PSR L32-44K IMO Tier II Marine

L32/44K
PSR Project Guide – Marine

Four-stroke diesel engine
compliant with IMO Tier II
Titelseite_Marine_32-44KII.fm
Status Version Checked Date Checked Date

03.2013 0.13 Utjesinovic 2013-03-15 Rid 2013-03-18
All data provided in this document is non-binding. This data serves informational purposes only and is
especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes
and will be assessed and determined individually for each project. This will depend on the particular
characteristics of each individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the transla-
tion, the English text shall prevail.
For latest updates on Project Guides, visit our website www.mandieselturbo.com:

"Products – Marine Engines & Systems – Medium Speed – Project Guides".
In addition, please always contact MAN Diesel & Turbo at early project stage to ensure that the latest
information is transferred and the latest status of project tools is used.
MAN Diesel & Turbo

86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
marineengines-de@mandieselturbo.com
www.mandieselturbo.com
Titelseite_Marine_32-44KII.fm
© MAN Diesel & Turbo

Reproduction permitted provided source is given.
Table of contents
1 Introduction ....................................................................................... 1 - 1
1.1 Four stroke diesel engine programme for marine GenSets .................................................... 1 - 3
1.2 Engine description L32/44K IMO Tier II.................................................................................... 1 - 5
2 Engine and operation ........................................................................ 2 - 1

2.1 Approved applications.............................................................................................................. 2 - 3
2.2 Engine design............................................................................................................................ 2 - 5

2.2.1 Engine cross section............................................................................................. 2 - 5
2.2.2 Engine designations – Design parameters............................................................. 2 - 7
2.2.3 Turbocharger assignments ................................................................................... 2 - 9
2.2.4 Engine main dimensions, weights and views ....................................................... 2 - 11
2.2.5 Engine inclination ................................................................................................ 2 - 13
2.2.6 Engine equipment for various applications .......................................................... 2 - 15
2.3 Ratings (output) and speeds .................................................................................................. 2 - 19

2.3.1 Standard engine ratings ...................................................................................... 2 - 19
2.3.2 Engine ratings (output) for different applications .................................................. 2 - 21
2.3.3 Increased exhaust gas pressure due to exhaust gas after treatment
installations in exhaust gas line and resulting installation demands ...................... 2 - 25
2.3.4 Speeds ............................................................................................................... 2 - 29
2.3.5 Speed adjusting range ........................................................................................ 2 - 31
2.4 Starting conditions ................................................................................................................ 2 - 33
2.5 Low load operation ................................................................................................................. 2 - 37
2.6 Load application – Preheated engine..................................................................................... 2 - 39
2.7 Load application – Cold engine (only emergency case)........................................................ 2 - 42
2.8 Engine operation under arctic conditions.............................................................................. 2 - 43
2.9 Engine load reduction............................................................................................................. 2 - 47
2.10 Engine load reduction as a protective safety measure ......................................................... 2 - 49

M_32-44K_IMO_Tier_IIIVZ.fm
2.11 Generator operation................................................................................................................ 2 - 51

2.11.1 Operating range for generator operation ............................................................. 2 - 51
2.11.2 Load application for ship electrical systems ........................................................ 2 - 53
2.11.3 Available outputs and permissible frequency deviations ...................................... 2 - 55
32/44K Table of contents - 1

2.11.4 Operation of vessels with electric propulsion – Failure of one engine ................... 2 - 57
2.11.5 Alternator – Reverse power protection ................................................................ 2 - 59
2.11.6 Earthing measures of diesel engines and bearing insulation on alternators .......... 2 - 61
2.12 Fuel oil; lube oil; starting air/control air consumption.......................................................... 2 - 63

2.12.1 Fuel oil consumption for emission standard: IMO Tier II....................................... 2 - 63
2.12.2 Lube oil consumption.......................................................................................... 2 - 65
2.12.3 Starting air/control air consumption .................................................................... 2 - 66
2.12.4 Recalculation of liquid fuel consumption dependent on ambient conditions ........ 2 - 67
2.12.5 Aging .................................................................................................................. 2 - 69
2.13 Planning data for emission standard: IMO Tier II................................................................. 2 - 71

2.13.1 Nominal values for cooler specification – L32/44K .............................................. 2 - 71
2.13.2 Temperature basis, nominal air and exhaust gas data – L32/44K........................ 2 - 73
2.13.3 Load specific values at tropical conditions – L32/44K ......................................... 2 - 74
2.13.4 Load specific values at ISO-conditions L32/44K ................................................. 2 - 76
2.13.5 Filling volumes and flow resistances .................................................................... 2 - 77
2.13.6 Operating/service temperatures and pressures ................................................... 2 - 78
2.13.7 Internal media systems ....................................................................................... 2 - 81
2.14 Venting amount of crankcase and turbocharger................................................................... 2 - 85
2.15 Exhaust gas emission............................................................................................................. 2 - 87

2.15.1 Maximum allowed emission value NOx IMO Tier II............................................... 2 - 87
2.15.2 Smoke emission index (FSN)............................................................................... 2 - 87
2.15.3 Exhaust gas components of medium speed four-stroke diesel engines............... 2 - 89
2.16 Noise........................................................................................................................................ 2 - 91
2.16.1 Airborne noise..................................................................................................... 2 - 91
2.16.2 Intake noise ........................................................................................................ 2 - 93
2.16.3 Exhaust gas noise............................................................................................... 2 - 95
2.17 Arrangement of attached pumps ........................................................................................... 2 - 97
2.18 Foundation .............................................................................................................................. 2 - 99

2.18.1 General requirements for engine foundation ........................................................ 2 - 99
2.18.2 Resilient mounting of GenSets .......................................................................... 2 - 101
3 Engine automation ............................................................................ 3 - 1

3.1 SaCoSone GENSET system overview......................................................................................... 3 - 3
3.2 Power supply and distribution ................................................................................................. 3 - 5
3.3 Operation................................................................................................................................... 3 - 7
3.4 Functionality ............................................................................................................................. 3 - 9
Table of contents - 2 32/44K

3.5 Interfaces ................................................................................................................................ 3 - 11
3.5.1 Data machinery interface .................................................................................... 3 - 11
3.5.2 Interfaces to external systems............................................................................. 3 - 15
3.6 Technical data......................................................................................................................... 3 - 17
3.7 Installation requirements ....................................................................................................... 3 - 19
4 Specification for engine supplies ..................................................... 4 - 1

4.1 Explanatory notes for operating supplies – Diesel engines.................................................... 4 - 3
4.1.1 Lubricating oil ....................................................................................................... 4 - 3
4.1.2 Fuel ...................................................................................................................... 4 - 3
4.1.3 Engine cooling water............................................................................................. 4 - 4
4.1.4 Intake air............................................................................................................... 4 - 4
4.2 Specification for lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO)
and biofuels .............................................................................................................................. 4 - 5
4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO) .................. 4 - 11
4.4 Specification for gas oil/diesel oil (MGO) .............................................................................. 4 - 17
4.5 Specification for diesel oil (MDO)........................................................................................... 4 - 19
4.6 Viscosity-temperature diagram (VT diagram) ....................................................................... 4 - 21
4.7 Specification for heavy fuel oil (HFO)..................................................................................... 4 - 23
4.8 Specification for engine cooling water .................................................................................. 4 - 35
4.9 Cooling water inspecting........................................................................................................ 4 - 43
4.10 Cooling water system cleaning .............................................................................................. 4 - 45
4.11 Specification for intake air (combustion air)......................................................................... 4 - 47
4.12 Specification for compressed air ........................................................................................... 4 - 49
5 Engine supply systems ..................................................................... 5 - 1

5.1 Basic principles for pipe selection........................................................................................... 5 - 3
5.1.1 Engine pipe connections and dimensions ............................................................. 5 - 3
5.1.2 Specification of materials for piping ....................................................................... 5 - 4
5.1.3 Installation of flexible pipe connections for resiliently mounted engines.................. 5 - 5

5.1.4 Condensate amount in charge air pipes and air vessels ...................................... 5 - 11
5.2 Lube oil system ........................................................................................................................ 5 - 15

5.2.1 Lube oil system diagram ..................................................................................... 5 - 15

5.2.2 Lube oil system description................................................................................. 5 - 17
5.2.3 Prelubrication/postlubrication.............................................................................. 5 - 21
5.2.4 Treatment of lubricating oil .................................................................................. 5 - 23
5.2.5 Crankcase vent and tank vent............................................................................. 5 - 25
5.3 Water systems ........................................................................................................................ 5 - 27

5.3.1 Cooling water system diagram............................................................................ 5 - 27
5.3.2 Cooling water system description ....................................................................... 5 - 33
5.3.3 Cooling water collecting and supply system........................................................ 5 - 39
5.3.4 Miscellaneous items............................................................................................ 5 - 41
5.3.5 Cleaning of charge air cooler (built-in condition) by a ultrasonic device ................ 5 - 43
5.3.6 Nozzle cooling system and diagram.................................................................... 5 - 45
5.3.7 Nozzle cooling water module .............................................................................. 5 - 49
5.3.8 Preheating module.............................................................................................. 5 - 51
5.4 Fuel system ............................................................................................................................. 5 - 53

5.4.1 Marine diesel oil (MDO) treatment system ........................................................... 5 - 53
5.4.2 Heavy fuel oil (HFO) treatment system................................................................. 5 - 57
5.4.3 Heavy fuel oil (HFO) supply system ..................................................................... 5 - 61
5.5 Compressed air system .......................................................................................................... 5 - 77

5.5.1 Starting air system .............................................................................................. 5 - 77
5.5.2 Starting air vessels, compressors........................................................................ 5 - 81
5.5.3 Jet Assist ............................................................................................................ 5 - 83
5.6 Engine room ventilation and combustion air......................................................................... 5 - 85
5.7 Exhaust gas system................................................................................................................ 5 - 87

5.7.1 General information............................................................................................. 5 - 87
5.7.2 Components and assemblies.............................................................................. 5 - 89
6 Engine room planning ....................................................................... 6 - 1

6.1 Installation and arrangement................................................................................................... 6 - 3
6.1.1 General details ...................................................................................................... 6 - 3
6.1.2 Installation drawings.............................................................................................. 6 - 5
6.1.3 Removal dimensions of piston and cylinder liner ................................................... 6 - 7
6.1.4 Lifting appliance.................................................................................................. 6 - 13
6.1.5 Space requirement for maintenance ................................................................... 6 - 17
6.1.6 Major spare parts................................................................................................ 6 - 19
6.2 Exhaust gas ducting ............................................................................................................... 6 - 25

6.2.1 Ducting arrangement .......................................................................................... 6 - 25
6.2.2 Position of the outlet casing of the turbocharger ................................................. 6 - 27

7 Annex ................................................................................................. 7 - 1
7.1 Safety instructions and necessary safety measures .............................................................. 7 - 3
7.1.1 General................................................................................................................. 7 - 3
7.1.2 Safety equipment/measures provided by plant-side .............................................. 7 - 4
7.2 Programme for Factory Acceptance Test (FAT)....................................................................... 7 - 7
7.3 Engine running-in ..................................................................................................................... 7 - 9
7.4 Definitions ............................................................................................................................... 7 - 13
7.5 Symbols................................................................................................................................... 7 - 17
7.6 Preservation, packaging, storage .......................................................................................... 7 - 21

7.6.1 General information............................................................................................. 7 - 21
7.6.2 Storage location and duration ............................................................................. 7 - 22
7.6.3 Follow-up preservation when preservation period is exceeded............................ 7 - 23
7.6.4 Removal of corrosion protection ......................................................................... 7 - 24
7.7 Engine colour .......................................................................................................................... 7 - 25
Index ......................................................................................................... I


======
1 Introduction
Kapiteltitel 1 AA.fm
Page 1 - 1
Page 1 - 2
Introduction
1.1 Four stroke diesel engine programme for marine GenSets
IMO Tier II compliant Engine Programme
MAN Diesel & Turbo medium speed marine GenSets
Figure 1-1 MAN Diesel & Turbo medium speed marine GenSets
0101-0000MA2GenSets.fm
K-BC 32/40, 32/44K, 32/44CR Page 1 - 3

Introduction
0101-0000MA2GenSets.fm
Page 1 - 4 32/40, 32/44K, 32/44CR K-BC

Introduction
1.2 Engine description L32/44K IMO Tier II
General Our connecting rod bearing shells are known for

high reliability.
The L32/44K was designed as a pure auxiliary
GenSet engine. The engine is part load optimized,
Cylinder head
and usable in ships and offshore applications.
Based on the thousandfold proven 32/40 engine The cylinder head has optimized combustion
the L32/44K engine offers reliability, economy and chamber geometry for improved injection spray
ease of maintenance. The L32/44K has more atomisation. This ensures balanced air-fuel mix-
power output than the 32/40CD while lowering ture, reduces combustion residue and soot forma-
fuel consumption significantly in the 40 – 80 % tion and improves fuel economy. High resistance
load range. The engine features variable valve tim- to fatigue, effective heat removal and elimination of
ing (VVT), an upgraded variable injection timing very high ignition pressures results in superb com-
(VIT) and a turbo charger of the latest TCR gener- ponent reliability and long service life.
ation. Design index K represents the conventional
injection system. Valves
The armored exhaust valve seats are designed
Fuels water cooled, in order to achieve lower compo-
The L32/44K conventional injection system can be nent temperatures. Propellers on the exhaust
operated with MGO (Class DMA or Class DMZ ac- valve shaft leads to a rotation of the valves by ex-
cording to DIN EN 590 and ISO 8217-2010), MDO haust gas flow during closing the valves, thereby a
(ISO-F-DMB according ISO8217-2010) and HFO cleaning effect on the valve seats is achieved.
(according to ISO8217-2010) with HFO-viscosi- Valve rotators known as “rotocaps”, serve the
ties up to 700 cSt at 50 °C. The fuel system is also same purpose at the inlet valve seats. Thereby the
designed for starting and stopping the engine dur- axial movement of the valves is converted into a
ing HFO operation. rotational movement. Low wear rates and long
maintenance intervals result.
Service friendly design
Electronics
• Hydraulic tooling for tightening and loosening
cylinder head nuts The L32/44K is equipped with the latest genera-
tion of proven MAN Diesel & Turbo engine man-
• Clamps with quick release fasteners and/or
agement system. SaCoSone combines all functions
clamp and plug connectors
of modern engine management into one complete
• Generously sized access covers system. Through integration on the engine, it
forms one unit with the drive assembly.
• Hydraulic tools for crankshaft bearing and big
end bearing SaCoSone offers:
• Integrated self-diagnosis functions
Connecting rod and bearing
• Maximum reliability and availability
The connecting rod has been optimized using
newest design tools for lowest weight and highest • Simple use and diagnosis
durability. Optimized marine head design, with a
• Quick exchange of modules (plug in)
joint in the upper shaft area, allows piston overhaul
• Trouble-free and time-saving commissioning
0102-0000MQK2.fm
without having to dismantle the connecting rod

bearing.
C-BD 32/44K Page 1 - 5

Introduction
Variable injection timing (VIT)

The VIT shifts the start of injection according to a
characteristic map in the engine control. Shifting in
the direction of “advanced injection” increases the
ignition pressure and thus reduces fuel consump-
tion. Shifting in the direction of “retarded injection”
reduces NOx emissions.
Piston
The piston consists of two parts. This eases the
maintenance and lowers the spare part costs. The
chosen piston provides a high compression ratio
for an optimum balance between SFOC and NOx
formation.
Variable valve timing (VVT)

Variable valve timing enables variations in the
opening and closing of the inlet valves. It can be
used to compensate the increase in SFOC associ-
ated with lower NOx emissions. VVT is an enabling
technology of variable Miller valve timing.
At high loads a strong Miller effect results in an im-
provement in the NOx-SFOC trade-off. At low load
the Miller valve timings are reduced to attain higher
combustion temperatures and thus lower soot
emissions.
Miller valve timing

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

MAN Diesel & Turbo turbochargers are equipped
with the latest high efficient compressor wheels
and deliver a higher pressure ratio, which increas-
es the efficiency of the engine and thus compen-
sates the increase in SFOC normally associated
with lower NOx emissions. The higher pressure ra-
tio also increases the scope for Miller valve timing.
0102-0000MQK2.fm
Page 1 - 6 32/44K C-BD

======
2 Engine and operation

Page 2 - 1
Page 2 - 2
Engine and operation
2.1 Approved applications
The L32/44K is designed as auxiliary GenSet.

It has been approved by type approval as auxiliary
engine by all main classification societies (ABS, BV,
CCS, ClassNK, CR, CRS, DNV, GL, KRS, LR, RINA, RS).
As marine auxiliary engine it may be applied for
diesel-electric power generation1 for auxiliary du-
ties for applications as:
• Auxiliary GenSet2
• Emergency GenSet – All project requirements
such as maximum inclination and needed star-
tup time need to be clarified at an early project
stage
Offshore
For offshore applications it may be applied as aux-
iliary engine.
Due to the wide range of possible requirements
such as flag state regulations, fire fighting items,
redundancy, inclinations and dynamic positioning
modes all project requirements need to be clarified
at an early stage.
Note!
The engine is not designed for operation in
hazardous areas. It has to be ensured by the
ship´s own systems, that the atmosphere of
the engine room is monitored and in case of
detecting a gas-containing atmosphere the
engine will be stopped immediately.
1 See "Section 2.3.2: Engine ratings (output) for different

0200-0000MQK2.fm
applications, page 2-21".
2
Not used for emergency case or fire fighting purposes.
J-BC 32/44K Page 2 - 3

0200-0000MQK2.fm
Page 2 - 4 32/44K J-BC

2.2.1 Engine cross section
2.2 Engine design

0201-0000MQK2.fm
Figure 2-1 Cross section – Engine L32/44K; view on counter coupling side
K-BC 32/44K Page 2 - 5

0201-0000MQK2.fm
Page 2 - 6 32/44K K-BC

2.2.2 Engine designations – Design parameters

Engine L32/44K
Example to declare engine designations
8L32/44K
Design index
Piston stroke [cm]
Cylinder bore [cm]
In-line engine
Cylinder number
Parameter Value Unit
Number of cylinders 6, 7, 8, 9, 10 -
Cylinder bore 320 mm
Piston stroke 440
Swept volume per cylinder 35.4 dm3
Compression ratio 530 kW/cyl. marine plants 17.2 -
Distance between cylinder centres L = 530 mm
Crankshaft diameter at journal, in-line engine L = 290
Crankshaft diameter at crank pin 290
Table 2-1 Design parameters engine L32/44K

0201-0200MQK2.fm
A-BD 32/44K Page 2 - 7

0201-0200MQK2.fm
Page 2 - 8 32/44K A-BD

2.2.3 Turbocharger assignments
L32/44K
No. of GenSet
cylinder
530 kW/cyl.
720/750 rpm
6L TCR20-42
7L TCR22-42
8L TCR22-42
9L TCR22-42
10L TCR22-42
Table 2-2 Turbocharger assignments
Please consider the relevant turbocharger project

guide according to this table.
0201-0210MQK2.fm
J-BC 32/44K Page 2 - 9

0201-0210MQK2.fm
Page 2 - 10 32/44K J-BC

2.2.4 Engine main dimensions, weights and views

Engine L32/44K
Figure 2-2 Main dimensions – Engine L32/44K
Legend
Engine A B1) C1) W H Weight without flywheel2)
mm t
6L32/44K 6,340 3,300 9,640 2,903 4,688 71
7L32/44K 6,870 3,520 10,390 2,903 4,688 78
8L32/44K 7,495 3,740 11,235 3,109 4,894 84
9L32/44K 8,025 3,960 11,985 3,109 4,894 91
10L32/44K 8,580 4,180 12,760 3,109 4,894 97
The dimensions and weights are given for guidance only.

1)
Depending on alternator applied.
2) Including built-on lube oil automatic filter, fuel oil filter and electronic equipment.
0201-0300MQK2.fm
K-BC 32/44K Page 2 - 11

0201-0300MQK2.fm
Page 2 - 12 32/44K K-BC

2.2.5 Engine inclination
D
D
Figure 2-3 Angle of inclination
Legend
α Athwartships
β Fore and aft
Max. permissible angle of inclination [°]1)
Application Athwartships α Fore and aft β
Heel to each Rolling to Trim (static)2) Pitching

side (static) each side (dynamic)
(dynamic) L < 100 m L > 100 m
Main engines 15 22.5 5 500/L 7.5
Table 2-3 Inclinations

1)
Athwartships and fore and aft inclinations may occur simultaneously.
2)
Depending on length L of the ship.
Note!
0201-0400MA2.fm
For higher requirements contact MAN Diesel & Turbo. Arrange engines always lengthwise of the
ship!
J-BC 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF Page 2 - 13

0201-0400MA2.fm
Page 2 - 14 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF J-BC

2.2.6 Engine equipment for various applications
Device/measure, (figure pos.) Ship, auxiliary

engines
Charge air blow-off for firing pressure limitation (flap 2) O
Waste gate (flap 7) – "Binary" completely opened or closed X
Shut-off flap (flap 8) O
Two-stage charge air cooler X
Charge air preheating by LT shut-off X
CHATCO (Charge air temperature control) X
Jet assist (acceleration of the turbocharger) X
VIT (Variable Injection Timing) X
VVT (Variable Valve Timing) X
Slow turn O
Oil mist detector X
Splash oil monitoring X
Main bearing temperature monitoring X
Valve seat lubrication O
Sealing oil O
Attached HT cooling water pump X
Attached LT cooling water pump O
Attached lubrication oil pump X
X = required, O = optional
Table 2-4 Additional engine equipment

0204-0000MQK2.fm
L-BC 32/44K Page 2 - 15

Engine equipment for various applications – General description

Charge air blow-off for firing pressure limitation (see figure B) continuously adjustable:
flap 2)
For plants with an SCR catalyst, downstream of
If engines are operated at full load at low intake the turbine, a minimum exhaust gas temperature
temperature, the high air density leads to the dan- upstream the SCR catalyst is necessary in order to
ger of excessive charge air pressure and, conse- ensure its proper performance.
quently, much too high ignition pressure. In order
This minimum exhaust gas temperature depends
to avoid such conditions, part of the charge air is
on the type and design of the SCR catalyst and is
withdrawn downstream (flap 2, cold blow-off) of
fixed by its manufacturer. In case the temperature
the charge air cooler and blown-off.
downstream the turbine falls below the set mini-
Waste gate (see figure flap 7) mum exhaust gas temperature value, the waste
gate is opened gradually in order to blow-off ex-
The waste gate is used to bypass the turbine of
haust gas upstream of the turbine until the exhaust
the turbocharger with a part of the exhaust gas.
gas temperature downstream of the turbine (and
This leads to a charge air pressure reduction
thus upstream of the SCR catalyst) has reached
and/or a drop in turbine speed and reduces the ig-
the required level.
nition pressure. Additionally the temperature after
turbine is increased. Shut-off flap (see figure flap 8)
Two types of the waste gate are possible: The shut-off flap needs to be applied for engines
where there is a risk of inflammable intake air. If the
A) “binary” (completely open or closed):
intake air contains combustible gases the engine
Especially for engines equipped with part-load op- cannot be stopped in normal way. In this excep-
timized turbochargers this will be opened at full tional situation the shut-off flap will be closed to
load aiming for a charge air pressure reduction shut-off the intake air and to stop the engine relia-
and/or a drop in turbine speed and therefore an ig- bly. A relief valve upstream of this flap may be ap-
nition pressure reduction. plied for release of the compressed air.
0204-0000MQK2.fm
Figure 2-4 Overview flaps
Page 2 - 16 32/44K L-BC

Two-stage charge air cooler VIT (Variable Injection Timing)

The two stage charge air cooler consists of two For some engine types with conventional injection
stages which differ in the temperature level of the a VIT is available allowing a shifting of injection
connected water circuits. The charge air is first start. A shifting in the direction of “advanced injec-
cooled by the HT circuit (high temperature stage of tion” is supposed to increase the ignition pressure
the charge air cooler, engine) and then further and thus reduces fuel consumption. Shifting in the
cooled down by the LT circuit (low temperature direction of “retarded injection” helps to reduce
stage of the charge air cooler, lube oil cooler). NOx emissions.
Charge air preheating by LT shut-off VVT (Variable Valve Timing)
Charge air preheating by LT shut-off (by means of Variable Valve Timing enables variations in the
the CHATCO control valve) is as well used in the opening and closing of the inlet valves. At low load
load range from 0 % up to 20 % to reduce exhaust operation it is used to attain higher combustion
gas discoloration. Higher charge air temperatures temperatures and thus lower soot emissions. At
are achieved by shut-off the LT-stage of the two higher loads it is used to attain low combustion
stage charge air cooler. Depending on engine type temperatures and thus lower NOx emissions (Mill-
there is a delay in time of about 15 to 25 minutes, er Valve timing).
till the positive effect can be noticed, because pre-
Slow turn
viously remaining LT-water in the LT-stage needs
to be heated up by the charge air. Engines, which are equipped with “slow turn”, are
automatically turned prior to engine start, with the
CHATCO (Charge Air Temperature Control)
turning process being monitored by the engine
The charge air temperature control CHATCO control. If the engine does not reach the expected
serves to prevent accumulation of condensed wa- number of crankshaft revolutions (2.5 revolutions)
ter in the charge air pipe. In this connection, the within a specified period of time, or in case the
charge air temperature is, depending on the intake slow-turn time is shorter than the programmed
air temperature, controlled in such a way that, as- minimum slow-turn time, an error message is is-
suming a constant relative air humidity of 80 %, sued. This error message serves as an indication
the temperature in the charge air pipe does not fall that there is liquid (oil, water, fuel) in the combus-
below the condensation temperature. tion chamber. If the slow-turn manoeuvre is com-
pleted successfully, the engine is started
Integrated in the functionality of CHATCO is
automatically.
Charge air preheating by LT shut-off.
Oil mist detector
Jet Assist (acceleration of the turbocharger)
Bearing damage, piston seizure and blow-by in
This equipment is used where special demands
combustion chamber leads to increased oil mist
exist regarding fast acceleration and/or load appli-
formation. As a part of the safety system the oil
cation. In such cases, compressed air from the
mist detector monitors the oil mist concentration
starting air vessels is reduced to a pressure of ap-
in crankcase to indicate these failures at an early
prox. 4 bar before being passed into the compres-
stage.
sor casing of the turbocharger to be admitted to
the compressor wheel via inclined bored passag- Splash oil monitoring system
es. In this way, additional air is supplied to the
The splash-oil monitoring system is a constituent
compressor which in turn is accelerated, thereby
part of the safety system. Sensors are used to
increasing the charge air pressure. Operation of
monitor the temperature of each individual drive
the accelerating system is initiated by a control,
unit (or pair of drive at V-engines) indirectly via
0204-0000MQK2.fm
and limited to a fixed load range.

splash oil.
L-BC 32/44K Page 2 - 17

Main bearing temperature monitoring

As an important part of the safety system the tem-
peratures of the crankshaft main bearings are
measured just underneath the bearing shells in the
bearing caps. This is carried out using oil-tight re-
sistance temperature sensors.
Valve seat lubrication
For operation with MGO (Class DMA or Class
DMZ) an additional lubrication equipment is pro-
vided to lubricate the inlet valve seats. The oil sup-
ply is fed dropwise into the inlet channels.
This is necessary due to reduced residue forma-
tion compared to HFO operation and thereby re-
duced damping effect between the sealing
surfaces of the inlet valves (as result of the low sul-
phur content of MGO).
Sealing oil
While longterm operation (more than 72 h within
14 days) with MGO (Class DMA or Class DMZ)
seal oil avoids effectively contamination of lube oil
by means of separation of fuel and lube oil side
within the conventional fuel injection pumps (not
needed for CR injection system).
0204-0000MQK2.fm
Page 2 - 18 32/44K L-BC

2.3.1 Standard engine ratings
2.3 Ratings (output) and speeds
Engine L32/44K
530 kW/cyl., 720/750 rpm
Engine type Engine rating PISO, Standard1)2)

No. of cylinders
720 rpm 750 rpm
Available turning Available turning

direction direction
kWmech. CW CCW kWmech. CW CCW
6L32/44K 6 3,180 Yes No 3,180 Yes No
7L32/44K 7 3,710 3,710
8L32/44K 8 4,240 4,240
9L32/44K 9 4,770 4,770
10L32/44K 10 5,300 5,300
Table 2-5 Engine ratings L32/44K

1) P
ISO, Standard as specified in DIN ISO 3046-1, "Paragraph: Definition of engine rating, page 2-19".
2) Engine fuel: Distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fullfilling the stated quality
requirements.
Definition of engine rating

General definition of diesel engine rating
(according to ISO 15550: 2002; ISO 3046-1:
2002)
Reference conditions:
ISO 3046-1: 2002; ISO 15550: 2002
Air temperature Tr K/°C 298/25
Air pressure pr kPa 100
Relative humidity Φr % 30
Cooling water temperature K/°C 298/25

upstream charge air cooler tcr
Table 2-6 Standard reference conditions

0202-0000MQK2.fm
J-BC 32/44K Page 2 - 19

0202-0000MQK2.fm
Page 2 - 20 32/44K J-BC

2.3.2 Engine ratings (output) for different applications
PApplication, ISO: Available output under ISO-conditions dependent on application
Max. allowed speed reduction

Available output in percentage
Fuel stop power (blocking)

from ISO-standard-output
/percentage of POperating
Optional power take-off
at maximum torque1)
(tr/tcr/pr=100kPa)2)
Tropic conditions
available?
P Application
Notes
Kind of application % % % °C - -
Electricity generation
Auxiliary engines in ships 100 110 - 45/38 3)

-
Table 2-7 Available outputs/related reference conditions L32/44K Tier II

1) Maximum
torque given by available output and nominal speed.
2) t =
r Air temperature at compressor inlet of turbocharger.
tcr = Cooling water temperature before charge air cooler.
pr = Barometric pressure.
3) According
to DIN ISO 8528-1 load > 100 % of the rated engine output is permissible only for a short time to provide addi-
tional engine power for governing purpose only (e. g. transient load conditions and suddenly applied load).
This additional power shall not be used for the supply of electrical consumers.
0202-020aMQK2.fm
J-BC 32/44K Page 2 - 21

0202-020aMQK2.fm
Page 2 - 22 32/44K J-BC

P Operating: Available rating (output) under local conditions and dependent on application
Dependent on local conditions or special application demands a further load reduction of P Application, ISO
might be needed.
1. No de-rating necessary, provided the conditions listed in the respective column
(see "Table 2-8: De-rating – Limits of ambient conditions") are met:
No de-rating up to De-rating needed according to formula, De-rating

stated reference see 2. needed
conditions (Tropic), accord. to spe-
see 1. cial calcula-
tion, see 3.
Air temperature before ≤ 318 K (45 °C) 318 K (45 °C) < Tx ≤ 333 K (60 °C) > 333 K (60 °C)
turbocharger Tx
Ambient pressure ≥ 100 kPa (1 bar) 100 kPa (1 bar) > pambient ≥ 90 kPa < 90 kPa
Cooling water tempera- ≤ 311 K (38 °C) 311 K (38 °C) < Tcx ≤ 316 K (43 °C) > 316 K (43 °C)
ture inlet charge air
cooler (LT stage)
Intake pressure before ≥ –20 mbar1) –20 mbar > pair before compressor ≥ –40 mbar1) < –40 mbar1)
compressor
Exhaust gas back pres- ≤ 30 mbar1) 30 mbar < pexhaust after turbine ≤ 60 mbar1) > 60 mbar1)
sure after turbocharger
Table 2-8 De-rating – Limits of ambient conditions

1) Below/above atmospheric pressure.
2. De-rating due to ambient conditions and negative intake pressure before compressor or exhaust gas
back pressure after turbocharger.
 318 
1.2
 311  
a =   ×  × 1.09 − 0.09  with a ≤ 1
  Tx + U + O   Tcx  
POperating = PApplication,ISO × a
a Correction factor for ambient conditions
Tx Air temperature before turbocharger [K] being considered (T x

= 273 + t x )
U Increased negative intake pressure before compressor leads to an de-rating, calculated as increased air temperature
before turbocharger
(
U = −20mbar − p Air before compressor mbar  × 0.25K mbar ) withU ≥ 0
0202-020bMA2.fm
J-BC 28/33D, 28/33D STC, 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR Page 2 - 23
O Increased exhaust gas back pressure after turbocharger leads to a de-rating, calculated as increased air temperature
before turbocharger:
( )
O = PExhaust after turbine mbar  − 30mbar × 0.25K mbar with 0 ≥ 0
Tcx Cooling water temperature inlet charge air cooler (LT stage) [K] being considered ( TCX = 273 + tcx )
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:
• If limits of ambient conditions mentioned in
<Betonung>"Table 2-8: De-rating – Limits of
ambient conditions" are exceeded. A special
calculation is necessary.
• If higher requirements for the emission level ex-
ist. For the allowed requirements see Exhaust
gas emission."
• special requirements of the plant for heat re-
covery exist.
• If special requirements on media temperatures
of the engine exist.
• If any requirements of MAN Diesel & Turbo
mentioned in the Project Guide can not be
kept.
Note!
Operating pressure data without further speci-
fication are given below/above atmospheric
pressure.
0202-020bMA2.fm
Page 2 - 24 28/33D, 28/33D STC, 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR J-BC
2.3.3 Increased exhaust gas pressure due to exhaust gas after treatment installations in exhaust gas line
2.3.3 Increased exhaust gas pressure due to exhaust gas after treatment
installations in exhaust gas line and resulting installation demands
If the recommended exhaust gas back pressure as stated in "Section: "Planning data" – "Operating/service
temperatures and pressures" cannot be kept due to exhaust gas after treatment installations following items
need to be considered.
Exhaust gas back pressure after turbocharger
Operating pressure Δpexh, standard 0 ... 30 mbar
Operating pressure Δpexh, range with increase of fuel consumption 30 ... 60 mbar
Operating pressure Δpexh, where a customized engine matching is needed > 60 mbar
Intake air pressure before turbocharger
Operating pressure Δpintake, standard 0 ... – 20 mbar
Operating pressure Δpintake, range with increase of fuel consumption – 20 ... – 40 mbar
Operating pressure Δpintake, where a customized engine matching is needed < – 40 mbar
Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before
turbocharger
Operating pressure Δpexh + Abs(Δpintake), standard 0 ... 50 mbar
Operating pressure Δpexh + Abs(Δpintake), range with increase of fuel consumption 50 ... 100 mbar
Operating pressure Δpexh + Abs(Δpintake), where a customized engine matching is needed > 100 mbar
Maximum exhaust gas pressure drop - layout

• Shipyard and supplier of equipment in exhaust gas line have to ensure that pressure drop Δpexh over
entire exhaust gas piping incl. pipe work, scrubber, boiler, silencer, etc. must stay below stated stand-
ard operating pressure at all operating conditions.
• Hereby it is recommended to consider an additional 10 mbar for consideration of aging and possible
fouling/staining of the components over lifetime.
• Possible counter measures could be a proper dimensioning of the entire flow path including all in-
stalled components or even the installation of an exhaust gas blower if necessary.
• At the same time the pressure drop Δpintake in the intake air path must be kept below stated standard
operating pressure at all operating conditions and including aging over lifetime.
• If either Δpexh or Δpintake exceeds the stated standard values and even the stated values for an in-
creased fuel oil consumption a customized engine matching becomes mandatory which will likely re-
sult in increased sfoc. For significant overruns in pressure losses even a reduction in the rated power
output may become necessary.
• In case the performance of the engine is claimed (e.g. for excessive sfoc or exhaust gas temperature),
it must be possible to install pressure sensors directly after turbine outlet and directly before com-
0201-0303bAA2.fm
pressor inlet to prove that the engine is not the root cause for poor performance.
C-BD Page 2 - 25
Bypass for emergency operation

• It needs to be evaluated if the chosen exhaust gas after treatment installation demands a bypass for
emergency operation.
• For scrubber a bypass is mandatory to ensure emergency operation of the engine in case the scrub-
ber is blocked or damaged in such a way that the exhaust path is physically blocked or the exhaust
flow cannot be directed through the scrubber for any other reason.
• The bypass needs to be dimensioned for the same pressure drop as the main installation that is by-
passed – otherwise the engine would operated on a differing operating point with negative influence
on the performance, e.g. a lower value of the pressure drop may result in too high turbocharger
speeds.
Single streaming per engine recommended/Multi streaming to be evaluated project specific
• In general each engine must be equipped with a separate exhaust gas line as single streaming instal-
lation. This will prevent reciprocal influencing of the engines as e.g. exhaust gas backflow into an en-
gine out of operation or within an engine running at very low load (negative pressure drop over the
cylinder can cause exhaust gas back flow into intake manifold during valve overlap).
• In case a multi-streaming solution is realized (i.e. only one combined scrubber for multiple engines)
this needs to be stated on early project stage. Hereby air/exhaust gas tight flaps need to be provided
to safeguard engines out of operation. A specific layout of e.g. sealing air mass flow will be necessary
and also a power management may become necessary in order to prevent operation of several en-
gines at very high loads while others are running on extremely low load. A detailed analysis as HAZOP
study and risk analysis by the yard becomes mandatory.
Engine to be protected from backflow of media out of exhaust gas after treatment installation
• A backflow of e.g. urea, scrubbing water, condensate or even rain from the exhaust gas after treat-
ment installation towards the engine must be prevented under all operating conditions and circum-
stances, including engine or equipment shutdown and maintenance/repair work.
Turbine cleaning
• Both wet and dry turbine cleaning must be possible without causing malfunctions or performance
deterioration of the exhaust system incl. any installed components such as boiler, scrubber, silencer,
etc.
White exhaust plume by water condensation
• A visible white exhaust plume must be avoided even if it is not harmful for the environment. Especially
for scrubber counter measures as a reheating of the exhaust gas after scrubber or/and a demister to
catch any condensed water droplets to be taken.
• The design of the exhaust system including exhaust gas after treatment installation has to make sure
that the exhaust flow has sufficient velocity in order not to sink down directly onboard the vessel or
near to the plant. At the same time the exhaust pressure drop must not exceed the limiting value.
Vibrations
• There must be a sufficient decoupling of vibrations between engine and exhaust gas system incl. ex-
haust gas after treatment installation, e.g. by compensators.
0201-0303bAA2.fm
Page 2 - 26 C-BD
Electronic data exchange between engine and exhaust gas after treatment installation.
A specification is necessary about all engine and exhaust gas parameters that have to be provided from
the engine as input for exhaust gas after treatment installation and vice versa.
0201-0303bAA2.fm
C-BD Page 2 - 27
0201-0303bAA2.fm
Page 2 - 28 C-BD
2.3.4 Speeds
2.3.4 Speeds
- Unit - -
Rated speed rpm 720 750
Mean piston speed m/s 10.6 11.0
Ignition speed rpm 60

(starting device deactivated)
Engine running 300

(activation of alarm- and safety system)
Speed set point – deactivation prelubrication pump 400

(engines with attached lube oil pump)
Speed set point – Deactivation external cooling water pump 500

(engines with attached cooling water pump)
Minimum engine operating speed 720 750

(100 % of nominal speed)
Highest engine operating speed 7731)
Alarm overspeed (110 % of nominal speed) 792 825
Auto shutdown overspeed (115 % of nominal speed) 828 863

via control module/alarm
Speed adjusting range See "Section 2.3.5: Speed adjusting range, page
2-31"
Alternator frequency for GenSet Hz 60 50
Number of pole pairs - 5 4
Table 2-9 Engine speeds and related main data

1)
This concession may possibly be restricted, see "Section 2.11.3: Available outputs and permissible frequency deviations, page 2-55".
0202-0300MQK2.fm
B-BD 32/44K Page 2 - 29

2.3.4 Speeds
0202-0300MQK2.fm
Page 2 - 30 32/44K B-BD

2.3.5 Speed adjusting range

The following specification represents the stand-
ard settings. For special applications, deviating
settings may be necessary.
Drive Speed Maximum Maximum Minimum

droop speed at full speed at idle speed
load running
GenSets/"diesel-electric plants"
Electronic governors
With load sharing via speed 5% 100 % (+0,5 %) 105 % (+0,5 %) 60 %

droop by PMS (power manage-
ment system)
or
Isochronous operation 0% 100 % (+0,5 %) 100 % (+0,5 %) 60 %
Table 2-10 Speed adjusting range – Electronic governors

0202-0400AA2.fm
B-BD Page 2 - 31
0202-0400AA2.fm
Page 2 - 32 B-BD
2.4 Starting conditions
Requirements on engine and plant installation for Note!

