32 40 Project Guide Stationary (For - Information - Only)

All data provided in this document is non-binding.
This data serves informational
Four-stroke diesel engines compliant with emission limits World Bank

Project Guide – Stationary
32/40
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. Copyright © MAN Diesel & Turbo.
D2366511EN Printed in Germany GKM-AUG-05130.5
MAN Diesel & Turbo

86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
marineengines-de@mandieselturbo.com
www.mandieselturbo.com
32/40
Four-stroke diesel engines
MAN Diesel & Turbo compliant with emission limits World Bank
MAN Diesel & Turbo – a member of the MAN Group
2366xxx_PRJ_32-40.indd 4 03.05.2013 10:42:47

32/40
compliant with emission limits World Bank
Titelseite 32-40.fm
Status Version Checked Date Checked Date

05.2013 1.5 Utjesinovic 2013-05-03 Franz 2013-05-06
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.
In addition, always contact MAN Diesel & Turbo at early project stage to ensure that the latest informa-
tion is transferred and the latest status of project tools is used.
MAN Diesel & Turbo

Phone +49 821 322-0
Fax +49 821 322-3382
powerplant-aug@mandieselturbo.com
Titelseite 32-40.fm
© MAN Diesel & Turbo

Reproduction permitted provided source is given.
Table of contents
1 Introduction ....................................................................................... 1 - 1
1.1 Four stroke diesel and gas engine programme for stationary engines.................................. 1 - 3
1.2 Engine description 32/40.......................................................................................................... 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 assignment ..................................................................................... 2 - 9
2.2.4 Engine main dimensions, weights and views ....................................................... 2 - 11
2.2.5 Engine equipment for various applications .......................................................... 2 - 13
2.3 Ratings (outputs) and speeds ................................................................................................ 2 - 17

2.3.1 Standard engine ratings ...................................................................................... 2 - 17
2.3.2 Engine ratings (output) for different applications .................................................. 2 - 18
2.3.3 Increased exhaust gas pressure due to exhaust gas after treatment
installations in exhaust gas line and resulting installation demands ...................... 2 - 21
2.3.4 Speeds ............................................................................................................... 2 - 25
2.3.5 Speed adjusting range ........................................................................................ 2 - 27
2.4 Starting conditions GenSet..................................................................................................... 2 - 29
2.5 Low load operation ................................................................................................................. 2 - 31
2.6 Load application GenSet – Preheated engine........................................................................ 2 - 33
2.7 Load application – Cold engine (only emergency case)........................................................ 2 - 36
2.8 Engine operation under arctic conditions.............................................................................. 2 - 37
2.9 Engine load reduction............................................................................................................. 2 - 41
2.10 Engine load reduction as a protective safety measure ......................................................... 2 - 43
2.11 GenSet operation..................................................................................................................... 2 - 45

2.11.1 Operating range for GenSets .............................................................................. 2 - 45
PG_Power_32-40IVZ.fm
2.11.2 Available outputs and permissible frequency deviations ...................................... 2 - 47

2.11.3 Alternator – Reverse power protection ................................................................ 2 - 49
2.11.4 Earthing measures of diesel engines and bearing insulation on alternators .......... 2 - 51
32/40 Table of contents - 1

2.12 Fuel oil; lube oil; starting air/control air consumption.......................................................... 2 - 53
2.12.1 Fuel oil consumption for emission standard: World Bank 1998
and World Bank 2007/2008................................................................................ 2 - 53
2.12.2 Lube oil consumption.......................................................................................... 2 - 57
2.12.3 Starting air/control air consumption .................................................................... 2 - 58
2.12.4 Recalculation of liquid fuel consumption dependent on ambient conditions ........ 2 - 59
2.12.5 Aging .................................................................................................................. 2 - 61
2.13 Planning data for emission standard: World Bank 1998....................................................... 2 - 63

2.13.1 Nominal values for cooler specification – Iginition pressure 190 bar..................... 2 - 63
2.13.2 Temperature basis, nominal air and exhaust gas data –
Iginition pressure 190 bar.................................................................................... 2 - 65
2.13.3 Load specific values at ISO conditions – Iginition pressure 190 bar ..................... 2 - 66
2.13.4 Nominal values for cooler specification – Iginition pressure 205 bar..................... 2 - 68
Iginition pressure 205 bar.................................................................................... 2 - 70
2.13.6 Load specific values at ISO conditions – Iginition pressure 205 bar ..................... 2 - 71
2.14 Planning data for emission standard: World Bank 2007/2008 ............................................. 2 - 73
2.14.1 Nominal values for cooler specification – (1,460 mg NOx / Nm³ @ 15 % O2) ....... 2 - 73
(1,460 mg NOx / Nm³ @ 15 % O2) ...................................................................... 2 - 75
2.14.3 Load specific values at ISO conditions – (1,460 mg NOx / Nm³ @ 15 % O2)........ 2 - 77
2.14.4 Nominal values for cooler specification – (1,600 mg NOx / Nm³ @ 15 % O2) ....... 2 - 79
(1,600 mg NOx / Nm³ @ 15 % O2) ...................................................................... 2 - 81
2.14.6 Load specific values at ISO conditions – (1,600 mg NOx / Nm³ @ 15 % O2)........ 2 - 83
2.15 Planning data .......................................................................................................................... 2 - 85

2.15.1 Filling volumes and flow resistances .................................................................... 2 - 85
2.15.2 Operating/service temperatures and pressures ................................................... 2 - 86
2.15.3 Internal media systems ....................................................................................... 2 - 89
2.15.4 Venting amount of crankcase and turbocharger.................................................. 2 - 93
2.16 Emissions ................................................................................................................................ 2 - 95

2.16.1 Emission limits World Bank ................................................................................. 2 - 95
2.16.2 Exhaust gas components of medium speed four-stroke diesel engines............... 2 - 97
2.16.3 Recalculation of NOx emission for stationary applications ................................... 2 - 99
2.17 Noise...................................................................................................................................... 2 - 101

2.17.1 Airborne noise................................................................................................... 2 - 101
2.17.2 Intake noise ...................................................................................................... 2 - 103
2.17.3 Exhaust gas noise............................................................................................. 2 - 105
Table of contents - 2 32/40

2.18 Vibration ................................................................................................................................ 2 - 107
2.18.1 Torsional vibrations ........................................................................................... 2 - 107
2.18.2 Static torque fluctuation .................................................................................... 2 - 109
2.19 Arrangement of attached pumps ......................................................................................... 2 - 111
2.20 Foundation for GenSets ........................................................................................................ 2 - 113
3 Engine automation ............................................................................ 3 - 1

3.1 SaCoSone system overview....................................................................................................... 3 - 3
3.2 Power supply and distribution ................................................................................................. 3 - 7
3.3 Operation................................................................................................................................... 3 - 9
3.4 Functionality ........................................................................................................................... 3 - 11
3.5 Interfaces ................................................................................................................................ 3 - 13
3.6 Technical data......................................................................................................................... 3 - 15
3.7 Installation requirements ....................................................................................................... 3 - 17
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 Explanatory notes for biofuel ................................................................................................... 4 - 5

4.2.1 Operation with biofuel ........................................................................................... 4 - 5
4.2.2 Requirements on plant side .................................................................................. 4 - 5
4.2.3 Requirements on engine ....................................................................................... 4 - 6
4.3 Specification for lubricating oil (SAE 40)

for operation with MGO/MDO and biofuels (stationary) .......................................................... 4 - 7
4.4 Lubricating oil (SAE 40) – Specification for heavy fuel operation (HFO) (stationary) .......... 4 - 11
4.5 Specification for gas oil/diesel oil (MGO) .............................................................................. 4 - 15
4.6 Specification for biofuel ......................................................................................................... 4 - 17

4.7 Specification for diesel oil (MDO)........................................................................................... 4 - 19
4.8 Specification for heavy fuel oil (HFO)..................................................................................... 4 - 21

4.9 Viscosity-temperature diagram (VT diagram) ....................................................................... 4 - 33
4.10 Quality of raw-water in cooling tower operation

(additive and circulating water) ............................................................................................. 4 - 35
4.11 Specification for engine cooling water .................................................................................. 4 - 37
4.12 Cooling water inspecting........................................................................................................ 4 - 45
4.13 Cooling water system cleaning .............................................................................................. 4 - 47
4.14 Quality of water used in exhaust gas boiler plants ............................................................... 4 - 49
4.15 Specification for intake air (combustion air)......................................................................... 4 - 51
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 Condensate amount in charge air pipes and air vessels ........................................ 5 - 5
5.2 Lube oil system ......................................................................................................................... 5 - 9

5.2.1 Lube oil system diagram ....................................................................................... 5 - 9
5.2.2 Lube oil system description................................................................................. 5 - 15
5.2.3 Prelubrication/postlubrication.............................................................................. 5 - 23
5.2.4 Lube oil outlets ................................................................................................... 5 - 25
5.2.5 Lube oil service tank ........................................................................................... 5 - 29
5.2.6 Pressure control valve......................................................................................... 5 - 33
5.2.7 Lube oil filter ....................................................................................................... 5 - 35
5.2.8 Crankcase vent and tank vent............................................................................. 5 - 37
5.3 Water systems ........................................................................................................................ 5 - 39

5.3.1 Cooling water system diagram............................................................................ 5 - 39
5.3.2 Cooling water collecting and supply system........................................................ 5 - 49
5.3.3 Miscellaneous items............................................................................................ 5 - 51
5.3.4 Cleaning of charge air cooler (built-in condition) by a ultrasonic device ................ 5 - 53
5.3.5 Turbine washing device, HFO-operation ............................................................. 5 - 55
5.3.6 Nozzle cooling system ........................................................................................ 5 - 57
5.3.7 Nozzle cooling water module .............................................................................. 5 - 61
5.3.8 Preheating module.............................................................................................. 5 - 65
5.4 Fuel system ............................................................................................................................. 5 - 67

5.4.1 Marine diesel oil (MDO) treatment system ........................................................... 5 - 67
5.4.2 Marine diesel oil (MDO) supply system for diesel engines .................................... 5 - 71
5.4.3 Heavy fuel oil (HFO) treatment system................................................................. 5 - 75
5.4.4 Heavy fuel oil (HFO) supply system ..................................................................... 5 - 79

5.5 Compressed air system .......................................................................................................... 5 - 91
5.5.1 Starting air system .............................................................................................. 5 - 91
5.5.2 Starting air vessels, compressors........................................................................ 5 - 97
5.5.3 Jet Assist ............................................................................................................ 5 - 99
5.6 Engine room ventilation and combustion air....................................................................... 5 - 101
5.7 Exhaust gas system.............................................................................................................. 5 - 103

5.7.1 General information........................................................................................... 5 - 103
5.7.2 Components and assemblies............................................................................ 5 - 105
6 Engine room planning ....................................................................... 6 - 1

6.0.1 Major spare parts.................................................................................................. 6 - 3
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 works test ....................................................................................................... 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 and gas engine programme for stationary engines
1.1 Four stroke diesel and gas engine programme for stationary
engines
Figure 1-1 MAN Diesel & Turbo liquid fuel GenSets

0101-0201PA.fm
Figure 1-2 MAN Diesel & Turbo gas fuel and df GenSets
iJ_` 32/40DF, 32/44CR, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G Page 1 - 3
Introduction
1.1 Four stroke diesel and gas engine programme for stationary engines
0101-0201PA.fm
Page 1 - 4 32/40DF, 32/44CR, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G L-BC
Introduction
1.2 Engine description 32/40
General ture, reduces combustion residue, soot formation

and improves fuel economy. High resistance to fa-
With an electrical power output range of 4.3 to
tigue, effective heat removal and preventing ex-
8.7 MWe, the 32/40 engine is ideal for small- and
cessive ignition pressures results in outstanding
medium-sized applications. The well proven
component reliability and a long service life.
320 mm bore classic is in operation around the
world – day in, day out. The interacting of all im-
Valves
portant parts results in low wear rates and long
maintenance intervals. The exhaust valves are designed with armoured,
water-cooled seats that keep valve temperatures
Marine main engines down. Rotors on the exhaust valve shaft provide
rotation by exhaust gas, which results in the clean-
The engine´s output is limited to 110 % of rated
ing effect of the valve seat area. The inlet valves are
output for engines driving a alternator. Overload
equipped with rotocaps for low wear rates and
above 100 % permitted briefly to prevent a fre-
long maintenance intervals.
quency drop during sudden load application.
Service friendly design
Fuels
The 32/40 features hydraulic tools for the fitting
The 32/40 engine can be operated with HFO (up
and removal of all major bolted connections. Ac-
to 700 cSt/50° C, RMK700), MDO (DMB) and
cess covers in the cylinder crankcase are gener-
MGO (DMA, DMZ) according ISO8217-2010.
ously sized, which simplifies maintenance work.
Stepped piston The engine displays minimal wear and tear and
has long maintenance intervals for all power train
The stepped piston and the fire ring prevent bore components.
polishing of the cylinder liner, helping to reduce op-
erating costs by keeping the consumption of lubri- Cylinder liner
cating oil consistently low. Chromium ceramic
The precision machined cylinder liner and sepa-
coating of the first piston ring and highly resistant
rate cooling water collar rest on top of the engine
ceramic particles in the ring surface result in low
frame and offer high resistance to external defor-
wear on the ring and liner, ensuring extremely long
mation. This supports optimum piston perform-
intervals between maintenance.
ance and ensures a long service life.
MAN Diesel & Turbo turbocharging system
Electronics
Industry leading constant pressure turbocharging
The 32/40 is equipped with the latest generation
system using state-of-the-art MAN Diesel & Turbo
of the proven MAN Diesel & Turbo engine man-
turbochargers with long bearing overhaul inter-
agement system, SaCoSone. This system is tested
vals. High efficiency at full and part loads results in
at the factory together with the engine, making fine
substantial air surplus and thorough combustion
tuning and functional testing easier and smoother
without residues and with low thermal stress on
when the power unit is commissioned.
the combustion chamber components.
SaCoSone offers:
Cylinder head
• Integrated self-diagnosis functions
The cylinder head features optimised combustion
0102-0000PB.fm
• Maximum reliability and availability

chamber geometry for improved injection spray
atomisation. This ensures balanced air/fuel mix- • Simple use and diagnosis
B-BD 32/40 Page 1 - 5

Introduction
• Quick exchange of modules (plug in)

• Trouble-free and time-saving commissioning
Low exhaust emissions

As with all MAN Diesel & Turbo engines, 32/40 en-
gines comply with World Bank guidelines for ex-
haust emissions. Even lower NOX emissions can
be achieved to fulfil worldwide emission standards
for specific plants.
For example, engines can be equipped with
MAN’s advanced selective catalytic reduction
(SCR) technology. The more thorough the com-
bustion, the lower the particle emissions. MAN
Diesel & Turbo’s highly efficient engines produce
particle emission rates well below the World Bank
guidelines, provided that fuel with low ash content
is used.
0102-0000PB.fm
Page 1 - 6 32/40 B-BD

======
2 Engine and operation

Page 2 - 1
Page 2 - 2
Engine and operation
2.1 Approved applications
The 32/40 was designed for stationary applica-

tions and its suitability has been proven through
extensive factory tests for following applications:
• Base load GenSet (grid parallel operation, is-
land operation)
Note!
The engine is not designed for operation in
hazardous areas. It has to be ensured by the
power station´s own systems, that the at-
moshere of the power house is monitored and
in case of detecting a gas-containing atmos-
phere the engine will be stopped immediately.
0200-0000PB.fm
^J_a 32/40 Page 2 - 3

0200-0000PB.fm
Page 2 - 4 32/40 A-BD

2.2.1 Engine cross section
2.2 Engine design

0201-0000PB.fm
Figure 2-1 Cross section, view on coupling side – Engine L32/40
A-BD 32/40 Page 2 - 5

Figure 2-2 Cross section, view on coupling side – Engine V32/40

0201-0000PB.fm
Page 2 - 6 32/40 A-BD

2.2.2 Engine designations – Design parameters

Example to declare engine designations
12V32/40
Piston stroke [cm]
Cylinder bore [cm]
V=Vee engine, L= in-line engine
Cylinder number
Parameter Value Unit
Number of cylinders 9, -
12, 14, 16, 18
Cylinder bore 320 mm
Piston stroke 400
Swept volume of each cylinder 32.17 dm3
Compression ratio (WB 1998) 14.5 -
Compression ratio (WB 2007/2008) 15.2 -
Distance between cylinder centres L = 530 mm
Distance between cylinder centres V = 630
Vee engine, vee angle 45 °
Crankshaft diameter at journal, in-line engine L = 290 mm
Crankshaft diameter at journal, vee engine V = 320
Crankshaft diameter at crank pin, vee engine V = 290
Table 2-1 Design parameters engine – 32/40

0201-0200PB.fm
B-BD 32/40 Page 2 - 7

0201-0200PB.fm
Page 2 - 8 32/40 B-BD

2.2.3 Turbocharger assignment
32/40
No. of cylinders Stationary, WB 1998 Stationary, WB 2007/2008
500 kW/cyl. 500 kW/cyl.

720 or 750 rpm 720 or 750 rpm
9L NR34/S NR34/S
12V NR29/S NR29/S
14V NR29/S NR29/S
16V NR34/S NR34/S
18V NR34/S NR34/S
Table 2-2 Turbocharger assignment
Above mentioned turbocharger assignments are

only for guidance and may vary due to project-
specific reasons.
0202-0200PB.fm
^J_a 32/40 Page 2 - 9

0202-0200PB.fm
Page 2 - 10 32/40 A-BD

2.2.4 Engine main dimensions, weights and views

Engine L32/40
L32/40 W
A B
C
Figure 2-3 Main dimensions – Engine L32/40
Legend
Engine A B C H W Weight
mm tons
9L32/40 7,215 4,100 11,315 5,125 2,715 82
All weights and dimensions apply only to dry engines without a flywheel and are for guidance only.
0202-0201PB.fm
_J_a 32/40 Page 2 - 11

Engine V32/40
V32/40 W
A B
C
Figure 2-4 Main dimensions – Engine V32/40
Legend
Engine A B C H W Weight
mm tons
12V32/40 6,475 4,215 10,690 4,795 3,370 98
14V32/40 7,105 4,215 11,320 4,795 3,370 112
16V32/40 7,670 4,450 12,120 5,240 3,500 131
18V32/40 8,300 4,450 12,750 5,240 3,500 139
All weights and dimensions apply only to dry engines without a flywheel and are for guidance only.
0202-0201PB.fm
Page 2 - 12 32/40 B-BD

2.2.5 Engine equipment for various applications
Device/measure, (figure pos.) Stationary engines, Stationary engines,

WB1 WB2
Charge air blow-off for ignition pressure limitation (flap 2) O O
Two-stage charge air cooler X X
Charge air preheating by LT shut-off X X
CHATCO (Charge air temperature control) X X
Jet assist (acceleration of the turbocharger) X X
VIT (Variable Injection Timing) O X
Slow turn O O
Oil mist detector X X
Splash oil monitoring X X
Main bearing temperature monitoring X X
Valve seat lubrication O O
Sealing oil O O
Compressor wheel cooling - X
Attached HT cooling water pump X X
Attached LT cooling water pump O O
Attached lubrication oil pump X X
X = required, O = optional
Table 2-3 Engine equipment

0201-0300PB.fm
_J_a 32/40 Page 2 - 13

Engine equipment for various applications – General description

Charge air blow-off for ignition pressure limitation (see quently, much too high ignition pressure. In order
"Figure 2-5: Overview flaps" flap 2) to avoid such conditions, part of the charge air is
withdrawn downstream (flap 2, cold blow-off) of
If engines are operated at full load at low intake
the charge air cooler and blown-off.
temperature, the high air density leads to the dan-
ger of excessive charge air pressure and, conse-
Figure 2-5 Overview flaps
Two-stage charge air cooler viously remaining LT-water in the LT stage needs to
be heated up by the charge air.
The two-stage charge air cooler consists of two
stages which differ in the temperature level of the CHATCO (Charge Air Temperature Control)
connected water circuits. The charge air is first
The charge air temperature control CHATCO
cooled by the HT circuit (high temperature stage of
serves to prevent accumulation of condensed wa-
the charge air cooler, engine) and then further
ter in the charge air pipe. In this connection, the
cooled down by the LT circuit (low temperature
charge air temperature is, depending on the intake
stage of the charge air cooler, lube oil cooler).
air temperature, controlled in such a way that, as-
Charge air preheating by LT shut-off (integrated in CHAT- suming a constant relative air humidity of 80 %,
CO) the temperature in the charge air pipe does not fall
below the condensation temperature.
Charge air preheating by LT shut off (by means of
the CHATCO control valve) is as well used in the Integrated in the functionality of CHATCO is
load range from 0 % up to 20 % to reduce exhaust Charge air preheating by LT shut-off.
gas discoloration. Higher charge air temperatures
Jet assist (acceleration of the turbocharger)
are achieved by shut off the LT stage of the two-
stage charge air cooler. Depending on engine type This equipment is used where special demands
0201-0300PB.fm
there is a delay in time of about 15 to 25 minutes, exist regarding fast acceleration and/or load appli-
till the positive effect can be noticed, because pre- cation. In such cases, compressed air from the
Page 2 - 14 32/40 B-BD

starting air vessels is reduced to a pressure of ap- Main bearing temperature monitoring
prox. 4 bar before being passed into the compres-
As an important part of the safety system the tem-
sor casing of the turbocharger to be admitted to
peratures of the crankshaft main bearings are
the compressor wheel via inclined bored passag-
measured just underneath the bearing shells in the
es. In this way, additional air is supplied to the
bearing caps. This is carried out using oil-tight re-
compressor which in turn is accelerated, thereby
sistance temperature sensors.
increasing the charge air pressure. Operation of
the accelerating system is initiated by a control, Valve seat lubrication
and limited to a fixed load range. For operation with MGO (Class DMA or Class
VIT (Variable Injection Timing) DMZ) an additional lubrication equipment is pro-
vided to lubricate the inlet valve seats. The oil sup-
For some engine types with conventional injection
ply is fed dropwise into the inlet channels.
a VIT is available allowing a shifting of injection
start. A shifting in the direction of “advanced injec- This is necessary due to reduced residue forma-
tion” is supposed to increase the ignition pressure tion compared to HFO operation and thereby re-
and thus reduces fuel consumption. Shifting in the duced damping effect between the sealing
direction of “retarded injection” helps to reduce surfaces of the inlet valves (as result of the low sul-
NOx emissions. phur content of MGO).
Slow turn Sealing oil
Engines, which are equipped with “slow turn”, are While longterm operation (more than 72 h within
automatically turned prior to engine start, with the 14 days) with MGO (Class DMA or Class DMZ)
turning process being monitored by the engine seal oil avoids effectively contamination of lube oil
control. If the engine does not reach the expected by means of separation of fuel and lube oil side
number of crankshaft revolutions (2.5 revolutions) within the conventional fuel injection pumps (not
within a specified period of time, or in case the needed for CR injection system).
slow-turn time is shorter than the programmed Compressor wheel cooling
minimum slow-turn time, an error message is is-
sued. This error message serves as an indication The high-pressure version (as a rule of thumb
that there is liquid (oil, water, fuel) in the combus- pressure ratio approx. 1 : 4.5 and higher ) of the
tion chamber. If the slow-turn manoeuvre is com- turbochargers requires compressor wheel cool-
pleted successfully, the engine is started ing. This water cooling is integrated in the bearing
automatically. casing and lowers the temperature in the relevant
areas of the compressor.
Oil mist detector
Bearing damage, piston seizure and blow-by in
combustion chamber leads to increased oil mist
formation. As a part of the safety system the oil
mist detector monitors the oil mist concentration
in crankcase to indicate these failures at an early
stage.
Splash oil monitoring system
The splash-oil monitoring system is a constituent
part of the safety system. Sensors are used to
monitor the temperature of each individual drive
unit (or pair of drive at V-engines) indirectly via
0201-0300PB.fm
splash oil.
_J_a 32/40 Page 2 - 15

0201-0300PB.fm
Page 2 - 16 32/40 B-BD

2.3.1 Standard engine ratings
2.3 Ratings (outputs) and speeds
2.3.1 Standard engine ratings

PISO, Standard: ISO-Standard-Output (as specified in DIN ISO 3046-1)
500 kw/cyl., 720 or 750 rpm
Engine type Engine rating (kW)
720 rpm or 750 rpm
kW mech. kW elec.
9L32/40 4,500 4,365
12V32/40 6,000 5,820
14V32/40 7,000 6,790
16V32/40 8,000 7,760
18V32/40 9,000 8,730
Note!
Nominal alternator efficiency L-type: 97.3 %, V-type: 97.0%.
Table 2-4 Engine ratings 32/40
Definition of engine rating

General definition of diesel engine rating (according to ISO 15550: 2002; ISO 3046-1: 2002)
Reference Conditions (according to: ISO 3046-1: 2002;

ISO 15550: 2002)
Air temperature Tr K/°C 298/25
Air pressure pr kPa 100
Relative humidity r % 30
Charge air temperature1) K/°C 316/43
Table 2-5 Standard reference conditions
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).
0201-0306PB.fm
_J_a 32/40 Page 2 - 17

2.3.2 Engine ratings (output) for different applications

PISO, Application: Available output under ISO-conditions dependent on application
Kind of application
Max. allowed speed reduction

Available output in percentage
Fuel stop power (blocking)

from ISO-standard-output
at maximum torque1)
P Application
Notes
% % % -
Electricity generation
Grid parallel operation 100 110 - 2)
Island operation 100 110 - 2)
Table 2-6 Available outputs/related reference conditions 32/40

1) Maximum
torque given by available output and nominal speed.
2)
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.
0201-0306PB.fm
Page 2 - 18 32/40 B-BD

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 2-7: De-rating – Limits of ambient conditions") are met:
No de-rating up to De-rating needed accord- De-rating needed

stated reference condi- ing to formula, see 2. accord. to special cal-
tions (Tropic), see 1. culation, see 3.
Air temperature before turbo-  45 °C 45 °C < tx  60 °C > 60 °C

charger
Ambient pressure  1,000 mbar 1,000 mbar > px  900 mbar  900 mbar
Cooling water temperature  38 °C 38 °C < tcx  43 °C > 43 °C

inlet charge air cooler (LT
stage)
Negative intake pressure  –20 mbar1) 20 mbar > p Air before < –40 mbar1)
1)
before compressor compressor  –40 mbar
Exhaust gas back pressure  30 mbar1) 30 mbar < p Exhaust after > 60 mbar1)
1)
after turbocharger turbine  60 mbar
Table 2-7 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.
Pr Nominal output acc. to table engine ratings [kW]
mñ = mê   Px Output at site [kW]
tcx Cooling water temperature inlet charge air cooler at
é ñ 0.7 q ê~ 1.2 q Åê~ site [°C]
â =  -------   -------------------   ---------------------- tx Ambient air temperature before turbocharger at site
 é ê~  273 + í ñ  273 + í Åñ [°C]
Tcra Substitute reference for charge air cooling water
é ñ 0.7 308 – l – r 1.2 315 temperature = 315 [K]
â =  ---------   -----------------------------   ---------------------- Tra Substitute reference for ambient air temperature =
 955  273 + í ñ   273 + í Åñ
308 [K]
O Increased exhaust gas back pressure after turbo-
1
 = â – 0.7   1 – â    ------- – 1 charger leads to a de-rating, calculated as increased air
 ã  temperature before turbocharger [K]:
O = (p Exhaust after turbine [mbar] –30 [mbar]) x 0.25 [K/mbar];with
O≥0
1 i.e. Px  Pr U Increased negative intake pressure before compres-
sor leads to a de-rating, calculated as increased air tem-
 Correction factor for power [-] perature before turbocharger [K]:
m Mechanical efficiency [-] U = (–20 [mbar] – p Air before compressor [mbar] ) x 0.25 [K/mbar];
k Ratio of indicated power [-] with U ≥ 0
pra Substitute reference for total barometric pressure
0201-0306PB.fm
=955 [mbar]
px Ambient total air pressure at site [mbar]
_J_a 32/40 Page 2 - 19

3. De-rating due to special conditions or demands. Please contact MAN Diesel & Turbo:
• If limits of ambient conditions mentioned in "Table 2-7: De-rating – Limits of ambient conditions" are ex-
ceeded. A special calculation is necessary.
• If higher requirements for the emission level exist. For the allowed requirements see "Section: Exhaust
gas emission".
• If special requirements of the plant for heat recovery exist.
• If special requirements on media temperatures of the engine exist.
• If any requirements of MAN Diesel & Turbo mentioned in the project guide cannot be kept.
0201-0306PB.fm
Page 2 - 20 32/40 B-BD

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.
Exhaustgas 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 after 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 - 21
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 - 22 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 - 23
0201-0303bAA2.fm
Page 2 - 24 C-BD
2.3.4 Speeds
2.3.4 Speeds
- Unit -
Rated speed rpm 720 750
Mean piston speed m/s 9.6 10.0
Ignition speed (starting device deactivated) rpm L-engine: 60
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 speed1) 773
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 2-27"
Alternator frequency for GenSet Hz 60 50
Number of pole pairs - 5 4
Table 2-8 Engine speeds and related main data

1) This concession may possibly be restricted, see "Figure 2-15: Permissible frequency deviations and corresponding max. output".
0201-0304PB.fm
^J_a 32/40 Page 2 - 25

