed
exemplary:
Tropical conditions
The engine-mounted pumps
Fluctuations of the calorific value
The consumption tolerance

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 337 (450)
5 MAN Diesel & Turbo

Withdrawal points for samples


5.4 Fuel oil system

Points for drawing fuel oil samples are to be provided upstream and down-
stream of each separator, to verify the effectiveness of these system compo-
nents.

MOD-008/Fuel oil module


See description in figure HFO supply system diagram

T-022/Heavy fuel oil service tank


See description in paragraph T-022/Heavy fuel oil service tank, Page 340

T-071/Clean leakage fuel oil tank


See description in paragraph T-071/Clean leakage fuel oil tank, Page 346
5 Engine supply systems

2017-05-02 - 4.7

338 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.4 Fuel oil system


HFO treatment system diagram

5 Engine supply systems


2017-05-02 - 4.7

Figure 119: HFO treatment system diagram

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 339 (450)
5 MAN Diesel & Turbo

Components
5.4 Fuel oil system

1,2 CF-002 Heavy fuel oil separator 1,2 T-016 Heavy fuel oil settling tank

1,2 H-008 Heavy fuel oil preheater T-021 Sludge tank

MDO-008 Fuel oil module 1,2 T-022 Heavy fuel oil service tank

1,2 P-015 Heavy fuel oil separator feed pump T-071 Clean leakage fuel oil tank

1,2 P-038 Heavy fuel oil transfer pump

5.4.4 Heavy fuel oil (HFO) supply system

To ensure that high-viscosity fuel oils achieve the specified injection viscosity,
a preheating temperature is necessary, which may cause degassing prob-
lems in conventional, pressureless systems.
A remedial measure is adopting a pressurised system in which the required
system pressure is 1 bar above the evaporation pressure of water.

Fuel Injection Temperature after Evaporation Required system


viscosity1) final heater HFO pressure pressure
mm2/50 C mm2/s C bar bar
180 12 126 1.4 2.4

320 12 138 2.4 3.4

380 12 142 2.7 3.7

420 12 144 2.9 3.9

500 14 141 2.7 3.7

700 14 147 3.2 4.2

For fuel oil viscosity depending on fuel temperature please see section Viscosity-temperature diagram (VT diagram),
1)

Page 255.
Table 170: Injection viscosity and temperature after final heater heavy fuel oil

The indicated pressures are minimum requirements due to the fuel charac-
teristic. Nevertheless, to meet the required fuel pressure at the engine inlet
(see section Planning data for emission standard, Page 90 and the following),
the pressure in the fuel oil mixing tank and booster circuit becomes signifi-
5 Engine supply systems

cant higher as indicated in this table.

T-022/Heavy fuel oil service tank


The heavy fuel oil cleaned in the heavy fuel oil separator is passed to the
service tank, and as the separators are in continuous operation, the tank is
always kept filled.
2017-05-02 - 4.7

To fulfil this requirement it is necessary to fit the heavy fuel oil service tank
T-022 with overflow pipes, which are connected with the heavy fuel oil set-
tling tanks T-016. The tank capacity is to be designed for at least eight-
hours' fuel supply at full load so as to provide for a sufficient period of time
for separator maintenance.

340 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

The tank should have a sludge space with a tank bottom inclination of pref-

5.4 Fuel oil system


erably 10, with sludge drain valves at the lowest point, and is to be equip-
ped with heating coils.
The sludge must be drained from the service tank at regular intervals.
The heating coils are to be designed for a tank temperature of 75 C.
The rules and regulations for tanks issued by the classification societies must
be observed.
HFO with high and low sulphur content must be stored in separate service
tanks.

T-003/Diesel fuel oil service tank


The classification societies specify that at least two service tanks are to be
installed on board. The minimum volume of each tank should, in addition to
the MDO/MGO consumption of the generating sets, enable an eight-hour full
load operation of the main engine.
Cleaning of the MDO/MGO by an additional separator should, in the first
place, be designed to meet the requirements of the diesel alternator sets on
board. The tank should be provided, like the heavy fuel oil service tank, with
a sludge space with sludge drain valve and with an overflow pipe from the
diesel fuel oil service tank T-003 to the diesel fuel oil storage tank T-015. For
more detailed information see section Marine diesel oil (MDO) supply system
for diesel or dual fuel engines, Page 326.

CK-002/Three-way valve for fuel oil changeover


This valve is used for changing over from MDO/MGO operation to heavy fuel
operation and vice versa. Normally it is operated manually, and it is equipped
with two limit switches for remote indication and suppression of alarms from
the viscosity measuring and control system during MDO/MGO operation.

STR-010/Suction strainer
To protect the fuel supply pumps, an approximately 0.5 mm gauge (sphere-
passing mesh) strainer is to be installed at the suction side of each supply
pump.

P-018/Fuel oil supply pump


The volumetric capacity must be at least 160 % of max. fuel oil consumption.

QP1 = P1 x br ISO x f4
5 Engine supply systems

Required supply pump delivery capacity with HFO at 90 C QP1 l/h

Engine output at 100 % MCR P1 kW

Specific engine fuel oil consumption (ISO) at 100 % MCR brISO g/kWh
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 341 (450)
5 MAN Diesel & Turbo

Factor for pump dimensioning f4 l/g


5.4 Fuel oil system

For diesel engines operating on main fuel HFO:


f4 = 2.00 x 103
Note:
The factor f4 includes the following parameters:
160 % fuel flow
Main fuel: HFO 380 mm2/50 C
Attached lube oil and cooling water pumps
Tropical conditions
Realistic lower heating value
Specific fuel weight at pumping temperature
Tolerance
In case more than one engine is connected to the same fuel system, the pump capacity has to be increased
accordingly.
Table 171: Simplified fuel oil supply pump dimensioning

The delivery height of the fuel oil supply pump shall be selected according to
the required system pressure (see table Injection viscosity and temperature
after final heater heavy fuel oil, Page 340), the required pressure in the mixing
tank and the resistance of the automatic filter, flowmeter and piping system.
Injection system
bar
Positive pressure at the fuel module inlet due to tank level above fuel 0.10
module level

Pressure loss of the pipes between fuel module inlet and mixing tank + 0.20
inlet

Pressure loss of the fuel flow measuring device + 0.10

Pressure in the mixing tank + 6.70

Operating delivery height of the supply pump = 6.90


Table 172: Example for the determination of the expected operating delivery height of the fuel oil supply
pump

It is recommended to install fuel oil supply pumps designed for the following
pressures:
5 Engine supply systems

Engines with conventional fuel oil injection system: Design delivery height
7.0 bar, design output pressure 7.0 bar.
Engines with common rail injection system: Design delivery height 8.0 bar,
design output pressure 8.0 bar.

HE-025/Fuel oil cooler, supply circuit


2017-05-02 - 4.7

If no fuel is consumed in the system while the pump is in operation, the fin-
ned-tube cooler prevents excessive heating of the fuel. Its cooling surface
must be adequate to dissipate the heat that is produced by the pump to the
ambient air.
In case of continuos MDO/MGO operation, a water cooled fuel oil cooler is
required to keep the fuel oil temperature below 45 C.

342 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

PCV-009/Pressure limiting valve

5.4 Fuel oil system


This valve is used for setting the required system pressure and keeping it
constant. It returns in the case of
engine shutdown 100 %, and of
engine full load 37.5 % of the quantity delivered by the fuel oil supply
pump back to the pump suction side.

T-011/Fuel oil mixing tank


The mixing tank compensates pressure surges which occur in the pressur-
ised part of the fuel system.
For this purpose, there has to be an air cushion in the tank. As this air cush-
ion is exhausted during operation, compressed air (max. 10 bar) has to be
refilled via the control air connection from time to time.
Before prolonged shutdowns the system is changed over to MDO/MGO
operation.
The tank volume shall be designed to achieve gradual temperature equalisa-
tion within 5 minutes in the case of half-load consumption.
The tank shall be designed for the maximum possible service pressure, usu-
ally approximately 10 bar and is to be accepted by the classification society
in question.
The expected operating pressure in the fuel oil mixing tank depends on the
required fuel oil pressure at the inlet (see section Planning data for emission
standard, Page 90) and the pressure losses of the installed components and
pipes.
Injection system
bar
Required max. fuel pressure at engine inlet + 12.00

Pressure difference between fuel inlet and outlet engine 5.00

Pressure loss of the fuel return pipe between engine outlet and mixing tank inlet, e.g. 0.30

Pressure loss of the flow balancing valve (to be installed only in multi-engine plants, 0.00
pressure loss approximately 0.5 bar)

Operating pressure in the fuel oil mixing tank = 6.70


Table 173: Example for the determination of the expected operating pressure of the fuel oil mixing tank

This example demonstrates, that the calculated operating pressure in the fuel
5 Engine supply systems

oil mixing tank is (for all HFO viscosities) higher than the min. required fuel
pressure (see table Injection viscosity and temperature after final heater
heavy fuel oil, Page 340).
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 343 (450)
5 MAN Diesel & Turbo

P-003/Fuel oil booster pump


5.4 Fuel oil system

To cool the engine mounted high pressure injection pumps, the capacity of
the booster pump has to be at least 300 % of maximum fuel oil consumption
at injection viscosity.

QP2 = P1 x br ISO x f5

Required booster pump delivery capacity with HFO at 145 C QP2 l/h

Engine output at 100 % MCR P1 kW

Specific engine fuel oil consumption (ISO) at 100 % MCR brISO g/kWh

Factor for pump dimensioning f5 l/g


For diesel engines operating on main fuel HFO:
f5 = 3.90 x 103
Note:
The factor f5 includes the following parameters:
300 % fuel flow at 100 % MCR
Main fuel: HFO 380 mm2/50 C
Attached lube oil and cooling water pumps
Tropical conditions
Realistic lower heating value
Specific fuel weight at pumping temperature
Tolerance
In case more than one engine is connected to the same fuel system, the pump capacity has to be increased
accordingly.
Table 174: Simplified fuel oil booster pump dimensioning

The delivery height of the fuel oil booster pump is to be adjusted to the total
resistance of the booster system.
Injection system
bar
Pressure difference between fuel inlet and outlet engine + 5.00

Pressure loss of the flow balancing valve (to be installed only in multi-engine + 0.00
plants, pressure loss approximately 0.5 bar)

Pressure loss of the pipes, mixing tank Engine mixing tank, e.g. + 0.50
5 Engine supply systems

Pressure loss of the final heater heavy fuel oil max. + 0.80

Pressure loss of the automatic filter + 0.50

Pressure loss of the indicator filter + 0.80

Operating delivery height of the booster pump = 7.60


2017-05-02 - 4.7

Table 175: Example for the determination of the expected operating delivery height of the fuel oil booster
pump

It is recommended to install booster pumps designed for the following pres-


sures:
Engines with conventional fuel oil injection system: Design delivery height
7.0 bar, design output pressure 10.0 bar.

344 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Engines common rail injection system: Design delivery height 10.0 bar,

5.4 Fuel oil system


design output pressure 14.0 bar.

VI-001/Viscosimeter
This device regulates automatically the heating of the final heater heavy fuel
oil depending on the viscosity of the circulating fuel oil, to reach the viscosity
required for injection.

H-004/Final heater heavy fuel oil


The capacity of the final heater shall be determined on the basis of the injec-
tion temperature at the nozzle, to which at least 4 K must be added to com-
pensate for heat losses in the piping. The piping for both heaters shall be
arranged for single and series operation.
Parallel operation with half the throughput must be avoided due to the risk of
sludge deposits.

FIL-030/Automatic filter
Only filters have to be used, which cause no pressure drop in the system
during flushing.
Common rail injection system

Filter mesh width (mm) 0.010

Design pressure PN16

Design temperature 150 C


Table 176: Required filter mesh width (sphere passing mesh)

FIL-013/Fuel oil duplex filter


This filter is attached on the engine.
The emptying port of each filter chamber is to be fitted with a valve and a
pipe to the sludge tank. If the filter elements are removed for cleaning, the
filter chamber must be emptied. This prevents the dirt particles remaining in
the filter casing from migrating to the clean oil side of the filter.
After changing the filter cartridge, the reconditioned filter chamber must be
vented manually.
Design criterion is the filter area load specified by the filter manufacturer.
5 Engine supply systems

Injection system

Filter mesh width (mm) 0.025 filter engine mounted

Design pressure PN16


Table 177: Required filter mesh width (sphere passing mesh)
2017-05-02 - 4.7

FBV-010/Flow balancing valve


The flow balancing valve at engine outlet is to be installed only (one per
engine) in multi-engine arrangements connected to the same fuel system. It
is used to balance the fuel flow through the engines. Each engine has to be
fed with its correct, individual fuel flow.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 345 (450)
5 MAN Diesel & Turbo

FSH-001/Leakage fuel oil monitoring tank


5.4 Fuel oil system

High pressure pump overflow and escaping fuel from burst control pipes is
carried to the monitoring tanks from which it is drained into the clean leakage
oil collecting tank. The float switch mounted in the tanks must be connected
to the alarm system. The classification societies require the installation of
monitoring tanks for unmanned engine rooms. Lloyd's Register specify moni-
toring tanks for manned engine rooms as well.
The leakage fuel oil monitoring tanks have to be attached to the engine.

T-006/Leakage oil collecting tank


Dirty leak fuel and leak oil are collected in the leakage oil collecting tank. It
must be emptied into the sludge tank. The content of the leakage oil collect-
ing tank T-006 must not be added to the engine fuel. It can be burned for
instance in a waste oil boiler.

T-071/Clean leakage fuel oil tank


High pressure pump overflow and other, clean fuel oil that escapes from the
injection system is lead to an extra clean leakage fuel oil tank.
From there it can be emptied into the heavy fuel oil settling tank. When the
fuel oil system is running in MDO-mode, clean leakage can be pumped to
the diesel fuel oil storage tank. The leakage switch-over valve MOV-017 is
switching between heavy fuel oil settling tank and diesel fuel oil storage tank.
Note:
It must be ensured that no more HFO is in the clean leakage fuel oil tank
before pumping the leakage fuel oil to the diesel fuel oil storage tank.
No. of cylinders, Operating leakage Max. leakage, in case of pipe break (clean)
config. (clean) [l/h] [l/min] for max. 1 min.
6L, 7L 4 50 36

8L, 9L, 10L 6 68 48

12V, 14V 8.5 98.5 36

16V, 18V, 20V 11.5 134.5 48


Table 178: Leakage rate

The amount of clean operation leakage differs in a broad range, depending


on the wear of the high pressure pumps, the type of fuel oil and the operat-
ing temperatures.
5 Engine supply systems

A high flow of dirty leakage oil will occur in case of a pipe break, for short
time only (< 1 min). Engine will run down immediately after a pipe break
alarm.
Clean leakage fuel oil from the clean leakage fuel oil tank T-071 can be used
again after passing the separator.
Leakage fuel oil flows pressure less (by gravity only) from the engine into this
2017-05-02 - 4.7

tank (to be installed below the engine connections). Pipe clogging must be
avoided by trace heating and by a sufficient downward slope.
It must be ensured that the leakage fuel oil is well diluted with fresh fuel
before entering the engine again. Nevertheless, leakage oil collecting tank
T-006 is still required to collect lube oil leakages from lube oil drains (and
other).

346 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

In case the described clean leakage fuel oil tank T-071 is installed, leakages

5.4 Fuel oil system


from the following engine connections are to be conducted into this tank:
Engine type Connection
L engine 5143

V engine 5143, 5144


Table 179: Connections clean leakage fuel oil tank

Withdrawal points for samples


Points for drawing fuel oil samples are to be provided upstream and down-
stream of each filter, to verify the effectiveness of these system components.