"Stand-by Operation" capability
E. g. air driven fuel oil supply pump or fuel oil serv-
Engine ice tank at sufficient height or pressurized fuel oil
tank, if no fuel oil supply pump is attached at the
• Attached lube oil pump
engine.
Plant
Note!
• Prelubrication pump with low pressure before
Statements are relevant for non arctic condi-
engine
tions.
(0.3 bar < pOil before engine < 0.6 bar)
For arctic conditions please consider relevant
Note!
sections and clarify undefined details with
Oil pressure > 0.3 bar to be ensured also for lube MAN Diesel & Turbo.
oil temperature up to 80 °C.
• Preheating HT cooling water system
(60 – 90 °C)
• Preheating lube oil system (> 40 °C)
• 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 recommend-
ed
• Attached LT cooling water pump recommend-
ed
• Attached fuel oil supply pump recommended (if
applicable)
Plant
• Prelubrication pump with low pressure before
engine (0.3 bar < pOil before engine < 0.6 bar)
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
0208-0200MA2.fm
> 0.6 bar for engines with conventional injec-

tion system and > 3.0 bar for common rail sys-
tem
B-BD 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR Page 2 - 33

Engine starting After blackout or "Dead From stand-by mode After stand-still
conditions Ship" ("Black-Start") ("Normal Start")
Start up time until < 1 minute < 1 minute > 2 minutes

load application
General notes
- Engine start-up only within Maximum stand-by time -

1 h after stop of engine that has 7 days
been in operation Supervised by power manage-
1 h after end of stand-by mode ment system plant.
(For longer stand-by periods in
Note! special cases contact MAN
In case of "Dead Ship" condi- Diesel & Turbo.)
tion a main engine has to be
put back to service within max. Stand-by mode only possible after
30 min. according to IACS UR engine has been started with Nor-
M61. mal Starting Procedure and has
been in operation.
Required engine conditions
Start-blocking active No No No
Start-blocking of engine leads
to withdraw of "Stand-by Oper-
ation".
Slow turn No No Yes1)
Preheated and pre No, if engine was previously in Yes Yes

lubricated operation or stand-by as per gen-
eral notes above.
For other engines see require-
ments in other columns.
Required system conditions
Lube oil system
Prelubrication period No, if engine was previously in Permanent Permanent

operation or stand-by as per gen-
eral notes above.
For other engines see require-
ments in other columns.
Prelubrication pressure pOil before engine < 0.3 bar 0.3 bar < pOil before engine 0.3 bar < pOil before
before engine permissible < 0.6 bar engine <0.6 bar
Preheating tempera- Less than 40 °C permissible > 40 °C > 40 °C

ture before engine
Table 2-11 Required starting conditions for diesel-electric plants

0208-0200MA2.fm
Page 2 - 34 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR B-BD

Engine starting After blackout or "Dead From stand-by mode After stand-still
conditions Ship" ("Black-Start") ("Normal Start")
HT cooling water
Preheating tempera- Less than 60 °C permissible 60 – 90 °C 60 – 90 °C

ture before engine
Fuel system
For MDO operation If fuel oil supply pump is not Supply pumps in operation or with starting command to
attached to the engine: engine.
Air driven fuel oil supply pump or
For HFO operation Supply and booster pumps in operation, fuel preheated to
fuel oils service tank at sufficient
operating viscosity.
height or pressurized fuel oil tank
required. (In case of permament stand-by of liquid fuel engines or dur-
ing operation of an DF-engine in gas mode a periodical
exchange of the circulating HFO has to be ensured to avoid
cracking of the fuel. This can be done by releasing a certain
amount of circulating HFO into the day tank and substituting
it with "fresh" fuel from the tank.)
Table 2-11 Required starting conditions for diesel-electric plants

1) It is recommended to install slow turn. Otherwise the engine has to be turned by turning gear.
0208-0200MA2.fm
B-BD 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR Page 2 - 35

0208-0200MA2.fm
Page 2 - 36 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR B-BD

2.5 Low load operation
Definition formation see "Figure 2-5: Time limits for low load op-
eration (on the left), duration of “relieving operation“ (on
Generally the following load conditions are differ-
the right)", the engine must, after a phase of part
entiated:
load operation, either be switched over to diesel
• Overload (for regulation): operation or be operated at high load (> 70 % of
> 100 % of full load output full load output) for a certain period of time in order
• Full load: 100 % of full load output to reduce the deposits in the cylinder and exhaust
gas turbocharger again.
• Part load: < 100 % of full load output
In case the engine is to be operated at low load for
• Low load: < 25 % of full load output a period exceeding (see "Figure 2-5: Time limits for
low load operation (on the left), duration of “relieving op-
Correlations eration“ (on the right)"), the engine is to be switched
The ideal operating conditions for the engine pre- over to diesel oil operation beforehand.
vail under even loading at 60 % to 90 % of the full Be aware, that after 500 hours continuous heavy
load output. Engine control and rating of all sys- fuel oil operation at low load in the range 20 % to
tems are based on the full load output. 25 % of the full engine output a new running in of
In the idling mode or during low load engine oper- the engine is needed (see "Section 7.3: Engine run-
ation, combustion in the cylinders is not ideal. De- ning-in, page 7-9"). For continuous heavy fuel oil op-
posits may form in the combustion chamber, eration at low load in the range < 25 % of the full
which result in a higher soot emission and an in- engine output, coordination with MAN Diesel &
crease of cylinder contamination. Turbo is absolutely necessary.
Moreover, in low load operation and during ma- Operation with diesel fuel MGO (DMA, DMZ) and MDO
noeuvring of ships, the cooling water tempera- (DMB)
tures cannot be regulated optimally high for all
load conditions which, however, is of particular im- For low load operation on diesel fuel oil, the follow-
portance during operation on heavy fuel oil. ing rules apply:
• A continuous operation below 20 % of full load
Better conditions has to be avoided, if possible.
Optimization of low load operation is obtained by Note!
cutoff of the LT stage of the charge air cooler or
perfusion of the LT stage with HT water if HT or LT Should this be absolutely necessary, MAN
switching is available for this engine type. Diesel & Turbo has to be consulted for spe-
cial arrangements.
For common rail engines mostly this is not neces-
sary because optimized combustion is realized by • A no-load operation, especially at nominal
an electronically controlled fuel injection system. speed (alternator operation) is only permitted
for a maximum period of one hour.
HT: High temperature
No limitations are required for loads above 20 % of
LT: Low temperature full load, as long as the specified operating data of
the engine will not be exceeded.
Operation with HFO (RM-grade fuel)
0206-0000AA2.fm
Because of the afore mentioned reasons, low load

operation < 25 % of full load output on heavy fuel
oil is subjected to certain limitations. For further in-
_J_a Page 2 - 37
Figure 2-5 Time limits for low load operation (on the left), duration of “relieving operation“ (on the right)
* In general the time limits in HFO operation are valid for all HFO-qualities that are in accordance to the stated specification. In
rare cases using HFO-qualitiy with a high ignition delay in combination with a high content of coke residuals it may be
needed to raise the complete limit curve for HFO-operation from a load level from 20 % to 30 % load.
Legend
P Full load output [%]
t Operating period [h]
Explanations
New running in needed after > 500 hours low load
operation (see "Section 7.3: Engine running-in, page
7-9").
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 operation):
At 10 % of full load output, HFO operation is per-
missible for maximum 19 hours, MGO/MDO oper-
ation for maximum 40 hours, than output has to
be increased.
Line b (duration of relieving operation):
Operate the engine for approx. 1.2 hours at not
0206-0000AA2.fm
less than 70 % of full load output to burn away the

deposits that have formed.
Page 2 - 38 _J_a
2.6 Load application – Preheated engine
In the case of highly supercharged engines, load ximum allowable load application times for contin-
application is limited. This is due to the fact that uously loading the engine and load application
the charge-air pressure build-up is delayed by the within three load steps.
turbocharger run-up. Besides, a slow load appli-
"Figure 2-9: Load application for GenSets; engines pre-
cation promotes uniform heating of the engine.
heated and prelubricated, synchronization speed
"Figure 2-6: Start up times until load application from reached – Only emergency case" shows the shortest
stand-by mode; engines preheated and prelubricated" possible load application time for continuously
shows the shortest time to run up the engines loading in case of emergency. MAN Diesel & Turbo
from stand-by mode (preheated and prelubricat- can not guarantee the invisibility of the exhaust
ed). gas under these circumstances.
"Figure 2-7: Start up times until load application in normal To limit the effort regarding regulating the media
starting mode (not in stand-by mode); engines preheated" circuits, also to ensure an uniform heat input it al-
shows the shortest time to run up the engines in ways should be aimed for longer load application
normal starting mode, with the needed time for times by taking into account the realistic require-
start up lube oil system + prelubrication of the en- ments of the specific plant.
gines.
All questions regarding the dynamic behaviour
"Figure 2-8: Load application for GenSets; engines pre- should be clarified in close cooperation between
heated and prelubricated, synchronization speed the customer and MAN Diesel & Turbo at an early
reached – With conventional injection" shows the ma- project stage.
Engine speed [%]
100
80
60
40
20
0
Ϭ 20 ... 40s 10 ... 20s ϭϴϬ
Run up Synchronization
Time [sec]
0208-0300MA2.fm
Figure 2-6 Start up times until load application from stand-by mode; engines preheated and prelubricated
Engines in stand-by mode can be started with Normal Starting Procedure at any time.
F-BD 32/40, 32/44K, 35/44DF, 48/60B Page 2 - 39

Engine speed [%]
100
80
60
40
20
0
ϭϬ s
Ϭ10 ϲϬs
60 30ϯϬ
s 20 ... 40s 10 ... 20s ϭϴϬ
WƌĞůƵďƌŝĐĂƚŝŽŶ
Prelubrication ^ůŽǁturn
Slow ƚƵƌŶ Run up Synchronization
Time [sec]
Figure 2-7 Start up times until load application in normal starting mode (not in stand-by mode); engines preheated
0208-0300MA2.fm
Figure 2-8 Load application for GenSets; engines preheated and prelubricated, synchronization speed reached – With con-
ventional injection
Page 2 - 40 32/40, 32/44K, 35/44DF, 48/60B F-BD

Engine
load [%]
2nly emergency case (visible exhaust gas likely)
100
90
80
Emergency loading
70 (with / without Jet-assist)
60
50
40
30
20 Valid only for preheated engines:
Lube oil temperature > 40&
10 Cooling water temperature > 60&
0
0 20 40 60 80 100
Time [sec]
Figure 2-9 Load application for GenSets; engines preheated and prelubricated, synchronization speed reached – Only
emergency case
0208-0300MA2.fm
F-BD 32/40, 32/44K, 35/44DF, 48/60B Page 2 - 41

2.7 Load application – Cold engine (only emergency case)
2.7 Load application – Cold engine (only emergency case)
In case of emergency, it is possible to start the The necessary time span for this process depends
cold engine provided the required media tempera- on the actual media temperatures and the specific
tures are present: lube oil > 20 °C, cooling water design of the plant. After these prescribed media
> 20 °C temperatures are reached the engine can be load-
ed regularly up to 100 % engine load according to
• Distillate fuel must be used for starting and till
"Figure 2-8: Load application for GenSets; engines pre-
warm-up phase is completed.
heated and prelubricated, synchronization speed
• The engine is prelubricated. reached – With conventional injection".
• The engine is started and accelerated up to
100 % engine speed within 1 – 3 minutes.
• Loading the engine gradually up to 30 % en-
gine load within 6 to 8 minutes.
• Warming up the engine: lube oil temperature
> 40 °C, cooling water temperature > 60 °C.
Figure 2-10 Load application for GenSets, emergency case; cold engines
0208-0300MA2.fm
Page 2 - 42 32/40, 32/44K, 35/44DF, 48/60B F-BD

2.8 Engine operation under arctic conditions
Arctic condition is defined as: Has to be activated to avoid an increased

wear of the inlet valves.
Air intake temperatures of the engine below +5 °C
If engines operate under arctic conditions (inter- Engine equipment
mittently or permanently), the engine equipment
SaCoSone
and plant installation have to meet special design
features and requirements. They depend on the • SaCoSone equipment is suitable to be stored at
possible minimum air intake temperature of the minimum temperatures of –15 °C.
engine and the specification of the fuel used. • In case these conditions cannot be met, pro-
Minimum air intake temperature of the engine, tx: tective measures against climatic influences
have to be taken for the following electronic
• Category A
components:
+5 °C > tx ≥ −15 °C
- EDS Databox APC620
• Category B
- TFT-touchscreen display
–15 °C > tx ≥ −35 °C
- Emergency switch module BD5937
• Category C
These components have to be stored at plac-
tx < −35 °C es, where the temperature is above –15 °C.
• A minimum operating temperature of ≥ 0 °C
Special engine design requirements
has to be ensured. The use of an optional elec-
• Charge air blow-off according to categories A, tric heating is recommended.
B or C.
Alternators
• If arctic fuel (with very low lubricating properties)
is used, the following actions are required: Alternator operation is possible according to sup-
pliers specification.
- The maximum allowable fuel temperatures
and the minimum permissible viscosity be-
Plant installation
fore engine have to be kept.
Intake air conditioning
- Fuel injection pump
• Air intake of the engine and power house/en-
Only in case of conventional fuel injection
gine room ventilation have to be two different
system, dependent on engine type installa-
systems to ensure that the power house/en-
tion and activation of sealing oil system may
gine room temperature is not too low caused
be necessary, because low viscosity of the
by the ambient air temperature.
fuel can cause an increased leakage and the
lube oil will possibly being contaminated. • It is necessary to ensure that the charge air
cooler cannot freeze when the engine is out of
- Fuel injection valve
operation (and the cold air is at the air inlet
Nozzle cooling has to be switched off to side).
avoid corrosion caused by temperatures be-
low the dew point.
0205-0000AA2.fm
- Inlet valve lubrication
F-BD Page 2 - 43
• Gas engines - Category C

- An air intake temperature ≥ +5 °C has to be > An air intake temperature ≥ –35 °C has to
ensured by preheating. be ensured by preheating.
- In addition, the maximum ambient tempera- > Additionally the charge air before the cyl-
ture has to be considered since the engine inder is preheated by the HT circuit of the
control can only compensate a limited tem- charge air cooler (LT circuit closed).
perature range.
Maximum permissible antifreeze concentration (ethylene
Example: glycol) in the engine cooling water
Maximum ambient temperature .... +35 °C An increasing proportion of antifreeze decreases
the specific heat capacity of the engine cooling
Temperature compensation
water, which worsened the heat dissipation from
by engine.......................................... 20 K
the engine and will lead to higher component tem-
> An air intake temperature of ≥ +15 °C peratures.
(35 °C – 20 K = 15 °C) has to be en-
The antifreeze concentration of the engine cooling
sured by preheating.
water systems (HT and NT) within the engine room
• Dual-fuel engines respectively power house is therefore limited to a
- Category A, B maximum concentration of 40 % glycol. For sys-
tems that require more than 40 % glycol in the
No additional actions are necessary. The cooling water an intermediate heat exchanger with
charge air before the cylinder is preheated a low terminal temperature difference should be
by the HT circuit of the charge air cooler (LT provided, which separates the external cooling
circuit closed). water system from the internal system (engine
- Category C cooling water).
> An air intake temperature ≥ –35 °C has to Instruction for minimum admissible fuel temperature
be ensured by preheating. • In general the minimum viscosity before engine
> Additionally the charge air before the cyl- of 1.9 cSt must not be undershoot.
inder is preheated by the HT circuit of the • The fuel specific characteristic values “pour
charge air cooler (LT circuit closed). point” and “cold filter plugging point” have to be
> In special cases the change-over point observed to ensure pumpability respectively fil-
for the change from diesel operation to terability of the fuel oil.
dual-fuel mode (gas mode) has to be • Fuel temperatures of approximately minus
shifted to a higher load. 10 °C and less are to be avoided, due to tem-
• Diesel engines porarily embrittlement of seals used in the en-
gines fuel oil system and as a result their
- Category A, B possibly loss of function.
No additional actions are necessary. The
charge air before the cylinder is preheated
by the HT circuit of the charge air cooler (LT
circuit closed).
0205-0000AA2.fm
Page 2 - 44 F-BD
Minimum power house/engine room temperature Note!

• Ventilation of power house/engine room A preheating of the lube oil has to be ensured.
If the plant is not equipped with a lube oil sep-
The air of the power house/engine room venti-
arator (e. g. plants only operating on MGO) al-
lation must not be too cold (preheating is nec-
ternative equipment for preheating of the lube
essary) to avoid the freezing of the liquids in the
oil must be provided.
power house/engine room systems.
For plants taken out of operation and cooled
• Minimum powerhouse/engine room tempera-
down below temperatures of +5 °C additional
ture for design ≥ +5 °C
special measures are needed – in this case
• Coolant and lube oil systems please contact MAN Diesel & Turbo.
- HT and lube oil system has to be preheated
for each individual engine, see "Section 2.4:
Starting conditions, page 2-33".
- Design requirements for the preheater of HT
systems:
> Category A
Standard preheater
> Category B
50 % increased capacity of the preheater
> Category C
100 % increased capacity of the pre-
heater
- If 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 see "Section 4: Specification for engine
supplies, page 4-1".
• Insulation
The design of the insulation of the piping sys-
tems and other plant parts (tanks, heat ex-
changer etc.) has to be modified and designed
for the special requirements of arctic condi-
tions.
• Heat tracing
To support the restart procedures in cold con-
dition (e. g. after unmanned survival mode dur-
ing winter), it is recommended to install a heat
tracing system in the piping to the engine.
0205-0000AA2.fm
F-BD Page 2 - 45
0205-0000AA2.fm
Page 2 - 46 F-BD
2.9 Engine load reduction
Sudden load shedding Recommended load reduction/stopping the engine

For the sudden load shedding from 100 % to 0 % Before final engine stop the engine has to be op-
PNominal several requirements from the classification erated for a minimum of 1 min at idling speed.
societies regarding the dynamic and permanent
• Run-down cooling
change of engine speed have to be fulfilled.
In order to dissipate the residual engine heat,
A sudden load shedding represents a rather ex-
the system circuits should be kept in operation
ceptional situation e. g. opening of the diesel-el-
after final engine stop for a minimum of 15 min.
ectric plants alternator switch during high load.
"Figure 2-11: Engine ramping down, generally" shows
Before final engine stop the engine has to be op-
the shortest possible times for continuously ramp-
erated for a minimum of 1 min at idling speed.
ing down the engine and a sudden load shedding.
After a sudden load shedding it has to be ensured
To limit the effort regarding regulating the media
that system circuits remain in operation after final
circuits, also to ensure an uniform heat dissipation
engine stop for a minimum of 15 min. to dissipate
it always should be aimed for longer ramping
the residual engine heat.
down times by taking into account the realistic re-
In case of a sudden load shedding and related quirements of the specific plant.
compressor surging, please check the proper
function of the turbo charger silencer filter mat.
0208-0500AA2.fm
Figure 2-11 Engine ramping down, generally
J-BC Page 2 - 47
0208-0500AA2.fm
Page 2 - 48 J-BC
2.10 Engine load reduction as a protective safety measure
Requirements for the power management sys- Therefore the power management system/propel-
tem/propeller control ler control has to meet following requirements:
In case of a load reduction request due to prede- • After a maximum of 5 seconds after occur-
fined abnormal engine parameter (e.g. high ex- rence of the load reduction signal the load must
haust gas temperature, high turbine speed, high be reduced for at least 5 %.
lube oil temperature) the power output (load) must
• Then, within a maximum period of 30 sec the
be at least ramped down as fast as possible to
load must be reduced for at least 35 %.
60 %.
• The “prohibited range” shown in "Figure 2-12:
Engine load reduction as a protective safety measure"
has to be avoided.
Engine
load [%]
Load reduction signal / request
min. 5%
prohibited range
60% max. 60%
max. 5 sec
max. 35 sec
Time [sec]
Figure 2-12 Engine load reduction as a protective safety measure
0207-0500AA2.fm
gJ_` Page 2 - 49
0207-0500AA2.fm
Page 2 - 50 J-BC
2.11.1 Operating range for generator operation
2.11 Generator operation

0208-0100AA2_GOP.fm
Figure 2-13 Operating range for generator operation
bJ_a 32/40, 32/44K Page 2 - 51

• MCR
Maximum continuous rating.
• Range I
Operating range for continuous service.
• Range II
No continuous operation allowed. Maximum
operating time less than 2 minutes.
• Range III
According to DIN ISO 8528-1 load > 100 % of
the rated output is permissible only for a short
time to provide additional engine power for
governing purposes only (e.g. transient load
conditions and suddenly applied load). This ad-
ditional power shall not be used for the supply
of electrical consumers.
IMO certification for engines with operating range for

auxiliary generator operation
Test cycle type D2 will be applied for the engine´s
certification for compliance with the NOx limits ac-
cording to NOx technical code.
0208-0100AA2_GOP.fm
Page 2 - 52 32/40, 32/44K EJ_a

2.11.2 Load application for ship electrical systems

The specification of the IACS (Unified Requirement load steps for a load application from 0 % load to
M3) contains first of all guidelines for suddenly ap- 100 % load. Thereby this can be seen as guideline
plied load steps. Originally two load steps, each for four stroke engines and is reflected accordingly
50 %, were described. In view of the technical in the rules of the classification societies.
progress regarding increasing mean effective
Please be aware, that for marine engines load ap-
pressures, the requirements were adapted. Ac-
plication requirements must be clarified with the
cording to IACS and ISO 8528-5 following dia-
respective classification society as well as with the
gram is used to define – based on the mean
shipyard and the owner.
effective pressure of the respective engine – the
Pe [%]
100
90 1 1st Step
4
80 2 2nd Step
70 3 3rd Step
3
60 4 4th Step
50 Pe [%] Load application
40 2 of continuous rating
30 pe [bar] Mean effective

pressure (mep) of the
20 continuous rating
10
1
0
5 10 15 20 25 30
pe [bar]
Figure 2-14 Load application in steps as per IACS and ISO 8528-5
Note!
Higher load steps than listed in general are not
allowed.
0208-0302MA2.fm
B-BD 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF Page 2 - 53

Requirements of the classification societies

Minimum requirements concerning dynamic
speed drop, remaining speed variation and recov-
ery time during load application are listed below.
Classification Society Dynamic speed Remaining speed Recovery time until reach-
drop in% of the variation in% of the ing the tolerance band
nominal speed nominal speed ± 1 % of the respective
engine speed at the new
load
Germanischer Lloyd ≤ 10 % ≤5% ≤ 5 sec.
RINA
Lloyd´s Register ≤ 5 sec., max 8 sec.
American Bureau of Shipping ≤ 5 sec.
Bureau Veritas
Det Norske Veritas
ISO 8528-5
Table 2-12 Minimum requirements of the classification societies plus ISO rule
In case of a load drop of 100 % nominal engine

power, the dynamic speed variation must not ex-
ceed 10 % of the nominal speed and the remain-
ing speed variation must not surpass 5 % of the
nominal speed.
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-balance)
must be approved during the planning and ex-
amination phase.
• The possible failure of one engine must be
considered – please see "Section 2.11.4: Opera-
tion of vessels with electric propulsion – Failure of one
engine, page 2-57".
Questions concerning the dynamic operational
behaviour of the engine/s has to be clarified with
0208-0302MA2.fm
MAN & Turbo and should be a part of the contract.
Page 2 - 54 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF B-BD

2.11.3 Available outputs and permissible frequency deviations

General Limiting parameters
Generating sets, which are integrated in an elec- Max. torque
tricity supply system, are subjected to the frequen-
In case the frequency decreases, the available
cy fluctuations of the mains. Depending on the
output is limited by the maximum permissible
severity of the frequency fluctuations, output and
torque of the generating set.
operation respectively have to be restricted.
Max. speed for continuous rating
Frequency adjustment range
An increase in frequency, resulting in a speed that
According to DIN ISO 8528 - 5: 1997 - 11, operating is higher than the maximum speed admissible for
limits of > 2.5 % are specified for the lower and up- continuous operation, is only permissible for a
per frequency adjustment range. short period of time, i. e. for less than 2 minutes.
For engine-specific information see "Section: Engine
Operating range
and operation – Ratings (output) and speeds"
of the spe-
Depending on the preva iling local ambient condi- cific engine .
tions, a certain maximum continuous rating will be
available. Overload
In the output/speed and frequency diagrams, a According to DIN ISO 8528-1 load > 100 % of the
range has specifically been marked with “No con- rated engine output is permissible only for a short
tinuous operation allowed in this area”. Operation time to provide additional engine power for gov-
in this range is only permissible for a short period erning purpose only (e. g. transient load condi-
of time, i. e. for less than 2 minutes. In special cas- tions and suddenly applied load). This additional
es, a continuous rating is permissible if the stand- power shall not be used for the supply of electrical
ard frequency is exceeded by more than 3 %. consumers.
0208-0400AA2.fm
Figure 2-15 Permissible frequency deviations and corresponding max. output
^J_` Page 2 - 55
0208-0400AA2.fm
Page 2 - 56 ^J_`
2.11.4 Operation of vessels with electric propulsion – Failure of one engine

Operation of vessels with electric propulsion is de- Load application in case one engine fails
fined as parallel operation of main engines with
In case one engine fails, its output has to be made
generators forming a closed system.
up for by the remaining engines in the system
In the electrical system design of the plant the pos- and/or the load has to be decreased by reducing
sible failure of one engine has to be considered in the propulsive output and/or by switching off elec-
order to avoid overloading and under frequency of trical consumers.
the remaining engines with the risk of an electrical
The immediate load transfer to one engine does
blackout.
not always correspond with the load reserves that
Therefore we recommend to install a power man- the particular engine still has available in the re-
agement system. This ensures uninterrupted op- spective moment. That depends on its base load.
eration in the maximum output range and in case
The permissible load applications for such a case
one unit fails the power management system re-
can be derived from "Figure 2-16: Load application de-
duces the propulsive output or switches off less
pending on base load".
important energy consumers in order to avoid un-
der frequency.
According to the operating conditions it's the re-
sponsibility of the ship's operator to set priorities
and to decide which energy consumer has to be
switched off.
The base load should be chosen as high as possi-
ble to achieve an optimum engine operation and
lowest soot emissions.
The optimum operating range and the permissible
part loads are to be observed (see "Section 2.5: Low
load operation, page 2-37").
Figure 2-16 Load application depending on base load

0208-0600MA2.fm
E-BD 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF Page 2 - 57

The maximum engine load per engine in a multi-

engine plant, dependent on the total number of
operating engines, which doesn't lead to a total
output reduction in case one engine fails, can be
derived (see "Table 2-13: Load application in case one
engine fails").
No. of engines running-in the system 3 4 5 6 7 8 9 10
Utilisation of engines’ capacity during system 50 75 80 83 86 87.5 89 90

operation in (%) of Pmax
Table 2-13 Load application 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 op-

erating at 100 % load is:
Pmax = 4 × 12,170kW = 48,680kW = 100%
If the present system load is P0 = 39,000, each en-

gine runs with:
100% × P0 Pmax = 100% × 39,000 48,680 = 80%Load
In case one unit suddenly fails, an immediate

transfer of 20 % engine output is possible accord-
ing to the diagram, i. e. from 80 % to 100 % en-
gine output.
100 % engine output of the remaining
3 engines is calculated as follows:
P1 = 3 × 12,170kW ≈ 36,500kW
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.
0208-0600MA2.fm
Page 2 - 58 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF E-BD

2.11.5 Alternator – Reverse power protection

Demand for reverse power protection Adjusting the reverse power protection relay
For each alternator (arranged for parallel opera- The necessary power to drive an unfired diesel or
tion) a reverse power protection device has to be gas engine at nominal speed cannot exceed the
provided because if a stopped combustion engine power which is necessary to overcome the internal
(fuel admission at zero) is being turned it can friction of the engine. This power is called motoring
cause, due to poor lubrication, excessive wear on power. The setting of the reverse-power relay
the engine´s bearings. This is also a classifications’ should be, as stated in the classification rules,
requirement. 50 % of the motoring power. To avoid false trip-
ping of the alternator circuit breaker a time delay
Definition of reverse power has to be implemented. A reverse power >> 6 %
If an alternator, coupled to a combustion engine, is mostly indicates serious disturbances in the gen-
no longer driven by this engine, but is supplied erator operation.
with propulsive power by the connected electric This facts are summarized in the "Table 2-14: Adjust-
grid and operates as an electric motor instead of ing the reverse power relay".
working as an alternator, this is called reverse
power. The speed of a reverse power driven en- Admissible reverse Time delay for tripping
gine is accordingly to the grid frequency and the power Pel [%] the alternator circuit
rated engine speed. breaker [sec]
Pel < 3 30
Examples for possible reverse power
3 ≤ Pel < 8 3 to 10
• Due to lack of fuel the combustion engine no
longer drives the alternator, which is still con- Pel ≥ 8 No delay
nected to the mains.
Table 2-14 Adjusting the reverse power relay
• Stopping of the combustion engine while the
driven alternator is still connected to the electric
grid.
• On ships with electric drive the propeller can
also drive the electric traction motor and this in
turn drives the alternator and the alternator
drives the connected combustion engine.
• Sudden frequency increase, e. g. because of a
load decrease in an isolated electrical system
-> if the combustion engine is operated at low
load (e. g. just after synchronising).
0208-1000AA2.fm
_J_a Page 2 - 59
0208-1000AA2.fm
Page 2 - 60 _J_a
2.11.6 Earthing measures of diesel engines and bearing insulation on alternators

General Measures to be taken on the alternator
The use of electrical equipment on diesel engines Because of slight magnetic unbalances and ring
requires precautions to be taken for protection excitations, shaft voltages, i. e. voltages between
against shock current and for equipotential bond- the two shaft ends, are generated in electrical ma-
ing. These not only serve as shock protection but chines. In the case of considerable values (e. g.
also for functional protection of electric and elec- > 0.3 V), there is the risk that bearing damage oc-
tronic devices (EMC protection, device protection curs due to current transfers. For this reason, at
in case of welding, etc.). least the bearing that is not located on the drive
end is insulated on alternators approx. > 1 MW.
For verification, the voltage available at the shaft
voltage) is measured while the alternator is running
and excited. With proper insulation, a voltage can
be measured. In order to protect the prime mover
and to divert electrostatic charging, an earthing
brush is often fitted on the coupling side.
Observation of the required measures is the alter-
nator manufacturer’s responsibility.
Consequences of inadequate bearing

insulation on the alternator, and insulation check
In case the bearing insulation is inadequate, e. g.,
if the bearing insulation was short-circuit by a
measuring lead (PT100, vibration sensor), leakage
currents may occur, which result in the destruction
of the bearings. One possibility to check the insu-
lation with the machine at standstill (prior to cou-
pling the alternator to the engine; this, however, is
only possible in the case of single-bearing alterna-
Figure 2-17 Earthing connection on engine
tors) would be to raise the alternator rotor (insulat-
ed, in the crane) on the coupling side, and to
Earthing connections on the engine
measure the insulation by means of the Megger
Threaded bores M12, 20 mm deep, marked with test against earth (in this connection, the max.
the earthing symbol have been provided in the en- voltage permitted by the alternator manufacturer is
gine foot on both ends of the engines. to be observed!).
It has to be ensured that earthing is carried out im- If the shaft voltage of the alternator at rated speed
mediately after engine set-up! (If this cannot be ac- and rated voltage is known (e. g. from the test
complished any other way, at least provisional record of the alternator acceptance test), it is also
earthing is to be effected right at the beginning.) possible to carry out a comparative measurement.
If the measured shaft voltage is lower than the re-
sult of the “earlier measurement” (test record), the
alternator manufacturer should be consulted.
0208-1100MBQcrK2.fm
L-BB 32/40, 32/44K, 32/44CR Page 2 - 61

Earthing conductor
The nominal cross section of the earthing conduc-
tor (equipotential bonding conductor) has to be
selected in accordance with DIN VDE 0100, part
540 (up to 1000 V) or DIN VDE 0141 (in excess of
1 KV).
Generally, the following applies:
The protective conductor to be assigned to the
largest main conductor is to be taken as a basis
for sizing the cross sections of the equipotential
bonding conductors.
Flexible conductors have to be used for the con-
nection of resiliently mounted engines.
Execution of earthing
On vessels, earthing must be done by the shipyard
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
In order to prevent damage on electrical compo-
nents, it is imperative to earth welding equipment
close to the welding area, i. e., the distance be-
tween the welding electrode and the earthing con-
nection should not exceed 10 m.
0208-1100MBQcrK2.fm
Page 2 - 62 32/40, 32/44K, 32/44CR L-BB

2.12.1 Fuel oil consumption for emission standard: IMO Tier II
2.12 Fuel oil; lube oil; starting air/control air consumption
Engine L32/44K – GenSet

530 kW/cyl., 720 rpm or 530 kW/cyl., 750 rpm
% Load 100 851) 75 50 25
Specific fuel consumption (g/kWh) without attached pumps2)3)4) 180.9 177 178.2 185.3 203.3
Table 2-15 Fuel oil consumption L32/44K – GenSet

1) Warranted fuel consumption at 85 % MCR.
2) Tolerance
for warranty +5 %. Note! The additions to fuel gas consumption must be considered before the tolerance
for warranty is taken into account.
3)
Based on reference conditions, see "Table 2-18: Reference conditions L32/44K".
4) Relevant for engine´s certification for compliance with the NO limits according E2/D2 Test cycle.
x
Additions to fuel consumption (g/kWh)
% 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 operation with MGO +2.0 +2.0 +2.0 +2.0 +2.0
For exhaust gas back pressure after turbine > 30 mbar Every additional 1 mbar (0.1 kPa) backpressure addition of
0.05 g/kWh to be calculated
Charge air blow off for exhaust gas temperature control For every increase of the exhaust gas temperature by 1 °C, due to
(plants with catalyst converter) activation of charge air blow-off device, an addition of 0.1 g/kWh
to be calculated
Table 2-16 Additions to fuel consumption
Idle running fuel consumption (kg/h)
No. of cylinders 6L 7L 8L 9L 10L
Speed 720/750 rpm 45 52 60 67 75
Table 2-17 Fuel oil consumption at idle running

0209-0000MQK2.fm
hJ_` 32/44K Page 2 - 63

Reference conditions (according to ISO 3046-1: 2002; ISO 15550:2002)
Air temperature before turbocharger tr °C 25
Ambient pressure pr bar 1
Relative humidity Φr % 30
Engine type specific reference charge air temperature before cylinder tbar1) °C 40
Net calorific value NCV kJ/kg 42,700
Table 2-18 Reference conditions L32/44K

1) Specifiedreference charge air temperature corresponds to a mean value for all cylinder numbers that will be achieved
with 25° C LT cooling water temperature before charge air cooler (according to ISO).
IMO Tier II Requirements:

For detailed information see "Section 5.3.1: Cooling
water system diagram, page 5-27".
IMO: International Maritime Organization
MARPOL 73/78; Revised Annex VI-2008, Regula-
tion 13.
Tier II: NOx technical code on control of emission
of nitrogen oxides from diesel engines.
0209-0000MQK2.fm
Page 2 - 64 32/44K KJ_`

2.12.2 Lube oil consumption
2.12.2 Lube oil consumption

Engine L32/44K
530 kW/cyl.; 720 rpm or 530 kW/cyl.; 750 rpm
Specific lube oil consumption. . . . . . 0.5 g/kWh
Total lube oil consumption [kg/h]1)
No. of cylinders 6L 7L 8L 9L 10L
Speed 720/750 rpm 1.6 1.9 2.2 2.4 2.7
Table 2-19 Total lube oil consumption L32/44K

1) Tolerance for warranty +20 %.
Note!
As a matter of principle, the lubricating oil con-
sumption is to be stated as total lubricating oil
consumption related to the tabulated ISO full
load output (see "Section 2.3: Ratings (output) and
speeds, page 2-19").
0209-0200MQK2.fm
B-BD 32/44K Page 2 - 65

2.12.3 Starting air/control air consumption
2.12.3 Starting air/control air consumption
Number of cylinders 6L 7L 8L 9L 10L

1) 2)
Air consumption per start Nm³ 2.5 2.8 2.8 3.0 3.0
Air consumption per Jet Assist activation 2.3 3.0 3.0 3.0 3.0
(*5 sec. duration)3)
Air consumption per slow turn manoeuvre1) 4) 5.0 5.5 5.5 6.0 6.0
Table 2-20 Starting air consumption L32/44K

1) The air consumption per starting manoeuvre/slow turn activation depends on the inertia moment of the unit. The stated air
consumption refers only to the engine. For the GenSets an higher air consumption needs to be considered (approx. 50 %
increased).
2)
Nm³ corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.
3) The above-mentioned air consumption per Jet Assist activation is valid for a jet duration of 5 seconds. The jet duration may
vary between 3 sec and 10 sec, depending on the loading (average jet duration 5 sec).
4) Required for plants with Power Management System demanding automatic engine start. The air consumption per slow turn
activation depends on the inertia moment of the unit. This value does not include the needed air consumption for the
automically activated engine start after end of the slow turn manoeuvre.
0209-0200MQK2.fm
Page 2 - 66 32/44K B-BD

2.12.4 Recalculation of liquid fuel consumption dependent on ambient conditions

In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal combustion engines – Performance,
Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods – Additional requirements for en-
gines for general use” MAN Diesel & Turbo specifies for liquid fuel the method for recalculation of fuel con-
sumption dependent on ambient conditions for single-stage turbocharged engines as follows:
β = 1+ 0.0006 × ( t x − tr ) + 0.0004 × ( tbax − tbar ) + 0.07 × ( pr − p x )
The formula is valid within the following limits:

+ Ambient air temperature 5° C – 55° C
+ Charge air temperature before cylinder 25° C – 75° C
+ Ambient air pressure 0.885 bar – 1.030 bar
bx
bx = br ×β br =
β
ß Fuel consumption factor
tbar Engine type specific reference charge air temperature before cylinder
see Reference conditions" in Fuel oil; lube oil; starting air/control air consumption".
Legend Reference At test run or at site
Specific fuel consumption [g/kWh] br bx
Ambient air temperature [°C] tr tx

Charge air temperature before cylinder [°C] tbar tbax
Ambient air pressure [bar] pr px
Example
Reference values:
br = 200 g/kWh, tr = 25° C, tbar = 40° C, pr = 1.0 bar
At Site:
tx = 45° C, tbax = 50° C, px = 0.9 bar
ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023
bx = ß x br = 1.023 x 200 = 204.6 g/kWh
0209-0300AA2.fm
D-BD Page 2 - 67
0209-0300AA2.fm
Page 2 - 68 D-BD
2.12.5 Aging
2.12.5 Aging
$JLQJFXUYH .&5&56&5

early maintenance every 12000 or 30000 operating hrs

late maintenance every 15000 or 40000 operating hrs

,QFUHDVHRIIXHOFRQVXPSWLRQ>@

Note: The projected increase of fuel consumption, shown on the graph has to be seen as a standard. As this will be influenced by several basic conditions, e.g. care
and maintenance of the engine and its supply systems (fuel, lube oil, pressurized air) as well as fuel, lube oil and intake air quality. An addition to the shown value of
up to 1% absolute shall be regarded as contractually admissible and without any consequences for MAN Diesel and Turbo.

2SHUDWLQJKRXUV>[K@
Figure 2-18 Influence from total engine running time and service intervals on fuel oil consumption
The fuel oil consumption will increase over the run-

ning time of the engine. Proper service can reduce
or eliminate this increase. Dependencies can be
seen in "Figure 2-18: Influence from total engine running
time and service intervals on fuel oil consumption".
0209-0400MQcr23+K.fm
J-BC 32/44K, 32/44CR, 32/44CR SCR Page 2 - 69

2.12.5 Aging
0209-0400MQcr23+K.fm
Page 2 - 70 32/44K, 32/44CR, 32/44CR SCR J-BC

2.13.1 Nominal values for cooler specification – L32/44K
2.13 Planning data for emission standard: IMO Tier II

Reference conditions: Tropics
Air temperature °C 45
Cooling water temp. bef. charge air cooler (LT stage) 38
Air pressure bar 1
Relative humidity % 50
Engine output kW 3,180 3,710 4,240 4,770 5,300
Heat to be dissipated1)
Cooling water (C.W.) cylinder kW 431 500 576 644 719
Charge air cooler; cooling water HT 953 1,129 1,257 1,437 1,565
Charge air cooler; cooling water LT 462 550 627 715 795
Lube oil (L.O.) cooler 407 472 542 608 678
Cooling water fuel nozzles 12 14 16 19 21
Heat radiation engine 112 131 150 168 187
Flow rates2)
HT circuit (C.W. cylinder + charge air cooler HT) m3/h 42 49 56 63 70
LT circuit (L.O. cooler + charge air cooler LT) 66 77 88 99 110
Lube oil (4 bar before engine) including flushing oil 110 120 130 140 150
amount of attached lube oil automatic filter of 14 m³/h
Cooling water fuel nozzles 1.0 1.2 1.4 1.6 1.8
LT cooling water turbocharger compressor wheel 1.4
Table 2-21 Nominal values for cooler specification – L32/44K (1 of 2)

0210-0000MQK2.fm
D-BD 32/44K Page 2 - 71

Pumps
a) Engine driven pumps
HT circuit cooling water (4.5 bar) m³/h 70
LT circuit cooling water (4.5 bar) 140 225
Lube oil (8.0 bar) for application with constant speed 120 120 141 141 162
Lube oil (8.0 bar) for application with variable speed 110+z 120+z 130+z 140+z 150+z
b) External pumps3)
HT circuit cooling water (4.3 bar) m³/h 42 49 56 63 70
LT circuit cooling water (3.0 bar) Depending on plant design
Lube oil (8.0 bar) 100+z 110+z 120+z 130+z 140+z
Cooling water fuel nozzles (3.0 bar) 1.0 1.2 1.4 1.6 1.8
MGO/MDO supply pump (7.0 bar) 2.5 2.9 3.3 3.8 4.2
HFO supply pump (7.0 bar) 1.3 1.5 1.7 2.0 2.2
HFO circulating pump (7.0 bar) 2.5 2.9 3.3 3.8 4.2
Note!
You will find further planning datas for the listed subjects in the corresponding chapters.
- Minimal heating power required for preheating HT cooling water see "Paragraph: H-001/Preheater, page 5-35".
- Minimal heating power required for preheating lube oil see "Paragraph: H-002/Lube oil heater – Single main engine, page
5-19" and "Paragraph: H-002/Lube oil heating – Multi-engine plant, page 5-19".
- Capacities of prelubrication/postlubrication pumps see "Section 5.2.3: Prelubrication/postlubrication, page 5-21".
- Capacities of preheating/postcooling pumps see "Paragraph: H-001/Preheater, page 5-35".
Table 2-21 Nominal values for cooler specification – L32/44K (2 of 2)

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
Basic values for layout design of the coolers.
3)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of additonal external automatic filter.
Note!
Operating pressure data without further specification are given below/above atmospheric pres-
sure.
0210-0000MQK2.fm
Page 2 - 72 32/44K D-BD

2.13.2 Temperature basis, nominal air and exhaust gas data – L32/44K
2.13.2 Temperature basis, nominal air and exhaust gas data – L32/44K
Cooling water temp. bef. charge air cooler 38

(LT stage)
Air pressure bar 1
Number of cylinders - 6L 7L 8L 9L 10L
Engine output kW 3,180 3,710 4,240 4,770 5,300
Temperature basis
HT cooling water engine outlet1) °C 90
LT cooling water air cooler inlet 38 °C (Setpoint 32 °C)2)
Lube oil engine inlet 65
Cooling water fuel nozzles inlet 60
Air data
Temperature of charge air at charge air °C 55 53 55 54 55

cooler outlet
Air flow rate3) m3/h 18,530 21,640 24,740 27,750 30,860
t/h 20.3 23.7 27.1 30.4 33.8
Charge air pressure (absolute) bar 4.76
Air required to dissipate heat radiation m³/h 35,960 42,060 48,160 53,940 60,040
(engine) (t2–t1 = 10 °C)
Exhaust gas data4)
Volume flow (temperature turbocharger m3/h 38,800 44,130 50,280 56,610 62,940
outlet)5)
Mass flow t/h 20.9 24.4 27.8 31.3 34.8
Temperature at turbine outlet °C 357
Heat content (190 °C) kW 1,047 1,214 1,395 1,561 1,744
Permissible exhaust gas back pressure mbar < 30

after turbocharger
0210-0000MQK2.fm
Table 2-22 Temperature basis, nominal air and exhaust gas data – L32/44K
1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2) For design see "Section 5.3.2: Cooling water system description, page 5-33".
D-BD 32/44K Page 2 - 73

2.13.3 Load specific values at tropical conditions – L32/44K
3)
Under above mentioned reference conditions.
4)
Tolerances: Quantity ±5 %; temperature ±20 °C.
5) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
Note!
sure.