2.3.4 Speeds
0201-0304PB.fm
Page 2 - 26 32/40 A-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 2-9 Speed adjusting range – Electronic governors

0202-0400AA2.fm
B-BD Page 2 - 27
0202-0400AA2.fm
Page 2 - 28 B-BD
2.4 Starting conditions GenSet
In multiple-engine plants with GenSet-operation

and load regulation by a power management sys-
tem, the availability of engines not in operation is
an important aspect.
The following data and conditions are of rele-
vance:
• Engine start-up time until synchronization
• Load application times
Requirements on engine and plant installation for

"Stand-by Operation" capability
Engine
• Attached lube oil pump
Plant
• Prelubrication pump with low pressure before
engine
(0.3 bar < p oil before engine < 0.6 bar)
Note!
Oil pressure > 0.3 bar to be ensured also for
lube oil temperature up to 80 °C.
• Preheating HT cooling water system (60 -

90 °C)
• Preheating lube oil system (> 40 °C)
• Power management system with supervision of
stand-by times engines
Note!
Statements are relevant for non arctic condi-
tions. For arctic conditions consider relevant
sections and clarify undefined details with
MAN Diesel & Turbo.
0201-0400PB.fm
^J_a 32/40 Page 2 - 29

Engine Starting From Stand-By Mode After Stand-Still

Conditions ("Normal Start")
Start up time until load application < 1 minute > 2 minutes
General notes
- Maximum stand-by time -
7 days
Supervised by power management sys-
tem plant.
(For longer stand-by periods in special
cases contact MAN Diesel & Turbo.)
Stand-by mode only possible after engine

has been started with normal starting pro-
cedure and has been in operation.
Required engine conditions
Start-blocking active No No
Start-blocking of engine leads to withdraw
of stand-by operation.
Slow turn No Yes
Preheated and pre-lubricated Yes Yes
Required system conditions
Lube oil system
Prelubrication period Permanent Permanent
Prelubrication pressure before engine 0.3 bar < p oil before engine < 0.6 bar 0.3 bar < p oil before engine < 0.6 bar
Preheating temperature before engine > 40 °C > 40 °C
HT cooling water
Preheating temperature before engine 60 – 90 °C 60 – 90 °C
Fuel system
For MDO operation Supply pumps in operation or with starting command to engine
For HFO operation Supply and booster pumps in operation, fuel preheated to operating viscosity.
(In case of permanent stand-by, 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 dark).
Table 2-10 Required starting conditions for GenSets

0201-0400PB.fm
Page 2 - 30 32/40 A-BD

2.5 Low load operation
Definition formation see "Figure 2-6: 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 2-6: 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
an electronically controlled fuel injection system. • A no-load operation, especially at nominal
speed (alternator operation) is only permitted
HT: High temperature for a maximum period of one hour.
LT: Low temperature No limitations are required for loads above 20 % of
full load, as long as the specified operating data of
Operation with HFO (RM-grade fuel) the engine will not be exceeded.
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 - 31
Operation with gas

The 51/60DF engine always is started in liquid fuel
mode. The switch over to gas operation mode
takes place at loads  15 % of engine full load. Re-
garding low load operation there are no restric-
tions at these engine loads.
Figure 2-6 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.
ation for maximum 40 hours, than output has to
Legend be increased.
P Full load output [%] Line b (duration of relieving operation):
t Operating period [h] Operate the engine for approx. 1.2 hours at not
less than 70 % of full load output to burn away the
Explanations deposits that have formed.
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):
0206-0000AA2.fm
At 10 % of full load output, HFO operation is per-

missible for maximum 19 hours, MGO/MDO oper-
Page 2 - 32 _J_a
2.6 Load application GenSet – Preheated engine
In the case of highly supercharged engines, load times for continuously loading the engine and load
application is limited. This is due to the fact that application within three load steps.
the charge-air pressure build-up is delayed by the
"Figure 2-10: Load application for GenSets; engines pre-
turbocharger run-up. Besides, a slow load appli-
heated and prelubricated, synchronization speed
cation promotes uniform heating of the engine.
reached – Only emergency case" shows the shortest
"Figure 2-7: Start up times until load application from possible load application time for continuously
stand-by mode; engines preheated and prelubricated" loading in case of emergency. MAN Diesel & Turbo
shows the shortest time to run up the engines can not guarantee the invisibility of the exhaust
from stand-by mode (preheated and prelubricat- gas under these circumstances.
ed).
To limit the effort regarding regulating the media
"Figure 2-8: Start up times until load application in normal circuits, also to ensure an uniform heat input it al-
starting mode (not in stand-by mode); engines preheated" ways should be aimed for longer load application
shows the shortest time to run up the engines in times by taking into account the realistic require-
normal starting mode, with the needed time for ments of the specific plant.
start up lube oil system + prelubrication of the en-
All questions regarding the dynamic behaviour
gines.
should be clarified in close cooperation between
"Figure 2-9: Load application for GenSets; engines pre- the customer and MAN Diesel & Turbo at an early
heated and prelubricated, synchronization speed reached" project stage.
shows the maximum allowable load application
Engine speed [%]
100
80
60
40
20
0
Ϭ 20 ... 40s 10 ... 20s ϭϴϬ
Run up Synchronization
Time [sec]
0208-0300PB.fm
Figure 2-7 Start up times until load application from stand-by mode; engines preheated and prelubricated
^J_a 32/40 Page 2 - 33

Engines in stand-by mode can be started with Normal Starting Procedure at any time.
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 2-8 Start up times until load application in normal starting mode (not in stand-by mode); engines preheated
0208-0300PB.fm
Page 2 - 34 32/40 A-BD

Figure 2-9 Load application for GenSets; engines preheated and prelubricated, synchronization speed reached
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
0208-0300PB.fm
Time [sec]
Figure 2-10 Load application for GenSets; engines preheated and prelubricated, synchronization speed reached – Only
emergency case
^J_a 32/40 Page 2 - 35

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

cold engine provided the required media tempera-
tures are present: lube oil > 20 °C, cooling water
> 20 °C
• The engine is prelubricated.
• 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 5 minutes.
• Warming up the engine: lube oil temperature
> 40 °C, cooling water temperature > 60 °C.
The necessary time span for this process depends
on the actual media temperatures and the specific
design of the plant. After these prescribed media
temperatures are reached the engine can be load-
ed regularly up to 100 % engine load according to
"Figure 2-9: Load application for GenSets; engines pre-
heated and prelubricated, synchronization speed
reached".
0208-0300PB.fm
Figure 2-11 Load application for GenSets, emergency case; cold engines
Page 2 - 36 32/40 A-BD

2.8 Engine operation under arctic conditions
Arctic condition is defined as: Engine equipment

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

wear of the inlet valves.
^J_a 32/40, 32/40G, 32/40DF, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G Page 2 - 37
• 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).
0205-0000PA.fm
Page 2 - 38 32/40, 32/40G, 32/40DF, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G A-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 contact MAN Diesel & Turbo.
- HT and lube oil system has to be preheated
for each individual engine, see "Section: En-
gine and operation – Starting conditions".
- 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, 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.
0205-0000PA.fm
0205-0000PA.fm
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-elec-
after final engine stop for a minimum of 15 min.
tric plants alternator switch during high load.
"Figure 2-12: 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 2-12 Engine ramping down, generally
J-BC Page 2 - 41
0208-0500AA2.fm
Page 2 - 42 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 2-13:
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 2-13 Engine load reduction as a protective safety measure
0207-0500AA2.fm
gJ_` Page 2 - 43
0207-0500AA2.fm
Page 2 - 44 J-BC
2.11 GenSet operation
2.11.1 Operating range for GenSets

0208-0100AA2.fm
Figure 2-14 Operating range for GenSets
fJ_a Page 2 - 45
• 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

electric propulsion
Test cycle type E2 will be applied for the engine´s
certification for compliance with the NOx limits ac-
cording to NOx technical code.
IMO certification for engines with operating range for

auxiliary GenSet
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.fm
Page 2 - 46 fJ_a
2.11.2 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 prevailing 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 - 47
0208-0400AA2.fm
Page 2 - 48 ^J_`
2.11.3 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 2-11: 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 qáãÉ=ÇÉä~ó=Ñçê=íêáééáåÖ=
gine is accordingly to the grid frequency and the power Pel [%] íÜÉ=~äíÉêå~íçê=ÅáêÅìáí=
rated engine speed. ÄêÉ~âÉê=xëÉÅz
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 2-11 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 - 49
0208-1000AA2.fm
Page 2 - 50 _J_a
2.11.4 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 2-16 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 - 51

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 - 52 32/40, 32/44K, 32/44CR L-BB

2.12.1 Fuel oil consumption for emission standard: World Bank 1998 and World Bank 2007/2008
2.12 Fuel oil; lube oil; starting air/control air consumption
2.12.1 Fuel oil consumption for emission standard: World Bank 1998
and World Bank 2007/2008
Engine 32/40 – GenSet, World Bank 1998 (ignition pressure 190 bar)
500 kW/cyl., 720 rpm or 750 rpm
% Load L32/40 V32/40
1001) 85 75 50 25 1001) 85 75 50 25
Spec. fuel consump- 185 183 183 192 215 183 181 181 190 213
tion (g/kWh) with
HFO/MDO without
attached pumps2) 3)
Table 2-12 Fuel oil consumption 32/40 – GenSet

1)
Warranted fuel consumption at 100 % MCR.
2)
Values under reference conditions, see "Table 2-18: Reference conditions 32/40". Tolerance +5 %.
Note! The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
3) NO emissions according to World Bank 1998.
x
Engine 32/40 – GenSet, World Bank 1998 (ignition pressure 205 bar)
% Load L32/40 V32/40
1001) 85 75 50 25 1001) 85 75 50 25
Spec. fuel con- 182 181 181.5 191 214 180 179 179.5 189 212
sumption (g/kWh)
with HFO/MDO
without attached
pumps2) 3)

1) Warranted fuel consumption at 100 % MCR.
2) Values under reference conditions, see "Table 2-18: Reference conditions 32/40". Tolerance +5 %.
3) NO emissions according to World Bank 2007/2008.
x
0209-0000PB.fm
B-BD 32/40 Page 2 - 53

Engine 32/40 – GenSet, World Bank 2007/2008 (1,600 mg/Nm3 NOx)

% Load L32/40 V32/40
1001) 85 75 50 25 1001) 85 75 50 25
Spec. fuel consump- 186 185 189 196 207 184 183 187 194 205
tion (g/kWh) with
HFO/MDO without
attached pumps2) 3)

1)
2) Values under reference conditions, see "Table 2-18: Reference conditions 32/40". Tolerance +5 %.
3) NO emissions according to World Bank 1998.
x
Engine 32/40 – GenSet, World Bank 2007/2008 (1,460 mg/Nm3 NOx)

% Load L32/40 V32/40
1001) 85 75 50 25 1001) 85 75 50 25
Spec. fuel con- 189 188 192 199 210 187 186 190 197 208
sumption (g/kWh)
with HFO/MDO
without attached
pumps2) 3)

1)
2)
Values under reference conditions, see "Table 2-18: Reference conditions 32/40". Tolerance +5 %.
3) NO emissions according to World Bank 2007/2008.
x
Nm3 corresponds to one cubic meter of gas at 0° C and 101.32 kPa

0209-0000PB.fm
Page 2 - 54 32/40 B-BD

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
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
In case a charge air blow-off device is installed Please consult MAN Diesel & Turbo
Table 2-16 Additions to fuel consumption
Fuel oil consumption at idle running (kg/h)
No. of cylinders 9L 12V 14V 16V 18V
Speed 720/750 rpm 67 90 104 120 134
Table 2-17 Fuel oil consumption at idle running
Reference conditions (according to ISO 3046-1: 2002;

ISO 15550:2002)
Air temperature before turbo- °C 25

charger tr
Ambient pressure pr bar 1
Relative humidity r % 30
Engine type specific reference °C 43

charge air temperature before
cylinder tbar1)
Net calorific value NCV kJ/kg 42,700
Table 2-18 Reference conditions 32/40

1)
Specified reference 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).
0209-0000PB.fm
B-BD 32/40 Page 2 - 55

0209-0000PB.fm
Page 2 - 56 32/40 B-BD

2.12.2 Lube oil consumption
2.12.2 Lube oil consumption

Engine 32/40
500 kW/cyl.; 720 or 750 rpm
Specific lube oil consumption . . . . . 0.6 g/kWh
Total lube oil consumption [kg/h]1)
No. of cylinders 9L 12V 14V 16V 18V
Speed 720/750 rpm 2.7 3.6 4.2 4.8 5.4
Table 2-19 Total lube oil consumption

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 ("Section 2.3: Ratings (outputs) and
speeds, page 2-17").
0209-0200PB.fm
B-BD 32/40 Page 2 - 57

2.12.3 Starting air/control air consumption
2.12.3 Starting air/control air consumption
Number of cylinders 9L 12V 14V 16V 18V
Swept volume of engine litre 289 386 450 515 579
Air consumption per start1) Nm³ 2) 1.45 1.80 2.05 2.25 2.50
Air consumption per Jet Assist activa- 2.95 3.75 3.75 5.95 5.95
tion3)
Air consumption per slow turn 2.90 3.60 4.10 4.50 5.00
manoeuvre1) 4)
Table 2-20 Starting air consumption 32/40

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 autom-
ically activated engine start after end of the slow turn manoeuvre.
0209-0200PB.fm
Page 2 - 58 32/40 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:
  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  br 

ß Fuel consumption factor
tbar Engine type specific reference charge air temperature before cylinder
see "Table: Reference conditions" in "Section: Fuel oil; lube oil; starting air/control air con-
sumption".
Legend oÉÑÉêÉåÅÉ ^í=íÉëí=êìå=çê=~í=ëáíÉ
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 - 59
0209-0300AA2.fm
Page 2 - 60 D-BD
2.12.5 Aging
2.12.5 Aging
Aging curve - 32/40

2,00
early maintenance every 10000 or 30000 operating hrs

1,75 late maintenance every 15000 or 40000 operating hrs
1,50
Increase of fuel consumption [%]
1,25
1,00
0,75
0,50
0,25
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.
0,00
0 10 20 30 40 50 60 70 80
Operating hours [ x 1000 h]
Figure 2-17 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. For dependencies see
"Figure 2-17: Influence from total engine running time and
service intervals on fuel oil consumption".
0209-0400MB2.fm
eJ_` 32/40 Page 2 - 61

2.12.5 Aging
0209-0400MB2.fm
Page 2 - 62 32/40 eJ_`

2.13.1 Nominal values for cooler specification – Iginition pressure 190 bar
2.13 Planning data for emission standard: World Bank 1998
World Bank 1998, 500 kW/cyl., 720 rpm or 750 rpm
Reference conditions: ISO
Air temperature °C 25
Cooling water temp. before charge air cooler 25

(LT stage)
Air pressure bar 1
Relative humidity % 30
Engine output kW 4,500 6,000 7,000 8,000 9,000
Speed rpm 720 or 750
Heat to be dissipated1)
Cooling water (C.W.) cylinder kW 598 786 930 1,051 1,196
Charge air cooler; cooling water HT 895 1,257 1,411 1,639 1,789
Charge air cooler; cooling water LT 584 740 888 1,018 1,167
Lube oil (L.O.) cooler2) 524 692 815 924 1,047
Cooling water fuel nozzles 18 23 27 31 35
Heat radiation engine 202 269 314 359 404
Flow rates3)
HT circuit (cylinder + charge air cooler HT m3/h 54 72 84 96 108

stage)
LT circuit (lube oil + charge air cooler LT stage) 85 114 140 148 170
Lube oil (4 bar before engine) 130 150 160 170 180
Cooling water fuel nozzles 1.6 2 2.4 2.8 3.2
Pumps
a) Engine driven pumps
HT circuit cooling water (4.5 bar) m³/h 70 140
LT circuit cooling water (4.5 bar) 140 225

0210-0000PB.fm
Lube oil (8.0bar) for application with constant 141 162 191 191 191
speed
Table 2-21 Nominal values for cooler specification – 32/40 (1 of 2)
B-BD 32/40 Page 2 - 63

b) External pumps4)
HT circuit cooling water (4.3 bar) m³/h 54 72 84 96 108
LT circuit cooling water (3.0 bar) Depending on plant design
Lube oil (8.0 bar) 130 + z 150 + z 160 + z 170 + z 180 + z
Cooling water fuel nozzles (3.0 bar) 1.6 2.0 2.4 2.8 3.2
MGO/MDO supply pump (p 7.0 bar) 3.1 4.2 4.9 5.6 6.3
HFO supply pump (p 7.0 bar) 1.6 2.2 2.5 2.9 3.2
HFO circulating pump (p 7.0 bar) 3.1 4.2 4.9 5.6 6.3
Note!
You will find further planning datas for the listed subjects in the corresponding sections.
- Minimal heating power required for preheating HT cooling water see "Paragraph: H-001/Preheater, page 5-45".
- Minimal heating power required for preheating lube oil see "Paragraph: H-002/Lube oil heater – Single main engine, page
5-15" and "Paragraph: H-002/Lube oil heating – Multi-engine plant, page 5-15".
- Capacities of prelubrication/postlubrication pumps see "Section 5.2.3: Prelubrication/postlubrication, page 5-23".
- Capacities of preheating/postcooling pumps see "Paragraph: H-001/Preheater, page 5-45".

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2) Without
separator heat (30 kJ/kWh can be considered in general).
3) Basic values for layout design of the coolers.
4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.
Note!
Operating pressure data without further specification are given below/above atmospheric pres-
sure.
0210-0000PB.fm
Page 2 - 64 32/40 B-BD

2.13.2 Temperature basis, nominal air and exhaust gas data – Iginition pressure 190 bar

Iginition pressure 190 bar
Cooling water temperature before charge air 25

cooler (LT stage)
Air pressure bar 1
Engine output kW 4,500 6,000 7,000 8,000 9,000
Temperature basis
HT cooling water engine outlet1) °C 90
LT cooling water air cooler inlet 25
Lube oil engine inlet 55
Cooling water fuel nozzles - inlet 60
Air data
Temperature of charge air at charge air cooler °C 42 40 42 41 42

outlet
Air flow rate2) m3/h 29,000 38,400 45,100 51,200 57,900
Mass flow t/h 32 42.6 49.7 56.8 63.9
Charge air pressure (absolute) bar 4.04 4.02 4.04 4.02 4.04
Air required to dissipate heat radiation (engine) m³/h 61,600 82,100 95,800 109,500 123,200
(t2 – t1 = 10 °C)
Exhaust gas data3)
Volume flow (temperature turbocharger out- m3/h 55,900 74,200 86,900 99,000 111,700
let)4)
Mass flow t/h 32.8 43.7 51.0 58.3 65.6
Temperature at turbine outlet °C 320 318 320 318 320
Heat content (190 °C) kW 1,265 1,665 1,970 2,225 2,530
Permissible exhaust gas back pressure after mbar < 30

0210-0000PB.fm
turbocharger
Table 2-22 Air and exhaust gas data – 32/40
B-BD 32/40 Page 2 - 65

2.13.3 Load specific values at ISO conditions – Iginition pressure 190 bar
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
Under above mentioned reference conditions.
3)
Tolerances: Quantity ±5 %; temperature ±20 °C.
4)
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
Note!
sure.
Engine output % 100 85 75 50
kW/cyl 500 425 375 250
Cooling water temp. before charge air cooler (LT stage) 25
Air pressure bar 1
Engine speed rpm 720 or 750
Cooling water (C.W.) cylinder kJ/kWh 478 477 484 555
Charge air cooler; cooling water HT2) 716 605 498 185
Charge air cooler; cooling water LT2) 467 456 441 419
Lube oil (L.O.) cooler3) 419 462 505 693
Cooling water fuel nozzles 14
Heat radiation engine 162 175 185 230
Air data
Temperature of charge air °C

after compressor 205 179 159 108
at charge air cooler outlet 42.4 38.9 36.3 30.8
Air flow rate kg/kWh 7.10 7.35 7.37 7.40
Charge air pressure (absolute) bar 4.04 3.45 3.03 2.05
Table 2-23 Load specific values at ISO conditions – 32/40 (1 of 2)

0210-0000PB.fm
Page 2 - 66 32/40 B-BD

kW/cyl 500 425 375 250
Exhaust gas data4)
Mass flow kg/kWh 7.29 7.54 7.56 7.60
Temperature at turbine outlet °C 320 302 310 330
Heat content (190 °C) kJ/kWh 1,012 899 966 1,139
Permissible exhaust gas back pressure after turbocharger mbar < 30 -
Tolerances refer to 100 % load.

1) Tolerance: +10 % for rating coolers, –15 % for heat recovery.
2) The
values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 18V32/40.
3) Without separator heat (30 kJ/kWh can be considered in general).
4) Tolerance: Quantity ±5 %, temperature ±20 °C.
Note!
sure.
0210-0000PB.fm
B-BD 32/40 Page 2 - 67


(LT stage)
Air pressure bar 1
Engine output kW 4,500 6,000 7,000 8,000 9,000
Cooling water (C.W.) cylinder kW 525 689 816 921 1,049
Lube oil (L.O.) cooler2) 486 642 756 858 973
Flow rates3)

stage)
Pumps
speed

0210-0000PB.fm
Page 2 - 68 32/40 B-BD

b) External pumps4)
Note!

2) Without
Note!
sure.
0210-0000PB.fm
B-BD 32/40 Page 2 - 69

2.13.5 Temperature basis, nominal air and exhaust gas data – Iginition pressure 205 bar

Iginition pressure 205 bar

cooler (LT stage)
Air pressure bar 1
Engine output kW 4,500 6,000 7,000 8,000 9,000
Temperature basis
Air data

outlet
Air flow rate2) m3/h 28,800 38,100 44,800 50,900 57,600
Mass flow t/h 31.6 42.2 49.2 56.2 63.3
(t2 – t1 = 10 °C)
Exhaust gas data3)
let)4)
Mass flow t/h 32.5 43.3 50.5 57.7 65.0
Heat content (190 °C) kW 1,330 1,750 2,070 2,340 2,660

0210-0000PB.fm
turbocharger
Page 2 - 70 32/40 B-BD

1)
2)
3)
4)
Note!
sure.
kW/cyl 500 425 375 250
Air pressure bar 1
Charge air cooler; cooling water HT2) 660 547 465 161
Air data


0210-0000PB.fm
B-BD 32/40 Page 2 - 71

kW/cyl 500 425 375 250
Exhaust gas data4)
Mass flow kg/kWh 7.22 7.37 7.37 7.40
Heat content (190 °C) kJ/kWh 1,065 1,082 1,176 1,622

2) The
Note!
sure.
0210-0000PB.fm
Page 2 - 72 32/40 B-BD

2.14.1 Nominal values for cooler specification – (1,460 mg NOx / Nm³ @ 15 % O2)
2.14 Planning data for emission standard: World Bank 2007/2008
World Bank 2007/2008, 500 kW/cyl., 720 rpm or 750 rpm,

(LT stage)
Air pressure bar 1
Engine output kW 4,500 6,000 7,000 8,000 9,000
Flow rates3)

stage)
Pumps

0210-0000PB.fm
speed
B-BD 32/40 Page 2 - 73

b) External pumps4)
Note!

2) Without
Note!
sure.
Nm3 corresponds to one cubic meter of gas at 0° C and 101.32 kPa.
0210-0000PB.fm
Page 2 - 74 32/40 B-BD

2.14.2 Temperature basis, nominal air and exhaust gas data – (1,460 mg NOx / Nm³ @ 15 % O2)

(1,460 mg NOx / Nm³ @ 15 % O2)
World Bank 2007/2008, 500 kW/cyl., 720 rpm or 750 rpm

cooler (LT stage)
Air pressure bar 1
Engine output kW 4,500 6,000 7,000 8,000 9,000
Temperature basis
Air data

outlet
Air flow rate2) m3/h 29,000 38,400 45,100 51,200 58,000
Mass flow t/h 32 42.6 49.7 56.8 63.9
(t2 – t1 = 10 °C)
Exhaust gas data3)
let)4)
Mass flow t/h 32.8 43.8 51.1 58.4 65.7
Heat content (190 °C) kW 1,330 1,750 2,070 2,340 2,660

0210-0000PB.fm
turbocharger
B-BD 32/40 Page 2 - 75

1)
2)
3)
4)
Note!
sure.
0210-0000PB.fm
Page 2 - 76 32/40 B-BD

2.14.3 Load specific values at ISO conditions – (1,460 mg NOx / Nm³ @ 15 % O2)
kW/cyl 500 425 375 250
Air pressure bar 1

2)
Charge air cooler; cooling water HT 771 675 570 268
Air data


0210-0000PB.fm
B-BD 32/40 Page 2 - 77

kW/cyl 500 425 375 250
Exhaust gas data4)
Mass flow kg/kWh 7.30 7.46 7.42 7.45

2) The
Note!
sure.
0210-0000PB.fm
Page 2 - 78 32/40 B-BD


(LT stage)
Air pressure bar 1
Engine output kW 4,500 6,000 7,000 8,000 9,000
Flow rates3)

stage)
Pumps
speed

0210-0000PB.fm
B-BD 32/40 Page 2 - 79

b) External pumps4)
Note!