HE-007/Fuel oil cooler


CK-003/Three-way valve (fuel oil cooler/bypass)
The propose of the fuel oil cooler is to ensure that the viscosity of MDO/MGO
will not become too fluid in engine inlet.
With the three-way valve (fuel oil cooler/bypass) CK-003, the fuel oil cooler
HE-007 has to be opened when the engine is switched from HFO to
MDO/MGO operation.
That way, the MDO/MGO, which was heated while circulating via the injec-
tion pumps, is re-cooled before it is returned to the fuel oil mixing tank T-011.
Switching on the fuel oil cooler may be effected only after flushing the pipes
with MDO/MGO.
The cooler is cooled by LT cooling water.
Engine type Cooler capacity
L/V engine 3.0 kW/cyl.

The max. MDO/MGO throughput is approximately identical to the engine inlet fuel
flow (=delivery quantity of the installed fuel oil booster pump).
Table 180: Dimensioning of the fuel oil cooler for common rail engines

The recommended pressure class of the fuel oil cooler is PN16.


The cooler has to be dimensioned for a MDO outlet temperature of 45 C, for
very light MGO grades even lower outlet temperatures are required.

PCV-011/Fuel oil spill valve


HFO supply system for only Fuel oil spill valve PCV-011 is not required.
5 Engine supply systems

one main engine, without


auxiliary engines

HFO supply system for more In case two engines are operated with one fuel module, it has to be possible
than one main engine or/and to separate one engine at a time from the fuel circuit for maintenance purpo-
additional auxiliary engines ses. In order to avoid a pressure increase in the pressurised system, the fuel,
2017-05-02 - 4.7

which cannot circulate through the shut-off engine, has to be rerouted via
this valve into the return pipe. This valve is to be adjusted so that rerouting is
effected only when the pressure, in comparison to normal operation (multi-
engine operation), is exceeded. This valve should be designed as a pressure
relief valve, not as a safety valve.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 347 (450)
5 MAN Diesel & Turbo

V-002/Shut-off cock
5.4 Fuel oil system

HFO supply system for only Shut-off cock V-002 is not required.
one main engine, without
auxiliary engines

HFO supply system for more The stop cock is closed during normal operation (multi-engine operation).
than one main engine or/and When one engine is separated from the fuel circuit for maintenance purpo-
additional auxiliary engines ses, this cock has to be opened manually.

T-008/Fuel oil damper tank


The injection nozzles cause pressure peaks in the pressurised part of the fuel
system. In order to protect the viscosity measuring and control unit, these
pressure peaks have to be equalised by a compensation tank. The volume of
the pressure peaks compensation tank is 20 I.
Alternatively a metal bellow damper can be used in combination with an air
cushion in the fuel oil mixing tank.

Piping
We recommend to use pipes according to PN16 for the fuel system (see
section Engine pipe connections and dimensions, Page 271).

Material
The casing material of pumps and filters should be EN-GJS (nodular cast
iron), in accordance to the requirements of the classification societies.
5 Engine supply systems

2017-05-02 - 4.7

348 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

HFO supply system diagrams

5.4 Fuel oil system


5 Engine supply systems
2017-05-02 - 4.7

Figure 120: HFO supply system diagram Single-engine plant

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 349 (450)
5 MAN Diesel & Turbo

Components
5.4 Fuel oil system

CF-002 Heavy fuel oil separator 1,2 P-003 Fuel oil booster pump

CF-003 Diesel fuel oil separator 1,2 P-018 Fuel oil supply pump

CK-002 Three-way valve for fuel oil PCV-009 Pressure limiting valve
changeover

CK-003 Three-way valve (fuel oil cooler/ 1,2 STR-010 Suction strainer
bypass)

D-001 Diesel engine 1,2 T-003 Diesel fuel oil service tank

FIL-013 Fuel oil duplex filter T-006 Leakage oil collecting tank

FIL-030 Fuel oil automatic filter, 10 ball T-008 Fuel oil dumper tank
passage

FQ-003 Fuel oil flowmeter T-011 Fuel oil mixing tank

FSH-001 Leakage fuel oil monitoring tank T-015 Diesel fuel oil storage tank

1,2 H-004 Final heater heavy fuel oil T-016 Heavy fuel oil settling tank

HE-007 Fuel oil cooler T-021 Sludge tank

HE-025 Fuel oil cooler, supply circuit 1,2 T-022 Heavy fuel oil service tank

MOD-008 Fuel oil module T-071 Clean leakage fuel oil tank

MOV-017 Leakage switch-over valve VI-001 Viscosimeter

Major engine connections

5101 HFO inlet 5143 Clean leakage fuel drain for re-use

5111 Fuel oil outlet 9141 Dirty oil drain from pump bank,
free end

5141 Leakage fuel pipe for supervising 9143 Dirty oil drain from pump bank,
for re-use coupling side
5 Engine supply systems

2017-05-02 - 4.7

350 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.4 Fuel oil system


5 Engine supply systems
2017-05-02 - 4.7

Figure 121: HFO supply system diagram Twin-engine plant

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 351 (450)
5 MAN Diesel & Turbo

Components
5.4 Fuel oil system

CF-002 Heavy fuel oil separator 1,2 P-018 Fuel oil supply pump

CF-003 Diesel fuel oil separator PCV-009 Pressure limiting valve

CK-002 Three-way valve for fuel oil PCV-011 Fuel oil spill valve
changeover

CK-003 Three-way valve (fuel oil cooler/ 1,2 STR-010 Suction strainer
bypass)

1,2 D-001 Diesel engine 1,2 T-003 Diesel fuel oil service tank

1,2 FBV-010 Flow balancing valve T-006 Leakage oil collecting tank

1,2 FIL-013 Fuel oil duplex filter T-008 Fuel oil dumper tank

FIL-030 Fuel oil automatic filter, 10 ball T-011 Fuel oil mixing tank
passage

FQ-003 Fuel oil flowmeter T-015 Diesel fuel oil storage tank

1,2 FSH-001 Leakage fuel oil monitoring tank T-016 Heavy fuel oil settling tank

1,2 H-004 Final heater heavy fuel oil T-021 Sludge tank for HFO separator

HE-007 Fuel oil cooler 1,2 T-022 Heavy fuel oil service tank

HE-025 Fuel oil cooler, supply circuit T-071 Clean leakage fuel oil tank

MOD-008 Fuel oil module V-002 Shut-off cock

MOV-017 Leakage switch-over valve VI-001 Viscosimeter

1,2 P-003 Fuel oil booster pump

Major engine connections

5101 HFO inlet 5143 Clean leakage fuel drain for re-use

5111 HFO outlet 9141 Dirty oil drain from pump bank,
free end

5141 Leakage fuel pipe for supervising 9143 Dirty oil drain from pump bank,
for re-use coupling side

5.4.5 Fuel oil supply at blackout conditions

Engine operation during short blackout


5 Engine supply systems

Engines with conventional fuel oil injection system:


The air pressure cushion in the fuel oil mixing tank is sufficient to press fuel
from the mixing tank in the engine for a short time.
Engines with common rail injection system:
The feeder pump has to be connected to a safe electrical grid, or an addi-
tional air driven fuel oil booster pump is to be installed in front of the fuel oil
2017-05-02 - 4.7

mixing tank.

Starting during blackout


Engines with conventional fuel oil injection system:
The engine can start by use of a gravity fuel oil tank (MDO/MGO).

352 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Engines with common rail injection system:

5.5 Compressed air system


Supply- and booster pump are to be connected to a save electrical grid, or
both pumps are to be air driven. As an alternative it is also possible to install
in parallel to the main fuel oil system an MDO/MGO emergency pump. This
pump shall be electrically driven and connected to a save electrical grid, or it
shall be air driven.
Note:
A fast filling of hot high pressure injection pumps with cold MDO/MGO
shortly after HFO-operation will lead to temperature shocks in the injection
system and has to be avoided under any circumstances.
Blackout and/or black start procedures are to be designed in a way, that
emergency pumps will supply cold, low viscosity fuel oil to the engines only
after a sufficient blending with hot HFO, e.g. in the fuel oil mixing tank.

5.5 Compressed air system

5.5.1 Compressed air system description


The compressed air supply to the engine plant requires air vessels and air
compressors of a capacity and air delivery rating which will meet the require-
ments of the relevant classification society.

Piping
The main starting pipe connected to both air vessels, leads via the pressure
reducing unit (MOD-088) to the engine attached turbine starter (engine con-
nection 7103).
Two further 30 bar pressure lines (7102 and 7105) with separate connections
to both air vessels supplies the engine with control air.
A line branches off the aforementioned control air pipe to supply other air-
consuming engine accessories (e.g. lube oil automatic filter, fuel oil filter) with
compressed air through a separate 30/8 bar pressure reducing station.
A third 30 bar pipe is required for engines with Jet Assist (engine connection
7103). Depending on the air vessel arrangement, this pipe can be branched
off from the starting air pipe near engine or must be connected separately to
the air vessel for Jet Assist.
The pipes to be connected by the shipyard have to be supported immedi-
ately behind their connection to the engine. Further supports are required at
sufficiently short distance.
Flexible connections for starting air (steel tube type) have to be installed with
5 Engine supply systems

elastic fixation. The elastic mounting is intended to prevent the hose from
oscillating. For detail information please refer to planning and final documen-
tation and manufacturer manual.
Galvanised steel pipe must not be used for the piping of the system.
2017-05-02 - 4.7

MOD-088 Pressure reducing unit


The engines MAN 32/44CR and MAN 35/44DF are equipped with a turbine
starter. As the design pressure of the engine-attached turbine starter is 6.2
bar (dynamic pressure), a pressure reducing unit is required. The distance
between pressure reducing unit and engine inlet should be in range of
between 5 and 10 metres. The piping should be as straight and unrestrictive

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 353 (450)
5 MAN Diesel & Turbo

as possible. L engine: Pipe diameter DN50 (1 starter), V engine: Pipe diame-


5.5 Compressed air system

ter DN80 (2 starters). Commissioning and adjustment of the pressure reduc-


ing unit has to be done by authorised personnel of MAN Diesel & Turbo.
L engine V engine

Max. air flow rate 2,930 Nm3/h1) 5,860 Nm3/h1)

Max. static pressure after pressure reducing unit + 8.0 bar 8.0 bar

Pressure loss of the pressure reducing unit 0.5 bar 0.5 bar

Required dynamic pressure at engine inlet 6.2 bar 6.2 bar

Max. permitted pressure loss of piping between pressure reducing = 1.3 bar 1.3 bar
unit and engine inlet
1)
Nm3 corresponds to one cubic metre of gas at 20 C and 1 bar.
Table 181: Permitted pressure loss of piping between pressure reducing unit and engine inlet

1 T-007, 2 T-007/Starting air vessels


The installation situation of the air vessels must ensure a good drainage of
condensed water. Air vessels must be installed with a downward slope suffi-
ciently to ensure a good drainage of accumulated condensate water.
The installation also has to ensure that during emergency discharging of the
safety valve no persons can be compromised.
It is not permissible to weld supports (or other) on the air vessels. The original
design must not be altered. Air vessels are to be bedded and fixed by use of
external supporting structures.
A max. service pressure of 30 bar is required. The standard design pressure
of the starting air vessels is 30 bar and the design temperature is 50 C.

1 C-001, 2 C-001/Air compressor


These are multi-stage compressor sets with safety valves, cooler for com-
pressed air and condensate traps.
The operational compressor is switched on by the pressure control at low
pressure then switched off when maximum service pressure is attained.
5 Engine supply systems

2017-05-02 - 4.7

354 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Starting air system diagram

5.5 Compressed air system


5 Engine supply systems
2017-05-02 - 4.7

Figure 122: Starting air system diagram

Components

1 C-001 Starting air compressor (service) 1,2 T-007 Compressed air receiver

2 C-001 Starting air compressor (stand-by) 1,2 TR-005 Water trap

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 355 (450)
5 MAN Diesel & Turbo

FIL-003 Fuel oil automatic filter, supply circuit 1,2 TR-006 Automatic condensate trap
5.5 Compressed air system

MOD-088 Pressure reducing unit

Major engine connections

7101 Starting air inlet 7105 Control air inlet 2

7102 Control air inlet 1 9701 Compressed air connection for turbo-
charger dry cleaning

7103 Air inlet for Jet Assist

5.5.2 Dimensioning starting air vessels, compressors

Starting air vessels The starting air supply is to be split up into not less than two starting air ves-
sels of about the same size, which can be used independently of each other.
The engine requires compressed air for starting, start-turning, for the Jet
Assist function as well as several pneumatic controls. The design of the pres-
sure air vessel directly depends on the air consumption and the requirements
of the classification societies.
For air consumption see section Starting air and control air consumption,
Page 87.
The air consumption per starting manoeuvre and per slow turn activation
depends on the inertia moment of the unit. For alternator plants, 1.5 times
the air consumption per starting manoeuvre has to be expected.
In case of diesel-mechanical drive without shifting clutch but with shaft driven
alternator please consult MAN Diesel & Turbo.
For more information concerning Jet Assist see section Jet Assist, Page 358.

Calculation for starting air vessel of engines without Jet Assist and slow
turn:

Calculation for starting air vessel of engines with Jet Assist and slow turn:
5 Engine supply systems

V [litre] Required vessel capacity

Vst [litre] Air consumption per nominal start1)

fDrive Factor for drive type (1.0 = diesel-mechanic, 1.5 = alternator drive)

zst Number of starts required by the classification society


2017-05-02 - 4.7

zSafe Number of starts as safety margi

VJet [litre] Assist air consumption per Jet Assist1)

zJet Number of Jet Assist procedures2)

tJet [sec.] Duration of Jet Assist procedures

356 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Vsl Air consumption per slow turn litre1)

5.5 Compressed air system


zsl Number of slow turn manoeuvres

pmax [bar] Maximum starting air pressure (normally 30 bar)

pmin [bar] Minimum starting air pressure (10 bar)

Tabulated values see section Starting air and control air consumption, Page 87.
1)

The required number of jet manoeuvres has to be checked with yard or ship
2)

owner. To make a decision, consider the information in section Jet Assist, Page
358.

If other consumers (i.e. auxiliary engines, ship air etc.) which are not listed in
the formula are connected to the starting air vessel, the capacity of starting
air vessel must be increased accordingly, or an additional separate air vessel
has to be installed.
Compressors According to most classification societies, two or more starting air compres-
sors must be provided. At least one of the air compressors must be driven
independently of the main engine and must supply at least 50 % of the
required total capacity.
The total capacity of the starting air compressors has to be capable to
charge the receivers from the atmospheric pressure to full pressure of 30 bar
within one hour.
The compressor capacities are calculated as follows:

P [Nm3/h] Total volumetric delivery capacity of the compressors

V [litres] Total volume of the starting air vessels at 30 bar service pressure

As a rule, compressors of identical ratings should be provided. An emer-


gency compressor, if provided, is to be disregarded in this respect.

5 Engine supply systems


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 357 (450)
5 MAN Diesel & Turbo
5.5 Compressed air system

5.5.3 Jet Assist

General
Jet Assist is a system for acceleration of the turbocharger. By means of noz-
zles in the turbocharger, compressed air is directed to accelerate the com-
pressor wheel. This causes the turbocharger to adapt more rapidly to a new
load condition and improves the response of the engine. Jet Assist is work-
ing efficiently with a pressure of 18 bar to max. 30 bar at the engine connec-
tion.
Jet Assist activating time: 3 seconds to 10 seconds (5 seconds in average).

Air consumption
The air consumption for Jet Assist is, to a great extent, dependent on the
load profile of the ship. In case of frequently and quickly changing load steps,
Jet Assist will be actuated more often than this will be the case during long
routes at largely constant load.
The special feature for common rail engines, called boost injection, has
reduced the Jet Assist events that are relevant for the layout of starting air
vessels and compressors considerably.