Engine output % 100 85 75 50
kW/cyl. 530 451 398 265
Speed rpm 720/750
Air pressure bar 1
Cooling water cylinder kJ/kWh 489 534 558 685
Charge air cooler; cooling water HT2) 1,067 1,068 1,005 791
Charge air cooler; cooling water LT2) 532 572 576 584
Lube oil cooler 460 502 520 634
Cooling water fuel nozzles 16 -
Heat radiation engine

L-engine 127 139 146 192
Air data
Temperature of charge air °C

after compressor 268 249 231 183
at charge air cooler outlet 55 53 51 46
Air flow rate kg/kWh 6.37 7.04 7.32 8.20
Charge air pressure (absolute) bar 4.76 4.44 4.03 2.94
Table 2-23 Load specific values at tropical conditions – Engine L32/44K (1 of 2)

0210-0000MQK2.fm
Page 2 - 74 32/44K D-BD

kW/cyl. 530 451 398 265
Speed rpm 720/750
Exhaust gas data3)
Mass flow kg/kWh 6.85 7.25 7.50 7.60
Temperature at turbine outlet °C 357 306 293 296
Heat content (190 °C) kJ/kWh 1,186 897 824 953
Permissible exhaust gas back pressure after mbar < 30 -

turbocharger (maximum)
Tolerances refer to 100 % load
Table 2-23 Load specific values at tropical conditions – Engine L32/44K (2 of 2)

2) The
values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 8L32/44K.
3) Tolerances: Quantity ±5 %; temperature ±20 °C.
Note!
sure.
0210-0000MQK2.fm
D-BD 32/44K Page 2 - 75

2.13.4 Load specific values at ISO-conditions L32/44K
2.13.4 Load specific values at ISO-conditions L32/44K
Reference conditions: ISO
Air pressure bar 1
kW/cyl. 530 451 398 265
Speed rpm 720/750
Cooling water cylinder kJ/kWh 397 434 454 561
Charge air cooler; cooling water HT2) 929 918 851 625
Charge air cooler; cooling water LT2) 473 506 508 532
Lube oil cooler 407 444 461 564
Cooling water fuel nozzles 16 -
Heat radiation L-engine 165 180 190 249
Air data
Temperature of charge air °C

after compressor 239 221 204 159
at charge air cooler outlet 36 34 33 30
Air flow rate kg/kWh 6.67 7.37 7.66 8.58
Charge air pressure (absolute) bar 4.80 4.47 4.06 2.97
Exhaust gas data3)
Mass flow kg/kWh 6.86 7.56 7.85 8.78
Temperature at turbine outlet °C 314 267 255 259
Heat content (190 °C) kJ/kWh 916 617 540 645
Permissible exhaust gas back pressure after turbocharger mbar < 30 -

(maximum)
Tolerances refer to 100 % load
Table 2-24 Load specific values at ISO-conditions – Engine L32/44K

0210-0000MQK2.fm
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 8L32/44K.
3)
Tolerances: Quantity ±5 %; temperature ±20 °C.
Page 2 - 76 32/44K D-BD

2.13.5 Filling volumes and flow resistances
Note!
sure.
2.13.5 Filling volumes and flow resistances
Water and oil volume – Turbocharger at counter coupling side
No. of cylinders 6 7 8 9 10
HT cooling water1) approx. litre 234 269 303 337 371
LT cooling water2) approx. 71 76 76 78 78
Lube oil dry oil sump
Water and oil volume – Turbocharger at coupling side
HT cooling water1) approx. litre 273 312 349 388 425
LT cooling water2) approx. 52 57 57 59 59
Lube oil dry oil sump
Table 2-25 Water and oil volume of engine

1) HT-water volume engine: HT-part of charge air cooler, cylinder unit, piping.
2) LT-water
volume engine: LT-part of charge air cooler, piping.
Service tanks Installation1) Minimum effective capacity

height
- m m³
No. of cylinders - 6 7 8 9 10
Cooling water cylinder 6 ... 9 0.5
Required diameter for expan- -

≥DN502)
sion pipeline
Lube oil
in Baseframe3) - 3.0 3.5 4.0 4.5 5.0
in Baseframe4) - 5.0 6.0 6.5 7.5 8.0
Table 2-26 Service tanks capacity

1) Installation
height refers to tank bottom and crankshaft centre line.
2)
Cross-secional area should correspond to that of the venting pipes.
3) Marine engines with attached lube oil pump.
4) Marine engines with free-standing lube oil pump; capacity of the run-down lube oil tank included.
0210-0000MQK2.fm
D-BD 32/44K Page 2 - 77

2.13.6 Operating/service temperatures and pressures
Flow resistance bar
Charge air cooler (HT stage) 0.35 per cooler
Charge air cooler (LT stage) 0.40 per cooler
Cylinder (HT cooling water) 1.01)
Fuel nozzles (HT cooling water) 1.5
Table 2-27 Flow resistance

1) Adjustable
orifice installed in HT cooling water circuit for
adjusting the volume flow.
2.13.6 Operating/service temperatures and pressures1

Operating temperatures
Air Air before compressor ≥ 5 °C, max. 45 °C1)

Charge Air Charge air before cylinder 45...58 °C2)
Coolant Engine coolant after engine 90 °C3), max. 95 °C
Engine coolant preheated before start ≥ 60 °C

Coolant before charge air cooler LT stage 32 °C2), load reduction ≥ 38 °C1)
Coolant nozzle cooling 55...60 °C
Lubricating oil Lubricating oil before engine/before turbocharger 65 °C2), Alarm/Stop ≥ 70 °C
Lubricating oil preheated before start ≥ 40 °C

Fuel MGO (DMA, DMZ) and MDO (DMB) according ≤ 45 °C and Viscosity before engine: minimum
ISO 8217-2010 1.9 cSt, maximum 14 cSt4)
HFO according ISO 8217-2010 ≤ 150 °C and Viscosity before engine: minimum
1.9 cSt, maximum 14 cSt, recommended: 12 –
14 cSt4)
Preheating (HFO in day tank) ≥ 75 °C

Table 2-28 Operating temperatures
1) )
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
2)
Aim for a higher value in conditions of high air humidity (condensed water production).
3) Regulated temperature.
4) See "Section 4.6: Viscosity-temperature diagram (VT diagram), page 4-21".
Note!
sure.
0210-0000MQK2.fm
1
Valid for nominal output and nominal speed.
Page 2 - 78 32/44K D-BD

Operating pressures
Intake Air Air before turbocharger (negative pressure) 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 230 bar
Safety valve (opening pressure) 300 +7 bar
Crankcase Crankcase pressure max. 3 mbar
Crankcase pressure (with suction) Vacuum, max. –2.5 mbar
Safety valve (opening pressure) 50...70 mbar
Exhaust Exhaust gas back pressure after turbocharger (static) max. 30 mbar1)
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 2...3 bar
closed system 3...5 bar
Lubricating oil Lubrication oil – Prelubrication before engine 0.3...0.6 bar2)
Lubricating oil before engine 4...5 bar
Lubricating oil before turbocharger 1.3...1.7 bar
Fuel Fuel pressure before engine 6...8 bar
Fuel pressure before engine in case of black out min. 0.6 bar
(only engine start idling)
Differential pressure (engine feed/engine return) ≥ 1 bar

Maximum pressure variation in front of engine ±0.5 bar
Fuel injection valve (Opening pressure) 440 +10 bar
Fuel injection valve (Opening pressure for new springs) 460 bar
Note!
Variations of the mandatory values can cause rating reduction of the engine rather affect the operation of the
engine negative.
Table 2-29 Operating pressures

1) At
a total exhaust gas back pressure of the designed exhaust gas line of more than 30 mbar the available engine perform-
ance needs to be recalculated.
2)
Note! Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 °C.
0210-0000MQK2.fm
D-BD 32/44K Page 2 - 79

Exhaust gas back pressure

An increased exhaust gas back pressure
(static > 30 mbar) raises the temperature level of
the engine and will be considered when calculat-
ing a required derating by adding 2.5 K to the am-
bient air temperature for every 10 mbar of the
increased exhaust gas back pressure after tur-
bine.
Note!
sure.
0210-0000MQK2.fm
Page 2 - 80 32/44K D-BD

2.13.7 Internal media systems

Internal fuel system
0210-0000MQK2.fm
Figure 2-19 Internal fuel system
D-BD 32/44K Page 2 - 81

Internal cooling water system
0210-0000MQK2.fm
Figure 2-20 Internal cooling water system
Page 2 - 82 32/44K D-BD

Internal lube oil system

0210-0000MQK2.fm
Figure 2-21 Internal lube oil system
D-BD 32/44K Page 2 - 83

Internal pressure air system
0210-0000MQK2.fm
Figure 2-22 Internal pressure air system
Page 2 - 84 32/44K D-BD

2.14 Venting amount of crankcase and turbocharger
As described under the Crankcase vent and tank

vent" it is needed to ventilate the engine crankcase
and the turbocharger. For layout of the ventilation
system following statement should serve as a
guide:
Due to normal blow by of the piston ring package
small amounts of gases of the combustion cham-
ber get into the crankcase and carry along oil dust.
• The amount of crankcase vent gases is approx.
0.1 % of the engine´s air flow rate.
• The temperature of the crankcase vent gases is
approx. 5 K higher than the oil temperature at
the engine´s oil inlet.
• The density of crankcase vent gases is
1.0 kg/m³ (assumption for calculation).
Sealing air of the turbocharger additionally needs
to be vented.
• The amount of turbocharger sealing air is ap-
prox. 0.2 % of the engine´s air flow rate.
• The temperature of turbocharger sealing air is
approx. 5 K higher than the oil temperature at
the engine´s oil inlet.
• The density of turbocharger sealing air is
1.0 kg/m³ (assumption for calculation).
0210-0100MA2.fm
J-BB 28/33D, 28/33D STC, 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF Page 2 - 85
0210-0100MA2.fm
Page 2 - 86 28/33D, 28/33D STC, 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF J-BB
2.15.1 Maximum allowed emission value NOx IMO Tier II
2.15 Exhaust gas emission
2.15.1 Maximum allowed emission value NOx IMO Tier II

IMO Tier II: Engine in standard version1
Engine L32/44K
Rated output kW/cyl. 530 530

Rated speed rpm 720 750
NOx 1) 2) 3) g/kWh 9.684) 9.594)

IMO Tier II cycle D2/E2/E3
Note!
The engine´s certification for compliance with the NOx limits will be carried out during factory acceptance test, FAT
as a single or a group certification.
Table 2-30 Maximum allowable emission value NOx – Engine L32/44K

1) Cyclevalues as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO).
2) Calculated
as NO2.
D2: Test cycle for "constant-speed auxiliary engine application".
E2: Test cycle for "constant-speed main propulsion application" including diesel-electric drive and all
controllable-pitch propeller installations).
E3: Test cycle for "propeller-law-operated main and propeller-law operated auxiliary engine” application.
3) Contingent to a charge air cooling water temperature of. max. 32 °C at 25 °C sea water temperature.
4) Maximum allowed NO emissions for marine diesel engines according to IMO Tier II:
x
130 ≤ n ≤ 2,000 → 44 * n–0.23 g/kWh (n = rated engine speed in rpm).
2.15.2 Smoke emission index (FSN)

Smoke index FSN for engine loads ≥ 10 % load
well below limit of visibility (0.4 FSN).
Valid for all specified fuels and for normal engine
operation.
0211-0000MQK2.fm
1
Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from
Ships, "Revised MARPOL Annex VI (Regulations for the Prevention of Air Pollution from Ships), Regulation 13.4
(Tier II)" as adopted by the International Maritime Organization (IMO).
J-BC 32/44K Page 2 - 87

2.15.2 Smoke emission index (FSN)
0211-0000MQK2.fm
Page 2 - 88 32/44K J-BC

2.15.3 Exhaust gas components of medium speed four-stroke diesel engines

The exhaust gas is composed of numerous con- some of these are to be considered as harmful
stituents which are formed either from the com- substances.
bustion air, the fuel and lube oil used or see "Table
For the typical exhaust gas composition of a MAN
2-31: Exhaust gas constituents for liquid fuel (only for
Diesel & Turbo four-stroke engine without any ex-
guidance)" which are chemical reaction products
haust gas treatment devices see "Table 2-31: Ex-
formed during the combustion process. Only
haust gas constituents for liquid fuel (only for guidance)".
Main exhaust gas constituents approx. [% by volume] approx. [g/kWh]
Nitrogen N2 74.0 – 76.0 5,020 – 5,160
Oxygen O2 11.6 – 13.2 900 – 1,030
Carbon dioxide CO2 5.2 – 5.8 560 – 620
Steam H2O 5.9 – 8.6 260 – 370
Inert gases Ar, Ne, He... 0.9 75
Total > 99.75 7,000
Additional gaseous exhaust gas approx. [% by volume] approx. [g/kWh]

constituents considered as pollut-
ants
Sulphur oxides SOx1) 0.07 10.0
Nitrogen oxides NOx2) 0.07 – 0.15 8.0 – 16.0
Carbon monoxide CO3) 0.006 – 0.011 0.4 – 0.8
Hydrocarbons HC4) 0.1 – 0.04 0.4 – 1.2
Total < 0.25 26
Additionally suspended exhaust gas approx. [mg/Nm3] approx. [g/kWh]

constituents, PM5)
operating on operating on
6) 7) 6)
MGO HFO MGO HFO7)
Soot (elemental carbon)8) 50 50 0.3 0.3
Fuel ash 4 40 0.03 0.25
Lube oil ash 3 8 0.02 0.04
Note!
At rated power and without exhaust gas treatment.
Table 2-31 Exhaust gas constituents for liquid fuel (only for guidance)
0211-0200MA2.fm
1)
SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5 % by weight.
2)
NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
J-BC 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF Page 2 - 89
3)
CO according to ISO-8178 or US EPA method 10.
4)
HC according to ISO-8178 or US EPA method 25 A.
5) PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6) Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01 % and an ash content of the lube oil of 1.5 %.
7)
Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1 % and an ash content of the lube oil of 4.0 %.
8)
Pure soot, without ash or any other particle-borne constituents.
Carbon dioxide CO2 Hydrocarbons HC

Carbon dioxide (CO2) is a product of combustion The hydrocarbons (HC) contained in the exhaust
of all fossil fuels. gas are composed of a multitude of various organ-
ic compounds as a result of incomplete combus-
Among all internal combustion engines the diesel
tion.
engine has the lowest specific CO2 emission
based on the same fuel quality, due to its superior Due to the efficient combustion process, the HC
efficiency. content of exhaust gas of MAN Diesel & Turbo
four-stroke diesel engines is at a very low level.
Sulphur oxides SOx
Particulate matter PM
Sulphur oxides (SOx) are formed by the combus-
tion of the sulphur contained in the fuel. Particulate matter (PM) consists of soot (elemental
carbon) and ash.
Among all systems the diesel process results in
the lowest specific SOx emission based on the
same fuel quality, due to its superior efficiency.
Nitrogen oxides NOx (NO + NO2)

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
grades) and oxygen (contained in the combustion
air) to nitrogen oxides (NOx).
Carbon monoxide CO
Carbon monoxide (CO) is formed during incom-
plete combustion.
In MAN Diesel & Turbo four-stroke diesel engines,
optimisation of mixture formation and turbocharg-
ing process successfully reduces the CO content
of the exhaust gas to a very low level.
0211-0200MA2.fm
Page 2 - 90 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF J-BC
2.16.1 Airborne noise
2.16 Noise

Engine L32/44K
Output 530 kW/cyl., speed = 720/750 rpm
Sound pressure level Lp: . . . approx. 109 dB(A)
• Measuring points
A total of 19 measuring points at 1 meter dis-
tance from the engine surface are distributed
evenly around the engine according to ISO
6798. The noise at the exhaust outlet is not in-
cluded.
• Octave level diagram
In the octave level diagram below, the maxi-
mum averaged octave levels of all measuring
points have been linked by graphs for compa-
rable engines. The data will change depending
on the acoustical properties of the environ-
ment.
0212-0000MQK2.fm
Figure 2-23 Octave level diagram L32/44K – Sound pressure level Lp – Airborne noise
J-BC 32/44K Page 2 - 91

0212-0000MQK2.fm
Page 2 - 92 32/44K J-BC

2.16.2 Intake noise
2.16.2 Intake noise

Engine L32/44K This data is required and valid only for ducted air
intake systems. The data is not valid if the stand-
Sound power level Lw: . . . approx. ≤ 143 dB(A)
ard air filter silencer is attached to the turbocharg-
• Measurements er.
The intake noise of the turbocharger is meas-
ured at turbocharger test bed with open (unsi-
lenced) air intake. For determination of sound
power level a hypothetical hemispherical sur-
face is assumed. In the lower frequency range
the typical engine intake noise is added based
on measurements in the intake pipe.
The sound power level Lw of the unsilenced in-
take noise in the intake pipe is approximately
143 dB(A) at rated output. The octave level of
the sound power is shown in the diagram be-
low. The maximum averaged octave levels of all
measuring points have been linked by graphs
for comparable engines. The data will change
depending on the acoustical properties at the
measurement points.
0212-0200MQK2.fm
Figure 2-24 Octave level diagram L32/44K – Sound power level Lw – Unsilenced intake noise
J-BC 32/44K Page 2 - 93

2.16.2 Intake noise
0212-0200MQK2.fm
Page 2 - 94 32/44K J-BC

2.16.3 Exhaust gas noise

Engine L32/44K
Sound power level Lw:. . . . approx. ≤ 145 dB(A)
• Measurements
The unsilenced exhaust gas noise is measured
according to internal MAN guidelines at several
positions in the exhaust pipe.
The sound power level Lw of the unsilenced ex-
haust noise in the exhaust pipe is approximate-
ly 145 dB(A) at rated output. The octave level of
the sound power is shown in the diagram be-
low. The maximum averaged octave levels of all
measuring points have been linked by graphs
for comparable engines. The data will change
depending on the acoustical properties at the
measurement points.
Figure 2-25 Octave level diagram L32/44K – Sound power level Lw – Unsilenced exhaust noise
0212-0300MQK2.fm
J-BC 32/44K Page 2 - 95

0212-0300MQK2.fm
Page 2 - 96 32/44K J-BC

2.17 Arrangement of attached pumps
Figure 2-26 Attached pumps L32/44K
Note!
The final arrangement of the L.O. and cooling
water pumps will be made due to the inquiry or
order.
0217-0000MQK2.fm
J-BC 32/44K Page 2 - 97

0217-0000MQK2.fm
Page 2 - 98 32/44K J-BC

2.18.1 General requirements for engine foundation
2.18 Foundation

Plate thicknesses
The stated material dimensions are recommenda-
tions, calculated for steel plates. Thicknesses
smaller than these should not be allowed. When
using other materials (e.g. aluminium), a sufficient
margin has to be added.
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: Af-
ter 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 types) also be
observed.
The girders must be aligned exactly above and un-
derneath 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 out-
er girders.
Top plate supporting

0218-0000MA2.fm
Provide support in the area of the frames from the

nearest girder below.
J-BC 28/33D, 28/33D STC, 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF Page 2 - 99
0218-0000MA2.fm
Page 2 - 100 28/33D, 28/33D STC, 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF J-BC
2.18.2 Resilient mounting of GenSets

Resilient mounting of GenSets The exact setting can be found in the calculation
of the conical mountings for the plant in question.
On resilient mounted GenSets, the diesel engine
The support of the individual conical mounting can
and the alternator are placed on a common rigid
be made in one of the following three ways:
base frame mounted on the ship's/erection hall's
foundation by means of resilient supports, type 1. The support between the foundation and the
conical. base casting of the conical mounting is made
with a loose steel shim. This steel shim is ma-
All connections from the GenSet to the external
chined to an exact thickness (min. 40 mm) for
systems should be equipped with flexible connec-
each individual conical mounting.
tions, and pipes, gangway etc. must not be weld-
ed to the external part of the installation. 2. The support can also be made by means of
two steel shims, at the top a loose shim of at
Resilient support least 40 mm and below a shim of approx.
A resilient mounting of the GenSet is made with a 10 mm which are machined for each conical
number of conical mountings. The number and mounting and then welded to the foundation.
the distance between them depend on the size of 3. Finally, the support can be made by means of
the plant. These conical mountings are bolted to chockfast. It is recommended to use two steel
brackets on the base frame (see "Figure 2-27: Re- shims, the top shim should be loose and have
silient mounting of GenSets."). a minimum thickness of 40 mm, the bottom
The setting from unloaded to loaded condition is shim should be cast in chockfast with a thick-
normally between 5 – 11 mm for the conical ness of at least 10 mm.
mounting.
Figure 2-27 Resilient mounting of GenSets.

0218-0500MQK2dn.fm
K-BC 32/44K Page 2 - 101

Irrespective of the method of support, it is recom- .
mended to use a loose steel shim to facilitate a

possible future replacement of the conical mount-
ings.
Check of crankshaft deflection

The resilient mounted GenSet is normally delivered
from the factory with engine and alternator mount-
ed on the common base frame. Eventhough en-
gine and alternator have been adjusted by the
engine builder, with the alternator rotor placed cor-
rectly in the stator and the crankshaft deflection of
the engine (autolog) within the prescribed toler-
ances, it is recommended to check the crankshaft
deflection (autolog) before starting up the GenSet.
Figure 2-28 Support of conicals.

0218-0500MQK2dn.fm
Page 2 - 102 32/44K K-BC

======
3 Engine automation
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Page 3 - 1
Page 3 - 2
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3.1 SaCoSone GENSET system overview
The monitoring and safety system SaCoSone Local operating panel

GENSET serves for complete engine operation,
The local operating panel (LOP) is directly mount-
control, monitoring and safety of GenSets. All sen-
ed on the engine cushioned against vibration. It is
sors and operating devices are wired to the en-
equipped with a display module for the visualisa-
gine-attached units.
tion of all engine's operating and measuring data.
The SaCoSone design is based on high reliable and At the local operating panel, the engine can be ful-
approved components as well as modules spe- ly operated. Additional hardwired switches are
cially designed for installation on medium speed available for relevant functions.
engines.
The used components are harmonised to a ho-
mogenously system. The whole system is at-
tached to the engine cushioned against vibration.
Control unit
The Control unit consists of 2 control modules S
(CM-S). All sensors are connected to the control
unit:
• Control module/safety:
The CM-S safety system (CM-S/Safety) con-
tains the safety system and monitors all engine
operating data and initiates required actions
(i.e. load reduction or engine shutdown) in case
limit values are exceeded.
• Control module/alarm:
The CM-S alarming system (CM-S/alarm) con-
tains the engine control and alarm system. It
monitors all engine operating data and gener-
ates alarms prior to the corresponding safety
actions of the CM-S safety system in case limit
values are exceeded. In particular, it supervises
all necessary parameters for the engine-internal
functions and also provides a redundant over-
speed monitoring.
Interface cabinet
The interface cabinet is a floorstanding cabinet
providing the interface for all external systems and
the power supply. It contains fuses, relais for
24 VDC/110 VAC/230 VAC and VVT supply.
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System bus
The SaCoSone system bus connects all system modules. This redundant field bus system provides the
basis of data exchange between the modules and allows the takeover of redundant measuring values
from other modules in case of a sensor failure
.
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Engine automation
3.2 Power supply and distribution
The plant has to provide electric power for the au- For marine main engines, an uninterrupted power
tomation and monitoring system. In general an un- supply (UPS) is required which must be provided
interrupted 24 V DC power supply is required for by two individual supply networks. According to
SaCoSone. For control devices (e.g. valves, classification requirements it must be designed to
drives,...) 110/230 VAC and 400 VAC are re- guarantee the power supply to the connected sys-
quired. tems for a sufficiently long period if both supply
networks fail.
Figure 3-2 Power supply diagram

0302-0000MQK2.fm
J-BC 32/44K Page 3 - 5

Engine automation
Required power supplies
Voltage Consumer Notes
24 V DC SaCoSone All SaCoSone components in the Interface Cab-

inet and on the engine.
230 V 50/60 Hz SaCoSone Interface 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 3-1 Required power supplies
0302-0000MQK2.fm
Page 3 - 6 32/44K J-BC

Engine automation
3.3 Operation
3.3 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 Re-
mote Operating Panel or to an external automatic
system. A handshake is therefore necessary. For
applications with Integrated Automation Systems
(IAS) also the functionality of the Remote Operat-
ing Panel can be taken over by the IAS.
Figure 3-3 Control station changeover
On the screen displays, all the measuring points

acquired by means of can be shown in clearly ar-
ranged drawings and figures. It is not necessary to
install additional speed indicators separately.
0303-0000MA2.fm
K-BB 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF Page 3 - 7

Engine automation
3.3 Operation
Speed setting
In case of operating with one of the panels, the
engine speed setting is carried out manually by a
decrease/increase switch button. If the operation
is controlled by an external system, the speed set-
ting can be done either by means of binary con-
tacts (e.g. for synchronisation) or by an active 4 –
20 mA analogue signal alternatively. The signal
type for this is to be defined in the project planning
period.
Operating modes
For alternator applications:
• Droop (5-percent speed increase between
nominal load and no load)
For propulsion engines:
• Isochronous
• Master/Slave Operation for operation of two
engines on one gear box
The operating mode is pre-selected via the
interface and has to be defined during the appli-
cation period.
Details regarding special operating modes on re-
quest.
0303-0000MA2.fm
Page 3 - 8 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF K-BB

Engine automation
3.4 Functionality
3.4 Functionality
Safety system • Remote Shutdown. (optional)

Safety functions - Differential protection (optional)
The safety system monitors all operating data of - Earth connector closed (optional)
the engine and initiates the required actions, i.e.
- Gas leakage (optional)
engine shutdown, in case the limit values are ex-
ceeded. Alarm/monitoring system
The safety system is integrated the CM-S/Safety. Alarming
The safety system directly actuates the emergen-
The alarm function of SaCoSone supervises all nec-
cy shutdown device and the stop facility of the
essary parameters and generates alarms to indi-
speed governor.
cate discrepancies when required. The alarms will
Auto shutdown be transferred to ship alarm system via Modbus
Auto shutdown is an engine shutdown initiated by data communication.
any automatic supervision of engine internal pa- Self-monitoring
rameters.
SaCoSone carries out independent self-monitoring
Emergency stop functions. Thus, for example the connected sen-
Emergency stop is an engine shutdown initiated sors are checked constantly for function and wire
by an operator manual action like pressing an break. In case of a fault SaCoSone reports the oc-
emergency stop button. An emergency stop but- curred malfunctions in single system components
ton is placed at the Control Unit on engine. For via system alarms.
connection of an external emergency stop button Control
there is one input channel at the Interface Cabinet.
SaCoSone controls all engine-internal functions as
Engine shutdown well as external components, for example:
If an engine shutdown is triggered by the safety • Start/stop sequences:
system, the emergency stop signal has an imme-
- Local and remote start/stop sequence for
diate effect on the emergency shut-down device
the GenSet.
and the speed control. At the same time the emer-
gency stop is triggered, SaCoSone issues a signal - Activation of start device. Control (auto
resulting in the alternator switch to be opened. start/stop signal) regarding prelubrication oil
pump.
Shutdown criteria
- Monitoring and control of the acceleration
• Engine overspeed
period.
• Failure of both engine speed sensors
• Jet system:
• Lube oil pressure at engine inlet low
- For air fuel ratio control purposes, com-
• HT cooling water temperature outlet too high pressed air is lead to the turbocharger at
• High bearing temperature/deviation from start and at load steps.
• Crankcase monitoring system (optional) • Control signals for external functions:

0304-0000MQK2.fm
• High oilmist concentration in crankcase - Nozzle cooling water pump
• (optional) - HT cooling water preheating unit
I-AI 32/44K Page 3 - 9

Engine automation
3.4 Functionality
- Prelubrication oil pump control

• Redundant shutdown functions:
- Engine overspeed
- Low lubrication oil pressure at engine inlet
- High cooling water temperature at engine
outlet
Speed control system

Governor
The engine electronic speed control is realized by
the CM-S/Alarm. As standard, the engine is
equipped with an electro-hydraulic actuator.
Engine speed indication is carried out by means of
redundant pick-ups at the camshaft.
Speed adjustment
Local, manual speed setting is possible at the
Control Unit with a turn switch.
Remote speed setting is either possible via 4-
20mA signal or by using hardwired lower/raise
commands.
Speed adjustment range
Between –5 % and +10 % of the nominal speed at
idle running.
Droop
Adjustable by parameterisation tool from 0 – 5 %
droop.
Load distribution
By droop setting.
Engine stop
Engine stop can be initiated local at the display
module and remote via a hardware channel or the
bus interface.
0304-0000MQK2.fm
Page 3 - 10 32/44K I-AI

Engine automation
3.5.1 Data machinery interface
3.5 Interfaces

This interface serves for data exchange to ship Settings
alarm systems or integrated automation systems
The communication parameters are set as follows:
(IAS).
The status messages, alarms and safety actions, Modbus slave SaCoS
which are generated in the system, can be trans- Modbus master Machinery alarm system
ferred. All measuring values and alarms acquired
by SaCoSone GENSET are available for transfer. Slave ID (default) 1
The following Modbus protocols are available: Data rate (default) 57,600 baud
• Modbus RTU (Standard) Data rate (optionally availa- 4,800 baud

ble) 9,600 baud
• Modbus ASCII
19,200 baud
The Modbus RTU protocol is the standard proto- 38,400 baud
col used for the communication from the GenSet. 115,200 baud
For the integration in older automation system,
also Modbus ASCII is available. Data bits 8
Stop bits 1
3.5.1.1 Modbus RTU protocol
Parity None
The Modbus RTU protocol is the standard proto-
Transmission mode Modbus RTU
col used for the communication from the GenSet.
Table 3-2 Settings for Modbus RTU
The bus interface provides a serial connection.
The protocol is implemented according to the fol- Function codes
lowing definitions:
The following function codes are available to gath-
• Modbus application protocol specification, er data from the SaCoSone controllers:
Modbus over serial line specification and imple-
mentation guide
Function Function Description
There are two serial interface standards available: code code
hexadecimal
• RS422 – Standard, 4 + 2 wire
(cable length <= 100 m), cable type as speci- 1 0x01 read coils
fied in the circuit diagram, line termination: 3 0x03 read holding registers
150 Ohms
5 0x05 write coil
• RS485 – Standard, 2 + 2 wire
6 0x06 write single register
(cable length <= 100 m), cable type as speci-
fied in the circuit diagram, line termination: 15 0x0F write multiple coils
150 Ohms
16 0x10 write multiple registers
22 0x16 mask write register

0305-0000MQK2.fm
23 0x17 read multiple registers
Table 3-3 Functions codes
J-BC 32/44K Page 3 - 11

Engine automation
Message frame separation

Field Description
Message frames shall be separated by a silent in-
terval of at least 4 character times. Description A short description of the measuring
point or limit value.
Provided data Unit Information about how the value of the

data has to be evaluated by the Modbus
Provided data includes measured values and master (e.g. „°C/100“ means: reading a
alarm or state information of the engine. data value of „4156“ corresponds to
41.56 °C)
Measured values are digitized analogue values of
sensors, which are stored in a fixed register of the Origin Name of the system where the specific
control module S. Measured values include media sensor is connected to, or the alarm is
values (pressures, temperatures) where, accord- generated.
ing to the rules of classification, monitoring has to Signal The range of measured value.
be done by the machinery alarm system. The data
Table 3-4 Content of List of Signals (2 of 2)
type used is signed integer of size 16 bit. Meas-
ured values are scaled by a constant factor in or- Live bit
der to provide decimals of the measured.
In order to enable the alarm system to check
Pre-alarms, shutdowns and state information from whether the communication with SaCoSone is
the SaCoSone system are available as single bits in working, a live bit is provided in the list of signals.
fixed registers. The data type used is unsigned of This bit is alternated every 4 seconds by
size 16 bit. The corresponding bits of alarm or SaCoSone.Thus, if it remains unchanged for more
state information are set to the binary value „1“, if than 4 seconds, the communication is down.
the event is active.
3.5.1.2 Modbus ASCII
Contents of List of Signals
For detailed information about the transferred da- General
ta, please refer to the ”List of Signals“ of the en-
The communication setup is: 9,600 baud, 8 data-
gine’s documentation set. This list contains the
bits, 1 stopbit, no parity.
following information:
The Modbus protocol accepts one command
Field Description (Function code 03) for reading analogue and digit-
al input values one at a time, or as a block of up to
Address The address (e.g.: MW15488) is the 32 inputs.
software address used in the control
module small. The following chapter describes the commands in
the Modbus protocol, which are implemented,
HEX The hexadecimal value (e.g.: 3C80) of
the software address that has to be and how they work.
used by the MODBUS master when col-
lecting the specific data. Protocol description
Bit Information of alarms, reduce load, shut- The ASCII and RTU version of the Modbus proto-
down, etc. are available as single bits. col is used, where the CMS/DM works as Modbus
Bits in each register are counted 0 to 15. slave.
Meas. Point The dedicated denomination of the All data bytes will be converted to 2-ASCII charac-
measuring point or limit value as listed in
ters (hex-values). Thus, when below is referred to
the „list of measuring and control
0305-0000MQK2.fm
devices“. “bytes“ or “words“, these will fill out 2 or 4 charac-

ters, respectively in the protocol. The general
Table 3-4 Content of List of Signals (1 of 2) “message frame format“ has the following outlook:
Page 3 - 12 32/44K J-BC

Engine automation
[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF] [n]=Word stating the number of words to be
read.
• [:]
1 char. Begin of frame Answer (slave-CMS):
• [SLAVE] [DATA] = [bb][1. word][2. word]....[n. word]
2 char. Modbus slave address (Selected on
[bb]=Byte, stating number of subsequent
DIP-switch at Display Module)
bytes.
• [FCT]
[1. word]=1. dataword
2 char. function code
[2. word]=2. dataword
• [DATA]
n X 2 char. data [n. word]=No n. dataword
• [CHECKSUM] FCT = 10H: Write words
2 char. checksum (LRC) The master sends data to the slave (CMS/DM)
• [CR] starting from a particular ad-dress. The slave
1 char. CR (CMS/DM) returns the written number of bytes,
plus echoes the address.
• [LF]
1 char. LF (end of frame) Write data (master):
The following function codes (FCT) are accepted: [DATA] = [ADR][n] [bb][1. word][2. word]....[n word]
• –03H: Read n words at specific address [ADR] = Word that gives the address in HEX.
[n] = Word indicating number of words to be
• -10H: Write n words at specific address
written.
In response to the message frame, the slave [bb] = Byte that gives the number of bytes to
(CMS) must answer with ap-propriate data. If this follow (2*n)
is not possible, a package with the most important Please note that 8bb9 is byte size!
bit in FCT set to 1 will be returned, followed by an [1. word]=1. dataword
exception code, where the following is supported: [2. word]=2. dataword
[n. word]=No n. dataword
• 01: Illegal function
Answer (slave-CMS/DM):
• 02: Illegal data address
[DATA] = [ADR][bb*2]
• 03: Illegal data value
[ADR]= Word HEX that gives the address in
• 06: BUSY. Message rejected
HEX
FCT = 03H: Read words [bb*2]=Number of words written.
The master transmits an inquiry to the slave (CMS) [1. word]=1. dataword
to read a number (n) of datawords from a given ad- [2. word]=2. dataword
dress. The slave (CMS) replies with the required [n. word]=No n. dataword
number (n) of datawords. To read a single register
(n) must be set to 1. To read block type register (n)
must be in the range 1...32.
Request (master):
[DATA] = [ADR][n]
0305-0000MQK2.fm
[ADR]=Word stating the address in HEX.
J-BC 32/44K Page 3 - 13

Engine automation
Data format
Example for data format
MW113 71 0 F Signal fault ZS82 : Emergency stop (pushbutton) SF=1 CMS binary
1 F Signal fault ZS75 : Turning gear disengaged SF=1 CMS binary
2 F Signal fault SS84 : Remote stop SF=1 CMS binary
3 F Signal fault SS83 : Remote start SF=1 CMS binary
4 F Signal fault LAH28 : Lube oil level high SF=1 CMS binary
5 F Signal fault LAL28 : Lube oil level low SF=1 CMS binary
6 F Signal fault LAH42 : Fuel oil leakage high SF=1 CMS binary
7 F Signal fault ZS97 : Remote switch SF=1 CMS binary
8 F Signal fault LAH92 : OMD alarm SF=1 CMS binary
9 F Signal fault TAH 29-27 : CCMON alarm SF=1 CMS binary
10 F Signal fault : Remote reset SF=1 CMS binary
11 F Signal fault LAH98 : Alternator cooling water leakage alarm SF=1 CMS binary
12 F Signal fault : Emergency alternator mode SF=1 CMS binary
13 F Signal fault : Speed raise SF=1 CMS binary
14 F Signal fault : Speed lower SF=1 CMS binary
15 F Signal fault : Switch isochronous/droop mode SF=1 CMS binary
Table 3-5 Extract from Modbus ASCII list
For this example we assume that the following alarms • Signal fault LAH92 : OMD alarm,
have been triggered:
• Signal fault TAH 29-27 : CCMON alarm,
• Signal fault SS83 : Remote start,
• Signal fault : Emergency alternator mode,
• Signal fault LAL28 : Lube oil level low,
• Signal fault : Switch isochronous/droop mode
• Signal fault ZS97 : Remote switch,
Bit 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Value 0 0 0 1 0 1 0 1 1 1 0 0 1 0 0 1
Table 3-6 Bit sample of MW113
In Modbus ASCII these 16 bits are grouped in 4

groups each containing 4 bits and then translated
from binary format to hexadecimal format (0 – 9,
A – F)
0305-0000MQK2.fm
Page 3 - 14 32/44K J-BC

Engine automation
3.5.2 Interfaces to external systems
- Binary Hex Hexadecimal ASCII
Bit 0-3 0001 1 38 8
Bit 4-7 0101 5 39 9

Bit 8-11 1100 C 40 A
Bit 12-15 1001 9 41 B
Table 3-7 Translation from binary to hexadecimal format 42 C
The next step these hexadecimal values are inter-
43 D
preted as ASCII-signs (ex-tract from ASCII table)
44 E
Hexadecimal ASCII 45 F
30 0 Table 3-8 Interpretation of hexadecimal values as ASCII
(2 of 2)
31 1
In this example the letter (ASCII letter) 1 will be
32 2 translated hexadecimal value 31 and so on:
33 3 1 --> 31
34 4 5 --> 35
35 5 C --> 43
36 6 9 --> 39
37 7 When the ship alarm system recalls MW113, it re-
ceives the following data embedded in the Mod-
Table 3-8 Interpretation of hexadecimal values as ASCII
(1 of 2) bus message: 31 35 43 39

Alternator control Ethernet interface
SaCoSone GENSET provides inputs for all tem- The ethernet interface at the display module can
perature signals for the temperatures of the alter- be used for the connection of SaCoSone EXPERT.
nator bearings and alternator windings.
Serial interface
Power management
The serial RS485 interface is used for the connec-
Hardwired interface for remote start/stop, speed tion to the CoCoS-EDS.
setting, alternator circuit breaker trip etc.
Crankcase monitoring unit (optional)
Remote control
SaCoSone GENSET provides an interface to an op-
For remote control several digital inputs are availa- tional crankcase monitoring unit. This unit is not
0305-0000MQK2.fm
ble. part of SaCoSone GENSET and is not scope of

supply. If applied, it is delivered as extra control
cabinet.
J-BC 32/44K Page 3 - 15

Engine automation
0305-0000MQK2.fm
Page 3 - 16 32/44K J-BC

Engine automation
3.6 Technical data
3.6 Technical data
Control unit Local operating panel

Design: Design:
• Cabinet mounted on engine • Cabinet mounted on engine
• MAN Diesel & Turbo standard color light grey • MAN Diesel & Turbo standard color light grey
(RAL7035) (RAL7035)
• Weight: 89 kg • Weight: 26 kg
• Dimensions: 380 x 1000 x 210 mm* • Dimensions: 380 x 480 x 210 mm*
* width x height x depth (including base) * width x height x depth (including base)
• Degree of protection: IP54 • Degree of protection: IP54
Environmental conditions: Environmental conditions:
• Ambient air temperature: 0 °C to +55 °C • Ambient air temperature: 0 °C to +55 °C
• Relative humidity: < 96 % • Relative humidity: < 96 %
• Vibrations < 0.7 g • Vibrations: < 0.7 g
Interface cabinet
Design:
• Floor-standing cabinet
• Cable entries from below through cabinet base
• Accessible by front door
• Doors with locks
• Opening angle: 90°
• MAN Diesel & Turbo standard color light grey
(RAL7035)
• Weight: approx. 300 kg
• Dimensions: 800 x 2100 x 400 mm*
* width x height x depth (including base)
• Degree of protection: IP54
Environmental conditions:
• Ambient air temperature: 0 °C to +55 °C
• Relative humidity: < 96 %
0306-0000MQK2.fm
• Vibrations < 0.7 g
J-BC 32/44K Page 3 - 17

Engine automation
3.6 Technical data
0306-0000MQK2.fm
Page 3 - 18 32/44K J-BC

Engine automation
3.7 Installation requirements
Location All cabling between the interface cabinet and the

controlled device is scope of yard supply.
The interface cabinet is designed for installation in
non-hazardous areas. The cabinets is equipped with spring loaded termi-
nal clamps. All wiring to external systems should
The maximum cable length between the engine
be carried out without conductor sleeves.
and the interface cabinet is 60 meters.
The redundant CAN cables are MAN Diesel & Tur-
The cabinet must be installed at a location suitable
bo scope of supply. If the customer provides these
for service inspection.
cables, the cable must have a characteristic im-
Do not install the cabinet close to heat-generating pedance of 120 Ω.
devices.
Maximum cable length
In 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. Connection max. cable length
Regarding the installation in engine rooms, the Cables between engine and 60 m
interface cabinet
cabinet should be supplied with fresh air by the
engine room ventilation through a dedicated venti- MODBUS cable between inter- ≤ 100 m
lation air pipe near the engine. face cabinet and ship alarm sys-
tem
Note!
Table 3-9 Maximum cable length
If the restrictions for ambient temperature can
not be kept, the cabinet must be ordered with Installation works
an optional air condition system.
During the installation period the yard has to pro-
tect the cabinet against water, dust and fire. It is
not allowed to do any welding near the cabinets.
Ambient air conditions
The cabinets have to be fixed to the floor by
For restrictions of ambient conditions, please refer screws.
to the "Section 3.6: Technical Data, page 3-19".
If it is inevitable to do welding near the cabinet, the
cabinet and panels have to be protected against
Cabling
heat, electric current and electromagnetic influ-
The interconnection cables between the engine ences. To guarantee protection against current, all
and the interface cabinet have to be installed ac- of the cabling must be disconnected from the af-
cording to the rules of electromagnetic compatibil- fected components.
ity. Control cables and power cables have to be
The installation of additional components inside
routed in separate cable ducts.
the cabinets is only allowed after approval by the
The cables for the connection of sensors and ac- responsible project manager of MAN Diesel & Tur-
tuators which are not mounted on the engine are bo only.
not included in the scope of MAN Diesel & Turbo
supply. Shielded cables must be used for the ca-
bling of sensors. For electrical noise protection, an
0307-0000MQK2.fm
electric ground connection must be made from

the cabinet to the hull of the ship.
J-BC 32/44K Page 3 - 19

Engine automation
0307-0000MQK2.fm
Page 3 - 20 32/44K J-BC

======
4 Specification for engine supplies

Page 4 - 1
Page 4 - 2
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4.1.1 Lubricating oil
4.1 Explanatory notes for operating supplies – Diesel engines
Temperatures and pressures stated in "Section:

Planning data" must be considered.
4.1.1 Lubricating oil
Main fuel Lube oil type Viscosity Base No. (BN)

class
Gas (+MDO/MGO for ignition Doped (HD) + additives SAE 40 6 – 12 mg KOH/g Depends on
only) sulphur con-
tent
MGO (class DMA or MDZ) 12 – 20 mg KOH/g
MDO (ISO-F-DMB) 12 – 20 mg KOH/g
HFO Medium-alkaline + addi- 30 – 40 mg KOH/g
tives
Table 4-1 Main fuel/lube oil type
Selection of the lubricating oil must be in accord- Engine operation MGO (DMA, DMZ) according to ISO
ance with the relevant sections. 8217-2010, viscosity ≥ 2 cst at 40 °C
The lubricating oil must always match the worst A) Short-term operation, max. 72 hours
fuel oil quality.
Engines that are normally operated with heavy fu-
A base number (BN) that is too low is critical due el, can also be operated with MGO (DMA, DMZ)
to the risk of corrosion. for short periods.
A base number that is too high , could lead to de- Boundary conditions:
posits/sedimentation.
• Fuel in accordance with MGO (DMA, DMZ) and
a viscosity of ≥ 2 cSt at 40 °C
4.1.2 Fuel • MGO-operation maximum 72 hours within a
two week period (cumulative with distribution
The engine is designed for operation with HFO,
as required)
MDO (DMB) and MGO (DMA, DMZ) according to
ISO8217-2010 of the qualities quoted in the rele- • Fuel oil cooler switched on and fuel oil temper-
vant sections. ature before engine ≤ 45 °C. In general the min-
imum viscosity before engine of 1.9 cSt must
Additional requirements for HFO before engine:
not be undershoot!
• Water content before engine: max. 0.2 %
B) Long-term (> 72h) or continuous operation
• Al + Si content before engine: max 15 mg/kg
For long-term (> 72h) or continuous operation with
The following notes concerning this must al- MGO (DMA, DMZ), viscosity ≥ 2 cst at 40 °C,
ways be observed: special engine- and plant-related planning prereq-
0203-0000AA2.fm
uisites must be set and special actions are neces-

sary during operation.
B-BD Page 4 - 3
4.1.3 Engine cooling water
Following features are required on engine side: If it is intended to run continuously with low sul-
phur-containing heavy fuel, lube oil with a low BN
• Inlet valve lubrication with possibility to be
(BN30) has to be used. This is needed, in spite of
turned off and on manually
experiences that engines have been proven to be
• In case of conventional injection system, injec- very robust regarding to the continuous usage of
tion pumps with sealing oil system, which can the standard lubrication oil (BN40) for this pur-
be activated and cut off manually, are neces- pose.
sary
Instruction for minimum admissible fuel temperature
Following features are required on plant side:
• In general the minimum viscosity before engine
• Layout of fuel system to be adapted for low-vis-
of 1.9 cSt must not be undershoot
cosity fuel (capacity and design of fuel supply
and booster pump) • The fuel specific characteristic values “pour
point” and “cold filter plugging point” have to be
• Cooler layout in fuel system for a fuel oil tem-
observed to ensure pumpability respectively fil-
perature before engine of ≤ 45 °C (min. permis-
terability of the fuel oil
sible viscosity before engine 1.9 cSt)
• Fuel temperatures of approximately minus
• Nozzle cooling system with possibility to be
10 °C and less have to be avoided, due to tem-
turned off and on during engine operation
porarily embrittlement of seals used in the en-
Boundary conditions for operation: gines fuel oil system and as a result their
• Fuel in accordance with MGO (DMA, DMZ) and possibly loss of function
a viscosity of ≥ 2 cSt at 40 °C
• Fuel oil cooler activated and fuel oil temperature 4.1.3 Engine cooling water
before engine ≤ 45 °C. In general the minimum
viscosity before engine of 1.9 cSt must not be The quality of the engine cooling water required in
undershoot! relevant section has to be ensured.
• Inlet valve lubrication turned on Nozzle cooling system activation

• In case of conventional injection system, seal-
ing oil of injection pumps activated Kind of fuel activated
• Nozzle cooling system switched off MGO (DMA, DMZ) no, see "Paragraph: Fuel,
page 4-3"
Continuous operation with MGO (DMA, DMZ):
MDO (DMB) no
• Lube oil for diesel operation (BN10-BN16) has
HFO yes
to be used
Table 4-2 Nozzle cooling system activation
Operation with heavy fuel oil of a low sulphur content
of < 1.5 % 4.1.4 Intake air
Previous experience with stationary engines using
heavy fuel of a sulphur content of < 1 % or even The quality of the intake air as stated in the rele-
0.2 % does not show any restriction in the utilisa- vant sections has to be ensured.
tion of these fuels, provided that the combustion
properties are not affected negatively.
This may well change if in the future new methods
0203-0000AA2.fm
are developed to produce low sulphur-containing

heavy fuels.
Page 4 - 4 B-BD
4.2 Specification for lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
4.2 Specification for lubricating oil (SAE 40) for operation with gas oil,
diesel oil (MGO/MDO) and biofuels
General Only lubricating oils that have been approved by

MAN Diesel & Turbo may be used (see "Table 4-5:
The specific output achieved by modern diesel en-
Lubricating oils approved for use in MAN Diesel & Turbo
gines combined with the use of fuels that satisfy
four-stroke diesel engines that run on gas oil and diesel
the quality requirements more and more frequently
fuel").
increase the demands on the performance of the
lubricating oil which must therefore be carefully se-
Specifications
lected.
Base oil
Doped lubricating oils (HD oils) have a proven
track record as lubricants for the drive, cylinder, The base oil (doped lubricating oil = base oil + ad-
turbocharger and cooling the piston. Doped lubri- ditives) must have a narrow distillation range and
cating oils contain additives that, among other be refined using modern methods. If it contains
things, ensure dirt holding capability, clean the paraffins, they must not impair the thermal stability
engine and the neutralise the acidic products of or oxidation stability.
combustion. The base oil must comply with the following limit
values, particularly in terms of its resistance to
ageing.
Properties/characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still °C ASTM D 2500 –15

flowable
Flash point (Cleveland) ASTM D 92 > 200
Ash content (oxide ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Con- ASTM D 189 < 0.50

radson)
Ageing tendency following 100 - MAN ageing oven1) -

hours of heating up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0.2

or DIN 51592
Evaporation loss - < 2
Spot test (filter paper) - MAN Diesel & Precipitation of resins or asphalt-like age-
Turbo test ing products must not be identifiable.
Table 4-3 Base oils – Target values

1)
Works' own method.
0401-0000MAcr2.fm
I-BC Page 4 - 5
Doped lubricating oils (HD oils) Additional requirements

The base oil to which the additives have been add- The lubricating oil must not contain viscosity index
ed (doped lubricating oil) must have the following improver. Fresh oil must not contain water or other
properties: contaminants.
Additives Lube oil selection