2) Without
Note!
sure.
0210-0000PB.fm
Page 2 - 80 32/40 B-BD


(1,600 mg NOx / Nm³ @ 15 % O2)

cooler (LT stage)
Air pressure bar 1
Engine output kW 4,500 6,000 7,000 8,000 9,000
Temperature basis
Air data

outlet
Air flow rate2) m3/h 28,600 37,800 44,400 50,500 57,100
Mass flow t/h 31.5 42 49 56 63
(t2 – t1 = 10 °C)
Exhaust gas data3)
let)4)
Mass flow t/h 32.4 43.2 50.3 57.5 64.7
Heat content (190 °C) kW 1,260 1,655 1,960 2,210 2,515

0210-0000PB.fm
turbocharger
B-BD 32/40 Page 2 - 81

1)
2)
3)
4)
Note!
sure.
0210-0000PB.fm
Page 2 - 82 32/40 B-BD

kW/cyl 500 425 375 250
Air pressure bar 1

2)
Charge air cooler; cooling water HT 752 652 539 242
Air data


0210-0000PB.fm
B-BD 32/40 Page 2 - 83

kW/cyl 500 425 375 250
Exhaust gas data4)
Mass flow kg/kWh 7.19 7.31 7.22 7.24

2) The
Note!
sure.
0210-0000PB.fm
Page 2 - 84 32/40 B-BD

2.15.1 Filling volumes and flow resistances
2.15 Planning data
2.15.1 Filling volumes and flow resistances
Water and oil volume of engine
No. of cylinders 9 12 14 16 18
Cooling water approx. litres 300 420 480 540 600
Lube oil Dry oil sump
Table 2-33 Water and oil volume of engine
Service tanks Installation Minimum effective capacity

height 1)
m m³
No. of cylinders - 9 12 14 16 18
Cooling water cylinder 6 ... 9 0.5 0.7
Lube oil
in double bottom 2) - 4.5 6.0 7.0 8.0 9.0
in double bottom 3) - 7.5 9.5 11.0 12.0 13.5
Run-down lubrication for min. 14 3.0 3.5 5.5 6.0 4.5

engine 4)
Table 2-34 Service tanks capacity

1) Installation
height refers to tank bottom and crankshaft centre line.
2)
Marine engines with attached lube oil pump.
3) Marine engines with free-standing lube oil pump; capacity of the run-down lube oil tank included.
4) Required for marine main engine with free-standing lube oil pump only.
Flow resistance bar
Charge air cooler (HT stage) 0.25 per cooler
Charge air cooler (LT stage) 0.30 per cooler
Cylinder (HT cooling water, independent from the 0.30 – 0.40

cylinder number because of parallel circuit)
Fuel nozzles (Nozzle cooling water) 1.5
Table 2-35 Flow resistance
Note!
0210-0000PB.fm
sure.
B-BD 32/40 Page 2 - 85

2.15.2 Operating/service temperatures and pressures
Operating temperatures1
Air Air before compressor  5 °C, max. 45 °C1)

Charge Air Charge air before cylinder 43...63 °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 °C, load reduction at  38 °C1)
Coolant nozzle cooling 55...60 °C
Lubricating oil Lubricating oil before engine/before turbocharger 63...68 °C, alarm/stop at  70 °C
Lubricating oil preheated before start  40 °C

Fuel MGO (DMA, DMZ) and MDO (DMB) according ISO 8217-  45 °C and viscosity before
2010 engine: minimum 1.9 cSt, maxi-
mum 14 cSt4)
HFO according ISO 8217-2010  150 °C and viscosity before

engine: minimum 1.9 cSt, maxi-
mum 14 cSt, recommended: 12 –
14 cSt4)
Preheating (HFO in day tank)  75 °C

Table 2-36 Operating temperatures
1) Inaccordance 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 (to reduce condensate amount).
3) Regulated temperature.
4)
See "Section 4.9: Viscosity-temperature diagram (VT diagram), page 4-33".
Note!
sure.
0210-0000PB.fm
1
Valid for nominal output and nominal speed.
Page 2 - 86 32/40 B-BD

Operating pressures1
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

WB 1998 190 or 205 bar
WB 2007/2008 190 bar
Safety valve (opening pressure) 247 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 (for HFO operation only) 2...5 bar
Charge air cooler LT 2...4 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 before engine 6...8 bar
Fuel before engine in case of black out min. 0.6 bar
Differential pressure (engine feed/engine return) 1 bar

Fuel return, at engine outlet 2 bar
Maximum pressure fluctuation in front of engine ±0.5 bar
Fuel injection valve (Opening pressure) 360 + 10 bar
Fuel injection valve (Opening pressure for new springs) 380 bar
Note!
Variations of the mandatory values can affect the operation of the engine negative and may cause rating reduction
of the engine
Table 2-37 Operating pressures

1) Ata 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
0210-0000PB.fm
1
Valid for nominal output and nominal speed.
B-BD 32/40 Page 2 - 87

Note!
sure.
Exhaust gas back pressure

An increased exhaust gas back pressure (static,
> 30 mbar) raises the temperature level of the en-
gine and will be considered when calculating a re-
quired derating by adding 2.5 K to the ambient air
temperature for every 10 mbar of the increased
exhaust gas back pressure after turbine.
0210-0000PB.fm
Page 2 - 88 32/40 B-BD

2.15.3 Internal media systems

Fuel oil system
0210-0000PB.fm
Figure 2-18 Fuel oil system
B-BD 32/40 Page 2 - 89

Lube oil system
0210-0000PB.fm
Figure 2-19 Lube oil system
Page 2 - 90 32/40 B-BD

Water system
0210-0000PB.fm
Figure 2-20 Water system
B-BD 32/40 Page 2 - 91

Pressure air system
0210-0000PB.fm
Figure 2-21 Pressure air system
Page 2 - 92 32/40 B-BD

2.15.4 Venting amount of crankcase and turbocharger

As described under the "Section: Engine supply
systems – Crankcase vent and tank vent“ it is needed
to ventilate the engine crankcase and the turbo-
charger. For layout of the ventilation system follow-
ing 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).
0210-0100PA.fm
_J_a 32/40, 32/40G, 32/40DF, 35/44G, 51/60DF, 51/60G Page 2 - 93

0210-0100PA.fm
Page 2 - 94 32/40, 32/40G, 32/40DF, 35/44G, 51/60DF, 51/60G _J_a

2.16.1 Emission limits World Bank
2.16 Emissions

0206-0601PA.fm
Figure 2-22 Emissions World Bank
_J_a 32/40, 48/60B Page 2 - 95

0206-0601PA.fm
Page 2 - 96 32/40, 48/60B B-BD

2.16.2 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
2-38: 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 2-38: 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 2-38 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 - 97
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 - 98 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF J-BC
2.16.3 Recalculation of NOx emission for stationary applications

Engine specific NOx-Emissions depend on the en-
gine adjustment, engine output, media tempera-
tures and the fuel used. These will be calculated
project specific.
For conversion from at site conditions to reference
conditions and vice versa the following formula is
used. Only the conditions stated in the formula
may vary.
(R&D Report, 100.6240.7166, Peters 2003.02.24)
e  17.5* ( H ar  H ax )
NOx r = NOx x *
1  0.005 * (t bax  t bar )
The formula is valid within the following limits:

Charge air temperature before cylinder: 25° C – 75° C
NOx r , NOx x: refer always to the same engine load
Legend oÉÑÉêÉåÅÉ ^í=íÉëí=êìå=çê=

~í=ëáíÉ
Nitrogen oxides [mg/Nm3@15%O2] NOx r NOx x
Charge air temperature [°C] tbar tbax

before cylinder
Absolute air humidity [kg water/kg dry air] Har Hax
"Figure 2-23: NOx concentration according to absolute air

humidity" shows the influence of the absolute air
humidity to the NOx-Emissions at constant charge
air temperature before cylinder.
0209-0300PA.fm
A-BD 32/40, 32/40G, 32/40DF, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G Page 2 - 99
NOx
concentration max. water content
[%] of atmosphere (1 bar)
100
90 charge air temperature before cylinder = constant
80
70
60
50
40
30
20
10
0
0 0,01 0,02 0,03 0,04 0,05 0,06 0,07 0,08 0,09 0,1
Absolute air humidity of charge air [kg water / kg dry air]
Figure 2-23 NOx concentration according to absolute air humidity
Example
Reference values:
NOx r = 1,460 mg/Nm3@15%O2, tbar = 42° C, Har = 0.011 kg/kg
At Site:
tbax = 47° C, Hax = 0.016 kg/kg
1  0.005 * (t bax  t bar ) 1  0.005 * (47  42)

NO xx  NO xr *  1,460 * 
e 17.5* ( H ar  H ax ) e 17.5* ( 0.01 1 0.0 16 )
 1,371 mg / Nm³ @ 15%O 2

0209-0300PA.fm
Page 2 - 100 32/40, 32/40G, 32/40DF, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G A-BD
2.17.1 Airborne noise
2.17 Noise

Engine L32/40
Output 500 kW/cyl., speed = 720/750 rpm
Sound pressure level Lp
min: . . . . . . . . . . . . . . approx.  102 dB(A)
max: . . . . . . . . . . . . . . approx.  108 dB(A)
• Measuring points
A total of 19 measuring points at 1m distance
from the engine surface distributed evenly
around the engine according to ISO 6798. The
noise at the exhaust outlet is not included.
• Octave level diagram
In the octave level diagram below the minimum
and maximum octave levels of all measuring
points have been linked by graphs. The data
will change, depending on the acoustical prop-
erties of the environment.
110
105
100
sound pressure level Lp [dB]
95
ref: 20 µPa
min
90
max
85
80
75
70
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
min 73 85 92 95 95 95 96 95 93 87 102
max 90 100 105 105 104 106 105 105 103 99 108
1/1 octave band frequency [Hz]

0212-0000MB2.fm
Figure 2-24 Octave level diagram L32/40 – Sound pressure level Lp – Airborne noise
^J_a 32/40 Page 2 - 101

Engine V32/40
Output 500 kW/cyl., speed = 720/750 rpm
Sound pressure level Lp
min: . . . . . . . . . . . . . . approx.  104 dB(A)
max: . . . . . . . . . . . . . . approx.  108 dB(A)
• Measuring points
A total of 19 measuring points at 1m distance
from the engine surface distributed evenly
around the engine according to ISO 6798. The
noise at the exhaust outlet is not included.
In the octave level diagram below the minimum
and maximum octave levels of all measuring
points have been linked by graphs. The data
will change, depending on the acoustical prop-
erties of the environment.
110
105
100
sound pressure level Lp [dB]
95
ref: 20 µPa
min
90
max
85
80
75
70
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
min 73 83 90 94 93 93 92 92 90 82 104
max 91 103 103 104 101 103 104 100 104 97 108
Figure 2-25 Octave level diagram V32/40 – Sound pressure level Lp – Airborne noise
0212-0000MB2.fm
Page 2 - 102 32/40 A-BD

2.17.2 Intake noise
2.17.2 Intake noise

Engine L32/40
Sound power level Lw: approx.  139 dB(A)
The sound power level Lw of the unsilenced in-
take noise in the intake pipe is approx.
139 dB(A) at rated output. The octave level of
the sound power is shown in the diagram be-
low.
This data is required and valid only for ducted air
intake systems. The data is not valid if the stand-
ard air filter silencer is attached to the turbocharg-
er.
145
140
135
sound power level Lw [dB]
130
ref: 10exp -12 W
125
Lw
120
115
110
105
100
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
Lw 115 120 117 112 110 116 115 120 137 130 139
Figure 2-26 Octave level diagram L32/40 – Sound power level Lw – Unsilenced intake noise
0212-0200MB2.fm
^J_a 32/40 Page 2 - 103

2.17.2 Intake noise
Engine V32/40
The sound power level Lw of the unsilenced in-
take noise in the intake pipe is approx.
low.
This data is required and valid only for ducted air
intake systems. The data is not valid if the stand-
ard air filter silencer is attached to the turbocharg-
er.
145
140
135
130
ref: 10exp -12 W
125
Lw
120
115
110
105
100
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
Lw 115 120 117 112 110 116 115 120 137 130 139
Figure 2-27 Octave level diagram V32/40 – Sound power level Lw – Unsilenced intake noise
0212-0200MB2.fm
Page 2 - 104 32/40 A-BD

2.17.3 Exhaust gas noise

Engine L32/40
The sound power level Lw of the unsilenced ex-
haust noise in the exhaust pipe is approx.
low.
.
160
155
150
ref: 10exp -12 W
145
Lw
140
135
130
125
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
Lw 137 154 156 151 138 136 135 134 132 131 142
Figure 2-28 Octave level diagram L32/40 – Sound power level Lw – Unsilenced exhaust noise
0212-0300MB2.fm
^J_a 32/40 Page 2 - 105

Engine V32/40
The sound power level Lw of the unsilenced ex-
haust noise in the exhaust pipe is approx.
low.
.
160
155
150
ref: 10exp -12 W
145
Lw
140
135
130
125
16 31,5 63 125 250 500 1000 2000 4000 8000 sum A
Lw 139 150 152 149 138 136 135 134 132 131 142
Figure 2-29 Octave level diagram V32/40 – Sound power level Lw – Unsilenced exhaust noise
0212-0300MB2.fm
Page 2 - 106 32/40 A-BD

2.18.1 Torsional vibrations
2.18 Vibration

Data required for torsional vibration calculation • Permissible maximum torque for passing
through resonance (Nm)
MAN Diesel & Turbo calculates the torsional vibra-
tions behaviour for each individual engine plant of • Permissible shock torque for short-term loads
their supply to determine the location and severity (Nm)
of resonance points. If necessary, appropriate
• Permanently permissible alternating torque
measures will be taken to avoid excessive stresses
(Nm) including influencing factors (frequency,
due to torsional vibration. These investigations
temperature, mean torque)
cover the ideal normal operation of the engine (all
cylinders are firing equally) as well as the simulated • Permanently permissible power loss (W) includ-
emergency operation (misfiring of the cylinder ex- ing influencing factors (frequency, temperature)
erting the greatest influence on vibrations, acting • Dynamic torsional stiffness (Nm/rad) including
against compression). Besides the natural fre- influencing factors (load, frequency, tempera-
quencies and the modes also the dynamic re- ture), if applicable
sponse will be calculated, normally under
consideration of the 1st to 24th harmonic of the gas • Relative damping () including influencing fac-
and mass forces of the engine. tors (load, frequency, temperature), if applicable
If necessary, a torsional vibration calculation will be • Moment of inertia (kgm²) for all parts of the cou-
worked out which can be submitted for approval pling
to a legal authority. • Dynamic stiffness in radial, axial and angular di-
To carry out the torsional vibration calculation fol- rection
lowing particulars and/or documents are required. • Permissible relative motions in radial, axial and
angular direction, permanent and maximum
General
• Type of propulsion (GenSet) Alternator
• Maximum power consumption of the driven • Drawing of the alternator shaft with all lengths
machines and diameters
• Alternatively, torsional stiffness (Nm/rad)
Engine
• Moment of inertia of the parts mounted to the
• Rated output, rated speed shaft (kgm²)
• Kind of engine load • Electrical output (kVA) including power factor
• Kind of mounting of the engine (can influence cos  and efficiency
the determination of the flexible coupling) • Or mechanical output (kW)
Flexible coupling • Complex synchronizing coefficients for idling
and full load in dependence on frequency, ref-
• Make, size and type
erence torque
• Rated torque (Nm)
• Island or parallel mode
0201-0802Pdf+g.fm
• Possible application factor

• Load profile (e.g. load steps)
• Maximum speed (rpm)
• Frequency fluctuation of the electric grid
0201-0802Pdf+g.fm
2.18.2 Static torque fluctuation

General
The static torque fluctuation is the summation-
taking into account the correct phase-angles of
the torques acting at all cranks around the crank-
shaft axis. These torques are created by the gas
and mass forces acting at the crankpins, with the
crank radius being used as the lever see "Para-
graph: Static torque fluctuation and exciting frquencies" in
this section. An absolutely rigid crankshaft is as-
sumed. The values Tmax and Tmin listed in the ta-
bles represent a measure for the reaction forces
occurring at the foundation of the engine see "Fig-
ure 2-30: Static torque fluctuation". The static values
listed in the table below in each individual case a
dynamic magnification which is dependent upon
the characteristics of the foundation (design and
material thicknesses in way of the foundation, type
of chocking).
The reaction forces generated by the torque fluc-
tuation are the most important excitations trans-
Figure 2-30 Static torque fluctuation
mitted into the foundation in the case of a rigidly or
semi-resiliently mounted engine. Their frequency is
Tmax  Tmin
dependent upon speed and cylinder number, and FD  L  z 
is also listed in the table of the examples. 2
In order to avoid local vibration excitations in the z Number of cylinders
vessel, it must be ensured that the natural fre-
quencies of important part structures (e. g. panels, L Distance between foundation bolts
bulkheads, tank walls and decks, equipment and
its foundation, pipe systems) have a sufficient
safety margin (if possible ±30 %) in relation to this
main excitation frequency.
0215-030aAA2.fm
A-BD Page 2 - 109

0215-030aAA2.fm
Page 2 - 110 A-BD

2.19 Arrangement of attached pumps
Engine L32/40
0217-0000MB2.fm
Figure 2-31 Attached pumps – Engine L32/40
A-BD 32/40 Page 2 - 111

Engine V32/40
0217-0000MB2.fm
Figure 2-32 Attached pumps – Engine V32/40
Page 2 - 112 32/40 A-BD

2.20 Foundation for GenSets
The GenSet is located on a single plate concrete ribbed reinforcement steel bars with a quality not
foundation, which is build onto the ground. lower than 400 N/mm². The pouring of the con-
crete has to be done without any interruption. Im-
Prior to any detailed planning a soil investigation
mediately after the pouring the curing of the
has to be executed and further processing have to
concrete has to be started in accordance to the
be in accordance with the results of the soil inves-
applicable international standards.
tigation and the engine manufacturers recommen-
dation. After settling and grouting of the GenSet onto the
finished concrete foundation the concrete surfac-
The soil conditions below the foundation plate
es shall be painted with an oil resistant painting.
shall have a minimum soil bearing capacity of
200 kN/m² and shall be in a well packed condition, In site areas with an earthquake risk up to a hori-
so that less settlements will happen. zontal design ground acceleration of 0.2 g (accel-
eration due to gravity g = 9.81 m/s) no special
At site areas with a lower soil bearing capacity ad-
anchoring of the GenSet onto the foundation is
ditional measures have to be done to increase the
needed. In this cases the foundation design will in
soil bearing capacity. This could be for example
accordance to the guideline drawings (see "Table
piling or soil exchange
2-39: Guideline drawings for GenSet foundation").
The concrete foundation plate shall be built with a
minimum concrete strength of 28 N/mm² and
Guideline drawings for GenSet foundation
12V32/40 18V32/40
Foundation plate B11.72600-0158 B11.72600-0161
Formwork drawing B11.72626-0682 B11.72626-0688
Reinforcement drawing B11.72626-0683 B11.72626-0689
Table 2-39 Guideline drawings for GenSet foundation
For horizontal design ground accelerations >0.2 g

and =0.4 g a separate calculation have to be
done. The GenSet has basically anchored to the
foundation plate.
0402-0102PBdf.fm
A-BD 32/40, 32/40DF Page 2 - 113

12V32/40
0402-0102PBdf.fm
Figure 2-33 Example: Foundation plate 12V32/40 – 1
Page 2 - 114 32/40, 32/40DF A-BD

0402-0102PBdf.fm
A-BD 32/40, 32/40DF Page 2 - 115

18V32/40
0402-0102PBdf.fm
Page 2 - 116 32/40, 32/40DF A-BD

0402-0102PBdf.fm
A-BD 32/40, 32/40DF Page 2 - 117

Note! The concrete of the foundation plate has to be

poured without interruption. The pouring of the
All dimensions have to be checked along with
concrete has to be in accordance with applicable
the final drawing of the engine manufacturer
national and international standards.
and the actual situation at site.
(The highest level shall prevail) and has to be start-
All dimensions on the drawing are final and metri- ed immediately after pouring of the concrete.
cal units according to ISO 1000.
The surface tensile strength of the concrete sur-
- All measurements shown on the drawing are face has to be minimum 1.5 N/mm2.
in millimetre (mm).
Attention!
- Elevations and co-ordinates are in
The concrete Surface has to be painted with oil
meter (m).
resistant paint.
Tolerances:
- The area between the grouting strips must
A) Concrete be painted before the DG-Set is brought into
its final position.
General in Longitudinal direction ±8 mm
- The area where the foundation frame is to
Surface levelness ±1 mm/m be grouted must not be painted.
B) Anchor bolts, sleeves, holes, pipes, etc. if not - The grouting strips also have to be painted
noted otherwise: after satisfactory hardening time.
Horizontal distance to reference line ±3 mm 12V32/40 18V32/40
Tilting of anchor bolts or pipes 3 mm/m

Weight (ton)
• Horizontal distance to reference line Engine 56.0 82.0
• Tilting of anchor bolts or pipes Alternator 34.0 32.5
To avoid transmission of vibrations from the Flywheel + coupling 4.0 4.5

GenSet to the building structure, a gap all around
Foundation frame +
the foundation plate (40 mm) has to be provided. oil content
15.0 21.3
For execution of the foundation plate the design Other things 2.0 2.4
(formwork, reinforcement, etc.) of the responsible
civil engineer is binding. Dry weight +3% ~109.2 ~142.7
Electrical grounding of the foundation plate has to Max. operating weight
+3%
~114.3 ~147.0
be in accordance with the engine manufacturer‘s
instructions. Table 2-40 Weights for a typical GenSet
Embedded parts are not supplied by engine man-

ufacturer unless otherwise noted. Embedments to
be placed and checked according to the drawing.
They shall be secured safely against shifting.
Prior to any formwork and concrete pouring it has
to be verified that all dimensions are in accordance
with the drawing issued for construction.
0402-0102PBdf.fm
Page 2 - 118 32/40, 32/40DF A-BD

======
3 Engine automation
Kapiteltitel 3 M2.fm
Page 3 - 1
Page 3 - 2
Engine automation
3.1 SaCoSone system overview
Figure 3-1 SaCoSone system overview
Legend
1 Control Unit
2 Local Operating Panel
3 System Bus
4 Interface Cabinet
5 Remote Operating Panel (optional)
The monitoring and safety system SaCoSone During engine installation, only the bus connec-
serves for complete engine operation, alarming tions and the power supply and safety related ca-
and control. All sensors and operating devices are bles between the Control Unit and the
wired to the engine-attached units. The wire con- Interface/Auxiliary Cabinet are to be laid, as well as
0301-0000MB2.fm
nection of the plant is done by means of an Inter- connections to external modules and parts on
face Cabinet. site.
L-BA 32/40 Page 3 - 3

Engine automation
The SaCoSone design is based on high reliable and Local Operating Panel
approved components as well as modules spe-
The engine is equipped with a Local Operating
cially designed for installation on medium speed
Panel cushioned against any vibration. This panel
engines. The used components are harmonised to
is equipped with one or two TFT displays for visu-
an homogeneously system.
alisation of all engine's operating and measuring
The system has already been tested and parame- data. At the Local Operating Panel, the engine can
terised in the factory. be fully operated. Additional hardwired switches
are available for relevant functions.
SaCoSone Control Unit
Propulsion engines are equipped with a backup
The Control Unit is attached to the engine cush- display as shown on top of the local panel. Gener-
ioned against any vibration. It includes two identi- ator engines are not equipped with this backup
cal, highly integrated Control Modules: One for display.
safety functions and the other one for engine con-
trol, speed control and alarming.
The modules work independently of each other
and collect engine measuring data by means of
separate sensors.
Figure 3-3 Local Operating Panel
Figure 3-2 SaCoSone Control Unit

0301-0000MB2.fm
Page 3 - 4 32/40 L-BA

Engine automation
Interface Cabinet Remote Operating Panel (optional)

The Interface Cabinet is the interface between the The Remote Operating Panel serves for engine
engine electronics and the plant control. It is the operation from a control room. The Remote Oper-
central connecting point for electric power supply ating Panel has the same functionality as the Local
to the engine from the plant/vessels power distri- Operating Panel.
bution.
From this operating device it is possible to transfer
Besides, it connects the engine control system the engine operation functions to a superior auto-
with the power management, the propulsion con- matic system ( control system, power manage-
trol system and other periphery parts. ment).
The supply of the SaCoSone subsystems is done In plants with Integrated Automation Systems
by the Interface Cabinet. (IAS), this panel can be replaced by IAS.
The Interface Cabinet also includes the starter for The panel can be delivered as loose supply for in-
the engine-attached cylinder lube oil pump, the stallation in the control room desk or integra-ted in
valve seat lube oil pump and the temperature con- the front door of the Interface Cabinet.
trol valves.
Figure 3-5 Remote Operating Panel (optional)
VIT Cabinet
The L32/40 is equipped with VIT (variable injection
timing) which reduces emissions during part load
Figure 3-4 Interface Cabinet operation. The VIT changes the point of injection
depending on load or fuel rack position. Injection
timing is adjusted by advancing or retarding the
point of injection by turning the injection shaft.
0301-0000MB2.fm
L-BA 32/40 Page 3 - 5

Engine automation
SaCoSone System Bus

The SaCoSone system bus connects all system SaCoSone is connected to the plant by the Gate-
modules. This redundant field bus system pro- way Module. This module is equipped with decen-
vides the basis of data exchange between the tral input and output channels as well as with
modules and allows the takeover of redundant different interfaces for connection to the plant/ship
measuring values from other modules in case of a automation, the Remote Operating Panel and the
sensor failure. online service.
Figure 3-6 SaCoSone System Bus

0301-0000MB2.fm
Page 3 - 6 32/40 L-BA

Engine automation
3.2 Power supply and distribution
The plant has to provide electric power for the au- speed governor with mechanical backup (PGA-
tomation and monitoring system. In general an un- EG or PGG-EG) an uninterruptible 24 V DC power
interruptible 24 V DC power supply is required for supply is required.
SaCoSone.
For supply of the electronic fuel actuator
An uniterruptible power supply for the speed gov- (EM80/EM300) an uninterruptible 230 V AC distri-
ernor must also be provided. In case of electronic bution must be provided.
Figure 3-7 Supply diagram for engines equipped with PGA-EG or PGG-EG
0302-0000MB2.fm
B-AJ 32/40 Page 3 - 7

Engine automation
Figure 3-8 Supply diagram for engines equipped with EM80/EM300
Required power supplies
Voltage Consumer Notes
24 V DC SaCoSone All SaCoSone components in the Interface Cabinet and on the engine.
230 V 50/60 Hz SaCoSone Interface Cabinet Temperature control valves, cabinet illumination, socket, anticondensa-
tion 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

0302-0000MB2.fm
Page 3 - 8 32/40 B-AJ

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 an external control
system.
Figure 3-9 Control station changeover
On the screen displays, all the measuring points

acquired by means of SaCoSone can be shown in
clearly arranged drawings and figures. It is not
necessary to install additional speed indicators
separately.
0303-0000PA.fm
B-BD 32/40, 32/40DF, 32/40G, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G Page 3 - 9
Engine automation
3.3 Operation
Speed setting
In case of operating with one of the SaCoSone pan-
els, the engine speed setting is carried out manu-
ally by a decrease/increase switch button. If the
operation is controlled by an external system, the
speed setting can be done either by means of bi-
nary contacts (e.g. for synchronisation) or by an
active 4 – 20 mA analogue signal alternatively. The
signal type for this is to be defined in the project
planning period.
Operating modes
For alternator applications:
• Droop (5-percent speed increase between
nominal load and no load)
Details regarding special operating modes on re-
quest.
0303-0000PA.fm
Page 3 - 10 32/40, 32/40DF, 32/40G, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G B-BD
Engine automation
3.4 Functionality
3.4 Functionality
Safety functions Emergency stop

The safety system monitors all operating data of Emergency stop is an engine shutdown initiated
the engine and initiates the required actions, i. e. by an operator’s manual action, like pressing an
load reduction or engine shutdown, in case any emergency stop button.
limit values are exceeded. The safety system is
Engine shutdown
separated into Control Module and Gateway Mod-
ule. The Control Module supervises the engine, If an engine shutdown is triggered by the safety
while the Gateway Module examines all functions system, the emergency stop signal has an imme-
relevant for the security of the connected plant diate effect on the emergency shut-down device
components. and the speed control.
The system is designed to ensure that all functions Overspeed protection
are achieved in accordance with the classification The engine speed is monitored in both Control
societies' requirements for marine main engines. Modules independently. In case of overspeed
The safety system directly influences the emer- each Control Module actuates the shutdown de-
gency shut-down and the speed control. vice via a separate hardware channel.
In addition to the provisions made to permit the in- Override
ternal initiation of demands, binary and analogue During operation, safety actions can be sup-
channels have been provided for the initiation of pressed by the override function for the most pa-
safety functions by external systems. rameters. The override has to be activated
Load reduction preventively. The scope of parameters prepared
for override are different and depend to the chosen
After the exceeding of certain parameters the clas-
classification society. The availability of the over-
sification societies demand a load reduction to
ride function depends on the application.
60%. The safety system supervises these param-
eters and requests a load reduction, if necessary. Alarming
The load reduction has to be carried out by an ex-
ternal system (IAS, PMS, PCS). For safety rea- The alarm function of SaCoSone supervises all
sons, SaCoSone will not reduce the load by itself. necessary parameters and generates alarms to in-
dicate discrepancies when required. The alarm
Auto shutdown functions are likewise separated into Control Mod-
Auto shutdown is an engine shutdown initiated by ule and Gateway Module. In the Gateway Module
any automatic supervision of either engine internal the supervision of the connected external systems
parameters or above mentioned external control takes place. The alarm functions are processed in
systems. If an engine shutdown is triggered by the an area completely independent of the safety sys-
safety system, the emergency stop signal has an tem area in the Gateway Module.
immediate effect on the emergency shut-down
device, and the speed control. At the same time Self-monitoring
the emergency stop is triggered, SaCoSone issues SaCoSone carries out independent self-monitor-
a signal resulting in the alternator switch to be ing functions. Thus, for example, the connected
opened. sensors are checked constantly for function and
wire break. In case of a fault, SaCoSone reports
0304-0000MB2.fm
the occurred malfunctions in single system com-

ponents via system alarms.
G-BC 32/40 Page 3 - 11

Engine automation
3.4 Functionality
Speed control
The engine speed control is realised by software
functions of the Control Module/Alarm and the In-
jection Modules. Engine speed and crankshaft
turn angle indication is carried out by means of re-
dundant pick ups at the gear drive.
Load distribution – Multi-engine and Master/Slave Plants
With electronic governors, the load distribution is
carried out by speed droop, isochronous by load
sharing lines or by Master/Slave Operation.
Load limit curves
• Start fuel limiter
• Charge-air pressure dependent fuel limiter
• Torque limiter
• Jump-rate limiter
Note!
In case of controllable pitch propeller (CPP)
units with combinator mode the combinator
curves must be sent to MAN Diesel & Turbo for
assessment in the design stage. If load control
systems of the CPP-supplier are used, the load
control curve is to be sent to MAN Diesel &
Turbo, in order to check whether it is below the
load limit curve of the engine.
Control
SaCoSone controls all engine-internal functions,
as well as external components, for example:
Start/stop sequences
• Request of lube oil and cooling water pumps
• Monitoring of the prelubrication and post-cool-
ing period
• Monitoring of the acceleration period
Control station switch-over
Switch-over from local operation in the engine
room to remote control from the engine control
room.
0304-0000MB2.fm
Page 3 - 12 32/40 G-BC

Engine automation
3.5 Interfaces
3.5 Interfaces
Data Bus Interface (Machinery alarm system) Others

This interface serves for data exchange to ship In addition, interfaces to auxiliary systems are
alarm systems, integrated automation systems available, such as to:
(IAS) or superior power plant operating systems.
• Nozzle cooling module
The interface is actuated with MODBUS protocol
• HT preheating unit
and is available in one of the following types:
• Electric driven pumps for lube oil and
• Serial interface (MODBUS RTU)
HT preheating
RS422/RS485, Standard 5 wire with electrical
isolation (cable length <= 100 m) • Clutches
• Ethernet interface (MODBUS over TCP) • Gearbox
Only if the ethernet interface is used, the transfer • Propulsion control system
of data can be handled with timestamps from Sa- On request additional hard wired interfaces can be
CoSone. provided for special applications.
The status messages, alarms and safety actions,
which are generated in the system, can be trans- Cables – Scope of supply
ferred. The bus cables between engine and interface are
All measuring values acquired by SaCoSone are scope of the MAN Diesel & Turbo supply.
available for transfer. The control cables and power cables are not in-
cluded in the scope of the MAN Diesel & Turbo
Alternator control supply. This cabling has to be carried out by the
Hardwired interface, used for example of synchro- customer.
nisation, load indication, etc.
Power management
Hardwired interface, for remote start/stop, load
setting, etc.
control system
Standardised hardwired interface including all sig-
nals for control and safety actions between Sa-
CoSone and the control system.
0305-0000MB2.fm
G-BC 32/40 Page 3 - 13

Engine automation
3.5 Interfaces
0305-0000MB2.fm
Page 3 - 14 32/40 G-BC

Engine automation
3.6 Technical data
3.6 Technical data
Interface Cabinet VIT Cabinet

