32-44cr Imo Tier II - Marine

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L+V32/44CR
Project Guide Marine
Four-stroke diesel engines
compliant with IMO Tier II
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MAN Diesel & Turbo
86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
marineengines-de@mandieselturbo.com
www.mandieselturbo.com
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falzen falzen
falzen falzen
10-056_PPG_L+V3244CR_Marine_IMO_TII.indd U4 05.05.2010 11:10:46
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L+v32/44CR
Project Guide - Marine
compliant with lMO Tier ll
Status version Checked Date Checked Date
04.2010 1.1 Franz 2010-04-16 Utjesinovic 2010-04-16
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All data provided in this document is non-binding. This data serves informational purposes only and
is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This will depend on the
particular characteristics of each individual project, especially specific site and operational condi-
tions.
lf this document is delivered in another language than English and doubts arise concerning the
translation, the English text shall prevail.
For latest updates on Project Guides, visit our website www.mandieselturbo.com:
"Marine Engines & Systems > Medium speed > Project Guides".
MAN Diesel & Turbo
Phone +49 821 322-0
Fax +49 821 322-3382
MAN Diesel & Turbo
Reproduction permitted provided source is given.

32/44CR Table of contents - 1
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Table of contents
1 lntroduction........................................................................ 1 - 1
1.1 Engine description 32/44CR lMO Tier ll .............................................................. 1 - 3
1.2 Marine plants by MAN Diesel & Turbo................................................................. 1 - 5
1.2.1 Four stroke diesel engine programme for marine applications compliant with
lMO Tier ll, propulsion application....................................................................... 1 - 5
1.2.2 Typical marine plants and engine arrangements................................................. 1 - 7
2 Engine and operation ......................................................... 2 - 1
2.1 Engine characteristic data ................................................................................... 2 - 3
2.1.1 Engine design ...................................................................................................... 2 - 3
2.1.1.1 Engine cross section ........................................................................... 2 - 3
2.1.1.2 Engine designations; Design parameters ........................................... 2 - 5
2.1.2 Dimensions, weights, inclination and views ........................................................ 2 - 7
2.1.3 Additional engine equipment for various applications ...................................... 2 - 11
2.1.4 Power, outputs, speeds..................................................................................... 2 - 13
2.1.4.1 Engine ratings ................................................................................... 2 - 13
2.1.4.2 Available outputs .............................................................................. 2 - 14
2.1.4.3 Speeds/main data ............................................................................ 2 - 17
2.1.4.4 Speed adjusting range ...................................................................... 2 - 19
2.1.5 Explanatory notes for operating supplies.......................................................... 2 - 21
2.1.5.1 lntake air .......................................................................................... 2 - 21
2.1.5.2 Fuel .................................................................................................. 2 - 21
2.1.5.3 Engine cooling water ....................................................................... 2 - 22
2.1.5.4 Lubricating oil .................................................................................. 2 - 22
2.1.6 Propeller operation, suction dredger (pump drivej ............................................ 2 - 23
2.1.6.1 Operating range for controllable-pitch propeller .............................. 2 - 23
2.1.6.2 General requirements for propeller pitch control .............................. 2 - 25
2.1.6.3 Operating range for fixed-pitch propeller ......................................... 2 - 29
2.1.6.4 Operating range for pump drive ....................................................... 2 - 31
2.1.6.5 Acceleration times ............................................................................ 2 - 33
2.1.7 Diesel-electric operation.................................................................................... 2 - 37
2.1.7.1 Starting conditions and load application for diesel-electric plants .. 2 - 37
2.1.7.2 Emergency operation ........................................................................ 2 - 41
2.1.7.3 Low load operation ........................................................................... 2 - 43
2.1.7.4 Load application for ship electrical systems .................................... 2 - 45
2.1.7.5 Diesel-electric operation of vessels - failure of one engine .............. 2 - 49
2.1.7.6 Available outputs dependent on frequency deviations .................... 2 - 52
2.1.7.7 Load reduction .................................................................................. 2 - 53
2.1.7.8 Generator - reverse power protection .............................................. 2 - 55
2.1.7.9 Earthing of diesel engines and bearing insulation on generators ..... 2 - 57

Table of contents - 2 32/44CR
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2.1.8 Engine operation under arctic conditions.......................................................... 2 - 59
2.1.9 Fuel oil consumption; lube oil consumption...................................................... 2 - 61
2.1.9.1 Fuel oil consumption for emission standard: lMO Tier ll .................. 2 - 61
2.1.9.2 Lube oil consumption ....................................................................... 2 - 62
2.1.9.3 Calculation of fuel consumption at site ............................................ 2 - 63
2.1.9.4 Aging ................................................................................................. 2 - 64
2.1.10 Planning data for emission standard lMO Tier ll .............................................. 2 - 65
2.1.10.1 Nominal values for cooler specification -
L32/44CR for emission standard lMO Tier ll .................................... 2 - 65
2.1.10.2 Temperature basis, nominal air and exhaust gas data -
L32/44CR for emission standard lMO Tier ll .................................... 2 - 66
v32/44CR for emission standard lMO Tier ll .................................... 2 - 67
v32/44CR for emission standard lMO Tier ll .................................... 2 - 68
2.1.10.5 Load specific values at tropical conditions -
L/v32/44CR for emissions standard lMO Tier ll .............................. 2 - 69
2.1.10.6 Load specific values at lSO-conditions -
L/v32/44CR for emission standard lMO Tier ll ................................ 2 - 70
2.1.10.7 Filling volumes and flow resistances ............................................... 2 - 71
2.1.10.8 Operating/service temperatures and pressures ............................... 2 - 72
2.1.11 Emissions........................................................................................................... 2 - 75
2.1.11.1 Exhaust gas emission ....................................................................... 2 - 75
2.1.11.2 Torsional vibrations ........................................................................... 2 - 77
2.1.11.3 Engine noise/intake noise/exhaust gas noise ................................... 2 - 81
2.1.12 Requirement for power drive connection (staticj............................................... 2 - 87
2.1.13 Requirements for power drive connection (dynamicj ........................................ 2 - 89
2.1.13.1 Moments of inertia, flywheels ........................................................... 2 - 89
2.1.13.2 Balancing of masses ......................................................................... 2 - 91
2.1.13.3 Static torque fluctuation ................................................................... 2 - 93
2.1.14 Power transmission ........................................................................................... 2 - 97
2.1.14.1 Flywheel arrangement ...................................................................... 2 - 97
2.1.15 Arrangement of attached pumps..................................................................... 2 - 101
2.1.16 Foundation....................................................................................................... 2 - 103
2.1.16.1 General requirements for engine foundation .................................. 2 - 103
2.1.16.2 Rigid seating ................................................................................... 2 - 105
2.1.16.3 Chocking with synthetic resin ......................................................... 2 - 111
2.1.16.4 Resilient seating .............................................................................. 2 - 115
2.1.16.5 Recommended configuration of foundation ................................... 2 - 117

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2.2 Engine automation ........................................................................................ 2 - 125
2.2.1 SaCoSone system overview............................................................................ 2 - 125
2.2.2 Power Supply and Distribution........................................................................ 2 - 131
2.2.3 Operation......................................................................................................... 2 - 133
2.2.4 Functionality .................................................................................................... 2 - 135
2.2.5 lnterfaces......................................................................................................... 2 - 139
2.2.6 Technical Data................................................................................................. 2 - 141
2.2.7 lnstallation requirements ................................................................................. 2 - 143
2.2.8 Engine-located measuring and control devices .............................................. 2 - 145
3 Quality requirements of operating supplies ....................... 3 - 1
3.1 Quality of lubricating oil (SAE 40j for operation with marine gas oil,
diesel oil (MGO/MDOj .......................................................................................... 3 - 3
3.2 Quality of lubricating oils (SAE40j for heavy fuel oil
operation (HFOj .................................................................................................... 3 - 7
3.3 Quality of engine cooling water ......................................................................... 3 - 13
3.4 Cooling water inspecting ................................................................................... 3 - 21
3.5 Cooling water system cleaning ......................................................................... 3 - 23
3.6 Quality of gas oil/marine gas oil (MGOj ............................................................. 3 - 25
3.7 Quality of Marine Diesel Oils (MDOj................................................................... 3 - 27
3.8 Quality of Heavy Fuel Oils (HFOj........................................................................ 3 - 29
3.9 viscosity-Temperature (vTj diagram of heavy fuel oil........................................ 3 - 41
3.10 Quality of intake air (combustion airj ................................................................. 3 - 43
4 Diesel-electric propulsion plants........................................ 4 - 1
4.1 General................................................................................................................. 4 - 3
4.2 Diesel-electric propulsion plant layout data......................................................... 4 - 5
4.3 Generator protection and synchronization .......................................................... 4 - 7
4.4 Power management system ................................................................................ 4 - 8
4.5 Typical diesel-electric propulsion plants.............................................................. 4 - 9
4.6 Arrangement of diesel-electric propulsion plants .............................................. 4 - 11

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5 Propulsion train .................................................................. 5 - 1
5.1 Propulsion packages ........................................................................................... 5 - 3
5.1.1 General ................................................................................................................ 5 - 3
5.1.2 Propeller layout data............................................................................................ 5 - 5
5.1.3 Propeller clearance.............................................................................................. 5 - 7
6 Engine related service systems.......................................... 6 - 1
6.1 Basic principles for pipe selection....................................................................... 6 - 3
6.1.1 Pipe dimensioning ............................................................................................... 6 - 3
6.1.2 lnstallation of flexible pipe connections for resiliently mounted engines ............ 6 - 5
6.1.3 Condensate amount ............................................................................................ 6 - 9
6.2 Lube oil system.................................................................................................. 6 - 15
6.2.1 Lube oil system description............................................................................... 6 - 15
6.2.2 Prelubrication / postlubrication ......................................................................... 6 - 29
6.2.3 Lube oil outlets - general................................................................................... 6 - 31
6.2.4 Lube oil service tank.......................................................................................... 6 - 33
6.2.5 Pressure control valve ....................................................................................... 6 - 37
6.2.6 Crankcase vent and tank vent ........................................................................... 6 - 39
6.3 Water systems ................................................................................................... 6 - 41
6.3.1 Cooling water system........................................................................................ 6 - 41
6.3.1.1 LT cooling water system .................................................................. 6 - 41
6.3.1.2 HT Cooling water circuit .................................................................. 6 - 43
6.3.1.3 Cooling water collecting and supply system ................................... 6 - 46
6.3.1.4 Miscellaneous items ........................................................................ 6 - 46
6.3.2 Cooling water diagrams..................................................................................... 6 - 49
6.3.2.1 Cleaning of charge air cooler (inside enginej by a ultrasonic device 6 - 55
6.3.2.2 Turbine washing device, HFO-operation .......................................... 6 - 57
6.3.3 Nozzle cooling system and diagram.................................................................. 6 - 59
6.3.4 Nozzle cooling water module ............................................................................ 6 - 63
6.4 Fuel oil system................................................................................................... 6 - 65
6.4.1 Marine Diesel Oil (MDOj treatment system ....................................................... 6 - 65
6.4.2 Marine Diesel Oil (MDOj supply system for diesel engines............................... 6 - 67
6.4.3 Heavy fuel oil (HFOj treatment system.............................................................. 6 - 71
6.4.4 Heavy fuel oil (HFOj supply system................................................................... 6 - 75
6.4.5 Heavy fuel oil (HFOj supply system - twin engine plant.................................... 6 - 87
6.5 Compressed air system..................................................................................... 6 - 91
6.5.1 Starting air system............................................................................................. 6 - 91
6.5.2 Starting air vessels, compressors ..................................................................... 6 - 97
6.5.3 Jet assist.......................................................................................................... 6 - 101

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6.6 Engine room ventilation and combustion air ................................................... 6 - 103
6.7 Exhaust gas system......................................................................................... 6 - 105
6.7.1 General information ......................................................................................... 6 - 105
6.7.2 Components and assemblies.......................................................................... 6 - 107
7 Auxiliary modules and system components....................... 7 - 1
7.1 Auxiliary modules................................................................................................. 7 - 3
7.1.1 Nozzle cooling water module .............................................................................. 7 - 3
7.1.2 Preheating module............................................................................................... 7 - 4
7.2 System components............................................................................................ 7 - 5
7.2.1 Lube oil automatic filter ....................................................................................... 7 - 5
7.2.2 Lube oil double filter ............................................................................................ 7 - 6
8 Engine room planning ........................................................ 8 - 1
8.1 lnstallation and arrangement ............................................................................... 8 - 3
8.1.1 General details..................................................................................................... 8 - 3
8.1.2 lnstallation drawings............................................................................................ 8 - 5
8.1.3 Removal dimensions of piston and cylinder liner .............................................. 8 - 13
8.1.4 Comparison of engine arrangements ................................................................ 8 - 23
8.1.5 Lifting appliance ................................................................................................ 8 - 27
8.1.6 Request space for maintenance........................................................................ 8 - 31
8.1.7 Major spare parts............................................................................................... 8 - 33
8.1.8 Example: propulsion system arrangement ........................................................ 8 - 37
8.2 Exhaust gas ducting .......................................................................................... 8 - 39
8.2.1 Example: ducting arrangement ......................................................................... 8 - 39
8.2.2 Position of the outlet casing of the turbocharger .............................................. 8 - 41
9 Annex ................................................................................. 9 - 1
9.1 Programme for Factory Acceptance Test (FATj of four-stroke marine engines .. 9 - 3
9.2 Engine running-in................................................................................................. 9 - 5
9.3 Exhaust gas components of medium speed four-stroke diesel engines............. 9 - 9
9.4 Definitions .......................................................................................................... 9 - 11
9.5 Output ................................................................................................................ 9 - 13
9.6 Symbols ............................................................................................................. 9 - 15

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9.7 Engine preservation ........................................................................................... 9 - 19
9.8 Engine colour ..................................................................................................... 9 - 21
9.8.1 RAL colour group 1 (standard colourj ............................................................... 9 - 21
9.8.2 RAL colour group 2 (special requestj ................................................................ 9 - 23
9.8.3 RAL colour group 3 (special lacqueringj............................................................ 9 - 25
9.9 Form - diesel-electric propulsion plant layout data........................................... 9 - 27
lndex......................................................................................... l
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1 lntroduction
Page 1 - 2
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lntroduction
1.1 Engine description 32/44CR lMO Tier ll
H-AJ 32/44CR Page 1 - 3
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General
With the 32/44CR (Common Railj,
MAN Diesel & Turbo is embarking on a new era
in modern diesel engine design. Based on the
thousandfold well-proven 32/40 engine, the 32/
44CR was developed for use as a propulsion
and auxiliary engine in ships, stationary applica-
tions and for offshore industry. By the use of
electronic injection, future emissions standards
can be fulfilled at low fuel consumption, high
specific power output and high availability. The
32/44CR thereby sets the new standard in this
engine class.
Fuels
The common rail injection system of the 32/
44CR was designed for operation with heavy
fuel oil (HFOj in accordance with specification
DlN lSO 8217 (viscosities up to 700 cSt at
50 Cj and fuel temperatures up to 150 C. The
fuel oil system is designed to allow the engine to
be started and stopped with HFO. Special atten-
tion was directed during development on the re-
liable functionality of all components during
operation with all approved fuel qualities.
lnjection
The patented common rail injection system from
MAN Diesel & Turbo is based on the following
principle: High pressure pumps compress the
fuel to the required pressure and deliver it to the
inline accumulator units (common railj. At the
accumulator units are connections for the injec-
tion valves and also the components for fuel dis-
tribution and injection control. The common rail
system achieves its high level of flexibility by
consistent separation of pressure generation
and injection control.
Features and advantages
As a matter of principle, MAN Diesel & Turbo
has kept the basic concept of its common rail
technology as simple as possible and has inte-
grated technically proven components into the
design. For example, in keeping with this philos-
ophy, the design does not use a separate servo
circuit for activating the injection valve. Less
maintenance is one of the benefits as well as ex-
tremely quick and accurate reaction times of the
injection system. The electronically controlled
injection valves are on the rail outside the cylin-
der head, resulting in greater system reliability
and very easy maintainability. Also, integrated
into the CR technology are well-proven compo-
nents with long service experience, such as
conventional injection nozzles. With the 32/
44CR it has been possible to combine conflict-
ing development specifications like high power
density with low wear" and low emissions with
low wear" in a revolutionary way. The engine
represents the latest technology in the area of
medium speed operated industrial sized diesel
engines. Engine technology that is ready for the
future.
Electronics
The 32/44CR is equipped with the latest gener-
ation of proven MAN Diesel & Turbo engine
management system. For the first time, Sa-
CoS
one
combines all functions of modern engine
management into one complete system.
Through integration on the engine, it forms one
unit with the drive assembly.
SaCoS
one
offers:
lntegrated self-diagnosis functions
Maximum reliability and availability
Simple use and diagnosis
Quick exchange of modules (plug inj
Trouble-free and time-saving commissioning
Safety concept
The common rail system comprises an intelli-
gent designed safety concept:
All high pressure pipes are screened or have
a double wall design.
Flow limiting valves at each cylinder prevent
uncontrolled injection.
lntroduction
Page 1 - 4 32/44CR H-AJ
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Redundant high pressure pumps guarantee
continued engine operation even in the event
of high pressure pump malfunction.
Twin type pressure sensors and speed sen-
sors assure that the engine stays operational
even in the event of failure of one of these el-
ements. ln case of single engine plants the
Electronic Control Units (ECUsj are in double
type as well.
NO
x
reduction measures L+v32/44CR
Rl - Retarded lnjection
Retarded injection timing delays combustion
heat release and thus lowers combustion cham-
ber temperature peaks.
New piston for increased compression ratio
The use of a new piston provides a higher com-
pression ratio and gives a faster reduction in
temperature after the ignition of the fuel, thus re-
ducing NO
x
formation. The increase in compres-
sion ratio also compensates the reduction in
firing temperature due to retarded injection and
hence the associated increase in SFOC.
variable valve Timing (vvTj
variable valve timing enables variations in the
opening and closing of the inlet and exhaust
valves. lt can be used to compensate the in-
crease in SFOC associated with lower NO
x
emissions.
vvT is an enabling technology of variable Miller
valve timing. A strong Miller effect under high
load operation results in an improvement in the
NO
x
-SFOC trade-off.
At low load the Miller valve timings are reduced
to attain higher combustion temperatures and
thus lower soot emissions.
Miller valve timing
To reduce the temperature peaks which promote
the formation of NO
x
, early closure of the inlet
valve causes the charge air to expand and cool
before start of compression. The resulting re-
duction in combustion temperature reduces NO
x
emissions.
High pressure ratio turbocharger
The use of MAN Diesel & Turbo turbochargers
equipped with the latest high efficiency com-
pressor wheels alleviate the NO
x
-SFOC trade
off. The higher pressure ratio increases the effi-
ciency of the engine and thus compensates the
increase in SFOC normally associated with low-
er NO
x
emissions.
The higher pressure ratio also increases the
scope for Miller valve timing.
Common rail injection
The 32/44 common rail injection system uses
the latest MAN Diesel & Turbo common rail
technology which allows flexible setting of injec-
tion timing, duration and pressure for each cylin-
der. This flexibility allows the fuel consumption
and emissions of the 32/44CR to be optimised
at any point on its operating profile.
lntroduction
1.2 Marine plants by MAN Diesel & Turbo
B-BA Page 1 - 5
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1.2.1 Four stroke diesel engine programme for marine applications com-
pliant with lMO Tier ll, propulsion application
Figure 1-1 MAN Diesel & Turbo engine programme
lntroduction
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lntroduction
1.2.2 Typical marine plants and engine arrangements
H-AG 32/44CR Page 1 - 7
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Figure 1-2 Cruising vessel
lntroduction
Page 1 - 8 32/44CR H-AG
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Figure 1-3 Heavy lift cargo vessel
lntroduction
H-AG 32/44CR Page 1 - 9
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Figure 1-4 Fishing vessel
lntroduction
Page 1 - 10 32/44CR H-AG
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Page 2 - 1
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2 Engine and operation
Page 2 - 2
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Engine and operation
2.1.1 Engine design
H-AJ 32/44CR Page 2 - 3
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2.1 Engine characteristic data
2.1.1 Engine design
2.1.1.1 Engine cross section
Figure 2-1 Cross section - engine L32/44CR; view on counter coupling side
2.1.1 Engine design
Page 2 - 4 32/44CR H-AJ
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Figure 2-2 Cross section - engine v32/44CR
2.1.1 Engine design
B-AJ 32/44CR Page 2 - 5
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2.1.1.2 Engine designations; Design parameters
Engine L+v32/44CR
Example to declare engine designations

18v32/44CR
Piston stroke [cm|
Cylinder bore [cm|
v= vee engine, L= in-line engine
Cylinder number
Design index
Parameter Abbreviations Unit
Number of cylinders 6, 7, 8, 9, 10
12, 14, 16, 18, 20
-
ln-line engine L
vee engine v
Cylinder bore 32
cm
Piston stroke 44
Table 2-1 Designations engine 32/44CR
Parameter value Unit
Cylinder bore 320
mm
Piston stroke 440
Displacement per cyl.: 35.4 dm
3
Compression ratio 560 kW/cyl. marine plants 16.3 -
Distance between cylinder centres L = 530
mm
Distance between cylinder centres v = 630
vee engine, vee angle 45
Crankshaft diameter at journal, in-line engine L = 290
mm Crankshaft diameter at journal, vee engine v = 320
Crankshaft diameter at crank pin 290
Table 2-2 Design parameters engine 32/44CR
2.1.1 Engine design
Page 2 - 6 32/44CR B-AJ
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2.1.2 Dimensions, weights, inclination and views
B-BA 32/44CR Page 2 - 7
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Engine L32/44CR
Figure 2-3 Main dimensions - engine L32/44CR
Engine
L L1 W H Weight without flywheel
1j
mm t
6L32/44CR 6,312 5,265 2,174 4,163 39.5
7L32/44CR 6,924 5,877
2,359 4,369
44.5
8L32/44CR 7,454 6,407 49.5
9L32/44CR 7,984 6,937 53.5
10L32/44CR 8,603 7,556 58.0
1j
lncluding built-on lube oil automatic filter, fuel oil filter and electronic equipment.
The dimensions and weights are given for guidance only. For fly wheel data see "Chapter 2.1.13 Requirements for
power drive connection (dynamicj, page 2-89".
Table 2-3 Main dimensions and weights - engine L32/44CR
Page 2 - 8 32/44CR B-BA
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Engine v32/44CR
Figure 2-4 Main dimensions and weights v32/44CR
Engine
L L1 W H Weight without flywheel
1j
mm t
12v32/44CR 7,195 5,795
3,100
4,039 70
14v32/44CR 7,970 6,425
4,262
79
16v32/44CR 8,600 7,055 87
18v32/44CR 9,230 7,685 96
20v32/44CR 9,860 8,315 104
1j
lncluding built-on lube oil automatic filter, fuel oil filter and electronic equipment.
The dimensions and weights are given for guidance only. For fly wheel data see "Chapter 2.1.13 Requirements for
power drive connection (dynamicj, page 2-89".
Table 2-4 Main dimensions and weights - engine v32/44CR
B-BA 32/44CR Page 2 - 9
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Engine inclination
Figure 2-5 Angle of inclination
Note!
For higher requirements contact
MAN Diesel & Turbo. Arrange engines always
lengthwise of the ship!
o Athwartships
| Fore and aft
E
D
D
E
Max. permissible angle of inclination [|
1j
Application Athwartships o Fore and aft |
Heel to each
side (staticj
Rolling to each
side (dynamicj
Trim (staticj
2j
Pitching
(dynamicj
L < 100 m L > 100 m
Main engines 15 22.5 5 500/L 7.5
1j
Athwartships and fore and aft inclinations may occur simultaneously.
2j
Depending on length L of the ship.
Table 2-5 lnclinations - L+v32/44CR
Page 2 - 10 32/44CR B-BA
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2.1.3 Additional engine equipment for various applications
B-BA 32/44CR Page 2 - 11
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Device/measure Application
Ship
Stationary
engines
Propeller
Auxiliary
engines
Diesel-
mechanical
Diesel-
electrical
Charge air blow off for
firing pressure limitation
Full load Order-related, if the intake air s 5 C
Charge air blow off for firing
pressure limitation and exhaust
gas temperature control
Load > approx.
25%
Order-related, for plants with catalyst converter
Charge air by-pass Partial load X - - -
Two-stage charge air cooler Partial load X X X X
Charge air preheating by LT
shut off
Partial load - - - -
CHATCO (Charge air tempera-
ture controlj
Avoidance of
condensate in
the charge air
pipe
X X X X
Jet assist (acceleration of the
turbochargerj
Manoeuvring,
loading
O (X
1j
j X X O (X
1j
j
Slow turn Before engine
start
O X O (X
2j
j O (X
2j
j
Oil mist detector Protection of
eng. Compo-
nents
O O O O
Splash oil monitoring Protection of
eng. Compo-
nents
X X X X
Main bearing temperature
monitoring
Protection of
eng. Compo-
nents
X X X X
Attached HT cooling water
pump
Media supply O O O O
Attached LT cooling water
pump
Media supply O O O O
Attached lubrication oil pump Media supply O O O O
1j
Required if special demands exist regarding fast acceleration and fast load application without increased soot emis-
sion.
2j
Required for plants with power managment system demanding automatic engine start.
X = required, O = optional, - not designed.
Table 2-6 Additional engine equipment
Page 2 - 12 32/44CR B-BA
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2.1.4 Power, outputs, speeds
B-BA 32/44CR Page 2 - 13
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Engine L+v32/44CR
2.1.4.1 Engine ratings
P
lSO, standard
: lSO-standard-output (as specified in DlN lSO 3046-1j for emission standard: lMO Tier ll
Definition of engine rating
General definition of diesel engine rating
(according to lSO 15550: 2002; lSO 3046-1:
2002j
Engine type
No. of cylinders
720 rpm
1j
750 rpm
720 rpm
Available turning
direction
2j
750 rpm
Available turning
direction
2j
kW hp
3j
CW CCW kW hp
3j
CW CCW
6L32/44CR 6 3,360 4,505
Yes Yes
3,360 4,505
Yes Yes
7L32/44CR 7 3,920 5,255 3,920 5,255
8L32/44CR 8 4,480 6,005 4,480 6,005
9L32/44CR 9 5,040 6,755 5,040 6,755
10L32/44CR 10 5,600 7,505 5,600 7,505
12v32/44CR 12 6,720 9,110
Yes
Yes 6,720 9,010
Yes
Yes
14v32/44CR 14 7,840 10,510 Yes 7,840 10,510 Yes
16v32/44CR 16 8,960 12,015 Yes 8,960 12,015 Yes
18v32/44CR 18 10,080 13,515 Yes 10,080 13,515 Yes
20v32/44CR 20 11,200 15,015 No 11,200 15,015 No
Power take-off on engine free end up to 100 % of rated output.
1j
Speed 720 rpm available for generator drive only.
2j
CW clockwise; CCW counter clockwise.
3j
1kW=1.341hp
Table 2-7 Engine ratings for emission standard: lMO Tier ll
Reference conditions:
lSO 3046-1: 2002; lSO 15550: 2002
Air temperature T
r
K / C 298 / 25
Air pressure p
r
kPa 100
Relative humidity ur % 30
Cooling water temperature
upstream charge air cooler t
cr
K / C 298 / 25
Table 2-8 Standard reference conditions
Page 2 - 14 32/44CR B-BA
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2.1.4.2 Available outputs
P
Application, lSO
: Available output under lSO-conditions dependent on application
Kind of application

P

A
p
p
l
i
c
a
t
i
o
n
A
v
a
i
l
a
b
l
e

o
u
t
p
u
t

i
n

p
e
r
c
e
n
t
a
g
e

f
r
o
m

l
S
O
-
s
t
a
n
d
a
r
d
-
o
u
t
p
u
t

F
u
e
l

s
t
o
p

p
o
w
e
r

(
b
l
o
c
k
i
n
g
j

M
a
x
.

a
l
l
o
w
e
d

s
p
e
e
d

r
e
d
u
c
t
i
o
n

a
t

m
a
x
i
m
u
m

t
o
r
q
u
e
1
j
T
r
o
p
i
c

c
o
n
d
i
t
i
o
n
s

(
t
r
/
t
c
r
/
p
r
=
1
0
0
k
P
a
j
N
o
t
e
s
O
p
t
i
o
n
a
l

p
o
w
e
r

t
a
k
e
-
o
f
f

a
v
a
i
l
a
b
l
e
?

/

p
e
r
c
e
n
t
a
g
e

o
f

P
O
p
e
r
a
t
i
n
g

% % % C - -
Electricity generation
Auxiliary engines in ships 100 110 - 45/38
2j 3j
-
Marine main engines (with mechanical or diesel-electric drivej
Main drive generator 100 110 - 45/38
2j 3j
- Main drive with controllable pitch propeller
4j
100 100 - 45/38
5j
Main drive with fixed-pitch propeller
4j
90 90 10 45/38
5) 6j
Suction dredger/pumps (mechanical drivej
Main drive for suction dredger/pumps for
engines 6-10L32/44CR
4j
90 90 20 45/38
6j
Yes/ up to
100 %
Main drive for suction dredger/pumps for
engines 12-18v32/44CR
(not 20v32/44CRj
4j
90 90 20 45/38
6j
Yes/ up to
100%,
only at
nominal
speed
1j
Maximum torque given by available output and nominal speed.
2j
According to DlN lSO 8528-1 load > 100 % of the rated engine output is permissible only for a short time to provide
additional engine power for governing purpose only (e.g. transient load conditions and suddenly applied loadj. This
additional power shall not be used for the supply of electrical consumers.
3j
12-20v32/44CR - GenSets with flexible coupling only.
4j
Only applicable with nominal speed of 750 rpm.
5j
According to DlN lSO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines
listed in the column P
Application
.
6j
Special turbocharger matching required - additional fuel consumption necessary.
t
r
Air temperature at compressor inlet of turbocharger.
t
cr
Cooling water temperature before charge air cooler.
p
r
Barometric pressure.
Table 2-9 Available outputs/related reference conditions L/v32/44CR Tier ll
B-BA 32/44CR Page 2 - 15
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P
Operating
: Available output under local conditions and dependent on application
Dependent on local conditions or special appli-
cation demands a further load reduction of
P
Application, lSO
might be needed.
1. No de-rating due to ambient conditions is needed as long as following conditions are not ex-
ceeded:
2. De-rating due to ambient conditions and negative intake pressure before compressor or ex-
haust gas back pressure after turbocharger
a Correction factor for ambient conditions
T
x
Air temperature before turbocharger [K| being considered (T
x
= 273 + t
x
j
U lncreased negative intake pressure before compressor leeds to an de-rating, calculated as
increased air temperature before turbocharger
N
o

d
e
-
r
a
t
i
n
g

u
p

t
o

s
t
a
t
e
d

R
e
f
e
r
e
n
c
e

c
o
n
d
i
t
i
o
n
s

(
T
r
o
p
i
c
j
S
p
e
c
i
a
l

c
a
l
c
u
l
a
t
i
o
n

n
e
e
d
e
d

i
f
f
o
l
l
o
w
i
n
g

v
a
l
u
e
s

a
r
e

e
x
c
e
e
d
e
d
Air temperature before turbocharger T
x
s 318 K (45 Cj 333 K (60 Cj
Ambient pressure > 100 kPa (1 barj 90 kPa
Cooling water temperature inlet charge air cooler (LT stagej s 311 K (38 Cj 316 K (43 Cj
lntake pressure before compressor > -20 mbar
1j
-40 mbar
1j
Exhaust gas back pressure after turbocharger s 30 mbar
1j
60 mbar
1j
1j
Overpressure.
Table 2-10 De-rating - Limits of ambient conditions
a
318
T
x
U O + +
----------------------------
\ .
| |
=
311
T
cx
----------
\ .
| |
1 2 ,
1 09 0 09 , , with a 1 s
P
Operati ng
P
Application, lSO
a =
U 20mbar p
Air before compressor
[mbar] ( ) 0 25K/mbar , = with U 0 >
Page 2 - 16 32/44CR B-BA
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O lncreased exhaust gas back pressure after turbocharger leads to a de-rating, calculated as
increased air temperature before turbocharger:
T
cx
Cooling water temperature inlet charge air cooler (LT stagej [K| being considered
(T
cx
= 273 + t
cx
j
T Temperature in Kelvin [K|
t Temperature in degree Celsius [C|
3. De-rating due to special conditions or demands. Please contact MAN Diesel & Turbo, if:
limits of ambient conditions mentioned in
"Table 2-10 De-rating - Limits of ambient
conditions" are exceeded
higher requirements for the emission level ex-
ist as stated in"Chapter 2.1.11.1 Exhaust gas
emission, page 2-75"
special requirements of the plant for heat re-
covery exist
special requirements on media temperatures
of the engine exist
any requirements of MAN Diesel & Turbo
mentioned in the Project Guide can not be
kept.
O p
Exhaust after Turbi ne
[mbar] 30mbar ( ) 0 25 , K/mbar = with O 0 >
D-AJ 32/44CR Page 2 - 17
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2.1.4.3 Speeds/main data
Unit 50 Hz 60 Hz
Cylinder rating kW/cyl. 560 560
Rated speed rpm 750 720
Mean piston speed m/s 11.0 10.6
Mean effective pressure bar 25.3 26.4
Number of pole pairs - 4 5
Lowest engine operating speed:
ln case of rigid foundation
ln case of resilient foundation speed
depends on layout of mounting
rpm
approx. 250
-
approx. 250
-
Highest engine operating speed rpm 773 773
1j
Speed adjusting range rpm See "Chapter 2.1.4.4 Speed adjusting range, page 2-19"
1j
This concession may possibly be restricted, see "Chapter 2.1.7.6 Available outputs dependent on frequency devia-
tions, page 2-52".
Table 2-11 Speeds/main data
Page 2 - 18 32/44CR D-AJ
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H-AJ 32/44CR, 51/60DF, 48/60CR Page 2 - 19
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2.1.4.4 Speed adjusting range
The following specification represents the
standard settings. For special applications, de-
viating settings may be necessary.
Drive Speed droop
Maximum
speed at full
load
Maximum
speed at idle
running
Minimum
speed
E
l
e
c
t
r
o
n
i
c

g
o
v
e
r
n
o
r
s
1 main engine with control-
lable-pitch propeller and with-
out PTO
0 % 100% (+0,5%j 100% (+0,5%j 60 %
1 main engine with control-
lable-pitch propeller and with
PTO
0 % 100% (+0,5%j 100% (+0,5%j 60 %
Parallel operation of 2 engines
driving 1 shaft with/without
PTO:
Load sharing via speed droop
or
5 % 100% (+0,5%j 105% (+0,5%j 60 %
Master/slave operation 0 % 100% (+0,5%j 100% (+0,5%j 60 %
GenSets/Diesel-electric
plants:
with load sharing via speed
droop
or
5 % 100% (+0,5%j 105% (+0,5%j 60 %
lsochronous operation 0 % 100% (+0,5%j 100% (+0,5%j 60 %
Fixed-pitch propeller plants 0 % 100% (+0,5%j - 30 %
Note!
For single-engine plants with fixed-pitch propeller, the speed droop is of no significance.
Only if several engines drive one shaft with fixed-pitch propeller, the speed droop is relevant for the load distribution.
ln the case of electronic speed control, a speed droop of 0 % is also possible during parallel operation.
Table 2-12 Electronic governors
Page 2 - 20 32/44CR, 51/60DF, 48/60CR H-AJ
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2.1.5 Explanatory notes for operating supplies
A-BA Page 2 - 21
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Temperatures and pressures stated in chapter
"Planning data for emission standard
lMO Tier ll" must be considered.
2.1.5.1 lntake air
The quality of the intake air as stated in the rele-
vant chapters has to be ensured.
2.1.5.2 Fuel
The engine is designed for operation with HFO,
MDO and MGO in the qualities quoted in the rel-
evant chapters.
The following notes concerning this must al-
ways be observed:
Engine operation with DMA-grade fuel (MGOj,
viscosity > 2 cst at 40 C
Aj Short-term operation, max. 72 hours
ln several regions it is prescribed to use distil-
lates for operation of the engines when entering
their territorial waters.
Engines that are normally operated with heavy
fuel, can also be operated with Marine Gas Oil
(MGO, in accordance with lSO 8217-F-DMAj for
short periods.
Boundary conditions:
Fuel in accordance with lSO 8217-F-DMA
and a viscosity of > 2 cSt at 40 C
MGO-operation maximum 72 hours within a
two week period (cumulative with distribution
as requiredj
Fuel oil cooler switched on and fuel oil tem-
perature before engine s 45 C
Bj Long-term (> 72hj or continuous operation
For long-term (> 72hj or continuous operation
with DMA-grade fuel (MGOj, viscosity > 2 cst at
40 C, special engine- and plant-related plan-
ning prerequisites must be set and special ac-
tions are necessary during operation.
Following features are required on engine side:
lnlet valve lubrication with possibility to be
turned off and on manually
lnjection pumps with sealing oil system with
possibility to be cut-off and on manually
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 pumpj
Cooler layout in fuel system for a fuel oil tem-
perature before engine of s 45 C
Nozzle cooling system with possibility to be
turned off and on during engine operation
Boundary conditions for operation:
and a viscosity of > 2 cSt at 40 C
Fuel oil cooler activated and fuel oil tempera-
ture before engine s 45 C
lnlet valve lubrication turned on
Sealing oil of injection pumps activated
Nozzle cooling system switched off
Continuous operation with DMA-grade fuel
(MGOj:
Lube oil for diesel operation (BN10-BN16j
has to be used
Engine operation with DMA-grade fuel (MGOj,
viscosity s 2 cst and > 1,5 cst at 40 C
lf the engine must be operated with Marine Gas
Oil (MGO, in accordance with lSO 8217-F-DMAj
with the viscosity s 2 cst and > 1,5 cst at 40 C
a special layout of the fuel oil system is needed (re-
gardless of long-term or short-term operationj.
Especially cooling capacity to be increased to
reach a a fuel oil temperature before engine of
s 25 C.
Page 2 - 22 A-BA
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Following features are required on engine side:
lnlet valve lubrication with possibility to be
turned off and on manually
lnjection pumps with special coating (if appli-
cablej
lnjection pumps with sealing oil system with
possibility to be cut-off and on manually
Following features are required on plant side:
Layout of fuel system has to be adapted for
low-viscosity fuel (capacity and design of fuel
supply and booster pumpj
Cooler layout in fuel system for a fuel oil tem-
perature before engine of s 25 C
Nozzle cooling system with possibility to be
turned off and on during engine operation
Boundary conditions for operation:
and a viscosity of > 1,5 cSt at 40 C
Fuel oil cooler activated and fuel oil tempera-
ture before engine s 25 C
lnlet valve lubrication turned on
Sealing oil of injection pumps activated
Nozzle cooling system switched off
Continuous operation with DMA-grade fuel
(MGOj:
Lube oil for diesel operation (BN10-BN16j
has to be used
Operation with heavy fuel oil of a sulphur con-
tent of < 1,5 %
Previous experience with stationary engines us-
ing heavy fuel of a sulphur content of < 1 % or
even 0.2 % does not show any restriction in the
utilisation of these fuels, provided that the com-
bustion properties are not affected negatively.
This may well change if in the future new meth-
ods are developed to produce low sulphur-con-
taining heavy fuels.
lf it is intended to run continously with low sul-
phur-containing heavy fuel, lube oil with a low
BN (BN30j has to be used. This is needed, in
spite of experiences that engines has been proven
to be very robust regard to the continuous usage of
the standard lubrication oil (BN40) for this purpose.
2.1.5.3 Engine cooling water
The quality of the engine cooling water required
in relevant chapter has to be ensured.
2.1.5.4 Lubricating oil
Selection of the lubricating oil must be in ac-
cordance with the relevant chapters.
The lubricating oil must always match the worst
fuel oil quality. A Base Number (BNj that is too
low is critical.
A Base Number that is too high is, however, not
optimum (costs, sedimentationj, but is not con-
sidered critical.
lf, alongside operation using heavy fuel, it is in-
tended to operate for a longer continuous period
using low-sulphur fuel, a second lubricating oil
tank should be provided which is then topped
up with the correct BN in each case in order to
attain an optimum mixing range.
2.1.6 Propeller operation, suction dredger (pump drivej
A-BA Page 2 - 23
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2.1.6.1 Operating range for controllable-pitch propeller
Figure 2-6 Operating range for controllable-pitch propeller
Rated output/operating range
MCR Maximum continuous rating
Range l: Operating range for continuous opera-
tion.
Range ll: Operating range which is temporarily
admissible e.g. during acceleration and ma-
noeuvring.
The combinator curve must keep a sufficient
distance to the load limit curve. For overload
protection, a load control has to be provided.
Transmission losses (e.g. by gearboxes and
shaft powerj and additional power requirements
(e.g. by PTOj must be taken into account.
0
10
20
30
40
50
60
70
80
90
100
110
40 50 60 70 80 90 100 110
Engine output [%] Torque, BMEP [%]
Engine speed [%]
Range II
1 Loadlimit
2 Recommended combinator curve
3 Zero thrust
100
90
80
70
60
50
40
30
20
10
MCR
Range I
1
2
3
Page 2 - 24 A-BA
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2.1.6.2 General requirements for propeller pitch control
Pitch control of the propeller plant
For mechanical speed governors
As a load indication a 4 - 20 mA signal from the
engines admission teletransmitter is supplied to
the propeller control system.
For electronic speed governors
As a load indication a 4 - 20 mA signal from the
engines electronic governor is supplied to the
propeller control system.
General
A distinction between constant-speed operation
and combinator-curve operation has to be en-
sured.
Combinator-curve operation:
The 4 - 20 mA signal has to be used for the as-
signment of the propeller pitch to the respective
engine speed. The operation curve of engine
speed and propeller pitch (for power range, see
"Chapter 2.1.6.1 Operating range for controlla-
ble-pitch propeller, page 2-23" of this documen-
tationj has to be observed also during
acceleration/load increase and unloading.
Acceleration/load increase
The engine speed has to be increased before in-
creasing the propeller pitch. See "Figure 2-7
Example to illustrate the change from one load
step to another".
Or if increasing both synchronic the speed has
to be increased faster than the propeller pitch.
The area above the combinator curve should not
be reached.
Deceleration/unloading the engine
The engine speed has to be reduced later than
the propeller pitch. See "Figure 2-7 Example to
illustrate the change from one load step to an-
other".
Or if decreasing both synchronic the propeller
pitch has to be decreased faster than the speed.
The area above the combinator curve should not
be reached.
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Figure 2-7 Example to illustrate the change from one load step to another
Engine output [%]
Engine speed [%]
1 Load limit
2 Recommended combinator curve
3 Zero thrust
MCR
1
3
2
Load steps
1st Pitch
(load)
2nd Speed
Detail:
decreasing load
2nd Pitch
(load)
1st Speed
Detail:
increasing load
L-AJ Page 2 - 27
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Windmilling protection
lf a stopped engine (fuel admission at zeroj is
being turned by the propeller, this is called
windmilling". The permissible period for wind-
milling is short, because windmilling can cause,
due to poor lubrication at low propeller speed,
excessive wear of the engines bearings.
Single-screw ship
The propeller control has to ensure that the
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. ln case of
plants without shifting clutch, it has to be en-
sured that a stopped engine wont be turned by
the propeller.
(Regarding maintenance work a shaft interlock
has to be provided for each propeller shaft.j
Binary signals from engine control
Overload contact:
The overload contact will be activated when the
engines fuel admission reaches the maximum
position. At this position, the control system has
to stop the increase of the propeller pitch. lf this
signal remains longer than the predetermined
time limit, the propeller pitch has to be de-
creased.
Operation close to the limit curves (only for elec-
tronic speed governorsj:
This contact is activated when the engine is op-
erated close to a limit curve (torque limiter,
charge air pressure limiter...j. When the contact
is activated, the propeller control system has to
keep from increasing the propeller pitch. ln case
the signal remains longer than the predeter-
mined time limit, the propeller pitch has to be
decreased.
Propeller pitch reduction contact:
This contact is activated when disturbances in
engine operation occur, for example too high ex-
haust-gas mean-value deviation. When the con-
tact is activated, the propeller control system
has to reduce the propeller pitch to 60 % of the
rated engine output, without change in engine
speed.
Distinction between normal manoeuvre and
emergency manoeuvre
The propeller control system has to be able to
distinguish between normal manoeuvre and
emergency manoeuvre (i.e., two different accel-
eration curves are necessaryj.
MAN Diesel & Turbo's directions concerning ac-
celeration times and power range have to be ob-
served.
The power range according to "Chapter 2.1.6
Propeller operation, suction dredger (pump
drivej, page 2-23" and the acceleration times
according to "Chapter 2.1.6.5 Acceleration
times, page 2-33" of this documentation are to
be observed.
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2.1.6.3 Operating range for fixed-pitch propeller
Single shaft vessel
* For futher information about reduced output see chapter "Diesel-electric operation - Available outputs".
Figure 2-8 Operating range for fixed-pitch propeller
Maximum Continuous Rating (MCRj, fuel
stop powerj
Range l: Operating range for continuous
service subject to a propeller light-running of
1.5 - 3 %. lt should be aimed at the lower
value.
Range ll (torque limitj: Operating range which
is temporarily admissible e.g. during acceler-
ation, manoeuvring.
Theoretical propeller curve: Applies to a fully
loaded vessel after a fairly long operating
time and to a possible works trial run with
zero-thrust propeller.
FP: Design range for fixed-pitch propeller. A
new propeller must be designed to operate in
this range.
Attention!
Engine operation in a speed range between
103 % and 106 % is permissible for maxi-
mum 1 hour!
0
10
20
30
40
50
60
70
80
90
100
110
30 40 50 60 70 80 90 100 110
Engine output [%] Torque, BMEP [%]
Engine speed [%]
Range II
1 Loadlimit Range II
2 Loadlimit Range I
3 Theoretical propeller curve
4 Design of propeller (FP)
Range I
4(FP)
103,5
1
3
106
2
100
90
80
70
60
50
40
30
20
10
MCR*
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The propeller design depends on type and appli-
cation of the vessel. Therefore the determination
of the installed propulsive power in the ship is al-
ways the exclusive responsibility of the yard.
Determining the engine power: The energy de-
mand or the energy losses from all at the engine
additionally attached aggregates has to be con-
sidered (e.g. shaft generators, gearboxesj. That
means, after deduction of their energy demand
from the engine power the remaining engine
power must be sufficient for the required propul-
sion power.
Note!
Type testing of the engines is carried out at
110 % rated output and 103 % rated engine
speed.
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2.1.6.4 Operating range for pump drive
Figure 2-9 Operating range for pump drive
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2.1.6.5 Acceleration times
Acceleration times for fixed-pitch and
controllable pitch-propeller plants
Notes on design
For remote controlled propeller drives for ships
with unmanned or centrally monitored engine-
room operation, a load programme has to be
provided for the engines. Within the scope of the
remote control system (for the pitch adjustment
of the controllable pitch propeller or reversing
and load application of the enginej.
This programme serves to protect the pre-heat-
ed engine(sj (lube oil temperature > 40C and
fresh water temperature > 60 Cj against exces-
sive thermal stresses, increased wear and ex-
haust gas turbidity, when the engines are loaded
for the first time - possibly up to the rated out-
put.
ln case of a manned engine room, the engine
room personnel is responsible for the soft load-
ing sequence, before control is handed over to
the bridge.
The lower time limits for normal and emergency
manoeuvres are given in our diagrams for appli-
cation and shedding of load. We strongly recom-
mend that the limits for normal manoeuvring will
be observed during normal operation, to
achieve trouble-free engine operation on a long-
term basis. An automatic change-over to a
shortened load programme is required for emer-
gency manoeuvres.
The final design of the programme should be
jointly determined by all the involved parties,
considering the demands for manoeuvring and
the actual service capacity.
Please note that the time constants for the dy-
namic behaviour of the prime mover and the
vessel are in the ratio of about 1:100. lt can be
seen from this that an extremely short load ap-
plication time generally dont lead to an im-
provement in ships manoeuvring behaviour
(except tugs and small, fast vesselsj.
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L-AJ 32/40, 32/44CR, 40/54 Page 2 - 35
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Engines 32/40, 32/44CR and 40/54
Figure 2-10 Control lever setting/propeller pitch - engines 32/40, 32/44CR and 40/54
2
1
0
0
1
0
2
0
3
0
4
0
5
0
6
0
7
0
8
0
9
0
1
0
0
1
0
0
1
2
3
4
5
6
7
8
9
1
0
0
1
2
3
E n g i n e r a t i n g [ % ]
N
o
r
m
a
l