Guiding values for the number of Jet Assist manoeuvrers dependent on


application
The data in following table is not binding. The required number of jet
manoeuvrers has to be checked with yard or ship owner. For decision see
also section Start-up and load application, Page 48.
Application Recommended no. of Jet Assist with average duration
Per hour In rapid succession
General drive None 1)
None1)

Diesel-mechanical drive without shifting clutch None1) None1)

Diesel-mechanical drive with shifting clutch 3 x 5 sec 2 x 5 sec

Diesel-mechanical drive with shaft-driven alternator 2 x 5 sec 2 x 5 sec


(> 50 % MCR)

Diesel-electric marine drive 3 x 5 sec 2 x 5 sec


5 Engine supply systems

Diesel-electric offshore applications Semisub produc- (10 x 5 sec) (5 x 5 sec)


tion/drilling applications and drillships2)

Ships with frequent load changes (e.g. ferries) 3 x 5 sec 3 x 5 sec

Auxiliary engine 3 x 5 sec 2 x 5 sec


2017-05-02 - 4.7

High torque applications 2 x 20 sec 2 x 20 sec


1)
According the necessity of the application "Jet Assist" please check figure Load application, Page 53. If the curve
"without Jet Assist" is sufficient, Jet Assist can be omitted.
2)
For these applications please contact MAN Diesel & Turbo for a project specific estimation.
Table 182: Guiding values for the number of Jet Assist manoeuvres dependent on application

358 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Dynamic positioning for drilling vessels, cable-laying vessels, off-shore

5.6 Engine room ventilation and combustion air


applications
When applying dynamic positioning, pulsating load application of > 25 %
may occur frequently, up to 30 times per hour. In these cases, the possibility
of a specially adapted, separate compressed air system has always to be
checked.

Air supply
Generally, larger air bottles are to be provided for the air supply of the Jet
Assist.
For the design of the Jet Assist air supply the temporal distribution of events
needs to be considered, if there might be an accumulation of events.
In each case the delivery capacity of the compressors is to be adapted to the
expected Jet Assist requirement per unit of time.

5.6 Engine room ventilation and combustion air

5.6.1 General information


Engine room ventilation Its purpose is:
system Supplying the engines and auxiliary boilers with combustion air.
Carrying off the radiant heat from all installed engines and auxiliaries.
Combustion air The combustion air must be free from spray water, snow, dust and oil mist.
This is achieved by:
Louvres, protected against the head wind, with baffles in the back and
optimally dimensioned suction space so as to reduce the air flow velocity
to 1 1.5 m/s.
Self-cleaning air filter in the suction space (required for dust-laden air, e.
g. cement, ore or grain carrier).
Sufficient space between the intake point and the openings of exhaust
air ducts from the engine and separator room as well as vent pipes from
lube oil and fuel oil tanks and the air intake louvres (the influence of winds
must be taken into consideration).
Positioning of engine room doors on the ship's deck so that no oil-laden
air and warm engine room air will be drawn in when the doors are open.
Arranging the separator station at a sufficiently large distance from the
turbochargers.
5 Engine supply systems

As a standard, the engines are equipped with turbochargers with air intake
silencers and the intake air is normally drawn in from the engine room.
In tropical service a sufficient volume of air must be supplied to the turbo-
charger(s) at outside air temperature. For this purpose there must be an air
duct installed for each turbocharger, with the outlet of the duct facing the
respective intake air silencer, separated from the latter by a space of approxi-
2017-05-02 - 4.7

mately 1.5 m (see figure Example: Exhaust gas ducting arrangement, Page
391). No water of condensation from the air duct must be permissible to be
drawn in by the turbocharger. The air stream must not be directed onto the
exhaust manifold.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 359 (450)
5 MAN Diesel & Turbo

If the ship operates at arctic conditions, an air preheater must be applied to


5.6 Engine room ventilation and combustion air

maintain the engine room temperature above 5 C. In order to reduce power


for air preheating, the engines can be supplied by a separate system directly
from outside, see section External intake air supply system, Page 360.
Air fans are to be designed so as to maintain a positive air pressure of 50 Pa
(5 mm WC) in the engine room.
Radiant heat The heat radiated from the main and auxiliary engines, from the exhaust
manifolds, waste heat boilers, silencers, alternators, compressors, electrical
equipment, steam and condensate pipes, heated tanks and other auxiliaries
is absorbed by the engine room air.
The amount of air V required to carry off this radiant heat can be calculated
as follows:

V [m3/h] Air required

Q [kJ/h] Heat to be dissipated

t [C] Air temperature rise in engine room (10 12.5)

cp [kJ/kg*k] Specific heat capacity of air (1.01)

t [kg/m3] Air density at 35 C (1.15)

Ventilator capacity The capacity of the air ventilators (without separator room) must be large
enough to cover at least the sum of the following tasks:
The combustion air requirements of all consumers.
The air required for carrying off the radiant heat.
A rule-of-thumb applicable to plants operating on heavy fuel oil is 20
24 m3/kWh.

5.6.2 External intake air supply system


An external intake air supply system provides combustion air to the engine
separately from engine room ventilation. This is recommended for three
applications:
Offshore: Avoidance of flammable gases being sucked into engine room
Navy: Prevention of NBC contamination in engine room
Arctic: Limitation of cooling down the engine room
5 Engine supply systems

General recommendations
The design of the intake air system should limit its overall pressure drop
according to section Operating/service temperatures and pressures, Page
132. If this requirement cannot be met, increased fuel consumption must be
considered or customised engine matching is required. Besides the air duct
2017-05-02 - 4.7

and its components need to be insulated properly. Especially a vapour bar-


rier has to be applied to prevent atmospheric moisture freezing in the insula-
tion material. According to classification rules it may be required to install two
air inlets from the exterior, one at starboard and one at portside.

360 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

Layout of intake air supply system for arctic conditions

5.6 Engine room ventilation and combustion air


The ambient air, which is led to engine by the intake air duct, needs to be
conditioned. Firstly weather hood and droplet separator have to remove
water droplets. Then a filter cleans the intake air according to the require-
ments in section Specification of intake air (combustion air), Page 267. Noise
emissions of engine inlet and charge air blow-off can be reduced by a com-
mon silencer in the intake air duct, see section Noise, Page 147, for data. It
is recommended to apply a mesh at the outlet of the silencer for protection
of turbocharger against any dirt separations (e.g. insulation material of
silencer, rust etc.) from the intake air duct. Additionally a deepening in the
piping can separate dirt particles.
For arctic conditions, an increased firing pressure, which is caused by higher
density of cold air, is sufficiently limited by the exhaust gas waste gate down
to an intake air temperature corresponding to Category A, see section
Engine operation under arctic conditions, Page 60. If the intake air falls fur-
ther (Category B) an additional plant related valve blows-off more charge air.
A compensator connects the engine with charge air blow-off piping.
Depending on engine type the blown-off air is taken in front of (hot blow-off)
or after (cold blow-off) the charge air cooler and preferably circulated back in
the intake air duct. To guarantee correct measurement of intake air tempera-
ture in front of compressor, a minimum distance between inlet of blown-off
air and the measuring point should be kept. This distance can be reduced by
a recirculation diffusor. Alternatively blown-off air might be led in the engine
room or outside of the ship.
Figure below shows the concept of external intake air supply system for arc-
tic conditions with its components.

5 Engine supply systems


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 361 (450)
5 MAN Diesel & Turbo
5.6 Engine room ventilation and combustion air
5 Engine supply systems

Figure 123: External intake air supply system for arctic conditions

1 Transition piece 6 Combustion air silencer

2 Expansion bellow combustion air 7 Recirculation diffusor


2017-05-02 - 4.7

3 Charge air blow-off valve (variable) 8 Air intake filter

4a Expansion bellow Cold blow-off 9 Drop separator and weather hood

4b Expansion bellow Hot blow-off 10 Waste gate

5 Charge air blow-off pipe

362 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 5

5.7 Exhaust gas system


5.7 Exhaust gas system

5.7.1 General
Layout The flow resistance in the exhaust system has a very large influence on the
fuel consumption and the thermal load of the engine. The values given in this
document are based on an exhaust gas system which flow resistance does
not exceed 50 mbar. If the flow resistance of the exhaust gas system is
higher than 50 mbar, please contact MAN Diesel & Turbo for project-specific
engine data.
The pipe diameter selection depends on the engine output, the exhaust gas
volume and the system back pressure, including silencer and SCR (if fitted).
The back pressure also being dependent on the length and arrangement of
the piping as well as the number of bends. Sharp bends result in very high
flow resistance and should therefore be avoided. If necessary, pipe bends
must be provided with guide vanes.
It is recommended not to exceed a maximum exhaust gas velocity of
approximately 40 m/s.
Installation When installing the exhaust system, the following points must be observed:
The exhaust pipes of two or more engines must not be joined.
Because of the high temperatures involved, the exhaust pipes must be
able to expand. The expansion joints to be provided for this purpose are
to be mounted between fixed-point pipe supports installed in suitable
positions. One compensator is required just after the outlet casing of the
turbocharger (see section Position of the outlet casing of the turbo-
charger, Page 392) in order to prevent the transmission of forces to the
turbocharger itself. These forces include those resulting from the weight,
thermal expansion or lateral displacement of the exhaust piping. For this
compensator/expansion joint one sturdy fixed-point support must be
provided.
The exhaust piping should be elastically hung or supported by means of
dampers in order to prevent the transmission of sound to other parts of
the vessel.
The exhaust piping is to be provided with water drains, which are to be
regularly checked to drain any condensation water or possible leak water
from exhaust gas boilers if fitted.
During commissioning and maintenance work, checking of the exhaust
gas system back pressure by means of a temporarily connected measur-
ing device may become necessary. For this purpose, a measuring socket
5 Engine supply systems

is to be provided approximately 1 to 2 metres after the exhaust gas out-


let of the turbocharger, in a straight length of pipe at an easily accessed
position. Standard pressure measuring devices usually require a measur-
ing socket size of 1/2". This measuring socket is to be provided to
ensure back pressure can be measured without any damage to the
exhaust gas pipe insulation.
2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 363 (450)
5 MAN Diesel & Turbo
5.7 Exhaust gas system

5.7.2 Components and assemblies of the exhaust gas system

Exhaust gas silencer and exhaust gas boiler


Mode of operation The silencer operates on the absorption and resonance principle so it is
effective in a wide frequency band. The flow path, which runs through the
silencer in a straight line, ensures optimum noise reduction with minimum
flow resistance.
The silencer must be equipped with a spark arrestor.
Installation If possible, the silencer should be installed towards the end of the exhaust
line.
A vertical installation situation is to be preferred in order to avoid formations
of gas fuel pockets in the silencer. The cleaning ports of the spark arrestor
are to be easily accessible.
Note:
Water entry into the silencer and/or boiler must be avoided, as this can
cause damages of the components (e.g. forming of deposits) in the duct.
Exhaust gas boiler To utilise the thermal energy from the exhaust, an exhaust gas boiler produc-
ing steam or hot water may be installed.
Insulation The exhaust gas system (from outlet of turbocharger, boiler, silencer to the
outlet stack) is to be insulated to reduce the external surface temperature to
the required level.
The relevant provisions concerning accident prevention and those of the
classification societies must be observed.
The insulation is also required to avoid temperatures below the dew point on
the interior side. In case of insufficient insulation intensified corrosion and
soot deposits on the interior surface are the consequence. During fast load
changes, such deposits might flake off and be entrained by exhaust in the
form of soot flakes.
Insulation and covering of the compensator must not restrict its free move-
ment.
5 Engine supply systems

2017-05-02 - 4.7

364 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

6 Engine room planning

6.1 Installation and arrangement


6.1 Installation and arrangement

6.1.1 General details


Apart from a functional arrangement of the components, the shipyard is to
provide for an engine room layout ensuring good accessibility of the compo-
nents for servicing.
The cleaning of the cooler tube bundle, the emptying of filter chambers and
subsequent cleaning of the strainer elements, and the emptying and cleaning
of tanks must be possible without any problem whenever required.
All of the openings for cleaning on the entire unit, including those of the
exhaust silencers, must be accessible.
There should be sufficient free space for temporary storage of pistons, cam-
shafts, turbocharger etc. dismounted from the engine. Additional space is
required for the maintenance personnel. The panels on the engine sides for
inspection of the bearings and removal of components must be accessible
without taking up floor plates or disconnecting supply lines and piping. Free
space for installation of a torsional vibration meter should be provided at the
crankshaft end.
A very important point is that there should be enough room for storing and
handling vital spare parts so that replacements can be made without loss of
time.
In planning marine installations with two or more engines driving one propel-
ler shaft through a multiengine transmission gear, provision must be made
for a minimum clearance between the engines because the crankcase pan-
els of each engine must be accessible. Moreover, there must be free space
on both sides of each engine for removing pistons or cylinder liners.
Note:
MAN Diesel & Turbo delivered scope of supply is to be arranged and fixed by
proven technical experiences as per state of the art. Therefore the technical
requirements have to be taken in consideration as described in the following
documents subsequential:
Order related engineering documents
Installation documents of our sub-suppliers for vendor specified equip-
ment
Operating manuals for diesel engines and auxiliaries
6 Engine room planning

Project Guides of MAN Diesel & Turbo


Any deviations from the principles specified in the aforementioned docu-
ments require a previous approval by MAN Diesel & Turbo.
Arrangements for fixation and/or supporting of plant related equipment devi-
ating from the scope of supply delivered by MAN Diesel & Turbo, not descri-
2017-05-02 - 4.7

bed in the aforementioned documents and not agreed with us are not per-
missible.
For damages due to such arrangements we will not take over any responsi-
bility nor give any warranty.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 365 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement

6.1.2 Installation drawings

6L engine
6 Engine room planning

Figure 124: Installation drawing 6L engine Turbocharger on coupling side


2017-05-02 - 4.7

Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.

366 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

6L engine

6.1 Installation and arrangement


6 Engine room planning

Figure 125: Installation drawing 6L engine Turbocharger on counter coupling side


2017-05-02 - 4.7

Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 367 (450)
6 MAN Diesel & Turbo

7L, 8L, 9L, 10L engine


6.1 Installation and arrangement
6 Engine room planning

Figure 126: Installation drawing L engine Turbocharger on coupling side


2017-05-02 - 4.7

Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.

368 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

7L, 8L, 9L, 10L engine

6.1 Installation and arrangement


6 Engine room planning

Figure 127: Installation drawing L engine Turbocharger on counter coupling side


2017-05-02 - 4.7

Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 369 (450)
6 MAN Diesel & Turbo

12V engine
6.1 Installation and arrangement
6 Engine room planning

Figure 128: Installation drawing 12V engine Turbocharger on coupling side


2017-05-02 - 4.7

Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.

370 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

12V engine

6.1 Installation and arrangement


6 Engine room planning

Figure 129: Installation drawing 12V engine Turbocharger on counter coupling side
2017-05-02 - 4.7

Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 371 (450)
6 MAN Diesel & Turbo

14V, 16V, 18V, 20V engine


6.1 Installation and arrangement
6 Engine room planning

Figure 130: Installation drawing V engine Turbocharger on coupling side


2017-05-02 - 4.7

Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.