Design Design
• Floor-standing cabinet • Cabinet for bulkhead mounting
• Cable entries from below through cabinet base • Accessible by front doors
• Accessible by front doors • Doors with locks
• Doors with locks • Opening angle: 90°
• Opening angle: 90° • MAN Diesel & Turbo Standard colour light grey
(RAL7035)
• MAN Diesel & Turbo Standard colour light grey
(RAL7035) • Weight: 15 kg
• Weight: approx. 300 kg • Dimensions: 600 x 600 x 350 mm
• Dimensions: 1200 x 2100 x 400 mm* • width x height x depth (including base)
* width x height x depth (including base)
• Degree of protection: IP54
Environmental Conditions
• Ambient air temperature: 0 °C to +55 °C
• Relative humidity: < 96 %
• Vibrations: < 0.7 g
Remote Operating Panel (optional)

Design
• Panel for control desk installation with 3 m ca-
ble to terminal bar for installation inside control
desk
• Front colour: white aluminium (RAL9006)
• Weight: 15 kg
• Dimensions: 370 x 480 x 150 mm
• width x height x depth (including base)
0306-0000MB2.fm
C-AI 32/40 Page 3 - 15

Engine automation
3.6 Technical data
Electrical own consumption
Consumer Supply system Notes
Pn Ub F Phase Fuse/
(kVA) (V) (Hz) Starter
by yard
SaCoSone 0.8 24 DC +/– 40 A Power supply from ship bat-

tery distribution (two line
redundant power supply)
SaCoSone Interface 0.45 400 – 440 50/60 3 6A Power supply for consumers
Cabinet on engine
SaCoSone temperature 0.07* 230 50/60 2 10 A Cabinet illumination, socket,

controllers anticondensation heater
*temperature controller incl.
regulating valve drive, for
each temperature control
system
Table 3-2 Electrical own consumption
0306-0000MB2.fm
Page 3 - 16 32/40 C-AI

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 &
The cabinet must be installed at a location suitable
Turbo scope of supply. If the customer provides
for service inspection.
these cables, the cable must have a characteristic
Do not install the cabinet close to heat-generating impedance of 120 ..
devices.
In case of installation at walls, the distance be- Connection max. cable
tween cabinet and wall has to be at least 100 mm length
in order to allow air convection. Cables between engine and Inter- 60 m
face Cabinet
Regarding the installation in engine rooms, the
cabinet should be supplied with fresh air by the MODBUS cable between Interface  100 m
engine room ventilation through a dedicated venti- Cabinet and ship alarm system
lation air pipe near the engine. Cable between Interface Cabinet  100 m
Note! and Remote Operating Panel
If the restrictions for ambient temperature can Table 3-3 Maximum cable length
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-
Ambient air conditions tect the cabinet against water, dust and fire. It is
not allowed to do any welding near the cabinets.
For restrictions of ambient conditions, please refer
The cabinets have to be fixed to the floor by
to the "Section 3.6: Technical data, page 3-15".
screws.
Cabling If it is inevitable to do welding near the cabinet, the
cabinet and panels have to be protected against
The interconnection cables between the engine
heat, electric current and electromagnetic influ-
and the Interface Cabinet have to be installed ac-
ences. To guarantee protection against current, all
cording to the rules of electromagnetic compatibil-
of the cabling must be disconnected from the af-
ity. Control cables and power cables have to be
fected components.
routed in separate cable ducts.
The installation of additional components inside
The cables for the connection of sensors and ac-
the cabinets is only allowed after approval by the
tuators which are not mounted on the engine are
responsible project manager of MAN Diesel &
not included in the scope of MAN Diesel & Turbo
Turbo only.
supply. Shielded cables must be used for the ca-
bling of sensors. For electrical noise protection, an
electric ground connection must be made from
the cabinet to the hull of the ship.
0307-0000MB2.fm
C-AI 32/40 Page 3 - 17

Engine automation
0307-0000MB2.fm
Page 3 - 18 32/40 C-AI

======
4 Specification for engine supplies

Page 4 - 1
Page 4 - 2
péÉÅáÑáÅ~íáçå=Ñçê=ÉåÖáåÉ=ëìééäáÉë
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, spe-
ways be observed: cial engine- and plant-related planning prerequi-
0203-0000AA2.fm
sites must be set and special actions are

necessary 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
4.2.1 Operation with biofuel
4.2 Explanatory notes for biofuel
4.2.1 Operation with biofuel

Contact MAN Diesel & Turbo at an early stage of
project.
4.2.2 Requirements on plant side

Biofuel has to be divided into 3 categories: Therefore the standard layout of fuel oil system for
HFO-operation has to be modified concerning fol-
Category 1 – transesterified biofuel lowing aspects:
For example: J få= ÖÉåÉê~ä= åç= é~êí= çÑ= íÜÉ= ÑìÉä= çáä= ëóëíÉã
Biodiesel (FAME) ãìëí= åçí= ÄÉ= ÅççäÉÇ= Ççïå= ÄÉäçï= éçìê
éçáåí=çÑ=íÜÉ=ìëÉÇ=ÄáçÑìÉäK
Esterified biofuel is comparable to MDO (ISO-F-
DMB/ISO-F-DMC), therefore standard layout of J ebJMOR=ÅççäÉê=Ñçê=ÅáêÅìä~íáçå=ÑìÉä=çáä=ÑÉÉÇJ
fuel oil system for MDO-operation to be used. áåÖ=é~êí=Z[=íç=ÄÉ=ãçÇáÑáÉÇK
få= íÜáë= ÅáêÅìáí= ~= íÉãéÉê~íìêÉ= ~ÄçîÉ= éçìê
Category 2 – not transesterified biofuel and pour point éçáåí=çÑ=íÜÉ=ÄáçÑìÉä=åÉÉÇÉÇ=ïáíÜçìí=çîÉêJ
below 20 °C ÜÉ~íáåÖ=çÑ=íÜÉ=ëìééäó=éìãéëK
For example: J iÉ~â=çáä=éìãéë=íç=ÄÉ=ÜÉ~íÉÇ=~ÄçîÉ=éçìê

éçáåí=çÑ=íÜÉ=ÄáçÑìÉäK
J sÉÖÉí~ÄäÉ=çáä
J pÉåëçê=éáéÉë=íç=ÄÉ=áëçä~íÉÇ=çê=ÜÉ~íÉÇ=~åÇ
J o~éÉJëÉÉÇ=çáä äçÅ~íÉÇ=åÉ~ê=íç=ã~áå=éáéÉëK
Not transesterified biofuel with pour point below J qç=éêÉîÉåí=áåàÉÅíáçå=åçòòäÉë=Ñêçã=ÅäçÖÖáåÖ
20 °C is comparable to HFO (ISO-F-RM), there- áåÇáÅ~íçê= ÑáäíÉê= ëáòÉ= MKMNM= ãã= Ü~ë= íç= ÄÉ
fore standard layout of fuel oil system for HFO-op- ìëÉÇ=áåëíÉ~Ç=çÑ=MKMPQ=ããK
eration to be used.
Additionally:
Category 3 – not transesterified biofuel and pour point J cìÉä=çáä=ãçÇìäÉ=íç=ÄÉ=äçÅ~íÉÇ=áåëáÇÉ=éä~åí
above 20 °C Eíç= ÄÉ= éêçîáÇÉÇ= ~Ö~áåëí= ê~áå= ~åÇ= ÅçäÇ
For example: ïáåÇFK
J m~äã=çáä J ^=ëÉÅçåÇ=ÑìÉä=íóéÉ=Ü~ë=íç=ÄÉ=éêçîáÇÉÇ=çÑ
Å~íÉÖçêó=N=çê=OK=
J píÉ~êáå aìÉ=íç=íÜÉ=êáëâ=çÑ=ÅäçÖÖáåÖ=áí=áë=åÉÉÇÉÇ=ÄÉJ
J ^åáã~ä=Ñ~í ÑçêÉ= É~ÅÜ= ëíçé= çÑ= íÜÉ= ÉåÖáåÉ= íç= ÅÜ~åÖÉ
çîÉê=íç=íÜÉ=ëÉÅçåÇ=ÑìÉä=íóéÉ=çÑ=Å~íÉÖçêó=N
J cêóáåÖ=Ñ~í çê=O=~åÇ=íç=çéÉê~íÉ=íÜÉ=ÉåÖáåÉ=íáää=íÜÉ=Ç~åJ
ÖÉê=çÑ=ÅäçÖÖáåÖ=~=é~êí=çÑ=íÜÉ=ÑìÉä=çáä=ëóëíÉã
åç=äçåÖÉê=ÉñáëíëK
Caution:
Not transesterified biofuel with a pour point above
1001-0109MP.fm
20 °C carries a risk of flocculation and may clog up

pipes and filters unless special precautions are taken.
A-BA 32/40, 48/60B Page 4 - 5

4.2.3 Requirements on engine
4.2.3 Requirements on engine

√ fåàÉÅíáçå=éìãéë=ïáíÜ=ëéÉÅá~ä=Åç~íáåÖ=~åÇ=ïáíÜ
ëÉ~äáåÖ=çáä=ëóëíÉãK
√ cìÉä= éáéÉë= ~åÇ= äÉ~â= ÑìÉä= éáéÉë= ãìëí= ÄÉ
ÉèìáééÉÇ=ïáíÜ=íê~ÅáåÖ=íóéÉ=ÜÉ~íáåÖ=Eåçí=íç=ÄÉ
~ééäáÉÇ=Ñçê=ÄáçÑìÉä=Å~íÉÖçêó=NI=Ñçê=ÄáçÑìÉä=Å~íJ
ÉÖçêó=O=çìíëáÇÉ=ÅçîÉêë=çÑ=áåàÉÅíáçå=éìãé=~êJ
É~I=Ñçê=ÄáçÑìÉä=Å~íÉÖçêó=P=~äëç=áåëáÇÉ=áåàÉÅíáçå
éìãé=~êÉ~FK
√ fåäÉí=î~äîÉ=äìÄêáÅ~íáçåK
√ kçòòäÉ=ÅççäáåÖ=íç=ÄÉ=~ééäáÉÇ==Ñçê=ÄáçÑìÉä=Å~íJ
ÉÖçêó=O=~åÇ=PK
√ `Ü~êÖÉ=~áê=íÉãéÉê~íìêÉ=ÄÉÑçêÉ=ÅóäáåÇÉê=RR ø`
íç=ãáåáãáòÉ=áÖåáíáçå=ÇÉä~óK
Please be aware
√ aÉéÉåÇáåÖ= çå= íÜÉ= èì~äáíó= çÑ= íÜÉ= ÄáçÑìÉäI= áí
ã~ó=ÄÉ=åÉÅÉëë~êó=íç=Å~êêó=çìí=çåÉ=çáä=ÅÜ~åÖÉ
éÉê=óÉ~ê=EíÜáë=áë=åçí=í~âÉå=áåíç=~ÅÅçìåí=áå=íÜÉ
ÇÉí~áäë= ÅçåÅÉêåáåÖ= äìÄêáÅ~íáåÖ= çáä= ÅçåëìãéJ
íáçåFK
√ ^å=~ÇÇáíáçå=íç=íÜÉ=ÑìÉä=çáä=Åçåëìãéíáçå=áë=åÉÅJ
Éëë~êóW
O ÖLâtÜ=~ÇÇáíáçå=íç=ÑìÉä=çáä=Åçåëìãéíáçå=EëÉÉ
ëÉÅíáçå=ÑìÉä=çáä=ÅçåëìãéíáçåFK
√ båÖáåÉ= çéÉê~íáçå= ïáíÜ= ÑìÉäë= çÑ= äçï= Å~äçêáÑáÅ
äáâÉ=ÄáçÑìÉä=êÉèìáêÉë=~å=çìíéìí=êÉÇìÅíáçåW
båÖáåÉ=íóéÉ=POLQMI=åçãáå~ä=çìíéìí=
RMMâtL`óäK=~åÇ=çíÜÉê=ãÉÇáìãJëéÉÉÇ=
QJëíêçâÉ=ÉåÖáåÉë=EÉñÅÉéí=QULSM_FW
J i`s PU=jgLâÖ=mçïÉê=êÉÇìÅíáçå=M=B
J i`s PS=jgLâÖ=mçïÉê=êÉÇìÅíáçå=R=B
J i`s PR=jgLâÖ=mçïÉê=êÉÇìÅíáçå=NM=B=
båÖáåÉ=íóéÉ=QULSM_I=åçãáå~ä=çìíéìí
NMRM âtL`óäKW
J i`s PT=jgLâÖ=mçïÉê=êÉÇìÅíáçå=M=B
J i`s PS=jgLâÖ=mçïÉê=êÉÇìÅíáçå=OIR=B
J i`s PR=jgLâÖ=mçïÉê=êÉÇìÅíáçå=R=B
1001-0109MP.fm
Page 4 - 6 32/40, 48/60B A-BA

Specification for engine supplies
4.3 Specification for lubricating oil (SAE 40) for operation with MGO/MDO and biofuels (stationary)
4.3 Specification for lubricating oil (SAE 40)

for operation with MGO/MDO and biofuels (stationary)
General techniques, which guarantees an optimum per-

formance also under the most adverse conditions:
The specific output achieved by modern diesel en-
PrimeServ Lube
gines combined with the use of fuels that satisfy
the quality requirements more and more frequently Only lubricating oils approved by MAN Diesel &
increase the demands on the performance of the Turbo may be used.
lubricating oil which must therefore be carefully se-
lected. Specifications
Doped lubricating oils (HD oils) have a proven Base oil
track record as lubricants for the drive, cylinder, The base oil (doped lubricating oil = base oil + ad-
turbocharger, and for cooling the piston. Doped ditives) must have a narrow distillation range and
lubricating oils contain additives that among other be refined using modern methods. If it contains
things ensure dirt absorption capability, engine paraffins, they must not impair the thermal stability
cleaning, and neutralisation of acidic combustion or oxidation stability.
products.
The base oil must comply with the following limit
To fulfil strict requirements for lubricating oil in sta- values, particularly in terms of its resistance to
tionary operation, MAN Diesel & Turbo offers a lu- ageing.
bricating oil based on selected additive
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.
0401-0000PA2.fm
B-BD 32/40, 48/60B, 48/60TS Page 4 - 7

Compounded 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 Lubricating oil selection

The additives must be dissolved in the oil, and
their composition must ensure that as little ash as Engine SAE class
possible remains after combustion. 16/24, 21/31, 27/38, 28/32S, 32/40, 40
The ash must be soft. If this prerequisite is not 32/44, 40/54, 48/60, 58/64, 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
outlet valves and at the turbocharger inlet housing. Doped oil quality
Hard additive ash promotes pitting of the valve We recommend doped lubricating oils (HD oils)
seats, and causes valve burn-out, it also increases according to international specifications MIL-L
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 the additive fractions
Washing ability the lubricating oil should contain. If marine diesel
The washing ability must be high enough to pre- oil is used, which has a high sulphur content of 1.5
vent the accumulation of tar and coke residue as up to 2.0 weight %, a base number of appr. 20
a result of fuel combustion. should be selected. However, the operating re-
sults that ensure the most efficient engine opera-
Dispersion capability tion ultimately determine the additive content.
The selected dispersibility must be such that com- Cylinder lubricating oil
mercially-available lubricating oil cleaning systems
In engines with separate cylinder lubrication sys-
can remove harmful contaminants from the oil
tems, the pistons and cylinder liners are supplied
used, i.e. the oil must possess good filtering prop-
with lubricating oil via a separate lubricating oil
erties and separability.
pump. The quantity of lubricating oil is set at the
factory according to the quality of the fuel to be
Neutralisation capability
used and the anticipated operating conditions.
The neutralisation capability (ASTM D2896) must
Use a lubricating oil for the cylinder and lubricating
be high enough to neutralise the acidic products
circuit as specified above.
produced during combustion. The reaction time of
the additive must be harmonised with the process Speed governor
in the combustion chamber.
Multigrade oil 5W40 should ideally be used in me-
chanical-hydraulic controllers with a separate oil
Evaporation tendency
sump. If this oil is not available when filling, 15W40
The evaporation tendency must be as low as pos- oil can be used instead in exceptional cases. In
sible as otherwise the oil consumption will be ad- this case, it makes no difference whether synthetic
versely affected. or mineral-based oils are used.
0401-0000PA2.fm
Page 4 - 8 32/40, 48/60B, 48/60TS B-BD

The military specification for these oils is O-236. cleaned using suitable equipment (e. g. a separa-
Experience with the drive engine L27/38 has tor or filter).
shown that the operating temperature of the
Temporary operation with gas oil
Woodward controller UG10MAS and correspond-
ing actuator for UG723+ can reach temperatures Due to current and future emission regulations,
higher than 93 °C. In these cases, we recommend heavy fuel oil cannot be used in designated re-
using synthetic oil such as Castrol Alphasyn gions. Low-sulphur diesel fuel must be used in
HG150. Engines supplied after March 2005 are al- these regions instead.
ready filled with this oil. If the engine is operated with low-sulphur diesel
Lubricating oil additives fuel for less than 1000 h, a lubricating oil which is
suitable for HFO operation (BN 30 – 55 mg
The use of other additives with the lubricating oil,
KOH/g) can be used during this period.
or the mixing of different brands (oils by different
manufacturers), is not permitted as this may impair If the engine is operated provisionally with low-sul-
the performance of the existing additives which phur diesel fuel for more than 1000 h and is sub-
have been carefully harmonised with each anoth- sequently operated once again with HFO, a
er, and also specially tailored to the base oil. lubricating oil with a BN of 20 must be used. If the
BN 20 lubricating oil from the same manufacturer
Selection of lubricating oils/warranty
as the lubricating oil is used for HFO operation with
As an alternative to the PrimeServLube, lubricating higher BN (40 or 50), an oil change will not be re-
oils from other manufacturers may also be used, quired when effecting the changeover. It will be
provided that they are approved by MAN Diesel & sufficient to use BN 20 oil when replenishing the
Turbo for this particular application. used lubricating oil.
Most mineral oil companies are in close regular If you wish to operate the engine with HFO once
contact with engine manufacturers, and can again, it will be necessary to change over in good
therefore provide information on which oil in their time to lubricating oil with a higher BN (30 – 55). If
specific product range has been approved by the the lubricating oil with higher BN is by the same
engine manufacturer for the particular application. manufacturer as the BN 20 lubricating oil, the
Irrespective of the above, the lubricating oil manu- changeover can also be effected without an oil
facturers are in any case responsible for the quality change. In doing so, the lubricating oil with higher
and characteristics of their products. If you have BN (30 – 55) must be used to replenish the used
any questions, we will be happy to provide you lubricating oil roughly 2 weeks prior to resuming
with further information. HFO operation.
The list of the currently approved lubricating oils is
Tests
available under "www.mandieselturbo.com/documen-
tation/lubrication" (Table LO Diesel). We can analyse lubricating oil for customers at our
laboratory. A 0.5 l sample is required for the test.
Oil during operation
Note!
There are no prescribed oil change intervals for
Improper handling of operating fluids
MAN Diesel & Turbo medium speed engines. The
oil properties must be regularly analysed. The oil If operating fluids are improperly handled, this
can be used for as long as the oil properties re- can pose a danger to health, safety and the en-
main within the defined limit values (see "Table 4-5: vironment. The relevant safety information by
Limit values for used lubricating oil"). An oil sample the supplier of operating fluids must be ob-
must be analysed every 1 – 3 months (see mainte- served.
0401-0000PA2.fm
nance schedule). An oil sample must be analysed

every 1 – 3 months (see maintenance schedule).
The quality of the oil can only be maintained if it is
B-BD 32/40, 48/60B, 48/60TS Page 4 - 9

Limit value Procedure
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) at least 185 °C ISO 2719
Water content max. 0.2 % (max. 0.5 % for a brief periods) ISO 3733 or ASTM D 1744
n-heptane 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 4-5 Limit values for used lubricating oil
0401-0000PA2.fm
Page 4 - 10 32/40, 48/60B, 48/60TS B-BD

4.4 Lubricating oil (SAE 40) – Specification for heavy fuel operation (HFO) (stationary)
4.4 Lubricating oil (SAE 40) – Specification for heavy fuel operation
(HFO) (stationary)
General To fulfil strict requirements for lubricating oil in sta-

tionary operation, MAN Diesel & Turbo offers a lu-
The specific output achieved by modern diesel en-
bricating oil based on selected additive
gines combined with the use of fuels that satisfy
techniques, which guarantees an optimum per-
the quality requirements more and more frequently
formance also under the most adverse conditions:
increase the demands on the performance of the
PrimeServ Lube.
lubricating oil which must therefore be carefully se-
lected. Only lubricating oils approved by MAN Diesel &
Turbo may be used.
Medium alkalinity lubricating oils have a proven
track record as lubricants for the moving parts and
Specifications
turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain addi- Base oil
tives that, in addition to other properties, ensure a The base oil (doped lubricating oil = base oil + ad-
higher neutralization reserve than with fully com- ditives) must have a narrow distillation range and
pounded engine oils (HD oils). be refined using modern methods. If it contains
International specifications do not exist for medi- paraffins, they must not impair the thermal stability
um alkalinity lubricating oils. A test operation is or oxidation stability.
therefore necessary for a corresponding long peri- The base oil must comply with the limit values (see
od in accordance with the manufacturer's instruc- "Table 4-6: Base oils – Target values"), particularly in
tions. terms of its resistance to ageing.
Properties/characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 –15
Flash point (Cleveland) ASTM D 92 > 200
Ash content (oxidised ash) Weight ASTM D 482 < 0.02

%
Coke residue (according to Conradson) ASTM D 189 < 0.50
Ageing tendency following 100 hours of - MAN ageing -

heating up to 135 °C oven1)
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.
0401-0000Phfo2.fm
Table 4-6 Base oils – Target values

1)
Works' own method.
E-BC 32/40, 48/60B, 48/60TS 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, 40/54, 48/60, 58/64, 51/60DF
Additives must not increase the rate at which the Table 4-7 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 4-8: Base number to be used for various op-
erating conditions"). However, the operating results
Dispersion capability 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
4-8: Base number to be used for various operating condi-
tions".
0401-0000Phfo2.fm
Page 4 - 12 32/40, 48/60B, 48/60TS E-BC

Approx. BN of fresh Engines/operating conditions

oil (mg KOH/g oil)
20 Marine diesel oil (MDO) with a lower quality and high sulphur content 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, 40/54, 48/60 as well as 58/64 and 51/60DF
with exclusive HFO operation only with sulphur content < 1.5 %.
40 With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where 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, 40/54, 48/60 as well as 58/64 and 51/60DF with
exclusive HFO operation providing the sulphur content is greater than 1.5 %.
50 32/40, 32/44CR, 40/54, 48/60 and 58/64, if 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 4-8 Base number to be used for various operating conditions
Operation with low-sulphur fuel available when filling, 15W40 oil may be used in-
stead in exceptional cases. In this case, it makes
To comply with the emissions regulations, the sul-
no difference whether synthetic or mineral-based
phur content of fuels used nowadays varies. Fuels
oils are used. The military specification for these
with a low-sulphur content must be used in envi-
oils is O-236. Experience with the drive engine
ronmentally-sensitive areas (SECA). Fuels with a
L27/38 has shown that the operating temperature
high sulphur content may be used outside SECA
of the Woodward controller UG10MAS and corre-
zones. In this case, the BN number of the lubricat-
sponding actuator for UG723 + can reach temper-
ing oil selected must satisfy the requirements for
atures higher than 93° C. In these cases, we
operation using fuel with a high-sulphur content. A
recommend using synthetic oil such as Castrol Al-
lubricating oil with low BN number may only be se-
phasyn HG150. The engines supplied after March
lected if fuel with a low-sulphur content is used ex-
2005 are already filled with this oil.
clusively during operation. However, the results
obtained in practise that demonstrate the most ef- Lubricating oil additives
ficient engine operation are the factor that ulti-
The use of other additives with the lubricating oil,
mately decides which additive fraction is
or the mixing of different brands (oils by different
permitted.
manufacturers), is not permitted as this may impair
Cylinder lubricating oil the performance of the existing additives which
have been carefully harmonised with each another
In engines with separate cylinder lubrication, the
and also specifically tailored to the base oil.
pistons and cylinder liners are supplied with lubri-
cating oil via a separate lubricating oil pump. The Selection of lubricating oils/warranty
quantity of lubricating oil is set at the factory ac-
As an alternative to the PrimeServLube, lubricating
cording to the quality of the fuel to be used and the
oils from other manufacturers may also be used,
anticipated operating conditions. Use a lubricating
provided that they are approved by MAN Diesel &
oil for the cylinder and lubricating circuit as speci-
Turbo for this particular application.
fied above.
Most mineral oil companies are in close regular
Speed governor
contact with engine manufacturers, and can
Multigrade oil 5W40 should ideally be used in me- therefore provide information on which oil in their
0401-0000Phfo2.fm
chanical-hydraulic controllers with a separate oil specific product range has been approved by the
sump, unless the technical documentation for the engine manufacturer for the particular application.
speed governor specifies otherwise. If this oil is not Irrespective of the above, the lubricating oil manu-
E-BC 32/40, 48/60B, 48/60TS Page 4 - 13

facturers are in any case responsible for the quality If the engine is operated with low-sulphur diesel
and characteristics of their products. If you have fuel for less than 1,000 h, a lubricating oil which is
any questions, we will be happy to provide you suitable for HFO operation (BN 30 – 55 mg
with further information. KOH/g) can be used during this period.
The list of the currently approved lubricating oils is If the engine is operated provisionally with low-sul-
available under "www.mandieselturbo.com/documen- phur diesel fuel for more than 1,000 h and is sub-
tation/lubrication" (Table LO HFO). sequently operated once again with HFO, a
lubricating oil with a BN of 20 must be used. If the
Oil during operation BN 20 lubricating oil by the same manufacturer as
There are no prescribed oil change intervals for the lubricating oil used for HFO operation with
MAN Diesel & Turbo medium speed engines. The higher BN (40 or 50), an oil change will not be re-
oil properties must be regularly analysed. The oil quired when effecting the changeover. It will be
can be used for as long as the oil properties re- sufficient to use BN 20 oil when replenishing the
main within the defined limit values (see "Table 4-9: used lubricating oil.
Limit values for used lubricating oil"). An oil sample If you wish to operate the engine with HFO once
must be analysed every 1 – 3 months (see mainte- again, it will be necessary to change over in good
nance schedule). The quality of the oil can only be time to a lubricating oil with a higher BN (30 – 55).
maintained if it is cleaned using suitable equip- If the lubricating oil with higher BN is by the same
ment (e.g. a separator or filter). manufacturer as the BN 20 lubricating oil, the
Temporary operation with gas oil changeover can also be effected without an oil
change. In doing so, the lubricating oil with higher
Due to current and future emission regulations, BN (30 – 55) must be used to replenish the used
heavy fuel oil cannot be used in designated re- lubricating oil roughly 2 weeks prior to resuming
gions. Low-sulphur diesel fuel must be used in HFO operation.
these regions instead.
Limit value Procedure
Viscosity at 40 °C 110 – 220 mm2/s ISO 3104 or ASTM D 445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) at least 185 °C ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief periods) ISO 3733 or ASTM D 1744
n-heptane 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
Table 4-9 Limit values for used lubricating oil

0401-0000Phfo2.fm
Tests
We can analyse heavy fuel oil for customers at our
laboratory. A 0.5 l sample is required for the test.
Page 4 - 14 32/40, 48/60B, 48/60TS E-BC

4.5 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 4-10 Diesel fuel (MGO) – Properties that must be complied with (1 of 2)
E-BB Page 4 - 15
Properties Unit Test procedure Typical value
Total acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity m ISO 12156-1 < 520

(wear scar diameter)
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 4-10 Diesel fuel (MGO) – Properties that must be complied with (2 of 2)
1) Theprocess 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
Improper handling of fuels
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 - 16 E-BB
4.6 Specification for biofuel
Biofuel Non-transesterificated biofuels must comply with

the specifications listed in "Table 4-11: Non-transes-
Other designations
terified biofuel – Specifications".
Biodiesel, FAME, vegetable oil, rapeseed oil, palm
These specifications are based on experience to
oil, frying fat
date. As this experience is limited, these must be
Origin regarded as recommended specifications that can
Biofuel is derived from oil plants or old cooking oil. be adapted if necessary. If future experience
shows that these specifications are too strict, or
Provision not strict enough, they can be modified according-
ly to ensure safe and reliable operation.
Transesterified and non-transesterified vegetable
oils can be used. When operating with biofuels, a lubricating oil that
would also be suitable for operation with diesel oil
Transesterified biofuels (biodiesel, FAME) must (see "Section: Specification of engine supplies –
comply with the standard EN 14214. Specification for lubricating oil (SAE 40) for operation with
marine gas oil, diesel oil (MGO/MDO) and biofuels" ) must
be used.
Properties/Characteristics Unit Test method
Density at 15 °C 900 – 930 kg/m3 DIN EN ISO 3675, EN ISO 12185

Flash point > 60 °C DIN EN 22719
Lower calorific value > 35 MJ/kg (typical: 37 MJ/kg) DIN 51900-3
Viscosity/50 °C < 40 cSt (corresponds to DIN EN ISO 3104
viscosity)/40 °C < 60 cSt
Cetane number > 40 FIA
Coke residue < 0.4 % DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) >5h ISO 6886
Phosphorous content < 15 ppm ASTM D 3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01 % DIN EN ISO 6245
Water content < 0.5 % EN ISO 12537
Iodine number < 125 g/100 g DIN EN 14111
TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660
Filtrability < 10 °C below the lowest tempera- EN 116
ture in the fuel system
Table 4-11 Non-transesterified biofuel – Specifications