M
a
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o
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u
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Page 2 - 36 32/40, 32/44CR, 40/54 L-AJ
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2.1.7 Diesel-electric operation
2.1.7.1 Starting conditions and load application for diesel-electric plants
ln multiple-engine plants with GenSet-operation
and load regulation by a power management
system, the availability of engines not in opera-
tion is an important aspect.
The following data and conditions are of rele-
vance:
Engine start-up time until synchronization
Black-start capability (with restriction of the
plantj
Load application times
Requirements on engine and plant installation
for "Stand-by Operation" capability
Engine
Attached lube oil pump
Plant
Prelubrication pump with low pressure before
engine
(0.3 bar < p
Oil before engine
< 0.6 barj
Note!
Oil pressure > 0.3 bar to be ensured also for
lube oil temperature up to 80 C.
Preheating HT cooling water system
(60 - 90 Cj
Preheating lube oil system (> 40 Cj
Power management system with supervision
of stand-by times engines
Requirements on engine and plant installation
for "Black-Start" capability
Engine
Attached lube oil pump
Attached HT cooling water pump recom-
mended
Attached LT cooling water pump recom-
mended
Attached fuel oil supply pump recommended
(if applicablej
Plant
Prelubrication pump with low pressure before
engine (0.3 bar < p
oil before engine
< 0.6 barj
Note!
Oil pressure > 0.3 bar to be ensured also for
lube oil temperature up to 80 C.
Equipment to ensure fuel oil pressure of
> 0.6 bar for engines with conventional injec-
tion system and > 3.0 bar for CR-System
Note!
E.g. air driven fuel oil supply tank or fuel oil serv-
ice tank at sufficient height or pressurized fuel oil
tank, if no fuel oil supply pump to engine is at-
tached.
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Engine starting
conditions
After black-out or dead ship
("Black Start"j
From stand-by mode
After stand-still
("Normal Start"j
Start up time until load
application
< 1 minute < 1 minute > 2 minutes
General notes Engine start-up only within
1 h after stop of engine that has
been in operation
1h after end of stand-by mode.
Note!
ln case of "Dead Ship" condition
a main engine has to be put
back to service within max.
30 min. according to lACS UR
M61.
Maximum stand-by time
7 days
Supervised by power manage-
ment system plant.
(For longer stand-by periods in
special cases contact
MAN Diesel & Turbo.j
Stand-by mode only possible
after engine has been started
with normal starting procedure
and has been in operation.
-
Required engine conditions
Start-blocking active No No
Start-blocking of engine leads to
withdraw of stand-by operation.
No
Slow turn No No Yes
Preheated and primed No, if engine was previously in
operation or stand-by as per
general notes above.
For other engines see require-
ments in other columns.
Yes Yes
Required system conditions
Lube oil system
Prelubrication period No, if engine was previously in
operation or stand-by as per
general notes above.
For other engines see require-
ments in other columns.
Permanent Permanent
Prelubrication pres-
sure before engine
p
Oil before engine
< 0.3 bar
permissible
0.3 bar < p
Oil before engine
< 0.6 bar 0.3 bar < p
Oil before engine
<0.6 bar
Preheating tempera-
ture before engine
Less than 40 C permissible > 40 C > 40 C
HT cooling water
Preheating tempera-
ture before engine
Less than 60 C permissible 60 - 90 C 60 - 90 C
to be continued
Table 2-13 Required starting conditions for diesel-electric plants
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Figure 2-11 Start up times until load application for diesel-electric marine plants from stand-by mode
Engines in stand-by mode can be started with normal starting procedure at any time.
Required system conditions
Fuel system
For MDO operation lf fuel oil supply pump is not
attached to the engine:
Air driven fuel oil supply pump or
fuel oils service tank at sufficient
height or pressurized fuel oil tank
required.
Supply pumps in operation or with starting command to
engine
For HFO operation Supply and booster pumps in operation, fuel preheated to
operating viscosity.
(ln case of permament stand-by or during operation of an
DF-engine in gas mode a periodical exchange of the circu-
lating HFO has to be ensured to avoid cracking of the fuel.
This can be done by releasing a certain amount of circulat-
ing HFO into the day tank and substituting it with "fresh"
fuel from the tank.j
Engine starting
conditions
After black-out or dead ship
("Black Start"j
From stand-by mode
After stand-still
("Normal Start"j
Table 2-13 Required starting conditions for diesel-electric plants
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Figure 2-12 Start up times until load application for diesel-electric marine plants in normal starting mode (not in stand-
by modej

Figure 2-13 Load application for diesel-electric marine plants
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2.1.7.2 Emergency operation
ln 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 turbocharger run-up. Besides, a slow load
application promotes uniform heating of the en-
gine.
The curve "lNSTANT LOADlNG" in "Figure 2-13
Load application for diesel-electric marine
plants" should only be applied in emergency op-
eration. For this purpose, the power manage-
ment system should have an own emergency
operation program for quickest possible load
application. ln normal operation, load applica-
tion should be effected according to the curve
"NORMAL LOADlNG" in "Figure 2-13 Load ap-
plication for diesel-electric marine plants".
All questions regarding the dynamic behaviour
should be clarified in close cooperation between
the customer and MAN Diesel & Turbo at an ear-
ly project stage.
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2.1.7.3 Low load operation
Definition
Generally the following load conditions are dif-
ferentiated:
Over load (for regulationj:
> 100 % of full load output
Full load: 100 % of full load output
Part load: < 100 % of full load output
Low load: < 25 % of full load output
Correlations
The ideal operating conditions for the engine
prevail under even loading at 60 % to 90 % of
the full load output. Engine control and rating of
all systems are based on the full load output.
ln the idling mode or during low load engine op-
eration, combustion in the cylinders is not ideal.
Deposits may form in the combustion chamber,
which result in a higher soot emission and an in-
crease of cylinder contamination.
Moreover, in low load operation and during ma-
noeuvring of ships, the cooling water tempera-
tures cannot be regulated optimally high for all
load conditions which, however, is of particular
importance during operation on heavy fuel oil.
Better conditions
Optimization of low load operation is obtained
by cutoff of the LT stage of the charge air cooler
or perfusion of the LT stage with HT water if HT
or LT switching is available to that engine type.
For Common Rail engines mostly this is not nec-
essary because optimized combustion is real-
ized by an electronically controlled fuel injection
system.
HT: High temperature
LT: Low temperature
Operation on heavy fuel oil
Because of the aforementioned reasons, low
load operation < 25 % of full load output on
heavy fuel oil is subjected to certain limitations.
According to "Figure 2-14 Time limits for low
load operation (on the leftj, duration of relieving
operation (on the rightj", the engine must, after
a phase of part load operation, either be
switched over to Diesel operation or be operat-
ed at high load (> 70 % of full load outputj for a
certain period of time in order to reduce the de-
posits in the cylinder and exhaust gas turbo-
charger again.
ln case the engine is to be operated at low load
for a period exceeding that shown in "Figure 2-
14 Time limits for low load operation (on the leftj,
duration of relieving operation (on the rightj",
the engine is to be switched over to diesel oil op-
eration beforehand.
Be aware, that after 500 h hours continous
heavy fuel oil operation at part loads in the range
20 % to 25 % of the full engine output a new
running in of the engine is needed (see "Chapter
9.2 Engine running-in, page 9-5"j. For continu-
ous heavy fuel oil operation at part loads in the
range < 25 % of the full engine output, coordi-
nation with MAN Diesel & Turbo is absolutely
necessary.
Operation on diesel fuel
For low load operation on diesel fuel oil, the fol-
lowing rules apply:
A continuous operation below 20 % of full
load has to be avoided, if possible.
Note!
Should this be absolutely necessary,
MAN Diesel & Turbo has to be consulted for
special arrangements (e.g. the use of part load
injection nozzlesj.
A no-load operation, especially at nominal
speed (generator operationj is only permitted
for a maximum period of 1...2 hours.
No limitations are required for loads above 20 %
of full load, as long as the specified operating
data of the engine will not be exceeded.
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Figure 2-14 Time limits for low load operation (on the leftj, duration of relieving operation (on the rightj
P Full load output [%| t Operating period [h|
Explanations
New running in needed after > 500 hours low
load operation (see "Chapter 9.2 Engine run-
ning-in, page 9-5"j.
Note!
Acceleration time from present output to 70 %
of full load output not less than 15 minutes.
Example
Line a (time limits for low load operationj:
At 10 % of full load output, HFO operation is
permissible for maximum 19 hours, MGO/MDO
operation for maximum 40 hours, than ouput
has to be increased.
Line b (duration of relieving operationj:
Operate the engine for approx. 1.2 hours at not
less than 70 % of full load output to burn away
the deposits that have formed.
Time limits for low-load operation Duration of "relieving operation"
MGO.MDO,HFO-operation
> 70% of full-load output
P [%]
t [h]
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2.1.7.4 Load application for ship electrical systems
ln the age of highly turbocharged diesel engines,
building rules of classification societies regard-
ing load application (e.g. 0 % => 50 % =>
100 %j cannot be complied with, neither by
special measures. However the requirements of
the lnternational Association of Classification
Societies (lACSj and lSO 8528-5 are realistic. ln
the case of ships engines the application of
lACS requirements has to be clarified with the
respective classification society as well as with
the shipyard and the owner. Therefore the lACS
requirements has been established as
"MAN Diesel & Turbo standard"
For applications from 0 % to 100 % continuous
rating, according to lACS and lSO 8528-5, the
following diagram is applied:
Figure 2-15 Load application in steps as per lACS and lSO 8528-5
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According to the previous diagram the maxi-
mum allowable load application steps are de-
fined in the table below. (24.8 bar mean effective
pressure has been determined as a mean value
for the listed engine types.j
Note!
Higher load steps than listed in general are not
allowed!
Requirements of the classification societies:
Minimum requirements concerning dynamic
speed drop, remaining speed variation and re-
covery time during load application are listed
below.
ln case of a load drop of 100 % nominal engine
power, the dynamical speed variation must not
exceed 10 % of the nominal speed and the re-
maining speed variation must not surpass 5 %
of the nominal speed.
Engine b
mep
[bar| 1st step 2nd step 3rd step 4th step
v28/33D 26.6
33 % 23 % 18 % 26 %
32/40 24.9 ... 25.9
32/44CR 25.3 ... 26.4
40/54 23.2 ... 24.8
48/60B
48/60CR
25.8 ... 26.5
58/64 23.2
Table 2-14 Maximum allowable load application steps (Higher load steps than listed are not possible as a standardj.
Classification Society
Dynamic speed drop in
% of the nominal speed
Remaining speed
variation in % of the
nominal speed
Recovery time until
reaching the tolerance
band 1 % of nominal
speed
Germanischer Lloyd
s 10 % s 5 %
s 5 sec.
RlNA
Lloyds Register s 5 sec., max 8 sec.
American Bureau of Shipping
s 5 sec.
Bureau veritas
Det Norske veritas
lSO 8528-5
Table 2-15 Minimum requirements of the classification societies plus lSO rule
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Requirements for plant design:
The load application behaviour must be con-
sidered in the electrical system design of the
plant.
The system operation must be safe in case of
graduated load application.
The load application conditions (E-balancej
must be approved during the planning and
examination phase.
The possible failure of one engine must be
considered - please see "Chapter 2.1.7.5
Diesel-electric operation of vessels - failure
of one engine, page 2-49"
Questions concerning the dynamic operational
behaviour of the engine/s has to be clarified with
MAN Diesel & Turbo and should be a part of the
contract.
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2.1.7.5 Diesel-electric operation of vessels - failure of one engine
Diesel-electric operation of vessels is defined as
parallel operation of GenSets forming a closed
system.
ln the electrical system design of the plant the
possible failure of one engine has to be consid-
ered in order to avoid overloading and under fre-
quency of the remaining engines with the risk of
an electrical blackout.
Therefore we recommend to install a power
management system. This ensures uninterrupt-
ed operation in the maximum output range and
in case one unit fails the power management
system reduces the propulsive output or switch-
es off less important energy consumers in order
to avoid under frequency.
According to the operating conditions its the re-
sponsibility of the ships operator to set priorities
and to decide which energy consumer has to be
switched off.
The base load should be choosen as high as
possible to achieve an optimum engine opera-
tion and lowest soot emissions.
Regarding the optimum operating range and the
permissible part loads, the information provided
in "Chapter 2.1.7.3 Low load operation, page
2-43" are to be observed.
Load application in case one engine fails
ln case one engine fails, its output has to be
made up for by the remaining engines in the sys-
tem and/or the load has to be decreased by re-
ducing the propulsive output and/or by
switching off electrical consumers.
The immediate load transfer to one engine does
not always correspond with the load reserves
that the particular engine still has available in the
respective moment. That depends on its base
load.
The permissible load applications for such a
case can be derived from the following "Figure
2-16 Load application depending on base load.
Figure 2-16 Load application depending on base load
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The maximum engine load per engine in a multi-
engine plant, dependent on the total number of
operating engines, which doesnt lead to a total
output reduction in case one GenSet fails, can
be derived from the "Table 2-16 Load applica-
tion in case one engine fails.
Example
The isolated network consists of 4 engines with
12,170 kW electrical output each.
To achieve an uniform load sharing all engines
must have the same speed droop.

The possible output of the multi-engine plant
operating at 100 % load is:
lf the present system load is P
0
= 39,000, each
engine runs with:
ln case one unit suddenly fails, an immediate
transfer of 20 % engine output is possible ac-
cording to the diagram, i.e. from 80 % to100 %
engine output.
100 % engine output of the remaining
3 engines is calculated as follows:
Consequently, an immediate load decrease from
39,000 kW to 36,500 kW is necessary, e.g. elec-
trical consumers of a total amount of 2,500 kW
have to be switched off.
No. of engines running-in the system 3 4 5 6 7 8 9 10
Utilisation of engines' capacity during sys-
tem operation in (%j of P
max

50 75 80 83 86 87.5 89 90
Table 2-16 Load application in case one engine fails
P
max
= 4 * 12,170 kW= 48,680 kW = 100 %
100 % * P
0
/ P
max
= 100 * 39,000 / 48,680 = 80 % Load
P
1
= 3 * 12,170 kW ~ 36,500 kW
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2.1.7.6 Available outputs dependent on frequency deviations
General
Generator sets, which are integrated in an elec-
tricity supply system, are subjected to the fre-
quency 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 DlN lSO 8528-5: 1997-11, operat-
ing limits of > 2.5 % are specified for the lower
and upper frequency adjustment range.
Operating range
Depending on the prevailing local ambient con-
ditions, a certain maximum continuous rating
will be available.
ln the output/speed and frequency diagrams, a
range has specifically been marked with No
continuous operation allowed in this area". Op-
eration in this range is only permissible for a
short period of time, i.e. for less than 2 minutes.
ln special cases, a continuous rating is permis-
sible if the standard frequency is exceeded by
more than 3 %.
Limiting parameters
Max. torque - ln case the frequency decreases,
the available output is limited by the maximum
permissible torque of the generating set.
Max. speed for continuous rating - An increase
in frequency, resulting in a speed that is higher
than the maximum speed admissible for contin-
uous operation, is only permissible for a short
period of time, i.e. for less than 2 minutes.
For engine-specific information see chapter
"Power, outputs, speeds" of the specific engine.
Overload
According to DlN lSO 8528-1 load > 100 % of
the rated engine output is permissible only for a
short time to provide additional engine power for
governing purpose only (e.g. transient load con-
ditions and suddenly applied loadj. This addi-
tional power shall not be used for the supply of
electrical consumers.
Figure 2-17 Available output at 100% load
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2.1.7.7 Load reduction
Sudden load throw off
For the sudden load throw off from 100 % to 0 %
P
Nominal
several requirements from the classifica-
tion societies regarding the dynamic and perma-
nent speed change have to be fulfilled. See
"Chapter 2.1.7 Diesel-electric operation, page
2-37"
A sudden load throw off represents a rather ex-
ceptional situation e.g. opening of the diesel-
electric plants generator switch during high
load.
After a sudden load throw off it has to be en-
sured that system circuits remain in operation
for a minimum of 15 min. to dissipate the resid-
ual engine heat.
Recommended load reduction/stopping the en-
gine
Unloading the engine
Basically ther are no regulations regarding this
issue. However, a minimum of 1 min. is recom-
mended for unloading the engine from
100 % P
Nominal
to approx. 25 % P
Nominal
Engine stop
From 25 % P
Nominal
to 0 % P
Nominal
continuous
unloading is possible till engine stop.
Run-down cooling
ln order to dissipate the residual engine heat,
the system circuits should be kept in opera-
tion for a minimum of 15 min.
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2.1.7.8 Generator - reverse power protection
Demand for reverse power protection
Generators of an electrical power output
> 50 kvA running-in parallel operation have to
be equipped with a reverse power protection
(requirement of classification societiesj.
Definition of reverse power
lf a generator, which is connected to a combus-
tion engine, is no longer driven by this engine
but is supplied with propulsive power by the
connected net and is, therefore, working as an
electrical motor, this is called reverse power.
Examples for possible reverse power
The combustion engine does no longer drive
the generator, which is connected to the
mains, e.g., because of lack of fuel.
Stopping of the combustion engine with the
generator, which is connected to the mains.
On ships with electrical traction motor, the
propeller drives the electrical traction motor,
the electrical traction motor drives the gener-
ator, the generator drives the combustion en-
gine.
Sudden frequency increase, e.g. because of
a load decrease in an isolated net --> if the
combustion engine is operated at low load
(e.g. just after synchronisingj
Adjusting the reverse power protection relay
Adjusting value for reverse power protection re-
lay: maximum 3 % P
Nominal
On vessels with electric traction motor and
"Crash Stop" requirements (shifting the ma-
noeuvring lever from forward to full reversej,
special arrangements for the adjustment value
of the reverse power relay have to be made,
which are only valid in the event of a "Crash
Stop" manoeuvre.
Time lags
For activation of the reverse power protection
relay, time lags of approximately 5 to 10 seconds
have to be fixed.
Maximum time for reverse power
lf a reverse power higher than the adjusted
value for the reverse power protection relay
occurs, the generator switch has to open im-
mediately after the time lag elapsed.
Reverse power below the adjusted value for
the reverse power protection relay for periods
exceeding 30 seconds is not permitted.
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2.1.7.9 Earthing of diesel engines and bearing insulation on generators
General
The use of electrical equipment on diesel en-
gines requires precautions to be taken for pro-
tection against shock current and for
equipotential bonding. These not only serve as
shock protection but also for functional protec-
tion of electric and electronic devices (EMC pro-
tection, device protection in case of welding,
etc.j.
Figure 2-18 Earthing connection on engine
Earthing connections on the engine
Threaded bores M12, 20 mm deep, marked with
the earthing symbol have been provided in the
engine foot on both ends of the engines.
lt has to be ensured that earthing is carried out
immediately after engine set-up! (lf this cannot
be accomplished any other way, at least provi-
sional earthing is to be effected right at the be-
ginning.j
Measures to be taken on the generator
Because of slight magnetic unbalances and ring
excitations, shaft voltages, i.e. voltages be-
tween the two shaft ends, are generated in elec-
trical machines. ln the case of considerable
values (e.g. > 0.3 vj, there is the risk that bearing
damage occurs due to current transfers. For this
reason, at least the bearing that is not located on
the drive end is insulated on generators approx.
> 1 MW. For verification, the voltage available at
the shaft (shaft voltagej is measured while the
generator is running and excited. With proper in-
sulation, a voltage can be measured. ln order to
protect the prime mover and to divert electro-
static charging, an earthing brush is often fitted
on the coupling side.
Observation of the required measures is the
generator manufacturer's responsibility.
Consequences of inadequate bearing
insulation on the generator, and insulation check
ln case the bearing insulation is inadequate,
e.g., if the bearing insulation was short-circuit by
a measuring lead (PT100, vibration sensorj,
leakage currents may occur, which result in the
destruction of the bearings. One possibility to
check the insulation with the machine at stand-
still (prior to coupling the generator to the en-
gine; this, however, is only possible in the case
of single-bearing generatorsj would be to raise
the generator rotor (insulated, in the cranej on
the coupling side, and to measure the insulation
by means of the Megger test against earth (in
this connection, the max. voltage permitted by
the generator manufacturer is to be observed!j.
lf the shaft voltage of the generator at rated
speed and rated voltage is known (e.g. from the
test record of the generator acceptance testj, it
is also possible to carry out a comparative
measurement.
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lf the measured shaft voltage is lower than the
result of the earlier measurement" (test recordj,
the generator manufacturer should be consult-
ed.
Earthing conductor
The nominal cross section of the earthing con-
ductor (equipotential bonding conductorj has to
be selected in accordance with DlN vDE 0100,
part 540 (up to 1000 vj or DlN vDE 0141 (in ex-
cess of 1 Kvj.
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 con-
nection of resiliently mounted engines.
Execution of earthing
On vessels, earthing must be done by the ship-
yard during assembly on board.
Earthing strips are not included in the
MAN Diesel & Turbo scope of supply.
Additional information regarding the use of
welding equipment
ln order to prevent damage on electrical compo-
nents, it is imperative to earth welding equip-
ment close to the welding area, i.e., the distance
between the welding electrode and the earthing
connection should not exceed 10 m.
2.1.8 Engine operation under arctic conditions
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Arctic condition is defined as:
Air intake temperatures of the engine below
+5 C
lf engines operate under arctic conditions (inter-
mittently or permanentlyj, the engine equipment
and plant installation have to meet special de-
sign features and requirements. They depend on
the possible minimum air intake temperature of
the engine.
To be classified/defined by customer:
Category A
Minimum air intake temperature of the engine
-15 C
Category B
-35 C
Category C
below -35 C
Specification of fuel to be used
Special engine design requirements
Charge air blow-off according to categories
A, B or C
lf arctic fuel oil (with very low lubricating prop-
ertiesj is used, the following actions are re-
quired:
- Fuel injection pump:
> Low viscosity of the fuel can cause an
increased leakage and the lube oil can
possibly penetrate. That is why sealing
oil has to be installed and activated.
> To take care of the low lubricity of the
fuel, the maximum allowable fuel tem-
peratures have to be kept.
- Fuel injection valve
Nozzle cooling has to be switched off to
avoid corrosion caused by temperatures
below the dew point.
- lnlet valve lubrication
Has to be activated to avoid an increased
wear of the inlet valves.
Engine equipment
SaCoS/SaCoS
one
SaCoS equipment is suitable to be stored at
minimum ambient temperatures of -15 C.
ln case these conditions cannot be met, pro-
tective measures against climatic influences
have to be taken for the following electronic
components:
- EDS Databox APC620
- TFT-touchscreen display
- Emergency switch module BD5937
These components have to be stored at plac-
es, where the temperature is above -15 C.
A minimum operating temperature of > +5 C
has to be ensured. The use of an optional
electric heating is recommended.
Plant installation
lntake air conditioning
Air intake of the engine and power house/en-
gine room ventilation have to be two different
systems to ensure that the power house/en-
gine room temperature is not too low caused
by the ambient air temperature.
lt 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
sidej.
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Gas engines:
- An air intake temperature > +5 C has to
be ensured by preheating.
- ln addition, the maximum ambient tem-
perature has to be considered since the
engine control can only compensate a lim-
ited temperature range (approx. 20 Kj.
Example:
Maximum ambient temperature .. +35 C
Temperature compensation
by engine......................................... 20 K
> An air intake temperature of > +15 C
(35 C - 20 K = 15 Cj has to be en-
sured by preheating.
Dual fuel engines
- Category A, B
No additional actions are necessary. The
charge air before the cylinder is preheated
by the HT circuit of the charge air cooler
(LT circuit closedj.
- Category C
> An air intake temperature > -35 C has
to be ensured by preheating.
> Additionally the charge air before the
cylinder is preheated by the HT circuit
of the charge air cooler (LT circuit
closedj.
> ln special cases the change-over point
for the change from diesel operation to
DF-Mode (gas modej has to be shifted
to a higher load.
Diesel engines
- Category A, B
No additional actions are necessary. The
charge air before the cylinder is preheated
by the HT circuit of the charge air cooler
(LT circuit closedj.
- Category C
> An air intake temperature > -35 C has
to be ensured by preheating.
> Additionally the charge air before the
cylinder is preheated by the HT circuit
of the charge air cooler (LT circuit
closedj.
Minimum power house/engine room tempera-
ture
ventilation of power house/engine room
The air of the power house/engine room ven-
tilation must not be too cold (preheating is
necessaryj to avoid the freezing of the liquids
in the power house/engine room systems.
Minimum powerhouse/engine room temper-
ature for design > +5 C
Coolant and lube oil systems
- HT and lube oil system has to be preheat-
ed as specified in chapter Starting condi-
tions" of the project guide for each
individual engine.
- Design requirements for the preheater of
HT systems:
> Category A
Standard preheater.
> Category B
50 % increased capacity of the pre-
heater.
> Category C
100 % increased capacity of the pre-
heater.
- lf a concentration of anti-freezing agents
of > 50 % in the cooling water systems is
needed, please contact
MAN Diesel & Turbo for approval.
- For information regarding engine cooling
water please see "Chapter 3 Quality re-
quirements of operating supplies, page
3-1".
lnsulation
The design of the insulation of the piping
systems and other plant parts (tanks, heat
exchanger etc.j has to be modified and
designed for the special requirements of
arctic conditions.

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Fuel consumption (g/kWhj with HFO/MDO
1j

L+v32/44CR
% Load 100 85
2j
75 50 25
lSO reference conditions (see "Table 2-20
lSO reference conditions"j
179 177 181 186 199
1j
Tolerance for warranty +5%.
2j
Warranted fuel consumption at 85 % MCR.
Table 2-17 Fuel consumption 32/44CR for emission standard: lMO Tier ll
Additions to fuel consumption (g/kWhj
% Load 100 85 75 50 25
For each attached cooling water pump +1.0 +1.5 +1.5 +2.0 +4.0
For all attached lube oil pumps +2.0 +2.5 +3.0 +4.0 +8.0
For main drive with fixed-pitch propeller +2.0
For main drive for suction dredger/pumps +2.0
For operation with MGO +2.0
For exhaust gas back pressure after turbine
> 30 mbar
Every additional 1 mbar (0.1 kPaj +0.05
ln case a charge air blow-off device is
installed
Please contact MAN Diesel & Turbo
Table 2-18 Additions to fuel consumption
ldle running fuel consumption (kg/hj
No. of cylinders 6L 7L 8L 9L 10L 12v 14v 16v 18v 20v
Speed 720/750 rpm 100 120 140 160 200 200 240 280 320 400
Table 2-19 ldle running fuel consumption
lSO reference conditions (according to lSO 3046-1:
2002; lSO 15550: 2002j
lntake air temperature T
r
C 25
Barometric pressure p
r
kPa 100
Relative humidity r % 30
Cooling water temp. bef. charge
air cooler T
cr
C 25
Lower Heating value LHv kJ/kg 42,700
Table 2-20 lSO reference conditions
2.1.9 Fuel oil consumption; lube oil consumption
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2.1.9.2 Lube oil consumption
Engine 32/44CR
560 kW/cyl.; 720/750 rpm
Specific lube oil consumption . . . . 0.5 g/kWh
Note!
As a matter of principle, the lubricating oil con-
sumption is to be stated as total lubricating oil
consumption related to the tabulated lSO full
load output (see "Chapter 2.1.4 Power, outputs,
speeds, page 2-13"j.
Total lube oil consumption [kg/h|
1j
No. of cylinders 6L 7L 8L 9L 10L 12v 14v 16v 18v 20v
Speed 720/750 rpm 1.7 2.0 2.2 2.5 2.8 3.4 3.9 4.5 5.0 5.6
1j
Tolerance for warranty +20 %.
Table 2-21 Total lube oil consumption L+v32/44CR
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2.1.9.3 Calculation of fuel consumption at site
ln accordance with lSO 3046-1:2002, clause 10,
item 10.4 the adaptation of fuel consumption is
based on the following formula:
Note: > 1

Fuel consumption factor
b
r
Specific fuel consumption according to contractual ref-
erence conditions and/or lSO standard reference con-
ditions [g/kWh|
b
x
Specific fuel consumption during test runs and/or at
site [g/kWh|
t
r
Ambient air temperature according to contractual refer-
ence conditions and/or lSO standard reference condi-
tions [C|
t
x
Ambient air temperature during test runs and/or at site
[C|
t
cr
Charge air cooling water temperature according to con-
tractual reference conditions and/or lSO standard refer-
ence conditions [C|
t
cx
Charge air cooling water temperature during test runs
and/or at site [C|
p
r
Ambient overall pressure according to contractual ref-
erence conditions and/or lSO standard reference con-
ditions [bar|
p
x
Ambient overall pressure during test runs and/or at site
(site altitude and/or substitute altitude in case of
matched turbochargerj [bar|
Example
Formula for lSO conditions as contractual con-
ditions:
The calculated fuel consumption at site is to be
rounded up to the next integer.
| 1 0.0006 t
x
t
r
( ) 0.0007 t
cx
t
cr
( ) 0.07 p
r
p
x
( ) + + + =
b
r
b
x
|
---- = b
x
b
r
| =
| 1 0.0006 t
x
25 ( ) 0.0007 t
cx
25 ( ) 0.07 1.0 p
x
( ) + + + =
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2.1.9.4 Aging
Figure 2-19 lnfluence from total engine running time and service intervals on fuel oil consumption
The fuel oil consumption will increase over the
running time of the engine. Proper service can
reduce or eliminate this increase. Dependencies
can be seen in "Figure 2-19 lnfluence from total
engine running time and service intervals on fuel
oil consumption".
0,00
0,25
0,50
0,75
1,00
1,25
1,50
1,75
2,00
0 10 20 30 40 50 60 70 80
I
n
c
r
e
a
s
e

o
f

f
u
e
l

o
i
l

c
o
n
s
u
m
p
t
i
o
n

[
%
]
Operating hours [ x 1000 h]
Aging curve - 32/44 CR
early maintenance every 12000 or 30000 operating hrs
late maintenance every 15000 or 40000 operating hrs
2.1.10 Planning data for emission standard lMO Tier ll
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L32/44CR for emission standard lMO Tier ll
560 kW/cyl.; 720/750 rpm
Reference conditions: Tropic
Air temperature
C
45
Cooling water temp. before charge air cooler (LT
stagej
38
Air pressure bar 1
Relative humidity % 50
Number of cylinders - 6L 7L 8L 9L 10L
Engine output kW 3,360 3,920 4,480 5,040 5,600
Heat to be dissipated
1j
Cooling water (C.W.j cylinder
kW
449 523 598 673 748
Charge air cooler; cooling water HT 953 1,130 1,253 1,435 1,558
Charge air cooler; cooling water LT 483 575 657 750 832
Lube oil (L.O.j cooler + separator
2j
430 502 574 645 717
Cooling water fuel nozzles 13 15 17 20 22
Heat radiation engine 122 142 163 183 204
Flow rates
3j
HT circuit (C.W. cylinder + charge air cooler HTj
m
3
/h
42 49 56 63 70
LT circuit (L.O. cooler + charge air cooler LTj 66 77 88 99 110
Lube oil (4 bar before enginej 100 110 120 130 140
Cooling water fuel nozzles 1.0 1.2 1.4 1.6 1.8
Pumps
aj Free-standing
4j

HT circuit cooling water (4.3 barj
m/h
42 49 56 63 70
LT circuit cooling water (3.0 barj Depending on plant design
Lube oil (8.0 barj 100+z 110+z 120+z 130+z 140+z
Cooling water fuel nozzles (3.0 barj 1.0 1.2 1.4 1.6 1.8
Fuel supply (10.0 barj 1.3 1.5 1.7 2.0 2.2
Fuel booster (10.0 barj 2.5 2.9 3.3 3.8 4.2
bj Attached
Lube oil (8.0 barj constant speed
m/h
120 120 141 141 162
Lube oil (8.0 barj variable speed 120 141 162 162 191
1j
Tolerance: +10 % for rating coolers, -15 % for heat recovery.
2j
lncluding separator heat (30 kJ/kWhj.
3j
Basic values for layout design of the coolers.
4j
Tolerances of the pumps delivery capacities must be
considered by the manufacturer.
z = Flushing oil of automatic filter.
Note!
- capacities of prelubrication/postlubrication pumps
see "Chapter 6.2.2 Prelubrication / postlubrication,
page 6-29" and
- capacities for preheating/postcooling pumps see
"Chapter 6.3.1.2 HT Cooling water circuit, page 6-43".
Table 2-22 Nominal values for cooler specification L32/44CR
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L32/44CR for emission standard lMO Tier ll
560 kW/cyl.; 720/750 rpm
Air temperature
C
45
Cooling water temp. before charge air
cooler (LT stagej
38
Air pressure bar 1
Number of cylinders 6L 7L 8L 9L 10L
Engine output kW 3,360 3,920 4,480 5,040 5,600
Temperature basis
HT cooling water engine outlet
C
90
LT cooling water air cooler inlet 38 C (Setpoint 32 Cj
1j
Lube oil engine inlet 65
Cooling water inlet nozzles 60
Air data
Temperature of charge air at charge air
cooler outlet
C 55 54 55 54 55
Air flow rate m
3
/h 20,750 24,100 27,600 31,100 34,500
t/h 22.7 26.5 30.2 34.0 37.8
Charge air pressure (absolutej bar 4.40
Air required to dissipate heat radiation
(enginej (t
2
- t
1
= 10 Cj
m/h 40,870 47,600 54,600 61,300 68,300
Exhaust gas data
2j
volume flow (temperature turbocharger
outletj
m
3
/h 44,650 52,120 59,600 67,100 74,550
Mass flow t/h 23.3 27.2 31.1 35.0 38.9
Temperature at turbine outlet C 340
Heat content (190 Cj kW 1,042 1,217 1,391 1,564 1,738
Permissible exhaust gas back pressure
after turbocharger
mbar < 30
1j
For design see "Chapter 6.3.1 Cooling water system, page 6-41".
2j
Tolerance: quantity +/-5 %, temperature +/-20 C.
Table 2-23 Air and exhaust gas data - engine L32/44CR
C-BA 32/44CR Page 2 - 67
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v32/44CR for emission standard lMO Tier ll
560 kW/cyl.; 720/750 rpm
Air temperature
C
45
Cooling water temp. before charge air cooler
(LT stagej
38
Air pressure bar 1
Number of cylinders - 12 14 16 18 20
Engine output kW 6,720 7,840 8,960 10,080 11,200
1j
Cooling water (C.W.j cylinder
kW
897 1,047 1,197 1,346 1,496
Charge air cooler; cooling water HT 1,970 2,321 2,582 2,936 3,189
Charge air cooler; cooling water LT 903 1,085 1,236 1,425 1,580
Lube oil (L.O.jcooler + separator
2j
850 992 1,134 1,276 1,417
Cooling water fuel nozzles 26 30 35 39 44
Heat radiation engine 244 285 326 366 407
Flow rates
3j
HT circuit (C.W. cylinder + charge air cooler
HTj
m
3
/h
84 98 112 126 140
LT circuit (L.O. cooler + charge air cooler LTj 132 154 176 198 220
Lube oil (5 bar before enginej 160 180 200 220 240
Cooling water fuel nozzles 2.0 2.4 2.8 3.2 3.2
Pumps
aj Free-standing
4j

HT circuit cooling water (4.3 barj
m/h
84 98 112 126 140
LT circuit cooling water (3.0 barj Depending on plant design
Lube oil (8.0 barj 160+z 180+z 200+z 220+z 240+z
Cooling water fuel nozzles (3.0 barj 2.0 2.4 2.8 3.2 3.6
Fuel supply (10.0 barj 2.6 3.1 3.5 4.0 4.4
Fuel booster (10.0 barj 5.0 5.9 6.7 7.6 8.4
bj Attached
Lube oil (8.0 barj constant speed
m/h
162 191 191 226 240
Lube oil (8.0 barj variable speed 191 191 226 226 240
1j
Tolerance: +10 % for rating coolers,
-15 % for heat recovery.
2j
3j
Basic values for layout design of the coolers.
4j
Tolerences of the pumps delivery capacities must be-
considered by the pump manufacturer.
z = flushing oil of automatic filter.
Note!:
- capacities of prelubrication/postlubrication pumps
see "Chapter 6.2.2 Prelubrication / postlubrication, page
6-29" and
- capacities for preheating/postcooling pumps
see "Chapter 6.3.1.2 HT Cooling water circuit, page
6-43".
Table 2-24 Nominal values for cooler specification - engine v32/44CR
Page 2 - 68 32/44CR C-BA
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v32/44CR for emission standard lMO Tier ll
560 kW/cyl.; 720/750 rpm
Air temperature
C
45
Cooling water temp. before charge air
cooler
(LT stagej
38
Air pressure bar 1
Number of cylinders - 12 14 16 18 20
Engine output kW 6,720 7,840 8,960 10,080 11,200
Temperature basis
HT cooling water engine outlet
C
90
LT cooling water air cooler inlet 38 C (Setpoint 32 Cj
1j
Lube oil inlet engine 65
Cooling water inlet nozzles 60
Air data
Temperature of charge air at charge air
cooler outlet
C 55 54 55 54 55
Air flow rate m
3
/h 41,450 48,300 55,200 62,100 69,000
t/h 45.4 52.9 60.5 68.0 75.6
Charge air pressure (absolutej bar 4.4
Air required to dissipate heat radiation
(enginej (t
2
- t
1
= 10 Cj
m/h 81,700 95,500 109,200 122,600 136,300
Exhaust gas data
2j
volume flow (temperature turbocharger
outletj
m
3
/h 89,300 104,200 119,200 134,100 148,900
Mass flow t/h 46.6 54.4 62.2 70.0 77.7
Temperature at turbine outlet C 339
Heat content (190 Cj kW 2,076 2,422 2,767 3,113 3,459
Permissible exhaust gas back pressure
after turbocharger
mbar < 30
1j
For design see "Chapter 6.3.1 Cooling water system, page 6-41".
2j
Tolerance: quantity +/-5 %, temperature +/-20 C.
Table 2-25 Air and exhaust gas data - engine v32/44CR
C-BA 32/44CR Page 2 - 69
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2.1.10.5 Load specific values at tropical conditions -
L/v32/44CR for emissions standard lMO Tier ll
Air temperature
C
45
Cooling water temp. before charge air cooler (LT stagej 38
Air pressure bar 1
Engine output % 100 85 75 50
kW/cyl. 560 476 420 280
Speed rpm 720/750
1j
Cooling water cylinder
kJ/kWh
481 487 520 604
Charge air cooler; cooling water HT
2j
1,025 978 939 553
Charge air cooler; cooling water LT
2j
508 525 535 470
Lube oil cooler + separator
3j
456 488 530 709
Cooling water fuel nozzles 14 -
Heat radiation engine 131 135 139 165
Air data
Temperature of charge air
after compressor
at charge air cooler outlet
C 250
55
230
53
216
51
159
45
Air flow rate kg/kWh 6.75 7.21 7.55 7.53
Charge air pressure (absolutej bar 4.41 3.98 3.66 2.44
Exhaust gas data
4j
Mass flow kg/kWh 6.94 7.41 7.75 7.74
Temperature at turbine outlet C 339 331 332 362
Heat content (190 Cj kJ/kWh 1,112 1,125 1,184 1,432
Permissible exhaust gas back pressure after
turbocharger (maximumj
mbar < 30 -
Tolerances refer to 100 % load.
1j
2j
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 20v32/44CR.
3j
lncluding separator heat (30 KJ/kWhj.
4j
Tolerances: quantity 5 %, temperature 20 C.
Table 2-26 Load specific values at tropical conditions - engine L/v32/44CR
Page 2 - 70 32/44CR C-BA
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2.1.10.6 Load specific values at lSO-conditions -
L/v32/44CR for emission standard lMO Tier ll
Reference conditions: lSO
Air temperature
C
25
Cooling water temp. before charge air cooler (LT stagej 25
Air pressure bar 1
Engine output % 100 85 75 50
kW/cyl. 560 476 420 280
Speed rpm 720/750
1j
Cooling water cylinder
kJ/kWh
427 432 462 536
Charge air cooler; cooling water HT
2j
896 841 797 413
Charge air cooler; cooling water LT
2j
439 451 458 423
Lube oil cooler + separator
3j
431 461 501 670
Cooling water fuel nozzles 14 -
Heat radiation engine 1700 175 180 215
Air data
Temperature of charge air
after compressor
at charge air cooler outlet
C 226
43
207
41
194
40
139
36
Air flow rate kg/kWh 7.06 7.55 7.90 7.88
Charge air pressure (absolutej bar 4.57 4.12 3.79 2.53
Exhaust gas data
4j
Mass flow kg/kWh 7.25 7.74 8.10 8.08
Temperature at turbine outlet C 309 302 303 332
Heat content (190 Cj kJ/kWh 929 930 980 1,226
Permissible exhaust gas back pressure after turbo-
charger (maximumj
mbar < 30 -
Tolerances refer to 100 % load.
1j
2j
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 20v32/44CR.
3j
4j
Tolerances: quantity 5 %, temperature 20 C.
Table 2-27 Load specific values at lSO-conditions - engine L/v 32/44CR
C-BA 32/44CR Page 2 - 71
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2.1.10.7 Filling volumes and flow resistances

Water and oil volume of engine
No. of cylinders 6 7 8 9 10 12 14 16 18 20
Cooling water
approx.
ls
240 270 300 330 360 480 540 600 660 720
Lube oil dry oil sump
Table 2-28 Water and oil volume of engine
Service tanks
lnstalla-
tion
height
1j
Minimum effective capacity
m m
No. of cylinders 6 7 8 9 10 12 14 16 18 20
Cooling water cyl-
inder
6 ... 9 0.5 0.7
Lube oil
in double bottom
2j

in double bottom
3j

-
-
3.0
5.0
3.5
6.0
4.0
6.5
4.5
7.5
5.0
8.0
6.0
9.5
7.0
11.0
8.0
12.0
9.0
13.5
10
14.5
Run-down lubrica-
tion for engine
4j
min. 14 2.0 2.5 2.5 3.0 3.0 3.5 4.0 4.0 4.5 4.5
1j
lnstallation height refers to tank bottom and crankshaft centre line.
2j
Marine engines with attached lube oil pump.
3j
Marine engines with free-standing lube oil pump; capacity of the run-down lube oil tank included.
4j
Required for marine main engine with free-standing lube oil pump only, to ensure lubrication of engine if free-standing
lube oil pump fails (e.g. in case of a black-out. Not required for marine engine with attached lube oil pump).
Table 2-29 Service tanks capacity
Flow resistance bar
Charge air cooler (HT stagej 0.35 per cooler
Charge air cooler (LT stagej 0.40 per cooler
Cylinder (HT cooling waterj 1.0
Fuel nozzles (HT cooling waterj 1.5
Table 2-30 Flow resistance
Page 2 - 72 32/44CR C-BA
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2.1.10.8 Operating/service temperatures and pressures
Operating temperatures*
Air Air before compressor > 5 C, max. 45 C
1j
Charge Air Charge air before cylinder 45...58 C
2j
Coolant Engine coolant after engine 90
3j
, max. 95 C
Engine coolant preheater before start > 60 C
Coolant before charge air cooler LT stage 32
3j
, load reduction > 3 C
Coolant nozzle cooling 55...60 C
Lubricating oil Lubricating oil before engine/before turbocharger 5
3j
larm/ top > 0C
Lubricating oil preheater before start > 40 C
Fuel Fuel (MGO; lSO-F-DMAj before engine max. C
Fuel (MDO; lSO-F-DMB/DMCj before engine max. 60 C
Fuel (HFO; lSO-F-RMj before engine Depending on type o
t
of
12 - 14 c t
4j
Preheating (HFO in day tankj > 75 C
* valid for nominal output and nominal speed.
1j
ln accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
2j
Aim for a higher value in conditions of high air humidity (condensed water productionj.
3j
Regulated temperature.
4j
Dependent upon the fuel viscosity and injection viscosity in paragraph "Operating media, page 9-5".
Table 2-31 Operating temperatures
C-BA 32/44CR Page 2 - 73
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Operating pressures (excess pressuresj*
Exhaust gas back pressure
An increased exhaust gas back pressure
(> 30 mbarj raises the temperature level of the
engine and will be considered when calculating
a required derating by adding 2.5 K to the
ambient air temperature for every 10 mbar of the
increased exhaust gas back pressure after tur-
bine.
lntake Air Air before turbocharger (negative pressurej max. -20 mbar
Starting air/Control air Starting air min. approx. 15, max. 30 bar
Pilot air 8, min. 5.5 bar
Cylinder Nominal ignition pressure, combustion chamber bar
Safety valve (opening pressurej 0 +7 bar
Crankcase Crankcase pressure max. 5 mbar
Crankcase pressure (with suctionj acuum -2.5 mbar
Safety valve (opening pressur 50 mbar
Exhaust Exhaust gas back pressure after turbocharger New state max. 30 mbar
Service mode max. 50 mbar
Exhaust gas back pressure after turbocharger in case of
catalyst
New state max. 40 mbar
Service mode max. 60 mbar
Coolant Engine coolant and charge air cooler HT 3...4 bar
Nozzle coolant 3...5 bar
Charge air cooler LT 2...4 bar
Nozzle cooling water before fuel valves
open system
closed system
2...3 bar
3...5 bar
Lubricating oil Lubricating oil before engine 4...5 bar

Lubricating oil before turbocharger 1.3...1.7 bar
Fuel Fuel before high pressure pumps 11...12 bar
Fuel before high pressure pumps in case of black out min. 3 bar
Differential pressure (engine feed/engine returnj > 5 bar
Maximum pressure variation in front of engine 0.5 bar
Fuel injection valve (Opening pressurej 440 +10 bar
Fuel injection valve (Opening pressure for new springsj 460 bar
Safety valve/pressure limiting valve in CR system (Opening
pressurej
1,850 +100 bar
Shutoff valve (Opening pressurej 100 3 bar
* valid for nominal output and nominal speed.
Note!
variations of the mandatory values can cause rating reduction of the engine rather affect the operation of the engine
negative.
Table 2-32 Operating pressures (excess pressuresj
Page 2 - 74 32/44CR C-BA
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2.1.11 Emissions
D-BA 32/44CR Page 2 - 75
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2.1.11 Emissions
2.1.11.1 Exhaust gas emission
lMO Tier ll: engine in standard version
1j
Engine L+v32/44CR
Maximum allowed emission value NO
x
lMO Tier ll
Rated output
Rated speed
kW/cyl.
rpm
560
720
560
750
NO
x
2j 3j 4j

lMO Tier ll cycle D2/E2/E3
g/kWh 9.68
5j
9.59
5j
1j
Marine engines are guaranteed to meet the revised lnternational Convention for the Prevention of Pollution from Ships,
"Revised MARPOL Annex vl (Regulations for the Prevention of Air Pollution from Shipsj, Regulation 13.4 (Tier llj" as
adopted by the lnternational Maritime Organization (lMOj.
2j
Cycle values as per lSO 8178-4: 2007, operating on lSO 8217 DM grade fuel (marine distillate fuel: MGO or MDOj.
3j
Calculated as NO
2.
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 installationsj.
E3: Test cycle for "propeller-law-operated main and propeller-law operated auxiliary engine" application.
4j
Contingent to a charge air cooling water temperature of. max. 32C at 25C sea water temperature.
5j
Maximum allowed NO
x
emissions for marine diesel engines according to lMO Tier ll:
130 s n s 2000 44 * n
-0.23
g/kWh (n = rated engine speed in rpmj.
Note!
The engines certification for compliance with the NO
x
limits will be carried out during factory acceptance test, FAT as a
single or a group certification.
Table 2-33 Maximum allowable emission value NO
x
- engine L+v32/44CR
2.1.11 Emissions
Page 2 - 76 32/44CR D-BA
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2.1.11 Emissions
2.1.11.2 Torsional vibrations
Data required for torsional vibration
calculation
MAN Diesel & Turbo calculates the torsional vi-
brations behaviour for each individual engine
plant of their supply to determine the location
and severity of resonance points. lf necessary,
appropriate measures will be taken to avoid ex-
cessive stresses due to torsional vibration.
These investigations cover the ideal normal op-
eration of the engine (all cylinders are firing
equallyj as well as the simulated emergency op-
eration (misfiring of the cylinder exerting the
greatest influence on vibrations, acting against
compressionj. Besides the natural frequencies
and the modes also the dynamic responce will
be calculated, normally under consideration of
the 1
st
to 24
th
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 manufactur-
er is able to make the corresponding data avail-
able to MAN Diesel & Turbo.
lf necessary, a torsional vibration calculation will
be worked out which can be submitted for ap-
proval to a classification society or a legal au-
thority.
To carry out the torsional vibration calculation
following particulars and/or documents are re-
quired.
General
Type of propulsion (GenSet, diesel-mechan-
ic, diesel-electricj
Arrangement of the whole propulsion system
including all engine-driven equipment
Definition of the operating modes
Maximum power consumption of the individ-
ual working machines
Engine
Rated output, rated speed
Kind of engine load (fixed-pitch propeller,
controllable-pitch propeller, combinator
curve, operation with reduced speed at ex-
cessive loadj
Operational speed range
Kind of mounting of the engine (can influence
the determination of the flexible couplingj
Flexible coupling
Make, size and type
Rated torque (Nmj
Possible application factor
Maximum speed (rpmj
Permissible maximum torque for passing
through resonance (Nmj
Permissible shock torque for short-term
loads (Nmj
Permanently permissible alternating torque
(Nmj including influencing factors (frequency,
temperature, mean torquej
Permanently permissible power loss (Wj in-
cluding influencing factors (frequency, tem-
peraturej
Dynamic torsional stiffness (Nm/radj includ-
ing influencing factors (load, frequency, tem-
peraturej, if applicable
Relative damping (j including influencing
factors (load, frequency, temperaturej, if ap-
plicable
Moment of inertia (kgmj for all parts of the
coupling
Dynamic stiffness in radial, axial and angular
direction
Permissible relative motions in radial, axial
and angular direction, permanent and maxi-
mum
Maximum permissible torque which can be
transferred through a get-you-home-device/
torque limiter if foreseen
Page 2 - 78 J-Al
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2.1.11 Emissions
Clutch coupling
Make, size and type
Rated torque (Nmj
Permissible maximum torque (Nmj
Permanently permissible alternating torque
(Nmj including influencing factors (frequency,
temperature, mean torquej
Dynamic torsional stiffness (Nm/radj
Damping factor
Moments of inertia for the operation condi-
tions, clutched and declutched
Course of torque versus time during clutching
in
Permissible slip time (sj
Slip torque (Nmj
Maximum permissible engagement speed
(rpmj
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 re-
lation speed is needed
Gear ratios (number of teeth, speedsj
Possible operating conditions (different gear
ratios, clutch couplingsj
Permissible alternating torques in the gear
meshes
Shaft line
Drawing including all information about
length and diameter of the shaft sections as
well as the material
Alternatively torsional stiffness (Nm/radj
Propeller
Kind of propeller (fixed-pitch or controllable-
pitch propeller)
Moment of inertia in air (kgmj
Moment of inertia in water (kgmj; for control-
lable-pitch propellers also in dependence on
pitch; for twin-engine plants separately for
single- and twin-engine operation
Relation between load and pitch
Number of blades
Diameter (mmj
Possible torsional excitation in % of the rated
torque for the 1
st
and the 2
nd
blade-pass fre-
quency
Pump
Kind of pump (e.g. dredging pumpj
Drawing of the pump shaft with all lengths
and diameters
Alternatively, torsional stiffness (Nm/radj
Moment of inertia in air (kgmj
Moment of inertia in operation (kgmj under
consideration of the conveyed medium
Number of blades
Possible torsional excitation in % of the rated
torque for the 1
st
and the 2
nd
blade-pass fre-
quency
Power consumption curve
Alternator for diesel-electric plants
Drawing of the alternator shaft with all lengths
and diameters
Aternatively, torsional stiffness (Nm/radj
Moment of inertia of the parts mounted to the
shaft (kgmj
Electrical output (kvAj including power factor
cosj and efficiency
Or mechanical output (kWj
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2.1.11 Emissions
Complex synchronizing coefficients for idling
and full load in dependence on frequency,
reference torque
lsland or parallel mode
Load profile (e.g. load stepsj
Frequency fluctuation of the net
Alternator for diesel-mechanical parts (e.g.
PTO/PTHj
Drawing of the alternator shaft with all lengths
and diameters
Torsional stiffness, if available
Moments of inertia of the parts mounted to
the shaft (kgmj
Electrical output (kvAj including power factor
cosj and efficiency
Or mechanical output (kWj
Complex synchronizing coefficients for idling
and full load in dependence on frequency, in-
cluding the reference torque
Secondary power take-off
Kind of working machine
Kind of drive
Operational mode, operation speed range
Power consumption
Drawing of the shafts with all lengths and di-
ameters
Aternatively, torsional stiffness (Nm/radj
Moments of inertia (kgmj
Possible torsional excitation in size and fre-
quency in dependence on load and speed
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2.1.11 Emissions
A-BA 32/44CR Page 2 - 81
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2.1.11.3 Engine noise/intake noise/exhaust gas noise
Engine L32/44CR
Output 560 kW/cyl., speed = 720/750 rpm
Engine noise L32/44CR
Sound pressure level Lp
max: . . . . . . . . . . . . . . approx.s 109 dB(Aj
min: . . . . . . . . . . . . . . approx.> 104 dB(Aj
Measuring points
A total of 19 measuring points at 1m distance
from the engine surface distributed evenly
around the engine according to lSO 6798. The
noise at the exhaust outlet is not included.