The additives must be dissolved in the oil and their
composition must ensure that as little ash as pos- Engine SAE class
sible remains following combustion. 16/24, 21/31, 27/38, 28/32S, 32/40, 40
The ash must be soft. If this prerequisite is not 32/44, 48/60, 51/60DF
met, it is likely the rate of deposition in the com- Table 4-4 Viscosity (SAE class) of lubricating oils
bustion chamber will be higher, particularly at the
exhaust valves and at the turbocharger inlet cas- Doped oil quality
ing. Hard additive ash promotes pitting of the valve We recommend doped lubricating oils (HD oils)
seats and causes the valves to burn out, it also in- according to international specifications MIL-L
creases mechanical wear of the cylinder liners. 2104 or API-CD with a base number of BN
Additives must not increase the rate at which the 10 – 16 mg KOH/g. Military specification O-278
filter elements in the active or used condition are lubricating oils can be used.
blocked. The operating conditions of the engine and the
quality of the fuel determine which additive frac-
Washing ability tions the lubricating oil contains. If marine diesel oil
The washing ability must be high enough to pre- with a sulphur content of up to 2.0 % by weight
vent the accumulation of tar and coke residue as according to ISO-F-DMC and coke residues of up
a result of fuel combustion. to 2.5 % by weight is used, you should choose a
base number of roughly 20. However, the operat-
Dispersibility ing results that ensure the most efficient engine
operation ultimately decide the additive content.
The selected dispersibility must be such that com-
mercially-available lubricating oil cleaning systems Cylinder lubricating oil
can remove harmful contaminants from the oil
In engines with separate cylinder lubrication, the
used, i. e. the oil must possess good filtering prop-
pistons and cylinder liners are supplied with lubri-
erties and separability.
cating oil via a separate lubricating oil pump. The
quantity of lubricating oil is set at the factory ac-
Neutralisation capability
cording to the quality of the fuel to be used and the
The neutralisation capability (ASTM D2896) must anticipated operating conditions.
be high enough to neutralise the acidic products
Use a lubricating oil for the cylinder and lubricating
produced during combustion. The reaction time of
circuit as specified above.
the additive must be harmonised with the process
in the combustion chamber. Speed controller
Multigrade oil 5W40 should ideally be used in
Evaporation tendency
mechanical-hydraulic controllers with a separate
The evaporation tendency must be as low as pos- oil sump, unless the technical documentation for
sible as otherwise the oil consumption will be ad- the speed governor specifies otherwise. If this oil
0401-0000MAcr2.fm
versely affected. is not available when filling, 15W40 oil can be used
instead in exceptional cases. In this case, it makes
Page 4 - 6 I-BC
no difference whether synthetic or mineral-based Temporary operation with gas oil

oils are used.
Due to current and future emission regulations,
The military specification for these oils is O-236. heavy fuel oil cannot be used in designated re-
gions. Low-sulphur diesel fuel must be used in
Experience with the L27/38 engine has shown
these regions instead.
that the operating temperature of the Woodward
controller OG10MAS and corresponding actuator If the engine is operated with low-sulphur diesel
for UG723+ can be higher than 93 °C. In these fuel for less than 1000 h, a lubricating oil which is
cases we recommend using a synthetic oil such as suitable for HFO operation (BN 30 – 55 mg
Castrol Alphasyn HG150. Engines supplied after KOH/g) can be used during this period.
March 2005 are already filled with this oil.
If the engine is operated provisionally with low-sul-
Lubricating oil additives phur diesel fuel for more than 1000 h and is sub-
sequently operated once again with HFO, a
The use of other additives with the lubricating oil,
lubricating oil with a BN of 20 must be used. If the
or the mixing of different brands (oils by different
BN 20 lubricating oil by the same manufacturer as
manufacturers), is not permitted as this may impair
the lubricating oil used for HFO operation with
the performance of the existing additives which
higher BN (40 or 50), an oil change will not be re-
have been carefully harmonised with each another
quired when effecting the changeover. It will be
and also specifically tailored to the base oil.
sufficient to use BN 20 oil when replenishing the
Selection of lubricating oils/warranty used lubricating oil.
The majority of mineral oil companies are in close If you wish to operate the engine with HFO once
regular contact with engine manufacturers and again, it will be necessary to change over in good
can therefore provide information on which oil in time to a lubricating oil with a higher BN (30 – 55).
their specific product range has been approved by If the lubricating oil with higher BN is by the same
the engine manufacturer for the particular applica- manufacturer as the BN 20 lubricating oil, the
tion. Irrespective of the above, lubricating oil man- changeover can also be effected without an oil
ufacturers are liable in any case for the quality and change. In doing so, the lubricating oil with higher
characteristics of their products. If you have any BN (30 – 55) must be used to replenish the used
questions, we will be happy to provide you with lubricating oil roughly 2 weeks prior to resuming
further information. HFO operation.
Oil during operation Test

There are no prescribed oil change intervals for We can analyse heavy fuel oil for customers at our
MAN Diesel & Turbo medium speed engines. The laboratory. A 0.5 l sample is required for the test.
oil properties must be regularly analysed. The oil
Improper handling of fuels
can be used for as long as the oil properties re-
main within the defined limit values (see "Table 4-6: If fuels are improperly handled, this can pose a
Limit values for used lubricating oil"). An oil sample danger to health, safety and the environment. The
must be analysed every 1 – 3 months (see mainte- relevant safety information by the fuel supplier
nance schedule). An oil sample must be analysed must be observed.
every 1 – 3 months (see maintenance schedule).
The quality of the oil can only be maintained if it is
cleaned using suitable equipment (e. g. a separa-
tor or filter).
0401-0000MAcr2.fm
I-BC Page 4 - 7
Approved lubricating oils SAE 40
Manufacturer Base number

10 – 161) [mgKOH/g]
AGIP Cladium 120-SAE 40
Sigma S SAE 402)
BP Energol DS 3-154
CASTROL Castrol MLC 40

Castrol MHP 154
Seamax Extra 40
CHEVRON Texaco Taro 12 XD 40

(Texaco, Caltex) Delo 1000 Marine SAE 40
Delo SHP 40
EXXON MOBIL Exxmar 12 TP 40

Mobilgard 412/MG 1SHC
Mobilgard ADL 402)
Delvac 1640
PETROBRAS Marbrax CCD-410,

Marbrax CCD-415
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius X402)
Rimula R3+X402)
STATOIL MarWay 1540

MarWay 10402)
TOTAL LUBMARINE Caprano M40

Disola M4015
Table 4-5 Lubricating oils approved for use in MAN

Diesel & Turbo four-stroke diesel engines that
run on gas oil and diesel fuel
1)
If marine diesel oil is used, which has a very high sulphur
content of 1.5 up to 2.0 weight %, a base number of appr.
20 should be selected.
2) With a sulphur content of less than 1 %.
Note!
MAN Diesel & Turbo SE does not assume lia-
bility for problems that occur when using these
0401-0000MAcr2.fm
oils.
Page 4 - 8 I-BC
Limit value Method
Viscosity at 40 °C 110 – 220 mm2/s ISO 3104 or ASTM D445
Base number (BN) min. 50 % of fresh oil ISO 3771
Flash Point (PM) min. 185 °C ISO 2719
Water content max. 0.2 % (max. 0.5 % for a brief periods) ISO 3733 or ASTM D 1744
n-heptan insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operating conditions -
Guide value only

Fe max. 50 ppm -
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with max. 12% FT-IR

biofuels:
biofuel fraction
Table 4-6 Limit values for used lubricating oil

0401-0000MAcr2.fm
I-BC Page 4 - 9
0401-0000MAcr2.fm
Page 4 - 10 I-BC
4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO)
4.3 Specification for lubricating oil (SAE 40) for operation on heavy
fuel oil (HFO)
General Only lubricating oils that have been approved by

MAN Diesel & Turbo may be used (see "Table 4-11:
The specific output achieved by modern diesel en-
Approved lubricating oils for heavy fuel oil-operated MAN
gines combined with the use of fuels that satisfy
Diesel & Turbo four-stroke engines").
the quality requirements more and more frequently
increase the demands on the performance of the
Specifications
lubricating oil which must therefore be carefully se-
lected. Base oil
Medium alkalinity lubricating oils have a proven The base oil (doped lubricating oil = base oil + ad-
track record as lubricants for the moving parts and ditives) must have a narrow distillation range and
turbocharger cylinder and for cooling the pistons. be refined using modern methods. If it contains
Lubricating oils of medium alkalinity contain addi- paraffins, they must not impair the thermal stability
tives that, in addition to other properties, ensure a or oxidation stability.
higher neutralisation reserve than with fully doped The base oil must comply with the limit values (see
engine oils (HD oils). "Table 4-7: Base oils – Target values"), particularly in
International specifications do not exist for medi- terms of its resistance to ageing.
um alkalinity lubricating oils. A test operation is
therefore necessary for a corresponding period in
accordance with the manufacturer's instructions.
Properties/characteristics Unit Test method Limit values
Make-up - - Ideally paraffin based
Low-temperature behaviour, still °C ASTM D 2500 –15

flowable
Flash point (Cleveland) ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Con- ASTM D 189 < 0.50

radson)
Ageing tendency following 100 - MAN ageing -

hours of heating up to 135 °C oven1)
Insoluble n-heptane Weight % ASTM D 4055 or < 0.2

DIN 51592
Evaporation loss - <2
Spot test (filter paper) - MAN Diesel & Precipitation of resins or asphalt-like ageing
Turbo test products must not be identifiable.
Table 4-7 Base oils – Target values

1)
Works' own method.
0401-0000MA2.fm
E-BB 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR Page 4 - 11

Medium alkalinity lubricating oil Evaporation tendency

The prepared oil (base oil with additives) must The evaporation tendency must be as low as pos-
have the following properties: sible as otherwise the oil consumption will be ad-
versely affected.
Additives
Additional requirements
The additives must be dissolved in the oil and their
composition must ensure that as little ash as pos- The lubricating oil must not contain viscosity index
sible is left over, even if the engine is provisionally improver. Fresh oil must not contain water or other
operated with distillate oil. contaminants.
The ash must be soft. If this prerequisite is not
Lube oil selection
met, it is likely the rate of deposition in the com-
bustion chamber will be higher, particularly at the
exhaust valves and at the turbocharger inlet cas- Engine SAE
class
ing. Hard additive ash promotes pitting of the valve
seats and causes the valves to burn out, it also in- 16/24, 21/31, 27/38, 28/32S, 32/40, 40
creases mechanical wear of the cylinder liners. 32/44, 48/60, 51/60DF
Additives must not increase the rate at which the Table 4-8 Viscosity (SAE class) of lubricating oils
filter elements in the active or used condition are
blocked. Neutralisation properties (BN)
Lubricating oils with medium alkalinity and a range
Washing ability of neutralisation capabilities (BN) are available on
The washing ability must be high enough to pre- the market. According to current knowledge, a re-
vent the accumulation of tar and coke residue as lationship can be established between the antici-
a result of fuel combustion. The lubricating oil must pated operating conditions and the BN number
not absorb the deposits produced by the fuel. (see "Table 4-9: Base number to be used for various op-
erating conditions"). However, the operating results
Dispersibility are still the overriding factor in determining which
BN number produces the most efficient engine
The selected dispersibility must be such that com- operation.
mercially-available lubricating oil cleaning systems
can remove harmful contaminants from the oil
used, i. e. the oil must possess good filtering prop-
erties and separability.
Neutralisation capability
The neutralisation capability (ASTM D2896) must
be high enough to neutralise the acidic products
produced during combustion. The reaction time of
the additive must be harmonised with the process
in the combustion chamber.
For tips on selecting the base number see "Table
4-9: Base number to be used for various operating condi-
tions".
0401-0000MA2.fm
Page 4 - 12 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR E-BB

Approx. BN of fresh Engines/Operating conditions

oil (mg KOH/g oil)
20 Marine diesel oil (MDO) with a lower quality (ISO-F-DMC) or heavy fuel oil with a sulphur content 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, 48/60 and 51/60DF with exclusive HFO opera-
tion only with sulphur content < 1.5 %.
40 With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where correspond-
ing requirements in relation to the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 48/60 and 51/60DF with exclusive HFO opera-
tion providing the sulphur content is greater than 1.5 %.
50 32/40, 32/44CR, 48/60, if the oil service life or engine cleanliness is insufficient with a BN number
of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).
Table 4-9 Base number to be used for various operating conditions
Operation with low-sulphur fuel the speed governor specifies otherwise. If this oil
is not available when filling, 15W40 oil can be used
To comply with the emissions regulations, the sul-
instead in exceptional cases. In this case, it makes
phur content of fuels used nowadays varies. Fuels
no difference whether synthetic or mineral-based
with a low-sulphur content must be used in envi-
oils are used.
ronmentally-sensitive areas (SECA). Fuels with a
high sulphur content may be used outside SECA The military specification for these oils is O-236.
zones. In this case, the BN number of the lubricat-
Lubricating oil additives
ing oil selected must satisfy the requirements for
operation using fuel with a high-sulphur content. A The use of other additives with the lubricating oil,
lubricating oil with low BN number may only be se- or the mixing of different brands (oils by different
lected if fuel with a low-sulphur content is used ex- manufacturers), is not permitted as this may impair
clusively during operation. the performance of the existing additives which
have been carefully harmonised with each another
However, the results obtained in practise that
and also specifically tailored to the base oil.
demonstrate the most efficient engine operation
are the factor that ultimately decides which addi- Selection of lubricating oils/warranty
tive fraction is permitted. The majority of mineral oil companies are in close
Cylinder lubricating oil regular contact with engine manufacturers and
can therefore provide information on which oil in
In engines with separate cylinder lubrication, the
their specific product range has been approved by
pistons and cylinder liners are supplied with lubri-
the engine manufacturer for the particular applica-
cating oil via a separate lubricating oil pump. The
tion. Irrespective of the above, lubricating oil man-
quantity of lubricating oil is set at the factory ac-
ufacturers are liable in any case for the quality and
cording to the quality of the fuel to be used and the
characteristics of their products. If you have any
anticipated operating conditions.
questions, we will be happy to provide you with
Use a lubricating oil for the cylinder and lubricating further information.
circuit as specified above.
Oil during operation
Speed controller
There are no prescribed oil change intervals for
0401-0000MA2.fm
Multigrade oil 5W40 should ideally be used in

MAN Diesel & Turbo medium speed engines. The
mechanical-hydraulic controllers with a separate
oil properties must be regularly analysed. The oil
oil sump, unless the technical documentation for
E-BB 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR Page 4 - 13

can be used for as long as the oil properties re- If the engine is operated provisionally with low-sul-
main within the defined limit values (see "Table 4- phur diesel fuel for more than 1,000 h and is sub-
10: Limit values for used lubricating oil"). An oil sample sequently operated once again with HFO, a
must be analysed every 1 – 3 months (see mainte- lubricating oil with a BN of 20 must be used. If the
nance schedule). An oil sample must be analysed BN 20 lubricating oil by the same manufacturer as
every 1 – 3 months (see maintenance schedule). the lubricating oil used for HFO operation with
The quality of the oil can only be maintained if it is higher BN (40 or 50), an oil change will not be re-
cleaned using suitable equipment (e.g. a separator quired when effecting the changeover. It will be
or filter). sufficient to use BN 20 oil when replenishing the
used lubricating oil.
Temporary operation with gas oil
If you wish to operate the engine with HFO once
Due to current and future emission regulations,
again, it will be necessary to change over in good
heavy fuel oil cannot be used in designated re-
time to a lubricating oil with a higher BN (30 – 55).
gions. Low-sulphur diesel fuel must be used in
If the lubricating oil with higher BN is by the same
these regions instead.
manufacturer as the BN 20 lubricating oil, the
If the engine is operated with low-sulphur diesel changeover can also be effected without an oil
fuel for less than 1,000 h, a lubricating oil which is change. In doing so, the lubricating oil with higher
suitable for HFO operation (BN 30 – 55 mg BN (30 – 55) must be used to replenish the used
KOH/g) can be used during this period. lubricating oil roughly 2 weeks prior to resuming
HFO operation.
Limit value Method
Viscosity at 40 °C 110 – 220 mm2/s ISO 3104 or ASTM D 445
Base number (BN) min. 50 % of fresh oil ISO 3771
Flash Point (PM) min. 185 °C ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief periods) ISO 3733 or ASTM D 1744
n-heptan insoluble max. 1.5 % DIN 51592 or IP 316
Metal content Dependent on engine type and operating con- -

dition
Only for guidance -

Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 4-10 Limit values for used lubricating oil

0401-0000MA2.fm
Page 4 - 14 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR E-BB

Tests
We can analyse heavy fuel oil for customers at our
laboratory. A 0.5 l sample is required for the test.
Manufacturer Base number [mgKOH/g]
20 30 40 50
AEGEAN - Alfamar 430 Alfamar 440 Alfamar 450
AGIP - Cladium 300 Cladium 400 -
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA - Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40

(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X
EXXON MOBIL - Mobilgard M430 Mobilgard M440 Mobilgard M50

Exxmar 30 TP 40 Exxmar 40 TP 40
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40
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

Argina XX 40
TOTAL LUBMARINE - Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
Note!
MAN Diesel & Turbo SE does not assume liability for problems that occur when using these oils.
Table 4-11 Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines
0401-0000MA2.fm
E-BB 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR Page 4 - 15

0401-0000MA2.fm
Page 4 - 16 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR E-BB

4.4 Specification for gas oil/diesel oil (MGO)
Diesel oil
Other designations
Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and must
therefore not contain any residual materials.
Military specification
Diesel oils that satisfy specification F-75 or F-76
may be used.
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
state).
The DIN EN 590 and ISO 8217-2010 (Class DMA
or Class DMZ) and standards have been exten-
sively used as the basis when defining these prop-
erties. The properties correspond to the test
procedures stated.
Properties Unit Test procedure Typical value

3
Density at 15 °C kg/m ISO 3675 ≥ 820.0
≤ 890.0
Kinematic viscosity at 40 °C mm2/s (cSt) ISO 3104 ≥2

≤ 6.0
Filterability1) °C DIN EN 116

in summer and ≤0
in winter ≤ –12
Flash point in closed cup ISO 2719 ≥ 60
Sediment content (extraction method) weight % ISO 3735 ≤ 0.01
Water content volume % ISO 3733 ≤ 0.05
Sulphur content weight % ISO 8754 ≤ 1.5
Ash ISO 6245 ≤ 0.01
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2

0409-0000AA2.fm
Table 4-12 Diesel fuel (MGO) – Properties that must be complied with
E-BB Page 4 - 17
Properties Unit Test procedure Typical value
Total acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520

(wear scar diameter)
Cetane number or cetane index - ISO 5165 ≥ 40
Copper strip test - ISO 2160 ≤1
Other specifications:
British Standard BS MA 100-1987 - - M1
ASTM D 975 - - 1D/2D
Table 4-12 Diesel fuel (MGO) – Properties that must be complied with
1) The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining the cloud
point in accordance with ISO 3015.
Additional information their lubricity is sufficient. This is the case if the lu-
bricity as specified in ISO 12156-1 does not ex-
Use of diesel oil
ceed 520 μm.
If distillate intended for use as heating oil is used
You can ensure that these conditions will be met
with stationary engines instead of diesel oil (EL
by using motor vehicle diesel fuel in accordance
heating oil according to DIN 51603 or Fuel no. 1 or
with EN 590 as this characteristic value is an inte-
no. 2 according to ASTM D 396), the ignition be-
gral part of the specification.
haviour, stability and behaviour at low tempera-
tures must be ensured; in other words the
requirements for the filterability and cetane
number must be satisfied. If fuels are improperly handled, this can pose a
danger to health, safety and the environment. The
Viscosity
relevant safety information by the fuel supplier
To ensure sufficient lubrication, a minimum viscos- must be observed.
ity must be ensured at the fuel delivery pump. The
maximum temperature required to ensure that a Analyses
viscosity of more than 1.9 mm2/s is maintained We can analyse fuel for customers at our laborato-
upstream of the fuel delivery pump depends on ry. A 0.5 l sample is required for the test.
the viscosity of the fuel. In any case the tempera-
ture of the fuel upstream of the injection pump
must not exceed 45 °C.
Lubricity
The lubricity of diesel fuel is normally sufficient. The
desulphurisation of diesel fuels can reduce their lu-
bricity. If the sulphur content is extremely low
(< 500 ppm or 0.05 %), the lubricity may no longer
0409-0000AA2.fm
be sufficient. Before using diesel fuels with low sul-

phur content, you should therefore ensure that
Page 4 - 18 E-BB
4.5 Specification for diesel oil (MDO)
Marine diesel oil Specification

Other designations The suitability of fuel depends on the design of the
engine and the available cleaning options, as well
Marine diesel oil, marine diesel fuel
as compliance with the properties in the following
Origin table that refer to the as-delivered condition of the
Marine diesel oil (MDO) is supplied as heavy distil- fuel.
late (designation ISO-F-DMB) exclusively for ma- The properties are essentially defined using the
rine applications. MDO is manufactured from ISO 8217-2010 standard as the basis. The prop-
crude oil and must be free of organic acids and erties have been specified using the stated test
non-mineral oil products. procedures.
Properties Unit Test method Designation

ISO-F specification - - DMB
3
Density at 15 °C kg/m ISO 3675 900
Kinematic viscosity at 40 °C mm2/s = cSt ISO 3104 > 2.0
< 11
Pour point (winter quality) °C ISO 3016 <0
Pour point (summer quality) <6
Flash point (Pensky Martens) ISO 2719 > 60
Total sediment content % by weight ISO CD 10307 0.10
Water content % by volume ISO 3733 < 0.3
Sulphur content % by weight ISO 8754 < 2.0
Ash content ISO 6245 < 0.01
Carbon residue (MCR) ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 <2
Acid value mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Copper strip test - ISO 2160 <1
Other specifications:
British Standard BS MA 100-1987 - - Class M2
ASTM D 975 - - 2D
ASTM D 396 - - No. 2
0407-0000AA2.fm
Table 4-13 Marine diesel oil (MDO) – Characteristic values to be adhered to
J-BA Page 4 - 19
Additional information A minimum viscosity must be observed to ensure

sufficient lubrication in the fuel injection pumps.
During transshipment and transfer, MDO is han-
The temperature of the fuel must therefore not ex-
dled in the same manner as residual oil. This
ceed 45 °C.
means that it is possible for the oil to be mixed with
high-viscosity fuel or heavy fuel oil – with the rem- Seawater causes the fuel system to corrode and
nants of these types of fuels in the bunker ship, for also leads to hot corrosion of the exhaust valves
example – that could significantly impair the prop- and turbocharger. Seawater also causes insuffi-
erties of the oil. cient atomisation and therefore poor mixture for-
mation accompanied by a high proportion of
Lubricity
combustion residues.
Normally, the lubricating ability of diesel fuel oil is
Solid foreign matter increase mechanical wear and
sufficient to operate the fuel injection pump. Des-
formation of ash in the cylinder space.
ulphurisation of diesel fuels can reduce their lubric-
ity. If the sulphur content is extremely low We recommend the installation of a separator up-
(< 500 ppm or 0.05 %), the lubricity may no longer stream of the fuel filter. Separation temperature
be sufficient. Before using diesel fuels with low sul- 40 – 50 °C. Most solid particles (sand, rust and
phur content, you should therefore ensure that catalyst particles) and water can be removed, and
their lubricity is sufficient. This is the case if the lu- the cleaning intervals of the filter elements can be
bricity as specified in ISO 12156-1 does not ex- extended considerably.
ceed 520 μ m.
The fuel must be free of lubricating oil (ULO (used
lubricating oil, old oil)). Fuel is considered as con- If operating fluids are improperly handled, this can
taminated with lubricating oil when the following pose a danger to health, safety and the environ-
concentrations occur: ment. The relevant safety information by the sup-
plier of operating fluids must be observed.
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm
and P > 15 ppm. Analyses
The pour point specifies the temperature at which We can analyse fuel for customers at our laborato-
the oil no longer flows. The lowest temperature of ry. A 0.5 l sample is required for the test.
the fuel in the system should be roughly 10 °C
above the pour point to ensure that the required
pumping characteristics are maintained.
0407-0000AA2.fm
Page 4 - 20 J-BA
4.6 Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram
Figure 4-1 Viscosity-temperature diagram (VT diagram)
In the diagram, the fuel temperatures are shown

on the horizontal axis and the viscosity is shown
on the vertical axis.
The diagonal lines correspond to viscosity-tem-
perature curves of fuels with different reference
viscosities. The vertical viscosity axis in
mm2/s (cSt) applies for 40 and 50 °C.
0413-0000AA2.fm
E-BB Page 4 - 21
Determining the viscosity-temperature curve and the The delivery pump must be designed to handle a
required preheating temperature heavy fuel oil with a viscosity of up to
1,000 mm2/s. The pour point of the heavy fuel oil
Example: Heavy fuel oil of 180 mm2/s at 50 °C.
determines whether or not it can be pumped. The
engineering design of the bunker system must al-
Prescribed injection vis- Required temperature low for the heavy fuel oil to be heated up to a tem-
cosity in mm2/s of heavy fuel oil at
engine inlet1) in °C
perature which is roughly 10 °C higher than the
pour point.
≥ 12 126 (line c)
Note!
≤ 14 119 (line d)
The viscosity of gas oil or diesel fuel (marine
Table 4-14 Determination of the viscosity-temperature diesel oil) upstream of the engine must be at
curve and the preheating temperature least 1.9 mm2/s. If the viscosity is too low, this
1) The drop in temperature between the last preheating appli- may cause seizing of the pump plunger or noz-
ance and the fuel injection pump is not taken into account zle needle valves as a result of insufficient lu-
in these figures. brication.
A heavy fuel oil with a viscosity of 180 mm2/s at This can be avoided by monitoring the tempera-
50 °C can reach a viscosity of 1,000 mm2/s at ture of the fuel. Although the maximum permissi-
24 °C (line e) – this is the maximum permissible ble temperature depends on the viscosity of the
viscosity at which the pump can still deliver the fu- fuel, it must never exceed the following values:
el.
• 45 °C at the most with DMA and DMB
When the last preheating appliance is a state-of-
• 60 °C at the most with RMA
the-art appliance with 8 bar saturated steam, this
achieves a heavy fuel oil temperature of 152 °C. At A fuel cooler must therefore be installed.
high temperatures there is a danger of deposits
For operation with special fuels (not according to
forming in the preheating system – that could re-
ISO8217-2010) like "Arctic Diesel" or "DMX" con-
duce the heating output and lead to thermal over-
sult the technical service of MAN Diesel & Turbo in
loading of the heavy fuel oil. In this case asphalt
Augsburg. In this case, please provide exact fuel
forms, i. e. quality is adversely affected.
specification.
The heavy fuel oil lines between the outlet of the
last preheating system and the injection valve
must be suitably insulated to limit the maximum
drop in temperature to 4 °C. This is the only way
to achieve the necessary injection viscosity of
14 mm2/s for heavy fuel oils with a reference vis-
cosity of 700 mm2/s at 50 °C (the maximum vis-
cosity as defined in the international specifications
such as ISO CIMAC or British Standard). If the
heavy fuel oil being used has a lower reference vis-
cosity, the injection viscosity should ideally be
12 mm2/s to improve the atomisation of heavy fuel
oil and in turn reduce combustion residues.
0413-0000AA2.fm
Page 4 - 22 E-BB
4.7 Specification for heavy fuel oil (HFO)
Prerequisites The entries in the last column of "Table 4-15: The fuel
specifications and corresponding characteristics for heavy
MAN four-stroke diesel engines can be operated
fuel oil" provide important background information
with any heavy fuel oil obtained from crude oil that
and must therefore be observed.
also satisfies the requirements in "Table 4-15: The
fuel specifications and corresponding characteristics for Different international specifications exist for heavy
heavy fuel oil" providing the engine and fuel proces- fuel oils. The most important specifications are ISO
sing system have been designed accordingly. To 8217-2010 and CIMAC-2003, which are more or
ensure that the relationship between the fuel, spa- less identical. The ISO 8217 specification is shown
re parts and repair/maintenance costs remains fa- in "Figure 4-2: ISO 8217-2010 specification for heavy fuel
vourable at all times, the following points should oil" and "Figure 4-3: ISO 8217-2010 specification for
be observed. heavy fuel oil (continued)". All qualities in these spec-
ifications up to K700 can be used, providing the
Heavy fuel oil (HFO) fuel preparation system has been designed ac-
Origin/Refinery process cordingly. To use any fuels, which do not comply
with these specifications (e.g. crude oil), consulta-
The quality of the heavy fuel oil largely depends on tion with Technical Service of MAN Diesel &
the quality of crude oil and on the refining process Turbo SE in Augsburg is required. Heavy fuel oils
used. This is why the properties of heavy fuel oils with a maximum density of 1,010 kg/m3 may only
with the same viscosity may vary considerably de- be used if up-to-date separators are installed.
pending on the bunker positions. Heavy fuel oil is
normally a mixture of residual oil and distillates. Important
The components of the mixture are normally ob- Even though the fuel properties specified in "Table
tained from modern refinery processes, such as 4-15: The fuel specifications and corresponding charac-
Catcracker or Visbreaker. These processes can teristics for heavy fuel oil" satisfy the above require-
adversely affect the stability of the fuel as well as ments, they probably do not adequately define the
its ignition and combustion properties. The ignition and combustion properties and the stabil-
processing of the heavy fuel oil and the operating ity of the fuel. This means that the operating be-
result of the engine also depend heavily on these haviour of the engine can depend on properties
factors. that are not defined in the specification. This par-
Bunker positions with standardised heavy fuel oil ticularly applies to the oil property that causes for-
qualities should preferably be used. If oils need to mation of deposits in the combustion chamber,
be purchased from independent dealers, also en- injection system, gas ducts and exhaust gas sys-
sure that these also comply with the international tem. A number of fuels have a tendency towards
specifications. The engine operator is responsible incompatibility with lubricating oil which leads to
for ensuring that suitable heavy fuel oils are cho- deposits being formed in the fuel delivery pump
sen. that can block the pumps. It may therefore be nec-
essary to exclude specific fuels that could cause
Specifications problems.
Fuels intended for use in an engine must satisfy Blends
the specifications to ensure sufficient quality. The
limit values for heavy fuel oils are specified in "Table The addition of engine oils (old lubricating oil,
4-15: The fuel specifications and corresponding charac- ULO – used lubricating oil) and additives that are
not manufactured from mineral oils, (coal-tar oil,
0406-0000AA2.fm
teristics for heavy fuel oil".

for example), and residual products of chemical or
other processes such as solvents (polymers or
D-BC Page 4 - 23
chemical waste) is not permitted. Some of the rea- experience (and this has also been the experience
sons for this are as follows: abrasive and corrosive of other manufacturers), this can severely damage
effects, unfavourable combustion characteristics, the engine and turbocharger components.
poor compatibility with mineral oils and, last but
The addition of chemical waste products (sol-
not least, adverse effects on the environment. The
vents, for example) to the fuel is prohibited for en-
order for the fuel must expressly state what is not
vironmental protection reasons according to the
permitted as the fuel specifications that generally
resolution of the IMO Marine Environment Protec-
apply do not include this limitation.
tion Committee passed on 1st January 1992.
If engine oils (old lubricating oil, ULO – used lubri-
Leaked oil collector
cating oil) are added to fuel, this poses a particular
danger as the additives in the lubricating oil act as Leak oil collectors that act as receptacles for leak
emulsifiers that cause dirt, water and catfines to oil, and also return and overflow pipes in the lube
be transported as fine suspension. They therefore oil system, must not be connected to the fuel tank.
prevent the necessary cleaning of the fuel. In our Leak oil lines should be emptied into sludge tanks.
Viscosity mm2/s max. 700 See "Paragraph: Viscosity/injection viscosity, page 4-28"
(at 50 °C) (cSt)
Viscosity 55 See "Paragraph: Viscosity/injection viscosity, page 4-28"

(at 100 °C)
Density g/ml 1.010 See "Paragraph: Heavy fuel oil processing, page 4-28"
(at 15 °C)
Flash point °C min. 60 See "Paragraph: Flash point (ASTM D 93), page 4-30"
Pour point max. 30 See "Paragraph: Low temperature behaviour

(summer) (ASTM D 97), page 4-30", "Paragraph: Pump charac-
teristics, page 4-30"
Pour point (winter) 30 See "Paragraph: Low temperature behaviour
(ASTM D 97), page 4-30", "Paragraph: Pump charac-
teristics, page 4-30"
Carbon residues Weight max. 20 See "Paragraph: Combustion properties, page 4-31"
(Conradson) %
Sulphur content 5 or See "Paragraph: Sulphuric acid corrosion, page 4-33"

legal requirements
Ash 0.15 See "Paragraph: Heavy fuel oil processing, page 4-28"
content
Vanadium content mg/kg 450 See "Paragraph: Heavy fuel oil processing, page 4-28"
Water Vol- 0.5 See "Paragraph: Heavy fuel oil processing, page 4-28"
content ume%
Sediment (potential) Weight 0.1 -

%
Table 4-15 The fuel specifications and corresponding characteristics for heavy fuel oil (1 of 2)
0406-0000AA2.fm
Page 4 - 24 D-BC
Aluminium and sili- mg/kg max. 60 See "Paragraph: Heavy fuel oil processing, page 4-28"
cium content (total)
Total acid number mg 2.5 -

KOH/g
Hydrogen sulphide mg/kg 2 -
Used lubricating oil mg/kg - The fuel must be free of lubricating oil (ULO (used
(ULO) lubricating oil, old oil)). Fuel is considered as con-
taminated with lubricating oil when the following
concentrations occur: Ca > 30 ppm and Zn >
15 ppm or Ca > 30 ppm and P > 15 ppm.
Asphalt content Weight 2/3 of carbon res- See "Paragraph: Combustion properties, page 4-31"
% idue (according to
Conradson)
Sodium content mg/kg Sodium< 1/3 See "Paragraph: Heavy fuel oil processing, page 4-28"
vanadium,
sodium< 100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils.
It must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or
polymers.
Table 4-15 The fuel specifications and corresponding characteristics for heavy fuel oil (2 of 2)
0406-0000AA2.fm
D-BC Page 4 - 25
0406-0000AA2.fm
Figure 4-2 ISO 8217-2010 specification for heavy fuel oil
Page 4 - 26 D-BC
0406-0000AA2.fm
Figure 4-3 ISO 8217-2010 specification for heavy fuel oil (continued)
D-BC Page 4 - 27
Additional information Heavy fuel oil processing

The purpose of the following information is to Whether or not problems occur when the engine
show the relationship between the quality of heavy is in operation depends on how carefully the heavy
fuel oil, heavy fuel oil processing, engine operation fuel oil has been processed. Particular care should
and operating results more clearly. be taken to ensure that highly-abrasive inorganic
foreign matter (catalyst particles, rust, sand) are ef-
Selection of heavy fuel oil
fectively removed. Experience in practice has
Economic operation with heavy fuel oil within the shown that wear as a result of abrasion in the en-
limit values (see "Table 4-15: The fuel specifications gine increases considerably if the aluminium and
and corresponding characteristics for heavy fuel oil") is silicium content is higher than 15 mg/kg.
possible under normal operating conditions, pro-
Viscosity and density influence the cleaning effect.
vided the system is working properly and regular
This must be taken into account when designing
maintenance is carried out. If these requirements
and making adjustments to the cleaning system.
are not satisfied, shorter maintenance intervals,
higher wear and a greater need for spare parts is Settling tank
to be expected. The required maintenance inter-
The heavy fuel oil is pre-cleaned in the settling
vals and operating results determine which quality
tank. The longer the fuel remains in the tank and
of heavy fuel oil should be used.
the lower the viscosity of the heavy fuel oil is, the
It is an established fact that the price advantage more effective the pre-cleaning process will be
decreases as viscosity increases. It is therefore not (maximum preheating temperature of 75 °C to
always economical to use the fuel with the highest prevent asphalt forming in the heavy fuel oil). A set-
viscosity as in many cases the quality of this fuel tling tank is sufficient for heavy fuel oils with a vis-
will not be the best. cosity of less than 380 mm2/s at 50 °C. If the
heavy fuel oil has a high concentration of foreign
Viscosity/injection viscosity
matter or if fuels in accordance with
Heavy fuel oils with a high viscosity may be of an ISO-F-RMG 380/500/700 or RMK 380/500/700
inferior quality. The maximum permissible viscosity are to be used, two settling tanks will be required
depends on the preheating system installed and one of which must be sized for 24-hour operation.
the capacity (flow rate) of the separator. Before the content is moved to the service tank,
The prescribed injection viscosity of water and sludge must be drained from the set-
12 – 14 mm2/s (for GenSets, 23/30H and tling tank.
28/32H: 12 – 18 cSt) and corresponding fuel tem- Separators
perature upstream of the engine must be ob-
A separator is particularly suitable for separating
served. This is the only way to ensure efficient
material with a higher specific density – water, for-
atomisation and mixture formation and therefore
eign matter and sludge, for example. The separa-
low-residue combustion. This also prevents me-
tors must be self-cleaning (i. e. the cleaning
chanical overloading of the injection system. For
intervals must be triggered automatically). Only
the prescribed injection viscosity and/or required
separators in the new generation may be used.
fuel oil temperature upstream of the engine, refer
They are extremely effective throughout a wide
to the viscosity temperature diagram.
density range with no changeover required and
can separate water from heavy fuel oils with a den-
sity of up to 1.01 g/ml at 15 °C.
0406-0000AA2.fm
Page 4 - 28 D-BC
For the prerequisites that must be met by the sep-

arator see "Table 4-16: Obtainable contents of foreign
matter and water (after separation)". These limit values
are used by manufacturers as the basis for dimen-
sioning the separator and ensure compliance.
The manufacturer's specifications must be com-
plied with to maximise the cleaning effect.
Application in ships and station-

ary use: parallel installation
1 Separator for 100 % flow rate
1 Separator (reserve) for 100 %
flow rate
Figure 4-4 Heavy fuel oil cleaning/separator arrangement
The separators must be arranged according to the Results obtained during operation in practiсe
manufacturers' current recommendations (Alpha- show that the wear occurs as a result of abrasion
Laval and Westfalia). The density and viscosity of in the injection system and the engine will remain
the heavy fuel oil in particular must be taken into within acceptable limits if these values are com-
account. If separators by other manufacturers are plied with. In addition, an optimum lubricating oil
used, MAN Diesel & Turbo should be consulted. treatment process must be ensured.
If processing is carried out in accordance with the
MAN Diesel & Turbo specifications and the correct
separators are chosen, it may be assumed that
the results (see "Table 4-16: Obtainable contents of for-
eign matter and water (after separation)") for inorganic
foreign matter and water in the heavy fuel oil will be
achieved at the engine inlet.
Definition Particle size Quantity
Inorganic foreign matter < 5 μm < 20 mg/kg

including catalyst particles
Al+Si content - < 15 mg/kg
Water content - < 0.2 % by volume %

0406-0000AA2.fm
Table 4-16 Obtainable contents of foreign matter and water (after separation)
D-BC Page 4 - 29
Water Ash
It is particularly important to ensure that the water Fuel ash consists for the greater part of vanadium
separation process is as thorough as possible as oxide and nickel sulphate (see "Paragraph: Vanadi-
the water is present in the form of large droplets, um/sodium, page 4-30"). Heavy fuel oils that produce
and not as a finely distributed emulsion. In this a high quantity of ash in the form of foreign matter,
form, water also promotes corrosion and sludge e. g. sand, corrosion compounds and catalyst
formation in the fuel system and therefore impairs particles, accelerate mechanical wear in the en-
the supply, atomisation and combustion of the gine. Catalyst particles produced as a result of the
heavy fuel oil. If the water absorbed in the fuel is catalytic cracking process may be present in
seawater, harmful sodium chloride and other salts heavy fuel oils. In most cases, these are aluminium
dissolved in this water will enter the engine. silicate particles that cause a high degree of wear
in the injection system and the engine. The alumin-
The sludge containing water must be removed
ium content determined, multiplied by a factor of
from the settling tank before the separation proc-
between 5 and 8 (depending on the catalytic
ess starts, and must also be removed from the
bond), is roughly the same as the proportion of
service tank at regular intervals. The tank's ventila-
catalyst remnants in the heavy fuel oil.
tion system must be designed in such a way that
condensate cannot flow back into the tank. Homogeniser
If a homogeniser is used, it must never be installed
Vanadium/sodium
between the settling tank and separator as other-
If the vanadium/sodium ratio is unfavourable, the wise it will not be possible to ensure satisfactory
melting point of the heavy fuel oil ash may fall in the separation of harmful contaminants, particularly
operating range of the exhaust-gas valve which seawater.
can lead to high-temperature corrosion. Most of
Flash point (ASTM D 93)
the water and water-soluble sodium compounds it
contains can be removed by pre-cleaning the National and international transportation and stor-
heavy fuel oil in the settling tank and in the separa- age regulations governing the use of fuels must be
tors. complied with in relation to the flash point. In gen-
eral, a flash point of above 60 °C is prescribed for
The risk of high-temperature corrosion is low if the
diesel engine fuels.
sodium content is one third of the vanadium con-
tent or less. It must also be ensured that sodium Low temperature behaviour (ASTM D 97)
does not enter the engine in the form of seawater
The pour point is the temperature at which the fuel
in the intake air.
is no longer flowable (pumpable). As the pour
If the sodium content is higher than 100 mg/kg, point of many low-viscosity heavy fuel oils is higher
this is likely to result in a higher quantity of salt de- than 0 °C, the bunker facility must be preheated,
posits in the combustion chamber and exhaust unless fuel in accordance with RMA or RMB is
gas system. This will impair the function of the en- used. The entire bunker facility must be designed
gine (including the suction function of the turbo- in such a way that the heavy fuel oil can be pre-
charger). heated to around 10 °C above the pour point.
Under certain conditions, high-temperature corro- Pump characteristics
sion can be prevented by using a fuel additive that
If the viscosity of the fuel is higher than
increases the melting point of the heavy fuel oil ash
1,000 mm2/s (cST), or the temperature is not at
(see "Paragraph: Additives to heavy fuel oils, page
least 10 °C above the pour point, pumping prob-
4-33").
lems will occur. For further information see "Para-
0406-0000AA2.fm
graph: Low temperature behaviour (ASTM D 97), page

4-30".
Page 4 - 30 D-BC
Combustion properties The ignition quality is one of the most decisive

properties of the fuel. This value does not appear
If the proportion of asphalt is more than two thirds
in the international specifications because a
of the coke residue (Conradson), combustion may
standardised testing method has only recently be-
be delayed which in turn may increase the forma-
come available and not enough experience has
tion of combustion residues, leading to such as
been gathered at this point to determine limit val-
deposits on and in the injection nozzles, large
ues. The parameters, such as the calculated car-
amounts of smoke, low output, increased fuel
bon aromaticity index (CCAI), are therefore aids
consumption and a rapid rise in ignition pressure
derived from quantifiable fuel properties. We have
as well as combustion close to the cylinder wall
established that this method is suitable for deter-
(thermal overloading of lubricating oil film). If the ra-
mining the approximate ignition quality of the
tio of asphalt to coke residues reaches the limit
heavy fuel oil used.
0.66, and if the asphalt content exceeds 8 %, the
risk of deposits forming in the combustion cham- A testing instrument has been developed based
ber and injection system is higher. These problems on the constant volume combustion method (fuel
can also occur when using unstable heavy fuel combustion analyser FCA) and is currently being
oils, or if incompatible heavy fuel oils are mixed. tested by a series of testing laboratories. The in-
This would lead to an increased deposition of as- strument measures the ignition delay to determine
phalt (see "Paragraph: Compatibility, page 4-33"). the ignition quality of a fuel and the measurement
obtained is converted into an instrument specific
Ignition quality
cetane number (FIA-CN or EC). It has been estab-
Nowadays, to achieve the prescribed reference lished that in some cases heavy fuel oils with a low
viscosity, cracking-process products are used as FIA cetane number or ECN number can cause op-
the low viscosity ingredients of heavy fuel oils al- erating problems.
though the ignition characteristics of these oils
As the liquid components of the heavy fuel oil de-
may also be poor. The cetane number of these
cisively influence its ignition quality, flow properties
compounds should be > 35. If the proportion of
and combustion quality, the bunker operator is re-
aromatic hydrocarbons is high (more than 35 %),
sponsible for ensuring that the quality of heavy fuel
this also adversely affects the ignition quality.
oil delivered is suitable for the diesel engine (see
The ignition delay in heavy fuel oils with poor igni- "Figure 4-5: Nomogram for the determination of CCAI –
tion characteristics is longer and combustion is Assignment of CCAI ranges to engine types").
also delayed which can lead to thermal overload-
ing of the oil film at the cylinder liner and also high
cylinder pressures. The ignition delay and accom-
panying increase in pressure in the cylinder are
also influenced by the end temperature and com-
pression pressure, i. e. by the compression ratio,
the charge-air pressure and charge-air tempera-
ture.
The disadvantages of using fuels with poor ignition
characteristics can be limited by preheating the
charge air in partial load operation and reducing
the output for a limited period. However, a more
effective solution is a high compression ratio and
operational adjustment of the injection system to
the ignition characteristics of the fuel used, as is
0406-0000AA2.fm
the case with MAN Diesel & Turbo piston engines.
D-BC Page 4 - 31
Figure 4-5 Nomogram for the determination of CCAI – Assignment of CCAI ranges to engine types
Legend
V Viscosity mm²/s (cSt) at 50 °C
D Density [kg/m³] at 15 °C
CCAI Calculated carbon aromaticity index
A Normal operating conditions
B Ignition properties may be poor that adjustment of engine or engine or engine operating conditions are required
C Problems that have been identified may lead to engine damage, even after a short period of operation.
1 Engine type
2 The CCAI is obtained from the straight line through the density and viscosity of the heavy fuel oils.
0406-0000AA2.fm
The CCAI can be calculated using the following formula:

CCAI = D – 141 log log (V + 0.85) – 81
Page 4 - 32 D-BC
Sulphuric acid corrosion The use of heavy fuel oil additives during the war-
ranty period must be avoided as a basic principle.
The engine should be operated at the cooling wa-
ter temperatures prescribed in the operating Additives that are currently used for diesel en-
handbook for the relevant load. If the temperature gines, as well as their probable effects on the en-
of the components that are exposed to acidic gine's operation, are summarised in the "Table 4-
combustion products is below the acid dew point, 17: Additives to heavy fuel oils – Classification/ effects",
acid corrosion can no longer be effectively pre- together with their supposed effect on engine op-
vented, even if alkaline lubricating oil is used. eration.
The BN values specified in Specification for lubricat-
Precombustion • Dispersing agents/stabilisers
ing oil (SAE 40) – Specification for heavy fuel oil (HFO)" additives • Emulsion breakers
are sufficient, providing the quality of lubricating oil
• Biocides
and engine's cooling system satisfy the require-
ments. Combustion addi- • Combustion catalysts (fuel savings,
tives emissions)
Compatibility
Post-combustion • Ash modifier (hot corrosion)
The supplier must guarantee that the heavy fuel oil additives • Soot removers (exhaust-gas sys-
is homogeneous and remains stable, even once tem)
the standard storage period has elapsed. If differ-
ent bunker oils are mixed, this can lead to separa- Table 4-17 Additives to heavy fuel oils – Classification/
tion and associated sludge formation in the fuel effects
system during which large quantities of sludge ac- Heavy fuel oils with low sulphur content
cumulate in the separator that block filters, prevent
atomisation and a large amount of residue as a re- From the point of view of an engine manufacturer,
sult of combustion. a lower limit for the sulphur content of heavy fuel
oils does not exist. We have not identified any
This is due to incompatibility or instability of the problems attributable to sulphur content in the
oils. As much of the heavy fuel oil in the storage low-sulphur heavy fuel oils currently available on
tank as possible should therefore be removed be- the market. This situation may change in future if
fore bunkering again to prevent incompatibility. new methods are used for the production of low-
Blending heavy fuel oil sulphur heavy fuel oil (desulphurisation, new
blending components). MAN Diesel & Turbo will
If heavy fuel oil for the main engine is blended with monitor developments and inform its customers if
gas oil (MGO) to obtain the required quality or vis- required.
cosity of heavy fuel oil, it is extremely important
that the components of these oils are compatible If the engine is not always operated with low-sul-
(see "Paragraph: Compatibility, page 4-33"). phur heavy fuel oil, a corresponding lubricating oil
for the fuel with the highest sulphur content must
Additives to heavy fuel oils be selected.
MAN Diesel & Turbo engines can be operated Improper handling of fuels
economically without additives. It is up to the cus-
tomer to decide whether or not the use of addi- If fuels are improperly handled, this can pose a
tives is beneficial. The supplier of the additive must danger to health, safety and the environment. The
guarantee that the engine operation will not be im- relevant safety information by the fuel supplier
paired by using the product. must be observed.
0406-0000AA2.fm
D-BC Page 4 - 33
Tests
Sampling
To check whether the specification provided
and/or the necessary delivery conditions are com-
plied with, we recommend you retain at least one
sample of every bunker oil (at least for the duration
of the engine's warranty period). To ensure that
representative samples are taken 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. “Sam-
ple Tec" by MarTec in Hamburg is a suitable test-
ing instrument which can be used to take samples
on a regular basis during bunkering.
Analysis of samples
Our department for fuels and lubricating oils
(Augsburg factory, EQC department) will be
pleased to provide further information on request.
We can analyse fuel for customers at our laborato-
ry. A 0.5 l sample is required for the test.
0406-0000AA2.fm
Page 4 - 34 D-BC
4.8 Specification for engine cooling water
Preliminary remarks ment. For information on monitoring cooling water,

see "4.9: Cooling water inspecting".
As well as fuel and lubricating oil the engine cool-
ing water has to be selected, handled and
Additional information
checked really careful. Lack of caution may cause
corrosion, erosion and cavitation to the pumps Distillate
and piping of cooling water circuits. Deposits ob- If distilled water (from a freshwater generator, for
struct the transfer of heat and can cause thermal example) or fully desalinated water (from ion ex-
overloading of the cooled parts. The system must change or reverse osmosis) is available, this
be treated with an anticorrosive agent before should ideally be used as the engine cooling water.
bringing it into operation for the first time. The con- These waters are free of lime and salts which
centrations prescribed by the engine ma- means that deposits that could interfere with the
nufacturer must always be observed during transfer of heat to the cooling water, and therefore
subsequent operation. The above especially ap- also reduce the cooling effect, cannot form. How-
plies if a chemical additive is added. ever, these waters are more corrosive than normal
hard water as the thin film of lime scale that would
Requirements
otherwise provide temporary corrosion protection
Limit values does not form on the walls. This is why distilled
water must be handled particularly carefully and
The properties of untreated cooling water must
the concentration of the additive must be regularly
correspond to the following limit values:
checked.
Properties/ charac- Properties Unit Hardness
teristic
The total hardness of the water is the combined
Water type Distillate or freshwater, - effect of the temporary and permanent hardness.
free of foreign matter The proportion of calcium and magnesium salts is
Total hardness max. 10 °dH1)
of overriding importance. The temporary hardness
is determined by the carbonate content of the cal-
pH value 6.5 –8 - cium and magnesium salts. The permanent hard-
Chloride ion content max. 50 mg/l2) ness is determined by the amount of remaining
calcium and magnesium salts (sulphates). The
Table 4-18 Cooling water – Properties to be observed temporary (carbonate) hardness is the critical fac-
1) 1°dH (German hardness) tor that determines the extent of limescale deposit
= 10 mg CaO in 1 litre of water in the cooling system.
= 17.9 mg CaCO3/l
= 0.357 mval/l Water with a total hardness of > 10°dGH must be
= 0.179 mmol/l mixed with distilled water or softened. Subsequent
2) 1 mg/l = 1 ppm hardening of extremely soft water is only neces-
sary to prevent foaming if emulsifiable slushing oils
Testing equipment are used.
The MAN Diesel & Turbo water testing equipment
incorporates devices that determine the water Damage to the cooling water system
properties referred to above in a straightforward Corrosion
0402-0000AA2.fm
manner. The manufacturers of anticorrosive

Corrosion is an electrochemical process that can
agents also supply user-friendly testing equip-
widely be avoided by selecting the correct water
D-BC Page 4 - 35
quality and by carefully handling the water in the Treatment prior to initial commissioning of engine
engine cooling system.
Treatment with an anticorrosive agent should be
Flow cavitation carried out before the engine is brought into oper-
ation for the first time to prevent irreparable initial
Flow cavitation can occur in areas in which high
damage.
flow velocities and high turbulence is present. If
the steam pressure is reached, steam bubbles Note!
form and subsequently collapse in high pressure
The engine must not be brought into operation
zones which causes the destruction of materials in
without treating the cooling water first.
constricted areas.
Erosion Additives for cooling water
Erosion is a mechanical process accompanied by Only the additives approved by MAN Diesel &
material abrasion and the destruction of protective Turbo and listed in "Table 4-19: Nitrite-containing
films by solids that have been drawn in, particularly chemical additives" up to "Table 4-22: Anti-freeze solu-
in areas with high flow velocities or strong turbu- tions with slushing properties" may be used.
lence. Required approval
Stress corrosion cracking A cooling water additive may only be permitted for
Stress corrosion cracking is a failure mechanism use if tested and approved as per the latest direc-
that occurs as a result of simultaneous dynamic tives of the ICE Research Association (FVV) "Suit-
and corrosive stress. This may lead to cracking ability test of internal combustion engine cooling
and rapid crack propagation in water-cooled, me- fluid additives.” The test report must be obtainable
chanically-loaded components if the cooling water on request. The relevant tests can be carried out
has not been treated correctly. on request in Germany at the staatliche Material-
prüfanstalt (Federal Institute for Materials Re-
Processing of engine cooling water search and Testing), Abteilung Oberflächentechnik
(Surface Technology Division), Grafenstraße 2 in
Formation of a protective film
D-64283 Darmstadt.
The purpose of treating the engine cooling water
Once the cooling water additive has been tested
using anticorrosive agents is to produce a contin-
by the FVV, the engine must be tested in the sec-
uous protective film on the walls of cooling surfac-
ond step before the final approval is granted.
es and therefore prevent the damage referred to
above. In order for an anticorrosive agent to be Only in closed circuits
100 % effective, it is extremely important that un-
Additives may only be used in closed circuits
treated water satisfies the requirements in "Para-
where no significant consumption occurs, apart
graph: Requirements, page 4-35".
from leaks or evaporation losses.
Protective films can be formed by treating the
cooling water with an anticorrosive chemical or an Chemical additives
emulsifiable slushing oil. Sodium nitrite and sodium borate based additives
Emulsifiable slushing oils are used less and less etc. have a proven track record. Galvanised iron
frequently as their use has been considerably re- pipes or zinc sacrificial anodes must not be used
stricted by environmental protection regulations, in cooling systems. This corrosion protection is not
and because they are rarely available from suppli- required due to the prescribed cooling water treat-
ers for this and other reasons. ment and electrochemical potential reversal can
occur due to the cooling water temperatures
0402-0000AA2.fm
which are normally present in engines nowadays.

If necessary, the pipes must be deplated.
Page 4 - 36 D-BC
Slushing oil the consent of the manufacturer, even if these so-

lutions have the same composition.
This additive is an emulsifiable mineral oil with add-
ed slushing ingredients. A thin film of oil forms on Before an anti-freeze solution is used, the cooling
the walls of the cooling system. This prevents cor- system must be thoroughly cleaned.
rosion without interfering with the transfer of heat
If the cooling water contains an emulsifiable slus-
and also prevents limescale deposits on the walls
hing oil, anti-freeze solution must not be added as
of the cooling system.
otherwise the emulsion would break up and oil slu-
The significance of emulsifiable corrosion-slushing dge would form in the cooling system.
oils is fading. Oil-based emulsions are rarely used
Observe the applicable environmental protection
nowadays for environmental protection reasons
regulations when disposing of cooling water con-
and also because stability problems are known to
taining additives. For more information, consult the
occur in emulsions.
additive supplier.
Anti-freeze agents
Biocides
If temperatures below the freezing point of water in
If you cannot avoid using a biocide because the
the engine cannot be excluded, an anti-freeze so-
cooling water has been contaminated by bacteria,
lution that also prevents corrosion must be added
observe the following steps:
to the cooling system or corresponding parts.
Otherwise, the entire system must be heated. (Mil- • You must ensure that the biocide to be used is
itary specification: Sy-7025). suitable for the specific application.
Sufficient corrosion protection can be provided by • The biocide must be compatible with the seal-
adding the products listed in "Table 4-22: Anti-freeze ing materials used in the cooling water system
solutions with slushing properties" while observing the and must not react with these.
prescribed concentration. This concentration pre- • The biocide and its decomposition products
vents freezing at temperatures down to –22 °C. must not contain corrosion-promoting compo-
However, the quantity of anti-freeze solution actu- nents. Biocides whose decomposition prod-
ally required always depends on the lowest tem- ucts contain chloride or sulphate ions are not
peratures that are to be expected at the place of permitted.
use.
• Biocides that cause foaming of the cooling wa-
Anti-freezes are generally based on ethylene gly- ter are not permitted.
col. A suitable chemical anticorrosive agent must
be added if the concentration of the anti-freeze so-
lution prescribed by the user for a specific applica-
tion does not provide an appropriate level of
corrosion protection, or if the concentration of
anti-freeze solution used is lower due to less strin-
gent frost protection requirements and does not
provide an appropriate level of corrosion protec-
tion. For information on the compatibility of the
anti-freeze solution with the anticorrosive agent
and the required concentrations, contact the ma-
nufacturer. As regards the chemical additives
indicated in "Table 4-19: Nitrite-containing chemical ad-
ditives" their compatibility with ethylene glycol-
0402-0000AA2.fm
based antifreezes has been proved. Anti-freeze

solutions may only be mixed with one another with
D-BC Page 4 - 37
Prerequisite for effective use of an anticorrosive agent Note!

Clean cooling system The chemical additive concentrations shall not
be less than the minimum concentrations
As contamination significantly reduces the effec-
indicated in "Table 4-19: Nitrite-containing chemical
tiveness of the additive, the tanks, pipes, coolers
additives".
and other parts outside the engine must be free of
rust and other deposits before the engine is start- Excessively low concentrations can promote cor-
ed up for the first time and after repairs are carried rosion and must be avoided. If the concentration
out on the pipe system. The entire system must is slightly above the recommended concentration
therefore be cleaned with the engine switched off this will not result in damage. Concentrations that
using a suitable cleaning agent (see "Section 4.10: are more than twice the recommended concentra-
Cooling water system cleaning, page 4-45"). tion should be avoided.
Loose solid matter in particular must be removed Every 2 to 6 months send a cooling water sample
by flushing the system thoroughly as otherwise to an independent laboratory or to the engine ma-
erosion may occur in locations where the flow ve- nufacturer for integrated analysis.
locity is high.
Emulsifiable anticorrosive agents must generally
The cleaning agents must not corrode the seals be replaced after abt. 12 months according to the
and materials of the cooling system. In most cas- supplier's instructions. When carrying this out, the
es, the supplier of the cooling water additive will be entire cooling system must be flushed and, if nec-
able to carry out this work and, if this is not possi- essary, cleaned. Once filled into the system, fresh-
ble, will at least be able to provide suitable prod- water must be treated immediately.
ucts to do this. If this work is carried out by the
If chemical additives or anti-freeze solutions are
engine operator, he should use the services of a
used, cooling water should be replaced after 3
specialist supplier of cleaning agents. The cooling
years at the latest.
system must be flushed thoroughly following
cleaning. Once this has been done, the engine If there is a high concentration of solids (rust) in the
cooling water must be treated immediately with system, the water must be completely replaced
anticorrosive agent. Once the engine has been and entire system carefully cleaned.
brought back into operation, the cleaned system Deposits in the cooling system may be caused by
must be checked for leaks. fluids that enter the cooling water, or the break up
Regular checks of the cooling water condition and cooling of emulsion, corrosion in the system and limescale
water system deposits if the water is very hard. If the concentra-
tion of chloride ions has increased, this generally
Treated cooling water may become contaminated
indicates that seawater has entered the system.
when the engine is in operation, which causes the
The maximum specified concentration of 50 mg
additive to loose some of its effectiveness. It is
chloride ions per kg must not be exceeded as oth-
therefore advisable to regularly check the cooling
erwise the risk of corrosion is too high. If exhaust
system and the cooling water condition. To deter-
gas enters the cooling water, this may lead to a
mine leakages in the lube oil system, it is advisable
sudden drop in the pH value or to an increase in
to carry out regular checks of water in the com-
the sulphate content.
pensating tank. Indications of oil content in water
are, e.g. discolouration or a visible oil film on the Water losses must be compensated for by filling
surface of the water sample. with untreated water that meets the quality re-
quirements specified in this section in "Paragraph:
The additive concentration must be checked at
Requirements, page 4-35". The concentration of the
least once a week using the test kits specified by
0402-0000AA2.fm
anticorrosive agent must subsequently be

the manufacturer. The results must be document-
checked and adjusted if necessary.
ed.
Page 4 - 38 D-BC
Subsequent checks of cooling water are especial-

ly required if the cooling water had to be drained
off in order to carry out repairs or maintenance.
Protective measures
Anticorrosive agents contain chemical com-
pounds that can pose a risk to health or the envi-
ronment if incorrectly used. Comply with the
directions in the manufacturer's material safety
data sheets.
Avoid prolonged direct contact with the skin.
Wash hands thoroughly after use. If larger quanti-
ties spray and/or soak into clothing, remove and
wash clothing before wearing it again.
If chemicals come into contact with your eyes,
rinse them 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
If the same cooling water system used in a MAN
Diesel & Turbo two-stroke main engine is used in
a marine engine of type 16/24, 21/31, 23/30H,
27/38 or 28/32H, the cooling water recommenda-
tions for the main engine must be observed.
Analysis
We analyse cooling water for our customers in our
chemical laboratory. A 0.5 l sample is required for
the test.
0402-0000AA2.fm
D-BC Page 4 - 39
Permissible cooling water additives
Nitrite-containing chemical additives
Manufacturer Product designation Initial Minimum concentration ppm

dosing
per Product Nitrite Na-Nitrite
1,000 l (NO2) (NaNO2)
Drew Marine Liquidewt 15 l 15,000 700 1,050

One Drew Plaza Maxigard 40 l 40,000 1,330 2,000
Boonton
New Jersey 07005
USA
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600

KJEMI-Service A.S. Dieselguard 4.8 kg 4,800 2,400 3,600
P.O.Box 49/Norway
3140 Borgheim
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500

Chemicals (9-108)
P.O.Box 11 Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Northwich Nalcool 2000 30 l 30,000 1,000 1,500
Cheshire CW8DX, U.K.
Nalco Nalcool 2000 30 l 30,000 1,000 1,500

TRAC 102 30 l 30,000 1,000 1,500
TRAC 118 3l 3,000 1,000 1,500
Maritech AB Marisol CW 12 l 12,000 2,000 3,000

P.O.Box 143
S-29122 Kristianstad
Uniservice N.C.L.T. 12 l 12,000 2,000 3,000

Via al Santuario di N.S. Colorcooling 24 l 24,000 2,000 3,000
della Guardia 58/A
16162 Genova, Italy
Marichem – Marigases D.C.W.T – 48 l 48,000 2,400 -

64 Sfaktirias Street Non-Chromate
18545 Piraeus, Greece
Marine Care Caretreat 2 16 l 16,000 4,000 6,000

3144 NA Maasluis
The Netherlands
Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000

Schlenzigstraße 7
21107 Hamburg
Germany
Table 4-19 Nitrite-containing chemical additives

0402-0000AA2.fm
Page 4 - 40 D-BC
Nitrite-free additives (chemical additives)
Manufacturer Product designation Initial dosing Minimum concentration

per 1,000 l
Arteco Havoline XLI 75 l 7.5 %

Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants WT Supra 75 l 7.5 %

Paris, France
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %

Long-Life
Table 4-20 Chemical additives – Nitrite free
Emulsifiable slushing oils
Manufacturer Product
(Designation)
BP Marine, Breakspear Way, Diatsol M

Hemel Hempstead, Fedaro M
Herts HP2 4UL
Castrol Int. Solvex WT 3

Pipers Way
Swindon SN3 1RE, UK
Deutsche Shell AG Oil 9156

Überseering 35
22284 Hamburg, Germany
Table 4-21 Emulsifiable slushing oils

0402-0000AA2.fm
D-BC Page 4 - 41
Anti-freeze solutions with slushing properties
Manufacturer Product Minimum

(Designation) concentration
BASF Glysantin G 48 35 %
Carl-Bosch-Str. Glysantin 9313
67063 Ludwigshafen, Rhein Glysantin G 05
Germany
Castrol Int. Antifreeze NF, SF

Pipers Way
Swindon SN3 1RE, UK
BP, Britannic Tower Anti-frost X2270A

Moor Lane
London EC2Y 9B, UK
Deutsche Shell AG Glycoshell

Überseering 35
22284 Hamburg
Germany
Mobil Oil AG Frostschutz 500

Steinstraße 5
20095 Hamburg
Germany
Arteco/Technologiepark Havoline XLC

Zwijnaarde 2
B-9052 Gent
Belgium
Total Lubricants Glacelf Auto Supra

Paris, France Total Organifreeze
Table 4-22 Anti-freeze solutions with slushing properties
0402-0000AA2.fm
Page 4 - 42 D-BC
Specification for engine supplies
4.9 Cooling water inspecting
Summary Testing the typical values of water

Acquire and check typical values of the operating Short specification
media to prevent or limit damage.
The freshwater used to fill the cooling water cir- Typical Water for filling Circulating
value/property and refilling water
cuits must satisfy the specifications. The cooling
(without addi- (with addi-
water in the system must be checked regularly in tive) tive)
accordance with the maintenance schedule.
Water type Freshwater, free Treated cool-
The following work/steps is/are necessary: of foreign matter ing water
Acquisition of typical values for the operating fluid, Total hardness ≤ 10 °dGH1) ≤ 10 °dGH1)
evaluation of the operating fluid and checking the
concentration of the anticorrosive agent. pH value 6.5 – 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion ≤ 50 mg/l ≤ 50 mg/l2)

Tools/equipment required content
Equipment for checking the freshwater quality Table 4-23 Quality specifications for cooling water
(abbreviated version)
The following equipment can be used:
1) dH = German hardness
The MAN Diesel & Turbo water testing kit, or simi- 1 °dH = 10 mg/l CaO
lar testing kit, with all necessary instruments and = 17.9 mg/l CaCO
chemicals that determine the water hardness, pH =0.179 mmol/l
value and chloride content (obtainable from MAN 2) 1 mg/l = 1 ppm
Diesel & Turbo or Mar-Tec Marine, Hamburg).

Testing the concentration of anticorrosive agents
Equipment for testing the concentration of additives
Short specification
When using chemical additives:
Testing equipment in accordance with the suppli- Anticorro- Concentration
er's recommendations. Testing kits from the sup- sive agent
plier also include equipment that can be used to
Chemical According to the quality specification, see
determine the freshwater quality. additives "Section 4.8: Specification for engine cooling
water, page 4-35".
Anti-freeze According to the quality specification, see
agents "Section 4.8: Specification for engine cooling
water, page 4-35".
Table 4-24 Concentration of the cooling water additive
0403-0000AA2.fm
gJ__ Page 4 - 43
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 slushing oils can only provide effective
protection if the right concentration is precisely
maintained. This is why the concentrations recom-
mended by MAN Diesel & Turbo (quality specifica-
tions in "Section 4.8: Specification for engine cooling
water, page 4-35") must be complied with in all cas-
es. These recommended concentrations may be
other than those specified by the manufacturer.
Testing the concentration of anti-freeze agents
The concentration must be checked in accord-
ance with the manufacturer's instructions or the
test can be outsourced to a suitable laboratory. If
in doubt, consult MAN Diesel & Turbo.
Regular water samplings
Small quantities of lubricating oil in cooling water
can be found by visual check during regular water
sampling from the expansion tank.
Testing
We test cooling water for customers in our labora-
tory. To carry out the test, we will need a represent-
ative sample of abt. 0.5 l.
0403-0000AA2.fm
Page 4 - 44 JJ__
4.10 Cooling water system cleaning
Summary who can provide the right cleaning agents for the
type of deposits and materials in the cooling cir-
Remove contamination/residue from operating flu-
cuit. The cleaning should only be carried out by
id systems, ensure/reestablish operating reliability.
the engine operator if this cannot be done by a
Cooling water systems containing deposits or specialist.
contamination prevent effective cooling of parts.
Oil sludge
Contamination and deposits must be regularly
eliminated. Oil sludge from lubricating oil that has entered the
cooling system or a high concentration of anticor-
This comprises the following:
rosive agents can be removed by flushing the sys-
Cleaning the system and, if required, removal of tem with freshwater to which some cleaning agent
limescale deposits, flushing the system. has been added. Suitable cleaning agents are list-
ed alphabetically in "Table 4-25: Cleaning agents for
Cleaning removing oil sludge". Products by other manufactur-
The cooling water system must be checked for ers can be used providing they have similar prop-
contamination at regular intervals. Cleaning is re- erties. The manufacturer's instructions for use
quired if the degree of contamination is high. This must be strictly observed.
work should ideally be carried out by a specialist
Manufacturer Product Concentration Duration of cleaning proce-

dure/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 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 4-25 Cleaning agents for removing oil sludge
Lime and rust deposits hardness, this forms what is known as ferrous
sludge which tends to gather in areas where the
Lime and rust deposits can form if the water is es-
flow velocity is low.
pecially hard or if the concentration of the anticor-
rosive agent is too low. A thin lime scale layer can Products that remove limescale deposits are gen-
be left on the surface as experience has shown erally suitable for removing rust. Suitable cleaning
that this protects against corrosion. However, agents are listed alphabetically in "Table 4-26: Clean-
limescale deposits with a thickness of more than ing agents for removing limescale and rust deposits".
0.5 mm obstruct the transfer of heat and cause Products by other manufacturers can be used
thermal overloading of the components being providing they have similar properties. The manu-
cooled. facturer's instructions for use must be strictly ob-
served. Prior to cleaning, check whether the
Rust that has been flushed out may have an abra-
cleaning agent is suitable for the materials to be
sive effect on other parts of the system, such as
0404-0000AA2.fm
cleaned.
the sealing elements of the water pumps. Together
with the elements that are responsible for water
gJ__ Page 4 - 45
The products listed in "Table 4-26: Cleaning agents for

removing limescale and rust deposits" are also suitable
for stainless steel.
Manufacturer Product Concentration Duration of cleaning proce-

dure/temperature
Drew SAF-Acid 5 – 10 % 4 h at 60 – 70 °C
Descale-IT 5 – 10 % 4 h at 60 – 70 °C
Ferroclean 10 % 4 – 24 h at 60 – 70 °C
Nalfleet Nalfleet 9 – 068 5% 4 h at 60 – 75 °C
Unitor Descalex 5 – 10 % 4 – 6 h at approx. 60 °C
Vecom Descalant F 3 – 10 % Approx. 4 h at 50 – 60 °C
Table 4-26 Cleaning agents for removing limescale and rust deposits
In emergencies only The length of the cleaning process depends on the

thickness and composition of the deposits. Values
Hydrochloric acid diluted in water or aminosul-
are provided for orientation in "Table 4-25: Cleaning
phonic acid may only be used in exceptional cases
agents for removing oil sludge".
if a special cleaning agent that removes limescale
deposits without causing problems is not availa- Following cleaning
ble. Observe the following during application:
The cooling system must be flushed several times
• Stainless steel heat exchangers must never be once it has been cleaned using cleaning agents.
treated using diluted hydrochloric acid. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cool-
• Cooling systems containing non-ferrous metals
ing system afterwards with suitable chemicals
(aluminium, red bronze, brass, etc.) must be
then flush. The system can then be refilled with
treated with deactivated aminosulphonic acid.
water that has been prepared accordingly.
This acid should be added to water in a con-
centration of 3 – 5 %. The temperature of the Note!
solution should be 40 – 50 °C.
Start the cleaning operation only when the en-
• Diluted hydrochloric acid may only be used to gine has cooled down. Hot engine compo-
clean steel pipes. If hydrochloric acid is used as nents must not come into contact with cold
the cleaning agent, there is always a danger water. Open the venting pipes before refilling
that acid will remain in the system, even when the cooling water system. Blocked venting
the system has been neutralised and flushed. pipes prevent air from escaping which can
This residual acid promotes pitting. We there- lead to thermal overloading of the engine.
fore recommend you have the cleaning carried
Safety/environmental protection
out by a specialist.
The products to be used can endanger health and
The carbon dioxide bubbles that form when limes-
may be harmful to the environment.
cale deposits are dissolved can prevent the clean-
ing agent from reaching boiler scale. It is therefore Follow the manufacturer's handling instructions
absolutely necessary to circulate the water with without fail.
the cleaning agent to flush away the gas bubbles The applicable regulations governing the disposal
and allow them to escape.
0404-0000AA2.fm
of cleaning agents or acids must be observed.
Page 4 - 46 gJ__
4.11 Specification for intake air (combustion air)
General Requirements
The quality and condition of intake air (combustion Liquid fuel engines: As minimum, inlet air (combus-
air) have a significant effect on the engine output, tion air) must be cleaned by a G3 class filter as per
wear and emissions of the engine. In this regard, EN779, if the combustion air is drawn in from in-
not only are the atmospheric conditions extremely side (e.g. from the machine room/engine room). If
important, but also contamination by solid and the combustion air is drawn in from outside, in the
gaseous foreign matter. environment with a risk of higher inlet air contami-
nation (e.g. due to sand storms, due to loading
Mineral dust in the intake air increases wear.
and unloading grain cargo vessels or in the sur-
Chemicals and gases promote corrosion.
roundings of cement plants), additional measures
This is why effective cleaning of intake air (com- must be taken. This includes the use of pre-sepa-
bustion air) and regular maintenance/ cleaning of rators, pulse filter systems and a higher grade of
the air filter are required. filter efficiency class at least up to M5 according to
When designing the intake air system, the maxi- EN779.
mum permissible overall pressure drop (filter, si- Gas engines and dual-fuel engines: As minimum, in-
lencer, pipe line) of 20 mbar must be taken into let air (combustion air) must be cleaned by a G3
consideration. class filter as per EN779, if the combustion air is
Exhaust turbochargers for marine engines are drawn in from inside (e.g. from machine room/en-
equipped with silencers enclosed by a filter mat as gine room). Gas engines or dual-fuel engines must
a standard. The quality class (filter class) of the fil- be equipped with a dry filter. Oil bath filters are not
ter mat corresponds to the G3 quality in accord- permitted because they enrich the inlet air with oil
ance with EN779. mist. This is not permissible for gas operated en-
gines because this may result in engine knocking.
If the combustion air is drawn in from outside, in
the environment with a risk of higher inlet air con-
tamination (e.g. due to sand storms, due to load-
ing and unloading grain cargo vessels or in the
surroundings of cement plants) additional meas-
ures must be taken. This includes the use of pre-
separators, pulse filter systems and a higher grade
of filter efficiency class at least up to M5 according
to EN779.
In general, the following applies:
The inlet air path from air filter to engine shall be
designed and implemented airtight so that no false
air may be drawn in from the outdoor.
The concentration downstream of the air filter
and/or upstream of the turbocharger inlet must
not exceed the following limit values.
0411-0000AA2.fm
bJ_a Page 4 - 47
Properties Typical value Unit1)
Particle size < 5 μm: minimum 90 % of the particle number
Particle size < 10 μm: minimum 98 % of the particle number
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1
Table 4-27 Intake air (combustion air) – Typical values to be observed

1)
One Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.
Note!
Intake air shall not contain any flammable gas-
es. Make sure that the combustion air is not
explosive and is not drawn in from the ATEX
Zone.
0411-0000AA2.fm
Page 4 - 48 E-BD
4.12 Specification for compressed air
General For catalysts, unless otherwise stated by relevant

For compressed air quality observe the ISO 8573-
1:2010. Compressed air must be free of solid par- Compressed air quality for soot blowing
Starting air for soot blowing must conform to the
Requirements following quality acc. to the ISO 8573-1:2010 as
minimum.
Compressed air quality of starting air system
• Purity with respect to solid particles quality
Starting air must conform to the following quality class 2
acc. to the ISO 8573-1:2010 as minimum.
• Purity with respect to humidity quality class 3
• Purity with respect to oil quality class 2
class 6
particle size > 40 μm: max. concentration Compressed air quality for atomisation of re-
< 5 mg/m 3 ducing agents
• Purity with respect to humidity quality class 7 Starting air for atomisation of reducing agents
residual water content < 0.5 g/m 3 must conform to the follo wing quality acc. to the
ISO 8573-1:2010 as minimum.
• Purity with respect to oil quality class X
Additional requirements are:
class 2
• The layout of the starting air system must pre-
vent the initiation of corrosion
• The starting air system starting air receivers
must be equipped with devices for removing Note!
condensed water
To prevent clogging of catalyst and catalyst
• The formation of a dangerous explosive mixture lifetime shortening, the compressed air speci-
of compressed air and lube oil must be pre-
vented securely through the devices in the
starting air system and through system compo-
nents maintenance
Compressed air quality for control air system

Please remember that control air is used for acti-
vation of the engine safety functions, therefore the
compressed air quality in this system is of great
importance.
Control air must conform to the following quality
acc. to the ISO 8573-1:2010 as minimum.
class 5
0415-0000AA2.fm

cJ_a Page 4 - 49
4.12 Specification for compressed air
0415-0000AA2.fm
Page 4 - 50 F-BD
======
5 Engine supply systems

Page 5 - 1
Page 5 - 2
Engine supply systems
5.1.1 Engine pipe connections and dimensions
5.1 Basic principles for pipe selection
5.1.1 Engine pipe connections and dimensions

The external piping systems are to be installed and
connected to the engine by the shipyard or by the
plant engineering company for a power plant.
The design of the piping has to take into account
the maximum allowed pressure losses, the recom-
mended flow rates, the requirements of the instal-
lations (e.g. pumps, valves), the limitations of the
piping material (e.g. erosion and corrosion resist-
ance) and secondary effects (e.g. noise).
Therefore, depending on specific conditions of
piping systems, it may be necessary to adopt even
lower flow rates as stated in the table below.
Generally it is not recommended to adopt higher
flow rates.
- Recommended flow rates (m/s)
Suction side Delivery side
Fresh water (cooling water) 1.0 – 2.0 2.0 – 3.5

Lube oil 0.5 – 1.0 1.5 – 2.5
Sea water 1.0 – 1.5 1.5 – 2.5
Diesel fuel 0.5 – 1.0 1.5 – 2.0
Heavy fuel oil 0.3 – 0.8 1.0 – 1.8
Natural gas (<5 bar) - 5 – 10
Natural gas (>5 bar) - 20 – 30
Pressurized air for control air system - 2 – 10
Pressurized air for starting air system - 25 – 30
Intake air 20 – 25
Exhaust gas 40
Table 5-1 Recommended flow rates

0501-0000MA2.fm
F-BD 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR, 48/60TS, 51/60DF Page 5 - 3

5.1.2 Specification of materials for piping
5.1.2 Specification of materials for piping

General
• The properties of the piping shall conform to in- Fuel oil pipes, Lube oil pipes
ternational standards, e.g. DIN EN 10208, DIN
Galvanised steel pipe must not be used for the
EN 10216, DIN EN 10217 or DIN EN 10305,
piping of the system as acid components of the
DIN EN 13480-3.
fuel may attack zinc.
• For piping, black steel pipe should be used;
Proposed material (EN)
stainless steel shall be used where necessary.
E235, P235GH, X6CrNiMoTi17-12-2
• Outer surface of pipes need to be primed and
painted according to the specification – for sta- Starting air/control air pipes
tionary power plants consider Q10.09028-
5013. Galvanised steel pipe must not be used for the
piping of the system.
• The pipes are to be sound, clean and free from
all imperfections. The internal surfaces must be Proposed material (EN)
thoroughly cleaned and all scale, grit, dirt and E235, P235GH, X6CrNiMoTi17-12-2
sand used in casting or bending removed. No
sand is to be used as packing during bending Urea pipes (for SCR only)
operations. For further instructions regarding
stationary power plants please also consider Galvanised steel pipe, brass and copper compo-
Q10.09028-2104. nents must not be used for the piping of the sys-
tem.
• In the case of pipes with forged bends care is
to be taken that internal surfaces are smooth Proposed material (EN)
and no stray weld metal left after joining. X6CrNiMoTi17-12-2
• Please see the instructions in our Work card
6682000.16-01E for cleaning of steel pipes be-
fore fitting together with the Q10.09028-2104
for stationary power plants.
LT-, HT- and nozzle cooling water pipes

Galvanised steel pipe must not be used for the
piping of the system as all additives contained in
the engine cooling water attack zinc.
Moreover, there is the risk of the formation of local
electrolytic element couples where the zinc layer
has been worn off, and the risk of aeration corro-
sion where the zinc layer is not properly bonded to
the substrate.
Proposed material (EN)
P235GH, E235, X6CrNiMoTi17-12-2
0501-0000MA2.fm
Page 5 - 4 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR, 48/60TS, 51/60DF F-BD

5.1.3 Installation of flexible pipe connections for resiliently mounted engines

Arrangement of hoses on resiliently mounted engine
Flexible pipe connections become necessary to
connect resilient mounted engines with external
piping systems. They are used to compensate the
dynamic movements of the engine in relation to
the external piping system. For information about
the origin of the dynamic engine movements, their
direction and identity in principle see "Table 5-2: Ex-
cursions of the in-line engines" and "Table 5-3: Excur-
sions of the V-engines".
- Engine rotations unit Coupling displacements Exhaust flange

unit (at the turbocharger)
° mm mm
Axial Cross Vertical Axial Cross Vertical Axial Cross Vertical

direction direction direction
RX RY RZ X Y Z X Y Z
Pitching 0.0 ±0.026 0.0 ±0.95 0.0 ±1.13 ±2.4 0.0 ±1.1
Origin of static/dynamic movements
Rolling ±0.22 0.0 0.0 0.0 ±3.2 ±0.35 ±0.3 ±16.2 ±4.25
Engine torque –0.045 0.0 0.0 0.0 0.35 (to 0.0 0.0 2.9 (to 0.9
(CCW) Cntrl. Side) Cntrl. Side)
Vibration during (±0.003) ~0.0 ~0.0 0.0 0.0 0.0 0.0 ±0.12 ±0.08
normal operation
Run out ±0.053 0.0 0.0 0.0 ±0.64 0.0 0.0 ±3.9 ±1.1
resonance
Table 5-2 Excursions of the in-line engines
Note!
The above entries are approximate values
(±10 %); they are valid for the standard design
of the mounting.
Assumed sea way movements: Pitching ±7.5°/
rolling ±22.5°.
0501-0400MA2.fm
K-BC 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR, 51/60DF Page 5 - 5

- Engine rotations unit Coupling displacements unit Exhaust flange

(at the turbocharger)
° mm mm
Axial Cross Vertical Axial Cross Vertical Axial Cross Vertical

direction direction direction
Rx Ry Rz X Y Z X Y Z
Pitching 0.0 ±0.066 0.0 ±1.7 0.0 ±3.4 ±5.0 0.0 ±2.6
Origin of static/dynamic movements
Rolling ±0.3 0.0 0.0 0.0 ±5.0 ±0.54 0.0 ±21.2 ±5.8
Engine –0.07 0.0 0.0 0.0 +0.59 0.0 0.0 +4.2 –1.37
torque (to A bank) (to A bank) (A-TC)
Vibration
during
(±0.004) ~0.0 ~0.0 0.0 ±0.1 0.0 ±0.04 ±0.11 ±0.1
normal
operation
Run out
reso- ±0.052 0.0 0.0 0.0 ±0.64 0.0 ±0.1 ±3.6 ±1.0
nance
Table 5-3 Excursions of the V-engines
Note!
The above entries are approximate values
(±10 %); they are valid for the standard design
of the mounting.
Assumed sea way movements: Pitching ±7.5°/
rolling ±22.5°.
The conical mounts (RD214B/X) are fitted with
internal stoppers (clearances: Δlat = ±3 mm,
Δvert = ±4 mm); these clearances will not be
completely utilized by the above loading cas-
es.
0501-0400MA2.fm
Page 5 - 6 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR, 51/60DF K-BC

Figure 5-1 Coordinate system
Generally flexible pipes (rubber hoses with steel in- Arrangement of the external piping system
let, metal hoses, PTFE-corrugated hose-lines,
Shipyard's pipe system must be exactly arranged
rubber bellows with steel inlet, steel bellows, steel
so that the flanges or screw connections do fit
compensators) are nearly unable to compensate
without lateral or angular offset. Therefore it is rec-
twisting movements. Therefore the installation di-
ommended to adjust the final position of the pipe
rection of flexible pipes must be vertically (in Z-di-
connections after engine alignment is completed.
rection) if ever possible. An installation in
horizontal-axial direction (in X-direction) is not per-
mitted; an installation in horizontal-lateral (Y-direc-
tion) is not recommended.
Flange and screw connections

Flexible pipes delivered loosely by MAN Diesel &
Turbo are fitted with flange connections, for sizes
with DN32 upwards. Smaller sizes are fitted with
screw connections. Each flexible pipe is delivered
complete with counterflanges or, those smaller
than DN32, with weld-on sockets.
Figure 5-2 Arrangement of pipes in system

0501-0400MA2.fm

Installation of hoses Angular compensator for fuel oil

In the case of straight-line-vertical installation, a The fuel oil compensator, to be used for resilient
suitable distance between the hose connections mounted engines, can be an angular system com-
has to be chosen, so that the hose is installed with posed of three compensators with different char-
a sag. The hose must not be in tension during op- acteristics. Please observe the installation
eration. To satisfy correct sag in a straight-line-ver- instruction indicated on the specific drawing.
tically installed hose, the distance between the
hose connections (hose installed, engine stopped) Supports of pipes
has to be approx. 5 % shorter than the same dis- The flexible pipe must be installed as near as pos-
tance of the unconnected hose (without sag). sible to the engine connection.
In case it is unavoidable (this is not recommended) On the shipside, directly after the flexible pipe, the
to connect the hose in lateral-horizontal direction pipe is to be fixed with a sturdy pipe anchor of
(Y-direction) the hose must be installed preferably higher than normal quality. This anchor must be
with a 90° arc. The minimum bending radii, speci- capable to absorb the reaction forces of the flexi-
fied in our drawings, are to be observed. ble pipe, the hydraulic force of the fluid and the dy-
Never twist the hoses during installation. Turnable namic force
lapped flanges on the hoses avoid this. Example for the axial force of a compensator to be
Where screw connections are used, steady the absorbed by the pipe anchor:
hexagon on the hose with a wrench while fitting • Hydraulic force
the nut. = (Cross section area of the compensator) x
Comply with all installation instructions of the hose (Pressure of the fluid inside)
manufacturer. • Reaction force
Depending on the required application rubber = (Spring rate of the compensator) x (Displace-
hoses with steel inlet, metal hoses or PTFE-corru- ment of the comp.)
gated hose lines are used. • Axial force
= (Hydraulic force) + (Reaction force)
Installation of steel compensators
Additionally a sufficient margin has to be included
Steel compensators are used for hot media, e. g.
to account for pressure peaks and vibrations.
exhaust gas. They can compensate movements in
line and transversal to their centre line, but they are
absolutely unable to compensate twisting move-
ments. Compensators are very stiff against tor-
sion. For this reason all kind of steel compensators
installed on resilient mounted engines are to be in-
stalled in vertical direction.
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-resil-
ient or rigid mounted engines. But in these
cases the compensators are quite shorter, they
0501-0400MA2.fm
are designed only to compensate the thermal

expansions and vibrations, but not other dy-
namic engine movements.