0414-0000AA2.fm
D-BD Page 4 - 17

If fuels are improperly handled, this can pose a
danger to health, safety and the environment. The
relevant safety information by the fuel supplier
must be observed.
Analyses
We can analyse fuel for customers at our laborato-
ry. A 0.5 l sample is required for the test.
0414-0000AA2.fm
Page 4 - 18 D-BD
4.7 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 m 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 4-12 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  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
4.8 Specification for heavy fuel oil (HFO)
Prerequisites The entries in the last column of "Table 4-13: 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 4-13: The
fuel specifications and corresponding characteristics for Different international specifications exist for heavy
heavy fuel oil" providing the engine and fuel fuel oils. The most important specifications are ISO
processing system have been designed accord- 8217-2010 and CIMAC-2003, which are more or
ingly. To ensure that the relationship between the less identical. The ISO 8217 specification is shown
fuel, spare parts and repair/maintenance costs re- in "Figure 4-1: ISO 8217-2010 specification for heavy fuel
mains favourable at all times, the following points oil" and "Figure 4-2: ISO 8217-2010 specification for
should 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 4-13: 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,
4-13: 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 - 21
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 4-26"
(at 50 °C) (cSt)
Viscosity 55 See "Paragraph: Viscosity/injection viscosity, page 4-26"

(at 100 °C)
Density g/ml 1.010 See "Paragraph: Heavy fuel oil processing, page 4-26"
(at 15 °C)
Flash point °C min. 60 See "Paragraph: Flash point (ASTM D 93), page 4-28"
Pour point max. 30 See "Paragraph: Low temperature behaviour

(summer) (ASTM D 97), page 4-28", "Paragraph: Pump characteris-
tics, page 4-28"
Pour point (winter) 30 See "Paragraph: Low temperature behaviour
(ASTM D 97), page 4-28", "Paragraph: Pump characteris-
tics, page 4-28"
Carbon residues Weight max. 20 See "Paragraph: Combustion properties, page 4-29"
(Conradson) %
Sulphur content 5 or See "Paragraph: Sulphuric acid corrosion, page 4-31"

legal requirements
Ash 0.15 See "Paragraph: Heavy fuel oil processing, page 4-26"
content
Vanadium content mg/kg 450 See "Paragraph: Heavy fuel oil processing, page 4-26"
Water Vol- 0.5 See "Paragraph: Heavy fuel oil processing, page 4-26"
content ume%
Sediment (potential) Weight 0.1 -

%
Table 4-13 The fuel specifications and corresponding characteristics for heavy fuel oil (1 of 2)
0406-0000AA2.fm
Page 4 - 22 D-BC
Aluminium and sili- mg/kg max. 60 See "Paragraph: Heavy fuel oil processing, page 4-26"
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 4-29"
% idue (according to
Conradson)
Sodium content mg/kg Sodium< 1/3 See "Paragraph: Heavy fuel oil processing, page 4-26"
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 4-13 The fuel specifications and corresponding characteristics for heavy fuel oil (2 of 2)
0406-0000AA2.fm
D-BC Page 4 - 23
0406-0000AA2.fm
Figure 4-1 ISO 8217-2010 specification for heavy fuel oil
Page 4 - 24 D-BC
0406-0000AA2.fm
Figure 4-2 ISO 8217-2010 specification for heavy fuel oil (continued)
D-BC Page 4 - 25
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 4-13: 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 - 26 D-BC
For the prerequisites that must be met by the sep-

arator see "Table 4-14: 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 4-3 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 4-14: 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 4-14 Obtainable contents of foreign matter and water (after separation)
D-BC Page 4 - 27
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 4-28"). 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-
4-31").
lems will occur. For further information see "Para-
0406-0000AA2.fm
graph: Low temperature behaviour (ASTM D 97), page

4-28".
Page 4 - 28 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 4-31"). 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 4-4: 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 - 29
Figure 4-4 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 - 30 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, 15: 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 "Section: Specification for
Precombustion • Dispersing agents/stabilisers
lubricating oil (SAE 40) – Specification for heavy fuel oil additives • Emulsion breakers
(HFO)" are sufficient, providing the quality of lubri-
• Biocides
cating oil and engine's cooling system satisfy the
requirements. 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 4-15 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 4-31"). 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 - 31
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 - 32 D-BC
4.9 Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram
Figure 4-5 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 - 33
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 4-16 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 - 34 E-BB
4.10 Quality of raw-water in cooling tower operation (additive and circulating water)
4.10 Quality of raw-water in cooling tower operation

(additive and circulating water)
This guideline specifies the basic demands made with the limit values specified for the circulating
on cooling water for cooling tower operation. water (see "Table 4-17: Quality guidelines for circulating
Should the cooling tower manufacturer make fur- and additive water").
ther demands on the water quality, these require-
ments must, by all means, be observed. Additive water
Moreover, it must be taken into consideration that The system water losses caused by blowing
additional demands will be made on the water down, evaporation or leakages must be replaced
quality depending on the material of the coolers, by continuous additive water topping during oper-
which are applied with water. Additional require- ation. The required amount of additive water de-
ments for the cooling water made by the cooler pends on the quality of the additive water and the
manufacturer must also be observed. climatic site conditions.
Certain demands have to be made on the additive
General
water quality, which is based on the requirements
The raw water system with cooling tower re-cool- for circulating water taking the concentration de-
ing concerns an open circulation system, which gree into consideration. If the required water qual-
dissipates the heat absorbed from the water by ity cannot be achieved, the water has to be treated
evaporation into the cooling tower. This results at chemically (e.g. softening or hardness stabilisa-
the same time in a continuous water loss due to tion) or mechanically, if necessary. Otherwise
evaporation. In order to restrict the incurring salt
• deposits due to precipitation of hardly soluble
concentration, a certain water amount must per-
salts,
manently be topped as additive water.
• sediments of disperse solid substances,
Water losses due to evaporation and blowing
down (depending on the additive water quality) • corrosion,
may amount up to 3 % of the circulating water • growth of micro organisms
quantity.
are to be expected.
Blowing down The cooling tower should, at least, be run with a
An increasing evaporation loss results in a higher concentration by factor 2. Higher concentrations
concentration of the salts and the suspended sub- are, in general, more economic. In order to permit
stances in the water and, therefore, in an increas- this, the content of substances must not exceed
ing tendency to corrosion and the formation of half of the amount of the contents permitted for
deposits in the system. In addition, the raw water circulating water. For the absolute minimum re-
absorbs impurities from the ambient air. Deposits quirements, see "Table 4-17: Quality guidelines for cir-
have a negative effect on the heat dissipation in culating and additive water".
the coolers and the control system function.
Water treatment
In order to avoid excessive concentration, a part of
the thickened circulating water must be removed Depending on the water quality, various treatment
from the circuit and be replaced by less concen- processes come into consideration:
trated additive water. Blowing down has a regulat- • Decarbonisation, acid injection
ing effect on the concentration constituents of the
circulating water. The amount of the water to be • Desalinisation
0405-0000PA2.fm
exchanged depends on the water quality and has • Cooling water conditioning (chemical treat-
to be chosen as to ensure constant compliance ment)
iJ_` 32/40, 32/40DF, 32/40G, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G Page 4 - 35
4.10 Quality of raw-water in cooling tower operation (additive and circulating water)
By using special chemicals, so-called stabilisers Monitoring of the water quality

and conditioners, deposits and corrosion in the
pH Value, water hardness and conductivity of the
cooling water circuit can largely be controlled.
circulating water should, at least, be measured
These means permit operation at increased con-
every 2 weeks. Based on the conductivity, it can
centration and, therefore, a reduction of the re-
be checked whether the prescribed concentration
quired additive water.
factor is kept. Regular checks must include the
When using chemical additives for cooling water values stated in "Table 4-17: Quality guidelines for cir-
conditioning, the cooling tower manufacturer is to culating and additive water".
be contacted.
Utilisation of biocides
Quality guidelines for circulating and additive water
Intensive venting of the water in the cooling tower
and insulation will, above all, during the warm sea-
- Circulating Additive son, cause algeas and microorganisms, which
water water1)
clog the cooling system, support corrosion and
Appearance Colourless, Colourless, clearly reduce the cooling efficiency.
clear, no sedi- clear, no sedi-
ments ments Growth by algeas, shells and bacteria colonies
must, therefore, be eliminated by vaccination with
pH value2) 7.5 – 8.5 - chlorine or effective biocides.
Total salt content <2,500 ppm <1,250 ppm The selection and application of biocides depends
Conductivity <3,000 μS/cm - on the occurring microorganisms. Close coopera-
tion with the manufacturer, resp. supplier, would
Calcium >20 ppm >10 ppm be recommendable as they dispose of suitable
Carbonate hard- <4 °dH <2°dH test processes for micro organism detection as
ness without <71 ppm <35 ppm well as the necessary experience.
hardness stabili- CaCO3 CaCO3
sation Environmental protection, safety
Carbonate hard- <20 °dH < 10 °dH The locally applicable environmental requirements
ness with hard- <356 ppm < 178 ppm
are, in cooling tower operation, to be taken into
ness stabilisation CaCO3 CaCO3
consideration for the discharge of blow-down wa-
Chloride <200 ppm < 100 ppm ter and disposal of the substances (hardness sta-
Sulphate <300 ppm < 150 ppm
bilisers, biocides, corrosion inhibitors, dispersants)
used for cooling water treatment.
KMnO4 con- < 100 g/m³ -
sumption When using chemical additives, the safety regula-
tions of the manufactures must, by all means, be
Germ number < 10,000/ml - observed.
Table 4-17 Quality guidelines for circulating and additive
water
1) Minimum requirements in the case of concentration factor
2. At a higher concentration the values are accordingly
lower.
2) When using chemical additives, the pH values may be
located outside the specified range.

0405-0000PA2.fm
Page 4 - 36 32/40, 32/40DF, 32/40G, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G iJ_`
4.11 Specification for engine cooling water
Preliminary remarks ment. For information on monitoring cooling water,

see "4.12: 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 manufactur- means that deposits that could interfere with the
er must always be observed during subsequent transfer of heat to the cooling water, and therefore
operation. The above especially applies if a chem- also reduce the cooling effect, cannot form. How-
ical 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 - 37
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 4-37".
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 - 38 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 slush-
and also prevents limescale deposits on the walls
ing oil, anti-freeze solution must not be added as
of the cooling system.
otherwise the emulsion would break up and oil
The significance of emulsifiable corrosion-slushing sludge 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 man-
ufacturer. As regards the chemical additives indi-
cated in "Table 4-19: Nitrite-containing chemical
additives" 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 - 39
Prerequisite for effective use of an anticorrosive agent Note!

Clean cooling system The chemical additive concentrations shall not
be less than the minimum concentrations indi-
As contamination significantly reduces the effec-
cated in "Table 4-19: Nitrite-containing chemical addi-
tiveness of the additive, the tanks, pipes, coolers
tives".
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 4.13: are more than twice the recommended concentra-
Cooling water system cleaning, page 4-47"). 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
erosion may occur in locations where the flow ve- manufacturer 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 4-37". 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 - 40 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 - 41
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 - 42 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 - 43
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 - 44 D-BC
4.12 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 4.11: Specification for engine cooling
water, page 4-37".
Anti-freeze According to the quality specification, see
agents "Section 4.11: Specification for engine cooling
water, page 4-37".
Table 4-24 Concentration of the cooling water additive
0403-0000AA2.fm
gJ__ Page 4 - 45
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 4.11: Specification for engine cooling
water, page 4-37") 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 - 46 JJ__
4.13 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 - 47
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 - 48 gJ__
4.14 Quality of water used in exhaust gas boiler plants
Conditions
pH value at 25 °C > 9.2
Like fuel, lube oil and engine cooling water, water
Hardness < 0.06 °dH resp.
for exhaust gas boiler plants is a consumable, < 0.01 mmol/l
which has carefully to be chosen, treated and su-
pervised. In the case of improper water mainte- Conductivity at 25 °C -
nance, corrosion and deposits may form up in the Oxygen content < 0.05 mg/l
water. Deposits will on their part again result in
corrosion and have an adverse effect on heat Fe < 0.3 mg/l
transfer. Cu < 0.05 mg/l
Any additional requirements for water quality Oil + grease < 1 mg/l
specified in the boiler manufacturer's manual have
Table 4-27 Requirements for feed water in exhaust gas
to be taken into consideration.
boiler plants
Applications
pH value at 25 °C 10.5 – 12
Two different systems are used:
Conductivity at 25 °C < 6,000 μS/cm
• Exhaust gas boiler plants generate steam,
Acid capacity up to pH 8.2 1 – 15 mmol/l
which is used as heat transfer agent in other
systems. Phosphate 10 – 30 mg/l
• With regard to steam turbines, steam generat- Silicate [SiO2] see EN 12953-10
ed by means of the exhaust gas temperature is
Table 4-28 Requirements for circulating water in exhaust
used for energy production. gas boiler plants
Separate demands made on feed and circulating
Exhaust gas boiler with steam turbine
water are valid for both application cases.
Only saltless feed water, that complies with the re-
Exhaust gas boiler without steam turbine quirements according to "Table 4-29: Requirements
The quality requirements for feed and circulating for feed water in steam turbines", may be used for
water comply with EN 12953-10. Low-salt and steam turbines.
salt-laden feed water can be used if the specifica-
tions in "Table 4-27: Requirements for feed water in ex- Saltfree feed water
haust gas boiler plants" are kept. The utilisation of the pH value at 25 °C > 9.2
salt-free feed water is possible, but not necessary.
When using saltless feed water, corresponding Conductivity at 25 °C < 0.2 μS/cm1)
limit values are valid for circulating water. Oxygen content < 0.1 mg/l
Iron, total Fe < 0.02 mg/l
Copper, total Cu < 0.003 mg/l
Silicicate, SiO2 < 0.02 mg/l
Na + K < 0.01 mg/l

0412-0000PA.fm
Table 4-29 Requirements for feed water in steam turbines
1)
After strongly acid sample drawing cation exchanger.
_J_a 32/40, 32/40G, 32/40DF, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G Page 4 - 49
The additional requirements defined by the EN • Iron content

12952-12 and by the manufacturer of this steam
• Acid capacity of up to pH 8.2 (p value)
turbine have to be fulfilled.
• Copper content
The quality of the boiler water and steam are de-
pending on the treatment used. The requirements • Silicates (SiO2)
are defined in the EN 12952-12 and the manual of The following values of the boiler water are to be
the steam turbine. checked and documented regularly:
Treatment (only for exhaust boiler without steam tur- • pH Value, daily
bine) • Conductivity, daily
The feed water has to be treated with suitable • Hardness, daily
chemicals. If an exhaust gas boiler without turbine
is used, the conditioning agent must contain the • Iron and copper content
following products: • Acid capacity of up to pH 8.2 (p value)
• Residue softener • Additive concentration (according to manufac-
• Oxygen binder turer specifications)
• Alkalising medium • Phosphate content
• Steam-volatile alkalising medium for corrosion • SiO2 content
protection in the condensate system (not com- For steam turbines additional measurements (e.g.
pulsorily required in the case of saltless feed steam and condensate quality) are required.
water) Please consult the manual of the turbine manufac-
• Possible dispersing agent (in particular, if de- turer and the EN 12952-12.
posits already exist in the boiler system)
Safety/environmental protection
MAN Diesel & Turbo recommends using combina-
tion products. This simplifies the treatment and Wrong handling of operating media may cause
ensures that all vital points concerning water treat- harm to health, safety and environment. Respec-
ment are taken into consideration. tive instruction of the manufacturer have to be fol-
lowed.
The recommendations of the turbine manufacturer
are to be taken into consideration for the treatment
of water used in steam turbines. General recom-
mendations can, in this case, not be given.
Water maintenance
The following values of the feed water are to be
checked and documented regularly:
• pH Value, daily
• Conductivity, daily
• Hardness, daily
• Oxygen content, resp. surplus at oxygen bind-
er, daily
0412-0000PA.fm
• Concentration of additives (according to manu-

facturer specifications)
Page 4 - 50 32/40, 32/40G, 32/40DF, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G _J_a
4.15 Specification for intake air (combustion air)
4.15 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 - 51
4.15 Specification for intake air (combustion air)
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 4-30 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 - 52 E-BD
The figures shown are reference values only
and are to be seen as preliminary.
======
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

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
K-BC 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR, 48/60TS, 51/60DF Page 5 - 3

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

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 K-BC

5.1.2 Condensate amount in charge air pipes and air vessels
Figure 5-1 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
ature, relative air humidity) in comparison to the
"Section: Engine and operation – Planning data" is
charge air after charge air cooler (pressure, tem-
shown in absolute 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 5-1: 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 - 5
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 5-2 Determining the condensate amount in the charge air pipe
0501-0300AA2.fm
Page 5 - 6 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 5-3 Determining the condensate amount in the compressed air vessel
0501-0300AA2.fm
aJ_a Page 5 - 7
0501-0300AA2.fm
Page 5 - 8 aJ_a
5.2.1 Lube oil system diagram
5.2 Lube oil system

Please see overleaf!
0502-000bMB2.fm
G-BA 32/40 Page 5 - 9

0502-000bMB2.fm
Figure 5-2 Lube oil system diagram 32/40 – Service pump attached
Page 5 - 10 32/40 G-BA

Legend
CF-001 Separator 2171 Engine inlet
CF-003 MDO separator 2173 Oil pump inlet
FIL-001 Automatic filter 2175 Oil pump outlet
FIL-002 Indicator filter 2197 Drain from oil pan
1,2FIL-004 Suction filter 2199 Drain from oil pan
H-002 Preheater 2598 Vent
HE-002 Cooler 2599 Oil return from turbocharger
NRF-001 Non return flap 2898 Oil mist pipe from engine
P-001 Service pump engine driven 9187 Drain from the crankcase
foot
P-012 Transfer pump 9197 Drain from the crankcase

foot
P-074 Stand by pump electrically 9199 Dirt oil drain

driven
P-075 Cylinder lube oil pump Depending on automatic filter:

• Continuous flushing: oil discharge below the oil surface
PCV-007 Pressure relief valve
• Discontinuous flushing: oil discharge above the oil sur face
PSV-004 Safety valve
T-001 Service tank
T-006 Leakage oil collecting tank
T-021 Sludge tank
TCV-001 Temperature control valve
1,2,3TR-001 Condensate trap
V-001 By-pass valve

0502-000bMB2.fm
G-BA 32/40 Page 5 - 11

0502-000bMB2.fm
Figure 5-3 Lube oil system diagram 32/40 – Service pump electrically driven
Page 5 - 12 32/40 G-BA

Legend
CF-001 Separator 2171 Engine inlet
CF-003 MDO separator 2197 Drain from oil pan
FIL-001 Automatic filter 2199 Drain from oil pan
FIL-002 Indicator filter 2598 Vent
1,2FIL-004 Suction filter 2599 Oil return from turbocharger
H-002 Preheater 2898 Oil mist pipe from engine
HE-002 Cooler 9187 Drain from the crankcase

foot
LOV-001 Quick filling valve 9197 Drain from the crankcase

foot
NRV-002 Non return flap 9199 Dirt oil drain
P-012 Transfer pump
1,2P-074 Service pump electrically Depending on automatic filter:

driven • Continuous flushing: oil discharge below the oil surface
P-075 Cylinder lube oil pump • Discontinuous flushing: oil discharge above the oil sur face
PCV-007 Pressure relief valve
T-050 Run down tank for engine

lubrication
T-001 Service tank
T-006 Leakage oil collecting tank
T-021 Sludge tank
T-073 Run down tank for TC lubri-

cation
TCV-001 Temperature control valve
1,2,3TR-001 Condensate trap
V-001 By-pass valve

0502-000bMB2.fm
G-BA 32/40 Page 5 - 13

0502-000bMB2.fm
Page 5 - 14 32/40 G-BA

5.2.2 Lube oil system description

The diagrams represent the standard design of ex- installed close to the lube oil tank in order to pre-
ternal lube oil service systems, with a combination vent the lube oil backflow when the engine has
of engine mounted and detached, freestanding, been shut off. For engine mounted pumps this
lube oil pump(s). non-return flap must be by-passed by a relief valve
(PSV-004, DN50) to protect the pump seals
The internal lubrication of the engine and the tur-
against high pressure because of counter rotation
bocharger is provided with a force-feed lubrication
(during shut down).
system.
The lubrication of the cylinder liners is designed as FIL-004/Suction strainer
a separate system attached to the engine but
The suction strainer protect the lube oil pumps
served by the inner lubrication system.
against larger dirt particles that may have accumu-
In multi-engine plants, for each engine a separate lated in the tank. It is recommended to use a cone
lube oil system is required. type strainer with a mesh size of 1.5 mm. Two ma-
nometer installed before and after the strainer indi-
For dual-fuel engines (gas-diesel engines) a sup-
cate when manual cleaning of filter becomes
plement will explain additional specific require-
necessary, which should preferably be done in
ments.
port.
T-001/Service tank
P-001/P-074/Lube oil pumps
The main purpose for the service tank is to sepa-
For ships with a single main engine drive it is pref-
rate air and particles from the lube oil, before being
erable to design the lube oil system with a combi-
pumped back to the engine. For the design of the
nation of an engine driven lube oil pump
service tank the class requirements have to be
(P-001) and an electrically driven stand-by pump
taken in consideration. For design requirements of
(P-074) (100 % capacity).
MAN Diesel & Turbo see "Section 5.2.5: Lube oil serv-
ice tank, page 5-29". For ships with more than one main engine the
electrically driven pump can be dimensioned
H-002/Lube oil heater – Single main engine smaller, to be used as a priming pump only.
The lube oil in the service tank and the system As long as the installed stand-by pump is provid-
shall be heated up to ≥ 40 °C prior to the engine ing 100 % capacity of the operating pump, the
start. A constant circulation of the lube oil with the class requirement to have an operating pump in
stand-by pump is not recommended. spare on board, is fulfilled.
H-002/Lube oil heating – Multi-engine plant The main advantages for an engine-driven lube oil
pump are:
The lube oil in the tank and the system shall be
heated up to ≥ 40 °C during stand-by mode of • Reduced power demand for GenSet/PTO for
one engine. A constant circulation through the normal operation.
separate heater is recommended with a small • Continuous lube oil supply during blackout and
priming pump. emergency stop for engine run-out.
Suction pipes
Suction pipes must be installed with a steady
slope and dimensioned for the total resistance (in-
0502-000aMA2.fm
cl. pressure drop for suction filter) not exceeding

the pump suction head. A non-return flap must be
C-BD 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF Page 5 - 15

In general additional installations are to be consid- Lube oil treatment

ered for different pump arrangements:
The treatment of the circulating lube oil can be di-
• To comply with the rules of classification socie- vided into two major functions:
ties.
• Removal of contaminations to keep up the lube
• To ensure continuous lube oil supply during oil performance.
blackout and emergency stop for engine run-
• Retention of dirt to protect the engine.
out.
The removal of combustion residues, water and
For required pump capacities see "Section: Planning
other mechanical contaminations is the major task
data for emission standard IMO Tier II".
of separators/centrifuges (CF-001) installed in by-
In case of unintended engine stop (e.g. blackout) pass to the main lube oil service system of the en-
the post lubrication must be started as soon as gine. The installation of a separator per engine is
possible (latest within 20 min) after the engine has recommended to ensure a continuous separation
stopped and must persist for minimum 15 min. during engine operation.
This is required to cool down the bearings of T.C. The system integrated filters protect the diesel en-
and hot inner engine components. gine in the main circuit retaining all residues which
may cause a harm to the engine. Depending on
HE-002/Lube oil cooler the filter design, the collected residues are to be
Dimensioning removed from the filter mesh by automatic back
flushing, manual cleaning or changing the filter
Heat data, flow rates and tolerances are indicated cartridge. The retention capacity of the installed fil-
in "Section: Planning data for emission standard ter should be as high as possible.
IMO Tier II".
For selection of an applicable filter arrangement,
On the lube oil side the pressure drop shall not ex- the customer request for operation and mainte-
ceed 1.1 bar. nance, as well as the class requirements, have to
be taken in consideration.
TCV-001/Temperature control valve
The valve is to regulate the inlet oil temperature of
the engine. The control valve can be executed with
wax-type thermostats.
Type of Engine Set point Type of temper-

lube oil inlet ature control
temperature valve1)
32/40 65 °C Thermostatic con-

trol valve (wax/cop-
32/44CR per elements) or
electrically actuated
48/60B, 55 °C
control valve (inter-
48/60CR
face to engine con-
51/60DF trol)
Table 5-4 Temperature control valve

1) Full
open temperature of wax/copper elements must be =
set point.
0502-000aMA2.fm
Page 5 - 16 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF C-BD

Arrangement principles for lube oil filters ard wanted by the customer, different arrange-
FIL-001/FIL-002 ment principles for the filters FIL-001/FIL-002 are
possible:
Depending on engine type, the number of installed
main engines in one plant and on the safety stand-
Engine type FIL 001 FIL 001 FIL 002

automatic filter automatic filter duplex filter
continuous flushing intermittent flushing as indicator filter
32/44CR • incl. 2. filter stage - • not required

• engine mounted
32/40 • incl. 2. filter stage - • not required

48/60B • installed close to the engine
48/60CR
51/60DF - • possible with or w/o bypass • required
• mounted close to the engine • mounted downstream FIL 001
It is allways recommended to install one separator in partial flow of each engine.

