L32/40

Project Guide - Marine

Four-stroke GenSet
compliant with IMO Tier II
MAN Diesel

Project Guides Index

L32/40 T2

Text Index Drawing No.

Introduction I 00

Introduction to project guide I 00 00 0 1643483-5.4

Engine programme IMO Tier II - GenSet I 00 02 0 1689461-0.1
Key for engine designation I 00 05 0 1609526-0.6
Designation of cylinders I 00 15 0 1655275-4.0
Code identification for instruments I 00 20 0 1687100-5.4
Basic symbols for piping I 00 25 0 1631472-4.1

General information D 10

List of capacities D 10 05 0 3700079-6.0

Description of sound measurements D 10 25 0 1609510-3.5
Sound measurements D 10 25 0 1699965-9.0
Exhaust gas components D 10 28 0 1655210-7.2
NOx emission D 10 28 0 3700080-6.0
Moment of inertia D 10 30 0 1679733-8.2
Green Passport D 10 33 0 1699985-1.1

Basic Diesel Engine B 10

Power, outputs, speed B 10 01 1 3700030-4.0

General description B 10 01 1 3700035-3.0
Cross section B 10 01 1 1639472-0.2
Main particulars B 10 01 1 3700032-8.0
Dimensions and weights B 10 01 1 1689486-2.0
Overhaul heights B 10 01 1 1689487-4.0
Overhaul areas B 10 01 1 1693579-3.0
Engine rotation clockwise B 10 11 1 1607566-7.2

Fuel Oil System B 11

Internal fuel oil system B 11 00 0 1693522-9.0

Fuel oil diagram B 11 00 0 1643442-8.4
Specification for heavy fuel oil (HFO) B 11 00 0 1693520-5.9
Specification for marine diesel oil (MDO) B 11 00 0 1699891-5.3
Specification for gas oil / diesel oil (MGO) B 11 00 0 1699892-7.3
Viscosity temperature diagram of fuel oil B 11 00 0 1699893-9.3
Guidelines regarding MAN Diesel & Turbo GenSets operating on B 11 00 0 1699177-5.1
low sulphur fuel oil
Calculation of fuel consumption at site B 11 01 0 1624473-6.1
Fuel oil consumption for emissions standard IMO Tier II B 11 01 0 3700031-6.0
Nozzle cooling system E 11 05 0 1699267-4.1
MDO / MGO Cooler E 11 06 1 1689458-7.2
HFO/MDO changing valves (V1 and V2) E 11 10 1 1624467-7.3

Lubrication Oil System B 12

Internal lubrication oil system B 12 00 0 1643437-0.5

Internal lubricating oil system B 12 00 0 1679724-3.4
Crankcase ventilation B 12 00 0 1699270-8.1
Prelubricating pump B 12 07 0 1683357-2.4
Specification for lubricating oils (SAE40) for heavy fuel oil operation B 12 15 0 1699890-3.4
(HFO)
Specification for lube oil (SAE40) for operation with gas oil, diesel B 12 15 0 1699889-3.2
oil (MGO/MDO) and biofuel
Specific lubricating oil consumption - SLOC B 12 15 0 1607584-6.9
 MAN Diesel

Index Project Guides

L32/40 T2

Text Index Drawing No.

Treatment of lubricating oil B 12 15 0 1643494-3.7

Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7
Oil pump for cylinder lubrication B 12 33 1 1683384-6.1

Cooling Water System B 13

Specification for engine cooling water B 13 00 0 1699896-4.1

Cooling water inspecting B 13 00 0 1699897-6.1
Cooling water system, cleaning B 13 00 0 1699898-8.1
Internal cooling water system B 13 00 0 1655228-8.0
Internal cooling water system 1 B 13 00 0 1699176-3.1
Internal cooling water system 7 B 13 00 0 1643436-9.3
Design data for the external cooling water system B 13 00 0 3700089-2.0
External cooling water system B 13 00 0 1643460-7.0
One string central cooling water system B 13 00 1 1624464-1.2
Expansion tank B 13 00 0 1613419-0.3
Expansion tank pressuized T 13 01 1 1671771-3.3