Figure 5-3 Installation of hoses

0501-0400MA2.fm

0501-0400MA2.fm

5.1.4 Condensate amount in charge air pipes and air vessels
Figure 5-4 Diagram condensate amount
The amount of condensate precipitated from the the corresponding charge air pressure curve and
air can be quite large, particularly in the tropics. It the charge air temperature.
depends on the condition of the intake air (temper-
Note that charge air pressure as mentioned in En-
ature, relative air humidity) in comparison to the
gine and operation – Planning data" is shown in abso-
charge air after charge air cooler (pressure, tem-
lute pressure.
perature).
At both points of intersection read out the values
In addition the condensed water quantity in the
[g water/kg air] on the vertically axis.
engine needs to be minimized. This is achieved by
controlling the charge air temperature. The intake air water content I minus the charge air
water content II is the condensate amount A which
Determining the amount of condensate:
will precipitate. If the calculations result is negative
First determine the point I of intersection in the left no condensate will occur.
side of the diagram (intake air) between the corre-
For an example see "Figure 5-4: Diagram condensate
sponding relative air humidity curve and the ambi-
amount": Intake air water content 30 g/kg minus
ent air temperature.
26 g/kg = 4 g of water/kg of air will precipitate.
Secondly determine the point II of intersection in
0501-0300AA2.fm
To calculate the condensate amount during filling

the right side of the diagram (charge air) between
of the starting air vessel just use the 30 bar curve
in a similar procedure.
aJ_a Page 5 - 11
Example to determine the amount of water accumulating in the charge-air pipe
Parameter Unit Value
Engine output (P) kW 9,000
Specific air flow (le) kg/kWh 6.9
Ambient air condition (I):Ambient air temperature °C 35

Relative air humidity % 80
Charge air condition (II):Charge air temperature after cooler °C 56

Charge air pressure (overpressure) bar 3.0
Solution acc. to above diagram: Unit Value
Water content of air according to point of intersection (I) kg of water/kg of air 0.030
Maximum water content of air according to point of intersection (II) kg of water/kg of air 0.026
The difference between (I) and (II) is the condensed water amount (A)
A= I – II = 0.030 – 0.026 = 0.004 kg of water/kg of air
Total amount of condensate QA:

QA= A x le x P
QA= 0.004 x 6.9 x 9,000 = 248 kg/h
Table 5-4 Determining the condensate amount in the charge air pipe
0501-0300AA2.fm
Page 5 - 12 aJ_a
Example to determine the condensate amount in the compressed air vessel
Parameter Unit Value
Volumetric capacity of tank (V) litre 3,500

m3 3.5
Temperature of air in starting air vessel (T) °C 40

K 313
Air pressure in starting air vessel (p above atmosphere) bar 30

Air pressure in starting air vessel (p absolute) bar 31
N-
------
2
31 x 105
m
Gas constant for air (R) Nm -

-------------
kgxK 287
Ambient air temperature °C 35
Relative air humidity % 80
Weight of air in the starting air vessel is calculated as follows:

5
p×V 31 × 10 × 3, 5
m = ------------- = ------------------------------------ = 121 kg
R×T 287 × 313
Solution acc. to above diagram:
Water content of air according to point of intersection (I) kg of water/kg of air 0.030
Maximum water content of air according to point of intersection (III) kg of water/kg of air 0.002
The difference between (I) and (III) is the condensed water amount (B)
B = I – III
B= 0.030 – 0.002 = 0.028 kg of water/kg of air
Total amount of condensate in the vessel QB:

QB = m x B
QB = 121 * 0.028 = 3.39 kg
Table 5-5 Determining the condensate amount in the compressed air vessel
0501-0300AA2.fm
aJ_a Page 5 - 13
0501-0300AA2.fm
Page 5 - 14 aJ_a
5.2.1 Lube oil system diagram
5.2 Lube oil system

0502-000bMQK2.fm
Figure 5-5 Lube oil system – GenSet
C-BD 32/44K Page 5 - 15

Legend
On engine connections On GenSet connections
2101 Engine oil inlet 2116 Back flush from automatic filter
2122 Oil pump inlet 2162 Oil drain from alternator
2132 Oil pump outlet 2178 Overflow from lube oil service tank
- - 2261 Clean oil from separator
- - 2264 Lubricating oil from automatic filter
- - 2271 Lubricating oil to separator
- - 2273 Lubricating oil to automatic filter
- - 2361 Oil tank fill connection
- - 2841 Crankcase venting
Equipment list
CF-008 Lubricating oil centrifuge P-007 Pre-lubricating pump
FIL-002 Lube oil duplex filter P-075 Cylinder lube oil pump
FIL-004 Lube oil suction strainer PCV-007 Pressure regulating valve
HE-002 Lube oil cooler T-001 Lube oil service tank
NRV-001 Non return valve TCV-001 Temperature control valve
P-001 Lubricating oil pump - -
0502-000bMQK2.fm
Page 5 - 16 32/44K C-BD

5.2.2 Lube oil system description

The Diagram represents standard design of exter- 1) The Turbocharger is connected to the lubrica-
nal lube oil service system. The engine is equipped tion oil circuit of the engine. The oil serves for bear-
with the built-on following components: ing lubrication.
• Engine driven lubrication oil pump 2) Lubricating oil for the main bearings is supplied
through holes drilled in the engine frame. From the
• Lubrication oil cooler
main bearings the oil passes through bores in the
• Lubrication oil thermostatic valve crankshaft to the connecting rods big end bear-
• Duplex full-flow depth filter ings.
• Pre-lubrication oil pump The connection rods have bored channels for sup-
ply of oil from the big end bearings to the small end
• Cylinder lubrication oil pump bearings. The small end bearings have an inner
circumferential groove, and a pocket for distribu-
Lubrication oil consumption tion of oil in the bush itself as well as supply of oil
The lubrication oil consumption see "Section 2.12.2: to the pin bosses and the piston cooling through
Lube oil consumption, page 2-65". It should, however, holes and channels in the piston pin.
be observed that during the running in period the 3) The lubricating oil pipes for the camshaft drive
lubrication oil consumption may exceed the values gear wheels are equipped with nozzles which are
stated. adjusted to apply the oil at the points where the
gear wheels are in mesh.
Oil quantities
4) The lubricating oil pipe for the gear wheels for
The approximate quantities of oil necessary for the governor drive are adjusted to apply the oil at
new engine, before starting up are given in the "Ta- the points where the wheels are in mesh.
ble 2-25: Water and oil volume of engine" and "Table 2-
26: Service tanks capacity". 5) The lubricating oil to the rocker arms is led
through pipes to each cylinder head. In continuous
System flow through bores in the cylinder head and rocker arm
to the moveable parts to be lubricated.
The lubrication oil pump draws oil from the oil
sump and presses the oil through the cooler and 6) Through a bore in the frame lubricating oil is led
filter to main lubrication oil pipe (channel in the en- to the first camshaft bearing and through bores in
gine frame), from where the oil is distributed to the the camshaft from where it is distributed to the
individual lubrication points. From the lubricating other camshaft bearings.
points the oil returns by gravity to the oil sump. 7) An electrically driven pump is used for cylinder
The main groups of components to be lubricated liner lubrication.
are:
T-001/Lubrication oil sump
1. Turbocharger
As standard the lubrication oil system is based on
2. Main bearings wet sump lubrication. Therefore the oil sump has
3. Camshaft drive the function of the service tank. The main purpose
is to separate air and particles from the lube oil,
4. Governor drive before being pumped back to the engine.
5. Rocker arms
0502-000aMQK2.fm
To provide for adequate degassing, a minimum

6. Camshafts distance is required between tank top and the
highest lube oil level in the tank. The low oil level
7. Cylinder lubricating
A-BD 32/44K Page 5 - 17

should still permit the lube oil to be drawn in free and also for post lubrication when the engine is
of air if the ship is pitching. stopped. The pump, which is of the gear pump
type, is self priming. The automatic control of pre
The minimum quantity of lube oil for the engine is
lubrication must be made by the costumer or can
1.0 litre/kW. This is a theoretical factor for perma-
be ordered from MAN Diesel & Turbo. The voltage
nent lube oil quality control and the decisive factor
for automatic control must be supplied from the
for the design of the bypass cleaning.
emergency switchboard in order to secure post
It is recommended to use the separator suction and pre lubrication in case of a critical situation.
pipe for draining of the lubrication oil sump.
In case of unintended engine stop (e.g. blackout)
FIL-004 Suction Strainer the post lubrication must be started as soon as
possible (latest within 20 min) after the engine has
The suction strainer protects the attached lube oil stopped and must persist for minimum 15 min.
pumps against larger dirt particles that may have
accumulated in the tank. This is required to cool down the bearings of the
Turbo charger and hot inner components.
P-001/Lubricating oil pump (see also chapter pre lubrication/post lubrication)
The lubricating oil pump is mounted on the free
end of the engine and is driven by means of the TCV-001 Thermostatic valve
crankshaft through a gear. The oil pressure is con- The thermostatic valve is a fully automatic three-
trolled by an adjustable spring loaded relief valve. way valve with thermostatic elements of fixed tem-
perature.
P-007 Pre-(Lubricating oil pump)
Performance of the temperature control valve of
The engine is as standard equipped with an elec- 32/44K engine:
tric driven pump for pre lubrication before starting
Set point Type of temperature control valve Control range

lube oil inlet temperature lube oil inlet temperature
65 °C Wax thermostat (recommended) Set point minus 10K
Table 5-6 Temperature control valve
FIL-002 Full-flow Depth Filter P-075/Cylinder lube oil pump

The lubricating oil filter is of the duplex paper car- An electrically driven selfpriming pump is used for
tridge type. It is a depth filter with a nominal fine- cylinder liner lubrication. The system oil is used as
ness of 10 – 15 microns. The safety filter has a lubricant.
fineness of 60 microns.
PCV-007/Pressure control valve

By use of the pressure control valve, a constant
lube oil pressure before the engine is adjusted. The
measurement point of the pressure control pipe is
connected directly to the engine in order to com-
pensate automatically the pressure losses of fil-
ters, pipes and cooler.
0502-000aMQK2.fm
Page 5 - 18 32/44K A-BD

Engine No. of cyl- Pump type rpm Type kW Full load

type inder current
Amp.
E-Motor 3x380-420V, 50 Hz (IP 55)
32/44K 6-7-8-9-10 UD 0.12/60 680/1,430 71 C90 0.09/0.15 0.54/0.44

PB 07 B4029 V18
E-Motor 3x380-480V, 60 Hz (IP 55)
32/44K 6-7-8-9-10 UD 0.12/60 845/1,785 71 C90 0.09/0.15 0.54/0.44

PB 07 B4029 V18
Table 5-7 Temperature control valve
Optionals
• Lube oil centrifuge (CF-008) can be built on
• Lube oil automatic filter can be connected to
the GenSet
0502-000aMQK2.fm
A-BD 32/44K Page 5 - 19

0502-000aMQK2.fm
Page 5 - 20 32/44K A-BD

5.2.3 Prelubrication/postlubrication
Prelubrication
The prelubrication oil pump must be switched on
at least 5 minutes before engine start. The prelu-
brication oil pump serves to assist the engine at-
tached main lube oil pump, until this can provide a
sufficient flow rate.
Pressure before engine . . . . . . . 0.3 – 0.6 barg
Oil temperature . . . . . . . . . . . . . . . . min. 40 °C
Note!
Above mentioned pressure must be ensured
also up to the highest possible lube oil temper-
ature before the engine.
Engine Prelubrication/postlubrication pumps – Minimum needed delivery rates (m3/h)

type Note!
Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 °C. Consider additional exter-
nal automatic lube oil filter by adding to minimum delivery rates 1/2 of its nominal flushing amount.
No. of cylinders
6L 7L 8L 9L 10L 12V 14V 16V 18V 20V
32/40 24 26 29 31 - 36 40 44 49 -
32/44CR 26 29 31 34 36 37 41 46 50 54
32/44K 26 29 31 34 36 - - - - -
35/44DF 18 20 23 25 28 30 35 40 45 50
48/60B, 35 41 47 53 - 70 82 93 105 -
48/60CR - -
48/60TS
51/60DF 35 41 47 53 - 70 82 93 105 -
Table 5-8 Delivery rates of prelubrication/postlubrication pumps
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.
0502-0300MA2.fm
A-BD 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF Page 5 - 21
0502-0300MA2.fm
Page 5 - 22 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF A-BD
5.2.4 Treatment of lubricating oil

The cleaning of the circulating lube oil can be di- ing oil temperature between 95° C till 98° C at en-
vided into two major functions: tering the separator.
• Removal of contaminations to keep up the lube For special arrangements according the lubricat-
oil performance ing oil separation MAN Diesel & Turbo has to be
consulted.
• Retention of dirt to protect the engine
The removal of combustion residues, water and Criteria for cleaning/exchange of lubricating oil
other mechanical contaminations is the major task
A lubricating oil replacement or an extensive lubri-
of separators/centrifuges installed in bypass to the
cating oil cleaning is required when MAN Diesel &
main lube oil service system of the engine.
Turbo exchange criteria´s have been reached. See
The installation of a separator per engine is recom- "Section 4.2: Specification for lubricating oil (SAE 40) for
mended to ensure a continuous separation during operation with gas oil, diesel oil (MGO/MDO) and biofuels,
engine operation. page 4-5" and "Section 4.3: Specification for lubricating
oil (SAE 40) for operation on heavy fuel oil (HFO), page
The system integrated filters protect the diesel en-
4-11".
gine in the main circuit retaining all residues that
will harm the engine.
Operation on marine diesel oil (MDO)
Separator capacity At engine operation on MDO we recommend to in-
stall a build on centrifugal by-pass filter (CF-008)
The separator (clarifier) should be of the selfclean-
as an additionally filter to the build on full flow
ing type. The design is to be based on a lube oil
depth filter and the lubricating oil separator.
quantity of 1.0 l/kW. This lube oil quantity should
be cleaned within 24 hours at:
Operation on heavy fuel oil (HFO)
• HFO-operation 6 – 7 times
HFO operating engines requires effective lubricat-
• MDO-operation 4 – 5 times ing oil cleaning. In order to secure a safe operation
it is necessary to use a supplement cleaning
• Dual-fuel engines operating on gas
equipment in addition to together with the built on
(+MDO/MGO for ignition only) 4 – 5 times
full flow depth filter. For this purpose a centifugal
The formula for determining the separator flow unit or an automatic by-pass filter can be used.
rate (Q) is:
1 .0 x P x n
Q =
24
Q Separator flow rate l/h
P Total engine output kW
n HFO = 7, MDO = 5, Gas (+MDO/MGO for ignition

only) = 5
Separator installation
0502-0550MQK2.fm
It is obligatory to carry out continuous lubricating

oil cleaning during engine operation at a lubricat-
C-BD 32/44K Page 5 - 23

0502-0550MQK2.fm
Page 5 - 24 32/44K C-BD

5.2.5 Crankcase vent and tank vent

Vent pipes Notes!
The vent pipes from engine crankcase, turbo- • All venting openings as well as open pipe ends are
charger and lube oil service tank are to be ar- to be equipped with flame breakers.
ranged according to the sketch. The required
• Condensate trap overflows are to be connected via
nominal diameters ND are stated in the chart fol-
siphone to drain pipe.
lowing the diagram.
• Specific requirements of the classification socie-
ties are to be strictly observed.
Figure 5-6 Crankcase vent and tank vent
Legend
1 Condensate trap, continuously open
2 Connection crankcase vent
3 Turbocharger venting
4 Lubricating oil service tank

0502-0800MQK2.fm
K-BC 32/44K Page 5 - 25

Legend
Engine Nominal Diameter ND (mm)
A B D F
L32/44K 100 80 125 125
0502-0800MQK2.fm
Page 5 - 26 32/44K K-BC

5.3.1 Cooling water system diagram
5.3 Water systems

Please see overleaf!
0503-0000MQcr2.fm
L-BB 32/44CR Page 5 - 27

0503-0000MQcr2.fm
Figure 5-7 Cooling water system diagram – Single engine plant
Page 5 - 28 32/44CR L-BB

Legend
Components
1,2D-003 Auxiliary engine HE-034 Cooler for compressor wheel casing
1,2FIL-019 Sea water filter MOV-002 HT cooling water temperature control

valve
1,2FIL-021 Strainer of commissioning MOV-003 Charge air temperature (CHATCO)
H-020 Preheater main engine MOD-004 Preheating module
H-027 Preheater aux. engine MOD-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 driven)
HE-005 Nozzle cooling water cooler 2P-002 Optional pump for HT cooling water (elec-
trical driven)
HE-007 Diesel oil cooler 1,2P-062 Sea water pump
HE-008 Charge air cooler (stage 2) 1,2P-076 Pump for LT cooling water
HE-010 Charge air cooler (stage 1) 1,2POF-001 Shut of flap for charge air preheating
(depending on plant)
HE-023 Gearbox lube oil cooler POF-002 Shut off flap for charge air preheating
(depending on plant)
HE-024 Cooler for LT cooling water T-002 HT cooling water expansion tank
HE-026 Fresh water generator T-075 LT cooling water expansion tank
Major cooling water engine connections
3121 HT cooling water inlet 3401/3411 Inlet/outlet nozzle cooling
3102 Reserve (for el. driven HT pump) 3201/3211 Inlet/outlet charge air cooler (stage 2)
3103/3113 Charge air preheating 3215 Outlet for compressor wheel cooling
3111 Outlet HT cooling water Drains and venting are not shown.
Connections to the nozzle cooling water module
N1, N2 Return/feeding of engine nozzle cool- N3, N4 Inlet/outlet LT cooling water

ing water
0503-0000MQcr2.fm
L-BB 32/44CR Page 5 - 29

Figure 5-8 Cooling water system diagram – Twin engine plant (part 1)
0503-0000MQcr2.fm
Page 5 - 30 32/44CR L-BB

Figure 5-9 Cooling water system diagram – Twin engine plant (part 2)
0503-0000MQcr2.fm
L-BB 32/44CR Page 5 - 31

0503-0000MQcr2.fm
Page 5 - 32 32/44CR L-BB

5.3.2 Cooling water system description

The diagrams showing cooling water systems for LT cooling water system
main engines comprising the possibility of heat uti-
In general the LT cooling water passes through the
lisation in a fresh water generator and equipment
following components:
for preheating of the charge air in a two-stage
charge air cooler during part load operation. • Stage 2 of the two-stage charge-air cooler (HE-
008)
Note!
• Lube oil cooler (HE-002)
The arrangement of the cooling water system
shown here is only one of many possible solu- • Nozzle cooling water cooler (HE-005)
tions. It is recommended to inform MAN • Fuel oil cooler (HE-007)
Diesel & Turbo in advance in case other ar-
rangements should be desired. • Gear lube oil cooler (HE-023) (or e. g. alternator
cooling in case of a diesel-electric plant)
For special applications, e. g. GenSets or dual-fuel
engines, supplements will explain specific neces- • LT cooling water cooler (HE-024)
sities and deviations. • Other components such as, e. g., auxiliary en-
For the design data of the system components gines (GenSets)
shown in the diagram see "Section: Planning data LT cooling water pumps can be either of engine-
for emission standard IMO Tier II". driven or electrically-driven type.
The cooling water is to be conditioned using a cor- The system components of the LT cooling water
rosion inhibitor, see "Section 4.8: Specification for circuit are designed for a max. LT cooling water
engine cooling water, page 4-35". temperature of 38 °C with a corresponding sea-
LT = Low temperature water temperature of 32 °C (tropical conditions).
HT = High temperature However, the capacity of the LT cooler (HE-024) is
determined by the temperature difference be-
Cooler dimensioning, general tween seawater and LT cooling water. Due to this
For coolers operated by seawater (not treated wa- correlation an LT fresh water temperature of 32 °C
ter), lube oil or MDO/MGO on the primary side and can be ensured at a seawater temperature of
treated fresh water on the secondary side, an ad- 25 °C.
ditional safety margin of 10 % related to the heat To meet the IMO Tier I/IMO Tier II regulations the
transfer coefficient is to be considered. If treated set point of the temperature regulator valve (MOV-
water is applied on both sides, MAN Diesel & Tur- 016) is to be adjusted to 32 °C. However this tem-
bo does not insist on this margin. perature will fluctuate and reach at most 38 °C
In case antifreeze is added to the cooling water, with a seawater temperature of 32 °C (tropical
the corresponding lower heat transfer is to be tak- conditions).
en into consideration. The charge air cooler stage 2 (HE-008) and the
The cooler arrangement has to ensure venting and lube oil cooler (HE-002) are installed in series to
draining facilities for the cooler. obtain a low delivery rate of the LT cooling water
pump (P-076).
0503-0100Mcr2.fm
I-BC 32/44CR, 48/60CR Page 5 - 33

High performing turbochargers lead to a high tem- HE-024/LT cooling water cooler
perature at the compressor wheel. To limit these
For heat data, flow rates and tolerances of the
temperatures, the compressor wheel casing (HE-
heat sources see "Section: Planning data for emis-
034) is cooled by a low LT water flow. The outlet
sion standard IMO Tier II". For the description of
(4184) is to be connected separately to the LT ex-
the principal design criteria for coolers see "Para-
pansion tank in a steady rise.
graph: Cooler dimensioning, general, page 5-33".
P-076/LT cooling water pump
MOV-016/LT cooling water temperature regulator
The delivery rates of the service and standby
This is a motor-actuated three-way regulating
pump are mainly determined by the cooling water
valve with a linear characteristic. It is to be installed
required for the charge-air cooler stage 2 and the
as a mixing valve. It maintains the LT cooling water
other coolers.
at set-point temperature, which is 32 °C.
For operating auxiliary engines (GenSets) in port,
The three-way valve is to be designed for a pres-
the installation of an additional smaller pump is
sure loss of 0.3 – 0.6 bar. It is to be equipped with
recommendable.
an actuator with normal positioning speed (high
MOV-003/Temperature control valve for charge air cooler speed not required). The actuator must permit
manual emergency adjustment.
This three-way valve is to be installed as a mixing
valve. Caution!
It serves two purposes: For engine operation with reduced NOx emis-
sion, according to IMO Tier I/IMO Tier II re-
1. In engine part load operation the charge air
quirement, at 100 % engine load and a
cooler stage 2 (HE-008) is partially or com-
seawater temperature of 25 °C
pletely by-passed, so that a higher charge air
(IMO Tier I/IMO Tier II reference temperature),
temperature is maintained.
an LT cooling water temperature of 32 °C be-
2. The valve reduces the accumulation of con- fore charge air cooler stage 2 (HE-008) is to be
densed water during engine operation under maintained.
tropical conditions by regulation of the charge
Fil-021/Strainer
air temperature. Below a certain intake air tem-
perature the charge air temperature is kept In order to protect the engine and system compo-
constant. When the intake temperature rises, nents, several strainers are to be provided at the
the charge air temperature will be increased ac- places marked in the diagram before taking the
cordingly. engine into operation for the first time. The mesh
size is 1 mm.
The three-way valve is to be designed for a pres-
sure loss of 0.3 – 0.6 bar and is to be equipped HE-005/Nozzle cooling water cooler
with an actuator with high positioning speed. The
The nozzle cooling water system is a separate and
actuator must permit manual emergency adjust-
closed cooling circuit. It is cooled down by LT
ment.
cooling water via the nozzle cooling watercooler
HE-002/Lube oil cooler (HE-005). For heat data, flow rates and tolerances
see "Section: Planning data for emission standard
For the description see "Section 5.2.2: Lube oil system
IMO Tier II". For the description of the principal de-
description, page 5-19". For heat data, flow rates and
sign criteria for coolers see "Paragraph: Cooler dimen-
tolerances see "Section: Planning data for emission
sioning, general, page 5-33". For plants with two main
standard IMO Tier II". For the description of the
engines only one nozzle cooling water cooler (HE-
principal design criteria see "Paragraph: Cooler di-
0503-0100Mcr2.fm
005) is needed. As an option a compact nozzle-

mensioning, general, page 5-33".
cooling module (MOD-005) can be delivered, see
"Section: Water systems – Nozzle cooling water
Page 5 - 34 32/44CR, 48/60CR I-BC

module". For plants with two main engines only The HT cooling water pumps can be either of en-
one nozzle-cooling module is required. gine-driven or electrically-driven type. The outlet
temperature of the cylinder cooling water at the
HE-007/MDO/MGO cooler
engine is to be adjusted to 90 °C.
This cooler is required to dissipate the heat of the
For HT cooling water systems, where more than
fuel injection pumps during MDO/MGO operation.
one main engine is integrated, each engine should
For the description of the principal design criteria
be provided with an individual engine driven HT
for coolers see "Paragraph: Cooler dimensioning, gen-
cooling water pump. Alternatively common electri-
eral, page 5-33". For plants with more than one
cally-driven HT cooling water pumps may be used
engine, connected to the same fuel oil system,
for all engines. However, an individual HT temper-
only one MDO/MGO cooler is required.
ature control valve is required for each engine. The
T-075/LT cooling water expansion tank total cooler and pump capacities are to be adapt-
The effective tank capacity should be high enough ed accordingly.
to keep approx. 2/3 of the tank content of T-002. The shipyard is responsible for the correct cooling
In case of twin-engine plants with a common cool- water distribution, ensuring that each engine will
ing water system, the tank capacity should be by be supplied with cooling water at the flow rates re-
approx. 50 % higher. The tanks T-075 and T-002 quired by the individual engines, under all operat-
should be arranged side by side to facilitate instal- ing conditions. To meet this requirement, e. g.,
lation. In any case the tank bottom must be in- orifices, flow regulation valves, by-pass systems
stalled above the highest point of the LT system at etc. are to be installed where necessary.
any ship inclination.
H-001/Preheater
The expansion pipe shall connect the tank with the
Before starting a cold engine, it is necessary to
suction side of the pump(s), as close as possible.
preheat the waterjacket up to 60°C.
It is to be installed in a steady rise to the expansion
tank, without any air pockets. Minimum required For the total heating power required for preheating
diameter is DN 32 for L engines and DN 40 for V the HT cooling water from 10 °C to 60 °C within 4
engines. hours see "Table 5-9: Heating power".
For the recommended installation height see "Ta-
ble: Service tanks capacity” in "Section: Planning Engine type 32/44CR 48/60CR
data for emission standard IMO Tier II" – Filling
L+V L+V
volumes and flow resistances".
Min. heating power
6 14
HT Cooling water circuit (kW/cylinder)
General Table 5-9 Heating power
The HT cooling water system consists of the fol- These values include the radiation heat losses
lowing coolers and heat exchangers: from the outer surface of the engine. Also a margin
of 20 % for heat losses of the cooling system has
• Charge air cooler stage 1 (HE-010)
been considered.
• Cylinder cooling
To prevent a too quick and uneven heating of the
• HT cooler (HE-003) engine, the preheating temperature of the HT-
cooling water must remain mandatory below
• Heat utilisation, e. g. fresh water generator (HE-
90 °C at engine inlet and the circulation amount
026)
may not exceed 30 % of the nominal ﬂow. The
0503-0100Mcr2.fm
• HT cooling water preheater (H-020) maximum heating power has to be calculated ac-
cordingly.
I-BC 32/44CR, 48/60CR Page 5 - 35

A secondary function of the preheater is to provide mended to install a separate preheater for the
heat capacity in the HT cooling water system dur- main engine, as the available heat from the auxilia-
ing engine part load operation. This is required for ry engines may be insufficient during operation in
marine propulsion plants with a high fresh water the port.
requirement, e. g. on passenger vessels, where
As an option MAN Diesel & Turbo can supply a
frequent load changes are common. It is also re-
compact preheating module (MOD-004).
quired for arrangements with an additional charge
air preheating by deviation of HT cooling water to HE-026/Fresh water generator
the charge air cooler stage 2 (HE-008). In this case The fresh water generator must be switched off
the heat output of the preheater is to be increased automatically when the cooling water temperature
by approx. 50 %. at the engine outlet drops below 88 °C.
An electrically driven pump becomes necessary to This will prevent operation of the engine at too low
circulate the HT cooling water during preheating. temperatures.
For the required minimum flow rate see "Table 5-10:
Minimum flow rate during preheating and post-cooling". HE-003/HT cooling water cooler
For heat data, flow rates and tolerances of the
Numbers of cyl- Minimum flow rate required dur- heat sources see "Section: Planning data for emis-
inders ing preheating and post-cooling sion standard IMO Tier II". For the description of
the principal design criteria for coolers see "Para-
m3/h
graph: Cooler dimensioning, general, page 5-33".
32/44CR 48/60CR HT temperature control
6L 7.2 14 The HT temperature control system consists of the
7L 8.4 16 following components:
8L 9.6 18 • The temperature controllers are available as

software functions inside the Gateway Module
9L 10.8 20 of SaCoSone . The temperature controllers are
10L 12.0 - operated by the displays at the operating pan-
els asfar as it is necessary. From the interface
12V 14.4 28 cabinet the control valves will be actuated
14V 16.8 30 • 1 electrically activated three-way mixing valve
16V 19.2 30 with linear characteristic curve (MOV- 002)
18V 21.6 30 • 1 temperature sensor TE, directly downstream
of the three-way mixing valve in the supply pipe
20V 24.0 -
to charge-air cooler stage 1 (for EDS visualisa-
Table 5-10 Minimum flow rate during preheating and tion and control of preheater valve)
post-cooling
• 1 temperature sensor TE, directly downstream
The preheating of the main engine with cooling of the engine outlet
water from auxiliary engines is also possible, pro-
It serves to maintain the cylinder cooling water
vided that the cooling water is treated in the same
temperature constantly at 90 °C at the engine
way. In that case, the expansion tanks of the two
outlet – even in the case of frequent load
cooling systems have to be installed at the same
changes – and to protect the engine from exces-
level. Furthermore, it must be checked whether
sive thermal load.
0503-0100Mcr2.fm
the available heat is sufficient to preheat the main

engine. This depends on the number of auxiliary For adjusting the outlet water temperature (con-
engines in operation and their load. It is recom- stantly to 90 °C) to engine load and speed, the
Page 5 - 36 32/44CR, 48/60CR I-BC

cooling water inlet temperature is controlled. The pump nor an electrically driven standby pump is
electronic water temperature controller recognizes installed (e. g. multi-engine plants with engine driv-
deviations by means of the sensor at the engine en HT cooling water pump without electrically driv-
outlet and afterwards corrects the reference value en HT standby pump, if applicable by the
accordingly. classification rules), it is possible to cool down the
engine by the separate small preheating pump,
The electronic temperature controller is installed in
see "Table 5-10: Minimum flow rate during preheating
the switch cabinet of the engine room.
and post-cooling", or if the optional preheating unit
For a stable control mode, the following boundary (MOD-004) with integrated circulation pump is in-
conditions must be observed when designing the stalled, it is also possible to cool down the engine
HT fresh water system: with this small pump. However, the pump used to
• The temperature sensor is to be installed in the cool down the engine, has to be electrically driven
supply pipe to stage 1 of the charge-air cooler. and started automatically after engine shut down.
To ensure instantaneous measurement of the None of the centrifugal cooling water pumps is of
mixing temperature of the three-way mixing self priming type.
valve, the distance to the valve should be 5 to
Design flow rates should not be exceeded by
10 times the pipe diameter.
more than 15 % to avoid cavitation in the engine
• The three-way valve (MOV-002) is to be in- and its systems. A throttling orifice is to be fitted
stalled as a mixing valve. It is to be designed for for adjusting the specified operating point.
a pressure loss of 0.3 – 0.6 bar. It is to be
T-002/HT cooling water expansion tank
equipped with an actuator of high positioning
speed. The actuator must permit manual emer- The expansion tank compensates changes in sys-
gency adjustment. tem volume and losses due to leakages. It is to be
arranged in such a way, that the tank bottom is sit-
• The pipes within the system are to be kept as
uated above the highest point of the system at any
short as possible in order to reduce the dead
ship inclination.
times of the system, especially the pipes be-
tween the three-way mixing valve and the inlet The expansion pipe shall connect the tank with the
of the charge-air cooler stage 1 which, are crit- suction side of the pump(s), as close as possible.
ical for the control. It is to be installed in a steady rise to the expansion
tank, without any air pockets. Minimum required
The same system is required for each engine, also
diameter is DN 32 for L-engines and DN 40 for V-
for multi-engine installations with a common HT
engines.
fresh water system.
For the required volume of the tank and the rec-
In case of a deviating system layout, MAN Diesel &
ommended installation height see "Table: Service
Turbo is to be consulted.
tanks capacity” in "Section: Planning data for emis-
P-002/HT cooling water pumps sion standard IMO Tier II" – Filling volumes and
As an option the engine is available with an at- flow resistances".
tached (engine driven) HT cooling water pump. Al- Tank equipment:
ternatively also electrically driven HT cooling water
• Sight glass for level monitoring
pumps can be used.
• Low-level alarm switch
The standby pump has to be of the electrically
driven type. • Overflow and filling connection
It is required to cool down the engine for a period • Inlet for corrosion inhibitor
0503-0100Mcr2.fm
of 15 minutes after shut down. For this purpose

the standby pump can be used. In the case that
neither an electrically driven HT cooling water
I-BC 32/44CR, 48/60CR Page 5 - 37

0503-0100Mcr2.fm
Page 5 - 38 32/44CR, 48/60CR I-BC

5.3.3 Cooling water collecting and supply system

T-074/Cooling water collecting tank (not indicated in
the diagram)
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 mainte-
nance purposes.
This is necessary to meet the requirements with
regard to environmental protection (water has
been treated with chemicals) and corrosion inhibi-
tion (re-use of conditioned cooling water).
P-031/Transfer pump (not indicated in the diagram)

The content of the collecting tank can be dis-
charged into the expansion tanks by a freshwater
transfer pump.
0503-0200MA2.fm
G-AJ 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF Page 5 - 39

0503-0200MA2.fm
Page 5 - 40 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF G-AJ

5.3.4 Miscellaneous items

Piping For further information see the turbocharger
project guide. You can also find the latest updates
Coolant additives may attack a zinc layer. It is
on our website www.mandieselturbo.com
therefore imperative to avoid to use galvanised
under:"Turbomachinery > Turbocharger > Axial
steel pipes. Treatment of cooling water as speci-
Flow > TCA Series" and "Turbomachinery >
fied by MAN Diesel & Turbo will safely protect the
Turbocharger > Radial Flow > TCR Series".
inner pipe walls against corrosion.
Moreover, there is the risk of the formation of local
electrolytic element couples where the zinc layer
has been worn off, and the risk of aeration corro-
sion 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 fit-
ting.
Pipe branches must be fitted to discharge in the
direction of flow in a flow-conducive manner. Vent-
ing is to be provided at the highest points of the
pipe system and drain openings at the lowest
points.
Cooling water pipes are to be designed according
to in tables (e.g. Operating pressures" in Engine and
operation – Planning data – Operating/services tempera-
tures and pressures") stated pressure values and
flow rates. The engine cooling water connections
are mostly designed according to PN10/PN16.
Turbocharger washing equipment

The turbocharger of engines operating on heavy
fuel oil must be washed at regular intervals. This
requires the installation of a freshwater supply line
from the sanitary system to the turbine washing
equipment and two dirty-water drain pipes via a
funnel (for visual inspection) 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 wa-
ter to the turbocharger.
The compressor washing equipment is completely
mounted on the turbocharger and is supplied with
freshwater from a small tank.
0503-0300MA2.fm
E-BC 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF Page 5 - 41

0503-0300MA2.fm
Page 5 - 42 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF E-BC

5.3.5 Cleaning of charge air cooler (built-in condition) by a ultrasonic device

The cooler bundle can be cleaned without being
removed. Prior to filling with cleaning solvent, the Designation Manufacturer
charge air cooler and its adjacent housings must Aquabreak PX Unitor Ship Service AS
be isolated from the turbocharger and charge air Mastemyr
pipe using blind flanges. N-1410 Kolbotn/Norway
• The casing must be filled and drained with a big Environclean Unitor Ship Service AS
firehose with shut-off valve (see P & I).
Mastemyr
All piping dimensions execute in DN 80.
N-1410 Kolbotn/Norway
• If the cooler bundle is contaminated with oil, fill
Enviromate 2000 Drew Chemical Corp.
the charge air cooler casing with freshwater
Boonton
and a liquid washing-up additive.
New Jersey/USA
• Input the sono pusher after addition of the
cleaning agent in default dosing portion. Eskaphor N6773 Haug Chemie GmbH
Breite Seite 14 – 16
• Flushing with freshwater (Quantity: approx. 2x 74889 Sinsheim/Germany
to fill in and to drain).
Table 5-11 Recommended cleaning medium
The contaminated water must be cleaned after
every sequence and must be drained into the dirty
water collecting tank.
Increase in differential pressure1) Degree of fouling Cleaning period (guide value)
< 100 mm WC Hardly fouled Cleaning not required
100 – 200 mm WC Slightly fouled approx. 1 hour
200 – 300 mm WC Severely fouled approx. 1.5 hour
> 300 mm WC Extremely fouled approx. 2 hour
Table 5-12 Degree of fouling of the charge-air cooler

1) Increase
in differential pressure = actual condition – new condition
(mm WC = mm water column).
Note!
When using the cleaning agents: The waste disposal instructions of the manu-
facturers must be observed.
The instructions of the manufacturers must be
Follow all terms and conditions of the Classifi-
observed.
cation Societies.
Particular the data sheets with safety rele-
vance must be followed.
The temperature of these products has, (due to
the fact that some of them are inflammable), to
be at 10 °C lower than the respective flash
0503-1100AA2.fm
point.
iJ__ Page 5 - 43
Figure 5-10 Principle layout
Legend
1 Installation ultrasonic cleaning
2 Firehose with sprag nozzle
3 Firehose
4 Dirty water collecting tank1)
5 Ventilation
A Isolation with blind flanges

1) Required size of dirty water collecting tank:
Volume at the least 4-multiple charge air cooler volume.
0503-1100AA2.fm
Page 5 - 44 LJ__
5.3.6 Nozzle cooling system and diagram

General into consideration. The cooler is to be provided
with venting and draining facilities.
In HFO operation, the nozzles of the fuel injection
valves are cooled by freshwater circulation, there-
TCV-005/Temperature control valve
fore a nozzle cooling water system is required. It is
a separate and closed system re-cooled by the LT The temperature control valve with thermal-ex-
cooling water system, but not directly in contact pansion elements regulates the flow through the
with the LT cooling water. The nozzle cooling water cooler to reach the required inlet temperature of
is to be treated with corrosion inhibitor according the nozzle cooling water. It has a regulating range
to MAN Diesel & Turbo specification see "Section from approx. 50 °C (valve begins to open the pipe
4.8: Specification for engine cooling water, page 4-35". from the cooler) to 60 °C (pipe from the cooler
completely open).
Note!
In diesel engines designed to operate preva- FIL-021/Strainer
lently on HFO the injection valves are to be To protect the nozzles for the first commissioning
cooled during operation on HFO. In the case of of the engine a strainer has to be provided. The
MGO or MDO operation exceeding 72 h, the mesh size is 0.25 mm.
nozzle cooling is to be switched off and the
supply line is to be closed. The return pipe, TE/Temperature sensor
however, has to remain open.
The sensor is mounted upstream of the engine
In diesel engines designed to operate exclu- and is delivered loose by MAN Diesel & Turbo.
sively on MGO or MDO (no HFO operation pos- Wiring to the common engine terminal box is
sible), nozzle cooling is not required. The present.
nozzle cooling system is omitted.
In dual-fuel engines (liquid fuel and gas) the
nozzles are to be cooled according to the en-
gine design.
A pressure system of modular design, permitting
installation at the engine room floor level next to
the engine, is the core component of the system
(see "Figure 5-11: Nozzle cooling system").
P-005/Cooling water pump

The centrifugal (non self-priming) pump discharg-
es the cooling water via cooler HE-005 and the
strainer FIL-021 to the header pipe on the engine
and then to the individual injection valves.
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
0503-040aMQK2.fm
the LT cooling water.

If an antifreeze is added to the cooling water, the
resulting lower heat transfer rate must be taken
L-BC 32/44K Page 5 - 45

0503-040aMQK2.fm
Figure 5-11 Nozzle cooling system
Page 5 - 46 32/44K L-BC

Legend
D-001 Diesel engine T-076 Nozzle cooling water expansion tank
FIL-021 Strainer for commissioning TCV-005 Temperature control valve for nozzle cool-
ing water
MOD-005 Nozzle cooling module 3401 Nozzle cooling water inlet on engine
HE-005 Nozzle cooling water cooler 3451 Nozzle cooling water drain
P-005 Nozzle cooling water pump 3411 Nozzle cooling water outlet on engine
T-039 Cooling water storage tank - -

0503-040aMQK2.fm
L-BC 32/44K Page 5 - 47

0503-040aMQK2.fm
Page 5 - 48 32/44K L-BC

5.3.7 Nozzle cooling water module

Purpose
The nozzle cooling water module serves for cool-
ing 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 injection nozzles.
The return pipe is routed back to the service tank,
via a sight glass. Through the sight glass, the noz-
zle cooling water can be checked for contamina-
tion. The heat exchanger is integrated in the LT
cooling water system. By means of a temperature
control valve, the nozzle cooling water tempera-
ture upstream of the nozzles is kept constant. The
performance of the service pump is monitored
within the module by means of a flow switch. If re-
quired, the optional standby pump integrated in
the module, is started.
Throughput 0.8 – 10.0 m³/h nozzle cooling water,
suitable for cooling of all number of cylinders of the
engine types 32/40 – 51/60 and single/ double
engine plants.
Required flow rates for the respective engine types
and number of cylinders see "Section: Planning data
for emission standard: IMO Tier II".
0503-0500MQA2.fm
L-BC 32/44K, 32/44CR Page 5 - 49

Figure 5-12 Example: Compact nozzle cooling water module

0503-0500MQA2.fm
Page 5 - 50 32/44K, 32/44CR L-BC

5.3.8 Preheating module
Figure 5-13 Example: Compact preheating cooling water module
Legend
Main components
1 Electric flow heater
2 Switch cabinet
3 Circulation pump
4 Non-return valve
5 Savety valve
6 Manometer (filled with glycerin)
A Cooling water inlet
B Cooling water outlet

0503-0800MA2.fm
C-BD 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF Page 5 - 51
0503-0800MA2.fm
Page 5 - 52 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF C-BD
5.4.1 Marine diesel oil (MDO) treatment system
5.4 Fuel system

A prerequisite for safe and reliable engine opera- H-019/MDO preheater
tion with a minimum of servicing is a properly de-
In order to achieve the separating temperature, a
signed and well-functioning fuel oil treatment
separator adapted to suit the fuel viscosity should
system.
be fitted.
The schematic diagram shows the system com-
ponents required for fuel treatment for Marine Die- CF-003/MDO separator
sel Oil (MDO). A self-cleaning separator must be provided. The
separator is dimensioned in accordance with the
T-015/MDO storage tank
separator manufacturers' guidelines.
The minimum effective capacity of the tank should
The required flow rate Q can be roughly deter-
be sufficient for the operation of the propulsion
mined by the following equation:
plant, as well as for the operation of the auxiliary
Diesels for the maximum duration of voyage in-
cluding the resulting sediments and water. m × ÄÉ
n = ----------------
Regarding the tank design, the requirements of ρ
the respective classification society are to be ob- Q Separator flow rate . . . . . . . . . . . . . . . . . . l/h
served. P Total engine output . . . . . . . . . . . . . . . . . kW
Tank heating of Diesel GenSets (without stand-by sets)
The tank heater must be designed so that the be Fuel consumption (see below) . . . . . . g/kWh
MDO in it is at a temperature of at least 10 °C min- ρ Density at separating temp. approx. 0.87 kg/l
imum above the pour point.
With the evaluated flow rate the size of separator
The supply of the heating medium must be auto- has to be selected acc. to the evaluation table of
matically controlled as a function of the MDO tem- the manufacturer. MAN Diesel & Turbo strictly rec-
perature. ommend to use evaluation tables according to a
"Certified flow rate" (CFR). The separator rating
T-021/Sludge tank
stated by the manufacturer should be higher than
If disposal by an incinerator plant is not planned, the flow rate Q calculated according to the above
the tank has to be dimensioned so that it is capa- formula.
ble to absorb all residues which accumulate dur-
For determining the maximum fuel consumption
ing the operation in the course of a maximum
(be), increase the specific table value by 15 %.
duration of voyage. In order to render emptying of
the tank possible, it has to be heated. The heating This increase takes into consideration:
is to be dimensioned so that the content of the • Tropical conditions
tank can be heated to approx. 40 °C
• The engine-mounted pumps
P-073/MDO supply pump • Fluctuations of the calorific value
The supply pumps should always be electrically • The consumption tolerance
0504-0000MA2.fm
driven, i.e. not mounted on the separator, as the

delivery volume can be matched better to the re- The freshwater supplied has to be treated as
quired throughput. specified by the separator supplier.
C-BD 32/40, 32/44K, 48/60B, 48/60TS Page 5 - 53

Withdrawal points for samples

Points for drawing fuel oil samples are to be pro-
vided upstream and downstream of each separa-
tor, to verify the effectiveness of these system
components.
T-003/MDO service tank

See description in "Section: Heavy fuel oil (HFO) supply
system".
0504-0000MA2.fm
Page 5 - 54 32/40, 32/44K, 48/60B, 48/60TS C-BD

0504-0000MA2.fm
Figure 5-14 MDO treatment system
C-BD 32/40, 32/44K, 48/60B, 48/60TS Page 5 - 55

Legend
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 -
0504-0000MA2.fm
Page 5 - 56 32/40, 32/44K, 48/60B, 48/60TS C-BD

5.4.2 Heavy fuel oil (HFO) treatment system

A prerequisite for safe and reliable engine opera- P Engine rating . . . . . . . . . . . . . . . . . . . . . . kW
tion with a minimum of servicing is a properly de-
Tank heating
signed and well-functioning fuel oil treatment
system. The heating surfaces should be so dimensioned
The schematic diagram shows the system com- that the tank content can be evenly heated to
ponents required for fuel treatment for HFO. 75 °C within 6 to 8 hours.
The supply of heat should be automatically con-
Bunker
trolled, depending upon the fuel oil temperature.
Fuel compatibility problems are avoidable if mixing
In order to avoid:
of newly bunkered fuel with remaining fuel can be
prevented by a suitable number of bunkers. • Agitation of the sludge due to heating, the heat-
ing coils should be arranged at a sufficient dis-
Heating coils in bunkers to be designed so that the
tance from the tank bottom.
HFO in it is at a temperature of at least 10 °C min-
imum above the pour point. • The formation of asphaltene, the fuel oil tem-
perature should not be allowed to exceed
P-038/Transfer pump 75 °C.
The transfer pump discharges fuel from the bun- • The formation of carbon deposits on the heat-
kers into the settling tanks. Being a screw pump, ing surfaces, the heat transferred per unit sur-
it handles the fuel gently, thus prevent water being face must not exceed 1.1 W/cm².
emulsified in the fuel. Its capacity must be sized so
Design
that complete settling tank can be filled in
≤ 2 hours. The tank is to be fitted with baffle plates in longitu-
dinal and transverse direction in order to reduce
T-016/Settling tank for HFO agitation of the fuel in the tank in rough seas as far
as possible. The suction pipe of the separator
Two settling tanks should be installed, in order to
must not reach into the sludge space. One or
obtain thorough pre-cleaning and to allow fuels of
more sludge drain valves, depending on the slant
different origin to be kept separate. When using
of the tank bottom (preferably 10°), are to be pro-
RM-fuels we recommend two settling tanks for
vided at the lowest point. Tanks reaching to the
each fuel type (High sulphur HFO, low sulphur
ship hull must be heat loss protected by a coffer-
HFO).
dam. The settling tank is to be insulated against
Size thermal losses.
Pre-cleaning by settling is the more effective the Sludge must be removed from the settling tank
longer the solid material is given time to settle. The before the separators draw fuel from it.
storage capacity of the settling tank should be de-
T-021/Sludge tank
signed to hold at least a 24-hour supply of fuel at
full load operation, including sediments and water If disposal by an incinerator plant is not planned,
the fuel contains. the tank has to be dimensioned so that it is capa-
ble to absorb all residues which accumulate dur-
The minimum volume (V) to be provided is:
ing the operation in the course of a maximum
duration of voyage. In order to render emptying of
5.7 × P the tank possible, it has to be heated. The heating
V=
0504-0300MA2.fm
is to be dimensioned so that the content of the

1000 tank can be heated to approx. 60 °C
V Minimum volume . . . . . . . . . . . . . . . . . . . m³
C-BD 32/40, 32/44K, 48/60B, 48/60TS, 51/60DF Page 5 - 57

P-015/Heavy fuel supply pump Size

The supply pumps should preferably be of the The separators are dimensioned in accordance
free-standing type, i. e. not mounted on the sepa- with the separator manufacturers' guidelines.
rator, as the delivery volume can be matched bet-
The required flow rate (Q) can be roughly deter-
ter to the required throughput.
mined by the following equation:
H-008/Preheater for HFO
To reach the separating temperature a preheater P × be
Q=
matched to the fuel viscosity has to be installed. ρ
CF-002/Separator
Q Separator flow rate l/h
As a rule, poor quality, high viscosity fuel is used.
P Engine rating kW
Two new generation separators must therefore be
installed. be Fuel consumption g/kWh
From Alfa Laval: Alcap, type SU ρ Density at separating temp. approx.