Octave level diagram
ln the octave level diagram below the minimum
and maximum octave levels of all measuring
points have been linked by graphs. The data will
change, depending on the acoustical properties
of the environment.
Figure 2-20 Octave level diagram L32/44CR - sound pressure level Lp - air borne noise
70
75
80
85
90
95
100
105
110
1/1 octave band frequency [Hz]
s
o
u
n
d

p
r
e
s
s
u
r
e

l
e
v
e
l

L
p

[
d
B
]
r
e
f
:

2
0

P
a
min
max
min 71 81 89 91 93 95 95 95 92 86 104
max 91 97 101 100 103 105 103 102 100 103 109
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
2.1.11 Emissions
Page 2 - 82 32/44CR A-BA
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lntake noise L32/44CR
Sound power level Lw: approx. s 143 dB(Aj
The sound power level Lw of the unsilenced
intake noise in the intake pipe is approx.
143 dB(Aj at rated output. The 1/1 octave lev-
el of the sound power is shown in the diagram
below.
This data is required and valid only for ducted air
intake systems. The data is not valid if the stand-
ard air filter silencer is attached to the turbo-
charger.
Figure 2-21 Octave level diagram L32/44CR - sound power level Lw - unsilenced intake noise
100
105
110
115
120
125
130
135
140
145
s
o
u
n
d

p
o
w
e
r

l
e
v
e
l

L
w

[
d
B
]
r
e
f
:

1
0
e
x
p

-
1
2

W
Lw
Lw 117 120 119 121 123 126 127 127 141 136 143
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
2.1.11 Emissions
A-BA 32/44CR Page 2 - 83
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Exhaust gas noise L32/44CR
Sound power level LW: approx. s 145 dB(Aj
exhaust noise in the exhaust pipe is approx.
below.
.
Figure 2-22 Octave level diagram L32/44CR - sound power level Lw - unsilenced exhaust noise
125
130
135
140
145
150
155
160
165
s
o
u
n
d

p
o
w
e
r

l
e
v
e
l

L
w

[
d
B
]
r
e
f
:

1
0
e
x
p

-
1
2

W
Lw
Lw 132 156 160 152 145 143 138 134 130 125 145
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
2.1.11 Emissions
Page 2 - 84 32/44CR A-BA
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Engine v32/44CR
Output 560 kW/cyl., speed = 720/750 rpm
Engine noise v32/44CR
Sound pressure level Lp
max: . . . . . . . . . . . . . approx. s 108 dB(Aj
min: . . . . . . . . . . . . . approx. > 104 dB(Aj
Measuring points
A total of 19 measuring points at 1 m distance
from the engine surface distributed evenly
around the engine according to lSO 6798. The
noise at the exhaust outlet is not included.

ln the octave level diagram below the minimum
and maximum octave levels of all measuring
points have been linked by graphs. The data will
change, depending on the acoustical properties
of the environment.
Figure 2-23 Octave level diagram v32/44CR - sound pressure level Lp - air borne noise
70
75
80
85
90
95
100
105
110
s
o
u
n
d

p
r
e
s
s
u
r
e

l
e
v
e
l

L
p

[
d
B
]
r
e
f
:

2
0

P
a
min
max
min 73 83 90 94 93 93 92 92 90 82 104
max 91 103 103 104 101 103 104 100 104 97 108
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
2.1.11 Emissions
A-BA 32/44CR Page 2 - 85
0
2
0
4
-
0
6
0
1
M
Q
c
r
l
l
.
f
m
lntake noise v32/44CR
Sound power level Lw: . approx. s 139 dB(Aj
intake noise in the intake pipe is approx.
139 dB(Aj at rated output. The 1/1octave lev-
below.
This data is required and valid only for ducted air
intake systems. The data is not valid if the stand-
ard air filter silencer is attached to the turbo-
charger.
Figure 2-24 Octave level diagram v32/44CR - sound power level Lw - unsilenced intake noise
100
105
110
115
120
125
130
135
140
145
s
o
u
n
d

p
o
w
e
r

l
e
v
e
l

L
w

[
d
B
]
r
e
f
:

1
0
e
x
p

-
1
2

W
Lw
Lw 115 120 117 112 110 116 115 120 137 130 139
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
2.1.11 Emissions
Page 2 - 86 32/44CR A-BA
0
2
0
4
-
0
6
0
1
M
Q
c
r
l
l
.
f
m
Exhaust gas noise v32/44CR
Sound power level Lw: . . approx. s 142 dB(Aj
exhaust noise in the exhaust pipe is approx.
below.
Figure 2-25 Octave level diagram v32/44CR - sound power level Lw - unsilenced exhaust noise
125
130
135
140
145
150
155
160
s
o
u
n
d

p
o
w
e
r

l
e
v
e
l

L
w

[
d
B
]
r
e
f
:

1
0
e
x
p

-
1
2

W
Lw
Lw 139 150 152 149 138 136 135 134 132 131 142
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
2.1.12 Requirement for power drive connection (staticj
B-AJ 32/44CR Page 2 - 87
0
2
0
4
-
0
7
0
1
M
Q
c
r
l
l
.
f
m
Limit values of masses to be coupled after the engine
Evaluation of permissible theoretical bearing loads
Engine 32/44CR
F
1
= theoretical bearing force at the external engine bearing
F
2
= theoretical bearing force at the generator bearing
F
3
= flywheel weight
F
4
= coupling weight acting on the engine, including reset forces
F
5
= rotor weight of the generator
a = distance between end of coupling flange and centre of outer crankshaft bearing
l = distance between centre of outer crankshaft bearing and generator bearing
Distance between engine seating surface and
crankshaft centre line:
L32/44CR: 530 mm
v32/44CR: 580 mm
Note!
Changes may be necessary as a result of the
torsional vibration calculation or special service
conditions.
Figure 2-26 Case A: overhung arrangement Figure 2-27 Case B: rigid coupling
M
max
= F * a = F
3
* x
3
+ F
4
* x
4
F
1
= (F
3
* x
2
+ F
5
* x
1
j/l
Engine
Distance a
Case A Case B
M
max
= F * a F
1 max
mm kNm kN
L32/44CR 335 17
1j
65
v32/44CR 335 30
1j
-
1j
lnclusive of couples resulting from restoring forces of the coupling.
Table 2-34 Example calculation case A and B
Page 2 - 88 32/44CR B-AJ
0
2
0
4
-
0
7
0
1
M
Q
c
r
l
l
.
f
m
General effective note!
Masses which are connected downstream of
the engine in the case of an overhung or rigidly
coupled, arrangement result in additional crank-
shaft bending stress, which is mirrored in a
measured web deflection during engine installa-
tion.
Provided the limit values for the masses to be
coupled downstream of the engine (permissible
values for Mmax and F1maxj are complied with,
the permitted web deflections will not be ex-
ceeded during assembly.
Observing these values ensures a sufficiently
long operating time before a realignment of the
crankshaft has to be carried out.
2.1.13 Requirements for power drive connection (dynamicj
A-BA 32/44CR Page 2 - 89
0
2
0
4
-
0
8
0
1
M
Q
c
r
l
l
.
f
m
2.1.13.1 Moments of inertia, flywheels
Engine 32/44CR
Propeller operation
For flywheels dimensions see "Chapter 2.1.14
Power transmission, page 2-97".
Marine main engines
Engine
Needed
minimum
total
moment of
inertia
1j
Plant
Engine
Maximum
continous
rating
Moment of
inertia
engine +
damper
Moment of
inertia
fylwheel
Mass of fly-
wheel
Required
minimum
additional
moment of
inertia after
flywheel
2j
- [kW| [kgm
2
| [kgm
2
| [kg| [kgm
2
| [kgm
2
|
n = 720 rpm
6L32/44CR 3,360 519
612 1,718
740
-
7L32/44CR 3,920 688 870
8L32/44CR 4,480 763 990
9L32/44CR 5,040 688 1,110
10L32/44CR 5,600 746 1,240
12v32/44CR 6,720 1,311
737 1,913
1,480
-
14v32/44CR 7,840 1,453 1,730
16v32/44CR 8,960 1,595 1,980
18v32/44CR 10,080 1,737 2,220
20v32/44CR 11,200 1,739 2,470
n = 750 rpm
6L32/44CR 3,360 519
612 1,718
690
-
7L32/44CR 3,920 688 800
8L32/44CR 4,480 763 910
9L32/44CR 5,040 688 1,030
10L32/44CR 5,600 746 1,140
12v32/44CR 6,720 1,311
737 1,913
1,370
-
14v32/44CR 7,840 1,453 1,590
16v32/44CR 8,960 1,595 1,820
18v32/44CR 10,080 1,737 2,050
20v32/44CR 11,200 1,739 2,270
1j
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
2j
Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
Table 2-35 Moments of inertia/flywheels for marine main engines 32/44CR
Page 2 - 90 32/44CR A-BA
0
2
0
4
-
0
8
0
1
M
Q
c
r
l
l
.
f
m
Engine 32/44CR
560 kW/cyl.; 720/750 rpm
Constant speed
For flywheels dimensions see "Chapter 2.1.14
Power transmission, page 2-97".
Marine main engine
Engine
Needed
minimum
total
moment
of inertia
1j
Plant
Engine
Maximum
continous
rating
Moment
of inertia
engine +
damper
Moment
of inertia
flywheel
Mass of
flywheel
Cyclic
irregularity
Required
minimum
additional
moment
of inertia
after
flywheel
2j
- [kW| [kgm
2
| [kgm
2
| [kg| - [kgm
2
| [kgm
2
|
n = 720 rpm
6L32/44CR 3,360 519
897 2,515
366 1,690 274
7L32/44CR 3,920 688 218 1,980 395
8L32/44CR 4,480 763 320 2,260 600
9L32/44CR 5,040 688 413 2,540 955
10L32/44CR 5,600 146 555 2,820 1,177
12v32/44CR 6,720 1,311
1,147 3,002
816 3,380 922
14v32/44CR 7,840 1,453 929 3,950 1,350
16v32/44CR 8,960 1,555 3,434 4,510 1,768
18v32/44CR 10,080 1,737 1,955 5,070 2,186
20v32/44CR 11,200 1,739 1,466 5,630 2,744
n = 750 rpm
6L32/44CR 3,360 519
897 2,515
435 1,560 144
7L32/44CR 3,920 688 225 1,820 235
8L32/44CR 4,480 763 332 2,080 420
9L32/44CR 5,040 688 424 2,340 755
10L32/44CR 5,600 746 568 2,600 957
12v32/44CR 6,720 1,311
1,147 3,002
910 3,120 662
14v32/44CR 7,840 1,453 947 3,640 1,040
16v32/44CR 8,960 1,595 3,318 4,160 1,418
18v32/44CR 10,080 1,737 1,975 4,670 1,789
20v32/44CR 11,200 1,739 1,496 5,190 2,304
1j
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
2j
Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
Table 2-36 Moments of inertia/flywheels for diesel-electric plants engines 32/44CR
A-BA 32/44CR Page 2 - 91
0
2
0
4
-
0
8
0
2
M
Q
c
r
l
l
.
f
m
2.1.13.2 Balancing of masses
Engine L32/44CR
Rotating crank balance............................ 100 %
Static reduced rotating mass per
crank including counterweights and
rotating portion of connecting rod . . . 0.81 kg
(for a crank radius r = 220 mmj
Oscillating mass per cylinder . . . . . . . .195 kg
Connecting rod ratio . . . . . . . . . . . . . . . .0.219
Distance between cylinder
centrelines . . . . . . . . . . . . . . . . . . . . . 530 mm
For engines of type 32/44CR the external mass forces are equal to zero.
M
rot
is eliminated by means of balancing weights on resiliently mounted engines.
Firing order: counted from coupling side
Engine Firing order
Residual external couples
M
rot
[kNm| + M
osc 1st order
[kNm| M
osc 2nd order
[kNm|
Engine speed [rpm| 750
vertical horizontal
6L32/44CR A 0 0
7L32/44CR A 18.7 18.7 30.9
8L32/44CR B 0 0
9L32/44CR B 8.9 8.9 48.4
10L32/44CR - 0 0
Engine speed (rpmj 720
vertical horizontal
6L32/44CR A 0 0
7L32/44CR A 17.3 17.3 28.5
8L32/44CR B 0 0
9L32/44CR B 8.2 8.2 44.6
10L32/44CR - 0 0
Table 2-37 Residual external couples - engine L32/44CR
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 - 1-4-3-2-6-10-7-8-9-5 1-5-9-8-7-10-6-2-3-4
Table 2-38 Firing order - engine L32/44CR
Page 2 - 92 32/44CR A-BA
0
2
0
4
-
0
8
0
2
M
Q
c
r
l
l
.
f
m
Balancing of masses
Engine v32/44CR
Rotating crank balancing 12-20v.............. 90 %
Static reduced rotating mass per crank including
counterweights and rotating portion of connect-
ing rod (for a crank radius r = 220 mmj
12-20v = 68 kg . . . . . . . . . . . . . . . . . . . . . . .
Oscillating mass per cylinder . . . . . . 195.5 kg
Connecting rod ratio . . . . . . . . . . . . . . . .0.219
Distance between cyl. centrelines. . . 630 mm
vee angle . . . . . . . . . . . . . . . . . . . . . . . . . .45
For engines of type 32/44CR the external mass forces are equal to zero.
M
rot
is eliminated by means of balancing weights on resiliently mounted engines.
Firing order: counted from coupling side
Engine
Firing
order
Residual external couples
M
rot
(kNmj + M
osc 1st order
(kNmj M
osc 2nd order
(kNmj
vertical horizontal vertical horizontal
12V32/44CR A 0 0
14V32/44CR A 31.6 31.6 48.1 19.9
16V32/44CR B 0 0
18V32/44CR A 22.9 22.9 26.2 10.9
20V32/44CR 0 0
12V32/44CR A 0 0
14V32/44CR A 29.1 29.1 44.3 18.4
16V32/44CR B 0 0
18V32/44CR A 21.1 21.1 24.1 10.0
20V32/44CR 0 0
Table 2-39 Residual external couples - engine v32/44CR
No. of
cylinders
Firing order Clockwise rotation Counter clockwise rotation
12 A
A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2-
B2
A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-
B1
14 A
A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5-
B5-A3-B3
A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-
B2-A2-B1
16 B
A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5-
B5-A2-B2-A3-B3
A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-
B7-A7-B4-A4-B1
18 A
A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8-
B8-A6-B6-A4-B4-A2-B2
A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-
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
A1-B5-A5-B3-A3-B9-A9-B7-A7-B10-
A10-B6-A6-B8-A8-B2-A2-B4-A4-B1
Table 2-40 Firing order - engine v32/44CR
E-AJ 32/44CR Page 2 - 93
0
2
0
4
-
0
9
0
1
M
Q
c
r
l
l
.
f
m
2.1.13.3 Static torque fluctuation
General
The static torque fluctuation is the summation -
taking into account the correct phase-angles -
of the torques acting at all cranks around the
crankshaft axis. These torques are created by
the gas and mass forces acting at the crankpins,
with the crank radius being used as the lever
(see examples on the following pagesj. An abso-
lutely rigid crankshaft is assumed. The values
T
max
and T
min
listed in the tables on the follow-
ing pages represent a measure for the reaction
forces occurring at the foundation of the engine
(see the figure belowj. The static values listed in
the table undergo in each individual case a dy-
namic magnification which is dependent upon
the characteristics of the foundation (design and
material thicknesses in way of the foundation,
type of chockingj.
The reaction forces generated by the torque
fluctuation are the most important excitations
transmitted into the foundation in the case of a
rigidly or semi-resiliently mounted engine. Their
frequency is dependent upon speed and cylin-
der number, and is also listed in the table.
ln order to avoid local vibration excitations in the
vessel, it must be ensured that the natural fre-
quencies of important part structures (e.g. pan-
els, bulkheads, tank walls and decks, equipment
and its foundation, pipe systemsj have a suffi-
cient safety margin (if possible 30 %j in rela-
tion to this main excitation frequency.
Figure 2-28 Static torque fluctuation
z Number of cylinders
L Distance between foundation bolts
F
D
L z
T
max
T
min
2
------------------------------ =
Page 2 - 94 32/44CR E-AJ
0
2
0
4
-
0
9
0
1
M
Q
c
r
l
l
.
f
m
Static torque fluctuation and exciting frequencies
Engine L32/44CR
Figure 2-29 Example to declare abbreviations - engine L32/44CR
Engine
Output Speed T
n
T
max
T
min
Main exciting components
Order
Fre-
quency
1j
T
kW rpm kNm kNm kNm - Hz kNm
6L32/44CR
3,360
720
44.6 112.5 -12.2
3.0
6.0
36.0
72.0
49.1
29.3
7L32/44CR
3,920 52.0 161.8 -37.4
3.5
7.0
42.0
84.0
101.2
20.3
8L32/44CR
4,480 59.4 154.8 -19.7
4.0
8.0
48.0
96.0
89.1
12.6
9L32/44CR
5,040 66.8 157.4 -9.3
4.5
9.0
54.0
108.0
86.4
6.9
10L32/44CR
5,600 74.3 156.0 4.3
5.0
10.0
60.0
120.0
79.1
3.4
6L32/44CR
3,360
750
42.8 102.8 -8.2
3.0
6.0
37.5
75.0
40.7
29.1
7L32/44CR
3,920 49.9 156.3 -36.3
3.5
7.0
43.75
87.5
97.6
20.6
8L32/44CR
4,480 57.0 148.9 -18.9
4.0
8.0
50.0
100.0
85.7
13.3
9L32/44CR
5,040 64.2 151.9 -9.7
4.5
9.0
56.25
112.5
84.0
7.8
10L32/44CR
5,600 74.3 150.5 3.3
5.0
10.0
62.5
125.0
77.4
4.3
1j
Exciting frequency of the main harmonic components.
Table 2-41 Static torque fluctuation and exciting frequency - engine L32/44CR
E-AJ 32/44CR Page 2 - 95
0
2
0
4
-
0
9
0
1
M
Q
c
r
l
l
.
f
m
Static torque fluctuation and exciting frequencies
Engine v32/44CR
Figure 2-30 Example to declare abbreviation - engine v32/44CR
Engine
Output Speed T
n
T
max
T
min
Main exciting components
Order
Fre-
quency
1j
T
kW rpm kNm kNm kNm rpm Hz kNm
12v32/44CR 6,720
720
89.1 157.9 28.6
3.0
6.0
36.0
72.0
36.5
38.2
14v32/44CR 7,840 104.0 163.8 38.9
3.5
7.0
42.0
84.0
38.1
33.7
16v32/44CR 8,960 118.8 140.5 97.2
4.0
8.0
48.0
96.0
0
21.7
18v32/44CR 10,080 133.7 164.0 92.5
4.5
9.0
54.0
108.0
32.0
10.5
20v32/44CR 11,200 148.5 201.5 87.5
5.0
10.0
60.0
120.0
57.0
4.0
12v32/44CR 6,720
750
85.6 150.2 31.1
3.0
6.0
37.5
75.0
30.4
38.4
14v32/44CR 7,840 99.8 160.0 35.2
3.5
7.0
43.75
87.50
37.0
34.9
16v32/44CR 8,960 114.1 137.8 90.5
4.0
8.0
50.0
100.0
0
23.7
18v32/44CR 10,080 128.3 159.8 86.0
4.5
9.0
56.25
112.50
31.3
12.6
20v32/44CR 11,200 142.6 194.1 89.3
5.0
10.0
62.5
125.0
56.2
5.3
1j
Exciting frequency of the main harmonic components.
Table 2-42 Static torque fluctuation and exciting frequency - engine v32/44CR
Page 2 - 96 32/44CR E-AJ
0
2
0
4
-
0
9
0
1
M
Q
c
r
l
l
.
f
m
2.1.14 Power transmission
J-AJ 32/44CR Page 2 - 97
0
2
0
2
-
1
0
0
1
M
Q
.
f
m
2.1.14.1 Flywheel arrangement
Flywheel with flexible coupling
Figure 2-31 Flywheel with flexible coupling
Engine
A
1j
A
2j
E
1j
E
2j
F
min
F
max
No. of
through
bolts
No. of
fitted
bolts
mm
6L32/44CR
Dimensions will result from clarification of technical details of propul-
sion drive
18
-
7L32/44CR 22
8L32/44CR
24 9L32/44CR
10L32/44CR
1j
Without torsional limit device.
2j
With torsional limit device.
Table 2-43 Dimension - power transmission
Page 2 - 98 32/44CR J-AJ
0
2
0
2
-
1
0
0
1
M
Q
.
f
m
Use for project purposes only!
Final dimensions of flywheel and flexible cou-
pling will result from clarification of technical de-
tails of drive and from the result of the torsional
vibration calculation.
Flywheel diameter must not be changed!
Figure 2-32 Flywheel with flexible coupling - v-engine
Final dimensions of flywheel and flexible cou-
pling will result from clarification of technical de-
tails of drive and from the result of the torsional
vibration calculation.
Engine
A
1j
A
2j
E
1j
E
2j
F
min
F
max
No. of
through
bolts
No. of
fitted
bolts
mm
12v32/44CR
Dimensions will result from clarification of technical details of propul-
sion drive
24 -
14v32/44CR 18 2
16v32/44CR 26 -
18v32/44CR 26 -
20v32/44CR 24 2
1j
Without torsional limit device.
2j
With torsional limit device.
Table 2-44 Dimension - power transmissionUse for project purposes only!
J-AJ 32/44CR Page 2 - 99
0
2
0
2
-
1
0
0
1
M
Q
.
f
m
Flywheel diameter must not be changed!
Arrangement of flywheel, coupling and gearbox
Figure 2-33 Example: arrangement of flywheel, coupling and gearbox
Arrangement of flywheel, coupling and generator
Figure 2-34 Example: arrangement of flywheel, coupling and generator
Page 2 - 100 32/44CR J-AJ
0
2
0
2
-
1
0
0
1
M
Q
.
f
m
2.1.15 Arrangement of attached pumps
B-AJ 32/44CR Page 2 - 101
0
2
0
4
-
1
2
0
1
M
Q
c
r
l
l
.
f
m
Figure 2-35 Attached pumps L32/44CR
Note!
The final arrangement of the L.O. and cooling
water pumps will be made due to the inquiry or
order.
Page 2 - 102 32/44CR B-AJ
0
2
0
4
-
1
2
0
1
M
Q
c
r
l
l
.
f
m
Figure 2-36 Attached pumps V32/44CR
Note!
The final arrangement of the L.O. and cooling
water pumps will be made due to the inquiry or
order.
2.1.16 Foundation
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2.1.16 Foundation
2.1.16.1 General requirements for engine foundation
Plate thicknesses
The stated material dimensions are recommen-
dations, thicknesses smaller than these should
not be allowed.
Top plates
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.
The thickness given is the finished size after ma-
chining.
Downward inclination outwards, not exceeding
0.7 %.
Prior to fitting the chocks, clean the bearing sur-
faces 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.
Foundation girders
The distance of the inner girders must be ob-
served. We recommend that the distance of the
outer girders (only required for larger typesj also
be observed.
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.
2.1.16 Foundation
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2.1.16 Foundation
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2.1.16.2 Rigid seating
Recommended configuration of foundation
Engine L32/44CR
Figure 2-37 Recommended configuration of foundation L32/44CR
2.1.16 Foundation
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Figure 2-38 Recommended configuration of foundation L32/44CR - 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 2-45 Legend to recommended configuration of foundation L32/44CR - number of bolts
2.1.16 Foundation
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Arrangement of foundation bolts holes
Figure 2-39 Arrangement of foundation bolts L32/44CR
Two fitted bolts must be provided either on
standard or port side only, i.e. in each case look-
ing towards flywheel.
With engine rotating on port side
With engine rotating on counter clockside on
startboard side
Number and positioning of stoppers are to be
provided in accordance with the picture above.
2.1.16 Foundation
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Engine v32/44CR
Figure 2-40 Recommended configuration of foundation v32/44CR
2.1.16 Foundation
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Recommended configuration of foundation - number of bolts
Engine v32/44CR
Figure 2-41 Recommended configuration of foundation v32/44CR - 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 2-46 Legend to recommended configuration of foundation v32/44CR - number of bolts
2.1.16 Foundation
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Arrangement of foundation bolts
Figure 2-42 Arrangement of foundation bolts v32/44CR
Two fitted bolts must be provided either on
standard or port side only, i.e. in each case
looking towards flywheel.
With engine rotating on port side
With engine rotating on counter clockside on
startboard side
Number and positioning of stoppers are to be
provided in accordance with the picture above.
2.1.16 Foundation
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2.1.16.3 Chocking with synthetic resin
Engine 32/44CR
Most classification societies permit the use of
the following synthetic resins for chocking Die-
sel engines:
Chockfast Orange
(Philadelphia Resins Corp. U.S.Aj
Epocast 36
(H.A. Springer, Kielj
MAN Diesel & Turbo accepts engines being
chocked with synthetic resin provided
processing is done by authorized agents of
the above companies
the classification society responsible has ap-
proved the synthetic resin to be used for a
unit pressure (engine weight + foundation
bolt preloadingj of 450 N/cm
2
and a chock
temperature of at least 80 C.
The loaded area of the chocks must be dimen-
sioned in a way, that the pressure effected by
the engines dead weight does not exceed
70 N/cm
2
(requirement of some classification
societiesj.
The pre-tensioning force of the foundation bolts
was chosen so that the permissible total surface
area load of 450 N/cm
2
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 warranty.
Tightening of the foundation bolts only permissi-
ble 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 hammer,
even for later inspections.
2.1.16 Foundation
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Tightening of foundation bolts
Figure 2-43 Hydraulic tension device
The tensioning tool with tensioning nut and
pressure sleeve are included in the standard
scope of supply of tools for the engine
Hydraulic tension device
Tool number
-
009.346
030.205
030.258
Piston area cm 40.46cm
Maximum pump pressure bar 1,000
Table 2-47 Hydraulic tension device
Pretensioning force L32/44CR
Pre-tensioning forcer kN 261
Pump pressure required bar 775
Setting allowance % 20
Calculated screw elongation mm 0.54
Utilization of yield point % 61
Table 2-48 Pretensioning force
2.1.16 Foundation
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Figure 2-44 Chocking with synthetic resin L32/44CR
2.1.16 Foundation
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Figure 2-45 Chocking with synthetic resin v32/44CR
2.1.16 Foundation
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2.1.16.4 Resilient seating
General
The engines cause dynamic effects on the foun-
dation. These effects are attributed to the pul-
sating reaction forces due to the irregular
torque, additionally in engines with certain cylin-
der numbers these effects are increased by un-
balanced forces and couples brought about by
rotating or reciprocating masses which consid-
ering their vector sum-do not equate to zero.
The direct resilient support makes it possible to
keep the foundation practically free from the dy-
namic forces, which are generated by every re-
ciprocating engine and may have harmful effects
on the environment of the engines under ad-
verse conditions.
Therefore MAN Diesel & Turbo offers the resil-
ient mounting to increase the comfort.
Conical mounting system
The conical mounting system is a special design
for merchant ships.
The mounting system is characterised by natural
frequencies of the resiliently supported engine
being lower than approx. 18 Hz, so that they are
below those of the pulsating disturbing varia-
bles.
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.
The supporting elements will be connected di-
rectly 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
the desired natural frequencies
Where resilient mounting is applied, the follow-
ing has to be taken into consideration when de-
signing a diesel-electric plant:
1. Between the resiliently mounted engine and
the rigidly mounted gearbox or generator, a
flexible coupling with minimum axial and ra-
dial elastic forces and large axial and radial
displacement capacities must be provided.
2. The pipes to and from the engine must be of
highly flexible type.
3. ln order to achieve a good structure-borne-
sound isolation, the lower brackets used to
connect the supporting elements with the
ship's foundation are to be fitted at suffi-
ciently rigid points of the foundation. lnflu-
ences of the foundation's stiffness on the
natural frequencies of the resilient support
will not be considered.
4. The yard must specify with which inclination
related to the plane keel the engine will be
installed in the ship. When calculating the
resilient mounting system, it has to be
checked whether the desired inclination can
be realised without special measures. Addi-
tional measures always result in additional
costs.
2.1.16 Foundation
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2.1.16 Foundation
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2.1.16.5 Recommended configuration of foundation
Engine mounting
Engine L32/44CR
Figure 2-46 Recommended configuration of foundation L32/44CR - resilient seating
2.1.16 Foundation
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Engine mounting
Engine L32/44CR

2.1.16 Foundation
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Engine Mounting
Engine L32/44CR
2.1.16 Foundation
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Engine Mounting
Engine L32/44CR
Figure 2-49 Recommended configuration of foundation in-line engine L32/44CR - resilient seating
2.1.16 Foundation
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Figure 2-50 Recommended configuration of foundation - resilient seating
2.1.16 Foundation
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Engine mounting - using conical mountings
2.1.16 Foundation
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2.1.16 Foundation
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2.2.1 SaCoSone system overview
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2.2 Engine automation
2.2.1 SaCoS
one
system overview
Figure 2-54 SaCoS
one
system overview
1 Control Unit
2 lnjection Unit (for CR-enginesj
3 System Bus
4 Local Operating Panel
5 lnterface Cabinet
6 Remote Operating Panel (Optionalj
Page 2 - 126 32/44CR E-AJ
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The monitoring and safety system SaCoS
one

serves for complete engine operation, alarming
and control. All sensors and operating devices
are wired to the engine-attached units. The wire
connection of the plant is done by means of an
lnterface Cabinet.
During engine installation, only the bus connec-
tions and the power supply and safety related
cables between the control unit and the inter-
face/auxiliary cabinet are to be laid, as well as
connections to external modules and parts on
site.
The SaCoS
one
design is based on high reliable
and approved components as well as modules
specially designed for installation on medium
speed engines . The used components are har-
monised to an homogenously system.
The system has already been tested and param-
eterised in the factory.
SaCoS
one
Control unit
The control unit is attached to the engine cush-
ioned against any vibration. lt includes two iden-
tical, 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 2-55 SaCoS
one
Control unit
SaCoS
one
lnjection unit
The injection unit is attached to the engine cush-
ioned against any vibration. Depending on the
usage of the engine, it includes one or two iden-
tical, highly integrated lnjection Modules.
The lnjection 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
without interruption in case of an error in the first
module.
Figure 2-56 SaCoS
one
lnjection unit
E-AJ 32/44CR Page 2 - 127
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SaCoS
one
System Bus
The SaCoS
one
system bus connects all system
modules. This redundant field bus system pro-
vides 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.
SaCoS
one
is connected to the plant by the Gate-
way Module. This module is equipped with de-
central 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 2-57 SaCoS
one
System Bus
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Local Operating Panel
The engine is equipped with a Local Operating
Panel cushioned against any vibration. This pan-
el is equipped with one or two TFT displays for
visualisation of all engine's operating and meas-
uring data. At the Local Operating Panel, the en-
gine 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 panel.
Figure 2-58 Local Operating Panel
lnterface Cabinet
The lnterface Cabinet is the interface between
the engine electronics and the plant control. lt is
the central connecting point for electric power
supply to the engine from the plant/vessels
power distribution.
Besides, it connects the engine control system
with the power management, the propulsion
control system and other periphery parts.
The supply of the SaCoS
one
subsystems is done
by the lnterface Cabinet.
The lnterface Cabinet also includes the starter
for the engine-attached cylinder lube oil pump,
the valve seat lube oil pump and the tempera-
ture control valves.
Figure 2-59 lnterface Cabinet
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Remote Operating Panel (optionalj
The Remote Operating Panel serves for engine
operation from a control room. The Remote Op-
erating Panel has the same functionality as the
Local Operating Panel.
From this operating device it is possible to
transfer the engine operation functions to a su-
perior automatic system (propulsion control sys-
tem, power managementj.
ln plants with integrated automation systems,
this panel can be replaced by lAS.
The panel can be delivered as loose supply for
installation in the control room desk or integrat-
ed in the front door of the lnterface Cabinet.
Figure 2-60 Remote Operating Panel (optionalj
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2.2.2 Power Supply and Distribution
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The plant has to provide electric power for the
automation and monitoring system. ln general
an uninterrupted 24 v DC power supply is re-
quired for SaCoS
one
.
For supply of the electronic backup fuel actuator
an uninterrupted 230 v AC distribution must be
provided.
Figure 2-1 Supply diagramm

Page 2 - 132 32/44CR B-AJ
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Required power supplies
voltage Consumer Notes
24 v DC SaCoS
one
All SaCoS
one
components in the lnterface
Cabinet and on the engine.
230 v 50/60 Hz SaCoS
one
lnterface cabinet
Temperature control valves, cabinet illumina-
tion, socket, anticondensation heater
440 v 50/60 Hz Consumers on engine
Power supply for consumers on engine (e.g.
cylinder lubricator.
Table 2-1 Required power supplies
2.2.3 Operation
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2.2.3 Operation
Control Station Changeover
The operation and control can be done from
both operating panels. Selection and activation
of the control stations is possible at the Local
Operating Panel. The operating rights can be
handed over from the Remote Operating Panel
to another Remote Operating Panel or to an ex-
ternal
automatic system. A handshake is therefore
necessary. For applications with integrated au-
tomation systems (lASj also the functionality of
the Remote Operating Panel can be taken over
by the lAS.
Figure 2-2 Control station changeover
On the screen displays, all the measuring points
acquired by means of SaCoS
one
can be shown in
clearly arranged drawings and figures. lt is not
necessary to install additional speed indicators
separately.
Speed setting
ln case of operating with one of the SaCoS
one