Filter design has to be approved by MAN Diesel & Turbo.
Table 5-5 Arrangement principles for lube oil filters
FIL-001/Automatic filter flushing discharge (oil/sludge mixture) is led to the

service tank. Via suction line into a separator the
The automatic back washing filter is to be installed
oil will be permanently bypass cleaned. This pro-
as a main filter. The back washing/flushing of the
vides an efficient final removal of deposits. (See
filter elements has to be arranged in a way that
"Section 5.2.5: Lube oil service tank, page 5-29").
lube oil flow and pressure will not be affected. The
Engine type Application Location of Type of lube oil automatic filter FIL001
FIL001
Continuous flushing Intermittent flushing
type type
32/44CR Single-main-engine-plant Engine mounted 30 μm 1st filter stage -

Multi-main-engine-plant 50 μm 2nd filter stage
32/40, 48/60B, Single-main-engine-plant • Engine room 34 μm 1st filter stage 34 μm

48/60CR, 51/60DF Multi-main-engine-plant • Close to engine 80 μm 2nd filter stage (Without 2nd filter stage,
double filter 60 μm required)
Table 5-6 Automatic filter
As state-of-the-art, automatic filter types are rec- matic filter is essential. As far as the automatic filter
ommended to be equipped with an integrated is installed without any additional filters down-
second filtration stage. This second stage protects stream, before the engine inlet, the filter has to be
the engine from particles which may pass the first installed as close as possible to the engine (see
stage filter elements in case of any malfunction. If "Table 5-5: Arrangement principles for lube oil filters"). In
the lube oil system is equipped with a two-stage that case the pipe section between filter and en-
automatic filter, additional indicator filter FIL-002 gine inlet must be closely inspected before instal-
0502-000aMA2.fm
can be avoided. In case of an automatic filter lation. This pipe section must be divided and
mounted on engine, an indicator filter cannot be flanges have to be fitted so that all bends and
installed, so the second filter stage inside auto-
C-BD 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF Page 5 - 17

welding seams can be inspected and cleaned pri- ensures that disturbances in backwashing do not
or to final installation. result in a complete failure of filtering and that the
main stream filter can be cleaned without inter-
Differential pressure gauges have to be installed,
rupting filtering.
to protect the filter cartridges and to indicate clog-
ging condition of the filter. A high differential pres-
FIL-002/Indicator filter
sure has to be indicated as an alarm.
The indicator filter is a duplex filter, which must be
For filter mesh sizes see "Table 5-6: Automatic filter".
cleaned manually. It must be installed down-
V-001/Shut-off valve stream of the automatic filter, as close as possible
to the engine. The pipe section between filter and
This shut-off valve is only to be provided for single-
engine inlet must be closely inspected before in-
engine plants. The valve is closed during normal
stallation. This pipe section must be divided and
operation. In case the lube oil automatic filter
flanges have to be fitted so that all bends and
FIL-001 has to be taken out of operation, the valve
welding seams can be inspected and cleaned pri-
can be opened and the automatic filter shut off.
or to final installation.
Consequently, the automatic filter is by-passed.
The lube oil indicator filter FIL-002 temporarily In case of a two-stage automatic filter, the installa-
takes over the task of the automatic filter. In case tion of an indicator filter can be avoided. Custom-
of a two-stage automatic filter without a following ers who want to fulfil a higher safety level, are free
indicator filter, there is no by-pass required. Engine to mount an additional duplex filter close to the en-
can run for max. 72 hours with the second filter gine.
stage, but has to be stopped after. This measure
Type of Engine Lube oil indicator filter FIL-002
32/44CR 32/40, 32/40,

48/60B, 48/60CR 48/60B, 48/60CR,
51/60DF 51/60DF
Application • Single-main-engine-plant • Single-main-engine-plant • Single-main-engine-plant

• Multi- main-engine-plant • Multi- main-engine-plant • Multi-main-engine-plant
Requirement for indicator filter Indicator filter not required Indicator filter not required To be installed in the
external piping system close
to the engine
Explanation of requirement Because the engine If the installed automatic fil- If the installed automatic fil-
mounted automatic filter ter FIL 001 is of continuous ter FIL 001 is of intermittent
FIL 001 is of continuous flushing type incl. 2nd filter flushing type if the 2nd filter
flushing type incl. 2nd filter stage stage is missed
stage
Max. mesh width (absolute) - 60 μm
Table 5-7 Indicator filter
The indicator filter protects the engine also in case main-engine-plants can continue to stay in opera-
of malfunctions of the automatic filter. The moni- tion by by-passing the automatic filter. Lube oil can
toring system of the automatic filter generates an still be filtrated sufficiently in this situation by only
alarm signal to alert the operating personnel. A using the indicator filter.
0502-000aMA2.fm
maintenance of the automatic filter becomes nec-

In multi-engine-plants, where it is not possible to
essary. For this purpose the lube oil flow thought
by-pass the automatic filter without loss of lube oil
the automatic filter has to be stopped. Single-
Page 5 - 18 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF C-BD

filtration, the affected engine has to be stopped in Indication and alarm of filters
this situation.
The automatic filter FIL-001, the indicator duplex
The design of the indicator filter must ensure that filter FIL-002 and the suction strainer
no parts of the filter can become loose and enter FIL-004 are equipped with local visual differential
the engine. pressure indicators. The filter FIL-001 and the filter
FIL-002 are additionally equipped with differential
The drain connections equipped with shut-off fit-
pressure switches. The switches are used for pre-
tings in the two chambers of the indicator filter re-
alarm and main alarm. The alarms of the automatic
turns into the leak oil tank (T-006). Draining will
filter and indicator/duplex filter are processed in
remove the dirt accumulated in the casing and
the engine control and safety system and are avail-
prevents contamination of the clean oil side of the
able for the ship alarm system.
filter. For filter mesh sizes and surface loads see
"Table 5-7: Indicator filter".
Differential pressure between filter inlet and outlet (dp)
dp switch with lower set point is active dp switch with higher

set point is active
Automatic fil- Intermittent flush- This dp switch has to be installed twice if an intermittent The dp main alarm "filter fail-
ter FIL-001 ing type flushing filter is used. The first switch is used for the filter ure" is generated immedi-
control; it will start the automatic flushing procedure. ately. If the main alarm is still
The second switch is adjusted at the identical set point active after 30 min, the
as the first. Once the second switch is activated, and engine output power will be
after a time delay of approx. 3 min, the dp pre-alarm "fil- reduced automatically.
ter is polluted" is generated. The time delay becomes
necessary to effect the automatic flushing procedure
before and to evaluate its effect.
Continuous flush- The dp pre-alarm: "Filter is polluted" is generated imme-

ing type diately
Duplex/Indi-
cator filter
FIL-002
Table 5-8 Indication and alarm of filters
CF-001/Separator The formula for determining the separator flow

rate (Q) is:
The lube oil is intensively cleaned by separation in
the by-pass thus relieving the filters and allowing
an economical design. 1,0  P  n
Q
The separator should be of the self- cleaning type. 24
The design is to be based on a lube oil quantity of
1.0 l/kW. This lube oil quantity should be cleaned Q Separator flow rate l/h
within 24 hours at:
P Total engine output kW
• HFO-operation 6 – 7 times
n HFO= 7, MDO= 5, MGO= 5, Gas(+MDO/MGO for
• MDO-operation 4 – 5 times ignition only) = 5
0502-000aMA2.fm
• Dual-fuelengines operating on gas

With the evaluated flow rate the size of separator
(+MDO/MGO for ignition only) 4 – 5 times
has to be selected according to the evaluation ta-
C-BD 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF Page 5 - 19

ble of the manufacturer. MAN Diesel & Turbo PCV-007/Pressure control valve
strictly recommend to use evaluation tables ac-
By use of the pressure control valve, a constant
cording to a "certified flow rate" (CFR). The sepa-
lube oil pressure before the engine is adjusted.
rator rating stated by the manufacturer should be
higher than the flow rate (Q) calculated according The pressure control valve is installed upstream of
to the above formula. the lube oil cooler. The installation position is to be
observed. By spilling off exceeding lube oil quanti-
Separator equipment ties upstream of the major components these
components can be sized smaller. The return pipe
The preheater H-002 must be able to heat the oil
(spilling pipe) from the pressure control valve re-
to 95 °C and the size is to be selected accordingly.
turns into the lube oil service tank.
In addition to a PI-temperature control, which
avoids a thermal overloading of the oil, silting of The measurement point of the pressure control
the preheater must be prevented by high turbu- pipe is connected directly to the engine in order to
lence of the oil in the preheater. measure the lube oil pressure at the engine. In this
way the pressure losses of filters, pipes and cooler
Control accuracy ± 1 °C.
are compensated automatically (see "Section 5.2.6:
Cruise ships in arctic waters require larger pre- Pressure control valve, page 5-33").
heaters. In this case the size of the preheater must
be calculated with a t of 60 K. TR-001/Condensate trap
The freshwater supplied must be treated as spec- The condensate traps required for the vent pipes
ified by the separator supplier. of the turbocharger, the engine crankcase and the
service tank must be installed as close as possible
The supply pumps shall be of the free-standing
to the vent connections. This will prevent conden-
type, i.e. not mounted on the separator and are to
sate water, which has formed on the cold venting
be installed in the immediate vicinity of the lube oil
pipes, to enter the engine or service tank.
service tank.
See "Section: Lube oil system – Crankcase vent and tank
This arrangement has three advantages:
vent".
• Suction of lube oil without causing cavitation.
T-006/Leakage oil tank
• The lube oil separator need not be installed in
the vicinity of the service tank but can be Leaked fuel and the dirty oil drained from the lube
mounted in the separator room together with oil filter casings is collected in this tank. It is to be
the fuel oil separators. emptied into the sludge tank. The content must
not be added to the fuel. It is not permitted to add
• Better matching of the capacity to the required
lube oil to the fuel.
separator throughput.
Alternatively, separate leakage oil tanks for fuel
As a reserve for the lube oil separator, the use of
and lube oil can be installed.
the MDO separator is admissible. For reserve op-
eration the MDO separator must be converted ac-
P-012 Transfer pump
cordingly. This includes the pipe connection to the
lube oil system which must not be implemented The transfer pump supplies fresh oil from the lube
with valves or spectacle flanges. The connection is oil storage tank to the operating tank. Starting and
to be executed by removable change-over joints stopping of the pump should preferably be done
that will definitely prevent MDO from getting into automatically by float switches fitted in the tank.
the lube oil circuit. See also rules and regulations
of classification societies. P-075/Cylinder lube oil pump
0502-000aMA2.fm
The pump fitted to the engine is driven by an elec-

tric motor (asynchronous motor
Page 5 - 20 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF C-BD

380 – 420 V/50 Hz or 380 – 460 V/60 Hz three-

phase AC with pole changing).
For the cylinder lubrication MAN Diesel & Turbo
will supply a Control Unit inclusive a pump contac-
tor, with a power consumption of about 0.5 kW for
pump, control and heating.
This value must be doubled for V-engines, as two
Control Units (one for each row) are supplied in
one cabinet.
Withdrawal points for samples

Points for drawing lube oil samples are to be pro-
vided upstream and downstream of the filters and
the separator, to verify the effectiveness of these
system components.
Piping system
It is recommended to use pipes according to the
pressure class PN 10.
0502-000aMA2.fm
C-BD 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF Page 5 - 21

0502-000aMA2.fm
Page 5 - 22 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF C-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 5-9 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 - 23
0502-0300MA2.fm
Page 5 - 24 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF A-BD
5.2.4 Lube oil outlets

Lube oil drain
Two connections for oil drain pipes are located on
both ends of the engine oil sump, except for
L48/60 – with flexible engine mounting – with one
drain arranged in the middle of each side.
For an engine installed in the horizontal position,
two oil drain pipes are required, one at the cou-
pling end and one at the free end.
If the engine is installed in an inclined position,
three oil drain pipes are required, two at the lower
end and one at the higher end of the engine oil
sump.
The drain pipes must be kept short. The slanted
pipe ends must be immersed in the oil, so as to
create a liquid seal between crankcase and tank.
Expansion joints
At the connection of the oil drain pipes to the serv-
ice tank, expansion joints are required.
Shut-off butterfly valves

If for lack of space, no cofferdam can be provided
underneath the service tank, it is necessary to in-
stall shut-off butterfly valves in the drain pipes. If
the ship should touch ground, these butterfly
valves can be shut via linkages to prevent the in-
gress of seawater through the engine.
Drain pipes, shut-off butterfly valves with linkages,
expansion joints, etc. are not supplied by the en-
gine builder.
0502-0500MA2.fm
D-AF 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF Page 5 - 25

0502-0500MA2.fm
Page 5 - 26 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF D-AF

Lube oil outlets – Drawings

Rigidly mounted engines
0502-0501MB2.fm
Figure 5-4 Lube oil outlets L32/40
D-AF 32/40 Page 5 - 27

0502-0501MB2.fm
Figure 5-5 Lube oil outlets V32/40
Page 5 - 28 32/40 D-AF

5.2.5 Lube oil service tank

The lube oil service tank is to be arranged over the Lube oil preheating
entire area below the engine, in order to ensure
Preheating the lube oil to 40 °C is effected by the
uniform vertical thermal expansion of the whole
preheater of the separator via the free-standing
engine foundation.
pump. The preheater must be enlarged in size if
To provide for adequate degassing, a minimum necessary, so that it can heat the content of the
distance is required between tank top and the service tank to 40 °C, within 4 hours.
highest operating level. The low oil level should still
permit the lube oil to be drawn in free of air if the
ship is pitching severely
• 5° longitudinal inclination for
ship's lengths  100 m
• 7.5° longitudinal inclination for
ship's lengths < 100 m
A well for the suction pipes of the lube oil pumps
is the preferred solution.
The minimum quantity of lube oil for the engine is
1.0 litre/kW. This is a theoretical factor for perma-
nent lube-oil-quality control and the decisive factor
for the design of the by-pass cleaning. The lube oil
quantity, which is actually required during opera-
tion, depends on the tank geometry and the vol-
ume of the system (piping, system components),
and may exceed the theoretical minimum quantity
to be topped up. The low-level alarm in the service
tank is to be adjusted to a height, which ensures
that the pumps can draw in oil, free of air, at the
longitudinal inclinations given above. The position
of the oil drain pipes extending from the engine oil
sump and the oil flow in the tank are to be selected
so as to ensure that the oil will remain in the service
tank for the longest possible time for degassing.
Draining oil must not be sucked in at once.
The man holes in the floor plates inside the service
tank are to be arranged so as to ensure sufficient
flow to the suction pipe of the pump also at low
lube oil service level.
The tank has to be vented at both ends, according
to "Section: Engine supply systems – Crankcase vent and
tank vent".
0502-0600MA2.fm
I-BB 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF Page 5 - 29

0502-0600MA2.fm
Figure 5-6 Lube oil service tank_1
Page 5 - 30 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF I-BB

Figure 5-7 Lube oil service tank_2

0502-0600MA2.fm
I-BB 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF Page 5 - 31

0502-0600MA2.fm
Page 5 - 32 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF I-BB

5.2.6 Pressure control valve

0502-1000MA2.fm
Figure 5-8 Example: Pressure control valve installation
K-BA 32/40, 35/44DF, 48/60B, 48/60CR, 48/60TS Page 5 - 33

0502-1000MA2.fm
Page 5 - 34 32/40, 35/44DF, 48/60B, 48/60CR, 48/60TS K-BA

5.2.7 Lube oil filter

Lube oil automatic filter
Figure 5-9 Example: Lube oil automatic filter

0502-0700MA2.fm
I-BC 32/40, 35/44DF, 48/60B, 48/60CR, 48/60TS Page 5 - 35

Lube oil double filter
Figure 5-10 Example: Lube oil double filter
0502-0700MA2.fm
Page 5 - 36 32/40, 35/44DF, 48/60B, 48/60CR, 48/60TS I-BC

5.2.8 Crankcase vent and tank vent

Vent pipes Notes!
The vent pipes from engine crankcase, turbo- • In case of multi-engine plants the venting pipe-
charger and lube oil service tank are to be ar- work has to be kept separately.
ranged according to the sketch. The required
• All venting openings as well as open pipe ends are
nominal diameters ND are stated in the chart fol-
to be equipped with flame breakers.
lowing the diagram.
• Condensate trap overflows are to be connected via
siphone to drain pipe.
• Specific requirements of the classification socie-
ties are to be strictly observed.
Figure 5-11 Crankcase vent and tank vent
Legend
1 Condensate trap, continuously open
2 Connection crankcase vent

0502-0800MB2.fm
3 Turbocharger venting
4 Lubricating oil service tank
D-BB 32/40 Page 5 - 37

Legend
Engine Nominal diameter ND (mm)
A B C D
32/40 100 125 40 125
0502-0800MB2.fm
Page 5 - 38 32/40 D-BB

5.3.1 Cooling water system diagram
5.3 Water systems
Figure 5-12 Cooling water system diagram – Single engine plant

0503-0000MA2.fm
C-BD 32/40, 51/60DF Page 5 - 39

Legend
Components
1,2FIL-019 Sea water filter Heat exchanger fo heat recovery
1,3FIL-021 Strainer of commissioning MOD-004 Preheating module
H-020 Preheater main engine MOD-005 Nozzle cooling module
1HE-002 Lube oil cooler 1MOV-002 HT cooling water temperature control

valve
1,2HE-003 Cooler HT/sea water 1MOV-003 CATCO
HE-005 Nozzle cooling water cooler MOV-016 LT cooling water temperature control
valve
HE-007 Diesel oil coolers (quantity accord- 1P-002 Pump for HT cooling water (engine
ing to plant) driven)
1HE-008 Charge air cooler (stage 2) 2P-002 Pump for for HT cooling water (free
standing)
1HE-010 Charge air cooler (stage 1) 1,2P-062 Sea water pump
HE-022 Governor oil cooler (depending on 1P-076 Pump for LT cooling water (engine
plant) driven)
1,2HE-024 Cooler LT/sea water 2P-076 Pump for LT cooling water (free stand-
ing)
HE-025 Diesel oil coolers (quantity accord- T-002 Cooling water expansion tank HT
ing to plant)
HE-029 Generator cooler (depending on T-075 Cooling water expansion tank LT

plant)
HE-032/HE-026 Fresh water generator TC Temperature control by SaCoSone
Major cooling water engine connections
3172 Reserve (for external HT pump) 4148 Compressor wheel cooling outlet
3171/3199 Inlet/outlet HT cooling water 4173/4190 Inlet/outlet LT pump
3471/3499 Inlet/outlet nozzle cooling 4171/4199 Inlet/outlet charge air cooler (stage 2)
3572/3587 Inlet/outlet governor cooler Drains and ventings are not shown
(depending on plant)
Connections to the nozzle cooling water module
N1, N2 Return/feeding of engine nozzle N3, N4 Inlet/outlet LT cooling water

cooling water
0503-0000MA2.fm
Page 5 - 40 32/40, 51/60DF C-BD

0503-0000MA2.fm
Figure 5-13 Cooling water system diagram – Twin engine plant
C-BD 32/40, 51/60DF Page 5 - 41

Legend
Components
1,2FIL-019 Sea water filter 1,2MOD-004 Preheating module
1,2,3FIL-021 Strainer of commissioning MOD-005 Nozzle cooling module
1,2H-020 Preheater main engine 1,2MOV-002 HT cooling water temperature control

valve
1,2HE-002 Lube oil cooler 1,2MOV-003 CATCO
1,2HE-003 Cooler HT/sea water MOV-016 LT cooling water temperature control

valve
HE-005 Nozzle cooling water cooler 1,3P-002 Pump for HT cooling water (engine
driven)
HE-007 Diesel oil coolers (quantity accord- 2,4P-002 Pump for for HT cooling water (free
ing to plant) standing)
1,2HE-008 Charge air cooler (stage 2) 1,2P-062 Sea water pump
1,2HE-010 Charge air cooler (stage 1) 1,3P-076 Pump for LT cooling water (engine
driven)
1,2HE-024 Cooler LT/sea water 2,4P-076 Pump for LT cooling water (free stand-
ing)
HE-025 Diesel oil coolers (quantity accord- T-002 Cooling water expansion tank HT
ing to plant)
HE-029 Generator cooler (depending on T-075 Cooling water expansion tank LT

plant)
1,2HE-032/HE-026 Frech water generator TC Temperature control by SaCoSone
Heat exchanger fo heat recovery
Major cooling water engine connections
3172 Reserve (for external HT pump) 4173/4190 Inlet/outlet LT pump
3171/3199 Inlet/outlet HT cooling water 4171/4199 Inlet/outlet charge air cooler (stage 2)
3471/3499 Inlet/outlet nozzle cooling Drains and ventings are not shown
4148 Compressor wheel cooling outlet
Connections to the nozzle cooling water module
N1, N2 Return/feeding of engine nozzle N3, N4 Inlet/outlet LT cooling water

cooling water
0503-0000MA2.fm
Page 5 - 42 32/40, 51/60DF C-BD

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 freshwater 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. • Cooler for circulation fuel oil feeding part
For the design data of the system components (HE-025)
shown in the diagram see "Section: Planning data for • Other components such as, e. g., auxiliary en-
emission standard IMO Tier II". gines (GenSets)
The cooling water is to be conditioned using a cor- LT cooling water pumps can be either of engine-
rosion inhibitor, see "Section 4.11: Specification for en- driven or electrically-driven type.
gine cooling water, page 4-37".
The system components of the LT cooling water
LT = Low temperature circuit are designed for a max. LT cooling water
HT = High temperature temperature of 38 °C with a corresponding sea-
water temperature of 32 °C (tropical conditions).
Cooler dimensioning, general
However, the capacity of the LT cooler (HE-024) is
For coolers operated by seawater (not treated wa- determined by the temperature difference be-
ter), lube oil or MDO/MGO on the primary side and tween seawater and LT cooling water. Due to this
treated freshwater on the secondary side, an ad- correlation an LT freshwater temperature of 32 °C
ditional safety margin of 10 % related to the heat can be ensured at a seawater temperature of
transfer coefficient is to be considered. If treated 25 °C.
water is applied on both sides, MAN Diesel &
Turbo does not insist on this margin. To meet the IMO Tier I/IMO Tier II regulations the
set point of the temperature regulator valve
In case antifreeze is added to the cooling water, (MOV-016) is to be adjusted to 32 °C. However
the corresponding lower heat transfer is to be tak- this temperature will fluctuate and reach at most
en into consideration. 38 °C with a seawater temperature of 32 °C (trop-
The cooler arrangement has to ensure venting and ical conditions).
draining facilities for the cooler. The charge air cooler stage 2 (HE-008) and the
lube oil cooler (HE-002) are installed in series to
obtain a low delivery rate of the LT cooling water
pump (P-076).
0503-0000MA2.fm
C-BD 32/40, 51/60DF Page 5 - 43

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 valve with a linear characteristic. It is to be installed
as a mixing valve. It maintains the LT cooling water
water required for the charge-air cooler stage 2
at set-point temperature, which is 32 °C.
and the other coolers.
The three-way valve is to be designed for a pres-
For operating auxiliary engines (GenSets) in port,
sure loss of 0.3 – 0.6 bar. It is to be equipped with
the installation of an additional smaller pump is
an actuator with normal positioning speed (high
recommendable.
speed not required). The actuator must permit
MOV-003/Temperature control valve for charge air cooler manual emergency adjustment.
This three-way valve is to be installed as a mixing Caution!
valve.
For engine operation with reduced NOx emis-
It serves two purposes: 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-
fore charge air cooler stage 2 (HE-008) is to be
2. The valve reduces the accumulation of con- maintained.
densed water during engine operation under
tropical conditions by regulation of the charge Fil-021/Strainer
air temperature. Below a certain intake air tem- In order to protect the engine and system compo-
perature the charge air temperature is kept nents, several strainers are to be provided at the
constant. When the intake temperature rises, places marked in the diagram before taking the
the charge air temperature will be increased ac- engine into operation for the first time. The mesh
cordingly. size is 1 mm.
HE-005/Nozzle cooling water cooler
The three-way valve is to be designed for a pres-
sure loss of 0.3 – 0.6 bar and is to be equipped The nozzle cooling water system is a separate and
with an actuator with high positioning speed. The closed cooling circuit. It is cooled down by LT
actuator must permit manual emergency adjust- cooling water via the nozzle cooling watercooler
ment. (HE-005). For heat data, flow rates and tolerances
see "Section: Planning data for emission standard
HE-002/Lube oil cooler
IMO Tier II". For the description of the principal de-
For the description see "Section 5.2.2: Lube oil system sign criteria for coolers see "Paragraph: Cooler dimen-
description, page 5-15". For heat data, flow rates and sioning, general, page 5-43". For plants with two main
tolerances see "Section: Planning data for emission engines only one nozzle cooling water cooler
standard IMO Tier II". For the description of the prin- (HE-005) is needed. As an option a compact noz-
cipal design criteria see "Paragraph: Cooler dimen- zle-cooling module (MOD-005) can be delivered,
sioning, general, page 5-43". see "Section 5.3.7: Nozzle cooling water module, page
5-61". For plants with two main engines only one
HE-024/LT cooling water cooler
nozzle-cooling module is required.
For heat data, flow rates and tolerances of the
heat sources see "Section: Planning data for emission
0503-0000MA2.fm
standard IMO Tier II". For the description of the prin-

cipal design criteria for coolers see "Paragraph:
Cooler dimensioning, general, page 5-43".
Page 5 - 44 32/40, 51/60DF C-BD

HE-007/MDO/Pilot fuel, MDO/MGO cooler be provided with an individual engine driven HT

cooling water pump. Alternatively common electri-
This cooler is required to dissipate the heat of the
cally-driven HT cooling water pumps may be used
fuel injection pumps during MDO/MGO operation.
for all engines. However, an individual HT temper-
For the description of the principal design criteria
ature control valve is required for each engine. The
for coolers see "Paragraph: Cooler dimensioning, gen-
total cooler and pump capacities are to be adapt-
eral, page 5-43". For plants with more than one en-
ed accordingly.
gine, connected to the same fuel oil system, only
one MDO/MGO cooler is required. The shipyard is responsible for the correct cooling
water distribution, ensuring that each engine will
HE-025/Cooler for circulation fuel oil feeding part
be supplied with cooling water at the flow rates re-
See "Section 5.4.4: Heavy fuel oil (HFO) supply system, quired by the individual engines, under all operat-
page 5-79". ing conditions. To meet this requirement, e. g.,
T-075/LT cooling water expansion tank orifices, flow regulation valves, by-pass systems
etc. are to be installed where necessary.
The effective tank capacity should be high enough
to keep approx. 2/3 of the tank content of T-002. H-001/Preheater
In case of twin-engine plants with a common cool- Before starting a cold engine, it is necessary to
ing water system, the tank capacity should be by preheat the waterjacket up to 60 °C.
approx. 50 % higher. The tanks T-075 and T-002
For the total heating power required for preheating
should be arranged side by side to facilitate instal-
the HT cooling water from 10 °C to 60 °C within 4
lation. In any case the tank bottom must be in-
hours see "Table 5-10: Heating power".
stalled above the highest point of the LT system at
any ship inclination. For the recommended instal-
lation height and the diameter of the connecting Engine type 32/40 48/60B
32/44CR 48/60CR
pipe, see "Table: Service tanks capacity” in "Section:
51/60DF
Planning data for emission standard IMO Tier II – Filling
volumes and flow resistances". L+V L+V
HT Cooling water circuit Min. heating power 6 14

(kW/cylinder)
General
Table 5-10 Heating power
The HT cooling water system consists of the fol-
lowing coolers and heat exchangers: These values include the radiation heat losses
from the outer surface of the engine. Also a margin
• Charge air cooler stage 1 (HE-010) of 20 % for heat losses of the cooling system has
• Cylinder cooling been considered.
• HT cooler (HE-003) A secondary function of the preheater is to provide

heat capacity in the HT cooling water system dur-
• Heat utilisation, e. g. freshwater generator ing engine part load operation. This is required for
(HE-026) marine plants with a high freshwater requirement,
• HT cooling water preheater (H-020) e. g. on passenger vessels, where frequent load
changes are common. It is also required for ar-
The HT cooling water pumps can be either of en- rangements with an additional charge air preheat-
gine-driven or electrically-driven type. The outlet ing by deviation of HT cooling water to the charge
temperature of the cylinder cooling water at the air cooler stage 2 (HE-008). In this case the heat
engine is to be adjusted to 90 °C. output of the preheater is to be increased by ap-
0503-0000MA2.fm
For HT cooling water systems, where more than prox. 50 %.

one main engine is integrated, each engine should
C-BD 32/40, 51/60DF Page 5 - 45

An electrically driven pump becomes necessary to HE-026/Freshwater generator

circulate the HT cooling water during preheating.
The freshwater generator must be switched off au-
For the required minimum flow rate see "Table 5-11:
tomatically when the cooling water temperature at
Minimum flow rate during preheating and post-cooling".
the engine outlet drops below 88 °C.
Numbers of cyl- Minimum flow rate required dur- This will prevent operation of the engine at too low
inders ing preheating and post-cooling temperatures.
m3/h
HE-003/HT cooling water cooler
For heat data, flow rates and tolerances of the
32/40 48/60B heat sources see "Section: Planning data for emission
32/44CR 48/60CR
51/60DF
standard IMO Tier II". For the description of the prin-
cipal design criteria for coolers see "Paragraph:
6L 7.2 14 Cooler dimensioning, general, page 5-43".
7L 8.4 16 HT temperature control
8L 9.6 18 The HT temperature control system consists of the
9L 10.8 20
following components:
10L 12.0 -
• The temperature controllers are available as
software functions inside the Gateway Module
12V 14.4 28 of SaCoSone. The temperature controllers are
14V 16.8 30 operated by the displays at the operating pan-
els as far as it is necessary. From the Interface
16V 19.2 30 Cabinet the relays actuate the control valves.
18V 21.6 30 • 1 electrically activated three-way mixing valve
20V 24.0 - with linear characteristic curve (MOV- 002)
Table 5-11 Minimum flow rate during preheating and • 1 temperature sensor TE, directly downstream
post-cooling of the three-way mixing valve in the supply pipe
to charge-air cooler stage 1 (for EDS visualisa-
The preheating of the main engine with cooling tion and control of preheater valve)
water from auxiliary engines is also possible, pro-
vided that the cooling water is treated in the same • 1 temperature sensor TE, directly downstream
way. In that case, the expansion tanks of the two of the engine outlet
cooling systems have to be installed at the same It serves to maintain the cylinder cooling water
level. Furthermore, it must be checked whether temperature constantly at 90 °C at the engine
the available heat is sufficient for preheating the outlet – even in the case of frequent load
main engine. This depends on the number of aux- changes – and to protect the engine from ex-
iliary engines in operation and their load. It is rec- cessive thermal load. For adjusting the outlet
ommended to install a separate preheater for the water temperature (constantly to 90 °C) to en-
main engine, as the available heat from the auxilia- gine load and speed, the cooling water inlet
ry engines may be insufficient during operation in temperature is controlled. The electronic water
the port. temperature controller recognizes deviations
As an option MAN Diesel & Turbo can supply a by means of the sensor at the engine outlet and
compact preheating module (MOD-004). One afterwards corrects the reference value accord-
module for each main engine is required. ingly.
0503-0000MA2.fm
• The electronic temperature controller is in-

stalled in the switch cabinet of the engine room.
Page 5 - 46 32/40, 51/60DF C-BD

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 freshwater system: with this small pump. However, the pump used to
cool down the engine, has to be electrically driven
• The temperature sensor is to be installed in the
and started automatically after engine shut down.
supply pipe to stage 1 of the charge-air cooler.
To ensure instantaneous measurement of the None of the cooling water pumps is a self-priming
mixing temperature of the three-way mixing centrifugal pump.
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
FSH-002/Condensate monitoring tank
equipped with an actuator of high positioning
(not indicated in the diagram)
speed. The actuator must permit manual emer-
gency adjustment. Only for acceptance by Bureau Veritas:
• The pipes within the system are to be kept as The condensate deposition in the charge air cool-
short as possible in order to reduce the dead er is drained via the condensate monitoring tank.
times of the system, especially the pipes be- A level switch releases an alarm when condensate
tween the three-way mixing valve and the inlet is flooding the tank.
of the charge-air cooler stage 1 which, are crit- T-002/HT cooling water expansion tank
ical for the control.
The expansion tank compensates changes in sys-
The same system is required for each engine, also tem volume and losses due to leakages. It is to be
for multi-engine installations with a common HT arranged in such a way, that the tank bottom is sit-
freshwater system. uated above the highest point of the system at any
In case of a deviating system layout, MAN Diesel & ship inclination. The expansion pipe should empty
Turbo is to be consulted. into the suction pipe as close to the pump as pos-
sible. For the required volume of the tank, the rec-
P-002/HT cooling water pumps
ommended installation height and the diameter of
As an option the engine is available with an at- the connecting pipe, see "Table: Service tanks capac-
tached (engine driven) HT cooling water pump. Al- ity” in "Section: Planning data for emission standard
ternatively also electrically driven HT cooling water IMO Tier II – Filling volumes and flow resistances".
pumps can be used.
Tank equipment:
The standby pump has to be of the electrically
• Sight glass for level monitoring
driven type.
• Low-level alarm switch
It is required to cool down the engine for a period
of 15 minutes after shut down. For this purpose • Overflow and filling connection
the standby pump can be used. In the case that • Inlet for corrosion inhibitor
neither an electrically driven HT cooling water
pump nor an electrically driven standby pump is
installed (e. g. multi-engine plants with engine driv-
en HT cooling water pump without electrically driv-
en HT standby pump, if applicable by the
classification rules), it is possible to cool down the
0503-0000MA2.fm
engine by the separate small preheating pump,

see "Table 5-11: Minimum flow rate during preheating
and post-cooling", or if the optional preheating unit
C-BD 32/40, 51/60DF Page 5 - 47