Compressed Air System B 14

Compressed air system B 14 00 0 1643445-3.3

Compressed air system B 14 00 0 1624476-1.1

Combustion Air System B 15

Specification for intake air (combustion air) B 15 00 0 1689464-6.2

Engine room ventilation and combustion air B 15 00 0 1699110-4.1
Water washing of turbocharger - compressor B 15 05 1 1639499-6.0

Exhaust Gas System B 16

Exhaust gas system B 16 00 0 1693550-4.0

Water washing of turbocharger - turbine B 16 01 2 1683352-3.1
Position of gas outlet on turbocharger B 16 02 0 1699253-0.0

Speed Control System B 17

Actuators B 17 01 2 3700046-1.0

Safety and Control System B 19

Operation data & set points- SaCoSone B 19 00 0 3700062-7.1

Safety, control and monitoring system B 19 00 0 3700053-2.0
Communication from the GenSet B 19 00 0 1689468-3.1
Modbus list B 19 00 0 3700054-4.0
Oil Mist Detector B 19 22 1 1699190-5.0
Engine control cabinet E 19 05 1 1683388-3.1
Combined box with prelubricating oil pump, nozzle conditioning pump, E 19 07 2 1699867-7.0
preheater and el turning device

Foundation B 20

Resilient mounting of generating sets B 20 01 3 1655281-3.4

Test running B 21

Shop Test Programme for Marine GenSets B 21 01 1 1356501-5.7

MAN Diesel

Project Guides Index

L32/40 T2

Text Index Drawing No.

Spare Parts E 23

Weight and dimension of principal parts E 23 00 0 3700081-8.0

G 50 Alternator B 50

Alternator cable installation B 50 00 0 1699865-3.1

Combinations of engine- and alternator layout B 50 00 0 3700084-3.0.
Introduction

I 00
MAN Diesel & Turbo

1643483-5.4
Page 1 (2) Introduction to Project Guide I 00 00 0

General

Introduction

Our project guides provide customers and consultants with information and data when planning new plants
incorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of the
modifications associated with upgrading of our project guides, the contents of the specific edition hereof will
remain valid for a limited time only.

Every care is taken to ensure that all information in this project guide is present and correct.

For actual projects you will receive the latest project guide editions in each case together with our quotation
specification or together with the documents for order processing.

All figures, values, measurements and/or other information about performance stated in the project guides
are for guidance only and shall not be used for detailed design purposes or as a substitute for specific draw-
ings and instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warran-
ties either express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose
of the information contained in the project guides.

MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instruc-
tions when the contract documentation has been completed.

The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications
of our supply.

All data provided in this document is non-binding. This data serves informational purposes only and is espe-
cially 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 characteri-
stics 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 translation,
the English text shall prevail.

Original instructions

11.24
 MAN Diesel & Turbo

1643483-5.4
I 00 00 0 Introduction to Project Guide Page 2 (2)

General

Code numbers

MAN Diesel & Turbo GenSet Identification No. X XX XX X

Code letter

Function/system

Sub-function

Choice number

Code letter: The code letter indicates the contents of the documents:

B : Basic Diesel engine / built-on engine

D : Designation of plant
E : Extra parts per engine
G : Generator
I : Introduction
P : Extra parts per plant

Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil
system, monitoring equipment, foundation, test running, etc.

Sub-function: This figure occurs in variants from 0-99.

Choice number: This figure occurs in variants from 0-9:

0 : General information 1 : Standard

2-8 : Standard optionals 9 : Optionals

Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).

This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.