panels, the engine speed setting is carried out
manually by a decrease/increase switch button.
lf the operation is controlled by an external sys-
tem, the speed setting can be done either by
means of binary contacts (e.g. for synchronisa-
tionj or by an active 4 - 20 mA analogue signal
alternatively. The signal type for this is to be de-
fined in the project planning period.
Operating modes
For generator applications:
Droop (5-percent speed increase between
nominal load and no loadj
For propulsion engines:
lsochronous
Master-Slave operation for operation of two
engines on one gear box
The operating mode is pre-selected via the
SaCoS
one
interface and has to be defined during
the application period.
Details regarding special operating modes on
request.
2.2.3 Operation
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2.2.4 Functionality
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2.2.4 Functionality
Safety functions
The safety system monitors all operating data of
the engine and initiates the required actions, i.e.
load reduction or engine shut-down, in case the
limit values are exceeded. The safety system is
split in Control Module and Gateway Module.
The Control Module supervises the engine, the
Gateway Module examines all functions relevant
for security of the connected plant components.
The system is designed so as to ensure that the
functions are achieved in accordance with the
classification societies' requirements for marine
main engines.
The safety system directly influences the emer-
gency shut-down and the speed control.
ln addition to the provisions made to permit the
internal initiation of demands, binary and ana-
logue channels have been provided for the initi-
ation of safety functions by external systems.
Load reduction
A load reduction is realised by an reduction re-
quest of the speed-governor power-set-point
value. Load reductions are only implemented
after preceding alarm initiation by the subsys-
tem engine control/alarm system, and are ef-
fected with a time lag.
Auto shutdown
Auto shutdown is an engine shutdown initiated
by any automatic supervision of either engine in-
ternal parameters or above mentioned external
control systems. lf an engine shutdown is trig-
gered by the safety system, the emergency stop
signal has an immediate effect on the emergen-
cy shut-down device, and the speed control. At
the same time the emergency stop is triggered,
SaCoS
one
issues a signal resulting in the gener-
ator switch to be opened.
Emergency stop
Emergency stop is an engine shutdown initiated
by an operators manual action like pressing an
emergency stop button.
Override
During operation, safety actions can be sup-
pressed 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 cho-
sen classification society. The availability of the
override function depends on the application.
Alarming
The alarm function of SaCoS
one
supervises all
necessary parameters and generates alarms to
indicate discrepancies when required. The alarm
functions are likewise split in Control Module
and Gateway Module. ln the Gateway Module
the supervision of the connected external sys-
tems occurs. The alarm functions are processed
in an area completely independent of the safety
system area in the Gateway Module.
Self-monitoring
SaCoS
one
carries out independent self-monitor-
ing functions. Thus, for example the connected
sensors are checked constantly on function and
wire break. ln case of a fault SaCoS
one
reports
the occurred malfunctions in single system
components via system alarms.
Speed control
The engine speed control is realized by software
functions of the Control Module and the lnjec-
tion Modules. Engine speed and crankshaft turn
angle indication is carried out by means of re-
dundant pick ups at the camshaft.
2.2.4 Functionality
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Load distribution - multi engine and master
slave plants
With electronic governors, the load distribution
is carried by speed droop, isochronously by
loadsharing lines or master/slave operation.
Shut-down
With electronic governors, the shut-down is ef-
fected by an electrical contact.
Load limit curves
Start fuel limiter
Charge-air pressure dependent fuel limiter
Torque limiter
Jump-rate limiter
Note!
ln the case of controllable-pitch propeller units
with combinator mode, the combinator curves
must be sent to MAN Diesel & Turbo in the de-
sign stage for assessment. lf load control sys-
tems of the C.P. propeller 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.
Overspeed protection
The engine speed is monitored in both Control
Modules independently. ln case of overspeed
each Control Module actuates the shutdown de-
vice by a separate hardware channel.
Shutdown
The engine shutdown, initiated by safety func-
tions and manual emergency stops, is carried
out via solenoid valves and a pneumatic fuel
shut off for common rail pilot fuel, the block and
bleed gas valves and the conventional jerk
pumps.
Control
SaCoS
one
controls all engine-internal functions
as well as external components, for example:
Start/stop sequences
- Demands regarding lube oil and cooling
water pumps.
- Monitoring of the prelubrication and post-
cooling period.
- Monitoring of the acceleration period.
Fuel changeover
- Control of the switch-over from one type
of fuel to another.
- Fuel injection flow is effected by the speed
governor.
Control station switch-over
Switch-over from local operation in the engine
room to remote control from the engine control
room.
External functions:
- Electrical lubricating oil pump
- Electrical driven HT cooling water pump
- Electrical driven LT cooling water pump
- Nozzle cooling water module
- HT preheating unit
- Clutches
The scope of control functions depends on plant
configuration and must be coordinated during
the project engineering phase.
Starters
For engine attached pumps and motors the
starters are installed in the auxiliary cabinet.
Starters for external pumps and consumers are
not included in the SaCoS
one
scope of supply in
general.
2.2.4 Functionality
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Media Temperature Control
various media flows must be controlled to en-
sure trouble-free engine operation.
The temperature controllers are available as
software functions inside the Gateway Module
of SaCoS
one
. The temperature controllers are
operated by the displays at the operating panels
as far as it is necessary. From the lnterface Cab-
inet the relays actuate the control valves.
- The cylinder cooling water (HTj tempera-
ture control is equipped with perform-
ance-related feed forward control, in order
to guarantee the best control accuracy
possible (please refer also "Chapter 6.3.1
Cooling water system, page 6-41"j.
- The low temperature (LTj cooling water
temperature control is prepared analogue
to the HT cooling water temperature con-
trol and can be used if the LT cooling water
system is designed as individual cooling
water system per each engine.
ln case that several engines are operated
with a combined LT cooling water system,
it is necessary to use a external tempera-
ture controller.
This external controller must be mounted
at the engine control room desk and is to
be wired to the temperature control valve
(please refer also "Chapter 6.3.1 Cooling
water system, page 6-41"j.
- The charge-air temperature control is
identically designed as the HT cooling wa-
ter temperature control.
The cooling water quantity in the LT part of
the charge-air cooler is regulated by the
charge air temperature control valve
(please refer also "Chapter 6.3.1 Cooling
water system, page 6-41"j.
- The design of the lube oil temperature
control depends on the engine type. lt is
designed either as a thermostatic valve
(wax-cartridge typej or an electric driven
control valve with electronic control ana-
logue to the HT temperature controller will
be used. Please refer also "Chapter 6.2.1
Lube oil system description, page 6-15"j.
2.2.4 Functionality
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2.2.5 lnterfaces
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2.2.5 lnterfaces
Data Bus lnterface (Machinery Alarm Systemj
Figure 2-3 lnterface Cabinet
This interface serves for data exchange to ship
alarm systems, integrated automation systems
(lASj or superior power plant operating systems.
The interface is actuated with MODBUS proto-
col and is available as:
- Ethernet interface (MODBUS over TCPj or
as
- serial interface (MODBUS RTUj RS422/
RS485, Standard 5 wire with electrical iso-
lation (cable length s 100 mj.
Only if the Ethernet interface is used, the transfer
of data can be handled with timestamps from
SaCoS
one
.
The status messages, alarms and safety ac-
tions, which are generated in the system, can be
transferred.
All measuring values acquired by SaCoS
one
are
available for transfer.
Generator Control
Hardwired interface, used for example for syn-
chronisation, load indication, etc.
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
SaCoS
one
and the propulsion control system.
Others
ln addition, interfaces to auxiliary systems are
available, such as to:
- nozzle cooling module
- HT preheating unit
- Electric driven pumps for lube oil, HT and
LT cooling water
- clutches
- gearbox
- propulsion control system
On request additional hard wired interfaces can
be provided for special applications.
Cables - Scope of supply
The bus cables between engine and interface
are scope of the MAN Diesel & Turbo supply.
The control cables and power cables are not in-
cluded in the scope of the MAN Diesel & Turbo
supply. This cabling has to be carried out by the
customer.
2.2.5 lnterfaces
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2.2.6 Technical Data
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lnterface 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
(RAL7035j
Weight: approx. 300 kg
Dimensions: 1200 x 2100 x 400 mm*
* width x height x depth (including basej
Degree of protection: lP54.
Environmental Conditions:
Ambient air temperature: 0 C to +55 C
Relative humidity: < 96 %
vibrations < 0.7 g.
Remote Operating Panel (optionalj
Design:
Panel for control desk installation with 3 m
cable to terminal bar for installation inside
control desk
Front color: white aluminium (RAL9006j
Weight: 15 kg
Dimensions: 370 x 480 x 150 mm*
* width x height x depth (including basej
Degree of protection: lP23.
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
(kvAj
Ub
(vj
F
(Hzj
Phase
Fuse/
Starter
by
yard
SaCoS
one
0.8 24 DC +/- 40A
Power supply from ship bat-
tery distribution (two line
redundant power supplyj
SaCoS
one
lnterface Cabinet
0.45
400 -
440
50/60 3~ 6A
Power supply for consumers
on engine
SaCoS
one
temperature
controllers
0.07* 230 50/60 2~ 10A
Cabinet illumination, socket,
anticondensation heater
*temperature controller incl.
regulating valve drive, for
each temperature control sys-
tem
Table 2-2 Electrical own consumption
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2.2.7 lnstallation requirements
C-Al 32/44CR Page 2 - 143
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Location
The lnterface Cabinet is designed for installation
in non-hazardous areas.
The maximum cable length between the engine
and the lnterface Cabinet is 60 meters.
The cabinet must be installed at a location suit-
able for service inspection.
Do not install the cabinet close to heat-generat-
ing devices.
ln case of installation at walls, the distance be-
tween cabinet and wall has to be at least
100 mm in order to allow air convection.
Regarding the installation in engine rooms, the
cabinet should be supplied with fresh air by the
engine room ventilation through a dedicated
ventilation air pipe near the engine.
Note!
lf 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, please re-
fer to the "Chapter 2.2.6 Technical Data, page
2-141".
Cabling
The interconnection cables between the engine
and the lnterface Cabinet have to be installed
according to the rules of electromagnetic com-
patibility. 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 mounted on the engine
are not included in the scope of
MAN Diesel & Turbo supply. Shielded cables
must be used for the cabling of sensors. For
electrical noise protection, an electric ground
connection must be made from the cabinet to
the hull of the ship.
All cabling between the lnterface Cabinet and
the controlled device is scope of yard supply.
The cabinets is equipped with spring loaded ter-
minal clamps. All wiring to external systems
should be carried out without conductor
sleeves.
The redundant CAN cables are
MAN Diesel & Turbo scope of supply. lf the cus-
tomer provides these cables, the cable must
have a characteristic impedance of 120 O.
Maximum cable length
lnstallation Works
During the installation period the yard has to
protect the cabinet against water, dust and fire.
lt is not allowed to do any welding near the cab-
inets. The cabinets have to be fixed to the floor
by screws.
lf it is inevitable to do welding near the cabinet,
the cabinet and panels have to be protected
against heat, electric current and electromag-
netic influences. To guarantee protection
against current, all of the cabling must be dis-
connected from the affected components.
The installation of additional components inside
the cabinets is only allowed after approval by the
responsible project manager of
MAN Diesel & Turbo only.
Connection max. cable length
Cables between engine and
lnterface Cabinet
60 m
MODBUS cable between lnter-
face Cabinet and ship alarm
system
s 100 m
Cable between lnterface Cabi-
net and Remote Operating Panel
s 100 m
Table 2-3 Maximum cable length
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2.2.8 Engine-located measuring and control devices
J-AJ 32/44CR Page 2 - 145
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Examplary list for project planning
Engine type: 20v32/44CR Tier ll
No. Measuring
Point
Description Function Measuring
Range
Location Con-
nected to
Depend-
ing on
option
speed pickups
1.
1SE1004A/
B
*j
speed pickup
turbocharger
speed
indication, super-
vision -
turbo-
charger
Control
Module /
safety
-
2.
1SE1005 speed pickup
engine speed
camshaft speed
and position input
for CR
0 - 900 rpm
0 - 1,800 Hz
camshaft
drive
wheel
Control
Module /
alarm
-
3.
2SE1005 speed pickup
engine speed
camshaft speed
and position input
for CR
0 - 900 rpm/
0 - 1,800 Hz
camshaft
drive
wheel
Control
Module /
safety
-
start and stop of engine
4.
1SSv1011 solenoid valve
engine start
actuated during
engine start and
slowturn
-
engine Control
Module /
alarm
-
5.
engine start
actuated during
engine start and
slowturn
-
engine Control
Module /
alarm
-
6.
1HOZ1012 push button
local emergency
stop
emergency stop
from local control
station
-
Local
Operating
Panel
gateway
module -
7.
1SZv1012 solenoid valve
engine shut-
down
manual and auto-
emergency shut-
down
-
engine Control
Module /
safety
-
8.
1PS1012 pressure switch
emergency stop
air
feedback emer-
gency stop, start-
blocking active
0 - 10 bar emer-
gency
stop air
pipe on
engine
Control
Module /
safety -
variable valve Timing
9.
1EM1024A
/B
*j
electric motor
vvT setting row
A
variable valve
Timing -
engine vvT cabi-
net -
*j
A-sensors: all engines; B-sensors: v-engines only.
to be continued
Table 2-4 List for engine-located measuring and control devices
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10.
1GOS1024
A/B
*j
limit switch vvT
part load posi-
tion row A
feedback vvT
part load position
reached
-
engine vvT cabi-
net -
11.
2GOS1024
A/B
*j
limit switch vvT
full load position
row A
feedback vvT full
load position
reached
-
engine vvT cabi-
net -
12.
3GOS1024
A/B
*j
limit switch vvT
part load posi-
tion row A
feedback vvT
part load position
reached
-
engine vvT cabi-
net -
13.
4GOS1024
A/B
*j
limit switch vvT
full load position
row A
feedback vvT full
load position
reached
-
engine vvT cabi-
net -
charge air bypass
14.
1XSv1030 solenoid valve
charge air
bypass flap
blow by while
partload or low
speed
-
engine Control
Module /
alarm
charge air
bypass
charge air blow-off
15.
1XSv1031
A/B
*j
solenoid valve
charge air blow
off flap A/B
charge air blow off
at low suction air
temperature
-
engine Control
Module /
alarm
charge air
blow off
main bearings
16.
xTE1064 double temp
sensors, main
bearings
indication, alarm,
engine protection
0 - 120 C engine Control
Modules
main bear-
ing temp
monitoring
turning gear
17.
1GOS1070 limit switch turn-
ing gear
engaged
indication and
start blocking -
engine Control
Module /
alarm
-
jet assist
18.
for jet assist
turbocharger
acceleration by jet
assist
-
engine Control
Module /
alarm
jet assist
lube oil system
19.
1PT2170 pressure trans-
mitter, lube oil
pressure engine
inlet
alarm at low lube
oil pressure
0 - 10 bar engine Control
Module /
alarm
-
*j
to be continued
No. Measuring
Point
Range
Location Con-
nected to
Depend-
ing on
option
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20.
mitter, lube oil
pressure engine
inlet
auto shutdown at
low pressure
0 - 10 bar Local
Operating
Panel
Control
Module /
safety
-
21.
1TE2170 double temp
sensor, lube oil
temp engine
inlet
alarm at high
temp
Modules
-
22.
1EM2470 electric motor
cylinder lubrica-
tion
cylinder lubrica-
tion -
engine lnterface
Cabinet -
23.
1FE2470A/
B
*j
limit switch cyl-
inders lubricator
line A/B
function control of
cylinder lubrica-
tor line A
0.1 - 1 Hz engine Control
Module /
alarm
-
24.
1PT2570A/
B
*j
pressure trans-
mitter, lube oil
pressure turbo-
charger inlet
alarm at low lube
oil pressure
Module /
alarm
-
25.
2PT2570A/
B
*j
pressure trans-
mitter, lube oil
pressure turbo-
charger inlet
auto shutdown at
low lube oil pres-
sure
Module /
safety
-
26.
1TE2580A/
B
*j
double temp
sensor, lube oil
temp turbo-
charger drain
alarm at high
temp
Modules
-
oil mist detection
27.
1QTlA2870 oilmist detector,
oilmist concen-
tration in crank-
case
oilmist supervi-
sion
-
engine
-
oil mist
detection
splash oil
28.
xTE2880 double temp
sensors,
splashoil temp
rod bearings
splash oil supervi-
sion
Modules
-
*j
to be continued
No. Measuring
Point
Range
Location Con-
nected to
Depend-
ing on
option
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cooling water systems
29.
1TE3168 double temp
sensor HT water
temp charge air
cooler inlet
for EDS visualisa-
tion and control of
preheater valve
Module /
alarm
-
30.
mitter, HT cool-
ing water
pressure engine
inlet
alarm at low pres-
sure
Module /
alarm -
31.
mitter, HT cool-
ing water
pressure engine
inlet
detection of low
cooling water
pressure
Module /
safety -
32.
1TE3170 double temp
sensor, HTCW
temp engine
inlet
alarm, indication 0 - 120 C engine Control
Modules
-
33.
1TE3180 temp sensor, HT
water temp
engine outlet
-
Modules -
34.
mitter, nozzle
cooling water
pressure engine
inlet
alarm at low cool-
ing water pressure
Module /
alarm -
35.
mitter, nozzle
cooling water
pressure engine
inlet
alarm at low cool-
ing water pressure
Module /
safety -
36.
1TE3470 double temp
sensor, nozzle
cooling water
temp engine
inlet
alarm at high
cooling water
temp
Modules
-
to be continued
No. Measuring
Point
Range
Location Con-
nected to
Depend-
ing on
option
J-AJ 32/44CR Page 2 - 149
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37.
mitter, LT water
pressure charge
air cooler inlet
alarm at low cool-
ing water pressure
Module /
alarm
-
38.
mitter, LT water
pressure charge
air cooler inlet
alarm at low cool-
ing water pressure
Unit
-
39.
1TE4170 double temp
sensor, LT water
temp charge air
cooler inlet
alarm, indication 0 - 120 C LT pipe
charge air
cooler
inlet
Control
Modules
-
fuel system
40.
mitter, fuel pres-
sure engine inlet
remote indication
and alarm
Module /
alarm
-
41.
mitter, fuel pres-
sure engine inlet
remote indication
and alarm
Module /
safety
-
42.
1TE5070 double temp
sensor, fuel
temp engine
inlet
alarm at high
temp in MDO-
mode and for EDS
use
Modules
-
43.
xFCv5075
A/B
*j
suction throttle
valves row A/B
volume control of
low pressure fuel -
engine lnjection
Module /
CR
-
44.
1LS5076A/
B
*j
level switch fuel
pipe break leak-
age
high pressure fuel
system leakage
detection
0 - 2,000 bar engine Control
Unit -
45.
xLS5077A/
B
*j
level switch rail
segment 1-5A/B
rail leakage detec-
tion -
engine Leakage
Monitor-
ing Unit
-
46.
2PT5076A/
B
*j
rail pressure
sensors 2 row A/
B
pressure of high
pressure fuel sys-
tem common rail
0 - 2,000 bar engine lnjection
Module /
CR
-
47.
xLS5077A/
B
*j
level switch rail
segment
1 - 5A/B
rail leakage detec-
tion -
engine Leakage
Monitor-
ing Unit
-
*j
to be continued
No. Measuring
Point
Range
Location Con-
nected to
Depend-
ing on
option
Page 2 - 150 32/44CR J-AJ
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48.
xFSv5078
A/B
*j
valve group for
fuel injection
fuel injection
-
engine lnjection
Module /
CR
-
49.
1FSv5080
A/B
*j
flushing valve unloading of com-
mon rail high
pressure fuel sys-
tem A
-
engine emer-
gency
stop valve
1SZv1012
-
50.
1LS5080A/
B
*j
level switch
pump- and noz-
zle leakage row
A/B
alarm at high level
-
fuel leak-
age moni-
toring
tank FSH-
001
Control
Module /
alarm -
51.
2LS5080A/
B
*j
level switch dirty
oil leakage
pump bank CS
row A/B
alarm at high level
-
pump
bank leak-
age moni-
toring CS
Leakage
Monitor-
ing Unit
-
52.
3LS5080A/
B
*j
level switch dirty
oil leakage
pump bank CCS
row A/B
alarm at high level
-
pump
bank leak-
age moni-
toring
CCS
Leakage
Monitor-
ing Unit -
53.
4LS5080A/
B
*j
level switch dirty
oil leakage
pump bank CCS
row A/B
alarm at high level
-
pump
bank leak-
age moni-
toring
CCS
Leakage
Monitor-
ing Unit -
54.
1TE5080A/
B
*j
double temp
sensor, fuel
temp after flush-
ing valve, row A/
B
remote indication
and alarm
0 - 200 C engine Leakage
Monitor-
ing Unit -
55.
1TE5081A/
B
*j
double temp
sensor, fuel
temp after safety
valve, row A/B
remote indication
and alarm
0 - 200 C engine Leakage
Monitor-
ing Unit
-
56.
1PZv5081 pressure relief
valve
mechanical limita-
tion of rail pres-
sure
-
engine
- -
*j
to be continued
No. Measuring
Point
Range
Location Con-
nected to
Depend-
ing on
option
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charge air system
57.
mitter, intake air
pressure
for EDS visualisa-
tion
-20...+20
mbar
intake air
duct after
filter
Control
Module /
alarm
-
58.
1TE6100 double temp
sensor, intake air
temp
temp input for
charge air blow-
off and EDS visu-
alisation
0 - 120 C intake air
duct after
filter
Control
Module /
alarm
-
59.
1TE6170A/
B
*j
double temp
sensor, charge
air temp charge
air cooler A/B
inlet
for EDS visualisa-
tion
Modules
-
60.
1PT6180A/
B
*j
pressure trans-
mitter, charge air
pressure before
cylinders row A/
B
engine control 0 - 6 bar engine Control
Module /
alarm -
61.
2PT6180A/
B
*j
pressure trans-
mitter, charge air
pressure before
cylinders row A/
B
-
Module /
safety -
62.
1TE6180A/
B
*j
double temp
sensor, charge
air temp after
charge air cooler
A/B
alarm at high
temp
Modules
-
exhaust system
63.
1XSv6570 solenoid valve
for waste gate
exhaust gas blow
off when tc-speed
high
-
engine Control
Module/
alarm
waste gate
64.
xTE6570A/
B
*j
double thermo-
couples,
exhaust gas
temp cylinders
A/B
indication, alarm,
engine protection
Modules
-
*j
to be continued
No. Measuring
Point
Range
Location Con-
nected to
Depend-
ing on
option
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65.
1TE6575A/
B
*j
double thermo-
couples,
exhaust gas
temp before tur-
bocharger A/B
indication, alarm,
engine protection
Modules
-
66.
1TE6580A/
B
*j
double thermo-
couples,
exhaust gas
temp after tur-
bocharger A/B
indication 0 - 800 C engine Control
Modules
-
control air, start air, stop air
67.
mitter, starting
air pressure
engine control,
remote indication
Module/
alarm
-
68.
mitter, starting
air pressure
engine control,
remote indication
Module/
safety
-
69.
mitter, emer-
gency stop air
pressure
alarm at low air
pressure
Module/
alarm
-
70.
mitter, emer-
gency stop air
pressure
alarm at low air
pressure
Module/
safety
-
71.
mitter, control air
pressure
remote indication 0 - 10 bar engine Control
Module/
alarm
-
72.
mitter, control air
pressure
remote indication 0 - 10 bar engine Control
Module/
safety
-
No. Measuring
Point
Range
Location Con-
nected to
Depend-
ing on
option
Page 3 - 1
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3 Quality requirements of operating supplies
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Quality requirements of operating supplies
3.1 Quality of lubricating oil (SAE 40j for operation with marine gas oil, diesel oil (MGO/MDOj
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3.1 Quality of lubricating oil (SAE 40j for operation with marine
gas oil, diesel oil (MGO/MDOj
General
The specific output achieved by modern diesel
engines combined with the use of fuels that sat-
isfy the quality requirements more and more fre-
quently increase the demands on the
performance of the lubricating oil which must
therefore be carefully selected.
Lubricating oils (HD oilsj have a proven track
record as lubricants for the drive, cylinder, turbo-
charger and also for cooling the piston. Lubri-
cating oils contain additives that, amongst other
things, ensure dirt absorption capability, clean-
ing of the engine and the neutralisation of acidic
combustion products.
Only lubricating oils that have been approved by
MAN Diesel & Turbo may be used. These are
listed in the "Table 3-3 Lubricating oils approved
for use in MAN Diesel & Turbo four-stroke en-
gines that run on marine gas oil or diesel oil".
Specifications
Base oil
The base oil (lubricating oil = base oil + addi-
tivesj must have a narrow distillation range and
be refined using modern methods. lf it contains
paraffins, they must not impair the thermal sta-
bility or oxidation stability.
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 - - ldeally paraffin based
Low-temperature behaviour, still
flowable
C
ASTM D 2500 -15
Flash point (Clevelandj ASTM D 92 > 200
Ash content (oxide ashj
Weight %
ASTM D 482 < 0.02
Coke residue (according to Con-
radsonj
ASTM D 189 < 0.50
Ageing tendency following 100
hours of heating up to 135 C -
MAN Diesel &
Turbo ageing
oven
1j
-
lnsoluble (n-heptanej
Weight %
ASTM D 4055
or DlN 51592
< 0.2
Evaporation loss - < 2
Spot test (filter paperj
-
MAN Diesel & Turb
o test
Precipitation of resins or asphalt-like age-
ing products must not be identifiable.
1j
Works' own method.
Table 3-1 Base oils - target values
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Lubricating oils (HD oilsj
The basic oil to which the additives have been
added (compounded lubricating oilj 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 following combustion.
The ash must be soft. lf this prerequisite is not
met, it is likely the rate of deposition in the com-
bustion chamber will be higher, particularly at
the outlet valves and at the turbocharger inlet
housing. Hard additive ash promotes pitting of
the valve seats and causes the valves to burn
out, it also increases mechanical wear.
Additives in the active or used condition must
not increase the rate at which the filter elements
are blocked.
Detergency
The washing must be high enough to prevent
the accumulation of tar and coke residue as a re-
sult of fuel combustion.
Dispersion capability
The selected dispersion capability must be such
that commercially-available lubricating oil clean-
ing 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 D2896j
must be high enough to neutralise the acidic
products produced during combustion. The re-
action time of the additive must be harmonised
with the process in the combustion chamber.
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 in-
dex improver. Fresh oil must not contain water or
other contaminants.
Lube oil selection
Quality of lubricating oil
We recommend compounded lubricating oils
(HD oilsj according to international specifica-
tions MlL-L 2104 or APl-CD with a base number
of BN 10-16 mg KOH/g. Military specification
O-278 lubricating oils can be used.
The operating conditions of the engine and the
quality of the fuel determine which additive frac-
tions the lubricating oil contains. lf marine diesel
fuel with a sulphur content of up to 2.0 % by
weight according to lSO-F-DMC and carbon
residues of up to 2.5 % by weight is used, you
should choose a base number of roughly 20.
However, the operating results that ensure the
most efficient engine operation ultimately de-
cide the additive content.
Cylinder lubricating oil
ln engines with separate cylinder lubrication
systems, the pistons and cylinder liners are sup-
plied with lubricating oil via a separate lubricat-
ing 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 condi-
tions.
Use a lubricating oil for the cylinder and lubricat-
ing circuit as specified above.
Speed controller
Multigrade oil 5W40 should ideally be used in
mechanical-hydraulic controllers with a sepa-
rate oil pan. lf this oil is not available when filling,
15W40 oil can be used instead in exceptional
Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40,
32/44, 40/54, 48/60, 58/64, 51/60DF
40
Table 3-2 viscosity (SAE classj of lube oils
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cases. ln this case, it makes no difference
whether synthetic or mineral-based oils are
used.
The military specification for these oils is O-236.
Experience with the drive motor L27/38 has
shown that the operating temperature of the
Woodward controller OG10MAS and corre-
sponding actuator for UG723+ can reach tem-
peratures higher than 93 C. ln these cases we
recommend using a synthetic oil such as Castrol
Alphasyn HG150. 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 dif-
ferent manufacturersj, is not permitted as this
may impair the performance of the existing ad-
ditives which have been carefully harmonised
with each another and also specifically tailored
to the basic oil.
Selection of lubricating oils/warranty
The majority of mineral oil companies are in
close regular contact with engine manufacturers
and can therefore provide information on which
oil in their specific product range has been ap-
proved by the engine manufacturer for the par-
ticular application. lrrespective of the above,
lubricating oil manufacturers are liable in any
case for the quality and characteristics of their
products. lf 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.
The oil can be used for as long as the oil proper-
ties remain within the defined limit values (see
"Table 3-4 Limit values for used lubricating oil"j.
An oil sample must be analysed every 1 - 3
months (see maintenance schedulej. The quality
of the oil can only be maintained if it is cleaned
using suitable equipment (e.g. a separator or fil-
terj.
Test
We can analyse heavy fuel oil for customers at
our laboratory. A 0.5 l sample is required for the
test.
lmproper handling of fuels
lf fuels are improperly handled, this can pose a
danger to health, safety and the environment.
The relevant safety information by the fuel sup-
plier must be observed.
Approved lubricating oils SAE 40
Manufacturer Base Number
10 - 16
1j
[mgKOH/g|
AGlP Cladium 120-SAE 40
Sigma S SAE 40
2j
BP Energol DS 3-154
CASTROL Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEvRON Texaco
(Texaco, Caltexj
Taro 12 XD 40
Delo 1000 Marine SAE 40
Delo SHP 40
EXXON MOBlL Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
2j
Delvac 1640
PETROBRAS Marbrax CCD-410
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius FB 40
2j
Sirius/Rimula X40
2j
STATOlL MarWay 1540
MarWay 1040
TOTAL LUBMARlNE Disola M4015
1j
lf marine diesel oil with a low quality (lSO-F-DMCj is
used, a base number (BNj of roughly 20 should be
used.
2j
With a sulphur content of less than 1 %.
Table 3-3 Lubricating oils approved for use in
MAN Diesel & Turbo four-stroke engines
that run on marine gas oil or diesel oil
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Note!
MAN Diesel & Turbo SE will not assume liability
for any problems associated with using these
oils.
Limit value Method
viscosity at 40 C 110 - 220 mm
2
/s lSO 3104 or ASTM D 445
Base Number (BNj min. 50 % of fresh oil lSO 3771
Flash Point (PMj min. 185 C lSO 2719
Water content max. 0.2 % (max. 0.5 % for a short timej lSO 3733 or ASTM D 1744
n-heptan insoluble max. 1.5 % DlN 51592 or lP 316
Metal content
dependent upon the engine type and operat-
ing conditions
-
Guide value only
Fe
Cr
Cu
Pb
Sn
Al
Si
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
max. 10 ppm
-
Table 3-4 Limit values for used lubricating oil
3.2 Quality of lubricating oils (SAE40j for heavy fuel oil operation (HFOj
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3.2 Quality of lubricating oils (SAE40j for heavy fuel oil
operation (HFOj
General
The specific output achieved by modern diesel
engines combined with the use of fuels that sat-
isfy the quality requirements more and more fre-
quently increase the demands on the
performance of the lubricating oil which must
therefore be carefully selected.
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 prop-
erties, ensure a higher neutralisation reserve.
lnternational specifications do not exist for me-
dium alkalinity lubricating oils. A test operation is
therefore necessary for a corresponding period
in accordance with the manufacturer's instruc-
tions.
Only lubricating oils that have been approved by
MAN Diesel & Turbo may be used. These are
listed in the "Table 3-9 Approved lubricating oils
for heavy fuel oil - operated MAN Diesel & Turbo
four-stroke engines".
Specifications
Base oil
The base oil (lubricating oil = base oil + addi-
tivesj must have a narrow distillation range and
be refined using modern methods. lf it contains
paraffins, they must not impair the thermal sta-
bility or oxidation stability.
The base oil must comply with the limit values in
the "Table 3-5 Base oils - target values", partic-
ularly in terms of its resistance to ageing.
Properties/characteristics Unit Test method Limit values
Make-up - - ldeally paraffin based
Low-temperature behaviour, still
flowable
C
ASTM D 2500 -15
Flash point (Clevelandj ASTM D 92 > 200
Ash content (oxidised ashj
Weight %
ASTM D 482 < 0.02
Coke residue (according to Con-
radsonj
ASTM D 189 < 0.50
Ageing tendency following 100
hours of heating up to 135 C -
MAN Diesel &
Turbo ageing
oven
1j
-
lnsoluble n-heptane
Weight %
ASTM D 4055 or
DlN 51592
< 0.2
Evaporation loss - < 2
Spot test (filter paperj
-
MAN Diesel &
Turbo test
Precipitation of resins or asphalt-like ageing
products must not be identifiable.
1j
Works' own method.
Table 3-5 Base oils - target values
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Medium alkalinity lubricating oil
The prepared oil (base oil with additivesj 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 is left over, even if the engine is pro-
visionally operated with distillate oil.
The ash must be soft. lf this prerequisite is not
met, it is likely the rate of deposition in the com-
bustion chamber will be higher, particularly at
the outlet valves and at the turbocharger inlet
housing. Hard additive ash promotes pitting of
the valve seats and causes the valves to burn
out, it also increases mechanical wear.
Additives in the active or used condition must
not increase the rate at which the filter elements
are blocked.
Detergency
The detergency must be high enough to prevent
the accumulation of tar and coke residue as a re-
sult of fuel combustion. The lubricating oil must
not absorb the deposits produced by the fuel.
Dispersion capability
The selected dispersion capability must be such
that commercially-available lubricating oil clean-
ing 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 D2896j
must be high enough to neutralise the acidic
products produced during combustion. The re-
action time of the additive must be harmonised
with the process in the combustion chamber.
For tips on selecting the base number, refer to
the"Table 3-7 Base number to be used for vari-
ous operating conditions".
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 in-
dex improver. Fresh oil must not contain water or
other contaminants.
Lube oil selection
Neutralisation properties (BNj
Lubricating oils with a range of neutralisation ca-
pabilities (BNj are available on the market. Ac-
cording to current knowledge, a relationship can
be established between the anticipated operat-
ing conditions and the BN number as shown in
the "Table 3-7 Base number to be used for vari-
ous operating conditions". However, the operat-
ing results are still the overriding factor in
determining which BN number produces the
most efficient engine operation.
Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40,
32/44, 40/54, 48/60, 58/64, 51/60DF
40
Table 3-6 viscosity (SAE classj of lube oils
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Operation with low-sulphur fuel
To comply with the emissions regulations, the
sulphur content of fuels used nowadays varies.
Fuels with a low-sulphur content must be used
in environmentally-sensitive areas (SECAj. Fuels
with a high sulphur content may be used outside
SECA zones. ln this case, the BN number of the
lubricating oil selected must satisfy the require-
ments for operation using fuel with a high-sul-
phur content. A lubricating oil with low BN
number may only be selected if fuel with a low-
sulphur content is used exclusively during oper-
ation.
However, the results obtained in practise that
demonstrate the most efficient engine operation
are the factor that ultimately decides which ad-
ditive fraction is permitted.
Cylinder lubricating oil
ln engines with separate cylinder lubrication
systems, the pistons and cylinder liners are sup-
plied with lubricating oil via a separate lubricat-
ing 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 condi-
tions.
Use a lubricating oil for the cylinder and lubricat-
ing circuit as specified above.
Speed controller
Multigrade oil 5W40 should ideally be used in
mechanical-hydraulic controllers with a sepa-
rate oil pan. lf this oil is not available when filling,
15W40 oil can be used instead in exceptional
cases. ln this case, it makes no difference
whether synthetic or mineral-based oils are
used.
The military specification for these oils is O-236.
Lubricating oil additives
The use of other additives with the lubricating
oil, or the mixing of different brands (oils by dif-
ferent manufacturersj, is not permitted as this
may impair the performance of the existing ad-
ditives which have been carefully harmonised
with each another and also specifically tailored
to the basic oil.
Selection of lubricating oils/warranty
The majority of mineral oil companies are in
close regular contact with engine manufacturers
and can therefore provide information on which
oil in their specific product range has been ap-
proved by the engine manufacturer for the par-
ticular application. lrrespective of the above,
lubricating oil manufacturers are liable in any
case for the quality and characteristics of their
products. lf you have any questions, we will be
happy to provide you with further information.
Approx. BN of fresh
oil (mg KOH/g oilj
Engines/Operating conditions
20
Marine diesel oil (MDOj with a lower quality (lSO-F-DMCj or heavy fuel oil with a sulphur con-
tent of less than < 0.5 %.
30
Generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
with exclusive HFO operation only with sulphur content < 1.5 %.
40
With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where corre-
sponding requirements in relation to the oil service life and washing ability exist.
ln general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
with exclusive HFO operation providing the sulphur content is greater than 1.5 %.
50
32/40, 32/44CR, 40/54, 48/60, and 58/64 if BN 40 is inadequate in terms of oil life or engine
cleanliness (high sulphur content of the fuel, very low lube oil consumption.
Table 3-7 Base number to be used for various operating conditions
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Oil during operation
There are no prescribed oil change intervals for
MAN Diesel & Turbo medium speed engines.
The oil properties must be regularly analysed.
The oil can be used for as long as the oil proper-
ties remain within the defined limit values (see
"Table 3-8 Limit values for used lubricating oil"j.
An oil sample must be analysed every 1 - 3
months (see maintenance schedulej. The quality
of the oil can only be maintained if it is cleaned
using suitable equipment (e.g. a separator or fil-
terj.
Tests
We can analyse heavy fuel oil for customers at
our laboratory. A 0.5 l sample is required for the
test.
Limit value Method
viscosity at 40 C 110 - 220 mm
2
/s lSO 3104 or ASTM D 445
Base Number (BNj min. 50% of fresh oil lSO 3771
Flash Point (PMj min. 185 C lSO 2719
Water content max. 0.2 % (max. 0.5 % for a short periodj lSO 3733 or ASTM D 1744
n-heptan insoluble max. 1.5 % DlN 51592 or lP 316
Metal content
dependent on engine type and operating con-
dition
-
Only for guidance
Fe
Cr
Cu
Pb
Sn
Al
Si
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
max. 10 ppm
-
Table 3-8 Limit values for used lubricating oil
Manufacturer Base Number [mg KOH/g|
20 30 40 50
AGlP - Cladium 300 Cladium 400 -
BP Energol lC-HFX
204
Energol lC-HFX
304
Energol lC-HFX
404
Energol lC-HFX
504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
to be continued
Table 3-9 Approved lubricating oils for heavy fuel oil - operated MAN Diesel & Turbo four-stroke engines
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CEPSA - Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEvRON
(Texaco, Caltexj
Taro 20DP40 Taro 30DP40 Taro 40XL 40 Taro 50XL 40
EXXON MOBlL
-
Mobilgard M 440
Exxmar 30 TP 40
Mobilgard M 440
Exxmar 40 TP 40
Mobilgard M50
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 -
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 -
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
TOTAL LUBMA-
RlNE
-
Aurelia XL 4030
Aurelia Tl 4030
Aurelia XL 4040
Aurelia Tl 4040
Aurelia XL 4055
Aurelia Tl 4055
Note!
MAN Diesel & Turbo SE will not assume liability for any problems associated with using these oils.
Manufacturer Base Number [mg KOH/g|
20 30 40 50
Table 3-9 Approved lubricating oils for heavy fuel oil - operated MAN Diesel & Turbo four-stroke engines
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3.3 Quality of engine cooling water
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Preliminary notes
As is also the case with the fuel and lubricating
oil, the engine cooling water must be carefully
selected, handled and checked. lf this is not the
case, corrosion, erosion and cavitation may oc-
cur at the walls of the cooling system and de-
posits may form. Deposits obstruct the transfer
of heat and can cause thermal overloading of
the cooled parts. The system must be treated
with anticorrosive agent before bringing it into
operation for the first time. The concentrations
prescribed by the engine manufacturer must al-
ways be observed during subsequent operation.
The above especially applies if a chemical addi-
tive is added.
Requirements
Limiting values
The properties of the untreated cooling water
must correspond to the following limit values:
Test equipment
The MAN Diesel & Turbo water testing equip-
ment incorporates devices that determine the
water properties referred to above in a straight-
forward manner. The manufacturers of anticor-
rosive agents also supply user-friendly testing
equipment. For information on monitoring cool-
ing water, see "Chapter 3.4 Cooling water in-
specting, page 3-21".
Additional information
Distillate
lf distilled water (from a fresh water generator,
for examplej or fully desalinated water (from ion
exchange or reverse osmosisj is available, this
should ideally be used as the engine cooling wa-
ter. These waters are free of lime and salts which
means that deposits that could interfere with the
transfer of heat to the cooling water, and there-
fore also reduce the cooling effect, cannot form.
However, these waters are more corrosive than
normal hard water as the thin film of limescale
that would otherwise provide temporary corro-
sion protection does not form on the walls. This
is why distilled water must be handled particu-
larly carefully and the concentration of the addi-
tive must be regularly checked.
Hardness
The total hardness of the water is the combined
effect of the temporary and permanent hard-
ness. The proportion of calcium and magnesium
salts is of overriding importance. The temporary
hardness is determined by the carbonate con-
tent of the calcium and magnesium salts. The
permanent hardness is determined by the
amount of remaining calcium and magnesium
salts (sulphatesj. The temporary (carbonatej
hardness is the critical factor that determines
the extent of limescale formation in the cooling
system.
Property/
feature
Characteristics Unit
Type of water Distillate or fresh water, free
of foreign matter.
The following are prohib-
ited: seawater, brackwater,
river water, brines, industrial
wastewater and rainwater.
-
Total hardness max. 10 dH
1j
pH-value 6.5 - 8 -
Chloride ion
content
max. 50
mg/l
2j
1j
1 dH (German hardnessj:
10 mg CaO/l
17.9 mg CaCO
3
/l
0.357 mval/l
0.179 mmol/l
2j
1 mg/l = 1 ppm
Table 3-10 Cooling water - properties to be observed
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Water with a total hardness of > 10 dH must be
mixed with distilled water or softened. Subse-
quent hardening of extremely soft water is only
necessary to prevent foaming if emulsifiable
corrosion-inhibiting oils are used.
Damage in the cooling water system
Corrosion
Corrosion is an electrochemical process that
can generally be avoided by selecting the cor-
rect 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 turbulence is present. lf
the steam pressure is reached, steam bubbles
form and subsequently collapse in high pressure
zones which causes the destruction of materials
in constricted areas.
Erosion
Erosion is a mechanical process accompanied
by material abrasion and the destruction of pro-
tective 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 can lead to cracking
and rapid crack propagation in water-cooled,
mechanically-loaded components if the cooling
water has not been treated correctly.
Processing of the engine cooling water
Formation of a protective film
The purpose of treating the engine cooling water
using anticorrosive agents is to produce a con-
tinuous protective film on the walls of cooling
surfaces and therefore prevent the damage re-
ferred to above. ln order for a anticorrosive
agent to be 100 % effective, it is extremely im-
portant that untreated water satisfies the re-
quirements in the paragraph "Requirements,
page 3-13".
Protective films can be formed by treating the
cooling water with a chemical anticorrosive
agent or an emulsifiable corrosion-inhibiting oil.
Emulsifiable corrosion-inhibiting oils are used
less and less frequently as their use has been
considerably restricted by environmental pro-
tection regulations and also because are rarely
available from suppliers for this and other rea-
sons.
Treatment prior to initial start-up of engine
Treatment with a anticorrosive agent should be
carried out before the engine is brought into op-
eration for the first time to prevent irreparable in-
itial damage.
Warning!
The engine must not be brought into operation
without treating the cooling water first.
Additives for cooling water
Only the additives approved by
MAN Diesel & Turbo and listed in "Table 3-11
Chemical additives - containing nitrite" up to
"Table 3-14 Anti-freeze solutions with corrosion-
inhibiting properties" may be used.
Required approval
A cooling water additive can only be approved if
it has been tested and approved according to
the current regulations of the research associa-
tion for combustion engines in Germany (Fvv =
Forschungsvereinigung fr verbrennungskraft-
maschinenj entitled "Testing the suitability of
coolant additives for cooling liquids in internal
combustion engines". The test report must be
obtainable on request. The relevant tests can be
carried out on request in Germany at the staatli-
che Materialprfanstalt (Federal lnstitute for Ma-
terials Research and Testingj, Abteilung
Oberflchentechnik (Surface Technology Divi-
sionj, Grafenstrae 2 in D-64283 Darmstadt.
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Once the cooling water additive has been tested
by the Fvv, the product must be tested in an en-
gine before the final approval is granted.
Only in closed circuits
Additives may only be used in closed circuits
where no significant consumption occurs, apart
from leaks or evaporation losses.
Chemical additives
Sodium nitrite and sodium borate based addi-
tives etc. have a proven track record. Galva-
nised iron pipes or zinc sacrificial anodes must
not be used in cooling systems. This corrosion
protection is not required due to the prescribed
cooling water treatment and electrochemical
potential reversal can occur due to the cooling
water temperatures which are normally present
in engines nowadays. lf necessary, the pipes
must be deplated.
Corrosion-inhibiting oil
This additive is an emulsifiable mineral oil with
added corrosion-inhibiting ingredients. A thin
film of oil forms on the walls of the cooling sys-
tem. This prevents corrosion without interfering
with the transfer of heat and also prevents limes-
cale deposits on the walls of the cooling system.
The significance of emulsifiable corrosion-inhib-
iting oils is fading. Oil-based emulsions are rare-
ly used nowadays for environmental protection
reasons and also because stability problems are
known to occur in emulsions.
Anti-freeze agents
lf temperatures below the freezing point of water
in the engine cannot be excluded, an anti-freeze
agent that also prevents corrosion must be add-
ed to the cooling system or corresponding parts.
Otherwise the entire system must be heated.
(Military specification: Sy-7025j.
Sufficient corrosion protection can be provided
by adding the products listed in the "Table 3-14
Anti-freeze solutions with corrosion-inhibiting
properties" while observing the prescribed con-
centration. This concentration prevents freezing
at temperatures down to -22 C. However, the
quantity of anti-freeze solution actually required
always depends on the lowest temperatures
that are to be expected at the place of use.
Anti-freeze solutions are generally ethylene gly-
col-based. A suitable chemical anticorrosive
agent must be added if the concentration of the
anti-freeze solution prescribed by the user for a
specific application does not provide an appro-
priate level of corrosion protection, or if the con-
centration of anti-freeze solution used is lower
due to less stringent frost protection require-
ments and does not provide an appropriate level
of corrosion protection. For information on the
compatibility of the anti-freeze solution with the
anticorrosive agent and the required concentra-
tions, contact the manufacturer. The chemical
additives listed in the "Table 3-11 Chemical ad-
ditives - containing nitrite" are known to be
compatible with ethylene-glycol based anti-
freeze solutions. Anti-freeze solutions may only
be mixed with one another with the consent of
the manufacturer, even if these solutions have
the same composition.
Biocides
lf you cannot avoid using a biocide because the
cooling water has been contaminated by bacte-
ria, 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 cooling water
system and must not react with these.
The biocide and its decomposition products
must not contain corrosion-promoting com-
ponents. Biocides whose decomposition
products contain chloride or sulphate ions
are not permitted.
Biocides that cause foaming of the cooling
water are not permitted.
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Prerequisite for effective use of an anticorrosive agent
Clean cooling system
As contamination significantly reduces the ef-
fectiveness of the additive, the tanks, pipes,
coolers and other parts outside the engine must
be free of rust and other deposits before the en-
gine is started up for the first time and after re-
pairs are carried out on the pipe system. The
entire system must therefore be cleaned with the
engine switched off using a suitable cleaning
agent (see "Chapter 3.5 Cooling water system
cleaning, page 3-23"j.
Loose solid matter in particular must be re-
moved by flushing the system thoroughly as
otherwise erosion may occur in locations where
the flow velocity is high.
The cleaning agents must not corrode the seals
and materials of the cooling system. ln most
cases, the supplier of the cooling water additive
will be able to carry out this work and, if this is
not possible, will at least be able to provide suit-
able products to do this. lf this work is carried
out by the engine operator, he should use the
services of a specialist supplier of cleaning
agents. The cooling system must be flushed
thoroughly following cleaning. Once this has
been done, the engine cooling water must be
treated immediately with anticorrosive agent.
Once the engine has been brought back into op-
eration, the cleaned system must be checked
for leaks.
Regular checks of the cooling water condition
and cooling water system
Treated cooling water may become contaminat-
ed when the engine is in operation which causes
the additive to loose some of its effectiveness. lt
is therefore advisable to regularly check the
cooling system and the condition of the cooling
water.
The additive concentration must be checked at
least once a week using the test kits specified by
the manufacturer. The results must be docu-
mented.
Note!
The chemical additive concentrations must not
fall below the minimum concentrations specified
in the table entitled "Table 3-11 Chemical addi-
tives - containing nitrite".
Excessively low concentrations can promote
corrosion and must be avoided. lf the concen-
tration is slightly above the recommended con-
centration this will not result in damage.
Concentrations which are more than twice the
recommended concentration should be avoid-
ed.
A cooling water sample must be sent to an inde-
pendent laboratory or the engine manufacturer
every 2 - 6 months for comprehensive analysis.
Emulsifiable anticorrosive agents must generally
be replaced after roughly 12 months according
to the supplier's instructions. When carrying this
out, the entire cooling system must be flushed
and, if necessary, cleaned (see also "Chapter 3.5
Cooling water system cleaning, page 3-23"j.
Once filled in the system the fresh water must be
treated immediately.
lf chemical additives or anti-freeze solutions are
used, the cooling water should be replaced after
3 years at the latest.
lf there is a high concentration of solids (rustj in
the system, the water must be completely re-
placed and entire system carefully cleaned.
Deposits in the cooling system may be caused
by fluids that enter the cooling water, or the
break up of emulsion, corrosion in the system
and limescale deposits if the water is very hard.
lf the concentration of chloride ions has in-
creased, 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. lf exhaust gas enters the
cooling water this can lead to a sudden drop in
the pH value or to an increase in the sulphate
content.
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Water losses must be compensated for by filling
with untreated water that meets the quality
requirements specified in the paragraph "Re-
quirements, page 3-13". The concentration of
the anticorrosive agent must subsequently be
checked and adjusted if necessary.
Subsequent checks of the cooling water are es-
pecially required if the cooling water had to be
drained off in order to carry out repairs or main-
tenance.
Protective measures
Anticorrosive agents contain chemical com-
pounds that can pose a risk to health or the en-
vironment 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. lf larger quan-
tities spray and/or soak into clothing, remove
and wash clothing before wearing it again.
lf chemicals come into contact with your eyes,
rinse immediately with plenty of water and seek
medical advice.
Anticorrosive agents are generally harmful to the
water cycle. Observe the relevant statutory re-
quirements for disposal.
Auxiliary engines
lf a marine auxiliary engine of type 16/24, 21/ 31,
23/30H, 27/38 or 28/32H uses the same cooling
water system as a MAN Diesel & Turbo two-
stroke main engine, the recommendations for
the cooling water of the main engine must be
observed.
Analysis
We analyse cooling water for our customers in
our chemical laboratory. A 0.5 l sample is re-
quired for the test.
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Permissible cooling water additives
Chemical additives containing nitrite
Manufacturer Product designation
lnitial
dose per
1,000 l
Minimum concentration ppm
Product
Nitrite
(NO
2
j
Na-Nitrite
(NaNO
2
j
Ashland Water
Technologies
Drew Marine
One Drew Plaza
Boonton
New Jersey 07005
USA
Liquidewt
Maxigard
DEWT-NC
15 l
40 l
4.5 kg
15,000
40,000
4,500
700
1,330
2,250
1,050
2,000
3,375
Unitor Chemicals
KJEMl-Service A.S.
P.O. Box 49
3140 Borgheim
Norway
Rocor NB Liquid
Dieselguard
21.5 l
4.8 kg
21,500
4,800
2,400
2,400
3,600
3,600
Nalfleet Marine
Chemicals
P.O. Box 11
Northwich
Cheshire CW8DX, UK
Nalfleet EWT Liq
(9-108j
Nalfleet EWT 9-111
Nalcool 2000
3 l
10 l
30 l
3,000
10,000
30,000
1,000
1,000
1,000
1,500
1,500
1,500
Maritech AB
P.O. Box 143
29122 Kristianstad
Sweden
Marisol CW 12 l 12,000 2,000 3,000
Uniservice
via al Santuario di N.S.
della Guardia 58/A
16162 Genova, ltaly
N.C.L.T.
Colorcooling
12 l
24 l
12,000
24,000
2,000
2,000
3,000
3,000
Marichem - Marigases
64 Sfaktirias Street
18545 Piraeus, Greece
D.C.W.T -
Non-Chromate
48 l 48,000 2,400 -
vecom
Schlenzigstr. 7
21107 Hamburg
Germany
Cool Treat NCLT 16 l 16,000 4,000 6,000
Table 3-11 Chemical additives - containing nitrite
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Additives - (chemical additivesj - nitrite free
Emulsifiable corrosion-inhibiting oils
Manufacturer
Product designation
lnitial dosing
per 1,000 l
Minimum concen-
tration
Arteco
Technologiepark
Zwinaarde 2
B-9052 Gent, Belgium
Havoline
XLl
75 l 7.5 %
Total Lubricants
Paris, France
WT Supra 75 l 7.5 %
Ashland Water Technologies
Drew Marine
One Drew Plaza
Boonton, New Jersey 07005
USA
Drewgard CWT 8 l 1 %
Table 3-12 Chemical additves - nitrite free
Manufacturer Product
(Designationj
BP Marine
Breakspear Way
Hemel Hempstead
Herts HP2 4UL, UK
Diatsol M
Fedaro M
Castrol lnt.
Pipers Way
Swindon SN3 1RE, UK
Solvex WT 3
Deutsche Shell AG
berseering 35
22284 Hamburg, Germany
Oil 9156
Table 3-13 Emulsifiable corrosion-inhibiting oils
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Anti-freeze solutions with corrosion-inhibiting properties
Manufacturer
Product
(Designationj
Minimum
concentration
BASF
Carl-Bosch-Str.
67063 Ludwigshafen, Rhein
Germany
Glysantin G 48
Glysantin 9313
Glysantin G 05
35 %
Castrol lnt.
Pipers Way
Swindon SN3 1RE, UK
Antifreeze NF, SF
BP, Britannic Tower
Moor Lane
London EC2Y 9B, UK
Antifrost X 2270A
Deutsche Shell AG
berseering 35
22284 Hamburg
Germany
Glycoshell
Hchst AG
Werk Gendorf
84508 Burgkirchen
Germany
Genatin extra
(8021 Sj
Mobil Oil AG
Steinstrae 5
20095 Hamburg
Germany
Frostschutz 500
Arteco/Technologiepark
Zwijnaarde 2
B-9052 Gent
Belgium
Havoline XLC
50 %
Total Lubricants
Paris, France
Glacelf Auto Supra
Total Organifreeze
Table 3-14 Anti-freeze solutions with corrosion-inhibiting properties
3.4 Cooling water inspecting
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Summary
Acquire and check typical values of the operat-
ing media to prevent or limit damage.
The fresh water used to fill the cooling water cir-
cuits must satisfy the specifications. 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/appliances required
Equipment for checking the fresh water quality
The following equipment can be used:
MAN Diesel & Turbo water testing kit or a similar
testing kit containing all the instruments and
chemicals required to determine the water hard-
ness, pH value and chlorine content (obtainable
from MAN Diesel & Turbo or Mar-Tec Marine,
Hamburgj.
Equipment for testing the concentration of addi-
tives
When using chemical additives:
Testing equipment in accordance with the sup-
plier's recommendations.
Testing kits from the supplier also include equip-
ment that can be used to determine the fresh
water quality.
Testing the typical values of water
Abbreviated specification
Testing kit provided by the additive supplier
lf the testing kit provided by the additive supplier
includes an option for determining the typical
values of fresh water, this can be used.
Testing the concentration of anticorrosive
agents
Typical value/
property
Water for filling
and refilling
(without addi-
tivej
Circulating
water
(with additivej
Water type Fresh water,
free of foreign
matter
Treated cool-
ing water
Total hardness s 10 dH
1j
s 10 dH
1j
pH value 6.5 - 8 at 20C > 7.5 at 20 C
Chloride ion
content
s 50 mg/l s 50 mg/l
2j
1j
dH = German hardness
1 dH = 10 mg/l CaO
= 17.9 mg/l CaCO
3
=0.179 mmol/l
2j
1 mg/l = 1 ppm
Table 3-15 Quality specifications for cooling water
(abbreviated versionj
Anticorro-
sion agent
Concentration
Chemical
additives
According to the quality specification, see
"Chapter 3.3 Quality of engine cooling
water, page 3-13".
Anti-freeze
solutions
According to the quality specification, see
"Chapter 3.3 Quality of engine cooling
water, page 3-13".
Table 3-16 Concentration of the cooling water additive
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Testing the concentration of chemical additives
The concentration should be tested every week,
and/or according to the maintenance schedule,
using the testing instruments, reagents and in-
structions of the relevant supplier.
Chemical anticorrosive agents can only provide
effective protection if the right concentration is
precisely maintained. This is why the concentra-
tions recommended by MAN Diesel & Turbo
(quality specifications in volume 010.005 Engine
- Operating lnstructions, Chapter 3, Sheet 3.3.7j
must be observed in every case. These recom-
mended concentrations may not be the same as
those specified by the manufacturer.
Testing the concentration of anticorrosive
agents
The concentration must be checked in accord-
ance with the manufacturer's instructions or the
test can be outsourced to a suitable laboratory.
lf in doubt you should consult
MAN Diesel & Turbo.
Testing
We test cooling water for customers in our labo-
ratory. To carry out the test we will need a repre-
sentative sample of roughly 0.5 l.
3.5 Cooling water system cleaning
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Summary
Remove contamination/residue from operating
fluid systems, ensure/re-establish operating reli-
ability.
Cooling water systems containing deposits or
contamination prevent effective cooling of parts.
Contamination and deposits must be regularly
eliminated. This comprises the following:
Cleaning the system and, if required, removal of
scale deposits, flushing the system.
Cleaning
Cooling water systems that show contamination
or deposits impede effective component cool-
ing. Contamination and deposits are to be re-
moved at regular intervals.
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 clean-
ing agents are listed alphabetically in "Table 3-
17 Cleaning agents for removing oil sludge",
lists appropriate agents in alphabetical order.
Products of other manufacturers may be used
provided their properties are comparable. The
manufacturer's instructions for use are to be
strictly observed.
Scale and rust deposits
Scale and rust deposits can form if the water is
especially hard or if the concentration of the an-
ticorrosive agent is too low. A thin scale layer
can be left on the surface as experience has
shown that this protects against corrosion.
However, scale 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 re-
sponsible 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 scale deposits are gener-
ally suitable for removing rust. Suitable cleaning
agents are listed alphabetically in the "Table 3-
18 Cleaning agents for removing scale and rust
deposits".
Products by other manufacturers can be used
providing they have similar properties. The man-
ufacturer'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
"Table 3-18 Cleaning agents for removing scale
and rust deposits" are also suitable for stainless
steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 - 5 % 4 h at 50 - 60 C
Nalfleet MaxiClean 2 2 - 5 % 4 h at 60 C
Unitor Aquabreak 0.05 - 0.5 % 4 h at ambient temperature
vecom Ultrasonic
Multi Cleaner
4 % 12 h at 50 - 60 C
Table 3-17 Cleaning agents for removing oil sludge
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ln emergencies only!
Hydrochloric acid diluted in water or aminosul-
phonic 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 ap-
plication:
Stainless steel heat exchangers must never
be treated using diluted hydrochloric acid.
Cooling systems containing non-ferrous met-
als (aluminium, red bronze, brass, etc.j must
be treated with deactivated aminosulphonic
acid. This acid should be added to water in a
concentration of 3 - 5 %. The temperature of
the solution should be 40 - 50 C.
Diluted hydrochloric acid may only be used to
clean steel pipes. lf hydrochloric acid is used
as the cleaning agent, there is always a dan-
ger that acid will remain in the system, even
once the system has been neutralised and
flushed. This residual acid promotes pitting.
We therefore recommend you have the clean-
ing carried out by a specialist.
The carbon dioxide bubbles that form when
scale deposits are dissolved can prevent the
cleaning agent from reaching boiler scale. lt 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. val-
ues are provided for orientation in "Table 3-18
Cleaning agents for removing scale and rust de-
posits".
Following cleaning
The cooling system must be flushed several
times once it has been cleaned using cleaning
agents. Replace the water during this process. lf
acids are used to carry out the cleaning, neutral-
ise the cooling system afterwards with suitable
chemicals then flush. The system can then be
refilled with water that has been prepared ac-
cordingly.
Caution!
Only start the cleaning operation once the en-
gine has cooled down. Hot engine components
must not come into contact with cold water.
Open the ventilation pipes before refilling the
cooling water system. Blocked ventilation pipes
prevent air from escaping which can lead to
thermal overloading of the engine.
When disposing of cleaning agents or acids, ob-
serve the applicable regulations.
Cleaning products can cause damage
The products to be used can endanger health
and may be harmful to the environment. Follow
the manufacturer's handling instructions without
fail.
Manufacturer Product Concentration
Duration of the cleaning procedure/
temperature
Drew SAF-Acid
Descale-lT
Ferroclean
5 - 10 %
5 - 10 %
10 %
4 h at 60 - 70 C
4 h at 60 - 70 C
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
vecom Descalant F 3 - 10 % Approx. 4 h at 50 - 60 C
Table 3-18 Cleaning agents for removing scale and rust deposits
3.6 Quality of gas oil/marine gas oil (MGOj
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Diesel oil
Other designations
Gas oil, marine gas oil (MGOj, diesel oil
Gas oil is a crude oil middle distillate and must
therefore not contain any residual materials.
Specification
The suitability of the fuel depends on whether it
has the properties defined in this specification
(based on its composition in the as-delivered
statej.
The DlN EN 590 and lSO 8217-2005 (Class
DMAj and ClMAC-2003 standards have been
extensively used as the basis when defining
these properties. The properties correspond to
the test procedures stated.
Property/feature Unit Test method Characteristic value
Density at 15 C
kg/m
3
lSO 3675
> 820.0
s 890.0
Kinematic viscosity at 40 C
mm
2
/s (cStj lSO 3104
> 1.5
s 6.0
Filterability
1j