0503-0000MA2.fm
Page 5 - 48 32/40, 51/60DF C-BD

5.3.2 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 - 49

0503-0200MA2.fm
Page 5 - 50 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF G-AJ

5.3.3 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. "Table: Operating pressures" in "Sec-
tion: Engine and operation – Planning data –
Operating/services temperatures 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
0503-0300MA2.fm
freshwater from a small tank.
E-BC 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF Page 5 - 51

0503-0300MA2.fm
Page 5 - 52 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF E-BC

5.3.4 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 5-12 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 5-13 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 - 53
Figure 5-14 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 - 54 LJ__
5.3.5 Turbine washing device, HFO-operation

0503-1200MA2.fm
Figure 5-15 Cleaning turbine
L-AJ 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS Page 5 - 55

0503-1200MA2.fm
Page 5 - 56 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 48/60TS L-AJ

5.3.6 Nozzle cooling system

Nozzle cooling system diagram
0503-040aMA2.fm
Figure 5-16 Nozzle cooling system
L-BA 32/40, 35/44DF, 48/60B, 48/60CR, 48/60TS Page 5 - 57

Legend
D-001 Diesel engine T-076 Nozzle cooling water expansion tank
FIL-021 Strainer, cooling water system, for com- TCV-005 Temperature control valve for nozzle cool-
missioning ing water
HE-005 Nozzle cooling water cooler FBV-020 Flow balancing valve
P-005 Nozzle cooling water pump 3471 Nozzle cooling water inlet
P-031 Filling pump 3495 Nozzle cooling water drain
T-039 Cooling water storage tank 3499 Nozzle cooling water outlet
Nozzle cooling system description

General One system can be installed for two engines.
In HFO operation, the nozzles of the fuel injection T-076/Expansion tank
valves are cooled by freshwater circulation, there-
For the installation height above the crankshaft
fore a nozzle cooling water system is required. It is
centreline see "Section: Engine and operation –
a separate and closed system re-cooled by the LT
Planning data".
cooling water system, but not directly in contact
with the LT cooling water. The nozzle cooling water If there is not enough room to install the tank at the
is to be treated with corrosion inhibitor according prescribed height, an alternative pressure system
to MAN Diesel & Turbo specification see "Section of modular design is available, permitting installa-
4.11: Specification for engine cooling water, page 4-37". tion at the engine room floor level next to the en-
gine (see system drawing overleaf).
Note!
The system is to be closed with an over-/under-
In diesel engines designed to operate preva-
pressure valve on tank top to prevent flashing to
lently on HFO the injection valves are to be
steam.
cooled during operation on HFO. In the case of
MGO or MDO operation exceeding 72 h, the HE-005/Cooler
nozzle cooling is to be switched off and the The cooler is to be connected in the LT cooling
supply line is to be closed. The return pipe, water circuit according to schematic diagram.
however, has to remain open. Cooling of the nozzle cooling water is effected by
In diesel engines designed to operate exclu- the LT cooling water.
sively on MGO or MDO (no HFO operation pos- If an antifreeze is added to the cooling water, the
sible), nozzle cooling is not required. The resulting lower heat transfer rate must be taken
nozzle cooling system is omitted. into consideration. The cooler is to be provided
In dual-fuel engines (liquid fuel and gas) the with venting and draining facilities.
nozzles are to be cooled according to the en- TCV-005/Temperature control valve
gine design.
The temperature control valve with thermal-ex-
P-005/Cooling water pump pansion elements regulates the flow through the
The centrifugal (non self-priming) pump discharg- cooler to reach the required inlet temperature of
es the cooling water via cooler HE-005 and the the nozzle cooling water. It has a regulating range
strainer FIL-021 to the header pipe on the engine from approx. 50 °C (valve begins to open the pipe
0503-040aMA2.fm
and then to the individual injection valves. From from the cooler) to 60 °C (pipe from the cooler
here, it is pumped through a manifold into the ex- completely open).
pansion tank from where it returns to the pump.
Page 5 - 58 32/40, 35/44DF, 48/60B, 48/60CR, 48/60TS L-BA

FIL-021/Strainer
To protect the nozzles for the first commissioning
of the engine a strainer has to be provided. The
mesh size is 0.25 mm.
TE/Temperature sensor
The sensor is mounted upstream of the engine
and is delivered loose by MAN Diesel & Turbo.
Wiring to the common engine terminal box is
present.
0503-040aMA2.fm
L-BA 32/40, 35/44DF, 48/60B, 48/60CR, 48/60TS Page 5 - 59

0503-040aMA2.fm
Page 5 - 60 32/40, 35/44DF, 48/60B, 48/60CR, 48/60TS L-BA

5.3.7 Nozzle cooling water module

Nozzle cooling system description cooling water system. By means of a temperature
control valve, the nozzle cooling water tempera-
General
ture upstream of the nozzles is kept constant. The
In HFO operation, the nozzles of the fuel injection performance of the service pump is monitored
valves are cooled by freshwater circulation, there- within the module by means of a flow switch. If re-
fore a nozzle cooling water system is required. It is quired, the optional standby pump integrated in
a separate and closed system re-cooled by the LT the module, is started.
cooling water system, but not directly in contact
Throughput 0.8 – 10.0 m³/h nozzle cooling water,
with the LT cooling water. The nozzle cooling water
suitable for cooling of all number of cylinders of the
is to be treated with corrosion inhibitor according
current engine types and for single or double en-
to MAN Diesel & Turbo specification see, "Section
gine plants.
4.11: Specification for engine cooling water, page 4-37".
Required flow rates for the respective engine types
Note!
and number of cylinders see "Section: Planning da-
In diesel engines designed to operate preva- ta".
lently on HFO the injection valves are to be
cooled during operation on HFO. In the case of
MGO or MDO operation exceeding 72 h, the
nozzle cooling is to be switched off and the
supply line is to be closed. The return pipe,
however, has to remain open.
In diesel engines designed to operate exclu-
sively on MGO or MDO (no HFO operation pos-
sible), nozzle cooling is not required. The
nozzle cooling system is omitted. In dual-fuel
engines (liquid fuel and gas) the nozzles are to
be cooled according to the engine design.
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-
0503-0500MA2.fm
zle cooling water can be checked for contamina-

tion. The heat exchanger is integrated in the LT
D-BD 32/40, 48/60B, 48/60CR, 48/60TS Page 5 - 61

Figure 5-17 Example: Compact nozzle cooling water module

0503-0500MA2.fm
Page 5 - 62 32/40, 48/60B, 48/60CR, 48/60TS D-BD

0503-0500MA2.fm
Figure 5-18 Nozzle cooling water module
D-BD 32/40, 48/60B, 48/60CR, 48/60TS Page 5 - 63

Legend
D-001 Diesel engine T-076 Nozzle cooling water expansion tank
FIL-021 Strainer for commissioning TCV-005 Temperature control valve for nozzle
cooling water
HE-005 Nozzle cooling water cooler 3471 Nozzle cooling water inlet
MOD-005 Nozzle cooling water module 3495 Nozzle cooling water drain
P-005 Nozzle cooling water pump 3499 Nozzle cooling water outlet
T-039 Cooling water storage tank
0503-0500MA2.fm
Page 5 - 64 32/40, 48/60B, 48/60CR, 48/60TS D-BD

5.3.8 Preheating module
Figure 5-19 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 - 65
0503-0800MA2.fm
Page 5 - 66 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 
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-  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 - 67


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 - 68 32/40, 32/44K, 48/60B, 48/60TS C-BD

0504-0000MA2.fm
Figure 5-20 MDO treatment system
C-BD 32/40, 32/44K, 48/60B, 48/60TS Page 5 - 69

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 - 70 32/40, 32/44K, 48/60B, 48/60TS C-BD

5.4.2 Marine diesel oil (MDO) supply system for diesel engines
0504-0200MA2.fm
Figure 5-21 Fuel supply (MDO) – Single engine plant
B-BA 32/40, 48/60B, 48/60TS Page 5 - 71

Legend
D-001 Diesel engine 1,2 T-003 MDO service tank
FIL-003 Automatic filter T-006 Leakage oil collecting tank
FIL-011 Stand-by filter T-015 Diesel oil storage tank
FSH-001 Leakage fuel oil monitoring tank T-021 Sludge tank
HE-007 MDO cooler 5271 MDO inlet
PCV-008 Pressure retaining valve 5293 Leakage fuel pipe from supervising
1,2 P-008 Supply pumps 5294 Leakage fuel drain
1,2 STR-010 Strainer 5299 MDO outlet
Note!
Engines 32/44CR and L48/60B: FSH-001 attached on the engine, 5293 downstream of FSH-001.
0504-0200MA2.fm
Page 5 - 72 32/40, 48/60B, 48/60TS B-BA

0504-0200MA2.fm
Figure 5-22 Fuel supply (MDO) – Twin engine plant
B-BA 32/40, 48/60B, 48/60TS Page 5 - 73

Legend
CF-003 MDO separator 1,2 STR-010 Strainer
1,2 D-001 Diesel engine 1,2 T-003 MDO service tank
1,2 FBV-010 Flow balancing valve T-006 Leakage oil collecting tank
FIL-003 Automatic filter T-015 MDO storage tank
FIL-013 Fuel duplex filter T-021 Sludge tank
1,2 FSH-001 Leakage fuel oil monitoring tank 5271 MDO inlet
HE-007 MDO cooler 5293 Leakage fuel pipe from supervising
PCV-008 Pressure retaining valve 5294 Leakage fuel drain
1,2 PCV-011 Spill valve 5299 MDO outlet
1,2 P-008 Supply pumps - -
Note!
• Engines 32/44CR and L48/60B: FSH-001 attached on the engine, 5293 downstream of FSH-0001.
• Engine 32/44CR: FIL-013 attached on the engine, 5271 upstream of FIL-013.
0504-0200MA2.fm
Page 5 - 74 32/40, 48/60B, 48/60TS B-BA

5.4.3 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 - 75

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. 
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  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.
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
0504-0300MA2.fm
components.
Page 5 - 76 32/40, 32/44K, 48/60B, 48/60TS, 51/60DF C-BD

0504-0300MA2.fm
Figure 5-23 HFO treatment system
C-BD 32/40, 32/44K, 48/60B, 48/60TS, 51/60DF Page 5 - 77

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 - 78 32/40, 32/44K, 48/60B, 48/60TS, 51/60DF C-BD

5.4.4 Heavy fuel oil (HFO) supply 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 5-14 Injection viscosity and temperature after final preheater

1)
For fuel viscosity depending on fuel temperature, see "Section 4.9: Viscosity-temperature diagram (VT diagram), page 4-33".
The indicated pressures are minimum require- The heating coils are to be designed for a tank
ments due to the fuel characteristic. Nevertheless, temperature of 75 °C.
to meet the required fuel pressure at the engine in-
The rules and regulations for tanks issued by the
let (see "Section: Engine and operation – Planning da-
classification societies must be observed.
ta"), the pressure in the mixing tank and booster
circuit becomes significant higher as indicated in T-003/MDO/MGO service tank
this table.
The classification societies specify that at least
T-022/Heavy fuel oil service tank two service tanks are to be installed on board. The
minimum volume of each tank should, in addition
The heavy fuel oil cleaned in the separator is
to the MDO/MGO consumption of the generating
passed to the service tank, and as the separators
sets, enable an eight-hour full load operation of the
are in continuous operation, the tank is always
main engine.
kept filled. To fulfil this requirement it is necessary
Cleaning of the MDO/MGO by an additional sepa-
to fit the heavy fuel oil service tank
rator should, in the first place, be designed to
T-022 with overflow pipes, which are connected
meet the requirements of the diesel alternator sets
with the setting tanks T-016. The tank capacity is
on board. The tank should be provided, like the
to be designed for at least eight-hours' fuel supply
heavy fuel oil service tank, with a sludge space
at full load so as to provide for a sufficient period
with sludge drain valve and with an overflow pipe
of time for separator maintenance. The tank
from the MDO/MGO service tank
should have a sludge space with a tank bottom in-
T-003 to the MDO/MGO storage tank T-015.
clination of preferably 10°, with sludge drain valves
at the lowest point, and is to be equipped with
heating coils.
0504-0400PA.fm
The sludge must be drained from the service tank

at regular intervals.
H-BC 48/60TS Page 5 - 79

CK-002/Three way valve STR-010/Y-type strainer

This valve is used for changing over from To protect the feed pumps, an approx. 0.5 mm
MDO/MGO operation to heavy fuel operation and gauge (sphere-passing mesh) strainer is to be in-
vice versa. Normally it is operated manually, and it stalled at the suction side of the pump.
is equipped with two limit switches for remote in-
dication and suppression of alarms from the vis- P-018/Supply pump
cosity measuring and control system during The volumetric capacity must be at least 160 % of
MDO/MGO operation. max. fuel consumption.
QP1 = P1 x brISO x f4
Required supply pump delivery capac- QP1 l/h

ity with HFO at 90 °C:
Engine output at 100 % MCR: P1 kW
Specific engine fuel consumption (ISO) brISO g/kWh

at 100 % MCR
Factor for pump dimensioning f4 l/g

• For diesel engines operating on main
fuel HFO:
f4 = 2.00 x 10–3
• For diesel engines installed in
dredges operating on main fuel HFO:
f4 = 2.02 x 10–3
Note!
The factor f4 includes the following parameters:
• 160 % fuel flow
• Main fuel: HFO 380 mm2/50 °C
• Attached lube oil and cooling water pumps
• Tropical conditions
• Realistic lower heating value
• Specific fuel weight at pumping temperature
• Tolerance
In case more than one engine is connected to the
same fuel system, the pump capacity has to be
increased accordingly.
Table 5-15 Simplified supply pump dimensioning
The delivery height of the supply pump shall be se-

lected according to the required system pressure
(see "Table 5-14: Injection viscosity and temperature af-
ter final preheater") the required pressure in the mix-
ing tank and the resistance of the automatic filter,
flow meter and piping system.
0504-0400PA.fm
Page 5 - 80 48/60TS H-BC

Conventional fuel injection

system
32/40, 48/60B, 48/60TS
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 5-16 Example for the determination of the expected operating delivery height of the supply pump
It is recommended to install supply pumps de- Fil-003/Automatic filter

signed for the following pressures:
Only filters have to be used, which cause no pres-
Engines with conventional fuel injection system: sure drop in the system during flushing.
Design delivery height 7.0 bar, design output pres-
sure 7.0 bar g. Conventional fuel
injection system
Engines common rail injection system: Design
32/40,
delivery height 8.0 bar, design output pressure 48/60B,
8.0 bar g. 48/60TS
HE-025/Finned-tube cooler Filter mesh width (mm) 0.034
If no fuel is consumed in the system while the Design pressure PN10

pump is in operation, the finned-tube cooler pre- Table 5-17 Required filter mesh width (sphere passing
vents excessive heating of the fuel. mesh)
Its cooling surface must be adequate to dissipate
Design criterion is the filter area load specified by
the heat that is produced by the pump to the am-
the filter manufacturer. The automatic filter has to
bient air.
be installed in the plant (is not attached on the en-
PCV-009/Pressure limiting valve gine).
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
to the pump suction side.
0504-0400PA.fm
H-BC 48/60TS Page 5 - 81

T-011/Mixing tank perature equalisation within 5 minutes in the case

of half-load consumption.
The mixing tank compensates pressure surges
which occur in the pressurised part of the fuel sys- The tank shall be designed for the maximum pos-
tem. For this purpose, there has to be an air cush- sible service pressure, usually approx. 10 bar and
ion in the tank. As this air cushion is exhausted is to be accepted by the classification society in
during operation, compressed air (max. 10 bar) question.
has to be refilled via the control air connection from
The expected operating pressure in the mixing
time to time.
tank depends on the required fuel oil pressure at
Before prolonged shutdowns the system is the inlet (see "Section: Engine and operation – Planning
changed over to MDO/MGO operation. The tank data " and the pressure losses of the installed com-
volume shall be designed to achieve gradual tem- ponents and pipes).

system
32/40, 48/60B, 48/60TS
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

operating pressure in the mixing tank is (for all HFO
viscosities) higher than the min. required fuel pres-
sure (see "Table 5-14: Injection viscosity and tempera-
ture after final preheater").
0504-0400PA.fm
Page 5 - 82 48/60TS H-BC

P-003/Booster pumps has to be at least 300 % of maximum fuel oil con-

sumption at injection viscosity.
To cool the engine mounted high pressure injec-
tion pumps, the capacity of the booster pumps
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
The delivery head of the booster pump is to be ad-

justed to the total resistance of the booster sys-
tem.

system
32/40, 48/60B, 48/60TS
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

0504-0400PA.fm
Table 5-20 Example for the determination of the expected operating delivery height of the booster pump
H-BC 48/60TS Page 5 - 83

It is recommended to install booster pumps de- VI-001/Viscosity measuring and control device
signed for the following pressures:
This device regulates automatically the heating of
Engines with conventional fuel injection system: the final-preheater depending on the viscosity of
Design delivery height 7.0 bar, design output pres- the bunkered fuel oil, so that the fuel will reach the
sure 10.0 bar g. nozzles with the viscosity required for injection.
Engines common rail injection system: Design de-
Fil-013/Duplex filter
livery height 10.0 bar, design output pressure
14.0 bar g. This filter is to be installed upstream of the engine
and as close as possible to the engine.
H-004/Final preheater The emptying port of each filter chamber is to be
fitted with a valve and a pipe to the sludge tank. If
The capacity of the final-preheater shall be deter-
the filter elements are removed for cleaning, the fil-
mined on the basis of the injection temperature at
ter chamber must be emptied. This prevents the
the nozzle, to which 4 K must be added to com-
dirt particles remaining in the filter casing from mi-
pensate for heat losses in the piping.
grating to the clean oil side of the filter.
The piping for both heaters shall be arranged for
separate and series operation. Design criterion is the filter area load specified by
the filter manufacturer.
Parallel operation with half the throughput must be
avoided due to the risk of sludge deposits.
Conventional fuel injection system

32/40, 48/60B, 48/60TS
Filter mesh width (mm) 0.034
Design pressure PN16
Table 5-21 Required filter mesh width (sphere passing mesh)
FSH-001/Leakage fuel monitoring tank

Engine Type Attached To be installed in
on the the plant close to High pressure pump overflow and escaping fuel
engine the engine from burst control pipes is carried to the monitor-
ing tanks from which it is drained into the leakage
L32/40 - X
oil collecting tank. The float switch mounted in the
V32/40 - X tanks must be connected to the alarm system.
L48/60B, 48/60TS - X The classification societies require the installation
V48/60B, 48/60TS - X
of monitoring tanks for unmanned engine rooms.
Lloyd's Register specify monitoring tanks for
Table 5-22 Position of the duplex filter manned engine rooms as well.
FBV-010/Flow balancing valve (throttle valve)
The flow balancing valve at engine outlet is to be
installed only (one per engine) in multi-engine ar-
rangements connected to the same fuel system. It
is used to balance the fuel flow through the en-
gines. Each engine has to be feed with its correct,
individual fuel flow.
0504-0400PA.fm
Page 5 - 84 48/60TS H-BC

HE-007/CK-003 MDO/MGO cooler/three way cock

Engine Leakage fuel Leakage fuel moni-
Type monitoring toring tanks to be The propose of the MDO/MGO cooler is to ensure
tanks installed in the plant that the viscosity of MDO/MGO will not become
attached on close to the engine too fluid in engine inlet.
the engine
With CK-003, the MDO/MGO cooler HE- 007 has
L32/40 - X to be opened when the engine is switched over to
V32/40 - X MDO/MGO operation.
L48/60B, X - That way, the MDO/MGO, which was heated while
48/60TS circulating via the injection pumps, is re-cooled
before it is returned to the mixing tank
V48/60B, - X
48/60TS T-011. Switching on the MDO/MGO cooler may
be effected only after flushing the pipes with
Table 5-23 Position of the leakage fuel monitoring tank MDO/MGO. The MDO/MGO cooler is cooled by
LT cooling water.
T-006/Leakage oil collecting tank for fuel and lube oil
The design pressure of the MDO cooler is PN 16.
Dirty leak fuel and leak oil are collected in the leak-
age oil collecting tank. It must be emptied into the
sludge tank. PC = P1 x brISO x f1
QC = P1 x brISO x f2
Engine type Leak rate for Leak rate for Cooler outlet temp. MDO/MGO1): Tout °C
HFO MGO Tout = 45 °C
l/cyl. x h l/cyl. x h Dissipated heat of the cooler PC kW
32/40 0.5 ... 1.0 0.6 … 1.1 MDO flow for thermal dimensioning of Qc l/h
the cooler2)
48/60B, 0.8 ... 1.3 0.9 … 1.5
48/60TS Engine output at 100 % MCR P1 kW
Table 5-24 Leak rate (fuel and lube oil together) for con- Specific engine fuel consumption (ISO) brISO g/kWh
ventional injection at 100 % MCR:
A high flow of dirty leakage oil will occur in case of Factor for dissipated heat f1 kWh/g
a pipe break, for short time only (< 1 min). Engine f1 = 2.01 x 10–5
will run down immediately after a pipe break alarm.
Factor for MDO/MGO flow f2 l/g
Leakage fuel flows pressure less (by gravity only) f2 = 2.80 x 10–3
from the engine into this tank (to be installed below
the engine connections). Pipe clogging must be Note!
avoided by trace heating and by a sufficient down- In case more than one engine, or different engines are
ward slope. connected to the same fuel system, the cooler capac-
ity has to be increased accordingly.
The content of T-006 must not be added to the en-
Table 5-25 Simplified MDO-cooler dimensioning for
gine fuel! It can be burned for instance in a waste
engines without common rail (32/40, 48/60B)
oil boiler.
1) This temperature has to be normally max. 45 °C. Only for
Withdrawal points for samples very light MGO fuel types this temperature has to be even
lower in order to preserve the min. admissible fuel viscosity
Points for drawing fuel oil samples are to be pro- in engine inlet (see "Section 4.9: Viscosity-temperature diagram
0504-0400PA.fm
vided upstream and downstream of each filter, to (VT diagram), page 4-33").
2) The max. MDO/MGO throughput is identical to the de livery
verify the effectiveness of these system compo-
quantity of the installed booster pump.
nents.
H-BC 48/60TS Page 5 - 85

The recommended pressure class of the MDO

cooler is PN16.
Note that the max. possible MDO flow through the
cooler is identical to the delivery quantity of the
supply pump P-008.
The cooler has to be dimensioned for a MDO out-
let temperature of 45 °C, for very light MGO
grades even lower outlet temperatures are re-
quired.
PCV-011/Pressure limiting valve

In case two engines are operated with one fuel
module, it has to be possible to separate one en-
gine at a time from the fuel circuit for maintenance
purposes. In order to avoid a pressure increase in
the pressurised system, the fuel, which cannot cir-
culate through the shut-off engine, has to be re-
routed via this valve into the return pipe. This valve
is to be adjusted so that rerouting is effected only
when the pressure, in comparison to normal oper-
ation (multi-engine operation), is exceeded.
V-002/Shut-off cock
The stop cock is closed during normal operation
(multi-engine operation). When one engine is sep-
arated from the fuel circuit for maintenance pur-
poses, this cock has to be opened manually.
T-008/Pressure peaks compensation tank

The injection nozzles cause pressure peaks in the
pressurised part of the fuel system. In order to pro-
tect the viscosity measuring and Control Unit,
these pressure peaks have to be equalised by a
compensation tank. The volume of the pressure
peaks compensation tank is 20 I.
Piping
We recommend to use pipes according to PN16
for the fuel system (see "Section 5.1.1: Engine pipe
connections and dimensions, page 5-3").
Material
The casing material of pumps and filters should be
EN-GJS (nodular cast iron), in accordance to the
0504-0400PA.fm
requirements of the classification societies.
Page 5 - 86 48/60TS H-BC

0504-0400PA.fm
Figure 5-24 HFO supply system – Single engine plant
H-BC 48/60TS Page 5 - 87

Legend
CF-002 Heavy fuel oil separator 1,2P-003 Booster pump
CF-003 Diesel fuel oil separator 1,2P-018 HFO supply pump
CK-002 Switching between MDO and HFO PCV-009 Pressure limiting valve
CK-003 Switching to MDO cooler 1,2STR-010 Strainer
D-001 Diesel engine 1,2T-003 Diesel oil service tank
FIL-003 Fuel oil automatic filter T-006 Leak oil tank
FIL-013 Fuel duplex filter T-008 Fuel oil dumper tank
FQ-003 Flowmeter fuel oil T-011 Fuel oil mixing tank
FSH-001 Leakage fuel oil monitoring tank T-015 Diesel oil storage tank
1,2H-004 Final heater HFO T-016 HFO settling tank
HE-007 Diesel oil/gas oil cooler T-021 Sludge tank
HE-025 Cooler for circulation fuel oil feeding part 1,2T-022 HFO service tank
MOD-008 Fuel oil module VI-001 Viscosimeter
Note!
Engine L48/60B: FSH-001 attached on the engine, 5693 downstream of FSH-001.
0504-0400PA.fm
Page 5 - 88 48/60TS H-BC

0504-0400PA.fm
Figure 5-25 HFO supply system – Twin engine plant
H-BC 48/60TS Page 5 - 89

Legend
CF-002 Heavy fuel oil separator 1,2 P-018 HFO supply pump
CF-003 Diesel fuel oil separator PCV-009 Pressure limiting valve
CK-002 Switching between MDO and HFO PCV-011 Spill in single engine operation
CK-003 Switching to MDO cooler 1,2 STR-010 Strainer
1,2 FBV-010 Flow balancing valve 1,2 T-003 Diesel oil service tank
FIL-003 Fuel oil automatic filter T-006 Leak oil tank
1,2 FIL-013 Fuel duplex filter T-008 Fuel oil dumper tank
FQ-003 Flowmeter fuel oil T-011 Fuel oil mixing tank
1,2 FSH-001 Leakage fuel oil monitoring tank T-015 Diesel oil storage tank
1,2 H-004 Final heater HFO T-016 HFO settling tank
HE-007 Diesel oil/gas oil cooler T-021 Sludge tank for HFO separator
HE-025 Cooler for circulation fuel oil feeding part 1,2 T-022 HFO service tank
MOD-008 Fuel oil module V-002 Shut-off cock
1,2 P-003 Booster pump VI-001 Viscosimeter
Note!
Engine L48/60B: FSH-001 attached on the engine, 5693 downstream of FSH-001.
0504-0400PA.fm
Page 5 - 90 48/60TS H-BC