372 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

14V, 16V, 18V, 20V engine

6.1 Installation and arrangement


6 Engine room planning

Figure 131: Installation drawing V engine Turbocharger on counter coupling side


2017-05-02 - 4.7

Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 373 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement

6.1.3 Removal dimensions of piston and cylinder liner

Heaviest part = 600 kg (cylinder head complete)


Lifting capacity of crane = 1,000 kg

Figure 132: Lifting off the rocker arm casing L engine

2,921 When carrying the parts to counter exhaust side

2,976 When carrying the parts to exhaust side

3,077 When carrying the parts away along the engine axis over the cylinder heads
6 Engine room planning

2017-05-02 - 4.7

374 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

6.1 Installation and arrangement


Figure 133: Lifting off the cylinder head L engine

3,045 When carrying the parts to exhaust side

3,170 When carrying the parts to counter exhaust side

3,322 When carrying the parts away along the engine axis over the cylinder heads

6 Engine room planning


2017-05-02 - 4.7

Figure 134: Piston removal L engine

2,880 When carrying the parts to counter exhaust side

3,410 When carrying the parts to exhaust side

3,680 When carrying away along the engine axis over the cylinder heads

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 375 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement

Figure 135: Cylinder liner removal L engine

2,852 When carrying the parts to exhaust side

2,965 When carrying the parts to counter exhaust side

3,130 When carrying away along the engine axis over the cylinder heads
6 Engine room planning

2017-05-02 - 4.7

Figure 136: Removal the charge air cooler L engine

376 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

6.1 Installation and arrangement


Figure 137: Lifting off the rocker arm casing and cylinder head V engine

2,560 When removing the parts towards the side

2,800

2,800 When carrying the parts away along the engine axis over the rocker arm casing

3,000

6 Engine room planning


2017-05-02 - 4.7

Figure 138: Piston removal V engine

2,670 Minimum height crane hook

2,670 When removing towards the side

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 377 (450)
6 MAN Diesel & Turbo

3,060 Height crane hook


6.1 Installation and arrangement

3,400 When carrying away along the engine axis over the rocker arm casing

Figure 139: Cylinder liner removal V engine

3,060 When removing towards the side

3,300 When carrying away along the engine axis over the rocker arm casing
6 Engine room planning

2017-05-02 - 4.7

378 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

6.1 Installation and arrangement


Figure 140: Cylinder liner removal confined space conditions V engine

2,670 When removing towards the side (two cylinder head bolts are removed)

6 Engine room planning


2017-05-02 - 4.7

Figure 141: Removal the charge air cooler V engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 379 (450)
6 MAN Diesel & Turbo

2,670 When removing towards the side


6.1 Installation and arrangement

3,400 When carrying away along the engine axis over the rocker arm casing
6 Engine room planning

2017-05-02 - 4.7

Figure 142: Vibration damper removal L engine

380 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

6.1 Installation and arrangement


6 Engine room planning

Figure 143: Vibration damper removal V engine


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 381 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement

6.1.4 3D Engine Viewer A support programme to configure the engine room


MAN Diesel & Turbo offers a free-of-charge online programme for the config-
uration and provision of installation data required for installation examinations
and engine room planning: The 3D Engine Viewer and the GenSet Viewer.
Easy-to-handle selection and navigation masks permit configuration of the
required engine type, as necessary for virtual installation in your engine room.
In order to be able to use the 3D Engine, respectively GenSet Viewer, please
register on our website under:
https://nexus.mandieselturbo.com/_layouts/RequestForms/Open/Crea-
teUser.aspx
After successful registration, the 3D Engine and GenSet Viewer is available
under:
http://nexus.md-extranet.local/projecttools/3dviewer/engineviewer/Pages/
default.aspx
by clicking onto the requested application.
In only three steps, you will obtain professional engine room data for your fur-
ther planning:
Selection
Select the requested output, respectively the requested type.
Configuration
Drop-down menus permit individual design of your engine according to
your requirements. Each of your configurations will be presented on the
basis of isometric models.
View
The models of the 3D Engine Viewer and the GenSet Viewer include all
essential geometric and planning-relevant attributes (e.g. connection
points, interfering edges, exhaust gas outlets, etc.) required for the inte-
gration of the model into your project.
The configuration with the selected engines can now be easily downloaded.
For 2D representation as .pdf or .dxf, for 3D as .dgn, .sat, .igs or 3D-dxf.
6 Engine room planning

2017-05-02 - 4.7

382 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

6.1 Installation and arrangement


Figure 144: Selection of engine

6 Engine room planning


2017-05-02 - 4.7

Figure 145: Preselected standard configuration

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 383 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement

6.1.5 Lifting device


Lifting gear with varying lifting capacities are to be provided for servicing and
repair work on the engine, turbocharger and charge air cooler.

Engine
Lifting capacity An overhead travelling crane is required which has a lifting power equal to
the heaviest component that has to be lifted during servicing of the engine.
The overhead travelling crane can be chosen with the aid of the following
table.

Parameter Unit Value


Cylinder head without valves kg tbd.

Connecting rod tbd.


tbd.

Piston with piston pin tbd.

Cylinder liner tbd.

Crankshaft vibration damper tbd.


tbd.

Recommended lifting capacity of travelling crane 1,000


Table 183: Lifting capacity

Crane arrangement
The rails for the crane are to be arranged in such a way that the crane can
cover the whole of the engine beginning at the exhaust pipe.
The hook position must reach along the engine axis, past the centreline of
the first and the last cylinder, so that valves can be dismantled and installed
without pulling at an angle. Similarly, the crane must be able to reach the tie
rod at the ends of the engine. In cramped conditions, eyelets must be wel-
ded under the deck above, to accommodate a lifting pulley.
The required crane capacity is to be determined by the crane supplier.
Crane design It is necessary that:
There is an arresting device for securing the crane while hoisting if oper-
ating in heavy seas
6 Engine room planning

There is a two-stage lifting speed


Precision hoisting approximately = 0.5 m/min
Normal hoisting approximately = 2 4 m/min
Places of storage In planning the arrangement of the crane, a storage space must be provided
2017-05-02 - 4.7

in the engine room for the dismantled engine components which can be
reached by the crane. It should be capable of holding two rocker arm cas-
ings, two cylinder covers and two pistons. If the cleaning and service work is
to be carried out here, additional space for cleaning troughs and work surfa-
ces should be planned.
Transport to the workshop Grinding of valve cones and valve seats is carried out in the workshop or in a
neighbouring room.

384 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

Transport rails and appropriate lifting tackle are to be provided for the further

6.1 Installation and arrangement


transport of the complete cylinder cover from the storage space to the work-
shop. For the necessary deck openings, see following figures and tables.
Turbocharger dimensions for
evaluation of deck openings

Figure 146: TCR dimensions

Type L in mm with L in mm with air L in mm with air H in mm B in mm D in mm


silencer intake bend intake pipe
TCR10 880 - - 410 327 327

TCR12 889 - - 496 401 401

TCR14 950 995 773 623 534 534

TCR16 1,091 1,162 887 658 590 590

TCR18 1,311 1,400 1,066 870 730 714

TCR20 1,662 1,713 1,307 970 852 834

TCR22 1,990 2,234 1,691 1,320 1,068 996


Table 184: TCR dimensions

Turbocharger
Hoisting rail A hoisting rail with a mobile trolley is to be provided over the centre of the
turbocharger running parallel to its axis, into which a lifting tackle is suspen-
6 Engine room planning

ded with the relevant lifting power for lifting the parts, which are mentioned in
the table(s) below, to carry out the operations according to the maintenance
schedule.
Turbocharger TCR 20 TCR 22
2017-05-02 - 4.7

Silencer kg 76 156

Compressor casing 132 277

Rotor plus bearing casing 152 337

Space for removal of silencer mm 130 + 100 150 + 100


Table 185: Hoisting rail for TCR turbocharger

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 385 (450)
6 MAN Diesel & Turbo

Withdrawal space The withdrawal space shown in section Removal dimensions of piston and
6.1 Installation and arrangement

dimensions cylinder liner, Page 374 and in the table(s) in paragraph Hoisting rail, Page
385 is required for separating the silencer from the turbocharger. The
silencer must be shifted axially by this distance before it can be moved later-
ally.
In addition to this measure, another 100 mm are required for assembly clear-
ance.
This is the minimum distance between silencer and bulkhead or tween-deck.
We recommend to plan additional 300 400 mm as working space.
Make sure that the silencer can be removed either downwards or upwards or
laterally and set aside, to make the turbocharger accessible for further servic-
ing. Pipes must not be laid in these free spaces.

Fan shafts
The engine combustion air is to be supplied towards the intake silencer in a
duct ending at a point 1.5 m away from the silencer inlet. If this duct impedes
the maintenance operations, for instance the removal of the silencer, the end
section of the duct must be removable. Suitable suspension lugs are to be
provided on the deck and duct.

Gallery
If possible the ship deck should reach up to both sides of the turbocharger
(clearance 50 mm) to obtain easy access for the maintenance personnel.
Where deck levels are unfavourable, suspended galleries are to be provided.

Charge air cooler


For cleaning of the charge air cooler bundle, it must be possible to lift it verti-
cally out of the cooler casing and lay it in a cleaning bath.
Exception MAN 32/40: The cooler bundle of this engine is drawn out at the
end. Similarly, transport onto land must be possible.
For lifting and transportation of the bundle, a lifting rail is to be provided
which runs in transverse or longitudinal direction to the engine (according to
the available storage place), over the centreline of the charge air cooler, from
which a trolley with hoisting tackle can be suspended.
6 Engine room planning

2017-05-02 - 4.7

386 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

6.1 Installation and arrangement


Figure 147: Air direction

Engine type Weight Length (L) Width (B) Height (H)


kg mm mm mm
L engine 450 520 712 1,014

V engine 540 537.5 712 992


Table 186: Weights and dimensions of charge air cooler bundle

6 Engine room planning


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 387 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement

6.1.6 Space requirement for maintenance


6 Engine room planning

Figure 148: Space requirement for maintenance


2017-05-02 - 4.7

Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.

388 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

6.1 Installation and arrangement


6.1.7 Major spare parts
Note:
For dimensions and weights contact MAN Diesel & Turbo.

6 Engine room planning


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 389 (450)
6 MAN Diesel & Turbo
6.1 Installation and arrangement

6.1.8 Mechanical propulsion system arrangement


6 Engine room planning

2017-05-02 - 4.7

Figure 149: Example: Propulsion system arrangement

390 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

6.2 Exhaust gas ducting


Figure 150: Example: Engine room and engine arrangement; top view

6.2 Exhaust gas ducting

6.2.1 Example: Ducting arrangement 6 Engine room planning


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 391 (450)
6 MAN Diesel & Turbo
6.2 Exhaust gas ducting
6 Engine room planning

Figure 151: Example: Exhaust gas ducting arrangement


2017-05-02 - 4.7

6.2.2 Position of the outlet casing of the turbocharger

392 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

Standard design

6.2 Exhaust gas ducting


Figure 152: Standard design V engine

No. of cylinders, config. 12V 14V 16V 18V 20V


Turbocharger 2 x TCR 20 2 x TCR 22
A mm 514 671

B 20

C 1)
372 367

C2) 1,004 1,063 - 1,130


6 Engine room planning

D 610 711 813


1)
For rigidly mounted engines.
2)
For resiliently mounted engines.
Table 187: Position of exhaust gas outlet casing V engine Standard design
2017-05-02 - 4.7

Resiliently mounted engine


Standard design

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 393 (450)
6 MAN Diesel & Turbo
6.2 Exhaust gas ducting

Figure 153: Standard design L engine Resiliently mounted engine

No. of cylinders, config. 6L 7L 8L 9L 10L


Turbocharger TCR 20 TCR 22
A mm 514 671

B 20

C 1,004 1,063 1,130

D 610 711 813


6 Engine room planning

Table 188: Position of exhaust outlet casing L engine Standard design


Resiliently mounted engine
2017-05-02 - 4.7

394 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

Design at low engine room

6.2 Exhaust gas ducting


height

Figure 154: Design at low engine room height Resiliently mounted engine

No. of cylinders, config. 12V 14V 16V 18V 20V


Turbocharger 2 x TCR 20 2 x TCR 22
A mm 514 671 - 671

B 20 - 20
6 Engine room planning

C 1,004 1,063 - 1,130

D 610 711 - 813

E 1,580 1,700 - 1,820

F 400 420 - 435


2017-05-02 - 4.7

Table 189: Position of exhaust outlet casing V engine Design at low engine
room height Resiliently mounted engine

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 395 (450)
6 MAN Diesel & Turbo

Exhaust gas pipe routing


6.2 Exhaust gas ducting

Figure 155: Exhaust gas pipe routing L engine

No. of cylinders, config. 6L 7L 8L 9L 10L


Turbocharger TCR 20 TCR 22
A mm 514 671

B 20

C1) 372 367


6 Engine room planning

C2) 1,004 1,063 1,130

D 610 711 813

E 2,585 2,634
2017-05-02 - 4.7

F 1,040 1,144

G 995
1)
For rigidly mounted engines.
2)
For resiliently mounted engines.
Table 190: Position of exhaust outlet casing L engine Exhaust gas pipe
routing

396 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 6

6.2 Exhaust gas ducting


Figure 156: Exhaust gas pipe routing V engine

No. of cylinders, config. 12V 14V 16V 18V 20V


Turbocharger 2 x TCR 20 2 x TCR 22
A mm 514 671

B 20

C1) 372 367

C 2)
1,004 1,063 - 1,130

D 610 711 813

E 2,327 2,393
6 Engine room planning

F 1,780
1)
For rigidly mounted engines.
2)
For resiliently mounted engines.
Table 191: Position of exhaust outlet casing V engine Exhaust gas pipe
2017-05-02 - 4.7

routing

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 397 (450)
MAN Diesel & Turbo 7

7 Propulsion packages

7.2 Propeller layout data


7.1 General

MAN Diesel & Turbo standard propulsion packages


The MAN Diesel & Turbo standard propulsion packages are optimised at
90 % MCR, 100 % rpm and 96.5 % of the ship speed. The propeller is cal-
culated with the class notation "No Ice" and high skew propeller blade
design. These propulsion packages are examples of different combinations
of engines, gearboxes, propellers and shaft lines according to the design
parameters above. Due to different and individual aft ship body designs and
operational profiles your inquiry and order will be carefully reviewed and all
given parameters will be considered in an individual calculation. The result of
this calculation can differ from the standard propulsion packages by the
assumption of e.g. a higher Ice Class or different design parameters.

Figure 157: MAN Diesel & Turbo standard propulsion package with engine MAN 7L32/40 (example)
7 Propulsion packages

7.2 Propeller layout data

To find out which of our propeller fits you, fill in the propeller layout data
sheet which you find here http://marine.man.eu/propeller-aft-ship/propeller-
2017-05-02 - 4.7

layout-data and send it via e-mail to our sales department. The e-mail
address is located under contacts on the webside.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 399 (450)
7 MAN Diesel & Turbo
7.3 Propeller clearance

7.3 Propeller clearance


To reduce the emitted pressure impulses and vibrations from the propeller to
the hull, MAN Diesel & Turbo recommend a minimum tip clearance see sec-
tion Recommended configuration of foundation, Page 189.
For ships with slender aft body and favourable inflow conditions the lower
values can be used whereas full after body and large variations in wake field
causes the upper values to be used.
In twin-screw ships the blade tip may protrude below the base line.

Figure 158: Recommended tip clearance

Hub Dismantling of cap X High skew propeller Y Non-skew propeller Y Baseline clearance Z
mm mm mm mm
VBS 1180 365

VBS 1280 395

VBS 1380 420


15 20 % of D 20 25 % of D Minimum 50 100
VBS 1460 450
7 Propulsion packages

VBS 1560 480

VBS 1680 515

VBS 1800 555


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VBS 1940 590

400 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8

8 Electric propulsion plants

8.2 Losses in diesel-electric plants


8.1 Advantages of diesel-electric propulsion
Due to different and individual types, purposes and operational profiles of
diesel-electric driven vessels the design of an electric propulsion plant differs
a lot and has to be evaluated case by case. All the following is for information
purpose only and without obligation.
In general the advantages of electric propulsion can be summarized as fol-
lows:
Lower fuel consumption and emissions due to the possibility to optimise
the loading of diesel engines/GenSets. The GenSets in operation can run
on high loads with high efficiency. This applies especially to vessels
which have a large variation in power demand, for example for an off-
shore supply vessel.
High reliability, due to multiple engine redundancy. Even if an engine/
GenSet malfunctions, there will be sufficient power to operate the vessel
safely. Reduced vulnerability to single point of failure providing the basis
to fulfill high redundancy requirements.
Reduced life cycle cost, resulting from lower operational and mainte-
nance costs.
Improved manoeuvrability and station-keeping ability, by deploying spe-
cial propulsors such as azimuth thrusters or pods. Precise control of the
electric propulsion motors controlled by frequency converters.
Increased payload, as diesel-electric propulsion plants take less engine
room space.
More flexibility in location of diesel engine/GenSets and propulsors. The
propulsors are supplied with electric power through cables. They do not
need to be adjacent to the diesel engines/GenSets.
Low propulsion noise and reduced vibrations. For example, a slow speed
E-motor allows to avoid a gearbox and propulsors like pods keep most
of the structure bore noise outside of the hull.
Efficient performance and high motor torques, as the system can provide
maximum torque also at slow propeller speeds, which gives advantages
for example in icy conditions.