11.24
 MAN Diesel & Turbo

1689461-0.1
Page 1 (1) Engine Programme IMO Tier II - GenSet I 00 02 0

General

Four-stroke diesel engine programme for marine

applications complies with IMO Tier II, GenSet ap-
plication.

Engine Power [MW]

0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5

V32/44CR

V32/40

V28/33D1

L32/44CR

L32/40

L27/38/
L27/38 (MGO)

L28/32H

L21/31

L23/30H1

L16/24

0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5
Electrical Power [MW]
η = 0.95
08028-0D/H5250/94.08.12

1)
The engine complies with EPA Tier 2.

10.19 - Tier II
 MAN Diesel & Turbo

1609526-0.6
Page 1 (1) Key for Engine Designation I 00 05 0

General

Engine Type Identification

The engine types of the MAN Diesel & Turbo programme are identified by the following figures:

6 L 28/32 H MCR

No of cylinders

5, 6, 7, 8, 9
12, 16, 18

Engine Type

L : In-line
V : V-built

Cyl. diam/stroke

16/24 : 160/240
21/31 : 210/310
23/30 : 225/300
27/38 : 270/380
28/32 : 280/320
32/40 : 320/400

Design Variant

H
CR
08028-0D/H5250/94.08.12

Rating

MCR : Maximum continuous rating

ECR : Economy continuous rating

08.16
MAN Diesel & Turbo

1655275-4.0
Page 1 (1) Designation of Cylinders I 00 15 0

L32/40

Front end Flywheel end

6 5 4 3 2 1

Exhaust side

6 5 4 3 2 1

Exhaust counter side

11.03
MAN Diesel & Turbo

1687100-5.4
Page 1 (2) Code Identification for Instruments I 00 20 0

General
Explanation of Symbols

TI Measuring device
40 Local reading

Temperature Indicator
No. 40 *

Measuring device
PI Sensor mounted on engine/unit
22 Reading/identification mounted in a panel on the engine/unit

Pressure Indicator
No. 22 *

Measuring device
TAH Sensor mounted on engine/unit
12 Reading/identification outside the engine/unit

Temperature Alarm High

No. 12 *

Measureing device
PT Sensor mounted on engine/unit
22 Reading/identification in a panel on the engine/unit and reading/indication out-
side the engine/unit

Pressure Transmitting
No. 22 *

* Refer to standard location and text for instruments on the following pages.

Specification of letter code for measuring devices

1st letter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
S Speed, System H High
T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
X Sound T Transmitting
Z Position X Failure
V Valve, Atuator

11.18
 MAN Diesel & Turbo

1687100-5.4
I 00 20 0 Code Identification for Instruments Page 2 (2)

General
Standard Text for Instruments

Diesel Engine/Alternator

LT Water System
01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler
02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler (SW)
03 outlet from lub. oil cooler 06 outlet from fresh water cooler (SW) 09

HT Water System
10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler
10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler
11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater
12 outlet from engine 15 outlet from HT system 19A inlet to prechamber
13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber

Lubricating Oil System

20 inlet to cooler 24 sealing oil - inlet engine 28 level in base frame
21 outlet from cooler / inlet to filter 25 prelubricating 29 main bearings
22 outlet from filter / inlet to engine 26 inlet rocker arms and roller guides
23 inlet to turbocharger 27 intermediate bearing / alternator bearing

Charging Air System

30 inlet to cooler 34 charge air conditioning 38
31 outlet from cooler 35 surplus air inlet 39
32 jet assist system 36 inlet to turbocharger
33 outlet from TC filter / inlet to TC compr. 37 charge air from mixer

Fuel Oil System

40 inlet to engine 44 outlet from sealing oil pump 48
41 outlet from engine 45 fuel-rack position 49
42 leakage 46 inlet to prechamber
43 inlet to filter 47

Nozzle Cooling System

50 inlet to fuel valves 54 58 oil splash
51 outlet from fuel valves 55 valve timing 59 alternator load
52 56 injection timing
53 57 earth/diff. protection