in summer and in winter
C
DlN EN 116
s 0
s -12
Closed cup flash point according to Abel-
Pensky method
lSO 1523 > 60
Distillation range up to 350 C volume % lSO 3405 > 85
Sediment content (extraction methodj weight % lSO 3735 s 0.01
Water content volume % lSO 3733 s 0.05
Sulphur content
weight %
lSO 8754 s 1.5
Ash lSO 6245 s 0.01
Coke residue (MCRj lSO CD 10370 s 0.10
Cetane number - lSO 5165 > 40
Copperstrip test - lSO 2160 s 1
Other specifications:
British Standard BS MA 100-1987 - - M1
ASTM D 975 - - 1D/2D
1j
The process for determining the filterability in accordance with DlN EN 116 is similar to the process for determining the
cloud point in accordance with lSO 3015.
Table 3-19 Diesel fuel oil (MGOj - properties that must be complied with
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Use of diesel oil
lf distillate intended for use as heating oil is used
with stationary engines instead of diesel oil (EL
heating oil according to DlN 51603 or Fuel no. 1
or no. 2 according to ASTM D 396j, the ignition
behaviour, stability and low temperature behav-
iour must be ensured; in other words the require-
ments for the filterability and cetane number
must be satisfied.
viscosity
To ensure sufficient lubrication, a minimum vis-
cosity must be ensured at the fuel delivery
pump. The maximum temperature required to
ensure that a viscosity of more than 1.9 mm
2
/s is
maintained upstream of the fuel delivery pump
depends on the viscosity of the fuel. ln any case
the temperature of the fuel upstream of the fuel-
injection pump must not exceed 45 C.
Lubricity
The lubricity of diesel fuel is normally sufficient.
The desulphurisation of diesel fuels can reduce
their lubricity. lf the sulphur content is extremely
low (<500 ppm or 0.05 %j, 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 lSO 12156-1
does not exceed 520 m.
You can ensure that these conditions will be met
by using motor vehicle diesel fuel in accordance
with EN 590 as this characteristic value is an in-
tegral part of the specification.
Analyses
We can analyse fuel for customers at our labora-
tory. A 0.5 l sample is required for the test.
3.7 Quality of Marine Diesel Oils (MDOj
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Other designations
Diesel fuel oil, diesel oil, marine diesel fuel.
Marine diesel oil (MDOj is offered exclusively for
marine applications as a heavy distillate (desig-
nation lSO-F-DMBj or as a blend of distillate and
low amounts of residual oil (designation lSO-F-
DMCj. 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 design of
the engine and the available cleaning options as
well as compliance with the properties in the fol-
lowing table that refer to the as-delivered condi-
tion of the fuel.
The properties are essentially defined using the
lSO 8217-2005 and ClMAC-2003 standards as
the basis. The properties have been specified
using the stated test procedures.
Property/feature Unit Test method Designation
lSO-F specification - - DMB DMC
Density at 15 C kg/m
3
lSO 3675 < 900 < 920
Kinematic viscosity at 40 C
mm
2
/s = cSt lSO 3104
> 2.5
< 11
> 4
< 14
Pour Point, winter quality
C
lSO 3016
< 0 < 0
Pour Point, summer quality < 6 < 6
Flash point (Pensky Martensj lSO 2719 > 60 > 60
Total sediment fraction Weight % lSO CD 10307 < 0.10 < 0.10
Water content vol. % lSO 3733 < 0.3 < 0.3
Sulphur content
Weight %
lSO 8754 < 2.0 < 2.0
Ash content lSO 6245 < 0.01 < 0.03
Carbone residue (MCRj lSO CD 10370 < 0.30 < 2.5
Cetane number
-
lSO 5165 > 35 > 35
Copper strip test lSO 2160 < 1 < 1
vanadium content
mg/kg
DlN 51790T2 0 < 100
Aluminium and silicon content lSO 10478 0 < 25
visual inspection - - 1j -
Other specifications:
British Standard BS MA 100-1987 - - Class M2 Class M3
ASTM D 975 - - 2D 4D
ASTM D 396 - - No. 2 No. 4
1j
The oil should be transparent and clear under good lighting conditions and at the right ambient temperature.
Table 3-20 Marine diesel oil (MDOj - key properties to be adhered to
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During transhipment and transfer, MDO is han-
dled 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 bun-
ker ship, for example - that could significantly
impair the properties of the oil.
The oil must be free of lubricating oil (ULO -
used lube oil, old oilj. A fuel is considered to be
free of lubricating oil if one of the elements Zn, P
and Ca falls below the limits specified below (Zn:
15 ppm, P: 15 ppm, Ca: 30 ppmj.
The pour point specifies the temperature at
which the oil no longer flows. The lowest tem-
perature of the fuel in the system should be
roughly 10 C above the solidifying point to en-
sure that the required pumping characteristics
are maintained.
A minimum viscosity must be observed to en-
sure sufficient lubrication in the fuel pump. The
temperature of the fuel must therefore not ex-
ceed 60 C for DMB and 45 C for DMC.
lf "blended MDOs" (lSO-F-DMCj from different
bunkers are used and these are mixed, sludge
may form in the fuel system due to incompatibil-
ity, sludge may form in the separator, the filter
may be blocked and insufficient atomisation and
extensive deposits of combustion products may
occur. We therefore recommend that the rele-
vant fuel storage tank is emptied as completely
as possible before refuelling with a different fuel.
Seawater causes the fuel system to corrode and
also leads to hot corrosion of the outlet valves
and turbocharger. Seawater also causes insuffi-
cient atomisation and therefore poor mixture for-
mation accompanied by a high proportion of
combustion residues.
Solid foreign matter increase mechanical wear
and formation of ash in the cylinder space.
We recommend the installation of a separator
upstream of the fuel filter, particularly if the en-
gine is operated using "blended MDO", i.e. with
lSO-F-DMC. Separation temperature
40 - 50 C. This means that most solid particles
(sand, rust and catalyst particlesj and water can
be removed, and the cleaning intervals of the fil-
ter elements can be extended considerably.
Analyses
3.8 Quality of Heavy Fuel Oils (HFOj
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Prerequisites
MAN Diesel & Turbo four-stroke diesel engines
can be operated with any heavy fuel oil obtained
from crude oil that also satisfies the require-
ments in Table 1, providing the engine and fuel
processing system have been designed accord-
ingly. To ensure that the relationship between
the cost of fuel, spare parts and repair and main-
tenance expenditure remains favourable at all
times, the following points should be observed.
Heavy fuel oil (HFOj
Origin/Refinery process
The quality of the heavy fuel oil largely depends
on the quality of the crude oil and also the refin-
ing process used. This is why the properties of
heavy fuel oils with the same viscosity can vary
considerably depending on the bunker posi-
tions. Heavy fuel oil is normally a mixture of re-
sidual oil and distillates. The components of the
mixture are normally obtained from modern re-
finery processes, such as Catcracker or vis-
breaker. 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 en-
gine also depend heavily on these factors.
Bunker positions with standardised heavy fuel
oil qualities should preferably be used. lf oils
need to be purchased from independent deal-
ers, also ensure that these also comply with the
international specifications. The engine operator
is responsible for ensuring that suitable heavy
fuel oils are chosen.
Specifications
Fuels that are 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 3-21 Fuel oil specifications
and associated characteristic values".
The entries in the last column of "Table 3-21 Fuel
oil specifications and associated characteristic
values" provide important background informa-
tion and must therefore be observed.
Different international specifications exist for
heavy fuel oils. The most important specifica-
tions are lSO 8217-2005 and ClMAC-2003 and
are more or less identical. The ClMAC-2003
specification is shown in "Table 3-22 ClMAC
Recommendations for residual fuels for diesel
engines (as bunkeredj". All qualities in these
specifications up to K700 can be used, provid-
ing the fuel preparation system has been de-
signed accordingly. Heavy fuel oils with a
maximum density of 1,010 kg/m
3
can only be
used if modern separators are installed.
lmportant
The fuel properties specified in the table entitled
"The fuel specification and corresponding prop-
erties for heavy fuel oil" probably do not ade-
quately define the ignition and combustion
properties, even if they satisfy the above re-
quirements. This means that the operating be-
haviour of the engine can depend on properties
that are not defined in the specification. This
particularly applies for the property of the oil that
causes the formation of deposits in the combus-
tion chamber, the injection system, in gas ducts
and in the exhaust-gas system. lt may therefore
be necessary to exclude specific fuels that could
cause problems.
Blends
The addition of engine oils (old lubricating oil,
ULO - used lube oilj and additives that have not
been manufactured from mineral oils, (coal-tar
oil, for examplej, and residual products of chem-
ical or other processes such as solvents (poly-
mers or chemical wastej 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
Page 3 - 30 L-AJ
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the environment. The order for the fuel must ex-
pressly state what is not permitted as the fuel
specifications that generally apply do not in-
clude this limitation.
lf engine oils (old lubricating oil, ULO - used lube
oilj are added to fuel, this does pose particular
danger as the additives in the lubricating oil act
as emulsifiers that cause dirt, water and catfines
to be transported as fine suspension. They
therefore prevent the necessary cleaning of the
fuel. ln our experience (and this has also been
the experience of other manufacturersj, this can
severely damage the engine and turbocharger
components.
The oil must be free of lubricating oil (ULO -
used lube oil, old oilj. A fuel is considered to be
free of lubricating oil if one of the elements Zn, P
and Ca falls below the limits specified below (Zn:
15 ppm, P: 15 ppm, Ca: 30 ppmj.
The addition of chemical waste products (sol-
vents, for examplej to the fuel is prohibited for
environmental protection reasons according to
the resolution of the lMO Marine Environment
Protection Committee passed on 1st January
1992.
Leaked oil collector
Leak oil collectors that act as receptacles for
leak oil, and also return and overflow lines in the
lubricating oil system, must not be connected to
the fuel tank. Leak oil lines should be emptied in
sludge traps.
L-AJ Page 3 - 31
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Fuel-system related characteristic values
viscosity
(at 50 Cj
mm
2
/s
(cStj
max.
700
"viscosity/injection viscosity, page 3-33"
viscosity
(at 100 Cj
55
"viscosity/injection viscosity, page 3-33"
Density
(at 15 Cj
g/ml
1,010
"Heavy fuel oil processing, page 3-33"
Flash point C min. 60 "Flash point (ASTM D 93j, page 3-35"
Pour point
(summerj max.
30
"Low temperature behaviour (ASTM D 97j, page 3-35",
and "Pump characteristics, page 3-35"
Pour point
(winterj
30
"Low temperature behaviour (ASTM D 97j, page 3-35",
and "Pump characteristics, page 3-35"
Engine-related characteristic values
Carbon
residues
(Conradonj

Weight %
max.
22
"Combustion properties, page 3-35"
Sulphur
content
5
With marine operation
4.5
"Sulphuric acid corrosion, page 3-38"
Ash
content
0.20
vanadium
content
mg/kg
600
Water
content
volume %
1
Sediment
(potentialj
Weight %
0.1 -
Supplementary characteristic values
Aluminium
and sili-
cium con-
tent (totalj
mg/kg
max.
80
Asphalt
content
Weight % 2/3 of carbon residue
(according to Conrad-
sonj
"Combustion properties, page 3-35"
Sodium
content
mg/kg Sodium < 1/3 vanadium,
sodium < 100
Cetane number of low viscosity constituent at least 35 "lgnition quality, page 3-36"
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils.
lt must also be free of tar oil and lubricating oil (old oilj, and also chemical waste products such as solvents or poly-
mers.
Table 3-21 Fuel oil specifications and associated characteristic values
Page 3 - 32 L-AJ
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1 mm
2
/s = 1 cSt.
2j
Fuels with density close to the maximum, but with very low viscosity, may exhibit poor ignition quality.
3j
A sulphur limit of 1.5 % mm will apply in SOx Emission Control Areas designated by the lMO, when it is relevant.
Protocol comes into force. There may be local variations.
Table 3-22 ClMAC Recommendations for residual fuels for diesel engines (as bunkeredj
L-AJ Page 3 - 33
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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
Economic operation with heavy fuel oil within
the limit values specified in "Table 3-21 Fuel oil
specifications and associated characteristic val-
ues" is possible under normal operating condi-
tions, provided the system is working properly
and regular maintenance is carried out. lf these
requirements are not satisfied, shorter mainte-
nance intervals, higher wear and a greater need
for spare parts is to be expected. The required
maintenance intervals and operating results de-
termine which quality of heavy fuel oil should be
used.
lt is an established fact that the price advantage
decreases as viscosity increases. lt is therefore
not always economical to use the fuel with the
highest 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 maximum permissible vis-
cosity depends on the preheating system in-
stalled and the capacity (throughputj of the
separator.
The prescribed injection viscosity of
12-14 mm
2
/s (for GenSets 16/24, 21/31, 23/
30H, 27/38 and 28/32H: 12 - 18 cStj and corre-
sponding fuel temperature upstream of the en-
gine must be observed. This is the only way to
ensure efficient atomisation and mixture forma-
tion and therefore low-residue combustion. This
also prevents mechanical overloading of the in-
jection system. For the prescribed injection vis-
cosity and/or the required fuel oil temperature
upstream of the engine, refer to the viscosity
temperature diagram.
Heavy fuel oil processing
Whether or not problems occur when the engine
is in operation depends on how carefully the
heavy fuel oil has been processed. Particular
care should be taken to ensure that highly-abra-
sive anorganic foreign matter (catalyst particles,
rust, sandj are effectively removed. lt has been
shown in practise that wear as a result of abra-
sion in the engine increases considerably if the
aluminium and silicium content is higher than
15 mg/kg.
viscosity and density influence the cleaning ef-
fect. This must be taken into account when de-
signing and making adjustments to the cleaning
system.
Settling tank
The heavy fuel oil is precleaned in the settling
tank. The longer the fuel remains in the tank and
the lower the viscosity of the 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 the heavy fuel
oilj. A settling tank is sufficient for heavy fuel oils
with a viscosity of less than 380 mm
2
/s at 50 C.
lf the heavy fuel oil has a high concentration of
foreign matter or if fuels in accordance with lSO-
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 con-
tent 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 specific density - water,
foreign matter and sludge, for example. The
separators must be self-cleaning (i.e. the clean-
ing intervals must be triggered automaticallyj.
Only separators in the new generation may be
used. They are extremely effective throughout a
wide range of densities with no changeover re-
quired and can separate water from heavy fuel
oils with a density of up to
of 1.01 g/ml at 15 C.
Page 3 - 34 L-AJ
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"Table 3-23 Obtainable contents of foreign mat-
ter and water (after seperationj" shows the pre-
requisites that must be met by the separator.
These limit values are used by manufacturers as
the basis for dimensioning the separator and en-
sure compliance.
The manufacturer's specifications must be com-
plied with to maximise the cleaning effect.
The separators must be arranged according to
the manufacturers' current recommendations
(AlphaLaval and Westfaliaj. The density and vis-
cosity of the heavy fuel oil in particular must be
taken into account. lf separators by other man-
ufacturers are used, MAN Diesel & Turbo should
be consulted.
lf processing is carried out in accordance with
the MAN Diesel & Turbo specifications and the
correct separators are chosen, it may be as-
sumed that the results stated in the
"Table 3-23 Obtainable contents of foreign mat-
ter and water (after seperationj" entitled
"Achievable proportion of foreign matter and
water" for anorganic foreign matter and water in
the heavy fuel oil will be achieved at the engine
inlet.
Results obtained during operation in practise
show that the wear at occurs as a result of abra-
sion in the injection system and the engine will
remain within acceptable limits if these values
are complied with. ln addition, an optimum lubri-
cating oil treatment process must be ensured.
Water
lt is particularly important to ensure that the wa-
ter separation process is as thorough as possi-
ble as the water takes the form of large droplets,
and not a finely distributed emulsion. ln this
form, water also promotes corrosion and sludge
formation in the fuel system and therefore im-
pairs the supply, atomisation and combustion of
the heavy fuel oil. lf the water absorbed in the
fuel is seawater, harmful sodium chloride and
other salts dissolved in this water will enter the
engine.
Marine and stationary appli-
cation: connected in parallel
1 separator for
100 % throughput.
1 separator (reservej for
100 % throughput.
Figure 3-1 Heavy fuel oil cleaning/separator arrangement
Definition Particle size Quantity
Anorganic foreign matter
including catalyst residues
< 5 m < 20 mg/kg
Al+Si content - < 1 5 mg/kg
Water content - < 0.2 % by volume %
Table 3-23 Obtainable contents of foreign matter and water (after seperationj
L-AJ Page 3 - 35
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The sludge containing water 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.
vanadium/sodium
lf the vanadium/sodium ratio is unfavourable,
the melting point of the heavy fuel oil ash may
fall in the operating area of the exhaust-gas
valve which can lead to high-temperature corro-
sion. Most of the water and water-soluble sodi-
um compounds it contains can be removed by
precleaning 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. lt must also be ensured that so-
dium does not enter the engine in the form of
seawater in the intake air.
lf 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 ex-
haust-gas system. This will impair the function
of the engine (including the suction function of
the turbochargerj.
Under certain conditions, high-temperature cor-
rosion can be prevented by using a fuel additive
that increases the melting point of the heavy fuel
oil ash (also refer to paragraph "Additives to
heavy fuel oils, page 3-38"j.
Ash
Heavy fuel oils containing a high proportion of
ash in the form of foreign matter, e.g. sand, cor-
rosion compounds and catalyst particles, accel-
erate 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. ln most cases, these are alumin-
ium silicate particles that cause 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 bondj, is roughly the same as the pro-
portion of catalyst remnants in the heavy fuel oil.
Homogeniser
lf a homogeniser is used, it must never be in-
stalled between the settling tank and separator
as otherwise it will not be possible to ensure sat-
isfactory separation of harmful contaminants,
particularly seawater.
Flash point (ASTM D 93j
National and international transportation and
storage regulations governing the use of fuels
must be complied with in relation to the flash
point. ln general, a flash point of above 60 C is
prescribed for diesel engine fuels.
Low temperature behaviour (ASTM D 97j
Pour point
The pour point is the temperature at which the
fuel is no longer flowable (pumpablej. 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
ClMACA30 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
the solidifying point.
Pump characteristics
lf the viscosity of the fuel is higher than
1,000 mm
2
/s (cSTj, or the temperature is not at
least 10 C above the pour point, pump prob-
lems will occur. For more information, also refer
to paragraph "Low temperature behaviour
(ASTM D 97j, page 3-35".
Combustion properties
lf the proportion of asphalt is more than two
thirds of the carbon residue (Conradsonj, com-
bustion may be delayed which in turn may in-
crease the formation of combustion residues,
leading to such as deposits on and in the injec-
tion nozzles, large amounts of smoke, low out-
put, increased fuel consumption and a rapid rise
in ignition pressure as well as combustion close
Page 3 - 36 L-AJ
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to the cylinder wall (thermal overloading of lubri-
cating oil filmj. lf the ratio of asphalt to coke res-
idues exceeds the limit value 0.66 and the
asphalt content is also in excess of 8 %, addi-
tional analyses of the heavy fuel oil (thermo-
gravimetric analysis or TGAj must be carried out
by MAN Diesel & Turbo to ensure suitability.
These problems can also occur when using un-
stable heavy fuel oils, or if incompatible heavy
fuel oils are mixed. This would lead to an in-
creased deposition of asphalt (see also para-
graph "Compatibility, page 3-38"j.
lgnition quality
Nowadays, to achieve the prescribed reference
viscosity, cracked 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 number of these com-
pounds should be > 35. lf the proportion of aro-
matic hydrocarbons is high (more than 35 %j,
this also adversely affects the ignition quality.
The ignition delay in heavy fuel oils with poor ig-
nition characteristics is longer and combustion
is also delayed which can lead to thermal over-
loading 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 temper-
ature and compression pressure, i.e. by the
compression ratio, the charge-air pressure and
charge-air temperature.
The disadvantages of using fuels with poor igni-
tion characteristics can be limited by preheating
the charge air in partial load operation and re-
ducing the output for a limited period. However,
a more effective solution is a high compression
ratio and operational adjustment of the injection
system to the ignition 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 ap-
pear in the international specifications because
a standardised testing method has only recently
become available and not enough experience
has been gathered at this point in order to deter-
mine limit values. The parameters, such as the
calculated carbon aromaticity index (CCAlj, are
therefore aids that are derived from quantifiable
fuel properties. We have established that this
method is suitable for determining the approxi-
mate ignition quality of the heavy fuel oil used.
A testing instrument has been developed based
on the constant volume combustion method (fu-
el combustion analyser FCAj and is currently be-
ing tested by a series of testing laboratories.
The instrument measures the ignition delay to
determine the ignition quality of a fuel and this
measurement is converted into a an instrument-
specific cetane number (FlA-CN or ECNj. lt has
been established that in some cases heavy fuel
oils with a low FlA cetane number or ECN
number can cause operating problems.
As the liquid components of the heavy fuel oil
decisively influence the ignition 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. (See also "Figure 3-2 Nomo-
gram for the determination of CCAl - assign-
ment of CCAl ranges to engine types"j.
L-AJ Page 3 - 37
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Figure 3-2 Nomogram for the determination of CCAl - assignment of CCAl ranges to engine types
The CCAl can be calculated using the following formula:
CCAl = D - 141 log (v+0.85j - 81
v viscosity mm/s (cStj at 50 C
D Density [kg/m| at 15 C
CCAl Calculated Carbon Aromaticity lndex
A Normal operating conditions
B Problems may occur
C Problems that have been identified may lead to engine damage, even after a short period of operation.
1 Engine type
2 The CCAl is obtained from the straight line through the density and viscosity of the heavy fuel oils.
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Sulphuric acid corrosion
The engine should be operated at the cooling
water temperatures prescribed in the operating
handbook for the relevant load. lf the tempera-
ture of the components that are exposed to
acidic combustion products is below the acid
dewpoint, acid corrosion can no longer be effec-
tively prevented, even if alkaline lubricating oil is
used.
The BN values specified in chapter "Quality re-
quirements of operating supplies - Quality of
lube oil (SAE 40j" are sufficient, providing the
quality of lubricating oil and engine's cooling
system satisfy the requirements.
Compatibility
The supplier must guarantee that the heavy fuel
oil is homogenous and remains stable, even af-
ter the standard storage period. lf different bun-
ker 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. As much of the heavy fuel oil in the storage
tank as possible should therefore be removed
before bunkering again to prevent incompatibil-
ity.
Blending heavy fuel oil
lf heavy fuel oil is blended with marine gas oil
(MGOj to obtain the required quality or viscosity
of heavy fuel oil, it is extremely important that
the components are compatible (see "Compati-
bility"j.
Additives to heavy fuel oils
MAN Diesel & Turbo engines can be operated
economically without additives. lt is up to the
customer to decide whether or not the use of
additives is beneficial. The supplier of the addi-
tive must guarantee that the engine operation
will not be impaired by using the product.
The use of heavy fuel oil additives during the
warranty period must be avoided as a basic
principle.
Additives that are currently used for diesel en-
gines, as well as their probable effects on the
engine's operation, are summarised in "Table 3-
24 Additives to heavy fuels - Classification ef-
fects", together with their supposed effect on
engine operation.
Low-sulphur fuel
From the point of view of an engine manufactur-
er, a lower limit for the sulphur 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 market that can be
traced back to their sulphur content. This situa-
tion may change in future if new methods are
used for the production of low-sulphur heavy
fuel oil (desulphurisation, new blending compo-
nentsj. MAN Diesel & Turbo will monitor devel-
opments and inform its customers if required.
lf the engine is not always operated with low-
sulphur heavy fuel oil, a corresponding lubricat-
ing oil for the fuel with the highest sulphur con-
tent must be selected.
Precombustion
additives
Dispersing agents/stabilisers
Emulsion breakers
Biocides
Combustion addi-
tives
Combustion catalysts (fuel sav-
ings, emissionsj
Post-combustion
additives
Ash modifier (high-temperature
corrosionj
Soot removers (exhaust-gas sys-
temj
Table 3-24 Additives to heavy fuels - Classification
effects
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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 periodj. To
ensure that the samples taken are representa-
tive of the bunker oil, a sample 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
The samples delivered by the bunker company
are often not identical to the heavy fuel oil actu-
ally bunkered. lt is also useful to check of the
heavy fuel oil properties such as density and vis-
cosity specified in the bunker documentation. lf
these values do not correspond to the values of
the bunkered heavy fuel oil, there is a risk that
the heavy fuel oil separator and the preheating
temperature used to adjust the injection viscos-
ity are not correct. The criteria for efficient en-
gine operation with heavy fuel can be
determined using the MAN Diesel & Turbo fuel
and lubricating oil analysis kit.
Our department for fuels and lubricating oils
(Augsburg factory, GQC departmentj will be
pleased to provide further information on re-
quest.
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3.9 viscosity-Temperature (vTj diagram of heavy fuel oil
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Explanations of viscosity - temperature diagram
Figure 3-3 viscosity - Temperature (vTj diagram
ln 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-tem-
perature curves of fuels with different reference
viscosities. The vertical viscosity axis in mm
2
/s
(cStj applies for 40 C, 50 C or 100 C.
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Determining the viscosity-temperature curve
and the required preheating temperature
Example: Heavy fuel oil of 180 mm
2
/s at 50 C.
A heavy fuel oil with a viscosity of 180 mm
2
/s at
50 C can reach a viscosity of 1000 mm
2
/s at
24 C (line ej - 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 state-of-the-art final
preheating device with 8 bar saturated steam. At
high temperatures there is a risk of residues
forming in the preheating system - this leads to
a reduction in heating output and thermal over-
loading 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 injector 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 mm
2
/s for heavy fuel oils with a reference vis-
cosity of 700 mm
2
/s at 50 C (the maximum vis-
cosity as defined in the international
specifications such as lSO ClMAC or British
Standardj. lf a heavy fuel oil with a low reference
viscosity is used, the injection viscosity should
ideally be 12 mm
2
/s in order to achieve more ef-
fective atomisation to reduce the combustion
residue.
The delivery pump must be designed for heavy
fuel oil with a viscosity of up to 1 000 mm
2
/s. The
pour point also determines whether the pump is
capable 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.
Note!
The viscosity of gas oil or diesel oil (marine die-
sel oilj upstream of the engine must be at least
2 mm
2
/s. lf the viscosity is too low, this may
cause seizing of the pump piston or nozzle nee-
dle valves as a result of insufficient lubrication.
This can be avoided by monitoring the tempera-
ture of the fuel. Although the maximum permis-
sible temperature depends on the viscosity of
the fuel, it must never exceed the following val-
ues:
Max. 45 C with gas oil
Max. 60 C with MDO
A fuel cooler must therefore be installed.
lf the fuel viscosity is < 2 cSt at 40 C, consult
MAN Diesel & Turbo technical service in Augs-
burg.
Prescribed injection vis-
cosity
Required temperature of
heavy fuel oil
at engine inlet
1j
mm
2
/s = cSt C
> 12 126 (line cj
s 14 119 (line dj
1j
With these figures, the temperature drop between the
last preheating device and the fuel injection pump is
not taken into account.
Table 3-25 Determination of the viscosity-temperature
curve and the preheating temperature
3.10 Quality of intake air (combustion airj
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General
The quality and condition of the intake air (com-
bustion airj have a significant effect on the pow-
er output of the engine. ln this regard, not only
are the atmospheric conditions extremely im-
portant, but also contamination 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 the intake air
(combustion airj and regular maintenance/
cleaning of the air filter is required.
When designing the intake air system, the max-
imum permissible overall pressure drop (filter, si-
lencer, pipej of 20 mbar must be taken into
consideration.
Requirements
The concentrations downstream of the air filter
and/or upstream of the turbocharger inlet must
not exceed the following limit values:

Properties Typical value Unit
1j
Particle size max. 5 m
Dust (sand, cement, CaO, Al
2
O
3
etc.j max. 5
mg/m
3
(STPj
Chlorine max. 1.5
Sulphur dioxide (SO
2
j max. 1.25
Hydrogen sulphide (H
2
Sj max. 15
1j
m
3
(STPj Cubic metre at standard temperature and pressure.
Table 3-26 lntake air (combustion airj - characteristic values to be observed
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4 Diesel-electric propulsion plants
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Diesel-electric propulsion plants
4.1 General
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4.1 General
Due to different and individual types, purposes
and operational profiles of diesel-electric (DEj
vessels the design of a diesel-electric propul-
sion plant differs a lot. ln general the advantages
of a diesel-electric propulsion plant can be sum-
marized as follows:
Flexibility in operation
High manoeuverability and precise controlla-
bility of propellers
Optimized operation and efficiency (especial-
ly at plant part loadj
Flexibility in propulsion plant arrangement
Redundancy requirements (easilyj to fulfill
Fulfillment of high comfort standards accord-
ing to noise and vibration
A diesel-electric propulsion plant consists of
standard electrical components which are indi-
vidually engineered and matched to a customer
specific plant. The following efficiencies are typ-
ical for a diesel-electric propulsion plant:
Figure 4-1 Typical efficiencies of diesel-electric propulsion plants
The requirements of your plant will be consid-
ered in an individual design, taking into account
the technical and economical feasibility and lat-
er operation of the vessel. ln order to provide
you with appropiate project material, fill in the
form in "Chapter 9.9 Form - diesel-electric pro-
pulsion plant layout data, page 9-27".
100%
Engine
Power (PB)
90.8%
Shaft Power
(PS)
Generator
3%
Main
Switchboard

0.2%
Supply
Transformer

1%
Frequency
Converter

1%
Propulsion
E-Motor
*)

4%
*) i ncl . exci tati on
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%

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9
%

Heat losses

4.1 General
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4.2 Diesel-electric propulsion plant layout data
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For diesel-electric propulsion plant design
please fill in the form "diesel-electric propulsion
plant layout data" see "Chapter 9.9 Form -
diesel-electric propulsion plant layout data,
page 9-27" or http://www.mandieselturbo.com/
category_000650.html and return it to your sales
representative.
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4.3 Generator protection and synchronization
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4.3 Generator protection and synchronization
For generator protection each alternator is sup-
plied with a multifunctional protection relay and
an automatic synchronization unit.
Each alternator is supplied with the following
functions:
Alternator protection: Multifunctional digital
protection relay for:
- Short-circuit
- Over current
- Stator earth fault
- Reverse power
- Negative sequence
- Differential protection
- Over- and under-frequency
- Over- and under-voltage
Automatic synchronizing to the bus bar (sep-
arate synchronizer for each alternatorj
Measuring and monitoring of main electrical
values of the alternator (voltage, current, fre-
quency, MW, MWh, power factorj
4.4 Power management system
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4.4 Power management system
For power management and generator control
for all alternators a power management and su-
pervision system will be supplied which per-
forms generator control and electrical plant
supervision functions such as:
Load and fault dependent start / stop of gen-
erators
Automatic and manual starting / stopping of
generator sets (taking into consideration the
available powerj
Start of standby sets in case of blackout, un-
der-frequency and under-voltage
Determining and selection of starting se-
quence of standby sets
Start and supervise the automatic synchro-
nizing of generators
Balanced and unbalanced load sharing be-
tween generators
Regulating the bus bar frequency (with static
droop or constant frequencyj
Distributing active load between generators
Distributing reactive load between genera-
tors
Handling of heavy consumers
Automatic load shedding
Tripping of non-essential consumers
Breaker and bus tie control
Operation panel for operation and monitor-
ing, located in the MSB
The requirements of your plant will be consid-
ered individually and the exact functions of the
power management system will be defined dur-
ing clarifying the technical specification of your
vessel. The above mentioned functions give an
example, but need not to be mandatory in your
specific application.
4.5 Typical diesel-electric propulsion plants
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Figure 4-2 Offshore supply vessel
Figure 4-3 Cruise liner
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Figure 4-4 LNG carrier
4.6 Arrangement of diesel-electric propulsion plants
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Figure 4-5 Example: arrangement with engines 7L32/44CR
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Figure 4-6 Example: arrangement with engine 20V32/44CR
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Figure 4-7 Example: diesel electric drive cruise
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5 Propulsion train
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Propulsion train
5.1.1 General
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5.1 Propulsion packages
5.1.1 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 calculated with the class notation "No lce"
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 parame-
ters above.
Due to different and individual aft ship body de-
signs and operational profiles your inquiry and
order will be carefully reviewed and all given pa-
rameters will be considered in an individual cal-
culation. The result of this calculation can differ
from the standard propulsion packages by the
assumption of e.g. a higher lce Class or different
design parameters.
Figure 5-8 MAN Diesel & Turbo standard propulsion package with engine 7L32/44 CR
Propulsion train
5.1.1 General
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5.1.2 Propeller layout data
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ldentification:________________________________________________________________________
Type of vessel:________________________________________________________________________
Figure 5-9 Propeller data sheet
For propeller purposes please provide us with the following information:
1. S:________________mm W:_______________mm l:_______________mm (as shown abovej
D:_________________mm
2. Stern tube and shafting arrangement layout
3. Propeller aperture drawing
4. Complete set of reports from model tank (resistance test, self-propulsion test and wake meas-
urementj. ln case model test is not available the next page should be filled in.
5. Drawing of lines plan
6. Classification society :_______________
lce class notation :_______________
7. Maximum rated power of shaft generator:_______________
8. Optimisation condition for the propeller :
To obtain the highest propeller efficiency please identify the most common service condition for
the vessel.
Ship speed :_______________kn Engine service load :________________%
Service/seamargin :_______________% Shaft gen service load :________________kW
Draft :_______________m
Propulsion train
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9. Comments:_________________________________________________________________________
10. vessel main dimensions (Please fill-in if model test is not availablej
11. Comments: _____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
_____________________________________________________________________
Date: ____________________ Signature: ___________________________
Symbol Unit Ballast Loaded
Length between perpendiculars L
pp
m
Length of load water line L
wL
m
Breadth B m
Draft at forward perpendicular T
F
m
Draft at aft perpendicular T
A
m
Displacement s m
3
Block coefficient (L
pp
j C
B
-
Midship coefficient C
M
-
Waterplane area coefficient C
WL
-
Wetted surface with appendages S m
2
Centre of buoyancy forward pf L
pp
/2 LCB m
Propeller centre height above baseline H m
Bulb section area at forward perpendicular A
B
m
2
Table 5-27 vessel main dimensions
Propulsion train
5.1.3 Propeller clearance
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To reduce the emitted pressure impulses and vi-
brations from the propeller to the hull,
MAN Diesel & Turbo recommend a minimum tip
clearance as shown in "Table 5-28 Recom-
mended tip clearance".
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.
ln twin-screw ships the blade tip may protrude
below the base line.
Figure 5-10 Recommended tip clearance
Hub
Dismantling of cap
X mm
High skew propeller
Y mm
Non-skew propeller
Y mm
Baseline clearance
Z mm
vBS 1180 365
15 - 20 % of D 20 - 25 % of D Minimum 50 - 100
vBS 1280 395
vBS 1380 420
vBS 1460 450
vBS 1560 480
vBS 1680 515
vBS 1800 555
vBS 1940 590
Table 5-28 Recommended tip clearance
Propulsion train
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Engine related service systems
6.1.1 Pipe dimensioning
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6.1 Basic principles for pipe selection
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 indi-
cated below. Nevertheless, depending on spe-
cific 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/sj
Suction side Delivery side Kind of system
Fresh water (cooling waterj 1.5 - 2.5 1.5 - 2.5 closed
Lube oil 0.5 - 1.0 1.5 - 2.5 open
Diesel fuel oil 0.5 - 1.0 1.5 - 2.0 open
Heavy fuel oil
0.3 - 0.8 0.8 - 1.2
open / closed
(pressurised systemj
Exhaust gas 40 open
Table 6-1 Recommended flow rates
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6.1.2 lnstallation of flexible pipe connections for resiliently mounted engines
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6.1.2 lnstallation of flexible pipe connections for resiliently mounted
engines
Generally flexible pipes (rubber hoses with steel
inlet, metal hoses, PTFE-corrugated hose-lines,
rubber bellows with steel inlet, steel bellows,
steel compensatorsj are nearly unable to com-
pensate twisting movements. Therefore the in-
stallation direction of flexible pipes must be
vertically (in Z-directionj if ever possible. An in-
stallation in horizontal-axial direction (in X-direc-
tionj is not permitted; an installation in
horizontal-lateral (Y-directionj is not recom-
mended.
Flange and screw connections
Flexible pipes delivered loosely by
MAN Diesel & Turbo are fitted with flange con-
nections, 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
Shipyard's pipe system must be exactly ar-
ranged so that the flanges or screw connections
do fit without lateral or angular offset. Therefore
it is recommended to adjust the final position of
the pipe connections after engine alignment is
completed.
Figure 6-11 Arrangement of pipes in system
lnstallation of hoses
ln 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 dur-
ing operation. To satisfy correct sag in a straight-
line-vertically installed hose, the distance be-
tween the hose connections (hose installed, en-
gine stoppedj has to be approx. 5 % shorter
than the same distance of the unconnected
hose (without sagj.
ln case it is unavoidable (this is not recommend-
edj to connect the hose in lateral-horizontal di-
rection (Y-directionj the hose must be installed
preferably with a 90 arc. The minimum bending
radii, specified in our drawings, are to be ob-
served.
Never twist the hoses during installation. Turna-
ble 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-cor-
rugated hose lines are used.
lnstallation 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 twist-
ing movements. Compensators are very stiff
against torsion. For this reason all kind of steel
compensators installed on resilient mounted en-
gines are to be installed in vertical direction.
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Note!
Exhaust gas compensators are also used to
compensate thermal expansion. Therefore ex-
haust gas compensators are required for all type
of engine mountings, also for semi-resilient or
rigid mounted engines. But in these cases the
compensators are quite shorter, they are de-
signed only to compensate the thermal expan-
sions and vibrations, but not other dynamic
engine movements.
Angular compensator for fuel oil
The fuel oil compensator, to be used for resilient
mounted engines, can be an angular system
composed of three compensators with different
characteristics. Please observe the installation
instruction indicated on the specific drawing.
Supports of pipes
The flexible pipe 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 capable to absorb the reaction forces of the
flexible pipe, the hydraulic force of the fluid and
the dynamic force.
Example for the axial force of a compensator to
be absorbed by the pipe anchor:
Hydraulic force
= (Cross section area of the compensatorj x
(Pressure of the fluid insidej
Reaction force
= (Spring rate of the compensatorj x (Dis-
placement of the comp.j
Axial force
= (Hydraulic forcej + (Reaction forcej
Additionally a sufficient margin has to be includ-
ed to account for pressure peaks and vibrations.
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Figure 6-12 Example for installation of hoses
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6.1.3 Condensate amount
Charge-air pipes, air vessels
Figure 6-13 Diagram condensate amount
The amount of condensate precipitated from the
air can be quite large, particularly in the tropics.
lt depends on the condition of the intake air
(temperature, relative air humidityj in compari-
son to the charge air after charge air cooler
(pressure, temperaturej.
Determining the amount of precipitated conden-
sate:
First determine the point l of intersection in the
left side of the diagram (intake airj between the
corresponding relative air humidity curve and
the ambient air temperature.
Secondly determine the point ll of intersection in
the right side of the diagram (charge airj be-
tween the corresponding charge air pressure
curve and the charge air temperature.
At both points of intersection read out the values
[g water / kg air| on the vertically axis.
The intake air water content l minus the charge
air water content ll is the condensate amount A
which will precipitate. lf the calculations result is
negative no condensate will precipitate.
Example see "Figure 6-13 Diagram condensate
amount": lntake air water content 30 g/kg minus
20 g/kg = 10 g water/kg air will precipitate.
To determine the amount of precipitated con-
densate during filling the starting air vessel the
procedure is similar, just use the 30 bar curve.
70
80
90
100
Water vapour content of the air
[g water / kg air]
pressure above
atmosphere
Intake air Charge air
0
10
20
30
40
50
60
10 15 20 25 30 35 40 45 30 35 40 45 50 55 60 65 70
III
Ambient air temperature [C] Charge air temperature [C]
40%
30%
Relative
air humidity max. water content
of atmosphere (1 bar)
I
II
A
B
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Example of determine the amount of water accumulating in the charge-air pipe
Example to determine the condensate amount in the compressed air vessel
Parameter Unit value
Engine output (Pj kW 9,100
Specific air flow (lej kg/kWh 6.7
Ambient air condition (lj: Ambient air temperature
Relative air humidity
C
%
35
80
Charge-air condition (llj: Charge-air temperature after cooler
Charge-air pressure (overpressurej
C
bar
50
3.0
Solution acc. to above diagram:
Water content of air according to point of intersection (lj kg of water / kg of air 0.03
Maximum water content of air according to point of intersection (llj kg of water / kg of air 0.02
The difference between (lj and (llj is the condensed water amount (Aj
A= l - ll = 0.03-0.02 = 0.01 kg of water/kg of air
Total amount of condensate Q
A
:
Q
A
= a x le x P
Q
A
= 0.01 x 6.7 x 9100 = 610 kg/h
Table 6-2 Determining the condensate amount in the charge air pipe
volumetric capacity of tank (vj litre
m
3
3,500
3.5
Temperature of air in starting air vessel (Tj C
K
40
313
Air pressure in starting air vessel (p
above atmosphere
j
Air pressure in starting air vessel (p
absolute
j
bar
bar
30
31
31 x 10
5
Gas constant for air (Rj
287
Ambient air temperature C 35
Relative air humidity % 80
to be continued
Table 6-3 Determining the condensate amount in the compressed air vessel
N
m
2
-------
Nm
kgxK
--------------
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Weight of air in the starting air vessel is calculated as follows:
Solution acc. to above diagram:

Water content of air according to point of intersection (lj kg of water / kg of air 0.030
Maximum water content of air according to point of intersection (lllj kg of water / kg of air 0.002
The difference between (lj and (lllj is the condensed water amount (Bj
Total amount of condensate in the vessel Q
B
:
Q
B
= 121 * 0.028 = 3.39 kg
Table 6-3 Determining the condensate amount in the compressed air vessel
m
p v
R T
-------------
31 10
5
3 5
287 313
------------------------------------ 121 kg = = =
B l lll =
B 0.030 0.002 0.028 kg of water / kg of air = =
Q
B
m B =
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J-AJ 32/44CR Page 6 - 13
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Lube oil outlets - engine 32/44CR
Rigidly mounted engines
Figure 6-14 Lube oil outlets engine L32/44CR
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Figure 6-15 Lube oil outlets engine v32/44CR
6.2.1 Lube oil system description
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6.2 Lube oil system
The diagrams represent the standard design of
external lube oil service systems, with engine
mounted and detached, freestanding, lube oil
pump(sj.
The internal lubrication of the engine and the tur-
bocharger is provided with a force-feed lubrica-
tion system.
The lubrication of the cylinder liners is designed
as a separate system attached to the engine but
served by the inner lubrication system.
For each engine a separate lube oil system is re-
quired.
For dual-fuel engines (Gas-diesel enginesj a
supplement will explain additional specific re-
quirements.
Lube oil viscosity/quality
The lube oil specified for the Diesel engine oper-
ation has to be carefully selected.
The selection is mainly affected by the used fuel
grade.
For details see "Chapter 3.1 Quality of lubricat-
ing oil (SAE 40j for operation with marine gas oil,
diesel oil (MGO/MDOj, page 3-3", "Chapter 3.2
Quality of lubricating oils (SAE40j for heavy fuel
oil operation (HFOj, page 3-7" and when availa-
ble chapter "Quality requirements of operating
supplies - Quality requirements for lubricating
oil - dual-fuel engines".
T-001/ Service tank
For the design of the service tank the class re-
quirements have to be taken in consideration.
For design requirements of MAN Diesel & Turbo
see "Chapter 6.2.4 Lube oil service tank, page
6-33".
Lube oil heating - single main engine
The lube oil in the service tank and the system
shall be heated up to 40 C prior to the engine
start. A constant circulation of the lube oil with
the stand-by pump is not recommended. For
priming the engine, it is sufficient to start the
stand-by pump 15 min prior to engine start.
Lube oil heating - multi engine plant
The lube oil in the service tank and the system
shall be heated up to 40 C during stand-by
mode of one engine. A constant circulation
through the seperater heater is recommended
with a small priming pump.
Suction pipes
Suction pipes must be installed with a steady
slope and dimensioned for the total resistance
(incl. pressure drop for suction filterj not exceed-
ing the pump suction head. A non-return flap
must be installed close to the lube oil tank in or-
der to prevent the lube oil backflow when the en-
Main fuel Lube oil type
viscosity
class
Base No. (BNj
Gas (+MDO/MGO for ignition
onlyj
doped (HDj + additives
SAE 40
6 - 12 mg KOH/g
depends on
sulphur con-
tent
MGO 12 - 20 mg KOH/g
MDO 12 - 20 mg KOH/g
HFO medium-alkaline + addi-
tives
30 - 40 mg KOH/g
Table 6-4 Main fuel/Lube oil type
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gine has been shut off. For engine mounted
pumps this non-return flap must be by-passed
by a relief valve (PSv-004, DN50j to protect the
pump seals against high pressure because of
counter rotation (during shut downj.
FlL-004 / Suction filter
The suction filters protect the lube oil pumps
against larger dirt particles that may have accu-
mulated in the tank. lt is recommended to use fil-
ters with a mesh size of 540 m with magnetic
inserts. A differential pressure gauge connected
to the filter indicates when manual cleaning of
filter becomes necessary, which should prefera-
bly be done in port.
P-001/P-074 / Lube oil pumps
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 pump
(P-001j and an electrically driven stand-by
pump (P-074j (100 % capacityj.
For ships with more than one main engine the
electrically driven pump can be dimensioned
smaller, to be used as a priming pump only.
As long as the installed stand-by pump is pro-
viding 100 % capacity of the operating pump,
the class requirement to have an operating
pump in spare on board, is fulfilled.
The main advantages for an engine-driven lube
oil pump are
reduced power demand for GenSet / PTO for
normal operation
continuous lube oil supply during black-out
and emergency stop for engine run-out.
ln general additional installations acc. to "Table
6-5 Lube oil pumps, possible combinations" are
to be considered for different pump arrange-
ments
to comply with the rules of classification so-
cieties
to ensure continuous lube oil supply during
black out and emergency stop for engine run-
out
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.
For required pump capacities see chapter
lMO Tier ll".
ln case of black out with engine stop the post lu-
brication must be started within 50 min after the
engine has stopped and must persist for mini-
mum 10 min.
This is required to cool down the bearings of T.C.
and hot inner engine components.
HE-002 / Lube oil cooler
Dimensioning
Heat data, flow rates and tolerances are indicat-
ed in chapter "Planning data for emission stand-
ard lMO Tier ll".
Additional contamination margin in terms of a
10 % heat transfer coefficient redundancy is to
be considered.
Main lube oil pump (operating pumpj
Attached on engine (engine drivenj
P-001
Electrically driven pump
100% capacity P-074
S
e
c
o
n
d

l
u
b
e

o
i
l

p
u
m
p

(
s
t
a
n
d

-
b
y

p
u
m
p
j
Electrically driven
pump 100 % capacity
P-074
Lube oil system diagram (see figure "Lube
oil system - service pump attached" in
paragraph "Lube oil diagrams"j
no additional installation required
Lube oil system diagram (see figure "Lube oil
system - service pump electrically driven" in
Lube oil run-down tank for engine is re-
quired (T-050j
Lube oil run-down tank for T.C. is required
(T-073j
Electrically driven
pump
priming capacity
P-074
Lube oil system diagram (see figure "Lube
oil system - service pump attached" in
Main lube oil pump as spare is re-
quested to be on board acc. to class
society.
Only for ships with more than one main
engine
Lube oil system diagram (see figure "Lube oil
system - service pump electrically driven" in
Lube oil run-down tank for engine is re-
quired (T-050j
Lube oil run-down tank for T.C. is required
(T-073j
Main lube oil pump as spare is requested
to be on board acc. to class society
Only for ships with more than one main en-
gine
No second pump Not permitted
Please select one "main lube oil pump" and one "second lube oil pump" and evaluate the consequences.
Table 6-5 Lube oil pumps, possible combinations
Type of Engine Set point
L.O. inlet temperature
Type of temperature con-
trol valve
Control range
L.O. inlet temperature
32/40
65 C
Wax thermostat
(recommendedj
Set point minus 10K
32/44CR
40/54
55 C
48/60B, 48/60CR
51/60 DF
58/64
Table 6-6 Temperature controal valve
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Lube oil cleaning
The cleaning of the circulating lube oil can be di-
vided into two major functions
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 contaminations is the major
task of separators/centrifuges (CF-001j installed
in bypass to the main lube oil service system of
the engine. The installation of a separator per
engine is recommended to ensure a continuous
separation during engine operation.
The system integrated filters protect the Diesel
engine in the main circuit retaining all residues
that will harm the engine. Depending on the filter
design, the collected residues are to be removed
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.
For selection of an applicable filter arrangement,
the customer request for operation and mainte-
nance, as well as the class requirements, have
to be taken in consideration.
Arrangement principles for lube oil filters FlL-
001/ FlL-002
Depending on the number of installed main en-
gines in one plant and on engine type, different
arrangement principles for the filters FlL-001/
FlL-002 are possible:
Number of main engines
installed in one plant
Engine types
lndicator filter (duplex filterj
FlL-002
Automatic filter FlL-001
Plants with one or more
main engines
32/40,
40/54,
48/60B,48/60CR
51/60DF,
58/64
Required
lnstalled close to the engine
Automatic filter with bypass
Plants with more than one
main engine
32/40 only Not required Automatic filter without by-
pass
Filter design has to be ap-
proved by MAN Diesel & Turbo
lnstalled close to the engine
Plants with one main
engine
32/44CR only Not required Automatic filter with bypass
and 0.080mm second filter
stage mounted on engine
Plants with more than one
main engine
32/44CR only Not required Automatic filter without by-
pass but 0.080 mm second fil-
ter stage mounted on the
engine
Table 6-7 Arrangment principles for lube oil filters
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FlL-001 / Automatic filter
The automatic back washing filter is to be in-
stalled as a main filter. The back washing / flush-
ing of the filter elements has to be arranged in a
way that lube oil flow and pressure will not be af-
fected. The flushing discharge (oil/sludge mix-
turej is led to the separator suction pipe in a
divided compartment of the service tank, which
provides an efficient final removal of deposits by
the separator (see "Chapter 6.2.4 Lube oil serv-
ice tank, page 6-33"j.
As far as the automatic filter is installed without
any additional filters downstream, before the en-
gine inlet, the filter has to be installed as close as
possible to the engine (see "Table 6-7 Arrang-
ment principles for lube oil filters"j. ln that case
the pipe section between filter and engine inlet
must be closely inspected before installation.
This pipe section must be divided and flanges
have to be fitted so that all bends and welding
seams can be inspected and cleaned prior to fi-
nal installation.
Differential pressure gauges have to be installed,
to protect the filter cartridges and to indicate
clogging condition of the filter. A high differential
pressure has to be indicated as an alarm.
Filter mesh sizes and surface loads see "Table 6-
8 Automatic filter".
v-001 / Lead-sealed shut-off cock
This shut-off cock is only to be provided for sin-
gle-engine propulsion plants. The cock is closed
during normal operation. ln case the lube oil au-
tomatic filter FlL-001 has to be taken out of op-
eration, the cock can be opened and the
automatic filter shut off. Consequently, the auto-
matic filter is by-passed. The lube oil indicator
filter FlL-002 temporarily takes over the task of
the automatic filter. 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
filtering.
FlL-002 / lndicator filter
The indicator filter is a duplex filter, which must
be cleaned manually. lt must be installed down-
stream of the automatic filter, as close as possi-
ble to the engine. The pipe section between filter
and engine inlet must be closely inspected be-
fore installation. This pipe section must be divid-
ed and flanges have to be fitted so that all bends
and welding seams can be inspected and
cleaned prior to final installation.
Lube oil automatic filter FlL-001
Type of Engine 32/44CR 32/40
32/40, 40/54,
48/60B, 48/60CR
51/60DF, 58/64
Application Single-main-engine-
plant
Multi-main-engine-plant
Multi-main-engine-plant Single-main-engine-
plant
Location of the filter Mounted on the engine To be installed in the
external piping system
close to the engine
To be installed in the
Max. mesh width (absolute,
sphere-passing meshj
0.034 mm
Filter surface load According to filter manufacturer
Supply lncluded Optional Optional
Table 6-8 Automatic filter
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The indicator filter protects the engine also in
case of malfunctions of the automatic filter. The
monitoring system of the automatic filter gener-
ates an alarm signal to alert the operating per-
sonnel. A maintenance of the automatic filter
becomes necessary. For this purpose the lube
oil flow thought the automatic filter has to be
stopped. Single-main-engine-plants can contin-
ue to stay in operation by bypassing the auto-
matic filter. Lube oil can still be filtrated
sufficiently in this situation by only using the in-
dicator filter.
ln multi-engine-plants, where it is not possible to
bypass the automatic filter without loss of lube
oil filtration, the affected engine has to be
stopped in this situation.
The design of the indicator filter must ensure
that no parts of the filter can become loose and
enter the engine.
The drain connections equipped with shut-off
fittings in the two chambers of the indicator filter
returns into the leak oil tank (T-006j. Draining will
remove the dirt accumulated in the casing and
prevents contamination of the clean oil side of
the filter. Filter mesh sizes and surface loads see
"Table 6-9 lndicator filter".
lndication and alarm of filters
The automatic filter FlL-001, the indicator du-
plex filter FlL-002 and the suction filters FlL-004
are equipped with local visual differential pre-
sure indicators.The filter FlL-001 and the filter
FlL-002 are additionally equipped with differen-
tial pressure switches. The switches are used for
prealarm and main alarm.The alarms of the au-
tomatic filter and indicator / duplex filter are
processed in the engine control and safety sys-
tem and are available for the ship alarm system.
Lube oil indicator filter FlL-002
Type of Engine 32/44CR 32/40
32/40, 40/54,
48/60B, 48/60CR
51/60DF, 58/64
Application Single-main-engine-
plant
Multi-main-engine-plant Single-main-engine-
plant
Location of the filter
lndicator filter not
required
lndicator filter not
required
To be installed in the
close to the engine
Max. mesh width (absolute,
sphere-passing meshj
0.06 mm
Filter surface load According filter manu-
facturer
Supply - - Optional
Table 6-9 lndicator filter
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CF-001 / Separator
The lube oil is intensively cleaned by separation
in the by-pass thus relieving the filters and al-
lowing an economical design.
The separator (clarifierj 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 quanti-
ty should be cleaned within 24 hours at:
HFO-operation 6 - 7 times,
MDO-operation 4 - 5 times,
DF-engines operating on gas (+MDO/MGO
for ignition onlyj 4 - 5 times,
The formula for determining the separator flow
rate Q is:
Q Separator flow rate.....................................l/h
P Total engine output................................... kW
n HFO=7, MDO=5, MGO=5, Gas(+MDO/MGO
for ignition onlyj =5
With the evaluated flow rate the size of separator
has to be selected acc. to the evaluation table of
the manufacturer. MAN Diesel & Turbo strictly
recommend to use evaluation tables according
to a "Certified flow rate" (CFRj. The separator
rating stated by the manufacturer should be
higher than the flow rate Q calculated according
to the above formula.
Separator equipment
The preheater H-002 must be able to heat the oil
to 95 C and the size is to be selected accord-
ingly. ln addition to a Pl-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.
Control accuracy 1 C.
Cruise ships in arctic waters require larger pre-
heaters. ln this case the size of the preheater
must be calculated with a At of 60 K.
Differential pressure between filter inlet and outlet (dpj
dp switch with lower set point is
active
dp switch with higher set point is
active
Automatic filter
FlL-001
lntermittent flush-
ing type
(e.g. B&K 6.61j
This dp switch has to be installed twice
if an intermittent flushing filter is used.
The first switch is used for the filter con-
trol; it will start the automatic flushing
procedure.
The second switch is adjusted at the
identical set point as the first. Once the
second switch is activated, and after a
time delay of approx. 3 min, the dp pre-
alarm "filter is polluted" is generated.
The time delay becomes necessary to
effect the automatic flushing procedure
before and to evaluate its effect.
The dp main alarm "filter failure" is gen-
erated immediately. lf the main alarm is
still active after 30 min, the engine out-
put power will be reduced automati-
cally.
Continuous flush-
ing type
(e.g. B&K 6.46j
The dp pre-alarm: "filter is polluted" is
generated immediately
Duplex / lndica-
tor filter
FlL-002
(e.g. B&K 2.05j
Table 6-10 lndicaton and alarm of filters
Q
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24
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The freshwater supplied must be treated as
specified by the separator supplier.
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 service tank.
This arrangement has three advantages:
suction of lube oil without causing cavitation
the lube oil separator need not be installed in
the vicinity of the service tank but can be
mounted in the separator room together with
the fuel oil separators
better matching of the capacity to the re-
quired separator throughput.
As a reserve for the lube oil separator, the use of
the MDO separator is admissible. For reserve
operation the MDO separator must be convert-
ed accordingly. This includes the pipe connec-
tion to the lube oil system which must not be
implemented with valves or spectacle flanges.
The connection 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 regulations of classification
societies.
PCv-007 / Pressure control valve
By use of the pressure control valve, a constant
lube oil pressure before the engine is adjusted.
The pressure control valve is installed upstream
of the lube oil cooler. The installation position is
to be observed. By spilling off exceeding lube oil
quantities upstream of the major components
these components can be sized smaller. The re-
turn pipe (spilling pipej from the pressure control
valve returns into the lube oil service tank.
The measurement point of the pressure control
pipe is connected directly to the engine in order
to measure the lube oil pressure at the engine. ln
this way the pressure losses of filters, pipes and
cooler are compensated automatically (see also
chapter "Lube oil system - Pressure control
valve".
T-050 / Lube oil run-down tank for engine
lf the lube oil system is designed for two electri-
cally driven lube oil pumps (see "Table 6-5 Lube
oil pumps, possible combinations"j, a lube oil
run-down tank for the engine must be installed
(delivery and installation by the shipyardj in the
engine room. The tank is filled when the lube oil
system is put into operation and the tank con-
tent will then be available for emergency lubrica-
tion.
Only with filled tank the engine can be started.
To accelerate the filling time, the valve LOv-001
remains open till the lube oil level in the run-
down tank is sufficient to start the engine. Then
valve LOv-001 is closed and the engine can be
started. During normal engine operation a small
heating lube oil flow, through an orifice installed
parallel to valve LOv-001, ensures that the lube
oil content of the run-down tank will preserve a
sufficient temperature. lt is recommended to ad-
just the heating lube oil flow in order to ex-
change the complete oil content of the run-
down tank in 2 - 3 hours. An overflow will dis-
charge the heating lube oil flow into the service
lube oil tank T-001. ln case the lube oil pump is
stopped, e.g. by black-out, the non return valve
NRv-002 will open automatically and the tank
content is used to lubricate the engine during
run-out for a few minutes with low oil pressure.
Also by a normal stop of the lube oil pump the
run-down tank is discharged automatically.
For tank capacity and installation height of the
lube oil run-down tank, see chapter "Planning
data for emission standard lMO Tier ll - Filling
volumes and flow resistances".
The capacity of the service tank (T-001j must be
increased by the capacity of the run-down tank
(T-050j as its content returns into the service
tank when the lube oil pump is stopped.
The diameter of the connecting pipe from the
main lube oil pipe to the run-down tank and the
installed valves are to be designed with min.
0,75 x diameter of the main lube oil pipe. ln case
of cold ambient conditions it could be necessary
to insulate the run-down tank and the connect-
ing pipe.
B-BA Page 6 - 23
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T-073 / Lube oil run-down tank for turbocharger
lf the lube oil system is designed for two electri-
cally driven lube oil pumps (see "Table 6-5 Lube
oil pumps, possible combinations"j, a lube oil
run-down tank for the turbocharger must be in-
stalled (attached to the turbocharger, delivery by
MAN Diesel & Turboj. ln case of an unexpected
stop of the oil pump (black-outj, the oil content
of the tank is used to lubricate the bearings of
the turbocharger during run-out.
TR-001 / Condensate trap
The condensate traps required for the vent pipes
of the turbocharger, the engine crankcase and
the service tank must be installed as close as
possible to the vent connections. This will pre-
vent condensate water, which has formed on the
cold venting pipes, to enter the engine or service
tank.
See also chapter "Crankcase vent and tank
vent".
T-006 / Leakage oil tank
Leaked fuel and the dirty oil drained from the
lube oil filter casings is collected in this tank. lt is
to be emptied into the sludge tank. The content
must not be added to the fuel. lt is not permitted
to add lube oil to the fuel.
Alternatively, separate leakage oil tanks for fuel
and lube oil can be installed.
P-012 Transfer pump
The transfer pump supplies fresh oil from the
lube oil storage tank to the operating tank. Start-
ing and stopping of the pump should preferably
be done automatically by float switches fitted in
the tank.
P-075 / Cylinder lube oil pump
The pump fitted to the engine is driven by an
electric motor (asynchronous motor
380 - 420 v/50 Hz or 380 - 460 v/60 Hz three-
phase AC with pole changingj.
For the cylinder lubrication MAN Diesel & Turbo
will supply a control unit inclusive a pump con-
tactor, with a power consumption of about
0.5 kW for pump, control and heating.
This value must be doubled for v-engines, as
two control units (one for each rowj are supplied
in one cabinet.
Withdrawal points for samples
Points for drawing lube oil samples are to be
provided upstream and downstream of the fil-
ters and the separator, to verify the effectiveness
of these system components.
Piping system
lt is recommended to use pipes according to the
pressure class PN 10.
Page 6 - 24 B-BA
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B-BA 32/44CR Page 6 - 25
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Lube oil diagrams - engine 32/44CR

Figure 6-16 Lube oil system - service pump attached
Page 6 - 26 32/44CR B-BA
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CF-001 Separator P-074 Stand by pump electrically driven
CF-003 MDO separator P-075 Cylinder lube oil pump
FlL-001 Automatic filter PCv-007 Pressure relief valve
1, 2 FlL-004 Suction filter PSv-004 Safety valve
H-002 Preheater T-001 Service tank
HE-002 Cooler T-006 Leakage oil collecting tank
NRF-001 Non return flap T-021 Sludge tank
P-001 Service pump attached TCv-001 Temperature control valve
P-012 Transfer pump 1, 2, 3 TR-001 Condensate trap
General definition of engine lube oil connections. For project related connections please see installation drawings:
2101 Engine oil inlet 2841, 2842 Oil mist pipe from engine and turbo-
charger
2102 Engine oil inlet reserve 7711 Control oil from PCv-007
2116 Optional connection flushing pipe 9141, 9142 Leakage from crankcase CCS
2121, 2122 Oil pump inlet right/left 9143, 9144 Leakage from crankcase CS
2131, 3132 Oil pump outlet right/left 9151, 9152 Leakage from crankcase foot CCS
2111, 2112,
2115
Drain from oil pan CCS 9153, 9154 Leakage from crankcase foot CS
2113, 2114 Drain from oil pan CS
TC = turbocharger
Table 6-11 Legend to lube oil system - service pump attached
B-BA 32/44CR Page 6 - 27
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Figure 6-17 Lube oil system - service pump electrically driven
Page 6 - 28 32/44CR B-BA
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CF-001 Separator P-075 Cylinder lube oil pump
CF-003 MDO separator PCv-007 Pressure relief valve
FlL-001 Automatic filter T-050 Run down tank for engine lubrication
1, 2 FlL-004 Suction filter T-001 Service tank
H-002 Preheater T-006 Leakage oil collecting tank
HE-002 Cooler T-021 Sludge tank
LOv-001 Quick filling valve T-073 Run down tank for turbocharger lubri-
cation
NRF-001 Non return flap TCv-001 Temperature control valve
P-012 Transfer pump 1, 2, 3 TR-001 Condensate trap
1, 2 P-074 Service pump electrically driven
General definition of engine lube oil connections. For project related connections please see installation drawings:
2101 Engine oil inlet 7711 Control oil from PCv-007
2102 Engine oil inlet reserve 9141, 9142 Leakage from crankcase CCS
2111, 2112,
2115
Drain from oil pan CCS 9143, 9144 Leakage from crankcase CS
2113, 2114 Drain from oil pan CS 9151, 9152 Leakage from crankcase foot CCS
2116 Optional connection flushing pipe 9153, 9154 Leakage from crankcase foot CS
2841, 2842 Oil mist pipe from engine and turbocharger
TC = turbocharger
Table 6-12 Legend to lube oil system - service pump electrically driven
6.2.2 Prelubrication / postlubrication
D-AJ 32/44CR Page 6 - 29
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Prelubrication is on principle required before en-
gine start.
For main engines the stand-by pump is to be
put into operation approx. 5 minutes before en-
gine start.
A prelubrication pump is required for:
Emergency power geherating
Generator plants in cases where the lube oil
pump is mounted on the engine
Prelubrication in cases where the lube oil pump
is mounted on the engine
The prelubrication pump is switched on before
the engine is started, and serves to assist the
mounted lube oil pump until the engine attains
its rated speed.
The capacity of prelubrication pump has to en-
sure following conditions:
oil pressure before engine . . . . . . . . . . . . > 0.3 bar
at oil temperature of . . . . . . . . . . . . . . . .80 C
Postlubrication
The prelubrication oil pumps are also to be used
for postlubrication when the engine is stopped.
Postlubrication is effected for a period of 15 min.
Engine type Prelubrication / postlubrication pumps
Minimum delivery rates (m
3
/hj
No. of cylinders
6L 7L 8L 9L 10L 12v 14v 16v 18v 20v
32/44CR 28 30 33 35 38 40 45 50 55 60
Page 6 - 30 32/44CR D-AJ
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6.2.3 Lube oil outlets - general
D-AF 32/40, 32/44CR, 40/54, 48/60, 48/60B, 48/60CR, 51/60DF, 58/64 Page 6 - 31
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Lube oil drain
Two connections for oil drain pipes are located
on both ends of the engine oil sump, except for
L48/60 and L40/54 - with flexible engine
mounting - with one drain arranged in the mid-
dle of each side.
lf the engine is installed in the horizontal posi-
tion, two oil drain pipes are required, one at the
coupling end and one at the free end.
lf the engine is installed in an inclined position,
three oil drain pipes are required, two at the low-
er 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
service tank, expansion joints are required.
Shut-off butterfly valves
lf for lack of space, no cofferdam can be provid-
ed underneath the service tank, it is necessary
to install shut-off butterfly valves in the drain
pipes. lf the ship should touch ground, these
butterfly valves can be shut via linkages to pre-
vent the ingress of seawater through the engine.
Drain pipes, shut-off butterfly valves with linkag-
es, expansion joints, etc. are not supplied by the
engine builder.
Page 6 - 32 32/40, 32/44CR, 40/54, 48/60, 48/60B, 48/60CR, 51/60DF, 58/64 D-AF
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6.2.4 Lube oil service tank
L-AH 32/40, 32/44CR, 40/54, 48/60, 48/60B, 48/60CR, 51/60DF, 58/64 Page 6 - 33
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The lube oil service tank is to be arranged over
the entire area below the engine, in order to en-
sure uniform vertical thermal expansion of the
whole engine foundation.
To provide for adequate degasing, 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 severly
5 longitudinal inclination for ship's lengths
> 100m
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 l/kW. This is a theoretical factor for perma-
nent lube oil-quality control and the decisive fac-
tor for the design of the by-pass cleaning. The
lube oil quantity, which is actually required dur-
ing operation, depends on the tank geometry
and the volume of the system (piping, system
componentsj, 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 longitu-
dinal 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 se-
lected so as to ensure that the oil will remain in
the service tank for the longest possible time for
degasing.
Draining oil must not be sucked in at once.
The man holes in the floor plates inside the serv-
ice tank are to be arranged so as to ensure suf-
ficient flow to the suction pipe of the pump also
at low lube oil service level.
The tank has to be vented at the ends.
Lube oil preheating
Preheating the lube oil to 40 C is effected by the
preheater of the separator via the free-standing
pump. The preheater must be enlarged in size if
necessary, so that it can heat the content of the
service tank to 40 C, within 4 hours.
Page 6 - 34 32/40, 32/44CR, 40/54, 48/60, 48/60B, 48/60CR, 51/60DF, 58/64 L-AH
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Figure 6-18 Lube oil service tank_1
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Figure 6-19 Lube oil service tank_2
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6.2.5 Pressure control valve
E-AG 32/44CR Page 6 - 37
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Figure 6-20 Pressure control valve
Page 6 - 38 32/44CR E-AG
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6.2.6 Crankcase vent and tank vent
B-BA 32/44CR Page 6 - 39
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vent pipes
The vent pipes from the lube oil service tank, en-
gine crankcase and turbocharger are to be ar-
ranged according to the following diagram. The
required nominal pipe diameters ND of the vent
pipes are to be found in the "Table 6-14 Pipe di-
ameters for tank vent and crankcase vent".
Figure 6-21 Crankcase vent and tank vent
1 Condensate trap, continuously open
2 Connection crankcase vent
3 Turbocharger venting
4 Lubricating oil service tank
Table 6-13 Legend to Crankcase vent and tank vent
Engine Nominal Diameter ND (mmj
A B C D E F
L32/44CR 100 80 40 125 / 125
v32/44CR 100 100 40 125 40 125
Table 6-14 Pipe diameters for tank vent and crankcase vent
Page 6 - 40 32/44CR B-BA
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6.3.1 Cooling water system
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6.3 Water systems
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 op-
eration.
Note!
The arrangement of the cooling water system
shown here is only one of many possible solu-
tions. lt is recommended to inform
MAN Diesel & Turbo in advance in case other
arrangements should be desired.
For special applications, e.g. 32/44 GenSets or
dual-fuel engines, supplements will explain spe-
cific necessities and deviations.
The design data of the system components
shown in the diagram are indicated in chapter
lMO Tier ll".
The cooling water is to be conditioned using a
corrosion inhibitor according to "Chapter 3.3
Quality of engine cooling water, page 3-13".
LT = Low temperature
HT = High temperature
Cooler dimensioning, general
For coolers operated by seawater (not treated
waterj, lube oil or MDO/MGO on the primary
side and treated freshwater on the secondary
side, an additional safety margin of 10% related
to the heat transfer coefficient is to be consid-
ered. lf treated water is applied on both sides,
MAN Diesel & Turbo does not insist on this mar-
gin.
ln case antifreeze is added to the cooling water,
the corresponding lower heat transfer is to be
taken into consideration.
The cooler arrangement has to ensure venting
and draining facilities for the cooler.
6.3.1.1 LT cooling water system
ln general the LT cooling water passes through
the following components:
Stage 2 of the two-stage charge-air cooler
(HE-008j
Lube oil cooler (HE-002j
Nozzle cooling water cooler (HE-005j
Fuel oil cooler (HE-007j
Governor oil cooler (HE-022j
Gear lube oil cooler (HE-023j (or e.g. genera-
tor cooling in case of a diesel-electric plantj
LT cooling water cooler (HE-024j
Other components such as, e.g., auxiliary en-
gines (GenSetsj
The system components of the LT cooling water
circuit are designed for a max. LT cooling water
temperature of 38 C with a corresponding sea-
water temperature of 32 C (tropical conditionsj.
However, the capacity of the LT cooler (HE-024j
is determined by the temperature difference be-
tween seawater and LT cooling water. Due to
this correlation an LT freshwater temperature of
32 C can be ensured at a seawater temperature
of 25 C.
To meet the lMO Tier l / lMO Tier ll regulations
the set point of the temperature regulator valve
(MOv-016j is to be adjusted to 32 C. However
this temperature will fluctuate and reach at most
38C with a seawater temperature of 32C (trop-
ical conditionsj.
The charge air cooler stage 2 (HE-008j and the
lube oil cooler (HE-002j are installed in series to
obtain a low delivery rate of the LT cooling water
pump (P-076j.
Page 6 - 42 32/44CR, 40/54, 48/60, 48/60B, 48/60CR, 51/60DF, 58/64 D-BA
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P-076 / LT cooling water pump
The delivery rates of the service and standby
pump are mainly determined by the cooling wa-
ter required for the charge-air cooler stage 2 and
the other coolers.
For operating auxiliary engines (GenSetsj in
port, the installation of an additional smaller
pump is recommendable.
MOv-003 / Temperature control valve for charge
air cooler
This three-way valve is to be installed as a mix-
ing valve.
lt serves two purposes:
1. ln engine part load operation the charge air
cooler stage 2 (HE-008j is partially or com-
pletely bypassed, so that a higher charge air
temperature is maintained.
2. The valve reduces the accumulation of con-
densed water during engine operation un-
der tropical conditions by regulation of the
charge air temperature. Below a certain in-
take air temperature the charge air temper-
ature is kept constant. When the intake
temperature rises, the charge air tempera-
ture will be increased accordingly.
The three-way valve is to be designed for a pres-
sure 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
See description in "Chapter 6.2.1 Lube oil sys-
tem description, page 6-15". Heat data, flow
rates and tolerances are indicated in chapter
lMO Tier ll". The principal design criteria for
coolers has been described before in this chap-
ter.
HE-024 / LT cooling water cooler
Heat data, flow rates and tolerances of the heat
sources are indicated in chapter "Planning data
for emission standard lMO Tier ll". The principal
design criteria for coolers has been described
before in this chapter "Water systems - Cooling
water system - Cooler dimensioning, general".
MOv-016 / LT cooling water temperature regula-
tor
This is a motor-actuated three-way regulating
valve with a linear characteristic. lt is to be in-
stalled as a mixing valve. lt maintains the LT
cooling water at set-point temperature, which is
32 C.
The three-way valve is to be designed for a pres-
sure loss of 0.3 - 0.6 bar. lt is to be equipped
with an actuator with normal positioning speed
(high speed not requiredj. The actuator must
permit manual emergency adjustment.
Caution!
For engine operation with reduced NOx emis-
sion, according to lMO Tier l / lMO Tier ll re-
quirement, at 100 % engine load and a seawater
temperature of 25 C (lMO Tier l / lMO Tier ll ref-
erence temperaturej, an LT cooling water tem-
perature of 32 C before charge air cooler stage
2 (HE-008j is to be maintained.
Fil-021 / Strainer
ln order to protect the engine and system com-
ponents, 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 cooler
The nozzle cooling water system is a separate
and closed cooling circuit. lt is cooled down by
LT cooling water via the nozzle cooling water
cooler (HE-005j. Heat data, flow rates and toler-
ances are indicated in chapter "Planning data
design criteria for coolers has been described
before in paragraph "Cooler dimensioning, gen-
eral". For plants with two main engines only one
nozzle cooling water cooler (HE-005j is needed.
See also "Chapter 6.3.3 Nozzle cooling system
and diagram, page 6-59". As an option a com-
pact nozzle-cooling module (MOD-005j can be
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delivered, see "Chapter 7.1.1 Nozzle cooling
water module, page 7-3" . For plants with two
main engines only one nozzle-cooling module is
required.
HE-007 / MDO/MGO cooler
This cooler is required to dissipate the heat of
the fuel injection pumps during MDO/MGO op-
eration. For dimensioning the cooler capacity
see "Chapter 6.4.4 Heavy fuel oil (HFOj supply
system, page 6-75" and the a.m. paragraph
"Cooler dimensioning, general " in this chapter.
For plants with more than one engine, connect-
ed to the same fuel oil system, only one MDO/
MGO cooler is required.
HE-022 / Oil cooler for speed governor
This cooler is required to dissipate the heat in
the hydraulic oil system of the engine speed
governor.
The cooler is attached to the governor (attached
on the enginej and is supplied by
MAN Diesel & Turbo. Data for required LT cool-
ing water:
Cooling capacity 5.0 kW
LT cooling water flow rate 1.0 m/h
Note!
Not all types of speed governors need to be wa-
ter-cooled.
T-075 / LT cooling water expansion tank
The effective tank capacity should be high
enough to keep approx. 2/3 of the tank content
of T-002. ln case of twin-engine plants with a
common cooling water system, the tank capac-
ity should be by approx. 50 % higher. The tanks
T-075 and T-002 should be arranged side by side
to facilitate installation. ln any case the tank bot-
tom must be installed above the highest point of
the LT system at any ship inclination.
For the recommended installation weight see
"Table 2-29 Service tanks capacity".
6.3.1.2 HT Cooling water circuit
General
The HT cooling water system consists of the fol-
lowing coolers and heat exchangers:
Charge air cooler stage 1 (HE-010j
Cylinder cooling
HT cooler (HE-003j
Heat utilisation, e.g. freshwater generator
(HE-026j
HT cooling water preheater (H-020j
The HT cooling water pumps can be either of en-
gine-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 integrated, 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 temperature control valve is re-
quired for each engine. The total cooler and
pump capacities are to be adapted accordingly.
The shipyard is responsible for the correct cool-
ing water distribution, ensuring 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 require-
ment, e.g., orifices, flow regulation valves, by-
pass systems etc. are to be installed where
necessary.
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H-001 / Preheater
Before starting a cold engine , it is necessary to
preheat the waterjacket up to 60C.
The following table specifies the total heating
power required for preheating the HT cooling
water from 10 C to 60 C within 4 hours.
These values include the radiation heat losses
from the outer surface of the engine. Also a mar-
gin of 20 % for heat losses of the cooling system
has been considered.
A secondary function of the preheater is to pro-
vide heat capacity in the HT cooling water sys-
tem during engine part load operation. This is
required for marine propulsion plants with a high
freshwater requirement, e.g. on passenger ves-
sels, where frequent load changes are common.
lt is also required for arrangements with an addi-
tional charge air preheating by deviation of HT
cooling water to the charge air cooler stage 2
(HE-008j. ln this case the heat output of the pre-
heater is to be increased by approx. 50 %.
An electrically driven pump becomes necessary
to circulate the HT cooling water during preheat-
ing. The required minimum flow rate is indicated
in "Table 6-16 Minimum flow rate during pre-
heating and postcooling".
.
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. ln 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 for pre-
heating the main engine. This depends on the
number of auxiliary engines in operation and
their load. lt is recommended to install a sepa-
rate preheater for the main engine, as the avail-
able heat from the auxiliary engines may be
insufficient during operation in the port.
As an option MAN Diesel & Turbo can supply a
compact preheating module (MOD-004j. One
module for each main engine is required.
HE-026 / Fresh water generator
The freshwater generator must be switched off
automatically when the cooling water tempera-
ture at the engine outlet drops below 88 C.
This will prevent operation of the engine at too
low temperatures.
Engine
type
32/40
32/44CR
40/54
48/60B
48/60CR
51/60DF
58/64
L/v L L/v L
Min. heat-
ing power
(kW/cylin-
derj
6 12 14 18
Table 6-15 Heating power
Minimum flow rate required during
preheating and postcooling
m
3
/h
No. of
cyl.
32/40
32/44CR
40/54
48/60B
48/60CR
51/60DF
58/64
6L 7.2 12 14 17
7L 8.4 14 16 20
8L 9.6 16 18 23
9L 10.8 18 20 26
10L 12.0 - - -
12v 14.4 - 28 -
14v 16.8 - 30 -
16v 19.2 - 30 -
18v 21.6 - 30 -
20v 24.0 - - -
Table 6-16 Minimum flow rate during preheating and
postcooling
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HE-003 / HT cooling water cooler
Heat data, flow rates and tolerances of the heat
sources are indicated in chapter " Planning data
design criteria of coolers has been described
before in paragraph "Cooler dimensioning, gen-
eral ".
HT temperature control
The HT temperature control system consists of:
1 electronic temperature controller (TCj with
proportional-integral control characteristics
and additional inputs for external signals
(supplied by the engine control systemj.
1 electrically activated three-way mixing
valve with linear characteristic curve (MOv-
002j.
1 temperature sensor (PT100j TE, directly
downstream of the three-way mixing valve in
the supply pipe to charge-air cooler stage 1
(for EDS visulisation and control of preheater
valvej.
1 temperature sensor (PT100j TE, directly
downstream of the engine outlet.
lt serves to maintain the cylinder cooling water
temperature constantly at 90 C at the engine
outlet - even in the case of frequent load
changes - and to protect the engine from ex-
cessive thermal load.
For adjusting the outlet water temperature (con-
stantly to 90 Cj to engine load and speed, the
cooling water inlet temperature is controlled.
The electronic water temperature controller rec-
ognizes deviations by means of the sensor at the
engine outlet and afterwards corrects the refer-
ence value accordingly.
The electronic temperature controller is installed
in the switch cabinet of the engine room.
For a stable control mode, the following bound-
ary conditions must be observed when design-
ing the HT freshwater system:
The PT100 temperature sensor is to be in-
stalled in the supply pipe to stage 1 of the
charge-air cooler. To ensure instantaneous
measurement of the mixing temperature of
the three-way mixing valve, the distance to
the valve should be 5 to 10 times the pipe di-
ameter.
The three-way valve (MOv-002j is to be in-
stalled as a mixing valve. lt is to be designed
for a pressure loss of 0.3 - 0.6 bar. lt 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 be-
tween the three-way mixing valve and the in-
let 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 installations with a com-
mon HT freshwater system.
ln case of a deviating system layout,
MAN Diesel & Turbo is to be consulted.
P-002 / HT cooling water pumps
As an option the engine is available with an at-
tached (engine drivenj HT cooling water pump.
Alternatively also electrically driven HT cooling
water pumps can be used.
The standby pump has to be of the electrically
driven type.
lt is required to cool down the engine for a peri-
od of 15 minutes after shut down. For this pur-
pose the standby pump can be used. ln the case
that neither an electrically driven HT cooling wa-
ter 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 rulesj, it is possible to
cool down the engine by the separate small pre-
heating pump see "Table 6-16 Minimum flow
rate during preheating and postcooling", or if the
optional preheating unit (MOD-004j with inte-
grated circulation pump is installed, it is also
possible to cool down the engine with this small
pump. However, the pump used to cool down
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the engine, has to be electrically driven and
started automatically after engine shut down.
None of the cooling water pumps is a self-prim-
ing centrifugal pump.
Design flow rates should not be exceeded by
more than 15 % to avoid cavitation in the engine
and its systems. A throttling orifice is to be fitted
for adjusting the specified operating point.
FSH-002 / Condensate monitoring tank
(not indicated in the diagramj
Only for acceptance by Bureau veritas:
The condensate deposition in the charge air
cooler is drained via the condensate monitoring
tank. A level switch releases an alarm when con-
densate is flooding the tank.
T-002 / HT cooling water expansion tank
The expansion tank compensates changes in
system volume and losses due to leakages. lt is
to be arranged in such a way, that the tank bot-
tom is situated above the highest point of the
system at any ship inclination. The expansion
pipe should empty into the suction pipe as close
to the pump as possible. The required volume of
the tank and the recommended installation
height is indicated in the table "Planning data for
emission standard lMO Tier ll - service tanks
capacity".
Tank equipment:
Sight glass for level monitoring
Low-level alarm switch
Overflow and filling connection
lnlet for corrosion inhibitor
6.3.1.3 Cooling water collecting and
supply system
T-074 / Cooling water collecting tank (not indi-
cated in the diagramj
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 main-
tenance purposes.
This is necessary to meet the requirements with
regard to environmental protection (water has
been treated with chemicalsj and corrosion inhi-
bition (re-use of conditioned cooling waterj.
P-031 / Transfer pump (not indicated in the dia-
gramj
The content of the collecting tank can be dis-
charged into the expansion tanks by a freshwa-
ter transfer pump.
6.3.1.4 Miscellaneous items
Piping
For piping, black steel pipe should be used.
Treatment of the cooling water as specified by
MAN Diesel & Turbo will safely protect the inner
pipe walls against corrosion.
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 lo-
cal 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.
Please see the instructions in our Work card
6682 000.16 - 01E for cleaning of steel pipes
before fitting.
Pipe branches must be fitted to discharge in the
direction of flow in a flow-conducive manner.
venting is to be provided at the highest points of
the pipe system and drain openings at the low-
est points.
Cooling water pipes are to be designed accord-
ing to pressure class PN 6, flanges and engine
connections are often designed according to
PN 10.
Turbocharger washing equipment
The turbochargers of engines operating on
heavy fuel oil must be washed at regular inter-
vals. This requires the installation of a freshwater
supply line from the sanitary system to the tur-
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bine washing equipment and two dirty-water
drain pipes via a funnel (for visual inspectionj to
the sludge tank.
The lance must be removed after every washing
process. This is a precautionary measure, which
serves to prevent an inadvertent admission of
water to the turbocharger.
The compressor washing equipment is com-
pletely mounted on the turbocharger and is sup-
plied with freshwater from a small tank.
For further information see the turbocharger
project guide. You can also find the latest up-
dates on our website www.mandieselturbo.com
under:"Turbomachinery > Turbocharger > Axial
Flow > TCA Series" and "Turbomachinery > Tur-
bocharger > Radial Flow > TCR Series".
Sea water pump
A self-priming service and standby pump, and a
harbour pump for the Diesel GenSets must be
installed. For calculating the delivery rate, the
heat to be dissipated in the LT and HT circuit is
to be taken in consideration.
Delivery volume v:
v Delivery volume . . . . . . . . . . . . . . . . . . m/h
Q Total heat to be dissipated . . . . . . . . . . kJ/h
t2-t1 Temperature difference . . . . . . . . . . . C
(between seawater temperature at inlet/outlet of LT cool-
ing water cooler.j
cp specific heat = . . . . . . . . . . .4.2 kJ/kg. K
The maximum permissible seawater tempera-
ture also depends on the type (plates or tubesj
and the corrosion resistance of the coolers and
has to be specified by the cooler manufacturer.
We recommend that a seawater outlet tempera-
ture of 48 C is not exceeded.
Sea water filter
lt protects the system against rough dirt. For
vessels with only one seawater box a reversible
duplex filter is recommended. The mesh size
should be in a range of 2 - 4 mm. For dredgers
operating predominantly in sandy waters, a
mesh size of 0.3 - 0.5 mm is recommended.
v
Q
t2 t1 ( ) cp 1000
----------------------------------------------------- =
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6.3.2 Cooling water diagrams
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Please see overleaf!
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Figure 6-22 Cooling water system - single engine plant
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Components
1,2D-003 Auxiliary engine HE-026 Fresh water generator
1,2FlL-019 Sea water filter MOv-002 HT cooling water temperature control
valve
1,2FlL-021 Strainer of commissioning MOv-003 Charge air temperature (CHATCOj
H-020 Preheater main engine MOv-004 Preheating module
H-027 Preheater aux. engine MOv-005 Nozzle cooling module
HE-002 Lube oil cooler MOv-016 LT cooling water temperature control
valve
HE-003 Cooler for HT cooling water 1P-002 Pump for HT cooling water (engine
drivenj
HE-005 Nozzle cooling water cooler 2P-002 Optional pump for HT cooling water
(electrical drivenj
HE-007 Diesel oil cooler 1,2P-062 Sea water pump
HE-008 Charge air cooler (stage 1j 1,2P-076 Pump for LT cooling water
HE-010 Charge air cooler (stage 2j 1,2POF-001 Shut of flap for charge air preheating
(depending on plantj
HE-022 Cooler for governor oil (depending
on plantj
POF-002 Shut off flap for charge air preheating
(depending on plantj
HE-023 Gearbox lube oil cooler T-002 HT cooling water expansion tank
HE-024 Cooler for LT cooling water T-075 LT cooling water expansion tank
Major cooling water engine connections
3171 HT cooling water inlet 34/71/3499 lnlet/outlet nozzle cooling
3172 Reserve (for el. driven HT pumpj 4177/4187 lnlet/outlet governor cooler
3177/3181 Charge air preheating 4171/4199 lnlet/outlet charge air cooler (stage 2j
3199 Outlet HT cooling water Drains and venting are not shown.
Connections to the nozzle cooling water module
N1, N2 Return/feeding of engine nonozzle
cooling water
N3, N4 lnlet/outlet LT cooling water
Table 6-17 Legend to cooling water system - single engine plant
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Figure 6-23 Cooling water system - twin engine plant (part 1j
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Figure 6-24 Cooling water system - twin engine plant (part 2j
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A-BA 32/44CR Page 6 - 55
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6.3.2.1 Cleaning of charge air cooler (inside enginej by a 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 isolated from the turbocharger and
charge air pipe using blind flanges.
The casing must be filled and drained with a big
firehorse with shut-off valve (see P&lj.
All piping dimensions execute in DN 80.
1. When contamination with oil, fill the charge
air cooler casing with fresh water and a liq-
uid washing-up additive.
2. lnput the sono pusher after addition of the
cleaning agent in default dosing portion.
3. Flushing with fresh water (Quantity: approx.
2x to fill in and to drainj.
The contaminated water must be cleaned after
every sequence and must be drained into the
dirty water collecting tank.
Note!
When using the cleaning agents:
The instructions of the manufacturers must be
observed.
Attention is to be paid to their safety-relevant
data sheets.
The temperature of these products has - due to
the fact that some of them are inflammable - to
be by 10 C lower than the respective flash
point.
The waste disposal instructions of the manufac-
turers must be observed.
Follow all terms and conditions of the Classifica-
tion Societies.
Designation Manufacturer
Aquabreak PX Unitor Ship Service AS
Mastemyr
N-1410 Kolbotn/Norway
Environclean Unitor Ship Service AS
Mastemyr
N-1410 Kolbotn/Norway
Enviromate 2000 Drew Chemical Corp.
Boonton
New Jersey/USA
Eskaphor N6773 Haug Chemie GmbH
Breite Seite 14 - 16
74889 Sinsheim/Germany
Table 6-18 Recommended cleaning medium
lncrease in differential pressure
1j
Degree of fouling
Cleaning periode (guide
valuej
< 100 mm WC Hardly fouled Cleaning not required
100 - 200 mm WC Slightly fouled approx. 1 hour
200 - 300 mm Severely fouled approx. 1.5 hour
> 300 mm Extremely fouled approx. 2 hour
1j
lncrease in differential pressure = actual condition - new condition (mm WCj.
Table 6-19 Degree of fouling of the charge - air cooler
Page 6 - 56 32/44CR A-BA
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Figure 6-25 Principle layout
1 lnstallation ultrasonic cleaning
2 Firehose with sprag nozzle
3 Firehose
4 Dirty water collecting tank
1j
5 ventilation
A lsolation with blind flanges
1j
Required size of dirty water collecting tank:
volume at the least 4-multiple charge air cooler volume!
Table 6-20 Legend to principle layout
L-AJ 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64 Page 6 - 57
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6.3.2.2 Turbine washing device, HFO-operation
Figure 6-26 Cleaning turbine
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6.3.3 Nozzle cooling system and diagram
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General
The nozzles of the fuel injection valves are
cooled by fresh water circulation, therefore a
nozzle cooling water system is required. lt is a
separate and closed system recooled 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 ac-
cording to MAN Diesel & Turbo specification
"Chapter 3.3 Quality of engine cooling water,
page 3-13".
Note!
ln Diesel engines designed to operate prevalent-
ly on HFO the injection valves are to be cooled
during operation on HFO. ln the case of MGO or
MDO operation exceeding 72 hrs, the nozzle
cooling is to be switched off and the supply line
is to be closed. The return pipe, however, has to
remain open.
ln Diesel engines designed to operate exclusive-
ly on MGO or MDO (no HFO operation possiblej,
nozzle cooling is not required. The nozzle cool-
ing system is omitted.
ln dual fuel engines (liquid fuel and gasj the noz-
zles are to be cooled according to the engine
design.
P-005 / Cooling water pump
The centrifugal (non self-primingj pump dis-
charges the cooling water via cooler HE-005 and
the strainer FlL-021 to the header pipe on the
engine and then to the individual injection
valves. From here, it is pumped through a mani-
fold into the expansion tank from where it re-
turns to the pump.
One system can be installed for two engines.
T-076 / Expansion tank
The installation height above the crankshaft
centerline is shown in chapter "Planning data for
emission standard lMO Tier ll".
lf there is not enough room to install the tank at
the prescribed height, an alternative pressure
system of modular design is available, permit-
ting installation at the engine room floor level
next to the engine (see system drawing over-
leafj.
The system is to be closed with an over-/under-
pressure 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.
lf 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 venting and draining facilities.
TCv-005 / Temperature control valve
The temperature control valve with thermal-ex-
pansion elements regulates the flow through the
cooler to reach the required inlet temperature of
the nozzle cooling water. lt has a regulating
range from approx. 50 C (valve begins to open
the pipe from the coolerj to 60 C (pipe from the
cooler completely openj.
FlL-021 / Strainer
To protect the nozzles for the first commission-
ing 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.
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Nozzle cooling system
Figure 6-27 Nozzle cooling system
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D-001 Diesel engine T-076 Nozzle cooling water expansion tank
FlL-021 Strainer, cooling water system, for com-
missioning
TCv-005 Temperature control valve for nozzle
cooling water
HE-005 Nozzle cooling water cooler FBv-020 Flow balancing valve
P-005 Nozzle cooling water pump 3471 Nozzle cooling water inlet
P-031 Filling pump 3495 Nozzle cooling water drain
T-039 Cooling water storage tank 3499 Nozzle cooling water outlet
Figure 6-28 Legend to nozzle cooling system
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6.3.4 Nozzle cooling water module
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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 cool-
ing water is pumped from the service tank
through a heat exchanger and to the fuel injec-
tion 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 noz-
zles is kept constant. The performance of the
service pump is monitored within the module by
means of a flow switch. lf required, the optional
standby pump integrated in the module, is start-
ed.
Throughput 0.8 - 10.0 m/h nozzle cooling wa-
ter, suitable for cooling of all number of cylinders
of the engine types 32/40 - 58/64 and single/
double engine plants.
Required flow rates for the respective engine
types and number of cylinders see chapter
lMO Tier ll".
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Figure 6-29 Nozzle cooling water module
6.4.1 Marine Diesel Oil (MDOj treatment system
D-AF Page 6 - 65
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6.4 Fuel oil system