8.2 Losses in diesel-electric plants


An electric propulsion plant consists of standard electrical components. The
8 Electric propulsion plants

following losses are typical:


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Figure 159: Typical losses of diesel-electric plants

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 401 (450)
8 MAN Diesel & Turbo
8.3 Components of an electric propulsion plant

8.3 Components of an electric propulsion plant

Figure 160: Example: Diesel-electric propulsion plant

1 GenSets: Diesel engines and alternators 5 Electric propulsion motors

2 Main switchboards 6 Gearboxes (optional): Dependent on the speed of


the E-propulsion motor

3 Supply transformers: Dependent on the type of 7 Propellers/propulsion


the converter. Not required in case of the use of
frequency converters with six pulses, an active
front end or a sinusoidal drive.
8 Electric propulsion plants

4 Frequency converters
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402 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8

8.4 Electric propulsion plant design


8.4 Electric propulsion plant design
Generic workflow how to design an electric propulsion plant:

8 Electric propulsion plants


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 403 (450)
8 MAN Diesel & Turbo

The requirements of a project will be considered in an application specific


8.5 Engine selection

design, taking into account the technical and economical feasibility and later
operation of the vessel. In order to provide you with appropriate data, please
fill the form "DE-propulsion plant layout data" you find here http://
marine.man.eu/docs/librariesprovider6/marine-broschures/diesel-electric-
propulsion-plants-questionnaire.pdf?sfvrsn=0 and return it to your sales rep-
resentative.

8.5 Engine selection


The engines for a diesel-electric propulsion plant have to be selected accord-
ingly to the power demand at all the design points. For a concept evaluation
the rating, the capability and the loading of engines can be calculated like
this:
Example: Offshore supply vessel (at operation mode with the highest expec-
ted total load)
Total propulsion power demand (at E-motor shaft) 10,000 kW (incl. sea
margin)
Max. electrical consumer load: 1,000 kW
No. Item Unit
1.1 Shaft power on propulsion motors PS [kW] 10,000
Electrical transmission efficiency 0.91

1.2 Engine brake power for propulsion PB1 [kW] 10,989

2.1 Electric power for ship (E-Load) [kW] 1,000


Alternator efficiency 0.965

2.2 Engine brake power for electric consumers PB2 [kW] 1,036

2.3 Total engine brake power demand (= 1.2 + 2.2) PB [kW] 12,025

3.1 Diesel engine selection Type MAN 6L32/44CR

3.2 Rated power (MCR) running on MDO [kW] 3,600

3.3 Number of engines - 4

3.4 Total engine brake power installed PB [kW] 14,400

4.1 Loading of engines (= 2.3/3.4) % of MCR 83.5

5.1 Check: Maximum permissible loading of engines % of MCR 90.0


8 Electric propulsion plants

Table 192: Selection of the engines for a diesel-electric propulsion plant

For the detailed selection of the type and number of engines furthermore the
operational profile of the vessel, the maintenance strategy of the engines and
the boundary conditions given by the general arrangement have to be con-
sidered. For the optimal cylinder configuration of the engines often the power
conditions in port are decisive.
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404 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8

8.6 E-plant, switchboard and alternator design


8.6 E-plant, switchboard and alternator design
The configuration and layout of an electric propulsion plant, the main switch-
board and the alternators follows some basic design principles. For a con-
cept evaluation the following items should be considered:
A main switchboard which is divided in symmetrical sections is very relia-
ble and redundancy requirements are easy to be met.
An even number of GenSets/alternators ensures the symmetrical loading
of the bus bar sections.
Electric consumers should be arranged symmetrically on the bus bar
sections.
The switchboard design is mainly determined by the level of the short cir-
cuit currents which have to be withstand and by the breaking capacity of
the circuit breakers (CB).
The voltage choice for the main switchboard depends on several factors.
On board of a vessel it is usually handier to use low voltage. Due to short
circuit restrictions the following table can be used for voltage choice as a
rule of thumb:
Total installed alternator power Voltage Breaking capacity of CB
< 10 12 MW 440 V 100 kA
(and: Single propulsion motor < 3.5 MW)

< 13 15 MW 690 V 100 kA


(and: Single propulsion motor < 4.5 MW)

< 48 MW 6,600 V 30 kA

< 130 MW 11,000 V 50 kA


Table 193: Rule of thumb for the voltage choice

The design of the alternators and the electric plant always has to be bal-
anced between voltage choice, availability of reactive power, short circuit
level and permissible total harmonic distortion (THD).
On the one hand side a small xd of an alternator increases the short cir-
cuit current Isc, which also increases the forces the switchboard has to
withstand (F ~ Isc ^ 2). This may lead to the need of a higher voltage. On
the other side a small xd gives a lower THD but a higher weight and a
8 Electric propulsion plants

bigger size of the alternator. As a rule of thumb a xd=16 % is a good


figure for low voltage alternators and a xd=14 % is good for medium
voltage alternators.
For a rough estimation of the short circuit currents the following formulas
can be used:
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 405 (450)
8 MAN Diesel & Turbo

Short circuit level [kA] (rough) Legend


8.6 E-plant, switchboard and alternator design

Alternators n * Pr / (3 * Ur * xd * cos Grid) n: No. of alternators connected


Pr: Rated power of alternator [kWe]
Ur: Rated voltage [V]
xd: Subtransient reactance [%]
cos : Power factor of the vessels network
(typically = 0.9)

Motors n * 6 * Pr / (3 * Ur * xd * cos Motor) n: No. of motors (directly) connected


Pr: Rated power of motor [kWe]
Ur: Rated voltage [V]
xd: Subtransient reactance [%]
cos : Power factor of the motor
(typically = 0.85 0.90 for an induction motor)

Converters Frequency converters do not contribute -


to the Isc

Table 194: Formulas for a rough estimation of the short circuit currents

The dimensioning of the cubicles in the main switchboard is usually done


accordingly to the rated current for each incoming and outgoing panel.
For a concept evaluation the following formulas can be used:
Type of switchboard cubicle Rated current [kA] Legend
Alternator incoming Pr / (3 * Ur * cos Grid) Pr: Rated power of alternator [kWe]
Ur: Rated voltage [V]
cos : Power factor of the network
(typically = 0.9)

Transformer outgoing Sr / (3 * Ur) Sr: Apparent power of transformer


[kVA]
Ur: Rated voltage [V]

Motor outgoing (Induction Pr / (3 * Ur * cos Converter * Motor * Converter) Pr: Rated power of motor [kWe]
motor controlled by a
Ur: Rated voltage [V]
8 Electric propulsion plants

PWM-converter)
cos : Power factor converter
(typically = 0.95)
Motor: Typically = 0.96
Converterr: Typically = 0.97

Motor outgoing (Induction Pr / (3 * Ur * cos Motor * Motor) Pr: Rated power of motor [kWe]
2017-05-02 - 4.7

motor started: DoL, Y/,


Ur: Rated voltage [V]
Soft-Starter)
cos : Power factor motor
(typically = 0.85 0.90)
Motor: Typically = 0.96

Table 195: Formulas to calculate the rated currents of switchboard panel

406 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8

The choice of the type of the E-motor depends on the application. Usu-
ally induction motors are used up to a power of 7 MW (Motor: Typically =

8.6 E-plant, switchboard and alternator design


0.96). If it comes to applications above 7 MW per E-motor often synchro-
nous machines are used. Also in applications with slow speed E-motors
(without a reduction gearbox), for ice going or pod-driven vessels often
synchronous E-motors (Motor: Typically = 0.97) are used.
In plants with frequency converters based on VSI-technology (PWM type)
the converter itself can deliver reactive power to the E-motor. So often a
power factor cos = 0.9 is a good figure to design the alternator rating.
Nevertheless there has to be sufficient reactive power for the ship con-
sumers, so that a lack in reactive power does not lead to unnecessary
starts of (standby) alternators.
The harmonics can be improved (if necessary) by using supply trans-
formers for the frequency converters with a 30 phase shift between the
two secondary windings, which cancel the dominant 5th and 7th harmonic
currents. Also an increase in the pulse number leads to lower THD. Using
a 12-pulse configuration with a PWM type of converter the resulting har-
monic distortion will normally be below the limits defined by the classifi-
cation societies. When using a transformer less solution with a converter
with an Active Front End (Sinusoidal input rectifier) or in a 6-pulse config-
uration usually THD-filters are necessary to mitigate the THD on the sub-
distributions.
The final layout of the electrical plant and the components has always to be
based on a detailed analysis and a calculation of the short circuit levels, the
load flows and the THD levels as well as on an economical evaluation.

8 Electric propulsion plants


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 407 (450)
8 MAN Diesel & Turbo
8.7 Over-torque capability

8.7 Over-torque capability


In diesel-electric propulsion plants, which are operating with a fix pitch pro-
peller, the dimensioning of the electric propulsion motor has to be done
accurately, in order to have sufficient propulsion power available. For dimen-
sioning the electric motor it has to be investigated what amount of over-tor-
que, which directly defines the motors cost, weight and space demand, is
required to operate the propeller with sufficient power also in situations,
where additional power is required (for example because of heavy weather or
icy conditions).
Usually a constant power range of 5 % 10 % is applied on the propulsion
(Field weakening range), where constant E-motor power is available.

Figure 161: Example: Over-torque capability of an E-propulsion train for a FPP-driven vessel
8 Electric propulsion plants

2017-05-02 - 4.7

408 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8

8.8 Power management


8.8 Power management

Power management system


The following main functions are typical for a power management system
(PMS):
Automatic load dependent start/stop of GenSets/alternators
Manual starting/stopping of GenSets/alternators
Fault dependent start/stop of standby GenSets/alternators in cases of
under-frequency and/or under-voltage
Start of GenSets/alternators in case of a blackout (black-start capability)
Determining and selection of the starting/stopping sequence of GenSets/
alternators
Start and supervise the automatic synchronization of alternators and bus
tie breakers
Balanced and unbalanced load application and sharing between
GenSets/alternators. Often an emergency programme for quickest possi-
ble load acceptance is necessary
Regulation of the network frequency (with static droop or constant fre-
quency)
Distribution of active load between alternators
Distribution of reactive load between alternators
Handling and blocking of heavy consumers
Automatic load shedding
Tripping of non-essential consumers
Bus tie and breaker monitoring and control
All questions regarding the interfaces from/to the power management sys-
tem have to be clarified with MAN Diesel & Turbo at an early project stage.

8 Electric propulsion plants


2017-05-02 - 4.7

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 409 (450)
8 MAN Diesel & Turbo
8.9 Example configurations of electric propulsion plants

8.9 Example configurations of electric propulsion plants

Offshore Support Vessels


The term Offshore Service & Supply Vessel includes a large class of vessel
types, such as Platform Supply Vessels (PSV), Anchor Handling/Tug/Supply
(AHTS), Offshore Construction Vessel (OCV), Diving Support Vessel (DSV),
Multipurpose Vessel (MPV), etc.
Electric propulsion is the norm in ships which frequently require dynamic
positioning and station keeping capability. Initially these vessels mainly used
variable speed motor drives and fixed pitch propellers. Now they mostly
deploy variable speed thrusters and they are also often equipped with hybrid
propulsion systems.

Figure 162: Example: Diesel-electric propulsion configuration of a PSV

In offshore applications often frequency converters with a 6-pulse configura-


tion or with an Active Front End are used, which give specific benefits in the
space consumption of the electric plant, as it is possible to get rid of the
8 Electric propulsion plants

heavy and bulky supply transformers.


Type of converter/drive Supply transformer Type of E-motor Pros & cons
6 pulse drive or - Induction + Transformer less solution
Active Front End + Less space and weight
THD filters to be considered
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Table 196: Main DE-components for offshore applications

410 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8

LNG Carriers

8.9 Example configurations of electric propulsion plants


A propulsion configuration with two E-motors (e.g. 600 rpm or 720 rpm) and
a reduction gearbox (twin-in-single-out) is a typical configuration, which is
used at LNG carriers where the installed alternator power is in the range of
about 40 MW. The electric plant fulfils high redundancy requirements. Due to
the high propulsion power, which is required and higher efficiencies, mainly
synchronous E-motors are used.

Figure 163: Example: Diesel-electric propulsion configuration of a LNG carrier with geared transmission,
single screw and fixed pitch propeller

Type of converter/drive Supply transformer Type of E-motor Pros & cons


VSI with PWM 24 pulse Synchronous + High propulsion power
+ High drive & motor efficiency
+ Low harmonics
Complex E-plant configuration
8 Electric propulsion plants

Table 197: Main DE-components for a LNG carrier

For ice going carriers and tankers also podded propulsion is a robust solu-
tion, which has been applied in several vessels.
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 411 (450)
8 MAN Diesel & Turbo

Cruise and ferries


8.9 Example configurations of electric propulsion plants

Passenger vessels cruise ships and ferries are an important application


field for diesel-electric propulsion. Safety and comfort are paramount. New
regulations, as Safe Return to Port, require a high reliable and redundant
electric propulsion plant and also onboard comfort is of high priority, allowing
only low levels of noise and vibration from the ships machinery.
A typical electric propulsion plant is shown in the example below.

Figure 164: Example: Diesel-electric propulsion configuration of a cruise liner, twin screw, gear less

Type of converter/drive Supply transformer Type of E-motor Pros & cons


VSI with PWM 24 pulse Synchronous + Highly redundant & reliable
(e.g. slow speed 150 rpm) + High drive & motor efficiency
+ Low noise & vibration
Complex E-plant configuration
8 Electric propulsion plants

Table 198: Main DE-components for a cruise liner

For cruise liners often also geared transmission is applied as well as pods.
For a RoPax ferry almost the same requirements are valid as for a cruise
liner.
The figure below shows an electric propulsion plant with a classical config-
2017-05-02 - 4.7

uration, consisting of E-motors (e.g. 1,200 rpm), geared transmission, fre-


quency converters and supply transformers.

412 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8

8.9 Example configurations of electric propulsion plants


Figure 165: Example: Diesel-electric propulsion configuration of a RoPax ferry, twin screw, geared
transmission

Type of converter/drive Supply transformer Type of E-motor Pros & cons


VSI-type 12 pulse, Induction + Robust & reliable technology
(with PWM technology) two secondary windings, + No seperate THD filters
30 phase shift More space & weight (com-
pared to transformer less solu-
tion)
Table 199: Main DE-components for a RoPax ferry

8 Electric propulsion plants


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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 413 (450)
8 MAN Diesel & Turbo

Low loss applications


8.9 Example configurations of electric propulsion plants

As MAN Diesel & Turbo works together with different suppliers for diesel-
electric propulsion plants an optimal matched solution can be designed for
each application, using the most efficient components from the market. The
following example shows a low loss solution, patented by STADT AS (Nor-
way).
In many cases a combination of an E-propulsion motor, running on two con-
stants speeds (medium, high) and a controllable pitch propeller (CPP) gives a
high reliable and compact solution.

Figure 166: Example: Diesel-electric propulsion configuration of a RoRo, twin screw, geared transmission

Type of converter/drive Supply transformer Type of E-motor Pros & cons


Sinusoidal drive - Induction + Highly reliable & compact
(Patented by STADT AS) (Two speeds) + Very low losses
+ Transformer less solution
+ Low THD (no THD filters
required)
Only applicable with a CP pro-
8 Electric propulsion plants

peller
Table 200: Main DE-components of a low loss application (patented by STADT AS)
2017-05-02 - 4.7

414 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8

8.10 High-efficient diesel-electric propulsion plants with


variable speed GenSets (EPROX-DC)
8.10 High-efficient diesel-electric propulsion plants with variable speed GenSets
(EPROX-DC)
Recent developments in electric components, which are used in a diesel-
electric propulsion plant show solutions for a fuel-saving propulsion system.
For many years, electric propulsion employs alternating current (AC) for the
main switchboards. Since some years also direct current (DC) distributions
are applied here. In such a system the advantages of AC components, like
alternators and e-propulsion motors are combined with the DC distribution.
Just as the variable speed drives enable the e-propulsion motors to run at
their optimum working point, the DC distribution allows the diesel engines to
operate with variable speed for highest fuel-oil efficiency at each load level.
Such a system enables a decoupled operation of diesel engines, propulsion
drives and other consumers of electric power, where each power source and
consumer can be controlled and optimised independently.