0.93 kg/l
From Westfalia: Unitrol, type OSE
Separators must always be provided in sets of 2 of With the evaluated flow rate the size of separator
the same type has to be selected according to the evaluation ta-
ble of the manufacturer. MAN Diesel & Turbo
• 1 service separator strictly recommend to use evaluation tables ac-
• 1 stand-by separator cording to a "certified flow rate" (CFR). The sepa-
rator rating stated by the manufacturer should be
of self-cleaning type. higher than the flow rate (Q) calculated according
As a matter of principle, all separators are to be to the above formula.
equipped with an automatic programme control By means of the separator flow rate which was de-
for continuous desludging and monitoring. termined in this way, the separator type, depend-
Mode of operation ing on the fuel viscosity, is selected from the lists
of the separator manufacturers.
The stand-by separator is always to be put into
service, to achieve the best possible fuel cleaning For determining the maximum fuel consumption
effect with the separator plant as installed. (be), increase the specific table value by 15 %.
The piping of both separators is to be arranged in This increase takes into consideration:
accordance with the makers advice, preferably for
both parallel and series operation. • Tropical conditions
The discharge flow of the free-standing dirty oil • The engine-mounted pumps
pump is to be split up equally between the two • The calorific value fluctuations
separators in parallel operation.
The freshwater supplied must be treated as spec- • The consumption tolerance
ified by the separator supplier.
vided upstream and downstream of each separa-
tor, to verify the effectiveness of these system
0504-0300MA2.fm
components.
Page 5 - 58 32/40, 32/44K, 48/60B, 48/60TS, 51/60DF C-BD

0504-0300MA2.fm
Figure 5-15 HFO treatment system
C-BD 32/40, 32/44K, 48/60B, 48/60TS, 51/60DF Page 5 - 59

Legend
1,2CF-002 Heavy fuel separator (1 service, 1 standby) 1,2P-038 Heavy fuel transfer pump
1,2H-008 Heavy fuel oil preheater 1,2T-016 Settling tank for heavy fuel oil
MDO-008 Fuel oil module T-021 Sludge tank
1,2P-015 Heavy fuel supply pump 1,2T-022 Service tank for heavy fuel oil
0504-0300MA2.fm
Page 5 - 60 32/40, 32/44K, 48/60B, 48/60TS, 51/60DF C-BD

5.4.3 Heavy fuel oil (HFO) supply system

The common fuel feed system is a pressurised For further assistanece, please contact MAN
system, consisting of HFO supply pumps, HFO Diesel & Turbo.
circulating pumps, pre-heater, diesel cooler and
equipment for controlling the viscosity, (e.g. a
viskosimeter). The fuel oil is led from the service
tank to one of the electrically driven supply pumps.
It delivers the fuel oil with a pressure of approxi-
mately 4 bar to the low-pressure side of the fuel oil
system thus avoiding boiling of the fuel in the mix-
ing tank. From the low-pressure part of the fuel
system the fuel oil is led to one of the electrically
driven circulating pumps which pumps the fuel oil
through a pre-heater to the engines.
GenSets with conventional fuel injection system
have a fuel oil duplex filter with a fineness of max.
34 microns (sphere passing mesh) installed at the
fuel inlet of the engine.
The mixing tank is connected to the service tank
via an automatic de-aeration valve that will release
any gases present. To ensure ample filling of the
fuel injection pumps the capacity of the electrically
driven circulating pumps must be three times
higher the amount of fuel consumed by the diesel
engine at 100 % load. The surplus amount of fuel
oil is re-circulated in the engine and back through
the venting pipe. To have a constant fuel pressure
to the fuel injection pumps during all engine loads
a spring-loaded overflow valve is inserted in the
fuel system. The circulating pump pressure should
be as specified in "Section 2: Engine and operation,
page 2-1" .
The circulating pumps will always be running; even
if the propulsion engine (UNI-fuel system) and one
or several of the GenSets are stopped. Circulation
of heated heavy fuel oil through the fuel system on
the engine(s) keep them ready to start with pre-
heated fuel injection pumps and the fuel valves de-
aerated.
Depending on system lay-out, viscosity, and vol-
ume in the external fuel oil system, unforeseen
pressure fluctuations can be observed.
0504-0400MQK2.fm
In such cases it could be necessary to add pres-

sure dampers to the fuel oil system.
C-BD 32/44K Page 5 - 61

Figure 5-16 Fuel oil system – GenSet

0504-0400MQK2.fm
Page 5 - 62 32/44K C-BD

Legend
5101 Heavy fuel oil inlet on engine 5161 Heavy fuel oil inlet on GenSet
5111 Heavy fuel oil outlet on engine 5171 Heavy fuel oil outlet on GenSet
5141 Dirty fuel leakage drain 5173 Leakage fuel oil drain on GenSet
5143 Clean fuel leakage drain 9141 Dirty oil drain on free end
- - 9143 Dirty oil drain on coupling end
Equipment list
FSH-001 Leakage fuel oil monitoring tank FIL-013 Duplex filter
Fil-013/Duplex filter
The filter is a duplex filter with a filter fineness of
34 μm The filter is equipped with a common three-
way cock for manual change of both the inlet and
outlet side.
If the filter elements are removed for cleaning, the
filter chamber must be emptied. This prevents the
dirt particles remaining in the filter casing from mi-
grating to the clean oil side of the filter. Design cri-
terion is the filter area load specified by the filter
manufacturer.
FSH-001/Leakage fuel monitoring tank

If an injection pipe bursts, the escaping fuel is car-
ried by the jacket pipe to the monitoring tank from
which it is drained into the leakage oil collecting
tank. The float switch mounted in the tank must be
connected to the alarm system.
The classification societies require the installation
of a monitoring tank for unmanned engine rooms.
Lloyd´s Register specify a monitoring tank for
manned engine rooms as well.
0504-0400MQK2.fm
C-BD 32/44K Page 5 - 63

0504-0400MQK2.fm
Figure 5-17 External fuel oil system
Page 5 - 64 32/44K C-BD

Legend
CK-002 Switching valve MDO and HFO 1,2P-003 Booster pump
1,2,3CK-006 Switching valve MDO and HFO (In) P-008 Diesel oil booster pump
1,2,3CK-007 Switching valve MDO and HFO (Out) 1,2P-018 HFO supply pump
1,2,3D-03 Auxiliary GenSet 1,2T-003 Diesel oil service tank
1,2,3FBV-010 Flow balancing valve T-008 Damper tank
FIL-003 Fuel oil automatic filter T-011 Fuel oil mixing tank
FQ-003 Flowmeter fuel oil T-016 HFO settling tank
1,2H-004 Final heater HFO T-021 Sludge tank
1,2,3HE-007 Diesel oil cooler 1,2T-022 HFO service tank
HE-025 Finned tube cooler VI-001 Viscosimeter
External fuel oil system

To ensure that high-viscosity fuel oils achieve the A remedial measure is adopting a pressurised sys-
specified injection viscosity, a preheating tempera- tem in which the required system pressure is 1 bar
ture is necessary, which may cause degassing above the evaporation pressure of water.
problems in conventional, pressureless systems.
Fuel Injection Temperature after Evaporation Required system

viscosity1) final preheater pressure pressure
mm²/50 °C mm²/s °C bar bar
180 12 126 1.4 2.4
320 12 138 2.4 3.4
380 12 142 2.7 3.7
420 12 144 2.9 3.9
500 14 141 2.7 3.7
700 14 147 3.2 4.2
Table 5-13 Injection viscosity and temperature after final preheater

1)
For fuel viscosity depending on fuel temperature please see "Section 4.6: Viscosity-temperature diagram (VT diagram), page 4-21".
The indicated pressures are minimum require- T-022/Heavy fuel oil service tank
ments due to the fuel characteristic. Nevertheless,
The heavy fuel oil cleaned in the separator is
to meet the required fuel pressure at the engine in-
passed to the service tank, and as the separators
let (see "Section 2.13: Planning data for emission stand-
are in continuous operation, the tank is always
ard: IMO Tier II, page 2-71"), the pressure in the
kept filled. To fulfil this requirement it is necessary
mixing tank and booster circuit becomes signifi-
0504-0400MQK2.fm
to fit the heavy fuel oil service tank

cant higher as indicated in this table.
T-022 with overflow pipes, which are connected
with the setting tanks T-016. The tank capacity is
C-BD 32/44K Page 5 - 65

to be designed for at least eight-hours' fuel supply P-018/Supply pump

at full load so as to provide for a sufficient period
The volumetric capacity must be at least 160 % of
of time for separator maintenance. The tank
max. fuel consumption.
should have a sludge space with a tank bottom in-
clination of preferably 10°, with sludge drain valves
at the lowest point, and is to be equipped with QP1 = P1 x brISO x f4
heating coils. Required supply pump delivery capacity QP l/h
with HFO at 90 °C: 1
The sludge must be drained from the service tank
at regular intervals. Engine output at 100 % MCR: P1 kW
The heating coils are to be designed for a tank Specific engine fuel consumption (ISO) g/k
temperature of 75 °C. at 100 % MCR brIS Wh
O
The rules and regulations for tanks issued by the
classification societies must be observed. Factor for pump dimensioning f4 l/g
• For diesel engines operating on main
T-003/MDO/MGO service tank fuel HFO: f4 = 2.00 x 10–3
• For diesel engines installed in dredges
The classification societies specify that at least operating on main fuel HFO: f4 = 2.02
two service tanks are to be installed on board. The x 10–3
minimum volume of each tank should, in addition
to the MDO/MGO consumption of the generating Note!
sets, enable an eight-hour full load operation of the The factor f4 includes the following parameters:
main engine. • 160 % fuel flow
Cleaning of the MDO/MGO by an additional sepa- • Main fuel: HFO 380 mm2/50 °C
rator should, in the first place, be designed to • Attached lube oil and cooling water pumps
meet the requirements of the diesel alternator sets • Tropical conditions
on board. The tank should be provided, like the • Realistic lower heating value
heavy fuel oil service tank, with a sludge space • Specific fuel weight at pumping temperature
with sludge drain valve and with an overflow pipe • Tolerance
from the MDO/MGO service tank
In case more than one engine is connected to the
T-003 to the MDO/MGO storage tank T-015. same fuel system, the pump capacity has to be
increased accordingly.
CK-002/Three way valve
Table 5-14 Simplified supply pump dimensioning
This valve is used for changing over from
MDO/MGO operation to heavy fuel operation and The delivery height of the supply pump shall be se-
vice versa. Normally it is operated manually, and it lected according to the required system pressure
is equipped with two limit switches for remote in- (see "Table 5-13: Injection viscosity and temperature af-
dication and suppression of alarms from the vis- ter final preheater") the required pressure in the mi-
cosity measuring and control system during xing tank and the resistance of the automatic filter,
MDO/MGO operation. flow meter and piping system.
STR-010/Y-type strainer
To protect the feed pumps, an approx. 0.5 mm
gauge (sphere-passing mesh) strainer is to be in-
stalled at the suction side of the pump.
0504-0400MQK2.fm
Page 5 - 66 32/44K C-BD

Conventional fuel
injection system
32/40, 32/44K, 48/60B
Positive pressure at the fuel module inlet due to tank level above fuel module – 0.10
level
Pressure loss of the pipes between fuel module inlet and mixing tank inlet + 0.20
Pressure loss of the automatic filter + 0.80
Pressure loss of the fuel flow measuring device + 0.10
Pressure in the mixing tank + 5.70
Operating delivery height of the supply pump = 6.70
Table 5-15 Example for the determination of the expected operating delivery height of the supply pump
It 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 pres-
sure 7.0 bar g.
Engines common rail injection system: Design
delivery height 8.0 bar, design output pressure
8.0 bar g.
HE-025/Cooler for circulation fuel oil feeding part

If no fuel is consumed in the system while the
pump is in operation, the finned-tube cooler pre-
vents excessive heating of the fuel.
Its cooling surface must be adequate to dissipate
the heat that is produced by the pump to the am-
bient air.
In case of continuos MDO/MGO operation, a wa-
ter cooled fuel oil cooler is required to keep the fuel
oil temperature below 45 °C.
PCV-009/Pressure limiting valve

This valve is used for setting the required system
pressure and keeping it constant.
It returns in the case of
• Engine shutdown 100 %, and of
• Engine full load 37.5 %
of the quantity delivered by the supply pump back
0504-0400MQK2.fm
to the pump suction side.
C-BD 32/44K Page 5 - 67

Fil-003/Automatic filter be installed in the plant (is not attached on the en-
gine).
Only filters have to be used, which cause no pres-
sure drop in the system during flushing.
T-011/Mixing tank
Conventional fuel The mixing tank shall be designed for the maxi-
injection system mum possible service pressure, usually approx.
32/40, 32/44K, 48/60B 10 bar and is to be accepted by the classification
society in question.
Filter mesh width (mm) 0.034
The expected operating pressure in the mixing
Design pressure PN10
tank depends on the required fuel oil pressure at
Table 5-16 Required filter mesh width (sphere passing the inlet (see "Section 2.13: Planning data for emission
mesh) standard: IMO Tier II, page 2-71") and the pressure
Design criterion is the filter area load specified by losses of the installed components and pipes).
the filter manufacturer. The automatic filter has to
Conventional fuel
injection system
32/40, 32/44K, 48/60B
bar
Required max. fuel pressure at engine inlet + 8.00
Pressure difference between fuel inlet and outlet engine – 2.00
Pressure loss of the fuel return pipe between engine outlet and mixing tank – 0.30
inlet, e. g.
Pressure loss of the flow balancing valve (to be installed only in multi-engine – 0.00
plants, pressure loss approx. 0,5 bar)
Operating pressure in the mixing tank = 5.70
Table 5-17 Example for the determination of the expected operating pressure of the mixing tank
This example demonstrates, that the calculated

operating pressure in the mixing tank is (for all HFO
viscosities) higher than the min. required fuel pres-
sure (see "Table 5-13: Injection viscosity and tempera-
ture after final preheater").
0504-0400MQK2.fm
Page 5 - 68 32/44K C-BD

Conventional fuel
injection system
32/40, 32/44K, 48/60B
bar
Required max. fuel pressure at engine inlet + 8.00
Pressure difference between fuel inlet and outlet engine – 2.00
Pressure loss of the fuel return pipe between engine outlet and mixing tank – 0.30
inlet, e. g.
Pressure loss of the flow balancing valve (to be installed only in multi-engine – 0.00
plants, pressure loss approx. 0,5 bar)
Operating pressure in the mixing tank = 5.70
Table 5-18 Example for the determination of the expected operating pressure of the mixing tank
This example demonstrates, that the calculated P-003/Booster pumps

operating pressure in the mixing tank is (for all HFO
To cool the engine mounted high pressure injec-
viscosities) higher than the min. required fuel pres-
tion pumps, the capacity of the booster pumps
sure (see "Table 5-13: Injection viscosity and tempera-
has to be at least 300 % of maximum fuel oil con-
ture after final preheater").
sumption at injection viscosity.
QP2 = P1 x brISO x f5
Required booster pump delivery capacity with HFO at 145 °C: QP2 l/h
Engine output at 100 % MCR: P1 kWh
Specific engine fuel consumption (ISO) at 100 % MCR brISO g/kWh
Factor for pump dimensioning f5 l/g

• For diesel engines operating on main fuel HFO: f5 = 3.90 x 10 –3
• For diesel engines installed in dredges operating on main fuel HFO: f5 = 3.94 x 10–3
Note!
The factor f5 includes the following parameters:
• 300 % fuel flow at 100 % MCR
• Main fuel: HFO 380 mm2/50 °C
• Attached lube oil and cooling water pumps
• Tropical conditions
• Realistic lower heating value
• Specific fuel weight at pumping temperature
• Tolerance
In case more than one engine is connected to the same fuel system, the pump capacity has to be increased
accordingly.
Table 5-19 Simplified booster pump dimensioning

0504-0400MQK2.fm
The delivery head of the booster pump is to be ad- tem.

justed to the total resistance of the booster sys-
C-BD 32/44K Page 5 - 69

Conventional fuel
injection system
32/40, 32/44K, 48/60B
bar
Pressure difference between fuel inlet and outlet engine + 2.00
Pressure loss of the flow balancing valve (to be installed only in multi-engine + 0.00
plants, pressure loss approx. 0.5 bar)
Pressure loss of the pipes, mixing tank – engine mixing tank, e. g. + 0.50
Pressure loss of the final preheater max. + 0.80
Pressure loss of the indicator filter + 0.80
Operating delivery height of the booster pump = 4.10
Table 5-20 Example for the determination of the expected operating delivery height of the booster pump
It is recommended to install booster pumps de- is used to balance the fuel flow through the en-
signed for the following pressures: gines. Each engine has to be feed with its correct,
individual fuel flow.
Engines with conventional fuel injection system:
Design delivery height 7.0 bar, design output pres-
T-006/Leakage oil collecting tank for fuel and lube oil
sure 10.0 bar g.
Dirty leak fuel and leak oil are collected in the leak-
Engines common rail injection system: Design de-
age oil collecting tank. It must be emptied into the
livery height 10.0 bar, design output pressure
sludge tank.
14.0 bar g.
A high flow of dirty leakage oil will occur in case of
H-004/Final preheater a pipe break, for short time only (< 1 min). Engine
will run down immediately after a pipe break alarm.
The capacity of the final-preheater shall be deter-
mined on the basis of the injection temperature at Leakage fuel flows pressure less (by gravity only)
the nozzle, to which 4 K must be added to com- from the engine into this tank (to be installed below
pensate for heat losses in the piping. the engine connections). Pipe clogging must be
The piping for both heaters shall be arranged for avoided by trace heating and by a sufficient down-
separate and series operation. ward slope.
Parallel operation with half the throughput must be
avoided due to the risk of sludge deposits.
VI-001/Viscosity measuring and control device vided upstream and downstream of each filter, to
verify the effectiveness of these system compo-
This device regulates automatically the heating of
nents.
the final-preheater depending on the viscosity of
the bunkered fuel oil, so that the fuel will reach the
HE-007 MDO/MGO cooler
nozzles with the viscosity required for injection.
In order to ensure a satisfactory hydrodynamic oil
FBV-010/Flow balancing valve (throttle valve) film between fuel injection pump plunger/barrel,
thereby avoiding fuel injection pump sei-
0504-0400MQK2.fm
The flow balancing valve at engine outlet is to be

zures/sticking, MAN Diesel & Turbo recommends
installed only (one per engine) in multi-engine ar-
to keep a fuel oil viscosity at minimum 2.0 cSt
rangements connected to the same fuel system. It
measured at the engine inlet. This limit has been
Page 5 - 70 32/44K C-BD

used over the years with good results and gives The viscosity of gas oil or diesel fuel (marine diesel
the required safety margin against fuel injection oil) upstream of the engine must be at least
pump seizures. 1.9 mm2/s. If a water cooled MDO/MGO cooler is
not sufficient to keep the viscosity above that val-
For some MGO´s viscosities below 2.0 cSt may be
ue, it is recommended to install a so called "Chill-
reached at temperatures above 35° C. As the fuel
er" which removes heat through
temperature increases during operation, it is im-
vapourcompression or an absorption refrigeration
possible to maintain this low temperature at the
cycle.
engine inlet without a MDO/MGO cooler.
In the worst case, a temperature of 60-65°C at the PC = P1 x brISO x f1
engine inlet can be expected corresponding to a QC = P1 x brISO x f2
viscosity far below 2.0 cSt. The consequence may
be sticking fuel injection pumps or nozzle needles. Cooler outlet temp. MDO/MGO1): Tout °C
Tout = 45 °C
Also most pumps in the external system (supply
pumps, circulating pumps, transfer pumps and Dissipated heat of the cooler PC kW
feed pumps for the separator) already installed in MDO flow for thermal dimensioning of Qc l/h
existing vessels, need viscosities above 2.0 cSt to the cooler2)
function properly.
Engine output at 100 % MCR P1 kW
The cooling medium used for the MDO/MGO
cooler is preferably fresh water from the central Specific engine fuel consumption (ISO) brISO g/kWh
at 100 % MCR:
cooling water system.
Factor for dissipated heat f1 kWh/g
Seawater can be used as an alternative to fresh
f1 = 2.01 x 10–5
water, but the possible risk of MDO/MGO leaking
into the sea water and the related pollution of the Factor for MDO/MGO flow f2 l/g
ocean, must be supervised. f2 = 2.80 x 10–3
The following items should be considered before
Note!
specifying the MDO/MGO cooler :
In case more than one engine, or different engines are
• The flow on the fuel oil side should be the same connected to the same fuel system, the cooler capac-
as the capacity of the corresponding booster ity has to be increased accordingly.
pump Table 5-21 Simplified MDO-cooler dimensioning for
engines without common rail (32/40, 48/60B)
• The fuel temperature to the MDO/MGO cooler
1) This
depends on the temperature of the fuel in the temperature has to be normally max. 45 °C. Only for
service tank and the temperature of return oil very light MGO fuel types this temperature has to be even
lower in order to preserve the min. admissible fuel viscosity
from the engine(s)
in engine inlet (see "Section 4.6: Viscosity-temperature diagram
• The temperature of the cooling medium inlet to (VT diagram), page 4-21").
2)
the MDO/MGO cooler depends on the desired The max. MDO/MGO throughput is identical to the de livery
fuel temperature to keep a minimum viscosity quantity of the installed booster pump.
of 2.0 cSt
PCV-011/Pressure limiting valve
• The flow of the cooling medium inlet to the
If multiple engines are operated with one fuel mod-
MDO/MGO cooler depends on the flow on the
ule, it has to be possible to separate each engine
fuel oil side and how much the fuel has to be
at a time from the fuel circuit for maintenance pur-
cooled
0504-0400MQK2.fm
poses. In order to avoid a pressure increase in the

The fuel oil has to be in line with the MAN Diesel & pressurised system, the fuel, which cannot circu-
Turbo requirements and standards mentioned in late through the shut-off engine, has to be rerout-
"Section 4: Specification for engine supplies, page 4-1". ed via this valve into the return pipe. This valve is
C-BD 32/44K Page 5 - 71

to be adjusted so that rerouting is effected only able for the main engine and the GenSets is 2 cSt
when the pressure, in comparison to normal operat engine inlet.
ation (multi-engine operation), is exceeded.
HFO-MDO/MGO Changeover of a single GenSets
V-002/Shut-off cock The MDO to the GenSets can also be supplied via
a separate pipeline from the service tank through
The stop cock is closed during normal operation
a MDO booster pump. The capacity of the MDO
(multi-engine operation). When the coresponding
booster pump must be three times higher the
engine is separated from the fuel circuit for main-
amount of MDO consumed by the diesel engines
tenance purposes, this cock has to be opened
at 100 % load. The system is designed in such a
manually.
way that the fuel type for the GenSets can be
T-008/Pressure peaks compensation tank changed independent of the fuel supply to the pro-
pulsion engine.
The injection nozzles cause pressure peaks in the
pressurised part of the fuel system. In order to pro- A separate fuel changing system for each GenSet
tect the viscosity measuring and Control Unit, gives the advantage of individually choosing MDO
these pressure peaks have to be equalised by a or HFO mode. Such a changeover may be neces-
compensation tank. The volume of the pressure sary if the GenSets have to be:
peaks compensation tank is 20 I. • Stopped for a prolonged period
Piping • Stopped for major repair of the fuel system, etc.
We recommend to use pipes according to PN16 • In case of a blackout/emergency start

for the fuel system (see "Section 5.1.1: Engine pipe • In case fuel type for the GenSet has to be
connections and dimensions, page 5-3"). changed independent of the fuel supply to the
propulsion engine
Material
Following procedure has to be adhered:
The casing material of pumps and filters should be
EN-GJS (nodular cast iron), in accordance to the 1) If the engine is still running --> Stop the engine.
requirements of the classification societies. 2) Flush the single engine with DO from separate
DO-pump – the backflow during flushing should
Changeover HFO-MDO/MGO general be lead to the HFO-service tank.
For a safe operation of the engine we recommend 3) Turn the engine crankshaft 3 – 4 times, and
for the changeover of the running engine an tem- move several times the fuel rack during flashing.
perature-gradient of 2K/Min.
4) Start the engine in DO, if fuel temperature before
HFO-MDO/MGO Changeover of hole System engine and pump surface temperature is about
If the fuel type of the main circuit has to be 45° C = "touching the pump surface possible by
changed from HFO to MDO/MGO and vice versa, hands".
the position of the 3-way valve just after the serv- With following mixture ratio no incompatibility re-
ice tanks has to be changed. actions are expected.
With the introduction of stricter fuel sulphur con- Max. MDO/MGO-content in HFO: 5 % Vol.
tent regulations the propulsion engine as well as
the GenSets increasingly have to be operated on Max. HFO-content in MDO/MGO: 2 % Vol.
distillate fuels, i.e. marine gas oil (MGO) and ma- Furthermore incompatibility reactions cannot be
0504-0400MQK2.fm
rine diesel oil (MDO). To maintain the required vis- excluded completely, especially when using HFO
cosity at the engine inlet, it is necessary to install a with high asphaltene-content and less aromatic
cooler in the fuel system. The lowest viscosity suit- DO.
Page 5 - 72 32/44K C-BD

Note!
Small amounts of HFO in the diesel oil could
have negative influences on IMO-regulation
compliance.
Emergency Start
Further, MDO must be available in emergency sit-
uations. If a blackout occurs, the GenSets can be
started up on MDO in two ways:
• MDO to be supplied from the MDO booster
pump which can be driven pneumatically or
electrically. If the pump is driven electrically, it
must be connected to the emergency switch-
board
• A gravity tank (100 – 200 litres) can be ar-
ranged above the GenSet. With no pumps
available, it is possible to start up the GenSet if
a gravity tank is installed minimum 8 m above
the GenSet. However, only if the changeover
valve “CK-006 – CK-007” is placed as near as
possible to the GenSet
0504-0400MQK2.fm
C-BD 32/44K Page 5 - 73

0504-0400MQK2.fm
Figure 5-18 Uni fuel system
Page 5 - 74 32/44K C-BD

Legend
CK-002 Switching valve MDO and HFO 1,2P-003 Booster pump
1,2,3CK-006 Switching valve MDO and HFO (In) P-008 Diesel oil booster pump
1,2,3CK-007 Switching valve MDO and HFO (Out) 1,2P-018 HFO supply pump
1,2,3D-03 Auxiliary GenSet 1,2T-003 Diesel oil service tank
1,2,3FBV-010 Flow balancing valve T-008 Damper tank
FIL-003 Fuel oil automatic filter T-011 Fuel oil mixing tank
FIL-013 Fuel oil duplex filter T-016 HFO settling tank
FQ-003 Flowmeter fuel oil T-021 Sludge tank
1,2H-004 Final heater HFO 1,2T-022 HFO service tank
1,2,3HE-007 Diesel oil cooler VI-001 Viscosimeter
HE-025 Finned tube cooler - -
Uni fuel system

The uni fuel system on is designed as a uni-fuel
system indicating that the propulsion engine and
the GenSets are running on the same fuel oil and
are fed from the common fuel system. The uni-fuel
concept is a unique possibility for substantial sav-
ings in operating costs. It is also the simplest fuel
system, resulting in lower maintenance and easier
operation. This diagram is a guidance. It has to be
adapted in each case to the actual engine and
pipe layout.
0504-0400MQK2.fm
C-BD 32/44K Page 5 - 75

0504-0400MQK2.fm
Page 5 - 76 32/44K C-BD

5.5.1 Starting air system
5.5 Compressed air system
General
The engine requires compressed air for starting, For air consumption see "Table 2-20: Starting air con-
the Jet Assist function and several pneumatic consumption L32/44K".
trols (Connection 7161). The design of the pres-
sure air vessel directly depends on the air
consumption and the requirements of the classifi-
cation societies.
Figure 5-19 Compressed air system
Temporary the optional connection 9701 is used An oil and water separator should be mounted in
for the dry cleaning of the turbo charger. the line between the compressor and the air re-
ceivers, and the separator should be equipped
Design of External System
with automatic drain facilities. Each engine needs
The external compressed air system should be only one connection for compressed air, see the
common for both propulsion engines and GenSet internal diagram.
auxiliary engine. Separate starting air bottles shall
Installation
only be installed in case of turbine vessels, or if the
GenSets are installed far away from the propulsion In order to protect the engine's starting and con-
plant. The design of the air system for the actual trol equipment against condensation water the fol-
plant must be according to the rules of the relevant lowing should be observed:
classification society.
0505-0000MQK2.fm
• The air receiver(s) should always be installed

For the engines "internal compressed air system" with good drainage facilities. Receiver(s) ar-
please see "Figure 2-22: Internal pressure air system". ranged in horizontal position must be installed
C-BD 32/44K Page 5 - 77

with a slope downwards of min. 3 – 5 deg

• Pipes and components should always be treat-
ed with rust inhibitors
• The starting air pipes should be mounted with
a slope towards the receivers, preventing pos-
sible condensed water from running into the
compressors
• Drain valves should be mounted at lowest po-
sition of the starting air pipes
0505-0000MQK2.fm
Page 5 - 78 32/44K C-BD

0505-0000MQK2.fm
Figure 5-20 Compressed air system – GenSet
C-BD 32/44K Page 5 - 79

Legend
7101 Air inlet to main starting valve 7161 Starting air inlet GenSet
7104 Air outlet from turning gear 9701 Air pressure connection for TC dry
cleaning on GenSet
7114 Air inlet to turning gear - -
0505-0000MQK2.fm
Page 5 - 80 32/44K C-BD

5.5.2 Starting air vessels, compressors

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 classifi-
cation societies.
For air consumption see "Table 2-20: Starting air con-
sumption L32/44K".
• The air consumption per starting manoeuvre
depends on the inertia moment of the unit. For
alternator plants, 1.5 times the air consumption
per starting manoeuvre has to be expected.
For more information concerning Jet Assist see
"Section 5.5.3: Jet Assist, page 5-83".
• 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 compressors
has to be capable to charge the air receivers from
the atmospheric pressure to full pressure of 30 bar
within one hour.
0505-0200MQK2.fm
C-BD 32/44K Page 5 - 81

0505-0200MQK2.fm
Page 5 - 82 32/44K C-BD

5.5.3 Jet Assist
5.5.3 Jet Assist

General
Jet Assist is a system for acceleration of the turbo-
charger. By means of nozzles in the turbocharger,
compressed air is directed to accelerate the com-
pressor wheel. This causes the turbocharger to
adapt more rapidly to a new load condition and
improves the response of the engine.
Air consumption
The air consumption for Jet Assist is, to a great ex-
tent, dependent on the load profile of the ship. In
case of frequently and quickly changing load
steps, Jet Assist will be actuated more often than
this will be the case during long routes at largely
constant load.
For air consumption (litre) see Compressed air
system – Starting air vessels, compressors".
General data
Jet Assist air pressure (overpressure) ........ 4 bar
At the engine connection the pressure is max.
30 bar. The air pressure will reduced on the engine
by an orifice to max. 4 bar (overpressure).
Jet Assist activating time:
3 sec to 10 sec (5 sec in average)
0505-0300MA2.fm
D-BD 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF Page 5 - 83

5.5.3 Jet Assist
Consider temporal distribution of events

For the design of the Jet Assist air supply the tem-
poral distribution of events needs to be consid-
ered, if there might be an accumulation of events.
Following figure shows exemplary for an applica-
tion with 10 manoeuvres per hour five Jet Assist
manoeuvers in rapid succession and five remain-
ing Jet Assist manoeuvres in standard activation.
Figure 5-21 Example: Application diesel-electric marine drive
In this case 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 (marked)
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. In these cases, the possi-
bility of a specially adapted, separate compressed
air system has always to be checked.
Air supply
Generally, larger air bottles are to be provided for
the air supply of the Jet Assist.
If 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 circuit,
a separate air bottle or a specially adapted, sepa-
rate compressed air system is necessary or rea-
sonable.
In each case the delivery capacity of the compres-
sors is to be adapted to the expected Jet Assist
requirement per unit of time.
0505-0300MA2.fm
Page 5 - 84 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF D-BD

5.6 Engine room ventilation and combustion air
General information In tropical service a sufficient volume of air must be

supplied to the turbocharger(s) at outside air tem-
Engine room ventilation system perature. For this purpose there must be an air
duct installed for each turbocharger, with the out-
Its purpose is:
let of the duct facing the respective intake air si-
• Supplying the engines and auxiliary boilers with lencer, separated from the latter by a space of
combustion air. 1.5 m. No water of condensation from the air duct
must be allowed to be drawn in by the turbocharg-
• Carrying off the radiant heat from all installed
er. The air stream must not be directed onto the
engines and auxiliaries.
exhaust manifold.
Combustion air In intermittently or permanently arctic service (de-
fined as: air intake temperature of the engine be-
The combustion air must be free from spray water,
low +5° C) special measures are necessary
snow, dust and oil mist. This is achieved by:
depending on the possible minimum air intake
• Louvres, protected against the head wind, with temperature. For further information see "Section
baffles in the back and optimally dimensioned 2.8: Engine operation under arctic conditions, page 2-43".
suction space so as to reduce the air flow ve- If necessary, steam heated air preheaters must be
locity to 1 – 1.5 m/s. provided.
• Self-cleaning air filter in the suction space (re- For the required combustion air quantity, see En-
quired for dust-laden air, e. g. cement, ore or gine and operation – Planning data". For the required
grain carrier). combustion air quality, see "Section 4.11: Specifica-
tion for intake air (combustion air), page 4-47".
• Sufficient space between the intake point and
the openings of exhaust air ducts from the en- Cross-sections of air supply ducts are to be de-
gine and separator room as well as vent pipes signed to obtain the following air flow velocities:
from lube oil and fuel oil tanks and the air intake
• Main ducts 8 – 12 m/s
louvres. (The influence of winds must be taken
into consideration). • Secondary ducts max. 8 m/s
• Positioning of engine room doors on the ship's Air fans are to be designed so as to maintain a
deck so that no oil-laden air and warm engine positive air pressure of 50 Pa (5 mm WC) in the
room air will be drawn in when the doors are engine room.
open.
• Arranging the separator station at a sufficiently
large distance from the turbochargers.
The combustion air is normally drawn in from the
engine room.
0506-0000MA2.fm
A-BD 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF Page 5 - 85
Radiant heat
The heat radiated from the main and auxiliary en-
gines, from the exhaust manifolds, waste heat
boilers, silencers, alternators, compressors, elec-
trical equipment, steam and condensate pipes,
heated tanks and other auxiliaries is absorbed by
the engine room air.
The amount of air V required to carry off this radi-
ant heat can be calculated as follows:
Q
V=
t × cp × ρt
V Air required m³/h
Q Heat to be dissipated kJ/h
Δt Air temperature rise in engine room °C

(10 – 12.5)
cp Specific heat capacity of air (1.01) kJ/kg*k
ρt Air density at 35 °C (1.15) kg/m³
Ventilator capacity
The capacity of the air ventilators (without separa-
tor room) must be large enough to cover at least
the sum of the following tasks:
• 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 m3/kWh.
0506-0000MA2.fm
Page 5 - 86 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF A-BD
5.7.1 General information
5.7 Exhaust gas system

Layout • The exhaust piping should be elastically hung
or supported by means of dampers in order to
As the flow resistance in the exhaust system has a
prevent the transmission of sound to other
very large influence on the fuel consumption and
parts of the vessel.
the thermal load of the engine, the total resistance
of the exhaust gas system must not exceed • The exhaust piping is to be provided with water
30 mbar. drains, which are to be regularly checked to
drain any condensation water or possible leak
For permissible values for special cases please
water from exhaust gas boilers if fitted.
contact MAN Diesel & Turbo.
• During commissioning and maintenance work,
The pipe diameter selection depends on the en-
checking of the exhaust gas system back pres-
gine output, the exhaust gas volume, and the sys-
sure by means of a temporarily connected
tem backpressure, including silencer and SCR (if
measuring device may become necessary. For
fitted). The backpressure also being dependent on
this purpose, a measuring socket is to be pro-
the length and arrangement of the piping as well
vided approximately 1 to 2 metres after the ex-
as the number of bends. Sharp bends result in
haust gas outlet of the turbocharger, in a
very high flow resistance and should therefore be
straight length of pipe at an easily accessed
avoided. If necessary, pipe bends must be provid-
position. Standard pressure measuring devices
ed with guide vanes.
usually require a measuring socket size of 1/2".
We recommend, as guideline, that the maximum This measuring socket is to be provided to en-
exhaust gas velocity in the pipe is approx. 40 m/s. sure back pressure can be measured without
Installation any damage to the exhaust gas pipe insulation.
When installing the exhaust system, the following

points must be observed:
• The exhaust pipes of two or more engines must
not be joined.
• Because of the high temperatures involved, the
exhaust pipes must be able to expand. The ex-
pansion joints to be provided for this purpose
are to be mounted between fixed-point pipe
supports installed in suitable positions. One
sturdy fixed-point support must be provided for
the expansion joint directly after the turbo-
charger. It should be positioned, if possible, im-
mediately above the expansion joint in order to
prevent the transmission of forces to the turbo-
charger itself. These forces include those re-
sulting from the weight, thermal expansion or
lateral displacement of the exhaust piping.
0507-0000MA2.fm
K-BC 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR, 48/60TS Page 5 - 87

0507-0000MA2.fm
Page 5 - 88 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR, 48/60TS K-BC

5.7.2 Components and assemblies

Exhaust gas silencer
Mode of operation
The silencer operates on the absorption principle
so it is effective in a wide frequency band. The flow
path, which runs through the silencer in a straight
line, ensures optimum noise reduction with mini-
mum flow resistance. The silencer must be
equipped with a spark arrestor.
Installation
If possible, the silencer should be installed to-
wards the end of the exhaust line. A vertical instal-
lation situation is to be preferred in order to avoid
formations of gas fuel pockets in the silencer. The
cleaning ports of the spark arrestor are to be easily
accessible.
Exhaust gas boiler
To utilize the thermal energy from the exhaust, an
exhaust gas boiler producing steam or hot water
can be installed.
Insulation
The exhaust gas system (from outlet of turbo-
charger, boiler, silencer to the outlet stack) is to be
insulated to reduce the external surface tempera-
ture to the required level. The relevant provisions
concerning accident prevention and those of the
classification societies must be observed.
The insulation is also required to avoid tempera-
tures below the dew point on the interior side. In
case of insufficient insulation intensified corrosion
and soot deposits on the interior surface are the
consequence. During fast load changes, such de-
posits might flake off and be entrained by exhaust
in the form of soot flakes.
Insulation and covering of the compensator must
not restrict its free movement.
0507-0200MA2.fm
K-BC 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR, 48/60TS Page 5 - 89

0507-0200MA2.fm
Page 5 - 90 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR, 48/60TS K-BC

======
6 Engine room planning

Page 6 - 1
Page 6 - 2
Engine room planning
6.1.1 General details
6.1 Installation and arrangement

Apart from a functional arrangement of the com- Note!
ponents, the shipyard is to provide for an engine
MAN Diesel & Turbo supplied scope is to be
room layout ensuring good accessibility of the
arranged and fixed by proven technical experi-
components for servicing.
ences as per state of the art. Therefore the
The cleaning of the cooler tube bundle, the emp- technical requirements have to be taken in
tying of filter chambers and subsequent cleaning consideration as described in the following
of the strainer elements, and the emptying and documents subsequential:
cleaning of tanks must be possible without any
• Order related engineering documents
problem whenever required.
• Installation documents of our sub-suppliers for
All of the openings for cleaning on the entire unit,
vendor specified equipment
including those of the exhaust silencers, must be
accessible. • Operating manuals for diesel engines and auxilia-
ries
There should be sufficient free space for tempo-
rary storage of pistons, camshafts, exhaust gas • Project Guides of MAN Diesel & Turbo
turbochargers etc. dismounted from the engine. Any deviations from the principles specified in
Additional space is required for the maintenance the a. m. documents requires a previous ap-
personnel. The panels in the engine sides for in- proval by us.
spection of the bearings and removal of compo-
nents must be accessible without taking up floor Arrangements for fixation and/or supporting of
plates or disconnecting supply lines and piping. plant related equipment attached to the scope
Free space for installation of a torsional vibration supplied by us, not described in the a. m. doc-
meter should be provided at the crankshaft end. uments and not agreed with us are not al-
lowed.
A very important point is that there should be
enough room for storing and handling vital spare For damages due to such arrangements we
parts so that replacements can be made without will not take over any responsibility nor give
loss of time. any warranty.
In 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 be-
cause the crankcase panels of each must be ac-
cessible. Moreover, there must be free space on
both sides of each engine for removing pistons or
cylinder liners.
0601-0000MA2.fm
D-BC 28/33D, 28/33D STC, 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF Page 6 - 3
0601-0000MA2.fm
Page 6 - 4 28/33D, 28/33D STC, 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF D-BC
6.1.2 Installation drawings
Engine 6L32/44K
0601-0200MQK2.fm
Figure 6-1 Installation drawing 6L32/44K – Turbocharger on free end
K-BC 32/44K Page 6 - 5

Engine 7L, 8L, 9L, 10L32/44K
0601-0200MQK2.fm
Figure 6-2 Installation drawing L32/44K – Turbocharger on free end
Page 6 - 6 32/44K K-BC

6.1.3 Removal dimensions of piston and cylinder liner

Heaviest part = 600 kg (cylinder head complete)
Lifting capacity of crane = 1,000 kg
Figure 6-3 Lifting off the rocker arm casing L32/44K
Legend
3,077 kg When carrying the parts away along the engine axis over the cylinder heads.
2,921 kg When carrying the parts to counter exhaust side
2,976 kg When carrying the parts to exhaust side

0601-0300MQK2.fm
J-BC 32/44K Page 6 - 7

Figure 6-4 Lifting off the cylinder head L32/44K
Legend
3,322 kg When carrying the parts away along the engine axis over the cylinder heads.
0601-0300MQK2.fm
Page 6 - 8 32/44K J-BC

Figure 6-5 Piston removal L32/44K
Legend
3,680 kg When carrying away along the engine axis over the cylinder heads.