Figure 6-30 MDO treatment system
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CF-003 MDO separator P-073 MDO supply pump
H-019 MDO preheater T-015 MDO storage tank
MDO-008 Fuel module T-021 Sludge tank
P-008 Diesel oil supply pump 1, 2 T-003 MDO service tank
P-057 Diesel oil filling pump
Table 6-21 Legend to MDO treatment system
6.4.2 Marine Diesel Oil (MDOj supply system for diesel engines
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Figure 6-31 Fuel supply (MDOj - single engine plant
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D-001 Diesel engine 1,2 T-003 MDO service tank
FlL-003 Automatic filter T-006 Leakage oil collecting tank
FlL-011 Stand-by filter T-015 Diesel oil storage tank
FSH-001 Leakage fuel oil monitoring tank T-021 Sludge tank
HE-007 MDO cooler 5271 MDO inlet
PCv-008 Pressure retaining valve 5293 Leakage fuel pipe from supervising
1,2 P-008 Supply pumps 5249 Leakage fuel drain
1,2 STR-010 Strainer 5299 MDO outlet
* Engines 32/44CR, 58/64 and L48/60B: FSH-001 attached on the engine, 5293 downstream of FSH-0001.
Table 6-22 Legend to fuel supply (MDOj - single engine plant
B-BA 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64 Page 6 - 69
0
6
0
4
-
0
1
0
3
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Figure 6-32 Fuel supply (MDOj - twin engine plant
Page 6 - 70 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64 B-BA
0
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1
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CF-003 MDO separator 1,2 STR-010 Strainer
1,2 D-001 Diesel engine 1,2 T-003 MDO service tank
1,2 FBv-010 Flow balancing valve T-006 Leakage oil collecting tank
FlL-003 Automatic filter T-015 MDO storage tank
FlL-013 Fuel duplex filter T-021 Sludge tank
1,2 FSH-001 Leakage fuel oil monitoring tank 5271 MDO inlet
HE-007 MDO cooler 5293 Leakage fuel pipe from supervising
PCv-008 Pressure retaining valve 5294 Leakage fuel drain
1,2 PCv-011 Spill valve 5299 MDO outlet
1,2 P-008 Supply pumps
** Engine 32/44CR: FlL-013 attached on the engine, 5271 upstream of FlL-013.
Table 6-23 Legend to fuel supply (MDOj - twin engine plant
6.4.3 Heavy fuel oil (HFOj treatment system
D-BA Page 6 - 71
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A prerequisite for safe and reliable engine oper-
ation with a minimum of servicing is a properly
designed and well-functioning fuel oil treatment
system.
The schematic diagram shows the system com-
ponents required for fuel treatment for HFO.
Bunker
Fuel compatibility problems are avoidable if mix-
ing of newly bunkered fuel with remaining fuel
can be prevented by a suitable number of bun-
kers.
Heating coils in bunkers to be designed so that
the HFO in it is at a temperature of at least 10 C
minimum above the pour point.
P-038 / Transfer pump
The transfer pump discharges fuel from the bun-
kers into the settling tanks. Being a screw pump,
it handles the fuel gently, thus prevent water be-
ing emulsified in the fuel. lts capacity must be
sized so that complete settling tank can be filled
in s 2 hours.
T-016 / Settling tank for HFO
Two settling tanks should be installed, in order to
obtain thorough precleaning and to allow fuels
of different origin to be kept separate.
Size
Precleaning by settling is the more effective the
longer the solid material is given time to settle.
The storage capacity of the settling tank should
be designed to hold at least a 24-hour supply of
fuel at full load operation, including sediments
and water the fuel contains.
The minimum volume v to be provided is:
v Minimum volume . . . . . . . . . . . . . . . . . . m
P Engine rating . . . . . . . . . . . . . . . . . . . . . kW
Tank heating
The heating surfaces should be so dimensioned
that the tank content can be evenly heated to
75 C within 6 to 8 hours.
The supply of heat should be automatically con-
trolled, depending upon the fuel oil temperature.
ln order to avoid
agitation of the sludge due to heating, the
heating coils should be arranged at a suffi-
cient distance from the tank bottom.
the formation of asphaltenes, the fuel oil tem-
perature should not be allowed to exceed
75 C.
the formation of carbon deposits on the heat-
ing surfaces, the heat transferred per unit sur-
face must not exceed 1.1 W/cm.
Design
The tank is to be fitted with baffle plates in lon-
gitudinal and transverse direction in order to re-
duce agitation of the fuel in the tank in rough
seas as far as possible. The suction pipe of the
separator must not reach into the sludge space.
One or more sludge drain valves, depending on
the slant of the tank bottom (preferably 10j, are
to be provided at the lowest point. Tanks reach-
ing to the ship hull must be heat loss protected
by a cofferdam. The settling tank is to be insulat-
ed against thermal losses.
Sludge must be removed from the settling tank
before the separators draw fuel from it.
T-021 /Sludge tank
lf disposal by an incinerator plant is not planned,
the tank has to be dimensioned so that it is ca-
pable to absorb all residues which accumulate
during the operation in the course of a maximum
duration of voyage. ln 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 approx. 60 C
v
5 7 P ,
1000
------------------- =
Page 6 - 72 D-BA
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P-015 / Heavy fuel supply pump
The supply pumps should preferably be of the
free-standing type, i.e. not mounted on the sep-
arator, as the delivery volume can be matched
better to the required throughput.
H-008 / Preheater for HFO
To reach the separating temperature a preheater
matched to the fuel viscosity has to be installed.
CF-002 / Separator
As a rule, poor quality, high viscosity fuel is used.
Two new generation separators must therefore
be installed.
From Alfa Laval: Alcap, type SU
From Westfalia: Unitrol, type OSD or OSE
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 program 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 clean-
ing effect with the separator plant as installed.
The piping of both separators is to be arranged
in accordance with the makers advice, prefera-
bly for both parallel and series operation.
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 supplier.
Size
The separators are dimensioned in accordance
with the separator manufacturers' guidelines.
The required flow rate Q can be roughly deter-
mined by the following equation:

Q Separator flow rate . . . . . . . . . . . . . . . . . l/h
P Engine rating . . . . . . . . . . . . . . . . . . . . . kW
b
e
Fuel consumption (see belowj . . . . . g/kWh
Density at separating temp. approx. 0.93 kg/l
With the evaluated flow rate the size of separator
has to be selected according to the evaluation
table of the manufacturer. MAN Diesel & Turbo
strictly recommend to use evaluation tables ac-
cording to a "Certified flow rate" (CFRj. The sep-
arator rating stated by the manufacturer should
be higher than the flow rate Q calculated ac-
cording to the above formula.
By means of the separator flow rate which was
determined in this way, the separator type, de-
pending on the fuel viscosity, is selected from
the lists of the separator manufacturers.
For determining the maximum fuel consumption
(bej, increase the specific table value by 15 %.
This increase takes into consideration:
tropical conditions
the engine-mounted pumps
the calorific value fluctuations
the consumption tolerance
Points for drawing fuel oil samples are to be pro-
vided upstream and downstream of each sepa-
rator, to verify the effectiveness of these system
components.
Q
P b
e
---------------- =
D-BA Page 6 - 73
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Figure 6-33 HFO treatment system
Page 6 - 74 D-BA
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1, 2 CF-002 Heavy fuel separator (1 service, 1
standbyj
1, 2 P-018 Heavy fuel eil transfer pump
1, 2 H-008 Heavy fuel eil preheater 1, 2 T-016 Settling tank for heavy fuel oil
MDO-008 Fuel oil module T-021 Sludge tank
1, 2 P-015 Heavy fuel oil supply pump 1, 2 T-022 Service tank for heavy fuel oil1 2 CF-002
Table 6-24 Legend to HFO treatment system
6.4.4 Heavy fuel oil (HFOj supply system
C-BA Page 6 - 75
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To ensure that high-viscosity fuel oils achieve
the specified injection viscosity, a preheating
temperature is necessary, which may cause de-
gassing problems 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.
The indicated pressures are minimum require-
ments due to the fuel characteristic. Neverthe-
less, to meet the required fuel pressure at the
engine inlet (see chapter"Planning data for
emission standard lMO Tier ll" j, the pressure in
the mixing tank and booster circuit becomes
normally higher as indicated in this table.
T-022 / Heavy fuel oil service tank
The heavy fuel oil cleaned in the separator is
passed to the service tank, and as the separa-
tors are in continuous operation, the tank is al-
ways kept filled. 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 setting 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. The
tank should have a sludge space with a tank
bottom inclination of preferably 10, with sludge
drain valves at the lowest point, and is to be
equipped 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.
T-003 / MDO/MGO 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 ad-
dition 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 generator
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 over-
flow pipe from the MDO/MGO service tank
T-003 to the MDO/MGO storage tank T-015.
Fuel lnjection viscosity
*j
Temperature after
final preheater
Evaporation
pressure
Required system
pressure
mm/50 C mm/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
*j
Fuel viscosity depending on fuel temperature please see "Chapter 3.9 viscosity-Temperature (vTj diagram of heavy
fuel oil, page 3-41".
Table 6-25 lnjection viscosity and temperature after final preheater
Page 6 - 76 C-BA
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CK-002 / Three way valve
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 in-
dication and suppression of alarms from the vis-
cosity measuring and control system during
MDO/MGO operation.
STR-010 / Y-type strainer
To protect the feed pumps, an approx. 0.5 mm
gauge (sphere-passing meshj strainer is to be
installed on the suction side of the pump.
P-018 / Supply pump
The volumetric capacity must be at least 160 %
of max. fuel consumption.
The delivery height of the supply pump shall be
selected according to the required system pres-
sure (see "Table 6-25 lnjection viscosity and
temperature after final preheater"j the required
pressure in the mixing tank and the resistance of
the automatic filter, flow meter and piping sys-
tem.
Q
P1
= P
1
x br
lSO
x f
4
Required supply pump delivery
capacity with HFO at 90 C:
Q
P
1
l/h
Engine output at 100 % MCR: P
1
kW
Specific engine fuel consumption
(lSOj at 100 % MCR
br
lSO
g/kWh
Factor for pump dimensioning
- For Diesel engines operating on
main fuel HFO:
f
4
= 2.00 x 10
-3
- For Diesel engines installed in
dredgers operating on main fuel
HFO:
f
4
= 2.02 x 10
-3
f
4
l/g
Note!
The factor f
4
includes the following parameters:
- 160 % fuel flow
- Main fuel: HFO 380 mm
2
/50 C
- Attached lube oil and cooling water pumps
- Tropical conditions
- Realistic lower heating value
- Specific fuel weight at pumping temperature
- Tolerance
ln case more than one engine is connected to the same
fuel system, the pump capacity has to be increased
accordingly.
Table 6-26 Simplified supply pump dimensioning
C-BA Page 6 - 77
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lt is recommended to install supply pumps de-
signed for the following pressures:
Engines with conventional fuel injection system:
Design delivery height 7.0 bar, design output
pressure 7.0 bar g.
Engines CR injection system: Design delivery
height 8.0 bar, design output pressure 8.0 bar g.
HE-025 / Finned-tube cooler
lf no fuel is consumed in the system while the
pump is in operation, the finned-tube cooler pre-
vents excessive heating of the fuel.
lts cooling surface must be adequate to dissi-
pate the heat that is produced by the pump to
the ambient air.
PCv-009 / Pressure limiting valve
This valve is used for setting the required system
pressure and keeping it constant.
lt returns in the case of
- engine shutdown 100 %, and of
- engine full load 37.5 %
of the quantity delivered by the supply pump
back to the pump suction side.
Fil-003 / Automatic filter
Only filters have to be used, which cause no
pressure drop in the system during flushing.
Design criterion is the filter area load specified
by the filter manufacturer. The automatic filter
has to be installed in the plant (is not attached
on the enginej.
Conventional fuel
injection system
32/40, 40/54,
48/60B, 58/64,
Common rail
injection system
32/44CR, 48/60CR
Positive pressure at the fuel module inlet due to tank
level above fuel module level
- 0.10 0.10
Pressure loss of the pipes between fuel module inlet and
mixing tank inlet
+ 0.20 0.20
Pressure loss of the automatic filter + 0.80 0.80
Pressure loss of the fuel flow measuring device + 0.10 0.10
Pressure in the mixing tank + 5.70 6.70
Operating delivery height of the supply pump = 6.70 7.70
Table 6-27 Example for the determination of the expected operating delivery height of the supply pump
Conven-
tional fuel
injection sys-
tem
32/40, 40/54,
48/60B,
58/64,
Common rail
injection sys-
tem
32/44CR,
48/60CR
Filter mesh width
(mmj
0.034 0.010
Design pressure PN10 PN10
Table 6-28 Required filter mesh width (sphere passing
meshj
Page 6 - 78 C-BA
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T-011 / Mixing tank
The mixing tank compensates pressure surges
which occur in the pressurised part of the fuel
system. For this purpose, there has to be an air
cushion in the tank. As this air cushion is ex-
hausted during operation, compressed air (max.
10 barj has to be refilled via the control air con-
nection 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 equalisation within 5 minutes in the
case of half-load consumption.
The tank shall be designed for the maximum
possible service pressure, usually approx.
10 bar and is to be accepted by the classifica-
tion society in question.
The expected operating pressure in the mixing
tank depends on the required fuel oil pressure at
the inlet (see chapter "Planning data for emis-
sion standard lMO Tier ll" and the pressure loss-
es of the installed components and pipesj.
ln this example the calculated operating pres-
sure in the mixing tank is (for all HFO viscositiesj
higher than the min. required fuel pressure ac-
cording to "Table 6-25 lnjection viscosity and
temperature after final preheater".
Conventional fuel
injection system
32/40, 40/54,
48/60B, 58/64
Common rail
injection system
32/44CR;
48/60CR
bar
Required max. fuel pressure at engine inlet + 8.00 12.00
Pressure difference between fuel inlet and outlet engine - 2.00 5.00
Pressure loss of the fuel return pipe between engine outlet
and mixing tank inlet
- 0.30 0.30
Pressure loss of the flow balancing valve (to be installed
only in multi engine plants, pressure loss approx. 0,5 barj
- 0.00 0.00
Operating pressure in the mixing tank = 5.70 6.70
Table 6-29 Example for the determination of the expected operating pressure of the mixing tank
C-BA Page 6 - 79
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P-003 / Booster pumps
The pump capacity to be at least 300 % of max-
imum fuel oil consumption at injection viscosity.
The delivery head of the booster pump is to be
adjusted to the total resistance of the booster
system.
Q
P2
= P
1
x br
lSO
x f
5
Required booster pump delivery
capacity with HFO at 145 C:
Q
P2
l/h
Engine output at 100 % MCR: P
1
kWh
(lSOj at 100 % MCR
br
lSO
g/kWh
Factor for pump dimensioning
- For Diesel engines operating on
main fuel HFO:
f
5
= 3.90 x 10
-3
- For Diesel engines installed in
dredgers operating on main fuel
HFO:
f
5
= 3.94 x 10
-3
f
5
l/g
Note!
The factor f
5
includes the following parameters:
- 300 % fuel flow
- Main fuel: HFO 380 mm
2
/50 C
- Attached lube oil and cooling water pumps
- Tropical conditions
- Realistic lower heating value
- Specific fuel weight at pumping temperature
- Tolerance
fuel system, the pump capacity has to be increased
accordingly.
Table 6-30 Simplified booster pump dimensioning
Page 6 - 80 C-BA
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lt is recommended to install booster pumps de-
signed for the following pressures:
Design delivery height 7.0 bar, design output
pressure 10.0 bar g.
Engines CR injection system: Design delivery
height 10.0 bar, design output pressure
14.0 bar g.
H-004 / Final preheater
The capacity of the final-preheater shall be de-
termined on the basis of the injection tempera-
ture at the nozzle, to which 4 K must be added
to compensate for heat losses in the piping.
The piping for both heaters shall be arranged for
separate and series operation.
Parallel operation with half the throughput must
be avoided due to the risk of sludge deposits.
vl-001 / viscosity measuring and control device
This device regulates automatically the heating
of the final-preheater depending on the viscosity
of the bunkered fuel oil, so that the fuel will reach
the nozzles with the viscosity required for injec-
tion.
Fil-013 / Duplex filter
This filter is to be installed upstream of the en-
gine and as close as possible to the engine.
The emptying port of each filter chamber is to be
fitted with a valve and a pipe to the sludge tank.
lf the filter elements are removed for cleaning,
the filter chamber must be emptied. This pre-
vents the dirt particles remaining in the filter cas-
ing from migrating to the clean oil side of the
filter.
Design criterion is the filter area load specified
by the filter manufacturer.
Conventional fuel
injection system
32/40, 40/54,
48/60B, 58/64
Common rail
injection system
32/44CR,
48/60CR
bar
Pressure difference between fuel inlet and outlet engine + 2.00 5.00
Pressure loss of the flow balancing valve (to be installed
only in multi engine plants, pressure loss approx. 0.5 barj
+ 0.00 0.00
Pressure loss of the pipes, mixing tank - engine mixing
tank
+ 0.50 0.50
Pressure loss of the final preheater max. + 0.80 0.80
Pressure loss of the indicator filter + 0.80 0.80
Operating delivery height of the booster pump = 4.10 7.10
Table 6-31 Example for the determination of the expected operating delivery height of the booster pump
C-BA Page 6 - 81
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FBv-010 / Flow balancing valve (throttle valvej
The flow balancing valve at engine outlet is to be
installed only (one per enginej in multi engine ar-
rangements connected to the same fuel system.
lt is used to balance the fuel flow through the en-
gines. Each engine has to be feed with its cor-
rect, individual fuel flow.
FSH-001 / Leakage fuel monitoring tank
lf an injection pipe bursts, the escaping fuel is
carried by the jacket pipe to the monitoring tank
from which it is drained into the leakage oil col-
lecting tank. The float switch mounted in the
tank must be connected to the alarm system.
All parts of the monitored leakage system (pipes
and monitoring tankj have to be designed for a
fuel rate of 6.7 l/(minxCyl.j. The classification so-
cieties require the installation of a monitoring
tank for unmanned engine rooms. Lloyd's Reg-
ister specify a monitoring tank for manned en-
gine rooms as well.
Conventional fuel injection
system
32/40, 40/54,
48/60B,
58/64
Common rail
injection system
48/60CR
Common rail
injection system
32/44CR
Filter mesh width
(mmj
0.034 0.025
0.025 filter engine
mounted
Design pressure PN16
Required filter mesh width (sphere passing meshj.
Table 6-32 Required filter mesh width (sphere passing meshj
Engine Type
Attached on
the engine
To be installed in
the plant close to
the engine
L32/40 - X
v32/40 - X
L32/44CR X -
v32/44CR X -
40/54 - X
L48/60B - X
v48/60B - X
L48/60CR - X
v48/60CR - X
58/64 - X
Table 6-33 Position of the duplex filter
Engine
Type
Leakage fuel
monitoring
tank
attached on
the engine
Leakage fuel moni-
toring tank to be
installed in the plant
close to the engine
L32/40 - X
v32/40 - X
L32/44CR X -
v32/44CR X -
40/54 - X
L48/60B X -
v48/60B - X
L48/60CR X -
v48/60CR X -
58/64 X -
Table 6-34 Position of the leakage fuel monitoring tank
Page 6 - 82 C-BA
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T-006 / Leakage oil collecting tank for fuel and
lube oil
Leak fuel and leak oil are collected in the leakage
oil collecting tank. lt must be emptied into the
sludge tank.
The content of T-006 must not be added to the
engine fuel! lt can be burned for instance in a
waste oil boilerfuel.
The fuel content of the leakage oil is approx.
20% - 50%. Therfore, for CR engines only, it be-
comes possible as an option to recover this fuel
by installing an additional fuel oil leakage tank.
Leakage fuel flows pressure less (by gravity onlyj
from the engine into this tank (to be installed be-
low the engine connectionsj. Pipe clogging must
be avoided by trace heating and by a sufficient
downward slope. From here the leakage fuel
must be pumped in a fuel oil tank located before
the fuel oil separator, usually the setting tank. lt
must be ensured that the leakage fuel is well di-
luted with fresh fuel before entering the engine
again. Nevertheless, tank T-006 is still required
to collect lube oil leakages from lube oil drains
(and otherj.
ln case the described additional fuel oil leakage
tank is installed, leakages from the following en-
gine connections are to be conducted into the
tank:
Points for drawing fuel oil samples are to be pro-
vided upstream and downstream of each filter,
to verify the effectiveness of these system com-
ponents.
HE-007/CK-003
MDO/MGO cooler/three way cock
The propose of the MDO / MGO cooler is to en-
sure that the viscosity of MDO / MGO will not
become too fluid in engine inlet.
With these fitting CK-003, the MDO/MGO cooler
HE-007 has to be opened when the plant engine
is switched over to MDO/MGO operation. That
way, the MDO/MGO, which was heated while
circulating via the injection pumps, is recooled
before it is returned to the mixing tank T-011.
Switching over of these fittings to the MDO/
MGO cooler may be effected only after flushing
the pipes with MDO/MGO.
The MDO/MGO cooler is cooled by LT cooling
water.
The design pressure of the MDO cooler is
PN 16.
Engine type Leak rate for
HFO
Leak rate for
MGO
l/cyl. x h l/cyl. x h
32/40 0.5 ... 1.0 0.6 . 1.1
32/44CR 0.6 ... 1.1 0.7 . 1,3
40/54 0.5 ... 1.0 0.6 . 1,1
48/60B 0.8 ... 1.3 0.9 . 1.5
48/60CR 0.6 . 1,3 0.9 . 2.0
58/64 1.0 ... 1.5 1.1 . 1.7
Table 6-35 Leak rate (fuel and lube oil togetherj
Engine type Connection
L32/44CR 5141, 5143
v32/44CR 5141, 5142, 5143, 5144
L48/60CR 5693, 5694
v48/60CR 5693, 5688, 5694, 5691
Table 6-36 Connections fuel oil leakage tank
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The cooler has to be dimensioned for a MDO
outlet temperature of 45 C, for very light MGO
grades even lower outlet temperatures are re-
quired.
PCv-011 / Pressure limiting valve
ln case two engines are operated with one fuel
module, it has to be possible to separate one
engine at a time from the fuel circuit for mainte-
nance purposes. ln order to avoid a pressure in-
crease in the pressurised system, the fuel, 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 operationj, is
exceeded.
v-002 / Shut-off cock
The stop cock is closed during normal operation
(multi-engine operationj. When one engine is
separated from the fuel circuit for maintenance
purposes, this cock has to be opened manually.
T-008 / Pressure peaks compensation tank
The injection nozzles cause pressure peaks in
the pressurised part of the fuel system. ln 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 l.
Piping
We recommend to use pipes according to PN16
for the fuel system (more information see "Chap-
ter 6.1.1 Pipe dimensioning, page 6-3"j.
Material
The casing material of pumps and filters should
be EN-GJS (nodular cast ironj, in accordance to
the requirements of the classification societies.
P
C
= P
1
x br
lSO
x f
1
Q
C
= P
1
x br
lSO
x f
2
Cooler outlet temp. MDO/MGO *:
- T
out
= 45 C
T
out
C
Dissipated heat of the cooler P
C
kW
MDO flow for thermal dimensioning of
the cooler **
Q
c
l/h
Engine output at 100 % MCR P
1
kW
(lSOj at 100 % MCR:
br
lSO
g/kWh
Factor for dissipated heat
- f
1
= 2.01 x 10
-5
f
1
kWh/g
Factor for MDO/MGO flow
- f
2
= 2.80 x 10
-3
f
2
l/g
*j 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
viscosity in engine inlet (see "Chapter 3.9 viscosity-
Temperature (vTj diagram of heavy fuel oil, page
3-41"j.
**j The max. MDO/MGO throughput is identical to the de
livery quantity of the installed booster pump.
Note!
fuel system, the cooler capacity has to be increased ac-
cordingly.
Table 6-37 Simplified MDO-cooler dimensioning for
engines without common rail (32/40, 40/54,
48/60B, 58/64j
Engine type Cooler capacity
32/44CR 3.0 kW/cyl.
48/60CR 7.0 kW/cyl.
The max. MDO/MGO throughput is approx. identical to
the engine inlet fuel flow (=delivery quantity of the
installed booster pump in case of single engine plantsj.
Table 6-38 Dimensioning of the MDO-cooler for common
rail engines
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Engine operation during short back out, fuel
supply aspects
The air pressure cushion in the mixing tank is
sufficient to press fuel from the mixing tank in
the engine for a short time. Additional equip-
ment is not required.
Engines with CR injection system: The booster
pump has to be connected to a safe electrical
grid, or an additional air driven booster pump is
to be installed.
Starting during black out, fuel supply aspects
The engine can start by use of a gravity fuel oil
tank (MDO / MGOj.
Engines with CR injection system: Supply and
booster pump are to be connected to a save
electrical grid, or both pumps are to be air driv-
en. As an alternative it is also possible to install
in parallel to the main FO system an MDO /MGO
emergency pump. This pump shall be electrical-
ly driven and connected to a save electrical grid,
or it shall be air driven.
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HFO supply system
Figure 6-34 HFO supply system
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CF-002 Heavy fuel oil separator 1,2P-003 Booster pump
CF-003 Diesel fuel oil separator 1,2P-018 HFO supply pump
CK-002 Switching between MDO and HFO PCv-009 Pressure limiting valve
CK-003 Switching to MDO cooler 1,2STR-010 Strainer
D-001 Diesel engine 1,2T-003 Diesel oil service tank
FlL-003 Fuel oil automatic filter T-006 Leak oil tank
FlL-013 Fuel duplex filter T-008 Fuel oil dumper tank
FQ-003 Flowmeter fuel oil T-011 Fuel oil mixing tank
FSH-001 Leakage fuel oil monitoring tank T-015 MDO/MGO storage tank
1,2H-004 Final heater HFO T-016 HFO settling tank
HE-007 Diesel oil/gasoil cooler T-021 Sludge tank
HE-025 Cooler for circulation fuel oil feeding
part
1,2T-022 HFO service tank
MOD-008 Fuel oil module vl-001 viscosimeter
** Engine 32/44CR FlL-013 attached on the engine, 5671 upstream of FlL-013.
Table 6-39 Legend to HFO supply system
6.4.5 Heavy fuel oil (HFOj supply system - twin engine plant
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Please see overleaf!
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Figure 6-35 HFO supply system - twin engine plant
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CF-002 Heavy fuel oil separator 1,2 P-018 HFO supply pump
CF-003 Diesel fuel oil separator PCv-009 Pressure limiting valve
CK-002 Switching between MDO and HFO PCv-011 Spill in single engine operation
CK-003 Switching to MDO cooler 1,2 STR-010 Strainer
1,2 FBv-010 Flow balancing valve 1,2 T-003 Diesel oil service tank
FlL-003 Fuel oil automatic filter T-006 Leak oil tank
1,2 FlL-013 Fuel duplex filter T-008 Fuel oil dumper tank
FQ-003 Flowmeter fuel oil T-011 Fuel oil mixing tank
1,2 FSH-001 Leakage fuel oil monitoring tank T-015 Diesel oil storage tank
1,2 H-004 Final heater HFO T-016 HFO setting tank
HE-007 Diesel oil/gas oil cooler T-021 Sludge tank for HFO separator
HE-025 Cooler for circulation fuel oil feeding
part
1,2 T-022 HFO service tank
MOD-008 Fuel oil module v-002 Shut-off cock
1,2 P-003 Booster pump vl-001 viscosimeter
** Engine 32/44CR FlL-013 attached on the engine, 5671 upstream of FlL-013.
Table 6-40 Legend to HFO supply system - twin engine plant
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6.5.1 Starting air system
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6.5 Compressed air system
Marine main engines
The compressed air supply to the engine plant
requires air vessels and air compressors of a ca-
pacity and air delivery rating which will meet the
requirements of the relevant classification soci-
ety (see the following chapter "Starting air ves-
sels, compressors"j.
1 C-001, 2 C-001, 3 C-001 / Air compressor
1 service compressor . . . . . . . . . . . . 1 C-001
1 auxiliary compressor . . . . . . . . . . . 2 C-001
1 Jet Assist compressor . . . . . . . . . . 3 C-001
These are multi-stage compressor sets with
safety valves, cooler for compressed air and
condensate traps.
The operational compressor is switched on by
the pressure control at low pressure, respective-
ly switched off at max. service pressure.
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.
The service compressor is electrically driven, the
auxiliary compressor may also be driven by a
Diesel engine. The capacity of both compres-
sors (1 C-001 and 2 C-001j is identical.
The total capacity of the compressors has to be
increased if the engine is equipped with Jet As-
sist. This can be met either by providing a larger
service compressor, or by an additional com-
pressor (3 C-001j.
For special operating conditions such as, e.g.,
dredging service, the capacity of the compres-
sors has to be adjusted to the respective re-
quirements of operation.
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, if supplied by MAN Diesel & Turbo,
must be installed with a downward slope of 10
towards the bottom end.
The installation situation also has to ensure that
during emergency discharging of the safety
valve no persons can be compromised.
lt is not allowed to weld supports (or otherj 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.
T-018 / Air vessel for Jet Assist
Technical notes identical to 1 T-007, 2 T-007 /
starting air vessels.
As an alternative it is possible to omit the sepa-
rate air vessel for Jet Assist (T-018j. ln this case,
the volume of the starting air vessels (1 T-007, 2
T-007j must be increased accordingly.
Piping
The main starting pipe (engine connection
7171j, connected to both air vessels, leads to
the main starting valve (MSv- 001j of the engine.
A second 30 bar pressure line (engine connec-
tion 7172j with separate connections to both air
vessels supplies the engine with control air. This
does not require larger air vessels.
A line branches off the aforementioned control
air pipe to supply other air-consuming engine
accessories (e.g. lube oil automatic filter, fuel oil
filterj 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 7177j. Depending
on the air vessel arrangement, this pipe can be
branched off from the starting air pipe near en-
gine or must be connected separately to the air
vessel for Jet Assist.
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Additional connections on the air vessels are
provided for air requirements of the ship and for
the horn. The pipes to be connected by the ship-
yard have to be supported immediately behind
their connection to the engine. Further supports
are required at sufficiently short distance.
Galvanised steel pipe must not be used for the
piping of the system.
General requirements of classification societies
The equipment provided for starting the engines
must enable the engines to be started from the
operating condition 'zero' with shipboard facili-
ties, i.e. without outside assistance.
Compressors
Two or more starting air compressors must be
provided. At least one of the air compressors
must be driven independently of the main en-
gine and must supply at least 50 % of the re-
quired total capacity.
The total capacity of the starting air compres-
sors is to be calculated so that the air volume
necessary for the required number of starts is
topped up from atmospheric pressure within
one hour.
The compressor capacities stated in the table
"General drive" in chapter "Starting air vessels,
compressors" are calculated as follows:
P Total volumetric capacity . . . . . . . . . . . . . . . . . . m/h
of the compressors
v Total volume of the starting air vessels. . . . . . . . . litre
at 30 bar service pressure
As a rule, compressors of identical ratings
should be provided. An emergency compressor,
if provided, is to be disregarded in this respect.
Starting air vessels
The starting air supply is to be split up into not
less than two starting air vessels of about the
same size, which can be used independently of
each another.
The sizes of the starting air vessels for the re-
spective engines are listed in the chapter "Start-
ing air vessels, compressors".
Diesel-mechanical main engine:
For each non-reversible main engine driving a
C.P.-propeller, or where starting without counter
torque is possible, the stored starting air must
be sufficient for a certain number of starting ma-
noeuvres, normally 6 per engine. The exact
number of required starting manoeuvres de-
pends on the arrangement of the propulsion
system and on the special requirements of the
classification society.
Diesel-electric auxiliary engine:
For auxiliary marine engines, separate air tanks
shall only be installed in case of turbine-driven
vessels, or if the auxiliary sets in engine-driven
vessels are installed far away from the main pro-
pulsion plant.
Diesel-electric main engine:
For each diesel-electric main engine the stored
starting air must be sufficient for a certain
number of starting manoeuvres, normally 6 per
engine. The exact number of required starting
manoeuvres depends on the number of engines
and on the special requirements of the classifi-
cation society.
P
v 30
1000
--------------- =
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Calculation formula for starting air vessels see below:
v Required vessel capacity . . . . . . .litre
v
st
Air consumption per nominal start
1j
. . . . . litre
f
drive
factor for drive type . . . . . . . . . . . . . . . . . . . . -
(1.0 = Diesel-mechanic,
1.5 = generator drivej
z
st
No. of starts required by the
classification society . . . . . . . . . . . . . . . . . . . -
z
safe
Number of starts as safety margin . . . . . . . . -
v
Jet
Assist Air consumption per Jet Assist
1j
. . litre
z
Jet
Number of Jet Assist procedures
2j
. . . . . . . . -
t
Jet
Duration of Jet Assist procedures . . . . . . sec.
v
sl
Air consumption per slow turn . . . . . . . . . litre
z
sl
Number of slow turn manoeuvres . . . . . . . . . -
p
max
Maximum starting air pressure . . . . . . . . . bar
p
min
Minimum starting air pressure. . . . . . . . . . bar
1j 2j
Tabulated values see the following chapter "Starting air
vessels, compressors".
lf other consumers (i.e. auxiliary engines, ship air
etc.j which are not listed in the formula are con-
nected to the starting air vessel, the capacity of
starting air vessel must be increased according-
ly, or an additional separate air vessel has to be
installed.
V V
st
f
drive
z
st
z
safe
+ ( )
V
Jet
5
sec
--------- z
Jet
t
Jet
V
sl
z
sl
f
drive
+ +
\ .
| |
p
max
p
min
( ) =
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Starting air system
Figure 6-36 Starting air system
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1 C-001 Starting air compressor (servicej T-018 vessel for jet assist only
2 C-001 Starting air compressor (stand-byj TR-005 Water trap
3 C-001 Compressor for jet assist 3 TR-006 Automatic condensate trap
FlL-001 Lube-oil automatic filter 7171 Engine inlet (main starting valvej
FlL-003 Fuel automatic filter 7172 Control air and emergency stop
M-019 valve for interlocking device 7177 Jet assist (optionalj
MSv-001 Main starting valve 7451 Control air from switch gear
2 T-007 Starting air vessel 7461 Control air toswitch gear
TY-001 Typhon
Table 6-41 Legend to starting air system
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6.5.2 Starting air vessels, compressors
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General
The engine requires compressed air for starting,
start-turning, for the Jet Assist function as well
as several pneumatic controls. The design of the
pressure air vessel directly depends on the air
consumption and the requirements of the classi-
fication societies.
The air consumption per starting manoeuvre
depends on the inertia moment of the unit.
For generator plants, 1.5 times the air con-
sumption per starting manoeuvre has to be
expected.
The above-mentioned air consumption per
Jet Assist activation is valid for a jet duration
of 5 seconds. The jet duration may vary be-
tween 3 sec and 10 sec, depending on the
loading (average jet duration 5 secj. The air
consumption is substantially determined by
the respective turbocharger design.
For more information concerning Jet Assist
see "Chapter 6.5.3 Jet assist, page 6-101".
The air consumption per slow-turn activation
depends on the inertia moment of the unit.
Starting air vessels:
Service pressure . . . . . . . . . . . . . . max. 30 bar
Minimum starting air pressure . . . min. 10 bar
Starting air compressors:
The total capacity of the starting air compres-
sors has to be capable to charge the air receiv-
ers from the atmospheric pressure to full
pressure of 30 bar within one hour.
Number of cylinders 6L 7L 8L 9L 10L 12v 14v 16v 18v 20v
Swept volume of
engine
l
212 248 283 318 354 424 496 566 637 708
Air consumption per
start
Nm
(20 Cj
2.5 2.75 2.75 3.0 3.0 5.0 5.25 5.5 5.75 6.0
Air consumption per
Jet Assist activation
3.6 3.6 5.25 5.25 5.25 7.05 7.05 10.5 10.5 10.5
Air consumption per
slow turn manoevre
5.0 5.5 5.5 6.0 6.0 10.0 10.5 11.0 11.5 12.0
Table 6-42 Starting air consumption 32/44CR
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Propulsion plant with 1 main engine
1. General drive
2. Diesel-mechanical drive without shifting clutch
3. Diesel-mechanical drive with shifting clutch
4. Diesel-mechanical drive with shaft-driven alternator (> 50 % P
rated
j
Starting air vessels and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turnj
Engine 32/44CR 6L 7L 8L 9L 10L 12v 14v 16v 18v 20v
Min. required vessel
capacity
l
875 960 960 1,050 1,050 1,750 1,840 1,930 2,010 2,100
Required vessels l 2x500 2x500 2x500 2x710 2x710 2x1,000 2x1,000 2x1,000 2x1,000 2x1,250
Min. required com-
pressor capacity
m/h
30 30 30 43 43 60 60 60 60 75
Table 6-43 General drive
Starting air vessels and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turnj
capacity
l
875 960 960 1,050 1,050 1,750 1,840 1,930 2,010 2,100
Required vessels l 2x500 2x500 2x500 2x710 2x710 2x1,000 2x1,000 2x1,000 2x1,000 2x1,250
Min. required com-
pressor capacity
m/h
30 30 30 43 43 60 60 60 60 75
Table 6-44 Diesel-mechanical drive without shifting clutch
Starting air vessels and compressor capacities (6 starts + 1 safety start, 3 x 5 sec. Jet Assist, 0 slow turnj
capacity
l 1,420 1,500 1,750 1,840 1,840 2,810 2,900 3,500 3,590 3,680
Required vessels l 2x710 2x1,000 2x1,000 2x1,000 2x1,000 2x1,500 2x1,500 2x1,750 2x2,000 2x2,000
Min. required com-
pressor capacity
m/h
43 60 60 60 60 90 90 105 120 120
Table 6-45 Diesel-mechanical drive with shifting clutch
capacity
l 1,780 1,860 2,280 2,360 2,360 3,510 3,600 4,550 4,640 4,730
Required vessels l 2x1,000 2x1,000 2x1,250 2x1,250 2x1,250 2x1,750 2x2,000 2x2,250 2x2,500 2x2,500
Min. required com-
pressor capacity
m/h
60 60 75 75 75 105 120 135 150 150
Table 6-46 Diesel-mechanical drive with shaft-driven alternator
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5. Diesel-electrical drive
6. Diesel-mechanical drive with frequent load changes e.g. ferries etc.
7. Dredger and high torque applications
Multiple engine plants
ln case of multi-engine plants, the required vol-
ume of the starting air supply is to be fixed in ag-
grement with the respective classification
society.
ln this connection, the number of starts required
for each engine is generally reduced.
capacity
l 3,490 3,660 4,480 4,650 4,650 6,800 7,070 8,960 9,130 9,300
Min. required com-
pressor capacity
m/h
105 120 150 150 150 210 210 270 270 285
Table 6-47 Diesel-electrical drive
capacity
l 2,680 2,760 3,590 3,680 3,680 5,280 5,360 7,180 7,260 7,350
Required vessels l 2x1,500 2x1,500 2x2,000 2x2,000 2x2,000 2x2,750 2x2750 2x3,750 2x3,750 2x3,750
Min. required com-
pressor capacity
m/h
90 90 120 120 120 165 165 225 225 225
Table 6-48 Diesel-mechanical drive with frequent load changes
capacity
l 2,320 2,400 3,060 3,150 3,150 4,570 4,660 6,130 6,210 6,300
Min. required com-
pressor capacity
m/h
75 75 90 105 105 135 150 195 195 195
Table 6-49 Dredger and high torque applications
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6.5.3 Jet assist
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6.5.3 Jet assist
General
Jet Assist is a system for acceleration of the tur-
bocharger. By means of nozzles in the turbo-
charger, compressed air is directed to
accelerate the compressor wheel. This causes
the turbocharger to adapt more rapidly to a new
load condition and improves the response of the
engine.
Air consumption
The air consumption for Jet Assist is, to a great
extent, dependent on the load profile of the ship.
ln 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.
Air consumption (litrej see chapter "Starting air
vessels, compressors".
General data
Jet Assist air pressure (overpress.j.......... 4 bar
At the engine connection the pressure is max.
30 bar. The air pressure will reduced on the en-
gine by an orifice to max. 4 bar (overpressj.
Activation below 50 % load:
at constant speed mode when speed drops
quickly and fuel admission rises
at combinator mode the power command le-
ver in the control room is changed quickly for
load request
Jet Assist activating time:
3 sec to 10 sec (5 sec in averagej
Deactivation of Jet Assist:
after 10 sec activating time or
charge air pressure >1 bar
(= engine load > approx. 50 %j
Guiding values for the number of Jet Assist manoeuvres dependent on application
Application
No. of manoeuvres per hour /
average duration
No. of manoeuvres,
which take place in
rapid succession, if
necessary
Diesel-mechanical drive without shifting clutch Jet Assist is required
Diesel-mechanical drive with shifting clutch approx. 3 times, 5 sec approx. 2 times
Diesel-mechanical drive with shaft-driven alternator
(> 50 % MCRj
approx. 5 times, 5 sec approx. 3 times
Diesel-electric marine drive approx. 10 times, 5 sec approx. 5 times
Auxiliary engines approx. 3 times, 5 sec approx. 3 times
Ships with frequent load changes (e.g. ferriesj
1j
Dredger, high-torque applications
1j
1j
Adaptation required in special cases.
Table 6-50 Jet Assist manoeuvres dependent on application
6.5.3 Jet assist
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Example: Application diesel-electric marine drive
Following figure explains how the five Jet Assist
manoeuvres in rapid succession and five re-
maining Jet Assist manoeuvres in standard acti-
vation can occur during one hour engine
operation.
Figure 6-37 Example: Application diesel-electric marine drive
For the design of the starting air vessels and
compressors it has to be considered that after
finishing of the five Jet Assist manoeuvres within
short time the next Jet Assist manoeuvre
(markedj must be executable.
Dynamic positioning for drilling vessels, cable-
laying vessels, off-shore applications
When applying dynamic positioning, pulsating
load application of > 25 % may occur frequently,
up to 30 times per hour. ln these cases, the pos-
sibility of a specially adapted, separate com-
pressed 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.
lf the planned load profile is expecting a high re-
quirement of Jet Assist, it should be checked
whether an air supply from the working air cir-
cuit, a separate air bottle or a specially adapted,
separate compressed air system is necessary or
reasonable.
ln each case the delivery capacity of the com-
pressors is to be adapted to the expected Jet
Assist requirement per unit of time.
6.6 Engine room ventilation and combustion air
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General information
Engine room ventilation system
lts purpose is:
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 wa-
ter, dust and oil mist.
This is achieved by:
Louvres, protected against the head wind,
with baffles in the back and optimally dimen-
sioned suction space so as to reduce the air
flow velocity to 1 - 1.5 m/s.
Self-cleaning air filter in the suction space (re-
quired for dustladen air, e.g. cement, ore or
grain carrierj, with a medium degree of sepa-
ration, at least G4 acc. DlN EN 779.
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 considerationj.
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 suffi-
ciently large distance from the turbochargers.
The combustion air is normally drawn in from the
engine room.
The MAN Diesel & Turbo turbochargers are fit-
ted with an air intake silencer and can addition-
ally be equipped with an air filter to meet with
special circumstances, in which case the clean-
ing intervals for the compressor impeller of the
turbocharger and for the charge air cooler can
be extended.
This additional air intake filter will retain 95 % of
the particles larger than 10 m.
ln tropical service a sufficient volume of air must
be supplied to the turbocharger(sj 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
1.5 m. No water of condensation from the air
duct must be allowed to be drawn in by the tur-
bocharger.
The air stream must not be directed onto the ex-
haust manifold.
ln intermittently or permanently arcitic service
(defined as: air intake temperature of the engine
below +5 Cj special measures are necessary
depending on the possible minimum air intake
temperature. For further information see "Chap-
ter 2.1.8 Engine operation under arctic condi-
tions, page 2-59". lf necessary, steam heated air
preheaters must be provided.
For the required combustion air quantity, see
chapter "Planning data for emission standard
lMO Tier ll". Cross-sections of air supply ducts
are to be designed to obtain the following air
flow velocities:
- Main ducts 8 - 12 m/s
- Secondary ducts max. 8 m/s.
Air fans are to be designed so as to maintain a
positive air pressure of 50 Pa (5 mmWCj in the
engine room.
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Radiant heat
The heat radiated from the main and auxiliary
engines, from the exhaust manifolds, waste heat
boilers, silencers, generators, compressors,
electrical equipment, steam and condensate
pipes, heated tanks and other auxiliaries is ab-
sorbed by the engine room air.
The amount of air v required to carry off this ra-
diant heat can be calculated as follows:
v Air required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m/h
Q Heat to be dissipated . . . . . . . . . . . . . . . . . . . . . kJ/h
At Air temperature rise in engine room (10 - 12.5j . . . C
cp Specific heat capacity of air (1.01j . . . . . . . . kJ/kg-k
t Air density at 35 C (1.15j . . . . . . . . . . . . . . . . . kg/m
ventilator capacity
The capacity of the air ventilators (without sepa-
rator roomj must be large enough to cover:
The combustion air requirements of all con-
sumers.
The air required for carrying off the radiant
heat.
A rule-of-thumb applicable to plants operating
on heavy fuel oil is 20 - 24 m
3
/kWh.
v
Q
At cp t
------------------------------- =
6.7.1 General information
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6.7 Exhaust gas system
Layout
As the flow resistance in the exhaust system has
a very large influence on the fuel consumption
and the thermal load of the engine, the total re-
sistance of the exhaust gas system must not ex-
ceed 30 mbar.
Permissible values for special cases please con-
tact MAN Diesel & Turbo.
The pipe diameter to be selected depends on
the engine output, the exhaust gas volume, 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. lf necessary, pipe bends must be pro-
vided with cascades.
We recommend a guideline for the exhaust gas
velocity in the pipe of 40 m/s.
lnstallation
When installing the exhaust system, the follow-
ing points must be observed:
The exhaust pipes of two or more engines
must not be joined.
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 posi-
tions. One sturdy fixed-point support must be
provided for the expansion joint on the turbo-
charger. lt should be positioned, if possible,
immediately above the expansion joint in or-
der to prevent the transmission of forces to
the turbocharger, resulting from the weight,
thermal expansion or lateral displacement of
the exhaust piping.
The exhaust piping should be elastically hung
or supported by means of dampers in order
to keep the transmission of sound to other
parts of the ship to a minimum.
The exhaust piping is to be provided with wa-
ter drains, which are to be kept constantly
opened for draining the condensation water
or possible leak water from boilers.
During commissioning and maintenance
work, checking of the exhaust gas counter
pressure by means of a temporarily connect-
ed measuring device may become neces-
sary. For this purpose, a measuring socket is
to be provided approx. 1 - 2 m after the ex-
haust gas outlet of the turbocharger at an
easily acceptance place. Usual pressure
measuring devices require a measuring sock-
et size of 1/2". This measuring socket is to be
provided as to ensure utilisation without any
damage to the exhaust gas pipe insulation.
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6.7.2 Components and assemblies
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Mode of operation
The silencer operates on the absorption princi-
ple which means that it is effective in a wide fre-
quency band. The flow path, which runs through
the silencer in a straight line, ensures optimum
noise reduction with minimum flow resistance.
lnstallation
lf possible, the silencer should be installed to-
wards the end of the exhaust line; the exact po-
sition can be adapted to the space available
(from vertical to horizontalj. ln case of silencers
with spark arrester, it must be ensured that the
cleaning ports are accessible.
lnsulation
The exhaust gas pipe system has to be insulated
to reduce the maximum surface temperature to
the required level and to avoid temperatures be-
low the dew point. So the complete exhaust gas
system (from outlet of turbocharger, silencer,
boiler to outlet stackj should be sufficiently insu-
lated, particularly when burning on fuels with
high sulphur content.
Also to avoid temperatures below the dew point,
the exhaust gas piping to the outside, including
boiler and silencer, should be insulated to avoid
intensified corrosion and soot deposits on the
interior surface of the exhaust gas pipe. ln case
of fast load changes, such deposits might flake
off and be entrained by exhaust in the form of
soot flakes.
The rectangular flange connection on the turbo-
charger outlet, as well as the adjecent round
flanges of the adaptor, must also be covered
with insulating collars, for reasons of safety.
lnsulation and covering of the compensator may
not restrict its freedom of movement.
The relevant provisions concerning accident
prevention and those of the classification socie-
ties must be observed.
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7 Auxiliary modules and system components
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Auxiliary modules and system components
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7.1 Auxiliary modules
Figure 7-38 Example : Compact nozzle cooling water module
7.1.2 Preheating module
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7.1.2 Preheating module
Figure 7-39 Example : Compact preheating cooling water module
7.2.1 Lube oil automatic filter
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7.2 System components
7.2.1 Lube oil automatic filter
Figure 7-40 Example : Lube oil automatic filter
7.2.2 Lube oil double filter
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7.2.2 Lube oil double filter
Figure 7-41 Example : Lube oil double filter
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8 Engine room planning
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Engine room planning
8.1.1 General details
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8.1 lnstallation and arrangement
Apart from a functional arrangement of the com-
ponents, the shipyard is to provide for an engine
room layout ensuring good accessibility of the
components for servicing.
The cleaning of the cooler tube bundle, the emp-
tying of filter chambers and subsequent clean-
ing 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 tempo-
rary storage of pistons, camshafts, exhaust gas
turbochargers etc. dismounted from the engine.
Additional space is required for the maintenance
personnel. The panels in the engine sides for in-
spection of the bearings and removal of compo-
nents 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.
ln planning marine installations with two or more
engines driving one propeller shaft through a
multi-engine transmission gear, provision must
be made for a minimum clearance between the
engines because the crankcase panels of each
must be accessible. Moreover, there must be
free space on both sides of each engine for re-
moving pistons or cylinder liners.
Note!
MAN Diesel & Turbo supplied scope is to be ar-
ranged and fixed by proven technical experienc-
es as per state of the art. Therefore the technical
requirements have to be taken in consideration
as described in the following documents subse-
quential:
Order related engineering documents.
lnstallation documents of our subsuppliers
for vendor specified equipment.
Operating manuals for diesel engines and
auxiliaries.
Project Guides of MAN Diesel & Turbo.
Any deviations from the principles specified in
the a.m. documents provides a previous ap-
proval by us.
Arrangements for fixitation and/or supporting of
plant related equipment attached to the scope
supplied by us, not described in the a.m. docu-
ments and not agreed with us are not allowed.
For damages due to such arrangements we will
not take over any responsibility.
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8.1.2 lnstallation drawings
A-BA 32/44CR Page 8 - 5
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Engine 6L32/44CR
Figure 8-1 lnstallation drawing 6L32/44CR - turbocharger on driving end
Page 8 - 6 32/44CR A-BA
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Engine 6L32/44CR
Figure 8-2 lnstallation drawing 6L32/44CR - turbocharger on free end
A-BA 32/44CR Page 8 - 7
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Engine 7L, 8L, 9L, 10L32/44CR
Figure 8-3 lnstallation drawing L32/44 CR - turbocharger on driving end
Page 8 - 8 32/44CR A-BA
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Engine 7L, 8L, 9L, 10L32/44CR