Figure 167: Example: High-efficient electric propulsion plant based on a DC distribution; with integrated
batteries for energy storage

As a result constant speed operation for the GenSets is no longer a con-


8 Electric propulsion plants

straint. When the main GenSets run at constant rpm with control of the
power delivered, fuel efficiency is compromised. Utilizing an enlarged engine
operation map with a speed range of 60 % to 100 % paves the way to a high
potential in fuel oil saving. According to the total system load each engine
can operate at an individual speed set point, in order to achieve a minimum
in fuel oil consumption.
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MAN 32/44CR IMO Tier II, Project Guide Marine, EN 415 (450)
8 MAN Diesel & Turbo
8.10 High-efficient diesel-electric propulsion plants with
variable speed GenSets (EPROX-DC)

Figure 168: Typical SFOC map for a four stroke medium speed diesel engine (for
illustration purpose only)
Another major advantage of the system is the possible integration of energy
storage devices, like batteries. They can reduce the transient loads on the
engines, improve the dynamic response and the manoeuvrability of the pro-
pulsion system and absorb rapid power fluctuations from the vessels grid.
Fast load applications are removed from the engines and peak loads are
shaved.
It is also beneficial to run the engines always on high loads, where their spe-
cific fuel oil consumption is lowest. This degree of freedom can be utilized
and surplus power can charge the batteries. If less power is required, one
engine can be shut down, with the remaining ones running still with a high
loading, supported by power out of the batteries.

Energy storage devices Offering flexibility and performance


8 Electric propulsion plants

It is often beneficial to run GenSets on high loads, sing surplus power to


charge batteries. If less energy is required, one GenSet can be shut down,
with the remaining GenSets running again at high load, supported by the
batteries.
2017-05-02 - 4.7

416 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 8

8.11 Fuel-saving hybrid propulsion system (HyProp ECO)


Figure 169: Batteries enable the diesel engines to operate at a high loading
respectively with low specific fuel oil consumption

8.11 Fuel-saving hybrid propulsion system (HyProp ECO)


For many applications a hybrid propulsion system is a good choice, espe-
cially when flexibility, performance and efficiency are required. With HyProp
ECO a system solution has been developed, which combines a diesel engine
and an electric machine in a smart manner.

8 Electric propulsion plants


2017-05-02 - 4.7

Figure 170: Principal layout of a HyProp ECO propulsion system


Beside the main diesel engine, the auxiliary GenSets, a 2-step reduction
gearbox and the CP propeller a reversible electric machine, a frequency con-
verter and a by-pass are the key components of the system. With this many
operation modes can be achieved. When operating the system via the by-

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 417 (450)
8 MAN Diesel & Turbo

pass the normal PTO and PTI-boosting modes can be applied without any
8.11 Fuel-saving hybrid propulsion system (HyProp ECO)

losses in the transmission line to/from the main switchboard. Utilizing the fre-
quency converter is done for two different purposes. Either it is used for
starting-up the electric machine as emergency propulsion motor (PTH) in
case the main engine is off. Usually the 2nd step in the gearbox is then used.
Or the converter is of a bi-directional type and the propeller can be operated
very efficiently at combinator mode with the PTO running in parallel with the
auxiliary GenSets with a constant voltage and frequency towards the main
switchboard. In this mode the converter can also be used for diesel-electric
propulsion as variable speed drive for the propeller.
The major advantage of HyProp ECO is that costly components, like the fre-
quency converter can be designed small. A typical figure for its size is 30 %
of the installed alternator/motor power as for almost all modes, where the
converter is involved, the required power is much lower compared to a
design for pure PTO/PTI purposes. Therefore HyProp ECO combines lowest
investment with optimised performance.
8 Electric propulsion plants

2017-05-02 - 4.7

418 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9

9 Annex

9.1 Safety instructions and necessary safety measures


9.1 Safety instructions and necessary safety measures
The following list of basic safety instructions, in combination with further
engine documentation like user manual and working instructions, should
ensure a safe handling of the engine. Due to variations between specific
plants, this list does not claim to be complete and may vary with regard to
project-specific requirements.

9.1.1 General
There are risks at the interfaces of the engine, which have to be eliminated or
minimised in the context of integrating the engine into the plant system.
Responsible for this is the legal person which is responsible for the integra-
tion of the engine.
Following prerequisites need to be fulfilled:
Layout, calculation, design and execution of the plant have to be state of
the art.
All relevant classification rules, regulations and laws are considered, eval-
uated and are included in the system planning.
The project-specific requirements of MAN Diesel & Turbo regarding the
engine and its connection to the plant are implemented.
In principle, the more stringent requirements of a specific document is
applied if its relevance is given for the plant.

9.1.2 Safety equipment and measures provided by plant-side


Proper execution of the work
Generally, it is necessary to ensure that all work is properly done accord-
ing to the task trained and qualified personnel.
All tools and equipment must be provided to ensure adequate accesible
and safe execution of works in all life cycles of the plant.
Special attention must be paid to the execution of the electrical equip-
ment. By selection of suitable specialised companies and personnel, it
has to be ensured that a faulty feeding of media, electric voltage and
electric currents will be avoided.
Fire protection
A fire protection concept for the plant needs to be executed. All from
safety considerations resulting necessary measures must be implemen-
ted. The specific remaining risks, e.g. the escape of flammable media
from leaking connections, must be considered.
Generally, any ignition sources, such as smoking or open fire in the main-
tenance and protection area of the engine is prohibited.
Smoke detection systems and fire alarm systems have to be installed
2017-05-02 - 4.7

and in operation.
Electrical safety
9 Annex

Standards and legislations for electrical safety have to be followed. Suita-


ble measures must be taken to avoid electrical short circuit, lethal electric
shocks and plant specific topics as static charging of the piping through
the media flow itself.
Noise and vibration protection

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 419 (450)
9 MAN Diesel & Turbo

The noise emission of the engine must be considered early in the plan-
ning and design phase. A soundproofing or noise encapsulation could be
9.1 Safety instructions and necessary safety measures

necessary. The foundation must be suitable to withstand the engine


vibration and torque fluctuations. The engine vibration may also have an
impact on installations in the surrounding of the engine, as galleries for
maintenance next to the engine. Vibrations act on the human body and
may dependent on strength, frequency and duration harm health.
Thermal hazards
In workspaces and traffic areas hot surfaces must be isolated or cov-
ered, so that the surface temperatures comply with the limits by stand-
ards or legislations.
Composition of the ground
The ground, workspace, transport/traffic routes and storage areas have
to be designed according to the physical and chemical characteristics of
the excipients and supplies used in the plant.
Safe work for maintenance and operational staff must always be possi-
ble.
Adequate lighting
Light sources for an adequate and sufficient lighting must be provided by
plant-side. The current guidelines should be followed (100 Lux is recom-
mended, see also DIN EN 1679-1).
Working platforms/scaffolds
For work on the engine working platforms/scaffolds must be provided
and further safety precautions must be taken into consideration. Among
other things, it must be possible to work secured by safety belts. Corre-
sponding lifting points/devices have to be provided.
Setting up storage areas
Throughout the plant, suitable storage areas have to be determined for
stabling of components and tools.
It is important to ensure stability, carrying capacity and accessibility. The
quality structure of the ground has to be considered (slip resistance,
resistance against residual liquids of the stored components, considera-
tion of the transport and traffic routes).
Engine room ventilation
An effective ventilation system has to be provided in the engine room to
avoid endangering by contact or by inhalation of fluids, gases, vapours
and dusts which could have harmful, toxic, corrosive and/or acid effects.
Venting of crankcase and turbocharger
The gases/vapours originating from crankcase and turbocharger are
ignitable. It must be ensured that the gases/vapours will not be ignited by
external sources. For multi-engine plants, each engine has to be ventila-
ted separately. The engine ventilation of different engines must not be
connected.
In case of an installed suction system, it has to be ensured that it will not
be stopped until at least 20 minutes after engine shutdown.
Intake air filtering
2017-05-02 - 4.7

In case air intake is realised through piping and not by means of the tur-
bochargers intake silencer, appropriate measures for air filtering must be
9 Annex

provided. It must be ensured that particles exceeding 5 m will be


restrained by an air filtration system.

420 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9

Quality of the intake air

9.1 Safety instructions and necessary safety measures


It has to be ensured that combustible media will not be sucked in by the
engine.
Intake air quality according to the section Specification of intake air (com-
bustion air), Page 267 has to be guaranteed.
Emergency stop system
The emergency stop system requires special care during planning, reali-
sation, commissioning and testing at site to avoid dangerous operating
conditions. The assessment of the effects on other system components
caused by an emergency stop of the engine must be carried out by
plant-side.
Fail-safe 24 V power supply
Because engine control, alarm system and safety system are connected
to a 24 V power supply this part of the plant has to be designed fail-safe
to ensure a regular engine operation.
Hazards by rotating parts/shafts
Contact with rotating parts must be excluded by plant-side (e.g. free
shaft end, flywheel, coupling).
Safeguarding of the surrounding area of the flywheel
The entire area of the flywheel has to be safeguarded by plant-side.
Special care must be taken, inter alia, to prevent from: Ejection of parts,
contact with moving machine parts and falling into the flywheel area.
Securing of the engines turning gear
The turning gear has to be equipped with an optical and acoustic warn-
ing device. When the turning gear is first activated, there has to be a cer-
tain delay between the emission of the warning device's signals and the
start of the turning gear. The gear wheel of the turning gear has to be
covered. The turning gear should be equipped with a remote control,
allowing optimal positioning of the operator, overlooking the entire hazard
area (a cable of approximately 20 m length is recommended). Uninten-
tional engagement or start of the turning gear must be prevented reliably.
It has to be prescribed in the form of a working instruction that:
The turning gear has to be operated by at least two persons.
The work area must be secured against unauthorised entry.
Only trained personnel is permissible to operate the turning gear.
Securing of the starting air pipe
To secure against unintentional restarting of the engine during mainte-
nance work, a disconnection and depressurisation of the engines start-
ing air system must be possible. A lockable starting air stop valve must
be provided in the starting air pipe to the engine.
Securing of the turbocharger rotor
To secure against unintentional turning of the turbocharger rotor while
maintenance work, it must be possible to prevent draught in the exhaust
gas duct and, if necessary, to secure the rotor against rotation.
2017-05-02 - 4.7

Consideration of the blow-off zone of the crankcase covers relief valves


During crankcase explosions, the resulting hot gases will be blown out of
9 Annex

the crankcase through the relief valves. This must be considered in the
overall planning.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 421 (450)
9 MAN Diesel & Turbo

Installation of flexible connections


9.1 Safety instructions and necessary safety measures

For installation of flexible connections follow strictly the information given


in the planning and final documentation and the manufacturer manual.
Flexible connections may be sensitive to corrosive media. For cleaning
only adequate cleaning agents must be used (see manufacturer manual).
Substances containing chlorine or other halogens are generally not per-
missible.
Flexible connections have to be checked regularly and replaced after any
damage or lifetime given in manufacturer manual.
Connection of exhaust port of the turbocharger to the exhaust gas sys-
tem of the plant
The connection between the exhaust port of the turbocharger and the
exhaust gas system of the plant has to be executed gas tight and must
be equipped with a fire proof insulation.
The surface temperature of the fire insulation must not exceed 220 C.
In workspaces and traffic areas, a suitable contact protection has to be
provided whose surface temperature must not exceed 60 C.
The connection has to be equipped with compensators for longitudinal
expansion and axis displacement in consideration of the occurring vibra-
tions (the flange of the turbocharger reaches temperatures of up to
450 C).
Media systems
The stated media system pressures must be complied. It must be possi-
ble to close off each plant-side media system from the engine and to
depressurise these closed off pipings at the engine. Safety devices in
case of system overpressure must be provided.
Drainable supplies and excipients
Supply system and excipient system must be drainable and must be
secured against unintentional recommissioning (EN 1037). Sufficient ven-
tilation at the filling, emptying and ventilation points must be ensured.
The residual quantities which must be emptied have to be collected and
disposed of properly.
Spray guard has to be ensured for liquids possibly leaking from the
flanges of the plants piping system. The emerging media must be
drained off and collected safely.
Charge air blow-off piping (if applied)
The piping must be executed by plant-side and must be suitably isola-
ted. In workspaces and traffic areas, a suitable contact protection has to
be provided whose surface temperature must not exceed 60 C.
2017-05-02 - 4.7
9 Annex

422 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9

Signs

9.1 Safety instructions and necessary safety measures


Following figure shows exemplarily the risks in the area of a combus-
tion engine. This may vary slightly for the specific engine.
This warning sign has to be mounted clearly visibly at the engine as
well as at all entrances to the engine room.

Figure 171: Warning sign E11.48991-1108


Prohibited area signs.
Depending on the application, it is possible that specific operating
ranges of the engine must be prohibited.
In these cases, the signs will be delivered together with the engine,
which have to be mounted clearly visibly on places at the engine
which allow intervention of the engine operation.
Optical and acoustic warning device
Communication in the engine room may be impaired by noise. Acoustic
warning signals might not be heard. Therefore it is necessary to check
where at the plant optical warning signals (e.g. flash lamp) should be pro-
vided.
In any case, optical and acoustic warning devices are necessary while
using the turning gear and while starting/stopping the engine.
2017-05-02 - 4.7

9 Annex

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 423 (450)
9 MAN Diesel & Turbo
9.2 Programme for Factory Acceptance Test (FAT)

9.2 Programme for Factory Acceptance Test (FAT)


According to quality guide line: Q10.09053-0013
Please see overleaf!

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9 Annex

424 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9

9.2 Programme for Factory Acceptance Test (FAT)


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9 Annex

Figure 172: Shop test of 4-stroke marine diesel and dual fuel engines Part 1

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 425 (450)
9 MAN Diesel & Turbo
9.2 Programme for Factory Acceptance Test (FAT)

2017-05-02 - 4.7
9 Annex

Figure 173: Shop test of 4-stroke marine diesel and dual fuel engines Part 2

426 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9

9.3 Engine running-in


9.3 Engine running-in

Prerequisites
Engines require a running-in period in case one of the following conditions
applies:
When put into operation on site, if
after test run the pistons or bearings were dismantled for inspection
or
the engine was partially or fully dismantled for transport.
After fitting new drive train components, such as cylinder liners, pistons,
piston rings, crankshaft bearings, big-end bearings and piston pin bear-
ings.
After the fitting of used bearing shells.
After long-term low load operation (> 500 operating hours).

Supplementary information
Operating Instructions During the running-in procedure the unevenness of the piston-ring surfaces
and cylinder contact surfaces is removed. The running-in period is comple-
ted once the first piston ring perfectly seals the combustion chamber. i.e. the
first piston ring should show an evenly worn contact surface. If the engine is
subjected to higher loads, prior to having been running-in, then the hot
exhaust gases will pass between the piston rings and the contact surfaces of
the cylinder. The oil film will be destroyed in such locations. The result is
material damage (e.g. burn marks) on the contact surface of the piston rings
and the cylinder liner. Later, this may result in increased engine wear and
high lube oil consumption.
The time until the running-in procedure is completed is determined by the
properties and quality of the surfaces of the cylinder liner, the quality of the
fuel and lube oil, as well as by the load of the engine and speed. The run-
ning-in periods indicated in following figures may therefore only be regarded
as approximate values.