5.5.1 Starting air system
5.5 Compressed air system

Marine main engines 1 T-007, 2 T-007/Starting air vessels
The compressed air supply to the engine plant re- The installation situation of the air vessels must en-
quires air vessels and air compressors of a capac- sure a good drainage of condensed water. Air ves-
ity and air delivery rating which will meet the sels must be installed with a downward slope
requirements of the relevant classification society sufficiently to ensure a good drainage of accumu-
(see "Section: Compressed air system – Starting air ves- lated condensate water.
sels, compressors").
The installation situation also has to ensure that
during emergency discharging of the safety valve
1 C-001, 2 C-001, 3 C-001/Air compressor
no persons can be compromised.
1 service compressor . . . . . . . . . . . . . 1 C-001
It is not allowed to weld supports (or other) on the
1 auxiliary compressor . . . . . . . . . . . . 2 C-001
air vessels. The original design must not be al-
1 Jet Assist compressor . . . . . . . . . . . 3 C-001
tered. Air vessels are to be bedded and fixed by
These are multi-stage compressor sets with safety use of external supporting structures.
valves, cooler for compressed air and condensate
traps. T-018/Air vessel for Jet Assist
The operational compressor is switched on by the Technical notes identical to 1 T-007, 2 T-007/
pressure control at low pressure, respectively starting air vessels.
switched off at max. service pressure.
As an alternative it is possible to omit the separate
A max. service pressure of 30 bar is required. The air vessel for Jet Assist (T-018). In this case, the
standard design pressure of the starting air ves- volume of the starting air vessels (1 T-007,
sels is 30 bar and the design temperature is 2 T-007) must be increased accordingly.
50 °C.
Piping
The service compressor is electrically driven, the
auxiliary compressor may also be driven by a die- The main starting pipe (engine connection 7171),
sel engine. The capacity of both compressors (1 connected to both air vessels, leads to the main
C-001 and 2 C-001) is identical. starting valve (MSV- 001) of the engine.
The total capacity of the compressors has to be A second 30 bar pressure line (engine connection
increased if the engine is equipped with Jet Assist. 7172) with separate connections to both air ves-
This can be met either by providing a larger service sels supplies the engine with control air. This does
compressor, or by an additional compressor not require larger air vessels.
(3 C-001). A line branches off the aforementioned control air
For special operating conditions such as, e. g., pipe to supply other air-consuming engine acces-
dredging service, the capacity of the compressors sories (e. g. lube oil automatic filter, fuel oil filter)
has to be adjusted to the respective requirements with compressed air through a separate 30/8 bar
of operation. pressure reducing station.
A third 30 bar pipe is required for engines with Jet
Assist (engine connection 7177). Depending on
0505-0000MA2.fm
the air vessel arrangement, this pipe can be

branched off from the starting air pipe near engine
E-BB 32/40, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF Page 5 - 91

or must be connected separately to the air vessel As a rule, compressors of identical ratings should
for Jet Assist. be provided. An emergency compressor, if provid-
ed, is to be disregarded in this respect.
Additional connections on the air vessels are pro-
vided for air requirements of the ship and for the Starting air vessels
horn. The pipes to be connected by the shipyard
The starting air supply is to be split up into not less
have to be supported immediately behind their
than two starting air vessels of about the same
connection to the engine. Further supports are re-
size, which can be used independently of each an-
quired at sufficiently short distance.
other.
Other air consumers for low pressure, auxiliary ap-
For the sizes of the starting air vessels for the re-
plication (e.g. filter cleaning, TC cleaning, pneu-
spective engines see "Section: Compressed air
matic drives) can be connected to the start air
system – Starting air vessels, compressors".
system after a pressure reduction unit.
Diesel-mechanical main engine:
piping of the system. For each non-reversible main engine driving a
C.P.-propeller, or where starting without counter
General requirements of classification societies torque is possible, the stored starting air must be
sufficient for a certain number of starting manoeu-
The equipment provided for starting the engines
vres, normally 6 per engine. The exact number of
must enable the engines to be started from the
required starting manoeuvres depends on the ar-
operating condition 'zero' with shipboard facilities,
rangement of the system and on the special re-
i. e. without outside assistance.
quirements of the classification society.
Compressors
Diesel-electric auxiliary engine:
Two or more starting air compressors must be
For auxiliary marine engines, separate air tanks
provided. At least one of the air compressors must
shall only be installed in case of turbine-driven ves-
be driven independently of the main engine and
sels, or if the auxiliary sets in engine-driven vessels
must supply at least 50 % of the required total ca-
are installed far away from the main plant.
pacity.
Diesel-electric main engine:
The total capacity of the starting air compressors
is to be calculated so that the air volume neces- For each diesel-electric main engine the stored
sary for the required number of starts is topped up starting air must be sufficient for a certain number
from atmospheric pressure within one hour. of starting manoeuvres, normally 6 per engine.
The exact number of required starting manoeuvres
The compressor capacities are calculated as fol-
depends on the number of engines and on the
lows:
special requirements of the classification society.
V  30
P
1000
P Total volumetric capacity of the m³/h

compressors
V Total volume of the starting air ves- litres
sels at 30 bar or 40 bar service
pressure
0505-0000MA2.fm
Page 5 - 92 32/40, 35/44DF, 48/60B, 48/60CR, 48/60TS, 51/60DF E-BB

Calculation formula for starting air vessels see below
 V 
V   Vst  fDrive   z st  z Safe   Jet  z Jet  tJet  Vsl  z sl  fDrive  pmax  pmin 
 5sec 
V Required vessel capacity litre
Vst Air consumption per nominal start1) litre
fDrive Factor for drive type -

(1.0 = Diesel-mechanic,
1.5 = alternator drive)
zst Number of starts required by the -

classification society
zSafe Number of starts as safety margi -
VJet Assist air consumption per litre

Jet Assist1)
zJet Number of Jet Assist procedures1) -
tJet Duration of Jet Assist procedures sec.
Vsl Air consumption per slow turnlitre -
zsl Number of slow turn manoeuvres -
pmax Maximum starting air pressure bar
pmin Minimum starting air pressure bar

1) Tabulated values see "Section: Compressed air system –
Starting air vessels, compressors".
If other consumers (i. e. auxiliary engines, ship air

etc.) which are not listed in the formula are con-
nected to the starting air vessel, the capacity of
starting air vessel must be increased accordingly,
or an additional separate air vessel has to be in-
stalled.
0505-0000MA2.fm

0505-0000MA2.fm
Figure 5-26 Starting air system

Legend
1 C-001 Starting air compressor (service) T-018 Vessel for Jet Assist only
2 C-001 Starting air compressor (stand-by) TR-005 Water trap
3 C-001 Compressor for Jet Assist 1, 2, 3 TR-006 Automatic condensate trap
FIL-001 Lube-oil automatic filter 7171 Engine inlet (main starting valve)
FIL-003 Fuel automatic filter 7172 Control air and emergency stop
M-019 Valve for interlocking device 7177 Jet Assist (optional)
MSV-001 Main starting valve 7451 Control air from turning gear
2 T-007 Starting air vessel 7461 Control air to turning gear
TY-001 Typhon 9771 Turbocharger dry cleaning (optional)

0505-0000MA2.fm

0505-0000MA2.fm

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.
0505-0200PDts.fm
H-BC 48/60TS Page 5 - 97

0505-0200PDts.fm
Page 5 - 98 48/60TS H-BC

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 "Section: 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 Page 5 - 99

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 5-27 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 - 100 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR D-BD

5.6 Engine room ventilation and combustion air
General information The MAN Diesel & Turbo turbochargers are fitted
with an air intake silencer and can additionally be
Engine room ventilation system equipped with an air filter to meet with special cir-
cumstances, in which case the cleaning intervals
Its purpose is:
for the compressor impeller of the turbocharger
• Supplying the engines and auxiliary boilers with and for the charge air cooler can be extended.
combustion air. This additional air intake filter will retain 95 % of the
particles larger than 10 μm.
• Carrying off the radiant heat from all installed
engines and auxiliaries. In tropical service a sufficient volume of air must be
supplied to the turbocharger(s) at outside air tem-
Combustion air perature. For this purpose there must be an air
duct installed for each turbocharger, with the out-
The combustion air must be free from spray water,
let of the duct facing the respective intake air si-
snow, dust and oil mist.
lencer, separated from the latter by a space of
This is achieved by: 1.5 m. No water of condensation from the air duct
must be allowed to be drawn in by the turbocharg-
• Louvres, protected against the head wind, with
er. The air stream must not be directed onto the
baffles in the back and optimally dimensioned
exhaust manifold.
suction space so as to reduce the air flow ve-
locity to 1 – 1.5 m/s. In intermittently or permanently arctic service (de-
fined as: air intake temperature of the engine be-
• Self-cleaning air filter in the suction space (re-
low +5° C) special measures are necessary
quired for dust-laden air, e. g. cement, ore or
depending on the possible minimum air intake
grain carrier), with a medium degree of separa-
temperature. For further information see "Section
tion, at least G4 according to DIN EN 779.
2.8: Engine operation under arctic conditions, page 2-37".
• Sufficient space between the intake point and If necessary, steam heated air preheaters must be
the openings of exhaust air ducts from the en- provided.
gine and separator room as well as vent pipes
For the required combustion air quantity, see "Sec-
from lube oil and fuel oil tanks and the air intake
tion: Engine and operation – Planning data". Cross-sec-
louvres. (The influence of winds must be taken
tions of air supply ducts are to be designed to
into consideration).
obtain the following air flow velocities:
• Positioning of engine room doors on the ship's
• Main ducts 8 – 12 m/s
deck so that no oil-laden air and warm engine
room air will be drawn in when the doors are • Secondary ducts max. 8 m/s
open.
Air fans are to be designed so as to maintain a
• Arranging the separator station at a sufficiently positive air pressure of 50 Pa (5 mm WC) in the
large distance from the turbochargers. engine room.
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 - 101
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  t
V Air required m³/h
Q Heat to be dissipated kJ/h
t Air temperature rise in engine room °C

(10 – 12.5)
cp Specific heat capacity of air (1.01) kJ/kg*k
t 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 - 102 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 - 103

0507-0000MA2.fm
Page 5 - 104 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 - 105

0507-0200MA2.fm
Page 5 - 106 32/40, 32/44K, 32/44CR, 48/60B, 48/60CR, 48/60TS K-BC

======
6 Engine room planning

Page 6 - 1
Page 6 - 2
6.0.1 Major spare parts
Major spare parts 1

0601-0500MB2.fm
E-BB 32/40 Page 6 - 3

Major spare parts 2
0601-0500MB2.fm
Page 6 - 4 32/40 E-BB

Major spare parts 3

0601-0500MB2.fm
E-BB 32/40 Page 6 - 5

Major spare parts 4
0601-0500MB2.fm
Page 6 - 6 32/40 E-BB

======
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 works test
Cons. No. Engine rating Operating time LT cooling water temperature
% site rating min °C (ISO)
1 100 60 25
2 100 30 According to site conditions
3 85 30 According to site conditions
Table 7-1 Operating points to be considered during the acceptance test run
Acceptance test record

• Service records for above load points in ac-
cordance with ISO Standard 3046-1.
• Service records for load points 25 %, 50 % and
75 % of previous test run measurement.
• Records of governor testing and safety system
testing of previous test run measurements.
Note!
Further load points can only be demonstrated
during the acceptance test run (30 min each),
if this is part of the contract.
After the acceptance test run, the components
will be inspected, as far as this is possible
without dismantling them. Components will
only be removed on customer’s order.
1001-0000PA.fm
_J_a 32/40, 48/60B, 48/60TS Page 7 - 7

Annex
1001-0000PA.fm
Page 7 - 8 32/40, 48/60B, 48/60TS _J_a

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 2-31".
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
Combined Heat and Power (CHP), cogeneration

In cogeneration or “combined heat and power”
(CHP) plants, heat recovered from the engine’s ex-
haust gases, coolant, lubricant and charge-air
coolers can be used to heat water, in stages or for
separate purposes and generate steam.
In this way, the energy extracted from the engine’s
fuel can be more than doubled where there are
uses for steam and/or hot water at a range of tem-
peratures.
Combined cycle (CC) applications

The exhaust heat of one or more diesel or gas en-
gines powering alternator sets is used to generate
steam for an additional steam turbine alternator. In
this way additional electrical power of some 10 to
15 % of the engines' electrical ratings can be pro-
duced.
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.
- Free engine end/counter coupling side,
CCS (KGS) Figure 7-6 Designation of cylinders
The free engine end is the front face of the
engine opposite the coupling side.
• Designation of cylinders
The cylinders are numbered in sequence, from
the coupling side, 1, 2, 3 etc. In V-engines,
looking from the coupling side, the left hand
row of cylinders is designated A, and the right
hand row is designated B. Accordingly, the cyl-
inders are referred to as A1-A2-A3 or B1-B2-
B3, etc.
1001-1006PA.fm
^J_a 32/40G, 32/40DF, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G Page 7 - 13
Annex
7.4 Definitions
• Direction of rotation Island operation

An engine driven alternator feeds its electrical en-
ergy in a small electrical grid, which consists of
only few energy alternators. There is no connec-
tion to a large grid system. To prevent of collapsing
of the island network (blackout), high reliability of
the engine has to be ensured. It is not possible to
disconnect the engine from the electrical grid at
any time. In order to have a reserve for power reg-
ulation processes the engine´s rated output is re-
duced up to 85 % and its available output is
blocked at 110 %.
A project-specific prior agreement is necessary, if
the island network should feed individual large en-
ergy consumers. In this case, due to the small
number of energy producers an increase of fre-
quency and voltage deviations while large load ap-
Figure 7-7 Designation of cylinders
plications should be expected. The load
application behaviour of the engine must comply
GenSet application (also applies to auxiliary engines with the project specific requirements.
on board ships)
Gross calorific value (GCV)
Engine and electrical alternator mounted together
form a single piece of equipment to supply electri- This value suppose that the water of combustion
cal power in places where electrical power (central is entirely condensed and that the heat contained
power) is not available, or where power is needed in the water vapor is recovered.
only temporarily. Standby GenSets are kept ready
to supply power during temporary interruptions of Net calorific value (NCV)
the main supply. This value suppose that the products of combus-
The mean output range of the engine is between tion contains the water vapor and that the heat in
40 to 80 %. the water vapor is not recovered.
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.
Grid parallel operation

An engine driven alternator feeds its electrical en-
ergy in a grid system, thereby the voltage and fre-
quency is fixed by the grid. The grid system
consists of a composite of a multitude of small en-
ergy consumers and several energy producers.
A failure of one engine and consequently the loss
of energy, delivered by this engine alternator unit,
has little impact on network stability.
1001-1006PA.fm
Page 7 - 14 32/40G, 32/40DF, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G A-BD
Annex
7.4 Definitions
Output • MCR
• ISO-standard-output Maximum continuous rating.
(as specified in DIN ISO 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 Peak load application
(as specified in DIN ISO 3046-1) Peak load applications are defined as stationary
Maximum continuous rating of the engine at plants only used a few hours per day to compen-
nominal speed taking in account the kind of ap- sate peak demands of electrical power.
plication and the local ambient conditions, pro-
vided that maintenance is carried out as Stationary application
specified. For marine applications this is stated Engine and electrical alternator mounted together
on the type plate of the engine. to supply continuously electrical power. Thereby
• Fuel stop power the mean output of the engine is 100 %, thus the
(as specified in DIN ISO 3046-1) fuel consumption is optimised at 100 % load.
Fuel stop power defines the maximum rating of Loads beyond 100 % up to 110 % of the rated
the engine theoretical possible, if the maximum output are permissible only for a short time to pro-
possible fuel amount is used (blocking limit). vide additional power for governing purpose only.
• Rated power (in accordance to rules of Germa-
nischer Lloyd)
Maximum possible continuous power at rated
speed and at defined ambient conditions, pro-
vided that maintenances carried out as speci-
fied.
• Overload power (in accordance to rules of Ger-
manischer Lloyd)
110 % of rated power, that can be demonstrat-
ed for marine engines for an uninterrupted pe-
riod of one hour.
• Output explanation
Power of the engine at distinct speed and dis-
tinct torque.
• 100 % Output
100 % Output is equal to the rated power only
at rated speed. 100 % Output of the engine can
be reached at lower speed also if the torque is
increased.
• Nominal Output
1001-1006PA.fm
= rated power.
^J_a 32/40G, 32/40DF, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G Page 7 - 15
Annex
7.4 Definitions
1001-1006PA.fm
Page 7 - 16 32/40G, 32/40DF, 35/44G, 35/44G TS, 48/60B, 48/60TS, 51/60DF, 51/60G A-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 Consumption
Fuel oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53
Aging (Increase of S.F.O.C.). . . . . . . . . . . . . . . . . . . . . 2-61 Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-99
Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57
Air
Starting air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-58
Consumption (Jet Assist) . . . . . . . . . . . . . . . . . . . 5-99
Flow rates, temperature . . . . . . . . . . . . . . . . . . . . 2-65 Cooler
Starting air consumption. . . . . . . . . . . . . . . . . . . . 2-58 Flow rates . . . . . . . . . . . . . . . . . 2-63I 2-68I 2-73I 2-79
Starting air vessels, compressors . . . . . . . . . . . . . 5-97 Heat to be dissipated . . . . . . . . 2-63I 2-68I 2-73I 2-79
Temperatures . . . . . . . . . . . . . . 2-65I 2-70I 2-75I 2-81
Air vessel
Condensate amount . . . . . . . . . . . . . . . . . . . . . . . . 5-5 Cooler specification
Nominal values . . . . . . . . . . . . . 2-63I 2-68I 2-73I 2-79
Alternator
Reverse power protection. . . . . . . . . . . . . . . . . . . 2-49 Cooling water
Inspecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
Ambient conditions causes de-rating . . . . . . . . . . . . . . 2-19
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
Approved applications . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 Specification for cleaning. . . . . . . . . . . . . . . . . . . . 4-47
Arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37 System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 5-39
Arrangement Crankcase vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
Attached pumps. . . . . . . . . . . . . . . . . . . . . . . . . 2-111
Attached pumps D
Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-111
Capacities . . . . . . . . . . . . . . . . 2-63I 2-68I 2-73I 2-79 De-rating, due to ambient conditions . . . . . . . . . . . . . . 2-19
Available outputs Diesel fuel see Fuel oil
Permissible frequency deviations . . . . . . . . . . . . . 2-47 Diesel-electric propulsion (definition) . . . . . . . . . . . . . . . 7-14
Related reference conditions . . . . . . . . . . . . . . . . 2-18
E
C
Earthing
Capacities Bearing insulation . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Pumps . . . . . . . . . . . . . . . . . . . 2-63I 2-68I 2-73I 2-79 Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
Charge air cooler Use of welding equipment . . . . . . . . . . . . . . . . . . . 2-52
Condensate amount . . . . . . . . . . . . . . . . . . . . . . . . 5-5 ECR (definition) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Flow rates. . . . . . . . . . . . . . . . . 2-63I 2-68I 2-73I 2-79
Emissions
Heat to be dissipated . . . . . . . . 2-63I 2-68I 2-73I 2-79
Static torque fluctuation. . . . . . . . . . . . . . . . . . . . 2-109
Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-101
Engine
Flow rate . . . . . . . . . . . . . . . . . 2-65I 2-70I 2-75I 2-81
Definition of engine rating . . . . . . . . . . . . . . . . . . . 2-17
Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Common rail injection system . . . . . . . . . . . . . . . . . . . 5-81 Equipment for various applicatons. . . . . . . . . . . . . 2-13
Composition of exhaust gas. . . . . . . . . . . . . . . . . . . . . 2-97 Noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-101
Compressed air system . . . . . . . . . . . . . . . . . . . . . . . . 5-91 Room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . 5-101
Running-in. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Condensate amount
Air vessel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 Engine atutomation
Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
PG_Power_32-40SIX.fm
32/40 Index - I
Engine automation
Functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
G
Installation requirements . . . . . . . . . . . . . . . . . . . . 3-17 Gas oil
Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13 Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Supply and distribution . . . . . . . . . . . . . . . . . . . . . . 3-7
GenSet operation
System overview . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45
Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Grid parallel operation (definition) . . . . . . . . . . . . . . . . . 7-14
Engine operation
Arctic conditions. . . . . . . . . . . . . . . . . . . . . . . . . . 2-37 Gross calorific value (GCV)
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Exhaust gas
Composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
Flow rates. . . . . . . . . . . . . . . . . 2-65I 2-70I 2-75I 2-81 H
Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105
System description . . . . . . . . . . . . . . . . . . . . . . . 5-103 Heat radiation . . . .2-63I 2-65I 2-68I 2-70I 2-73I 2-75I 2-79I
Temperature. . . . . . . . . . . . . . . 2-65I 2-70I 2-75I 2-81 2-81
Explanatory notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3 Heat to be dissipated . . . . . . . . . . . . 2-63I 2-68I 2-73I 2-79
Heavy fuel oil see Fuel oil
F HFO see Fuel oil
HT switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Factory Acceptance Test (FAT) . . . . . . . . . . . . . . . . . . . 7-7
Filling volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-85
I
Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65 Intake noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-103
Exhaust gas . . . . . . . . . . . . . . . 2-65I 2-70I 2-75I 2-81 Island operation (definition) . . . . . . . . . . . . . . . . . . . . . . 7-14
L.O. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63I 2-73
ISO
Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63I 2-73
Reference Conditions . . . . . . . . . . . . . . . . . . . . . . 2-17
Flow resistances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-85 Standard output . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Fuel oil
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diagram of HFO supply system . . . . . . . . . . . . . .
2-53
5-87
J
Diagram of HFO treatment system . . . . . . . . . . . . 5-77 Jet Assist
Diagram of MDO supply system . . . . . . . . . . . . . . 5-71 Air consumption . . . . . . . . . . . . . . . . . . . . . . . . . . 5-99
Diagram of MDO treatment system. . . . . . . . . . . . 5-69
HFO system . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HFO treatment . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-79
5-75 L
MDO treatment. . . . . . . . . . . . . . . . . . . . . . . . . . . 5-69
Layout of pipes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Recalculation of consumption. . . . . . . . . . . . . . . . 2-59
Specification (biofuel) . . . . . . . . . . . . . . . . . . . . . . 4-17 Load
Specification (HFO) . . . . . . . . . . . . . . . . . . . . . . . . 4-21 Low load operation . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Specification (MDO) . . . . . . . . . . . . . . . . . . . . . . . 4-19 Reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Specification of gas oil (MGO) . . . . . . . . . . . . . . . . 4-15 Load application
Viscosity-diagram (VT) . . . . . . . . . . . . . . . . . . . . . 4-33 Cold engine (only emergency case) . . . . . . . . . . . . 2-36
Fuel stop power (definition) . . . . . . . . . . . . . . . . . . . . . 7-15 Preheated engine . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Low load operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
LT switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Index - II 32/40
Lube oil Output
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57 Available outputs, related reference condition . . . . 2-18
Specification (HFO) . . . . . . . . . . . . . . . . . . . . . . . . 4-11 Permissible frequency deviations . . . . . . . . . . . . . . 2-47
Specification (MGO/MDO) . . . . . . . . . . . . . . . . . . . 4-7 Table of ratings, speeds . . . . . . . . . . . . . . . . . . . . 2-17
System description . . . . . . . . . . . . . . . . . . . . . . . . 5-15 Output (definition) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Overload power (definition) . . . . . . . . . . . . . . . . . . . . . . 7-15
Lube oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
P
M
Part load operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Marine diesel oil see Fuel oil
Peak load application (definition) . . . . . . . . . . . . . . . . . . 7-15
Marine gas oil see Fuel oil
Permissible frequency deviations
MARPOL Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53 Available outputs . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
MCR (definition) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15 Pipe dimensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
MDO Planning data . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63I 2-73
Diagram of treatment system . . . . . . . . . . . . . . . . 5-69 Flow rates of cooler . . . . . . . . . . 2-63I 2-68I 2-73I 2-79
see Fuel oil Heat to be dissipated . . . . . . . . 2-63I 2-68I 2-73I 2-79
MGO see Fuel oil Temperature . . . . . . . . . . . . . . . 2-65I 2-70I 2-75I 2-81
MGO/MDO see Lube oil Postlubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
Preheated engine
N Load application . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Preheating
Net calorific value (NCV) Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
Noise
Pumps
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-101
Capacities . . . . . . . . . . . . . . . . . 2-63I 2-68I 2-73I 2-79
Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105
Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-103
Nominal Output (definition) . . . . . . . . . . . . . . . . . . . . . . 7-15 Q
NOx Emission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99 Quality requirements
Nozzle cooling system . . . . . . . . . . . . . . . . . . . . . . . . . 5-57 Raw-water, cooling tower . . . . . . . . . . . . . . . . . . . 4-35
Water, exhaust gas boiler . . . . . . . . . . . . . . . . . . . 4-49
O
R
Operating
Pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-86I 2-87 Rated power (definition) . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-86 Raw-water, cooling tower
Operating range Quality requirements . . . . . . . . . . . . . . . . . . . . . . . 4-35
GenSet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45 Reduction of load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Operating-standard-output (definition) . . . . . . . . . . . . . 7-15 Reference Conditions (ISO). . . . . . . . . . . . . . . . . . . . . . 2-17
Operation Reverse power protection
Load reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41 Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
Low load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Running-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Running-in of engine. . . . . . . . . . . . . . . . . . . . . . . . 7-9
32/40 Index - III

S T
SaCoSone Temperature
Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4 Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
System overview . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 Cooling water . . . . . . . . . . . . . . 2-65I 2-70I 2-75I 2-81
Safety Exhaust gas . . . . . . . . . . . . . . . 2-65I 2-70I 2-75I 2-81
Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3 Lube oil . . . . . . . . . . . . . . . . . . . 2-65I 2-70I 2-75I 2-81
Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3 Time limits for low load operation . . . . . . . . . . . . . . . . . 2-32
Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3 Torsional vibrations. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-107
Specification
Biofuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17 U
Cleaning agents for cooling water . . . . . . . . . . . . . 4-47
Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51 Unloading the engine . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Cooling water inspecting . . . . . . . . . . . . . . . . . . . 4-45
Cooling water system cleaning . . . . . . . . . . . . . . . 4-47
Diesel oil (MDO) . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
V
Engine cooling water . . . . . . . . . . . . . . . . . . . . . . 4-37 Venting
Fuel oil (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21 Crankcase, turbocharger. . . . . . . . . . . . . . . . . . . . 2-93
Fuel oil (MDO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
Vibrations, torsional . . . . . . . . . . . . . . . . . . . . . . . . . . 2-107
Fuel oil (MGO). . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Gas oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15 Viscosity-temperature-diagram . . . . . . . . . . . . . . . . . . . 4-33
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Lube oil (HFO). . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11 W
Lube oil (MGO/MDO) . . . . . . . . . . . . . . . . . . . . . . . 4-7
Viscosity-diagram . . . . . . . . . . . . . . . . . . . . . . . . . 4-33 Water
Speed Specification for engine cooling water . . . . . . . . . . 4-37
Adjusting range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27 Water systems
Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27 Cooling water collecting and supply system . . . . . 5-49
Starting air Engine cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-39
Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-97 Nozzle cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-57
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-58 Turbine washing device . . . . . . . . . . . . . . . . . . . . . 5-55
Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-99 Water, exhaust gas boiler
System description . . . . . . . . . . . . . . . . . . . . . . . . 5-91 Quality requirements . . . . . . . . . . . . . . . . . . . . . . . 4-49
System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 5-94 Works test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-97
Starting conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Static torque fluctuation . . . . . . . . . . . . . . . . . . . . . . . 2-109
Stationary application (definition) . . . . . . . . . . . . . . . . . 7-15
Stopping the engine. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Sudden load shedding. . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Supply system
MDO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71
Supply system (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-79
Switching HT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Switching LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Index - IV 32/40
All data provided in this document is non-binding. This data serves informational
Four-stroke diesel engines compliant with emission limits World Bank

32/40
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. Copyright © MAN Diesel & Turbo.
D2366511EN Printed in Germany GKM-AUG-05130.5
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MAN Diesel & Turbo compliant with emission limits World Bank
MAN Diesel & Turbo – a member of the MAN Group

32 40 Project Guide Stationary (For - Information - Only)

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Four-stroke diesel engines compliant with emission limits World Bank

MAN Diesel & Turbo

MAN Diesel & Turbo – a member of the MAN Group

2366xxx_PRJ_32-40.indd 4 03.05.2013 10:42:47

Status Version Checked Date Checked Date

MAN Diesel & Turbo

© MAN Diesel & Turbo

1.2 Engine description 32/40.......................................................................................................... 1 - 5

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

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

2.3 Ratings (outputs) and speeds ................................................................................................ 2 - 17

2.4 Starting conditions GenSet..................................................................................................... 2 - 29

2.5 Low load operation ................................................................................................................. 2 - 31

2.6 Load application GenSet – Preheated engine........................................................................ 2 - 33

2.7 Load application – Cold engine (only emergency case)........................................................ 2 - 36

2.8 Engine operation under arctic conditions.............................................................................. 2 - 37

2.9 Engine load reduction............................................................................................................. 2 - 41

2.10 Engine load reduction as a protective safety measure ......................................................... 2 - 43

2.11 GenSet operation..................................................................................................................... 2 - 45

2.11.2 Available outputs and permissible frequency deviations ...................................... 2 - 47

32/40 Table of contents - 1

2.13 Planning data for emission standard: World Bank 1998....................................................... 2 - 63

2.15 Planning data .......................................................................................................................... 2 - 85

2.16 Emissions ................................................................................................................................ 2 - 95

2.17 Noise...................................................................................................................................... 2 - 101

2.17.3 Exhaust gas noise............................................................................................. 2 - 105

Table of contents - 2 32/40

2.19 Arrangement of attached pumps ......................................................................................... 2 - 111

2.20 Foundation for GenSets ........................................................................................................ 2 - 113

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

3.2 Power supply and distribution ................................................................................................. 3 - 7

3.4 Functionality ........................................................................................................................... 3 - 11

3.5 Interfaces ................................................................................................................................ 3 - 13

3.6 Technical data......................................................................................................................... 3 - 15

3.7 Installation requirements ....................................................................................................... 3 - 17

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

4.2 Explanatory notes for biofuel ................................................................................................... 4 - 5

4.3 Specification for lubricating oil (SAE 40)

4.5 Specification for gas oil/diesel oil (MGO) .............................................................................. 4 - 15

4.6 Specification for biofuel ......................................................................................................... 4 - 17

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

4.8 Specification for heavy fuel oil (HFO)..................................................................................... 4 - 21

32/40 Table of contents - 3

4.10 Quality of raw-water in cooling tower operation

4.11 Specification for engine cooling water .................................................................................. 4 - 37

4.12 Cooling water inspecting........................................................................................................ 4 - 45

4.13 Cooling water system cleaning .............................................................................................. 4 - 47

4.14 Quality of water used in exhaust gas boiler plants ............................................................... 4 - 49

4.15 Specification for intake air (combustion air)......................................................................... 4 - 51

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

5.2 Lube oil system ......................................................................................................................... 5 - 9

5.3 Water systems ........................................................................................................................ 5 - 39

5.4 Fuel system ............................................................................................................................. 5 - 67

Table of contents - 4 32/40

5.6 Engine room ventilation and combustion air....................................................................... 5 - 101

5.7 Exhaust gas system.............................................................................................................. 5 - 103

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

7.2 Programme for works test ....................................................................................................... 7 - 7

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

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

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