Figure 8-4 lnstallation drawing L32/44CR - turbocharger on free end
A-BA 32/44CR Page 8 - 9
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Engine 12v32/44CR
Figure 8-5 lnstallation drawing 12v32/44CR - turbocharger on driving end
Page 8 - 10 32/44CR A-BA
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Engine 12v32/44CR

Figure 8-6 lnstallation drawing 12v32/44CR - turbocharger on free end
A-BA 32/44CR Page 8 - 11
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Engine 14v, 16v, 18v, 20v32/44CR
Figure 8-7 lnstallation drawing v32/44CR - turbocharger on driving end
Page 8 - 12 32/44CR A-BA
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Engine 14v, 16v, 18v, 20v32/44CR
Figure 8-8 lnstallation drawing v32/44CR - turbocharger on free end
8.1.3 Removal dimensions of piston and cylinder liner
C-BA 32/44CR Page 8 - 13
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Heaviest part = 600 kg (cylinder head completej
Lifting capacity of crane = 1,000 kg
Figure 8-9 Lifting off the rocker arm casing L32/44CR
3077 When carrying the parts away along the engine axis over the cylinder heads.
2921 When carrying the parts towards the counter exhaust side or exhaust side.
2976
Table 8-51 Legend to lifting off the rocker arm casing L32/44CR
Page 8 - 14 32/44CR C-BA
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Figure 8-10 Lifting off the cylinder head L32/44CR
3322 When carrying the parts away along the engine axis over the cylinder heads.
3170 When carrying the parts towards the counter exhaust side or exhaust side.
3045
Table 8-52 Legend to lifting off the cylinder head L32/44CR
C-BA 32/44CR Page 8 - 15
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Figure 8-11 Piston removal L32/44CR
3680 When carrying away along the engine axis over the cylinder heads.
2880 When revoming towards the counter exhaust side or the exhaust side.
3410
Table 8-53 Legend to piston removal L32/44CR
Page 8 - 16 32/44CR C-BA
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Figure 8-12 Cylinder liner removal L32/44CR
3130 When carrying away along the engine axis over the cylinder heads.
2965 When revoming towards the counter exhaust side or the exhaust side.
2852
Table 8-54 Legend to cylinder liner removal L32/44CR
C-BA 32/44CR Page 8 - 17
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Figure 8-13 Removal the charge air cooler L32/44CR
Page 8 - 18 32/44CR C-BA
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Figure 8-14 Lifting off the rocker arm casing and cylinder head v32/44CR
2800 When carrying the parts away along the engine axis over the rocker arm casing.
3000
2560 When removing the parts towards the side.
2800
Table 8-55 Legend to lifting off the rocker arm casing and cylinder head v32/44CR
C-BA 32/44CR Page 8 - 19
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Figure 8-15 Piston removal v32/44CR
3400 When carrying away along the engine axis over the rocker arm casing.
2670 When revoming towards the side.
3060 Height crane hook
2670 Minimum height crane hook
Table 8-56 Legend to piston removal v32/44CR
Page 8 - 20 32/44CR C-BA
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Figure 8-16 Cylinder liner removal v32/44CR
Table 8-57 Legend to cylinder liner removal v32/44CR
C-BA 32/44CR Page 8 - 21
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Figure 8-17 Cylinder liner removal confined space conditions v32/44CR
2670 When removing towards the side (two cylinder head bolts are removedj.
Table 8-58 Legend to cylinder liner removal confined space conditions v32/44CR
Page 8 - 22 32/44CR C-BA
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Figure 8-18 Removal the charge air cooler v32/44CR
Table 8-59 Legend to removal the charge air cooler v32/44CR
8.1.4 Comparison of engine arrangements
C-BA 32/44CR Page 8 - 23
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Figure 8-19a Charge air cooler removal sidewards - upwards; L32/44CR
Page 8 - 24 32/44CR C-BA
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Figure8-19b Charge air cooler removal sidewards - upwards; v32/44CR
C-BA 32/44CR Page 8 - 25
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Figure 8-20 Charge air cooler removal sidewards - upwards; v32/44CR
Page 8 - 26 32/44CR C-BA
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8.1.5 Lifting appliance
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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 compo-
nent that has to be lifted during servicing of the
engine.
The overhead travelling crane can be chosen
with the aid of the "Table 8-1 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. ln cramped conditions, eyelets must
be welded under the deck above, to accommo-
date a lifting pulley.
The required crane capacity is to be determined
by the crane supplier.
Crane design
lt is necessary that:
There is an arresting device for securing the
crane while hoisting if there is a seaway.
There is a two-stage lifting speed.
Precision hoisting = 0.5 m/min
Normal hoisting = 2 - 4 m/min
Places of storage
ln planning the arrangement of the crane, a stor-
age space must be provided in the engine room
for the dismantled engine components which
can be reached by the crane. lt should be capa-
ble of holding two rocker arm casings, two cyl-
inder covers and two pistons. lf the cleaning and
service work is to be carried out here, additional
space for cleaning troughs and work surfaces
should be planned for.
Transport to the workshop
Grinding of valve cones and valve seats is car-
ried out in the workshop or in a neighbouring
room.
Transport rails and appropriate lifting tackle are
to be provided for the further transport of the
complete cylinder cover from the storage space
to the workshop. For the necessary deck open-
ings, see turbocharger casing.
Engine type
32/44CR 32/40 40/54
48/60B
48/60CR
51/60DF
58/64
Cylinder head with valves
kg
568 566 785 1,124 2,200
Piston with connecting shaft/head 238 230 393 707 954
Cylinder liner 205 205 466 663 1,178
Recommended lifting capacity of
travelling crane
1,000 1,000 1,500
L=2,000
v=2,500
3,000
Table 8-1 Lifting capacity
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Turbocharger
Hoisting rail
A hoisting rail with a mobile trolley is to be pro-
vided over the centre of the turbocharger run-
ning parallel to its axis, into which a lifting tackle
is suspended with the relevant lifting power for
lifting the above-mentioned parts (see the fol-
lowing tablesj, to carry out the operations ac-
cording to the maintenance schedule.
Withdrawal space dimensions
The withdrawal space dimensions shown in our
dimensioned sketch of the engine at the begin-
ning of this chapter and in the above tables are
needed in order to be able to separate the si-
lencer from the turbocharger. The silencer must
be shifted axially by this distance before it can
be moved laterally.
ln addition to this measure, another 100 mm are
required for assembly clearance.
This is the minimum distance that the silencer
must be from a bulkhead or a tween-deck. We
recommend that a further 300 - 400 mm be
planned for as working space.
Make sure that the silencer can be removed ei-
ther downwards or upwards or laterally and set
aside, to make the turbocharger accessible for
further servicing. Pipes must not be laid in these
free spaces.
Fan shafts
The engine combustion air is to be supplied to-
wards the intake silencer in a duct ending at a
point 1.5 m away from the silencer inlet. lf 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.
Turbocharger NR 29/S NR 34/S NA 34/S NA 40/S NA 48/S NA 57/T9
Silencer
kg
85 300 300 480 750 1,015
Compressor casing 105 340 340 460 685 720
Rotor plus bearing casing 190 245 270 485 780 1,040
Space for removal of silencer mm 110 + 100 230 + 100 200 + 100 50 + 100 50 + 100 250 + 100
Table 8-2 Hoisting rail for NR/NA turbocharger
Turbocharger TCA 55 TCA 66 TCA 77 TCA 88
Silencer
kg
430 800 1,770 2,010
Compressor casing 550 830 1,450 2,500
Space for removal of silencer mm 110 + 100 120 + 100 150 + 100 200 + 100
Table 8-3 Hoisting rail for TCA turbocharger
Turbocharger TCR 20 TCR 22
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 8-4 Hoisting rail for TCR turbocharger
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Gallery
lf possible the ship deck should reach up to both
sides of the turbocharger (clearance 50 mmj to
obtain easy access for the maintenance person-
nel. Where deck levels are unfavourable, sus-
pended galleries are to be provided.
Charge-air cooler
For cleaning of the charge air cooler bundle, it
must be possible to lift it vertically out of the
cooler casing and lay it in a cleaning bath.
Exception 32/40: the cooler bundle of this en-
gine is drawn out at the end. Similarly, transport
onto land must be possible.
For lifting and transportation of the bundle, a lift-
ing rail is to be provided which runs in transverse
or longitudinal direction to the engine (according
to the available storage placej, over the cen-
treline of the charge air cooler, from which a trol-
ley with hoisting tackle can be suspended.
Figure 8-21 Air direction
Engine type Weight Length Width Height
kg mm mm mm
L32/40 650 430 1,705 830
L32/44CR 450 520 712 1,014
L40/54 550 484 786 1,680
L48/60 950 730 1,052 1,874
L48/60B, L48/60CR
L51/60DF
1,000 730 1,052 1,904
L58/64 1,250 785 1,116 1,862
Table 8-5 Weights and dimensions of charge air cooler bundle
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8.1.6 Request space for maintenance
C-AB 32/44CR Page 8 - 31
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Figure 8-22 Request space for maintenance
Page 8 - 32 32/44CR C-AB
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8.1.7 Major spare parts
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Engine 32/44CR
Figure 8-23 Major spare parts 1
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Major spare parts
Engine 32/44CR
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Major spare parts
Engine 32/44CR
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Major spare parts
Engine 32/44CR
8.1.8 Example: propulsion system arrangement
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Figure 8-27 Example: propulsion system arrangement
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Figure 8-28 Example: engine room and engine arrangement; top view
8.2.1 Example: ducting arrangement
D-AD Page 8 - 39
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8.2 Exhaust gas ducting
Figure 8-29 Example: Exhaust gas ducting arrangement
Page 8 - 40 D-AD
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8.2.2 Position of the outlet casing of the turbocharger
A-BA 32/44CR Page 8 - 41
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Standard design

Figure 8-30 Standard design v-engine
Number of cylinders 12v 14v 16v 18v 20v
Turbocharger 2 x TCR 20 2 x TCR 22
A
mm
514 671
B 20
C* 372 367
C** 1004 1063 1130
D 610 711 813
* = For rigidly mounted engines. ** = For resiliently mounted engines.
Table 8-6 Position of exhaust gas outlet casing v32/44CR
Page 8 - 42 32/44CR A-BA
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Rigidly mounted engine
Design at low engine room height
Figure 8-31 Design at low engine room height - rigidly mounted engine
A
mm
514 671
B 20
C 372 367
D 610 711 813
E 1000 1100 1200
F 650 700 750
Table 8-7 Position of exhaust outlet casing v32/44CR
A-BA 32/44CR Page 8 - 43
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Resiliently mounted engine
Figure 8-32 Standard design L-engine - resiliently mounted engine
Turbocharger TCR 20 TCR 22
A
mm
514 671
B 20
C 1004 1063 1130
D 610 711 813
Table 8-8 Position of exhaust outlet casing L32/44CR
Page 8 - 44 32/44CR A-BA
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Design at low engine room height
Figure 8-33 Design at low engine room height - resiliently mounted engine
A
mm
514 671
B 20
C 1004 1063 1130
D 610 711 813
E 1580 1700 1820
F 400 420 435
A-BA 32/44CR Page 8 - 45
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Exhaust gas pipe routing
Figure 8-34 Exhaust gas pipe routing - L-engine
Turbocharger TCR 20 TCR 22 TCR 22 TCR 22 TCR 22
A
mm
514 671
B 20
C* 372 367
C** 1,004 1,063 1,130
D 610 711 813
E 2,585 2,634
F 1,040 1,144
G 995
* = for rigidly mounted engines
** = for resiliently mounted engines
Table 8-10 Position of exhaust outlet casing L32/44CR
Page 8 - 46 32/44CR A-BA
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Exhaust gas pipe routing
Figure 8-35 Exhaust gas pipe routing - v-engine
Turbocharger 2 x TCR 20 2 x TCR 22 2 x TCR 22 2 x TCR 22 2 x TCR 22
A
mm
514 671
B 20
C* 372 367
C** 1,004 1,063 1,130
D 610 711 813
E 2,327 2,393
F 1,780
* = for rigidly mounted engines
** = for resiliently mounted engines
Page 9 - 1
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9 Annex
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Annex
9.1 Programme for Factory Acceptance Test (FATj of four-stroke marine engines
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9.1 Programme for Factory Acceptance Test (FATj of four-
stroke marine engines
ABS = American Bureau of Shipping
DNv = Det Norske veritas
GL = Germanischer Lloyd
lACS = lnternational Association of
Classification Societies
lBv = Bureau veritas
JG = Japanese government
LR = Lloyd's Register of Shipping
M = Measurement at a steady state
NK = Nippon Kaiji Kyokai
RlNa = Registro ltaliano Navale
The selection of the measuring points and the
measuring method are fixed in accordance with
lSO Standard 3046-1 and the specifications of
the classification societies.
The execution of the FAT according to this
guidelines will be confirmed in writing by the
customer or his representative, by the author-
ised representative of the classification society
and by the person in charge of the tests.
Operating points ABS Bv DNv GL LR RlNa
JG
(NKj
lACS
MAN Diesel &
Turbo pro-
gramme with
acceptance by
classification
society
A
l
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Starting attempts
Governor test
Operational test of
the attached
safety devices
X
X
X
X
X
X
--
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
M
a
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m
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Continuous rating
(MCRj
Speed: according to propeller curve or constant
100 %
1j
110 %
90%
85%
75%
50 %
25 %
Low speed and/or
idling
60'
30'
M
--
M
M
M
M
60'
30'
M
--
M
M
M
M
30'
30'
M
2j
M
3j
M
2j
M
--
--
60'
30'
M
--
M
M
M
M
60'
30'
M
--
M
M
M
M
60'
30'
M
--
M
M
M
M
20' (60'j
20' (30'j
--
--
20' (30'j
20' (30'j
20' (30'j
--
60'
30-45'
M
--
M
M
M
M
60'
30'
30'
2j
30'
3j
30'
30'
30'
30'
M
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x
.

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Continuous
rating
Constant speed
100 %
1j
110 %
75 %
50 %
25 %
idling = 0%
60'
30'
M
M
M
M
60'
30'
M
M
M
M
30'
30'
M
M
--
--
60'
30'
M
M
M
M
60'
30'
M
M
M
M
60'
30'
M
M
M
M
20'(60'j
20'(30'j
20'(30'j
20'(30'j
20'(--j
--
60'
30'
M
M
M
M
60'
30'
30'
30'
30'
30'
1j
Two service recordings at an interval of 30 min.
2j
Could be replaced by MCR loadpoint 85%.
3j
Replacement for
2j
.
Table 9-1 Test conditions of 4-stroke Marine diesel engines which has to be considered during FAT depending on the
clasification society.
Annex
9.1 Programme for Factory Acceptance Test (FATj of four-stroke marine engines
Page 9 - 4 J-Al
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After the FAT, the components will be inspected,
as far as this is possible without disassembly.
Only in exceptional cases (e.g. if required by the
customer/the classification societyj, compo-
nents will be dismantled.
The works test will be accomplished with MGO
or MDO. Heavy fuel oil is not available at the se-
rial test beds.
Annex
9.2 Engine running-in
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Prerequisites
Engines require a run-in period:
when put into operation on-site, if after test
run the pistons or bearings were dismantled
for inspection or if 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 bearings.
after the fitting of used bearing shells.
after long-term low-power operation (> 500
operating hoursj.
Supplementary information
Operating lnstructions
During the run-in procedure the unevenness of
the piston-ring surfaces and cylinder contact
surfaces is removed. The run-in period is com-
pleted once the first piston ring perfectly seals
the combustion chamber. l.e. the first piston ring
should show an evenly worn contact surface. lf
the engine is subjected to higher loads, prior to
having been run-in, then the hot exhaust gases
will pass between the piston rings and the con-
tact surfaces of the cylinder. The oil film will be
destroyed in such locations. The result is mate-
rial damage (e.g. burn marksj on the contact sur-
face of the piston rings and the cylinder liner.
Later, this may result in increased engine wear
and high oil consumption.
The time until the run-in prodedure 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 engines
load and speed. The run-in periods indicated in
following figures may therefore only be regarded
as approximate values.
Operating media
The run-in period may be carried out preferably
using Diesel fuel or gas oil. The fuel used must
meet the quality standards "Chapter 3.6 Quality
of gas oil/marine gas oil (MGOj, page 3-25" and
the design of the fuel system.
For the run-in of gas four-stroke engines it is
best to use the gas which is to be used later in
operation. Diesel-gas engines are run in using
diesel operation with the fuel intended as the ig-
nition oil.
Lube oil
The run-in lube oil must match the quality stand-
ards, with regard to the fuel quality.
Engine run-in
Cylinder lubrication
The cylinder lubrication must be switched to
"Running ln" mode during completion of the
run-in procedure. This is done at the control
cabinet or at the control panel (under "Manual
Operation"j. This ensures that the cylinder lubri-
cation is already activated over the whole load
range when the engine starts. The run-in proc-
ess of the piston rings and pistons benefits from
the increased supply of oil. Cylinder lubrication
must be returned to "Normal Mode" once the
run-in period has been completed.
Checks
lnspections of the bearing temperature and
crankcase must be conducted durin the run-in
period:
The first inspection must take place after 10
minutes of operation at minimum speed.
An inspection must take place after operation
at full load respectively after operational out-
put level has been reached.
The bearing temperatures (camshaft bearings,
big-end and main bearingsj must be determined
Annex
Page 9 - 6 32/44CR A-BA
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in comparison with adjoining bearing. For this
purpose an electrical sensor thermometer may
be used as a measuring device.
At 85 % load and on reaching operational out-
put level, the operating data (ignition pressures,
exhaust gas temperatures, charge pressure,
etc.j must be tested and compared with the ac-
ceptance report.
Standard running-in programme
Dependent on the application the run-in pro-
gramme can be derived from figure 10 - 1 to
10 - 4. During the entire run-in period, the en-
gine output has to be within the marked output
range. Critical speed ranges are thus avoided.
Running-in during commissioning on site
Barring exceptions, four-stroke engines are al-
ways subjected to a test run in the manufactur-
ers premises. As such, the engine has usually
been run in. Nonetheless, after installation in the
final location, another run-in period is required if
the pistons 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 drive train compo-
nents
lf during revision work the cylinder liners, pis-
tons, or piston rings are replaced, then a new
run-in period is required. A run-in period is also
required if the piston rings are replaced in only
one piston. The run-in period must be conduct-
ed according to following figures or according to
the associated explanations.
The cylinder liner may be rehoned according to
Work Card 050.05, if it is not replaced. A trans-
portable honing machine may be requested
from one of our Service and Support Locations.
Running-in after refitting used or new bearing
liners (crankshaft, connecting rod and piston pin
bearingsj
When used bearing shells are reused, or when
new bearing shells are installed, these bearings
have to be run in. The run-in period should be 3
to 5 hours under progressive loads, applied in
stages. The instructions in the preceding text
segments, particularly the ones regarding the
"lnspections", and following figures must be ob-
served.
ldling at higer speeds for long periods of opera-
tion should be avoided if at all possible.
Running-in after low load operation
Continuous operation in the low load range may
result in substantial internal pollution of the en-
gine. 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. More-
over, it is possible that the charge air and ex-
haust pipe, 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 according to the running
load, increased wear resulting from quick accer-
leration and possibly with other engine trouble
(leaking piston rings, piston wearj should be ex-
pected.
Therefore, after a longer period of low load op-
eration (> 500 hours of operationj a run-in period
should be performed again, depending on the
power, according to following figures.
Also see instruction in "Chapter 2.1.7.3 Low
load operation, page 2-43".
Note!
For further information, you may contact the
MAN Diesel & Turbo customer service or the
customer service of the licensee.
Annex
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Figure 9-1 Standard running-in programme for marine auxiliary engines (constant speedj of the 32/40, 32/44CR
engine types
Figure 9-2 Standard running-in programme for marine auxiliary engines (constant speedj of the 32/44CR, 40/54,
48/60B, 48/60CR, 58/64, 32/44CR engine types
A Engine speed n
M
B Engine output (specified
rangej
D Running-in period in [h|
E Engine speed and output in
[%|
A Engine speed n
M
B Engine output (specified
rangej
[%|
Annex
Page 9 - 8 32/44CR A-BA
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Figure 9-3 Standard running-in programme for marine propulsion engines (variable speedj of the 32/40, 32/44CR
engine type
Figure 9-4 Standard running-in programme for marine propulsion engines (variable speedj of the 32/44CR, 40/54,
48/60B, 48/60CR, 58/64 engine types
A Controllable-pitch propeller
(engine speedj
B Fixed-pitch propeller
(engine speedj
C Engine output (specified
rangej
[%|
A Controllable-pitch propeller
(engine speedj
B Fixed-pitch propeller
(engine speedj
C Engine output (specified
rangej
[%|
Annex
9.3 Exhaust gas components of medium speed four-stroke diesel engines
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9.3 Exhaust gas components of medium speed four-stroke
diesel engines
The exhaust gas is composed of numerous con-
stituents which are formed either from the com-
bustion air, the fuel and lube oil used or which
are chemical reaction products formed during
the combustion process. Only some of these are
to be considered as harmful substances.
The table below shows the typical exhaust gas
composition of a MAN Diesel & Turbo four-
stroke engine without any exhaust gas treat-
ment devices.
Main exhaust gas constituents approx. [% by volume| approx. [g/kWh|
Nitrogen N
2
74.0 - 76.0 5,020 - 5,160
Oxygen O
2
11.6 - 13.2 900 - 1,030
Carbon dioxide CO
2
5.2 - 5.8 560 - 620
Steam H
2
O 5.9 - 8.6 260 - 370
lnert gases Ar, Ne, He... 0.9 75
Total > 99.75 7,000
Additional gaseous exhaust gas con-
stituents considered as pollutants
approx. [% by volume| approx. [g/kWh|
Sulphur oxides SO
x
1j
0.07 10.0
Nitrogen oxides NO
x
2j
0.07 - 0.15 8.0 - 16.0
Carbon monoxide CO
3j
0.006 - 0.011 0.4 - 0.8
Hydrocarbons HC
4j
0.1 - 0.04 0.4 - 1.2
Total < 0.25 26
Additionally suspended exhaust gas
constituents, PM
5j
approx.
[mg/Nm
3
|
approx.
[mg/Nm
3
|
operating on operating on
MGO
6j
HFO
7j
MGO
6j
HFO
7j
Soot (elemental carbonj
8j
50 50 0.3 0.3
Fuel ash 4 40 0.03 0.25
Lube oil ash 3 8 0.02 0.04
1j
SO
x
according to lSO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5 % by weight.
2j
NO
x
according to lSO-8178 or US EPA method 7E, total NO
x
emission calculated as NO
2
.
3j
CO according to lSO-8178 or US EPA method 10.
4j
HC according to lSO-8178 or US EPA method 25A.
5j
PM according to vDl-2066, EN-13284,lSO-9096 or US EPA method 17; in-stack filtration.
6j
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 %.
7j
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 %.
8j
Pure soot, without ash or any other particle-borne constituents.
Note!
At rated power and without exhaust gas treatment.
Table 9-2 Exhaust gas constituents (only for guidancej
Annex
9.3 Exhaust gas components of medium speed four-stroke diesel engines
Page 9 - 10 H-Al
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Carbon dioxide CO
2
Carbon dioxide (CO
2
j is a product of combus-
tion of all fossil fuels.
Among all internal combustion engines the Die-
sel engine has the lowest specific CO
2
emission
based on the same fuel quality, due to its supe-
rior efficiency.
Sulphur oxides SO
x
Sulphur oxides (SO
x
j are formed by the combus-
tion of the sulphur contained in the fuel.
Among all propulsion systems the Diesel proc-
ess results in the lowest specific SO
x
emission
based on the same fuel quality, due to its supe-
rior efficiency.
Nitrogen oxides NO
x
(NO + NO
2
j
The high temperatures prevailing in the combus-
tion chamber of an internal combustion engine
causes the chemical reaction of nitrogen (con-
tained in the combustion air as well as in some
fuel gradesj and oxygen (contained in the com-
bustion airj to nitrogen oxides (NO
x
j.
Carbon monoxide CO
Carbon monoxide (COj is formed during incom-
plete combustion.
ln MAN Diesel & Turbo four-stroke diesel en-
gines, optimisation of mixture formation and tur-
bocharging process successfully reduces the
CO content of the exhaust gas to a very low lev-
el.
Hydrocarbons HC
The hydrocarbons (HCj contained in the exhaust
gas are composed of a multitude of various or-
ganic compounds as a result of incomplete
combustion.
Due to the efficient combustion process, the HC
content of exhaust gas of MAN Diesel & Turbo
four-stroke Diesel engines is at a very low level.
Particulate Matter PM
Particulate matter (PMj consists of soot (ele-
mental carbonj and ash.
Annex
9.4 Definitions
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9.4 Definitions
Designation of engine sides
Coupling side, CS (KSj
The coupling side is the main engine output side
and is the side to which the propeller, the gener-
ator or other working machine is coupled.
Free engine end / counter coupling side, CCS
(KGSj
The free engine end is the front face of the en-
gine opposite the coupling side.
Left side
On a left-hand engine, the left side is the exhaust
side and on a v engine it is cylinder bank A.
Right side
On a right-hand engine, the right side is the ex-
haust side and on a v engine it is cylinder
bank B.
Designation of cylinders
The cylinders are numbered in sequence, from
the coupling side, 1, 2, 3 etc. ln v engines, look-
ing from the coupling side, the left hand row of
cylinders is designated A, and the right hand row
is designated B. Accordingly, the cylinders are
referred to as A1-A2-A3 or B1-B2-B3, etc.

Figure 9-5 Designation of cylinders
Annex
9.4 Definitions
Page 9 - 12 A-BA
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Designation: direction of rotation

Figure 9-6 Designation: direction of rotation
Annex
9.5 Output
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9.5 Output
lSO-standard-output
(as specified in DlN lSO 3046-1j
Maximum continous rating of the engine at nom-
inal speed under lSO-conditions, provided that
maintenance is carried out as specified.
Operating-standard-output
Maximum continous rating of the engine at nom-
inal speed taking in account the kind off applica-
tion and the local ambient conditions, provided
that maintenance is carried out as specified. For
marine applications this is stated on the type
plate of the engine.
Fuel stop power
Fuel stop power defines the maximum rating of
the engine theoretical possible, if the maximum
possible fuel amount is used (blocking limitj.
Rated power (in accordance to rules of Germa-
nischer Lloydj
Maximum possible continous power at rated
speed and at defined ambient conditions, pro-
vided that maintenances carried out as speci-
fied.
Overload power (in accordance to rules of Ger-
manischer Lloydj
110 % of rated power, that can be demonstrat-
ed for marine engines for an uninterrupted peri-
od of one hour.
Output
Power of the engine at distinct speed and dis-
tinct 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 in-
creased.
Nominal Output
= rated power
MCR
Maximum continous rating = rated power
ECR
Economic continous rating = output of the en-
gine with the lowest fuel consumption.
Annex
9.5 Output
Page 9 - 14 L-AE
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Annex
9.6 Symbols
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9.6 Symbols
Note!
The symbols shown should only be seen as ex-
amples and can differ from the symbols in the
diagramms.
Figure 9-7 Symbols used in functional and pipeline diagrams 1
Annex
9.6 Symbols
Page 9 - 16 K-AJ
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9.6 Symbols
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Annex
9.6 Symbols
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Annex
9.7 Engine preservation
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There are three possible options for engine preservation:
Packing for land transport: Durability till
6 months.
Seaworthy packing: Durability till 12 months
(standard preservationj.
Special packaging: Durability till 12 months.
Annex
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Annex
9.8.1 RAL colour group 1 (standard colourj
B-AJ Page 9 - 21
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9.8 Engine colour
There are three different colour groups for colouring the engine:
Note!
This colour tables are only for overview, there
are no payables in regard to the colour shade.
For the accurate colour shades please see RAL
colour table.
RAL 9006
Annex
Page 9 - 22 B-AJ
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Annex
9.8.2 RAL colour group 2 (special requestj
B-AJ Page 9 - 23
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Annex
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Annex
9.8.3 RAL colour group 3 (special lacqueringj
B-AJ Page 9 - 25
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Annex
Page 9 - 26 B-AJ
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Annex
9.9 Form - diesel-electric propulsion plant layout data
D-BA 28/33D, 32/40, 32/44CR, 40/54, 48/60B/CR, 51/60DF, 58/64 Page 9 - 27
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ln order to provide you with appropriate project material and to carry out proposals promptly and
accurately, we would kindly request you to fill in as many of the following details as possible and
return it with a complete set of arrangement drawings to your sales representative.
General data
Name: ________________________________________________________________________________
Address: ______________________________________________________________________________
Phone: ________________________________________________________________________________
E-mail: ________________________________________________________________________________
Project: _______________________________________________________________________________
Type of vessel: _________________________________________________________________________
Propulsion principle:
Diesel-electric set CODLAD CODLAG _________________________
Main particulars: ____________________________________________________________
Length, overall [m|: ____________________________________________________________
Length, pp [m|: ____________________________________________________________
Breadth, moulded [m|: ____________________________________________________________
Depth, moulded [m|: ____________________________________________________________
Draught, design [m|: ____________________________________________________________
Draught, scantling [m|: ____________________________________________________________
DWT, at sct draught [t|: ____________________________________________________________
Gross tonnage [GRT|: ____________________________________________________________
Crew + Passengers: ________________+ ___________________________________________
Classification society: _________________Class notation: ____________________________
Additional class notations: Redundancy: ____________________________
lce class: ____________________________
Ambient conditions:
Max.machinery room temperature [C|: _________________________________________________
Max.sea water temperature [C|: _____________________________________________________
Max.fresh water temperature [C|: _____________________________________________________
Annex
Page 9 - 28 28/33D, 32/40, 32/44CR, 40/54, 48/60B/CR, 51/60DF, 58/64 D-BA
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Speed and margins
Speed:
Ship design speed [kn|: _________________(at maximum propulsion shaft powerj__________
Sea margin [%|: ____________________________________________________________
Max. allowed load of engines [%|: ____________% MCR
(The working main generator capacity does not exceed that value with propulsion motors on full
load power plus hotel & auxiliary loadj
Propulsion system and power demand
Main Propulsion:
Shaft propulsion: Single screw: Single in - single out
Tandem
Twin in - single out
Twin screw: Two shaft lines
2 x Twin in - single out
Steerable rudder propellers (=Azimuth thrustersj
Pods
_________________________________________________________________________________
Data for main propulsion:
FPP: Number: _______________
Max. shaft power on propulsion E-motor(per propeller; including sea marginj
[kW|: __________________________________________________________
Propeller revolution [RPM|: __________________________________________
lnput speed (= E-motor RPMj: _______________________________________
Reduction gearbox: yes no
CPP Number. _______________
Max. shaft power on propulsion E-motor(per propeller; including sea marginj
[kW|: __________________________________________________________
Annex
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Azi. thruster: Number: _______________
Max. shaft power on propulsion E-motor(per thruster; including sea marginj
[kW|: __________________________________________________________
Pod: Number: _______________
Max. shaft power on propulsion E-motor(per pod; including sea marginj
[kW|: __________________________________________________________
E-motor speed [RPM|: _____________________________________________
_______________ Number: _______________
Max. shaft power on propulsion E-motor(each; including sea marginj
[kW|: __________________________________________________________
Data for manoeuvering propulsors:
Bow thruster: Number: _______________
[kW|: __________________________________________________________
Propeller type: FPP___ CPP
Stern thruster: Number: _______________
[kW|: __________________________________________________________
_______________ Number: _______________
Max. shaft power on propulsion E-motor(each; including sea margin
[kW|: __________________________________________________________
Annex
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Electrical load balance
Max. total electrical power demand at sea:
for main propulsion [kW
el
|: ____________________________________________________________
for vessels consumers [kW
el
|: ______________ __________________________________________
Max. total electrical power demand at manoeuvering:
for main propulsion [kW
el
|: ____________________________________________________________
for manoeuvering propulsors [kW
el
|: ____________________________________________________
el
|: _________________________________________________________
Max. total electrical power demand at port:
el
|: _________________________________________________________
The five biggest electrical consumers of the vessel
(apart from main propulsion and manoeuvering propulsorsj:
Name: __________________________________________ kW
el
:_______________________________
Name: __________________________________________ kW
el
:_______________________________
Name: __________________________________________ kW
el
:_______________________________
Name: __________________________________________ kW
el
:_______________________________
Name: __________________________________________ kW
el
:_______________________________
Please provide us with a complete E-Load-Balance of the vessel.
Annex
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Electrical system and motors
Number of generators: _________________________________________________________________
Capacity per generator [kW|: ____________________________________________________________
Power factor: __________________________________________________________________________
Revolution of generators [RPM|: _________________________________________________________
Frequency [Hz|: ________________________________________________________________________
voltage level of generator and MSB [v|: ___________________________________________________
voltage levels of sub-switchboards [v|: ___________________________________________________
System grounding of MSB: 3-phase, 3-wire, isolated from hull
3-phase, 3-wire, isolated via high-resistive resistor
__________________________________________________________
Main propulsion E-motors:
Number of winding systems: 1 2
Speed control: variable speed via frequency converter
_______________________________________
Manoeuvering E-motors (i.e. bow thrustersj: variable speed via frequency converter
constant speed (start via Y/A-unitj
constant speed (start via Softstarterj
_______________________________________
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Dimensioning of frequency converter and propulsion E-motor
The design of the frequency converters and the torque capability of the propulsion E-motors is usu-
ally rated to a constant power range of 90% .100% of the propeller revolution (i.e. for a FPP-driven
vesselj.
Figure 9-11 Power range
Torque capability Standard: Constant power from 90%...100% of propeller RPM
lndividual: Constant power form ________% to 100% of propeller RPM
lndividual: Max. over-torque capability of the E-motor: ______________%
Single line diagram
Please provide us with a complete single linediagram of the vessel.
32/44CR lndex - l
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A
Acceleration times . . . . . . . . . . . . . . . . . . . . . . . 2-33, 2-39
Additional equipment for the specific engine. . . . . . . 2-11
Aging. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
Air
Consumption (jet assistj . . . . . . . . . . . . . . . . . . 6-101
Flow rate, temperature . . . . . . . . . . . . . . . . . . . . 2-66
Starting air vessels, compressors . . . . . . . . . . . . 6-97
Air vessel
Condensate amount . . . . . . . . . . . . . . . . . . . . . . . 6-9
Ambient conditions causes de-rating. . . . . . . . . . . . . 2-15
Angle of inclination . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Arrangement of attached pumps . . . . . . . . . . . . . . . 2-101
Available outputs
Dependent on frequency deviations . . . . . . . . . . 2-52
Related reference conditions . . . . . . . . . . . . . . . 2-14
B
Balancing of masses . . . . . . . . . . . . . . . . . . . . . . . . . 2-91
Black-start capability . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
Blowing off the exhaust gas . . . . . . . . . . . . . . . . . . . . 2-11
By-pass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
C
Capacities (pumpsj . . . . . . . . . . . . . . . . . . . . . . . 2-65, 2-67
Charge air
Blow off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
By-pass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Temperature control . . . . . . . . . . . . . . . . . . . . . . 2-11
Charge air cooler
Condensate amount . . . . . . . . . . . . . . . . . . . . . . . 6-9
Chocking with synthetic resin. . . . . . . . . . . . . . . . . . 2-111
Clearance (propellerj. . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Combustion air
Quality requirements . . . . . . . . . . . . . . . . . . . . . . 3-43
Common rail injection system . . . . . . . . . . . . . . . . . . . 1-3
Consumption
Air of jet assist . . . . . . . . . . . . . . . . . . . . . . . . . . 6-101
Fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Lube oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
Cooler
Flow rates. . . . . . . . . . . . . . . . . . . . . . . . . . 2-65, 2-67
Heat to be dissipated. . . . . . . . . . . . . . . . . 2-65, 2-67
Temperature basis . . . . . . . . . . . . . . . . . . . . . . . . 2-66
Cooling water
Quality requirements for cleaning . . . . . . . . . . . . 3-23
Quality requirements for inspecting . . . . . . . . . . . 3-21
Cylinder liner
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
D
De-rating, due to ambient conditions . . . . . . . . . . . . . 2-15
Diagram
Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
Supply system for fuel oil (HFOj. . . . . . . . . . . . . . 6-85
Supply system for fuel oil (MDOj . . . . . . . . . . . . . 6-67
Diesel fuel
Diesel-electric operation . . . . . . . . . . . . . . . . . . 2-37, 2-45
E
Earthing measures. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57
Emissions
lMO standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-75
Engine
Additional equipment for the specific engine. . . . 2-11
Definition of engine rating . . . . . . . . . . . . . . . . . . 2-13
Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-81
Room layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Running-in (Diesel-electric operationj . . . . . . . . . . 9-5
Table of ratings . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Engine automation
System overview . . . . . . . . . . . . . . . . . . . . . . . . 2-125
Engine ratings
Power, outputs, speeds . . . . . . . . . . . . . . . . . . . . 2-13
Exhaust gas
Emission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-75
Flow rates, temperature . . . . . . . . . . . . . . . 2-66, 2-68
Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-81
lndex - ll 32/44CR
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Factory Acceptance Test (FATj . . . . . . . . . . . . . . . . . . 9-3
Flow rates
Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65, 2-67
Flow rates (planning dataj . . . . . . . . . . . . . . . . . . . . . . 6-3
Flywheel
Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
Mass, moments of inertia . . . . . . . . . . . . . . . . . . 2-89
Foundation
Chocking with synthetic resin . . . . . . . . . . . . . . 2-111
Conical mounting . . . . . . . . . . . . . . . . . . 2-115, 2-122
General requirements . . . . . . . . . . . . . . . . . . . . 2-103
Resilient seating . . . . . . . . . . . . . . . . . . . . . . . . 2-115
Rigid seating . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105
Frequency deviation . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52
Fuel oil
Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Diagram of HFO supply system . . . . . . . . . . . . . 6-85
Diagram of MDO supply system . . . . . . . . . . . . . 6-67
MDO supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-67
MDO treatment . . . . . . . . . . . . . . . . . . . . . . . . . . 6-65
Quality requirements (HFOj . . . . . . . . . . . . . . . . . 3-29
Quality requirements (MDOj . . . . . . . . . . . . . . . . 3-27
Quality requirements of gas oil,
marine gas oil (MGOj. . . . . . . . . . . . . . . . . . . . . . 3-25
Supply system (HFOj. . . . . . . . . . . . . . . . . . . . . . 6-75
viscosity-diagram (vTj. . . . . . . . . . . . . . . . . . . . . 3-41
G
Gas oil
General requirements for pitch control. . . . . . . . . . . . 2-25
Generator (reverse power protectionj. . . . . . . . . . . . . 2-55
H
Heat to be dissipated . . . . . . . . . . . 2-65, 2-67, 2-69, 2-70
Heavy fuel oil
HFO (fuel oilj
Diagram of supply system. . . . . . . . . . . . . . . . . . 6-85
Supply system. . . . . . . . . . . . . . . . . . . . . . . . . . . 6-75
HFO (lube oilj
Quality requirements . . . . . . . . . . . . . . . . . . . . . . . 3-7
l
lMO Tier ll
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Exhaust gas emission . . . . . . . . . . . . . . . . . . . . . 2-75
lnstallation drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
lntake Noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-81
lSO
Reference Conditions. . . . . . . . . . . . . . . . . . . . . . 2-13
Standard output . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
J
Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11, 6-101
Air consumption. . . . . . . . . . . . . . . . . . . . . . . . . 6-101
L
Layout data (propellerj . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Layout of pipes -> Pipe dimensioning . . . . . . . . . . . . . 6-3
Load
Low load operation . . . . . . . . . . . . . . . . . . . . . . . 2-43
Reduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53
Load application
Change of load steps. . . . . . . . . . . . . . . . . . . . . . 2-26
Diesel-electric plants . . . . . . . . . . . . . . . . . . . . . . 2-37
Ship electrical systems . . . . . . . . . . . . . . . . . . . . 2-45
Low load operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
Lube oil
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
Quality requirements (HFOj . . . . . . . . . . . . . . . . . . 3-7
Quality requirements (MGO/MDOj . . . . . . . . . . . . . 3-3
System description . . . . . . . . . . . . . . . . . . . . . . . 6-15
System diagram. . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
M
MDO (fuel oilj
Diagram of supply system . . . . . . . . . . . . . . . . . . 6-67
Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-67
Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-65
MDO (lube oilj
MGO (fuel oilj
32/44CR lndex - lll
2
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7
2
8
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MGO (lube oilj
Moments of inertia . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-89
Mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-122
N
Noise
Exhaust gas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-81
NOx reduction measures . . . . . . . . . . . . . . . . . . . . . . . 1-4
O
Operating range
CPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
FPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Pumpe drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Operation
Acceleration times. . . . . . . . . . . . . . . . . . . . 2-33, 2-39
Load application for ship electrical systems . . . . 2-45
Running-in of engine (Diesel-electric operationj . . 9-5
Operation (low load j. . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
Output
Available outputs, related reference condition . . 2-14
Dependent on frequency deviations . . . . . . . . . . 2-52
lSO Standard. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Outputs
Engine ratings, power, speeds . . . . . . . . . . . . . . 2-13
P
Part load operation. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
Pipe dimensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Piston, removal of. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
Planning data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
Flow rates of cooler. . . . . . . . . . . . . . . . . . . 2-65, 2-67
Postlubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
Power
Engine ratings, outputs, speeds . . . . . . . . . . . . . 2-13
Power drive connection . . . . . . . . . . . . . . . . . . . . . . . 2-87
Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
Propeller
Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
General requirements for pitch control . . . . . . . . 2-25
Layout data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Operating range CPP. . . . . . . . . . . . . . . . . . . . . . 2-23
Operating range FPP . . . . . . . . . . . . . . . . . . . . . . 2-29
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Pump drive
Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Pumps
Arrangement of attached pumps . . . . . . . . . . . . 2-101
Capacities . . . . . . . . . . . . . . . . . . . . . . . . . 2-65, 2-67
Q
Quality requirements
Cleaning cooling water inspecting. . . . . . . . . . . . 3-21
Combustion air. . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Cooling water system cleaning . . . . . . . . . . . . . . 3-23
Engine cooling water . . . . . . . . . . . . . . . . . . . . . . 3-13
Fuel oil (HFOj . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
Fuel oil (MDOj. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Gas oil, marine gas oil . . . . . . . . . . . . . . . . . . . . . 3-25
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
Lube oil (HFOj . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Marine Diesel fuel . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
viscosity-diagram . . . . . . . . . . . . . . . . . . . . . . . . 3-41
R
Reverse power protection. . . . . . . . . . . . . . . . . . . . . . 2-55
Rigid seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105
Room layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Running-in. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
S
SaCoSone
Control unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-126
lnjection unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-126
System Overview . . . . . . . . . . . . . . . . . . . . . . . . 2-125
Safety concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Single shaft vessel. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Slow turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-33
lndex - lv 32/44CR
2
0
0
9
0
7
2
8
-
3
2
-
4
4
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Speed
Adjusting range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Droop. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Engine ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Speeds
Engine ratings, power, outputs . . . . . . . . . . . . . . 2-13
Stand-by operation. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
Starting air vessels, compressors . . . . . . . . . . . . . . . 6-97
Starting conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
Static torque fluctuation . . . . . . . . . . . . . . . . . . . . . . . 2-93
Stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53
Sudden load drop. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53
Supply system (HFOj . . . . . . . . . . . . . . . . . . . . . . . . . 6-75
System description (Lube oilj . . . . . . . . . . . . . . . . . . . 6-15
System overview
Engine automation . . . . . . . . . . . . . . . . . . . . . . 2-125
SaCoSone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-125
T
Table of ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Temperature control . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Time limits for low load operation . . . . . . . . . . . . . . . 2-44
Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
U
Unloading the engine . . . . . . . . . . . . . . . . . . . . . . . . . 2-53
v
vibration, torsional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
viscosity-diagram
W
Water
Quality requirements for engine cooling water . . 3-13
Weights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Welding (earthingj . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-58
M
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L+V32/44CR
Project Guide Marine
compliant with IMO Tier II
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MAN Diesel & Turbo
Phone +49 821 322-0
Fax +49 821 322-3382
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10-056_PPG_L+V3244CR_Marine_IMO_TII.indd 4 21.04.2010 16:09:05

32-44cr Imo Tier II - Marine

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32-44cr Imo Tier II - Marine

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