Operating media
The running-in period may be carried out preferably using MGO (DMA, DMZ)
or MDO (DMB).
The fuel used must meet the quality standards see section Specification for
engine supplies, Page 227 and the design of the fuel system.
For the running-in of gas four-stroke engines it is best to use the gas which is
to be used later in operation.
Dual fuel engines are run in using liquid fuel mode with the fuel intended as
the pilot fuel.
Lube oil The running-in lube oil must match the quality standards, with regard to the
2017-05-02 - 4.7

fuel quality.
9 Annex

Engine running-in
Cylinder lubrication (optional) The cylinder lubrication must be switched to "Running In" mode during com-
pletion of the running-in procedure. This is done at the control cabinet or at
the control panel (under "Manual Operation"). This ensures that the cylinder

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 427 (450)
9 MAN Diesel & Turbo

lubrication is already activated over the whole load range when the engine
9.3 Engine running-in

starts. The running-in process of the piston rings and pistons benefits from
the increased supply of oil. Cylinder lubrication must be returned to "Normal
Mode" once the running-in period has been completed.
Checks Inspections of the bearing temperature and crankcase must be conducted
during the running-in period:
The first inspection must take place after 10 minutes of operation at mini-
mum speed.
An inspection must take place after operation at full load respectively
after operational output level has been reached.
The bearing temperatures (camshaft bearings, big-end and main bearings)
must be determined in comparison with adjoining bearings. For this purpose
an electrical sensor thermometer may be used as a measuring device.
At 85 % load and at 100 % load with nominal speed, the operating data
(ignition pressures, exhaust gas temperatures, charge pressure, etc.) must
be measured and compared with the acceptance report.
Standard running-in Dependent on the application the running-in programme can be derived from
programme the figures in paragraph Diagram(s) of standard running-in, Page 429. During
the entire running-in period, the engine output has to be within the marked
output range. Critical speed ranges are thus avoided.
Running-in during Most four-stroke engines are subjected to a test run at the manufacturers
commissioning on site premises. As such, the engine has usually been run in. Nonetheless, after
installation in the final location, another running-in period is required if the pis-
tons or bearings were disassembled for inspection after the test run, or if the
engine was partially or fully disassembled for transport.
Running-in after fitting new If during revision work the cylinder liners, pistons, or piston rings are
drive train components replaced, a new running-in period is required. A running-in period is also
required if the piston rings are replaced in only one piston. The running-in
period must be conducted according to following figures or according to the
associated explanations.
The cylinder liner may be re-honed according to Work Card 050.05, if it is
not replaced. A transportable honing machine may be requested from one of
our Service and Support Locations.
Running-in after refitting When used bearing shells are reused, or when new bearing shells are instal-
used or new bearing shells led, these bearings have to be run in. The running-in period should be 3 to 5
(crankshaft, connecting rod hours under progressive loads, applied in stages. The instructions in the pre-
and piston pin bearings) ceding text segments, particularly the ones regarding the "Inspections", and
following figures must be observed.
Idling at higher speeds for long periods of operation should be avoided if at
all possible.
Running-in after low load Continuous operation in the low load range may result in substantial internal
operation pollution of the engine. Residue from fuel and lube oil combustion may cause
deposits on the top-land ring of the piston exposed to combustion, in the
piston ring channels as well as in the inlet channels. Moreover, it is possible
2017-05-02 - 4.7

that the charge air and exhaust pipes, the charge air cooler, the turbocharger
and the exhaust gas tank may be polluted with oil.
Since the piston rings have adapted themselves to the cylinder liner accord-
9 Annex

ing to the running load, increased wear resulting from quick acceleration and
possibly with other engine trouble (leaking piston rings, piston wear) should
be expected.

428 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9

Therefore, after a longer period of low load operation ( 500 hours of opera-

9.3 Engine running-in


tion) a running-in period should be performed again, depending on the
power, according to following figures.
Also for instruction see section Low load operation, Page 46.
Note:
For further information, you may contact the MAN Diesel & Turbo customer
service or the customer service of the licensee.

Diagrams of standard running-in

Figure 174: Standard running-in programme engines (constant speed)


2017-05-02 - 4.7

9 Annex

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 429 (450)
9 MAN Diesel & Turbo
9.3 Engine running-in

Figure 175: Standard running-in programme engines (variable speed)

2017-05-02 - 4.7
9 Annex

430 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9

9.4 Definitions
9.4 Definitions

Auxiliary GenSet/auxiliary generator operation


A generator is driven by the engine, hereby the engine is operated at con-
stant speed. The generator supplies the electrical power not for the main
drive, but for supply systems of the vessel.
Load profile with focus between 40 % and 80 % load. Average load: Up to
50 %.
Engines certification for compliance with the NOx limits according D2 Test
cycle. See within section Engine ratings (output) for different applications,
Page 35 if the engine is released for this kind of application and the corre-
sponding available output PApplication.
Loads beyond 100 % up to 110 % of the rated output are permissible only
for a short time to provide additional power for governing purpose only.

Blackout
The classification societies define blackout on board ships as a loss of the
main source of electrical power resulting in the main and auxiliary machinery
to be out of operation and at the same time all necessary alternative energies
(e.g. start air, battery electricity) for starting the engines are available.

Dead ship condition


The classification societies define dead ship condition as follows:
The main propulsion plant, boilers and auxiliary machinery are not in
operation due to the loss of the main source of electrical power.
In restoring propulsion, the stored energy for starting the propulsion
plant, the main source of electrical power and other essential auxiliary
machinery is assumed not to be available.
It is assumed that means are available to start the emergency generators
at all times. These are used to restore the propulsion.

Designation of engine sides


Coupling side, CS
The coupling side is the main engine output side and is the side to which
the propeller, the alternator or other working machine is coupled.
Free engine end/counter coupling side, CCS
The free engine end is the front face of the engine opposite the coupling
side.

Designation of cylinders
The cylinders are numbered in sequence, from the coupling side, 1, 2, 3 etc.
In V engines, looking on the coupling side, the left hand row of cylinders is
2017-05-02 - 4.7

designated A, and the right hand row is designated B. Accordingly, the cylin-
ders are referred to as A1-A2-A3 or B1-B2-B3, etc.
9 Annex

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 431 (450)
9 MAN Diesel & Turbo
9.4 Definitions

Figure 176: Designation of cylinders

Direction of rotation

2017-05-02 - 4.7
9 Annex

Figure 177: Designation: Direction of rotation seen from flywheel end

432 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9

Electric propulsion

9.4 Definitions
The generator being driven by the engine supplies electrical power to drive
an electric motor. The power of the electric motor is used to drive a control-
lable pitch or fixed pitch propeller, pods, thrusters, etc.
Load profile with focus between 80 % and 95 % load. Average load: Up to
85 %.
Engines certification for compliance with the NOx limits according E2 Test
cycle. See within section Engine ratings (output) for different applications,
Page 35 if the engine is released for this kind of application and the corre-
sponding available output PApplication.

GenSet
The term "GenSet" is used, if engine and electrical alternator are mounted
together on a common base frame and form a single piece of equipment.

Gross calorific value (GCV)


This value supposes that the water of combustion is entirely condensed and
that the heat contained in the water vapor is recovered.

Mechanical propulsion with controllable pitch propeller (CPP)


A propeller with adjustable blades is driven by the engine.
The CPPs pitch can be adjusted to absorb all the power that the engine is
capable of producing at nearly any rotational speed.
Load profile with focus between 80 % and 95 % load. Average load: Up to
85 %.
Engines certification for compliance with the NOx limits according E2 Test
cycle. See within section Engine ratings (output) for different applications,
Page 35 if the engine is released for this kind of application and the corre-
sponding available output PApplication.

Mechanical propulsion with fixed pitch propeller (FPP)


A fixed pitch propeller is driven by the engine. The FPP is always working
very close to the theoretical propeller curve (power input ~ n3). A higher tor-
que in comparison to the CPP even at low rotational speed is present.
Load profile with focus between 80 % and 95 % load. Average load: Up to
85 %.
Engines certification for compliance with the NOx limits according E3 Test
cycle. See within section Engine ratings (output) for different applications,
Page 35 if the engine is released for this kind of application and the corre-
sponding available output PApplication.
The mean output range of the engine is between 80 % to 95 % of its availa-
ble output and the fuel consumption is optimised at 85 % load.
2017-05-02 - 4.7

Multi-engine propulsion plant


9 Annex

In a multi-engine propulsion plant at least two or more engines are available


for propulsion.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 433 (450)
9 MAN Diesel & Turbo

Net calorific value (NCV)


9.4 Definitions

This value supposes that the products of combustion contain the water
vapor and that the heat in the water vapor is not recovered.

Offshore application
Offshore construction and offshore drilling place high requirements regarding
the engines acceleration and load application behaviour. Higher require-
ments exist also regarding the permissible engines inclination.
Due to the wide range of possible requirements such as flag state regula-
tions, fire fighting items, redundancy, inclinations and dynamic positioning
modes all project requirements need to be clarified at an early stage.

Output
ISO standard output (as specified in DIN ISO 3046-1)
Maximum continuous rating of the engine at nominal speed under
ISO conditions, provided that maintenance is carried out as specified.
Operating-standard-output (as specified in DIN ISO 3046-1)
Maximum continuous rating of the engine at nominal speed taking in
account the kind of application and the local ambient conditions, provi-
ded that maintenance is carried out as specified. For marine applications
this is stated on the type plate of the engine.
Fuel stop power (as specified in DIN ISO 3046-1)
Fuel stop power defines the maximum rating of the engine theoretical
possible, if the maximum possible fuel amount is used (blocking limit).
Rated power (in accordance to rules of Germanischer Lloyd)
Maximum possible continuous power at rated speed and at defined
ambient conditions, provided that maintenances carried out as specified.
Overload power (in accordance to rules of Germanischer Lloyd)
110 % of rated power, that can be demonstrated for marine engines for
an uninterrupted period of one hour.
Output explanation
Power of the engine at distinct speed and distinct torque.
100 % output
100 % output is equal to the rated power only at rated speed. 100 %
output of the engine can be reached at lower speed also if the torque is
increased.
Nominal output
= rated power.
MCR
Maximum continuous rating.
ECR
Economic continuous rating = output of the engine with the lowest fuel
2017-05-02 - 4.7

consumption.

Single-engine propulsion plant


9 Annex

In a single-engine propulsion plant only one single-engine is available for pro-


pulsion.

434 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9

Suction dredger application (mechanical drive of pumps)

9.4 Definitions
For direct drive of a suction dredger pump by the engine via gear box the
engine speed is directly influenced by the load on the suction pump.
The power demand of the dredge pump needs to be adapted to the operat-
ing range of the engine, particularly while start-up operation. Load profile with
focus between 80 % and 100 % load. Average load: Up to 85 %.
Engines certification for compliance with the NOx limits according C1 Test
cycle. See within section Engine ratings (output) for different applications,
Page 35 if the engine is released for this kind of application and the corre-
sponding available output PApplication.

Waterjet application
A marine propulsion system that creates a jet of water that propels the ves-
sel. The waterjet is always working close to the theoretical propeller curve
(power input ~ n3). With regard to its requirements the water jet is identical to
the mechanical propulsion with FPP.
Load profile with focus between 80 % and 95 % load. Average load: Up to
85 %.
Engines certification for compliance with the NOx limits according E3 Test
cycle. See within section Engine ratings (output) for different applications,
Page 35 if the engine is released for this kind of application and the corre-
sponding available output PApplication.

Weight definitions for SCR


Handling weight (reactor only):
This is the "net weight" of the reactor without catalysts, relevant for trans-
port, logistics, etc.
Operational weight (with catalysts):
That's the weight of the reactor in operation, that is equipped with a layer
of catalyst and the second layer empty as reserve.
Maximum weight structurally:
This is relevant for the static planning purposes maximum weight, that is
equipped with two layers catalysts.
2017-05-02 - 4.7

9 Annex

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 435 (450)
9 MAN Diesel & Turbo
9.5 Abbreviations

9.5 Abbreviations
Abbreviation Explanation
BN Base number

CCM Crankcase monitoring system

CCS Counter coupling side

CS Coupling side

ECR Economic continuous rating

EDS Engine diagnostics system

GCV Gross calorific value

GVU Gas Valve Unit

HFO Heavy fuel oil

HT CW High temperature cooling water

LT CW Low temperature cooling water

MCR Maximum continuous rating

MDO Marine diesel oil

MGO Marine gas oil

MN Methane number

NCV Net calorific value

OMD Oil mist detection

SaCoS Safety and control system

SECA Sulphur emission control area

SP Sealed plunger

STC Sequential turbocharging

TAN Total acid number

TBO Time between overhaul

TC Turbocharger

TC Temperature controller

ULSHFO Ultra low sulphur heavy fuel oil


2017-05-02 - 4.7
9 Annex

436 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9

9.6 Symbols
9.6 Symbols
Note:
The symbols shown should only be seen as examples and can differ from
the symbols in the diagrams.

Figure 178: Symbols used in functional and pipeline diagrams 1


2017-05-02 - 4.7

9 Annex

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 437 (450)
9 MAN Diesel & Turbo
9.6 Symbols

Figure 179: Symbols used in functional and pipeline diagrams 2


2017-05-02 - 4.7
9 Annex

438 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9

9.6 Symbols

Figure 180: Symbols used in functional and pipeline diagrams 3


2017-05-02 - 4.7

9 Annex

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 439 (450)
9 MAN Diesel & Turbo
9.7 Preservation, packaging, storage

Figure 181: Symbols used in functional and pipeline diagrams 4

9.7 Preservation, packaging, storage

9.7.1 General

Introduction
Engines are internally and externally treated with preservation agent before
delivery. The type of preservation and packaging must be adjusted to the
means of transport and to the type and period of storage. Improper storage
may cause severe damage to the product.

Packaging and preservation of engine


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The type of packaging depends on the requirements imposed by means of


transport and storage period, climatic and environmental effects during
9 Annex

transport and storage conditions as well as on the preservative agent used.


As standard, engines are preserved for a storage period of 12 months and
for sea transport.

440 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo 9

Note:

9.7 Preservation, packaging, storage


The packaging must be protected against damage. It must only be removed
when a follow-up preservation is required or when the packaged material is
to be used.

Preservation and packaging of assemblies and engine parts


Unless stated otherwise in the order text, the preservation and packaging of
assemblies and engine parts must be carried out such that the parts will not
be damaged during transport and that the corrosion protection remains fully
intact for a period of at least 12 months when stored in a roofed dry room.

Transport
Transport and packaging of the engine, assemblies and engine parts must
be coordinated.
After transportation, any damage to the corrosion protection and packaging
must be rectified, and/or MAN Diesel & Turbo must be notified immediately.

9.7.2 Storage location and duration

Storage location
Storage location of engine As standard, the engine is packaged and preserved for outdoor storage.
The storage location must meet the following requirements:
Engine is stored on firm and dry ground.
Packaging material does not absorb any moisture from the ground.
Engine is accessible for visual checks.

Storage location of Assemblies and engine parts must always be stored in a roofed dry room.
assemblies and engine parts The storage location must meet the following requirements:
Parts are protected against environmental effects and the elements.
The room must be well ventilated.
Parts are stored on firm and dry ground.
Packaging material does not absorb any moisture from the ground.
Parts cannot be damaged.
Parts are accessible for visual inspection.
An allocation of assemblies and engine parts to the order or requisition
must be possible at all times.
Note:
Packaging made of or including VCI paper or VCI film must not be opened or
must be closed immediately after opening.

Storage conditions
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In general the following requirements must be met:


Minimum ambient temperature: 10 C
9 Annex

Maximum ambient temperature: +60 C


Relative humidity: < 60 %
In case these conditions cannot be met, contact MAN Diesel & Turbo for
clarification.

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 441 (450)
9 MAN Diesel & Turbo

Storage period
9.8 Engine colour

The permissible storage period of 12 months must not be exceeded.


Before the maximum storage period is reached:
Check the condition of the stored engine, assemblies and parts.
Renew the preservation or install the engine or components at their
intended location.

9.7.3 Follow-up preservation when preservation period is exceeded


A follow-up preservation must be performed before the maximum storage
period has elapsed, i.e. generally after 12 months.
Request assistance by authorised personnel of MAN Diesel & Turbo.