0601-0300MQK2.fm
J-BC 32/44K Page 6 - 9

Figure 6-6 Cylinder liner removal L32/44K
Legend
3,130 kg When carrying away along the engine axis over the cylinder heads.
0601-0300MQK2.fm
Page 6 - 10 32/44K J-BC

Figure 6-7 Removal the charge air cooler L32/44K

0601-0300MQK2.fm
J-BC 32/44K Page 6 - 11

0601-0300MQK2.fm
Figure 6-8 Vibration damper removal L32/44K
Page 6 - 12 32/44K J-BC

6.1.4 Lifting appliance

Lifting gear with varying lifting capacities are to be
provided for servicing and repair work on the en-
gine, turbocharger and charge-air cooler.
Engine
Lifting capacity
Engine type L32/44K
Cylinder head with valves kg 568
Piston with connecting shaft/head 238
Cylinder liner 205
Recommended lifting capacity of travelling 1,000

crane
Mass of vibration damper L = 1,556
Table 6-1 Lifting capacity
An overhead travelling crane is required which has Crane design

a lifting power equal to the heaviest component
It is necessary that:
that has to be lifted during servicing of the engine.
To choose the recommended crane capacity see • There is an arresting device for securing the
"Table 6-1: Lifting capacity" crane while hoisting if there is a seaway
• There is a two-stage lifting speed
Crane arrangement
Precision hoisting approx. = 0.5 m/min
The rails for the crane are to be arranged in such Normal hoisting approx. = 2 – 4 m/min
a way that the crane can cover the whole of the
Places of storage
engine beginning at the exhaust pipe. The hook
position must reach along the engine axis, past In planning the arrangement of the crane, a stor-
the centreline of the first and the last cylinder, so age space must be provided in the engine room
that valves can be dismantled and installed with- for the dismantled engine components which can
out pulling at an angle. Similarly, the crane must be be reached by the crane. It should be capable of
able to reach the tie rod at the ends of the engine. holding two rocker arm casings, two cylinder cov-
In cramped conditions, eyelets must be welded ers and two pistons. If the cleaning and service
under the deck above, to accommodate a lifting work is to be carried out here, additional space for
pulley. cleaning troughs and work surfaces should be
planned for.
The required crane capacity is to be determined
by the crane supplier.
0601-0400MQK2.fm
K-BC 32/44K Page 6 - 13

Transport to the workshop Turbocharger

Grinding of valve cones and valve seats is carried Hoisting rail
out in the workshop or in a neighbouring room.
A hoisting rail with a mobile trolley is to be provided
Transport rails and appropriate lifting tackle are to over the centre of the turbocharger running parallel
be provided for the further transport of the com- to its axis, into which a lifting tackle is suspended
plete cylinder cover from the storage space to the with the relevant lifting power for lifting the parts,
workshop. For the necessary deck openings, see which are mentioned in the "Table 6-1: Lifting capac-
turbocharger casing. ity", to carry out the operations according to the
maintenance schedule.
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 6-2 Hoisting rail for TCR turbocharger
Withdrawal space dimensions

The withdrawal space dimensions shown in our the removal of the silencer, the end section of the
dimensioned sketch (see "Section 6.1.3: Removal di- duct must be removable. Suitable suspension lugs
mensions of piston and cylinder liner, page 6-7") and the are to be provided on the deck and duct.
tables (see "Paragraph: Hoisting rail, page 6-14" ) are
needed in order to be able to separate the silencer Gallery
from the turbocharger. The silencer must be shift- If possible the ship deck should reach up to both
ed axially by this distance before it can be moved sides of the turbocharger (clearance 50 mm) to
laterally. obtain easy access for the maintenance person-
In addition to this measure, another 100 mm are nel. Where deck levels are unfavourable, suspend-
required for assembly clearance. ed galleries are to be provided.
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 as for working space.
Make sure that the silencer can be removed either
downwards or upwards or laterally and set aside,
to make the turbocharger accessible for further
servicing. Pipes must not be laid in these free
spaces.
Fan shafts
The engine combustion air is to be supplied to-
0601-0400MQK2.fm
wards the intake silencer in a duct ending at a

point 1.5 m away from the silencer inlet. If this duct
impedes the maintenance operations, for instance
Page 6 - 14 32/44K K-BC

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 engine
is drawn out at the end. Similarly, transport onto
land must be possible.
For lifting and transportation of the bundle, a lifting
rail is to be provided which runs in transverse or
longitudinal direction to the engine (according to
the available storage place), over the centreline of
the charge air cooler, from which a trolley with
hoisting tackle can be suspended
Figure 6-9 Air direction
Engine type Weight Length (L) Width (B) Height (H)
kg mm mm mm
L32/44K 450 520 712 1,014
Table 6-3 Weights and dimensions of charge air cooler bundle

0601-0400MQK2.fm
K-BC 32/44K Page 6 - 15

0601-0400MQK2.fm
Page 6 - 16 32/44K K-BC

6.1.5 Space requirement for maintenance
Figure 6-10 Space requirement for maintenance

0601-1100MQK2.fm
J-BC 32/44K Page 6 - 17

0601-1100MQK2.fm
Page 6 - 18 32/44K J-BC

6.1.6 Major spare parts

0601-0500MQK2.fm
Figure 6-11 Major spare parts 1
J-BC 32/44K Page 6 - 19


0601-0500MQK2.fm
Page 6 - 20 32/44K J-BC


0601-0500MQK2.fm
J-BC 32/44K Page 6 - 21


0601-0500MQK2.fm
Page 6 - 22 32/44K J-BC

286 1100
Vibration damper L3244. – 15kg

0601-0500MQK2.fm
J-BC 32/44K Page 6 - 23

0601-0500MQK2.fm
Page 6 - 24 32/44K J-BC

6.2.1 Ducting arrangement
6.2 Exhaust gas ducting
Figure 6-16 Example: Exhaust gas ducting arrangement

0602-0000MA2.fm
J-BC 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR Page 6 - 25

0602-0000MA2.fm
Page 6 - 26 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR J-BC

6.2.2 Position of the outlet casing of the turbocharger
Resiliently mounted engine

Standard design
Figure 6-17 Standard design L-engine – Resiliently mounted engine
Turbocharger TCR 20 TCR 22
A mm 514 671
B 20
0602-0200MQK2.fm
C 1,004 1,063 1,130
D 610 711 813
Table 6-4 Position of exhaust outlet casing L32/44K
J-BC 32/44K Page 6 - 27

Exhaust gas pipe routing
Figure 6-18 Exhaust gas pipe routing – L-engine
Turbocharger TCR 20 TCR 22 TCR 22 TCR 22 TCR 22
A mm 514 671
B 20
C1) 372 367
C2) 1,004 1,063 1,130
D 610 711 813
E 2,585 2,634
F 1,040 1,144
G 995
0602-0200MQK2.fm
Table 6-5 Position of exhaust outlet casing L32/44K

1)
For rigidly mounted engines.
2) For
resiliently mounted engines.
Page 6 - 28 32/44K J-BC

======
7 Annex
Page 7 - 1
Page 7 - 2
Annex
7.1.1 General
7.1 Safety instructions and necessary safety measures
The following list of basic safety instructions, in

connection with further engine documentation like
user manual and working instructions, should en-
sure a safe handling of the engine. Due to varia-
tions between specific plants, this list does not
claim to be exhaustive and may vary with regard to
the real existing requirements.
7.1.1 General
There are risks at the interfaces of the engine,
which have to be eliminated or minimized in the
context of integration the engine into the plant sys-
tem. Responsible for this is the legal person which
is responsible for the integration of the engine.
Following prerequisites need to be fulfilled:

• Layout, calculation, design and execution of
the plant according to the latest state of the art.
• All relevant classification rules, rules, regula-
tions and laws are considered, evaluated and
are included in the system planning.
• The project-specific requirements of MAN
Diesel & Turbo regarding the engine and its
connection to the plant will be implemented.
• In principle, always apply the more stringent re-
quirements of a specific document if its rele-
vance is given for the plant.
0800-0000AA2.fm
D-BB Page 7 - 3
Annex
7.1.2 Safety equipment/measures provided by plant-side

Following safety equipment respectively safety measures must be provided by plant-side
• Securing of the engine´s turning gear Special care must be taken, inter alia, to pre-
vent from: ejection of parts, contact with mov-
The turning gear has to be equipped with an
ing machine parts and falling into the flywheel
optical and acoustic warning device. When the
area.
turning gear is first activated, there has to be a
certain delay between the emission of the • Consideration of the blow-off zone of the
warning device's signals and the start of the crankcase cover´s relief valves
turning gear. The turning gear´s gear wheel has
During crankcase explosions, the resulting hot
to be covered. The turning gear should be
gases will be blown out of the crankcase
equipped with a remote control, allowing opti-
through the relief valves. This must be consid-
mal positioning of the operator, overlooking the
ered in the overall planning.
entire hazard area (a cable of approx. 20 m
length is recommended). • Setting up storage areas
It has to be prescribed in the form of a working Throughout the plant, suitable storage areas
instruction that: have to be determined for stabling of compo-
nents and tools. Thereby it is important to en-
- the turning gear has to be operated by at
sure stability, carrying capacity and
least two persons.
accessibility. The quality structure of the ground
- the work area must be secured against un- has to be considered (slip resistance, resist-
authorized entry. ance against residual liquids of the stored com-
ponents, consideration of the transport and
- only trained personnel is allowed to operate
traffic routes).
the turning gear.
• Proper execution of the work
• Securing of the starting air pipe
Generally, it is necessary to ensure that all work
To secure against unintentional restarting of the
is properly done according to the task trained
engine during maintenance work, a disconnec-
and qualified personnel. Special attention must
tion and depressurization of the engine´s start-
be paid to the execution of the electrical equip-
ing air system must be possible. A lockable
ment. By selection of suitable specialized com-
starting air stop valve must be provided in the
panies and personnel, it has to be ensured that
starting air pipe to the engine.
a faulty feeding of media, electric voltage and
• Securing of the turbocharger rotor electric currents will be avoided.
To secure against unintentional turning of the • Connection of exhaust port of the turbocharger
turbocharger rotor while maintenance work, it at the engine to the exhaust gas system of the
must be possible to prevent draught in the ex- plant
haust gas duct and, if necessary, to secure the
The connection between the exhaust port tur-
rotor against rotation.
bocharger and exhaust gas system of the plant
• Safeguarding of the surrounding area of the fly- has to be executed gas tight and must be
wheel equipped with a fire proof insulation. The sur-
The entire area of the flywheel has to be safe- face temperature of the fire insulation must not
guarded by plant-side. exceed 220 °C.
0800-0000AA2.fm
In workspaces and traffic areas, a suitable con-

tact protection has to be provided whose sur-
face temperature must not exceed 60 °C.
Page 7 - 4 D-BB
Annex
The connection has to be equipped with com- • Optical and acoustic warning device
pensators for longitudinal expansion and axis
Due to noise-impared voice communication in
displacement in consideration of the occurring
the engine room/power house, it is necessary
vibrations. (The flange of the turbocharger
to check where at the plant additionally to
reaches temperatures of up to 450 °C).
acoustic warning signals optical warning sig-
• Generally any ignition sources, smoking and nals (e.g. flash lamp) should be provided.
open fire in the maintenance and protection
In any case, optical and acoustic warning de-
area of the engine is prohibited.
vices are necessary while using the turning
• Smoke detection systems and fire alarm sys- gear and while starting/stopping the engine.
tems have to be provided.
• Engine room ventilation
• Signs
An effective ventilation system has to be pro-
a) Following figure exemplarily shows the de- vided in the engine room to avoid endangering
clared risks in the area of a combustion engine. by contact or by inhalation of fluids, gases, va-
This may vary slightly for the specific engine: pours and dusts which could have harmful,
toxic, corrosive and/or acid effects.
• Venting of crankcase and turbocharger
The gases/vapours originating from crankcase
and turbocharger are ignitable. It must be en-
sured that the gases/vapours will not be ignited
by external sources. For multi-engine plants,
each engine has to be ventilated separately.
The engine ventilation of different engines must
not be connected.
In case of an installed suction system, it has to
be ensured that it will not be stopped until at
least 20 minutes after engine shutdown.
• Drainable supplies and excipients
Supply system and excipient system must be
Figure 7-1 Warning sign E11.48991-1108
drainable and must be secured against unin-
This warning sign has to be mounted clearly tentional recommissioning (EN 1037).
visibly at the engine as well as at all entrances Sufficient ventilation at the filling, emptying and
to the engine room or to the power house. ventilation points must be ensured.
b) Prohibited area signs The residual quantities which must be emptied
Dependending on the application, it is possible have to be collected and disposed of properly.
that specific operating ranges of the engine • Spray guard has to be ensured for liquids pos-
must be prohibited. sibly leaking from the flanges of the plant´s pip-
In these cases the signs will be delivered to- ing system. The emerging media must be
gether with the engine, which have to be drained off and collected safely.
mounted clearly visibly on places at the engine
which allow intervention to the engine opera-
0800-0000AA2.fm
tion.
D-BB Page 7 - 5
Annex
• Composition of the ground • Emergency stop system

The ground, workspace, transport/traffic The emergency stop system requires special
routes and storage areas have to be designed care during planning, realization, commission-
according to the physical and chemical charac- ing and testing at site to avoid dangerous oper-
teristics of the excipients and supplies used in ating conditions. The assessment of the effects
the plant. on other system components caused by an
emergency stop of the engine must be carried
Safe work for maintenance and operational
out by plant-side.
staff must always be possible.
• Adequate lighting
Light sources for an adequate and sufficient
lighting must be provided by plant-side. The
current guidelines should be followed (100 Lux
is recommended, see also DIN EN 1679-1).
• Working platforms/scaffolds
For work on the engine, working platforms/
scaffolds must be provided and further safety
precautions must be taken into consideration.
Among other things, it must be possible to
work secured by safety belts. Corresponding
lifting points/devices have to be provided.
• Fail-safe 24 V power supply
Because engine control, alarm system and
safety system are connected to a 24 V power
supply, this part of the plant has to be designed
fail-safe to ensure a regular engine operation.
• Intake air filtering
In case of air intake is realized through piping
and not by means of the turbocharger´s intake
silencer, appropriate measures for air filtering
must be provided. It must be ensured that par-
ticles exceeding 5 μm will be restrained by an
air filtration system.
• Quality of the intake air
It has to be ensured that combustible media will
not be sucked in by the engine.
Intake air quality according to the relevant sec-
tion of the project guide has to be guaranteed.
0800-0000AA2.fm
Page 7 - 6 D-BB
Annex
7.2 Programme for Factory Acceptance Test (FAT)
The following table shows the operating points to be considered during acceptance test run.
Operating points ABS BV DNV GL LR RIN JG7) IACS MAN Diesel &
1) 2) 3) 4) 5) a6) 9)
(NK) Turbo pro-
8)
gramme with
acceptance by
classification
society
Starting attempts X X - X X X X X X
All engines
Governor test X X X X X X X X X
Operational test of X X X X X X X X X
the attached
safety devices
Marine main engines
Maximum contin- Speed: According to propeller curve or constant

uous rating
(MCR)
100 %10) 60’ 60’ 30’ 60’ 60’ 60’ 20’ (60‘) 60’ 60’
110 % 30’ 30’ 30’ 30’ 30’ 30’ 20’ (30‘) 30–45’ 30’
90 % M M M11) M M M - M 30’11)
85 % - - M12) - - - - - 30’12)
75 % M M M11) M M M 20’ (30‘) M 30’
50 % M M M M M M 20’ (30‘) M 30‘
25 % M M - M M M 20’ (30‘) M 30‘
Low speed and/or
idling M M - M M M - M 30’
Marine aux. engines
Maximum contin- Constant speed

uous rating
(MCR)
100 %10) 60’ 60’ 30’ 60’ 60’ 60’ 20‘(60’) 60’ 60’
110 % 30’ 30’ 30’ 30’ 30’ 30’ 20‘(30’) 30’ 30’
75 % M M M M M M 20‘(30’) M 30’
50 % M M M M M M 20‘(30’) M 30’
25 % M M - M M M 20‘(-) M 30’
idling = 0 % M M - M M M - M 30’
Table 7-1 Test conditions of four-stroke marine engines

M = Measurement at a steady state
1)
ABS = American Bureau of Shipping.
2) BV = Bureau Veritas.
0801-0000MA2.fm
3)
DNV = Det Norske Veritas.
4) GL = Germanischer Lloyd.
5) LR = Lloyd’s Register of Shipping.
G-BC 28/33D, 28/33D STC, 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF Page 7 - 7
Annex
6)
RINa = Registro Italiano Navale.
7)
JG =Japanese government.
8) NK =Nippon Kaiji Kyoka.
9) ACS =International Association of
Classification Societies.
10)
Two service recordings at an interval of 30 min.
11)
Could be replaced by MCR load point 85 %.
12)
Replacement for 11).
The selection of the measuring points and the

measuring method are fixed in accordance with
ISO Standard 3046-1 for engines with output ac-
cording ICN power definition and the specifications
of the classification societies.
The execution of the test run according to this
guideline will be confirmed in writing by the cus-
tomer or his representative, by the authorised rep-
resentative of the classification society and by the
person in charge of the tests.
After the test run, the components will be inspect-
ed, as far as this is possible without disassembly.
Only in exceptional cases (e. g. if required by the
customer/the classification society), will compo-
nents be dismantled.
The works test will be accomplished with MGO or
MDO. Heavy fuel oil is not available at the serial
test beds.
0801-0000MA2.fm
Page 7 - 8 28/33D, 28/33D STC, 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF G-BC
Annex
7.3 Engine running-in
Prerequisites Operating media

Engines require a run-in period: The run-in period may be carried out preferably
using diesel fuel or gas oil. The fuel used must
• When put into operation on-site, if after test run
meet the quality standards see "Section 4: Specifica-
the pistons or bearings were dismantled for in-
tion for engine supplies, page 4-1" and the design of
spection or if the engine was partially or fully
the fuel system.
dismantled for transport.
For the run-in of gas four-stroke engines it is best
• After fitting new drive train components, such
to use the gas which is to be used later in opera-
as cylinder liners, pistons, piston rings, crank-
tion.
shaft bearings, big-end bearings and piston pin
bearings. Diesel-gas engines are run in using diesel opera-
tion with the fuel intended as the ignition oil.
• After the fitting of used bearing shells.
Lube oil
• After long-term low load operation (> 500 oper-
ating hours). The run-in lube oil must match the quality stand-
ards, with regard to the fuel quality.
Supplementary information
Engine run-in
Operating Instructions
Cylinder lubrication (optional)
During the run-in procedure the unevenness of the
piston-ring surfaces and cylinder contact surfaces The cylinder lubrication must be switched to "Run-
is removed. The run-in period is completed once ning In" mode during completion of the run-in pro-
the first piston ring perfectly seals the combustion cedure. This is done at the control cabinet or at the
chamber. I.e. the first piston ring should show an control panel (under "Manual Operation"). This en-
evenly worn contact surface. If the engine is sub- sures that the cylinder lubrication is already acti-
jected to higher loads, prior to having been run-in, vated over the whole load range when the engine
then the hot exhaust gases will pass between the starts. The run-in process of the piston rings and
piston rings and the contact surfaces of the cylin- pistons benefits from the increased supply of oil.
der. The oil film will be destroyed in such locations. Cylinder lubrication must be returned to "Normal
The result is material damage (e.g. burn marks) on Mode" once the run-in period has been complet-
the contact surface of the piston rings and the cyl- ed.
inder liner. Later, this may result in increased en-
Checks
gine wear and high oil consumption.
Inspections of the bearing temperature and crank-
The time until the run-in procedure is completed is
case must be conducted during the run-in period:
determined by the properties and quality of the
surfaces of the cylinder liner, the quality of the fuel • The first inspection must take place after 10
and lube oil, as well as by the load of the engine minutes of operation at minimum speed.
and speed. The run-in periods indicated in follow- • An inspection must take place after operation
ing figures may therefore only be regarded as ap- at full load respectively after operational output
proximate values. level has been reached.
0802-0000AA2.fm
_J_a Page 7 - 9
Annex
The bearing temperatures (camshaft bearings, Running-in after refitting used or new bearing liners
big-end and main bearings) must be determined in (crankshaft, connecting rod and piston pin bearings)
comparison with adjoining bearing. For this pur-
When used bearing shells are reused, or when
pose an electrical sensor thermometer may be
new bearing shells are installed, these bearings
used as a measuring device.
have to be run in. The run-in period should be 3 to
At 85 % load and on reaching operational output 5 hours under progressive loads, applied in stag-
level, the operating data (ignition pressures, ex- es. The instructions in the preceding text seg-
haust gas temperatures, charge pressure, etc.) ments, particularly the ones regarding the
must be tested and compared with the accept- "Inspections", and following figures must be ob-
ance report. served.
Standard running-in programme Idling at higher speeds for long periods of opera-
tion should be avoided if at all possible.
Dependent on the application the run-in pro-
gramme can be derived from the figures in "Para- Running-in after low load operation
graph: Diagrams of standard running-in, page 7-11".
Continuous operation in the low load range may
During the entire run-in period, the engine output
result in substantial internal pollution of the engine.
has to be within the marked output range. Critical
Residue from fuel and lube oil combustion may
speed ranges are thus avoided.
cause deposits on the top-land ring of the piston
Running-in during commissioning on site exposed to combustion, in the piston ring chan-
nels as well as in the inlet channels. Moreover, it is
Barring exceptions, four-stroke engines are al-
possible that the charge air and exhaust pipe, the
ways subjected to a test run in the manufacturer´s
charge air cooler, the turbocharger and the ex-
premises. As such, the engine has usually been
haust gas tank may be polluted with oil.
run in. Nonetheless, after installation in the final lo-
cation, another run-in period is required if the pis- Since the piston rings have adapted themselves to
tons or bearings were disassembled for inspection the cylinder liner according to the running load, in-
after the test run, or if the engine was partially or creased wear resulting from quick acceleration
fully disassembled for transport. and possibly with other engine trouble (leaking pis-
ton rings, piston wear) should be expected.
Running-in after fitting new drive train components
Therefore, after a longer period of low load opera-
If during revision work the cylinder liners, pistons,
tion (≥ 500 hours of operation) a run-in period
or piston rings are replaced, then a new run-in pe-
should be performed again, depending on the
riod is required. A run-in period is also required if
power, according to following figures.
the piston rings are replaced in only one piston.
The run-in period must be conducted according to Also for instruction see "Section 2.5: Low load opera-
following figures or according to the associated tion, page 2-37".
explanations.
Note!
The cylinder liner may be re-honed according to
For further information, you may contact the
Work Card 050.05, if it is not replaced. A trans-
MAN Diesel & Turbo customer service or the
portable honing machine may be requested from
customer service of the licensee.
one of our service and support locations.
0802-0000AA2.fm
Page 7 - 10 B-BD
Annex
Diagrams of standard running-in
Speed [%] Output [%]

100
90
Engine speed
80
70
60
Engine output
50
(specified range) 40
30
20
10
0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5
Running in period [h]
Figure 7-2 Standard running-in programme for engines operated with constant speed of the types: 32/40, 32/40DF,
32/40G, 32/44K, 32/44CR, 35/44DF, 35/44G

100
90
Engine speed
80
70
60
50
Engine output
(specified range)
40
30
20
10
0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8
0802-0000AA2.fm

Figure 7-3 Standard running-in programme for engines operated with constant speed of the types: 48/60B, 48/60TS,
48/60CR, 51/60DF, 51/60G
_J_a Page 7 - 11
Annex

100
A B 90
80
70
60
50
40
30
Engine speed range 20
Engine output A Controllable-pitch propeller 10
(specified range) B Fixed-pitch propeller
0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5
Figure 7-4 Standard running-in programme for marine engines (variable speed) of the types: 28/33D, 28/33D STC, 32/40,
32/44CR

100
A
B 90
80
70
60
50
40
30
Engine speed range 20
Engine output
A Controllable-pitch propeller 10
(specified range)
B Fixed-pitch propeller
0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8
0802-0000AA2.fm

Figure 7-5 Standard running-in programme for marine engines (variable speed) of the types: 48/60B, 48/60CR, 51/60DF
Page 7 - 12 B-BD
Annex
7.4 Definitions
7.4 Definitions
Auxiliary GenSet/auxiliary generator operation looking from the coupling side, the left hand
row of cylinders is designated A, and the right
A generator is driven by the engine, hereby the en-
hand row is designated B. Accordingly, the cyl-
gine is operated at constant speed. The generator
inders are referred to as A1-A2-A3 or B1-B2-
supplies the electrical power not for the main
B3, etc.
drive, but for supply systems of the vessel.
The mean output range of the engine is between
40 to 80 %.
Loads beyond 100 % up to 110 % of the rated
output are permissible only for a short time to pro-
vide additional power for governing purpose only.
Blackout – Dead ship condition

The classification societies define blackout on
board ships as a loss of electrical power, but still
all necessary alternative energies (e.g. start air,
battery electricity) for starting the engines are avail-
able.
Contrary to blackout dead ship condition is a loss
of electrical power on board a ship. The main and
all other auxiliary GenSets are not in operation,
also all necessary alternative energies for starting
the engines are not available. But still it is assumed
that the necessary energy for starting the engines
(e.g. emergency alternator) could be restored at
any time.
Designation
• Designation of engine sides
- Coupling side, CS (KS)
The coupling side is the main engine output
side and is the side to which the propeller,
the alternator or other working machine is
coupled. Figure 7-6 Designation of cylinders
- Free engine end/counter coupling side,
CCS (KGS)
The free engine end is the front face of the
engine opposite the coupling side.
0803-0000MA2.fm
Designation of cylinders
The cylinders are numbered in sequence, from
the coupling side, 1, 2, 3 etc. In V-engines,
aJ_a 28/33D, 28/33D STC, 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF Page 7 - 13
Annex
7.4 Definitions
• Direction of rotation The CPP´s pitch can be adjusted to absorb all the
power that the engine is capable of producing at
nearly any rotational speed.
Thereby the mean output range of the engine is

between 80 to 95 % and the fuel consumption is
optimised at 85 % load.
Mechanical propulsion with fixed pitch propeller (FPP)

A fixed pitch propeller is driven by the engine. The
FPP is always working very close to the theoretical
propeller curve (power input ~ n3). A higher torque
in comparison to the CPP even at low rotational
speed is present.
To protect the engine against overloading its rated
output is reduced up to 90 %. The turbo charging
system is adapted. Engine speed reduction of up
to 10 % at maximum torque is allowed.
Figure 7-7 Designation: Direction of rotation
Electric propulsion 80 to 95 % of its available output and the fuel con-
A generator is driven by the engine, there the en- sumption is optimised at 85 % load.
gine is operated at constant speed. The generator
Multi engine propulsion plant
supplies electrical power to drive an electric motor.
The power of the electric motor is used to drive a In a multi engine propulsion plant at least two or
controllable pitch or fixed pitch propeller. more engines are available for propulsion.
Thereby the mean output range of the engine is Net calorific value (NCV)
between 80 to 95 % and the fuel consumption is
This value suppose that the products of combus-
optimised at 85 % load.
tion contains the water vapor and that the heat in
the water vapor is not recovered.
GenSet
The term "GenSet" is used, if engine and electrical Offshore application
alternator are mounted together on a common
Offshore construction and offshore drilling places
base frame and form a single piece of equipment.
high requirements regarding the engine´s acceler-
ation and load application behaviour. Higher re-
Gross calorific value (GCV)
quirements exist also regarding the permissible
This value suppose that the water of combustion engine´s inclination.
is entirely condensed and that the heat contained
in the water vapor is recovered.
15 to 60 %. Acceleration from engine start up to
Mechanical propulsion with controllable pitch propel- 100 % load must be possible within a specified
ler (CPP) time.
A propeller with adjustable blades is driven by the

0803-0000MA2.fm
engine.
Page 7 - 14 28/33D, 28/33D STC, 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF D-BD
Annex
7.4 Definitions
Output • MCR
• ISO-standard-output (as specified in DIN ISO Maximum continuous rating
3046-1)
• ECR
Maximum continuous rating of the engine at
Economic continuous rating = output of the en-
nominal speed under ISO-conditions, provided
gine with the lowest fuel consumption
that maintenance is carried out as specified.
• Operating-standard-output (as specified in DIN Single engine propulsion plant
ISO 3046-1) In a single engine propulsion plant only one single
Maximum continuous rating of the engine at engine is available for propulsion.
nominal speed taking in account the kind of ap-
plication and the local ambient conditions, pro- Suction dredger application (mechanical drive of
vided that maintenance is carried out as pumps)
specified. For marine applications this is stated For direct drive of the suction dredger pump by the
on the type plate of the engine. engine via gear box the engine speed is directly in-
• Fuel stop power (as specified in DIN ISO 3046- fluenced by the load on the suction pump.
1) To protect the engine against overloading its rated
Fuel stop power defines the maximum rating of output is reduced up to 90 %. The turbo charging
the engine theoretical possible, if the maximum system is adapted. Engine speed reduction of up
possible fuel amount is used (blocking limit). to 20 % at maximum torque is released.
• Rated power (in accordance to rules of Germa- Possibly the permissible engine operating curve
nischer Lloyd) has to be adapted to the pump characteristics by
means of a power output adaption respectively
Maximum possible continuous power at rated the power demand of the pump has to be opti-
speed and at defined ambient conditions, pro- mised particularly while start-up operation.
vided that maintenances carried out as speci-
fied. The mean output range of the engine is between
80 to 100 % of its available output and the fuel
• Overload power (in accordance to rules of Ger- consumption is optimised at 85 % load.
manischer Lloyd)
110 % of rated power, that can be demonstrat- Water-jet application
ed for marine engines for an uninterrupted pe- A marine system that creates a jet of water that
riod of one hour. propels the vessel. Also the water-jet is always
• Output explanation working close to the theoretical propeller curve
(power input ~ n3).
Power of the engine at distinct speed and dis-
tinct torque. To protect the engine against overloading its rated
output is reduced up to 90 %. The turbo charging
• 100 % Output system is adapted. Engine speed reduction of up
100 % Output is equal to the rated power only to 10 % at maximum torque is allowed.
at rated speed. 100 % Output of the engine The mean output range of the engine is between
can be reached at lower speed also if the 80 to 95 % of its available output and the fuel con-
torque is increased. sumption is optimised at 85 % load.
• Nominal Output
0803-0000MA2.fm
= rated power
aJ_a 28/33D, 28/33D STC, 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF Page 7 - 15
Annex
7.4 Definitions
0803-0000MA2.fm
Page 7 - 16 28/33D, 28/33D STC, 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF D-BD
Annex
7.5 Symbols
7.5 Symbols
Note!
The symbols shown should only be seen as ex-
amples and can differ from the symbols in the
diagrams.
Figure 7-8 Symbols used in functional and pipeline diagrams 1

0805-0000AA2 .fm
hJ^g Page 7 - 17
Annex
7.5 Symbols

0805-0000AA2 .fm
Page 7 - 18 hJ^g
Annex
7.5 Symbols

0805-0000AA2 .fm
hJ^g Page 7 - 19
Annex
7.5 Symbols

0805-0000AA2 .fm
Page 7 - 20 hJ^g
Annex
7.6 Preservation, packaging, storage

Introduction
Engines are internally and externally treated with
preservation agent before delivery.
The type of preservation and packaging must be
adjusted to the means of transport and to the type
and period of storage.
Improper storage may cause severe damage to
the product.
Packaging and preservation of engine

The type of packaging depends on the require-
ments imposed by means of transport and stor-
age period, climatic and environmental effects
during transport and storage conditions as well as
on the preservative agent used.
As standard, engines are preserved for a storage
period of 12 months and for sea transport.
Note!
The packaging must be protected against
damage. It must only be removed when a fol-
low-up preservation is required or when the
packaged material is to be used.
Preservation and packaging of assemblies and engine

parts
Unless stated otherwise in the order text, the pres-
ervation and packaging of assemblies and engine
parts must be performed in such a way that the
parts will not be damaged during transport and
that the corrosion protection remains fully intact for
a period of at least 12 months when stored in a
roofed dry room.
Transport
Transport and packaging of the engine, assem-
blies and engine parts must be coordinated.
After transportation, any damage to the corrosion
0806-0000AA2.fm
protection and packaging must be rectified,

and/or MAN Diesel & Turbo must be notified im-
mediately.
bJ_^ Page 7 - 21
Annex
7.6.2 Storage location and duration
7.6.2 Storage location and duration

Storage location Storage conditions
Storage location of engine In general the following requirements must be met:
As standard, the engine is packaged and pre- • Minimum ambient temperature. . . . . .–10 °C
served for outdoor storage.
• Maximum ambient temperature . . . . +60 °C
The storage location must meet the following re-
• Relative humidity . . . . . . . . . . . . . . . < 60 %
quirements:
• Engine is stored on firm and dry ground. Storage period
• Packaging material does not absorb any mois- The permissible storage period of 12 months must
ture from the ground. not be exceeded.
• Engine is accessible for visual checks. Before the maximum storage period is
reached:
Storage location of assemblies and engine parts
• Check the condition of the stored engine, as-
Assemblies and engine parts must always be
semblies and parts.
stored in a roofed dry room.
• Renew the preservation or install the engine or
The storage location must meet the following re-
components at their intended location.
quirements:
• Parts are protected against environmental ef-
fects and the elements.
• The room must be well ventilated.
• Parts are stored on firm and dry ground.
• Packaging material does not absorb any mois-
ture from the ground.
• Parts are accessible.
• Parts cannot be damaged.
• Parts are accessible for visual inspection.
• An allocation of assemblies and engine parts to
the order or requisition must be possible at all
times.
Note!
Packaging made of or including VCI paper or
VCI film must not be opened or must be closed
immediately after opening.
0806-0000AA2.fm
Page 7 - 22 bJ_^
Annex
7.6.3 Follow-up preservation when preservation period is exceeded
7.6.3 Follow-up preservation when preservation period is exceeded

A follow-up preservation must be performed be-
fore the maximum storage period has elapsed, i.e.
generally after 12 months.
Request assistance by authorised personnel of
MAN Diesel & Turbo.
0806-0000AA2.fm
bJ_^ Page 7 - 23
Annex
7.6.4 Removal of corrosion protection
7.6.4 Removal of corrosion protection

Packaging and corrosion protection must only be
removed from the engine immediately before com-
missioning the engine in its installation location.
Remove outer protective layers, any foreign body
from engine or component (VCI packs, blanking
covers, etc.), check engine and components for
damage and corrosion, perform corrective meas-
ures, if required.
The preservation agents sprayed inside the engine
do not require any special attention. They will be
washed off by engine oil during subsequent en-
gine operation.
Contact MAN Diesel & Turbo if you have any ques-
tions.
0806-0000AA2.fm
Page 7 - 24 bJ_^
Annex
7.7 Engine colour
7.7 Engine colour
Engine standard colour according RAL colour table is RAL 9006.
RAL 9006
Other colours on request.
0807-0000AA2.fm
fJ_` Page 7 - 25
Annex
TKT=båÖáåÉ=Åçäçìê=
0807-0000AA2.fm
Page 7 - 26 IJ_`
Index
A Composition of exhaust gas . . . . . . . . . . . . . . . . . . . . . 2-89
Compressed air
Aging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-69 Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
Air Compressed air system . . . . . . . . . . . . . . . . . . . . . . . . 5-77
Consumption (Jet Assist) . . . . . . . . . . . . . . . . . . . 5-83 Condensate amount
Flow rate, temperature . . . . . . . . . . . . . . . . . . . . . 2-73 Air vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Starting air vessels, compressors . . . . . . . . . . . . . 5-81 Charge air cooler. . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Air vessels Consumption
Condensate amount . . . . . . . . . . . . . . . . . . . . . . . 5-11 Fuel oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63
Alternator Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-83
Reverse power protection. . . . . . . . . . . . . . . . . . . 2-59 Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
Ambient conditions causes de-rating . . . . . . . . . . . . . . 2-23 Cooler
Angle of inclination . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13 Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71
Heat to be dissipated . . . . . . . . . . . . . . . . . . . . . . 2-71
Arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
Temperature basis . . . . . . . . . . . . . . . . . . . . . . . . 2-73
Attached pumps
Cooler specification
Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
Nominal values . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71
Auxiliary generator operation
Cooling water
Definiton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Inspecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Auxiliary GenSet operation Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13 Specification for cleaning. . . . . . . . . . . . . . . . . . . . 4-45
Available outputs System description . . . . . . . . . . . . . . . . . . . . . . . . 5-33
Permissible frequency deviations . . . . . . . . . . . . . 2-55 System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Cylinder
B Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Cylinder head, lifting off . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Blackout
Cylinder liner, removal of. . . . . . . . . . . . . . . . . . . . . . . . 6-10
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
C D
Dead ship condition
Capacities (pumps) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Charge air
Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Blow-off device. . . . . . . . . . . . . . . . . . . . . . . 2-15I 2-16
Control of charge air temperature (CHATCO) . . . . 2-17 De-rating, due to ambient conditions . . . . . . . . . . . . . . 2-23
Preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17 Diagram
Temperature control . . . . . . . . . . . . . . . . . . . 2-15I 2-17 Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
Charge air cooler Diesel fuel see Fuel
Condensate amount . . . . . . . . . . . . . . . . . . . . . . . 5-11
Charge air cooler, removal of . . . . . . . . . . . . . . . . . . . . 6-11 E
Colour of the engine . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
M_32-44K_IMO_Tier_IISIX.fm
Earthing
Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-85
Bearing insulation . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Common rail injection system . . . . . . . . . . . . . . . . . . . 5-67 Use of welding equipment . . . . . . . . . . . . . . . . . . . 2-62
32/44K Index - I
ECR Fuel
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15 Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-67
Electric operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53 Dependent on ambient conditions . . . . . . . . . . . . . 2-67
Diagram of HFO treatment system . . . . . . . . . . . . 5-59
Electric propulsion
HFO treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-57
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Recalculation of consumption . . . . . . . . . . . . . . . . 2-67
Emissions Specification (HFO) . . . . . . . . . . . . . . . . . . . . . . . . 4-23
IMO standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-87 Specification (MDO). . . . . . . . . . . . . . . . . . . . . . . . 4-19
Engine Specification of gas oil (MGO) . . . . . . . . . . . . . . . . 4-17
Colour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25 Stop power, definition . . . . . . . . . . . . . . . . . . . . . . 7-15
Definition of engine rating . . . . . . . . . . . . . . . . . . . 2-19 Viscosity-diagram (VT) . . . . . . . . . . . . . . . . . . . . . . 4-21
Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13 Fuel oil
Equipment for various applicatons . . . . . . . . . . . . 2-15 Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63
Inclinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13 Diagram of MDO treatment system . . . . . . . . . . . . 5-55
Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91 HFO system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-61
Operation under arctic conditions . . . . . . . . . . . . . 2-43 MDO treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55
Room layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Room ventilation. . . . . . . . . . . . . . . . . . . . . . . . . . 5-85
Running-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9 G
Single engine propulsion plant (Definition) . . . . . . . 7-15
Gas oil
Table of ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Engine automation
Generator operation
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Engine ratings
GenSet
Power, outputs, speeds . . . . . . . . . . . . . . . . . . . . 2-19
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Exhaust gas
Grid parallel operation
Back pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-89
Emission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-87 Gross calorific value (GCV)
Flow rates, temperature . . . . . . . . . . . . . . . . . . . . 2-73 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-95
Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25 H
System description . . . . . . . . . . . . . . . . . . . . . . . . 5-87
Explanatory notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3 Heat radiation . . . . . . . . . . . . . . . . . . 2-71I 2-73I 2-74I 2-76
Heat to be dissipated . . . . . . . . . . . . . . . . . 2-71I 2-74I 2-76
F Heavy fuel oil see Fuel
HFO see Fuel
Factory Acceptance Test (FAT) . . . . . . . . . . . . . . . . . . . 7-7
HT switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
Failure of one engine . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57
Fixed pitch propeller
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
I
Flexible pipe connections Idle speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 IMO Marpol Regulation . . . . . . . . . . . . . . . . . . . . . . . . . 2-87
Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3 IMO Tier II
Flow rates (cooler) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
Follow-up preservation. . . . . . . . . . . . . . . . . . . . . . . . . 7-23 Exhaust gas emission . . . . . . . . . . . . . . . . . . . . . . 2-87
Foundation Inclinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13

General requirements . . . . . . . . . . . . . . . . . . . . . . 2-99 Installation
Frequency deviations . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55 Flexible pipe connections . . . . . . . . . . . . . . . . . . . . 5-5
Installation drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Index - II 32/44K
Intake air pressure Mechanical propulsion with CPP
Before turbocharger . . . . . . . . . . . . . . . . . . . . . . . 2-25 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Intake Noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-93 Mechanical propulsion with FPP
ISO Definiton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Reference Conditions . . . . . . . . . . . . . . . . . . . . . . 2-19 MGO see Fuel
Standard output . . . . . . . . . . . . . . . . . . . . . . 2-19I 7-15 Multi engine propulsion plant
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
J
Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15I 2-17
N
Air consumption . . . . . . . . . . . . . . . . . . . . . . . . . . 5-83 Net calorific value (NCV)
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
L Noise
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91
Layout of pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3 Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-95
Lifting appliance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13 Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-93
Lifting off Nominal Output
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Rocker arm casing . . . . . . . . . . . . . . . . . . . . . . . . . 6-7 Nozzle cooling system . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
Load
Low load operation. . . . . . . . . . . . . . . . . . . . . . . . 2-37
Reduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
O
Load application Offshore application
Cold engine (only emergency case). . . . . . . . . . . . 2-41 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Diesel-electric plants. . . . . . . . . . . . . . . . . . . . . . . 2-33 Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Preheated engine . . . . . . . . . . . . . . . . . . . . . . . . . 2-39
Operating
Ship electrical systems . . . . . . . . . . . . . . . . . . . . . 2-53
Standard-output (definition) . . . . . . . . . . . . . . . . . . 7-15
Load reduction
Operating range
As a protective safety measure . . . . . . . . . . . . . . . 2-49
Generator operation . . . . . . . . . . . . . . . . . . . . . . . 2-51
Low load operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
Operation
LT switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37 Load application for ship electrical systems . . . . . . 2-53
Lube oil Load reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65 Low load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
Specification (HFO) . . . . . . . . . . . . . . . . . . . . . . . . 4-11 Running-in of engine . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Specification (MGO/MDO) . . . . . . . . . . . . . . . . . . . 4-5 Vessels (failure of one engine) . . . . . . . . . . . . . . . . 2-57
System description . . . . . . . . . . . . . . . . . . . . . . . . 5-17 Output
System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Engine ratings, power, speeds . . . . . . . . . . . . . . . 2-19
M ISO Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Permissible frequency deviations . . . . . . . . . . . . . . 2-55
Marine diesel oil see Fuel Overload power
Marine gas oil see Fuel Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
MARPOL Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
MCR P
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Packaging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
MDO
Diagram of treatment system . . . . . . . . . . . . . . . . 5-55 Permissible frequency deviations
see Fuel Available outputs . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55
Pipe dimensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
32/44K Index - III

Piston, removal of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9 Compressed air. . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
Planning data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71 Cooling water inspecting . . . . . . . . . . . . . . . . . . . . 4-43
Flow rates of cooler . . . . . . . . . . . . . . . . . . . . . . . 2-71 Cooling water system cleaning . . . . . . . . . . . . . . . 4-45
Diesel oil (MDO) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
Postlubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
Engine cooling water . . . . . . . . . . . . . . . . . . . . . . . 4-35
Power Fuel (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Engine ratings, outputs, speeds . . . . . . . . . . . . . . 2-19 Fuel (MDO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
Preheated engine Fuel (MGO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Load application . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39 Gas oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Preheating Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
At starting condition . . . . . . . . . . . . . . . . . . . . . . . 2-33 Lube oil (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Charge air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17 Lube oil (MGO/MDO). . . . . . . . . . . . . . . . . . . . . . . . 4-5
Viscosity-diagram . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Prelubrication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
Speed
Preservation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Adjusting range . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Pumps Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72 Engine ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Engine ratings, power, outputs . . . . . . . . . . . . . . . 2-19
R Speeds
Clutch activation . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Rated power Idling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15 Mimimum engine speed . . . . . . . . . . . . . . . . . . . . 2-29
Reduction of load . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47 Splash oil monitoring system . . . . . . . . . . . . . . . . . . . . 2-17
Reference Conditions (ISO) . . . . . . . . . . . . . . . . . . . . . 2-19 Stand-by operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Removal of Starting air
Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . 6-11 Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-83
Cylinder liner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10 System description . . . . . . . . . . . . . . . . . . . . . . . . 5-77
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9 System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 5-79
Vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Starting air vessels, compressors . . . . . . . . . . . . . . . . . 5-81
Removal of corrosion protection . . . . . . . . . . . . . . . . . 7-24
Starting conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Reverse power protection
Stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-59
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Rocker arm casing, lifting off . . . . . . . . . . . . . . . . . . . . . 6-7
Storage location and duration. . . . . . . . . . . . . . . . . . . . 7-22
Room layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Suction dredger application
Running-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
S Sudden load shedding . . . . . . . . . . . . . . . . . . . . . . . . . 2-47

Supply system (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-61
SaCoSone Switching
System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 HT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
Safety LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3 System overview
Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3 SaCoSone. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Shut off flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
T
Slow turn . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15I 2-17I 2-34

Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Table of ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Specification
Temperature control . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Cleaning agents for cooling water . . . . . . . . . . . . . 4-45
Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Index - IV 32/44K
Time limits for low load operation Viscosity-temperature-diagram . . . . . . . . . . . . . . . . . . . 4-21
Liquid fuel mode . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38
Two-stage charge air cooler . . . . . . . . . . . . . . . . . . . . 2-17 W
U Water
Specification for engine cooling water . . . . . . . . . . 4-35
Unloading the engine . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47 Water systems
Cooling water collecting and supply system . . . . . 5-39
V Engine cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Nozzle cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
Variable Injection Timing (VIT). . . . . . . . . . . . . . . . . . . . 2-17 Waterjet application
Variable Valve Timing (VVT) . . . . . . . . . . . . . . . . . . . . . 2-17 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Venting Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11

Crankcase, turbocharger . . . . . . . . . . . . . . . . . . . 2-85 Lifting appliance . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Vibration damper, removal of . . . . . . . . . . . . . . . . . . . . 6-12 Works test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7

32/44K Index - V
Index - VI
32/44K

PSR L32-44K IMO Tier II Marine

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L32/44K

PSR Project Guide – Marine

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MAN Diesel & Turbo

© MAN Diesel & Turbo

1.2 Engine description L32/44K IMO Tier II.................................................................................... 1 - 5

2 Engine and operation ........................................................................ 2 - 1

2.2 Engine design............................................................................................................................ 2 - 5

2.3 Ratings (output) and speeds .................................................................................................. 2 - 19

2.4 Starting conditions ................................................................................................................ 2 - 33

2.5 Low load operation ................................................................................................................. 2 - 37

2.6 Load application – Preheated engine..................................................................................... 2 - 39

2.7 Load application – Cold engine (only emergency case)........................................................ 2 - 42

2.8 Engine operation under arctic conditions.............................................................................. 2 - 43

2.9 Engine load reduction............................................................................................................. 2 - 47

2.10 Engine load reduction as a protective safety measure ......................................................... 2 - 49

2.11 Generator operation................................................................................................................ 2 - 51

32/44K Table of contents - 1

2.12 Fuel oil; lube oil; starting air/control air consumption.......................................................... 2 - 63

2.13 Planning data for emission standard: IMO Tier II................................................................. 2 - 71

2.14 Venting amount of crankcase and turbocharger................................................................... 2 - 85

2.15 Exhaust gas emission............................................................................................................. 2 - 87

2.17 Arrangement of attached pumps ........................................................................................... 2 - 97

2.18 Foundation .............................................................................................................................. 2 - 99

3 Engine automation ............................................................................ 3 - 1

3.2 Power supply and distribution ................................................................................................. 3 - 5

3.4 Functionality ............................................................................................................................. 3 - 9

Table of contents - 2 32/44K

3.6 Technical data......................................................................................................................... 3 - 17

3.7 Installation requirements ....................................................................................................... 3 - 19

4 Specification for engine supplies ..................................................... 4 - 1

4.4 Specification for gas oil/diesel oil (MGO) .............................................................................. 4 - 17

4.5 Specification for diesel oil (MDO)........................................................................................... 4 - 19

4.6 Viscosity-temperature diagram (VT diagram) ....................................................................... 4 - 21

4.7 Specification for heavy fuel oil (HFO)..................................................................................... 4 - 23

4.8 Specification for engine cooling water .................................................................................. 4 - 35

4.9 Cooling water inspecting........................................................................................................ 4 - 43

4.10 Cooling water system cleaning .............................................................................................. 4 - 45

4.11 Specification for intake air (combustion air)......................................................................... 4 - 47

4.12 Specification for compressed air ........................................................................................... 4 - 49

5 Engine supply systems ..................................................................... 5 - 1

5.1.3 Installation of flexible pipe connections for resiliently mounted engines.................. 5 - 5

5.2 Lube oil system ........................................................................................................................ 5 - 15

32/44K Table of contents - 3

5.3 Water systems ........................................................................................................................ 5 - 27

5.4 Fuel system ............................................................................................................................. 5 - 53

5.5 Compressed air system .......................................................................................................... 5 - 77

5.6 Engine room ventilation and combustion air......................................................................... 5 - 85

5.7 Exhaust gas system................................................................................................................ 5 - 87

6 Engine room planning ....................................................................... 6 - 1

6.2 Exhaust gas ducting ............................................................................................................... 6 - 25

Table of contents - 4 32/44K

7.2 Programme for Factory Acceptance Test (FAT)....................................................................... 7 - 7

7.3 Engine running-in ..................................................................................................................... 7 - 9

7.4 Definitions ............................................................................................................................... 7 - 13

7.6 Preservation, packaging, storage .......................................................................................... 7 - 21

7.7 Engine colour .......................................................................................................................... 7 - 25

32/44K Table of contents - 5

Table of contents - 6 32/44K

1.1 Four stroke diesel engine programme for marine GenSets

IMO Tier II compliant Engine Programme

MAN Diesel & Turbo medium speed marine GenSets

K-BC 32/40, 32/44K, 32/44CR Page 1 - 3