9.7.4 Removal of corrosion protection


Packaging and corrosion protection must only be removed from the engine
immediately before commissioning the engine in its installation location.
Remove outer protective layers, any foreign body from engine or component
(VCI packs, blanking covers, etc.), check engine and components for dam-
age and corrosion, perform corrective measures, if required.
The preservation agents sprayed inside the engine do not require any special
attention. They will be washed off by engine oil during subsequent engine
operation.
Contact MAN Diesel & Turbo if you have any questions.

9.8 Engine colour


Engine standard colour according RAL colour table is RAL 7040.
Other colours on request.

2017-05-02 - 4.7
9 Annex

442 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo

Index
A B
Abbreviations 436 Balancing of masses 164
Acceleration times 57 Bearing, permissible loads 159
57 Blackout
Additions to fuel consumption 84 Definition 431
Aging (Increase of S.F.C.) 89 Blowing-off the exhaust gas
Air Waste gate 31
Consumption (Jet Assist) 358 By-pass 30
Flow rate 94 30
Flow rates 90
Starting air consumption 80 C
87 Capacities
87 Attached pumps 90
Temperature 90 Pumps 90
Air vessels Charge air
Capacities 280 Blow-off 30
Condensate amount 278 Blow-off device 30
Airborne noise 147 30
147 Blow-off noise 153
Alignment By-pass 30
Engine 197 By-pass device 30
Alternator Control of charge air tempera- 30
Reverse power protection 67 ture (CHATCO) 31
Ambient conditions causes derat- 36
31
ing
Temperature control 30
Angle of inclination 29
Approved applications 19 31
Arctic conditions 60 31
Arrangement Charge air cooler
Attached pumps 174 Condensate amount 278
Flywheel 170 278
170 Flow rates 90
Attached pumps Heat to be dissipated 90
Arrangement 174 Charge air cooler, removal of 376
Capacities 90 379
Auxiliary generator operation Clearance
Definiton 431 Propeller 400
Auxiliary GenSet Colour of the engine 442
Planning data 90 Combustion air
Auxiliary GenSet operation Flow rate 90
Definition 431 Specification 227
Auxiliary power generation 19 Common rail injection system 342
Available outputs Componentes
2017-05-02 - 4.7

Permissible frequency devia- 65 Exhaust gas system 364


tions Components of an electric propul- 402
Related reference conditions 35 sion plant
36 Composition of exhaust gas 144
Index

Compressed air
Specification 227
269

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 443 (450)
MAN Diesel & Turbo

Compressed air system 353 Dead ship condition


Condensate amount Definition 431
Air vessels 278 Required starting conditions 44
Charge air cooler 278 45
278 Definition of engine rating 34
Consumption Definitions
Control air 87 Engine start 42
Fuel 80 Derating
Fuel oil 80 As a function of water tempera- 36
Jet Assist 358 ture
Lube oil 87 Due to ambient conditions 36
Starting air 87 Due to special conditions or 36
Control air demands
Consumption 80 Design parameters 23
87 Diagram
Controllable pitch propeller Lube oil system 287
Definition 433 Diagram condensate amount 278
Operating range 72 Diesel fuel see Fuel oil 87
Cooler
Flow rates 90 E
Heat radiation 90 Earthing
Heat to be dissipated 90 Bearing insulation 69
Specification, nominal values 90 Measures 69
Temperature 90 Welding 70
Cooler dimensioning, general 299 ECR
Cooling water Definition 434
Inspecting 227 Electric operation 54
264 Electric propulsion
Specification 227 Advantages 401
257 Definition 433
Specification for cleaning 227 Efficiencies 401
Engine selection 404
264
Example of configuration 410
265 Form for plant layout 399
System description 299 Over-torque capability 408
System diagram 299 Planning data 99
307 Plant components 402
Cooling water system Low speed 312 Plant design 403
operation Switchboard and alternator 405
Crankcase vent and tank vent 298 design
Cross section, engine 21 Emissions
Cylinder Exhaust gas - IMO standard 144
Designation 431 Static torque fluctuation 165
Cylinder head, lifting off 375 Torsional vibrations 156
Cylinder liner, removal of 374 Engine
374 3D Engine viewer 382
Alignment 197
376
Colour 442
2017-05-02 - 4.7

378 Cross section 21


Definition of engine rating 34
D Description 12
Index

Damper Designation 23
Moments of inertia - Engine, fly- 161 431
wheel

444 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo

Equipment for various applica- 30 Due to after treatment 39


tons Exhaust gas system
Inclinations 29 Assemblies 364
Main dimensions 25 Components 364
27 Explanatory notes for operating 227
Moments of inertia - Damper, 161 supplies 227
flywheel;
Noise 147 F
Operation under arctic condi- 60
Factory Acceptance Test (FAT) 424
tions
Filling volumes 138
Outputs 33
Firing order 164
Overview 15
Fixed pitch propeller
Programme 11
Definition 433
Ratings 33
Flexible pipe connections
Ratings for different applications 35
Installation 272
36
274
Room layout 365
Flow rates
Running-in 427
Air 90
Single-engine propulsion plant 434
Cooler 90
(Definition)
Exhaust gas 90
Speeds 33
Lube oil 90
Speeds, Related main data 38
Water 90
Weights 25
Flow resistances 138
27 Flywheel
Engine automation Arrangement 170
Functionality 210
170
Installation requirements 217
Moments of inertia - Engine, 161
Interfaces 213
damper
Operation 209
Follow-up preservation 442
Supply and distribution 206
Foundation
System overview 199
Chocking with synthetic resin 183
Technical data 215
Conical mounting 194
Engine cooling water specifications 257
General requirements 175

Resilient seating 187
Engine equipment for various appli- 30
cations 189
Engine pipe connections and 271 Rigid seating 177
dimensions Four stroke diesel engine pro- 11
Engine ratings gramme for marine
Power, outputs, speeds 33 Frequency deviations 65
Suction dredger 435 Fuel
Excursions of the L engines 273 Consumption 80
Excursions of the V engines 273 88
Exhaust gas Dependent on ambient condi- 88
Back pressure 36 tions
Composition 144 Diagram of HFO supply system 349
Ducting 392 Diagram of HFO treatment sys- 339
Emission 144 tem
2017-05-02 - 4.7

Flow rates 90 Diagram of MDO supply system 332


Pressure 36 Diagram of MDO treatment sys- 325
Smoke emission index 144 tem
HFO treatment 335
Index

System description 363


Temperature 90 MDO supply 326
Exhaust gas noise 151 332
Exhaust gas pressure

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 445 (450)
MAN Diesel & Turbo

MDO treatment 325 IMO Marpol Regulation 87


Recalculation of consumption 88 144
Specification (HFO) 242 IMO Tier II
Specification (MDO) 240 Definition 86
Specification of gas oil (MGO) 238 Exhaust gas emission 144
Stop power, definition 434 Inclinations 29
Supply system (HFO) 340 Injection viscosity and temperature 340
Viscosity-diagram (VT) 255 after final heater heavy fuel oil
Fuel oil Installation
Consumption 80 Flexible pipe connections 272
HFO system 340 Installation drawings 366
Specification for gas oil (MGO) 227 Intake air (combustion air)
Specification 267
G Intake noise 149
Gas oil 149
Specification 227 150
238 Internal media system 139
General requirements ISO
Fixed pitch propulsion control 73 Reference conditions 34
77 Standard output 33
Propeller pitch control 73 36
General requirements for pitch con- 73 434
trol
Generator operation/electric propulsion J
Power management 66
GenSet Jet Assist
Definition 433 Air consumption 358
GenSet operation
Operating range 64 L
GenSet/electric propulsion Layout of pipes 271
Operating range 64 Lifting device 384
Grid parallel operation Lifting off
Definition 434 Cylinder head 375
Gross calorific value (GCV) Rocker arm casing 377
Definition 433 LNG Carriers 411
Load
H Low load operation 46
Heat radiation 90 Reduction 59
Heat to be dissipated 90 Load application
Heating power 303 Auxiliary GenSet 52
Heavy fuel oil (HFO) supply system 340 Change of load steps 74
Heavy fuel oil see Fuel oil 87 Cold engine (only emergency 43
HFO (fuel oil) case) 52
Diagram of supply system 349 Diesel-electric plants 43
Supply system 340 Electric propulsion 52
HFO Operation 335 General remarks 48
HFO see Fuel oil 87 Preheated engine 48
2017-05-02 - 4.7

HT-switching 46 57
Ship electrical systems 54
I Start-up time 48
Load reduction
Index

Idle speed 38
IMO certification 65 As a protective safety measure 60
Recommended 59
73
Stopping the engine 59

446 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo

Sudden load shedding 59 MGO/MDO see Lube oil 87


Low load operation 46 Minimum flow rate during preheat- 304
LT-switching 46 ing and post-cooling
Lube oil Moments of inertia 161
Consumption 87 Mounting 189
Flow rates 90 Multi-engine propulsion plant
Outlets 291 Definition 433
Specification (HFO) 233
Specification (MGO) 227 N
Specification (MGO/MDO) 229
Net calorific value (NCV)
System description 281
Definition 434
281 Noise
System diagram 281 Airborne 147
287 147
Temperature 90 Charge air blow-off 153
Lube oil filter 297 Engine 147
Lube oil service tank 294 Exhaust gas 151
Lube oil system Low-speed oper- 289 Intake 149
ation
149
M 150
Nominal output
Main dimensions 25 Definition 434
27 NOx
Marine diesel oil (MDO) supply sys- 326 IMO Tier II 144
tem for diesel engines Nozzle cooling system 317
Marine diesel oil see Fuel oil 87 318
Marine gas oil Nozzle cooling water module 317
Specification 227
Marine gas oil see Fuel oil 87 O
MARPOL Regulation 80
Offshore application
87
Definition 434
144 Oil mist detector 30
Materials
32
Piping 271
Operating
MCR
Pressures 133
Definition 434
Standard-output (definition) 434
MDO
Temperatures 133
Diagram of treatment system 325
Operating range
MDO see Fuel oil 87
CPP 72
Measuring and control devices
FPP 76
Engine-located 219
Generator operation 64
Mechanical propulsion
GenSet/electric propulsion 64
System arrangement 390
Mechanical pump drive 79
Mechanical propulsion with CPP
Operating/service temperatures 132
Definition 433
and pressures
Planning data 107
Operation
Mechanical propulsion with FPP
2017-05-02 - 4.7

Acceleration times 57
Definiton 433
Planning data 116 57
Mechanical pump drive Load application for ship electri- 54
Operating range 79 cal systems
Index

MGO (fuel oil) Load reduction 59


Specification 227 Low load 46
MGO see Fuel oil 87

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 447 (450)
MAN Diesel & Turbo

Propeller 57 Preheating module 321


71 Prelubrication 290
Running-in of engine 427 Preservation 440
Output Propeller
Available outputs, related refer- 35 Clearance 400
ence conditions General requirements for pitch 73
36
control
Definition 434
Layout data 399
Engine ratings, power, speeds 33
Operating range CPP 72
ISO Standard 33
Operation, suction dredger 72
35 (pump drive)
36 Pumps
Permissible frequency devia- 65 Arrangement of attached 174
tions pumps
Overload power Capacities 90
Definition 434 Service support for FPP 90

P R
Packaging 440 Rated power
Part load operation 46 Definition 434
Permissible frequency deviations Ratings (output) for different appli- 35
Available outputs 65 cations, engine 36
Pipe dimensioning 271 Reduction of load 59
Piping Reference conditions (ISO) 34
Materials 271 Removal
Propeller layout 399 Charge air cooler 376
Piston, removal of 374
379
375 Cylinder liner 374
377 374
Pitch control
376
General requirements 73
Planning data 378
Auxiliary GenSet 90 Piston 374
Electric propulsion 99 374
Flow rates of cooler 90 375
Heat to be dissipated 90
377
Mechanical propulsion CPP 107
Vibration damper 380
Mechanical propulsion FPP 116
Suction dredger/pumps 124 381
(mechanical drive) Removal of corrosion protection 442
Temperature 90 Reverse power protection
Position of the outlet casing of the 393 Alternator 67
turbocharger Rigid seating 177
393
Rocker arm casing, lifting off 377
Postlubrication 290
Room layout 365
Power
Running-in 427
Engine ratings, outputs, speeds 33
Power drive connection 159 S
2017-05-02 - 4.7

161
Power management 66 SaCoS one
Preheated engine Injection Unit 201
Load application 48 System overview 199
Index

Preheating SaCoSone
At starting 42 Control Unit 200
Safety
43

448 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
MAN Diesel & Turbo

Instructions 419 Standard engine ratings 33


Measures 419 Stand-by operation capability 42
Safety concept 12 43
Service tanks capacity 138 Start up and load application 48
Slow turn 30 Starting 42
32 43
43 Starting air
44 /control air consumption 87
Compressors 356
45
Consumption 80
Smoke emission index 144
Space requirement for mainte- 388 87
nance 87
Specification Jet Assist 358
Cleaning agents for cooling 227 System description 353
water 265 Vessels 356
Combustion air 227 vessels, compressors 356
Compressed air 227 Starting air system 353
Cooling water inspecting 227 Starting air vessels, compressors 356
Start-up time 49
264
Static torque fluctuation 165
Cooling water system cleaning 227
Stopping the engine 59
264 Storage 440
265 Storage location and duration 441
Diesel oil (MDO) 240 Suction dredger application
Engine cooling water 227 Definition 435
257 Suction dredger/pumps (mechanical drive)
Fuel (Gas oil, Marine gas oil) 227 Planning data 124
Fuel (HFO) 242 Sudden load shedding 59
Fuel (MDO) 240 Supply system
Fuel (MGO) 238 Blackout conditions 352
Gas oil 238 HFO 340
Heavy fuel oil 242 MDO 332
Intake air 227 Switching: HT 46
Intake air (combustion air) 267 Switching: LT 46
Lube oil (HFO) 233 Symbols
Lube oil (MGO) 227 For drawings 437
Lube oil (MGO/MDO) 229 System description
Viscosity-diagram 255 Lube oil 281
Specification for intake air (com- 267 System overview
bustion air) SaCoSone 199
Speed
Adjusting range 38 T
Droop 38 Table of ratings 33
Engine ratings 38
33
Engine ratings, power, outputs 33
Temperature
Idling 38
Air 90
Main data 38
Cooling water 90
2017-05-02 - 4.7

Mimimum engine speed 38


Exhaust gas 90
Speeds
Lube oil 90
Clutch activation 38
Temperature control
Idling 38
Charge air 30
Index

Mimimum engine speed 38


Splash oil monitoring 30 31
Media 213
32

MAN 32/44CR IMO Tier II, Project Guide Marine, EN 449 (450)
MAN Diesel & Turbo

Time limits for low load operation 46 Flow rates 90


Torsional vibration 156 Specification for engine cooling 227
Turbocharger assignments 24 water 257
Two-stage charge air cooler 30 Water systems
31 Cooling water collecting and 310
Type of engine start 42 supply system
Engine cooling 299
U 307
Unloading the engine 59 Miscellaneous items 313
Nozzle cooling 317
V Turbine washing device 316
Waterjet application
Variable Valve Timing (VVT) 30 Definition 435
32 Weights
Venting Engine 25
Crankcase, turbocharger 143 27
Vibration damper, removal of 380 Lifting device 384
381 Welding
Vibration, torsional 156 Earthing 70
Viscosity-temperature-diagram 255 Windmilling protection 74
78
W
Works test 424
Waste gate 31
Water

2017-05-02 - 4.7
Index

450 (450) MAN 32/44CR IMO Tier II, Project Guide Marine, EN
All data provided in this document is non-binding. This data serves informational

Four-stroke diesel engines compliant with IMO Tier II


Project Guide Marine
MAN 32/44CR
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. CopyrightMAN Diesel & Turbo.
D2366456EN-N1 Printed in Germany GGKMD-AUG-07160.5

MAN Diesel & Turbo


86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
marineengines-de@mandieselturbo.com
www.mandieselturbo.com

MAN 32/44CR
Project Guide Marine
Four-stroke diesel engines compliant with
MAN Diesel & Turbo IMO Tier II

MAN Diesel & Turbo a member of the MAN Group

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