Exhaust Gas System

60 outlet from cylinder 64 68
61 outlet from turbocharger 65 69
62 inlet to turbocharger 66
63 compustion chamber 67

Compressed Air System

70 inlet to engine 74 inlet to reduction valve 78 inlet to sealing oil system
71 inlet to stop cylinder 75 microswitch for turning gear 79
72 inlet to balance arm unit 76 inlet to turning gear
73 control air 77 waste gate pressure

Load Speed
80 overspeed air 84 engine stop 88 index - fuel injection pump
81 overspeed 85 microswitch for overload 89 turbocharger speed
82 emergency stop 86 shutdown 90 engine speed
83 engine start 87 ready to start

Miscellaneous
91 natural gas - inlet to engine 94 cylinder lubricating 97 remote
92 oil mist detector 95 voltage 98 alternator winding
93 knocking sensor 96 switch for operating location 99 common alarm
100 inlet to MDO cooler 101 outlet to MDO Cooler 102 alternator cooling air

11.18
 MAN Diesel
1631472-4.1
Page 1 (3) Basic Symbols for Piping I 00 25 0

General

No Symbol Symbol designation No Symbol Symbol designation

1. GENERAL CONVENTIONAL SYMBOLS 2.14 Spectacle flange

1.1 Pipe 2.15 Orifice

1.2 Pipe with indication of direction of flow 2.16 Orifice

1.3 Valves, gate valves, cocks and flaps 2.17 Loop expansion joint

1.4 Appliances 2.18. Snap coupling

1.5 Indicating and measuring instruments 2.19 Pneumatic flow or exhaust to atmosphere

1.6 High-pressure pipe 3. VALVES, GATE VALVES, COCKS AND FLAPS

1.7 Tracing 3.1 Valve, straight through

Enclosure for several components as-sem-

1.8 3.2 Valve, angle
bled in one unit

2. PIPES AND PIPE JOINTS 3.3 Valve, three-way

2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight

2.2 Crossing pipes, connected 3.5 Non-return valve (flap), angle

Non-return valve (flap), straight screw

2.3 Tee pipe 3.6
down

2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down

2.5 Expansion pipe (corrugated) general 3.8 Safety valve

2.6 Joint, screwed 3.9 Angle safety valve

2.7 Joint, flanged 3.10 Self-closing valve

2.8 Joint, sleeve 3.11 Quick-opening valve

08028-0D\H5250\94.08.12

2.9 Joint, quick-releasing 3.12 Quick-closing valve

2.10 Expansion joint with gland 3.13 Regulating valve

2.11 Expansion pipe 3.14 Ball valve (cock)

2.12 Cap nut 3.15 Butterfly valve

2.13 Blank flange 3.16 Gate valve

09.20
 MAN Diesel
1631472-4.1
I 00 25 0 Basic Symbols for Piping Page 2 (3)

General

No Symbol Symbol designation No Symbol Symbol designation

3.17 Double-seated changeover valve 4. CONTROL AND REGULATION PARTS

3.18 Suction valve chest 4.1 Fan-operated

3.19 Suction valve chest with non-return valves 4.2 Remote control

3.20 Double-seated changeover valve, straight 4.3 Spring

3.21 Double-seated changeover valve, angle 4.4 Mass

3.22 Cock, straight through 4.5 Float

3.23 Cock, angle 4.6 Piston

3.24 Cock, three-way, L-port in plug 4.7 Membrane

3.25 Cock, three-way, T-port in plug 4.8 Electric motor

3.26 Cock, four-way, straight through in plug 4.9 Electromagnetic

3.27 Cock with bottom connection 4.10 Manual (at pneumatic valves)

3.28 Cock, straight through, with bottom conn. 4.11 Push button

3.29 Cock, angle, with bottom connection 4.12 Spring

3.30 Cock, three-way, with bottom connection 4.13 Solenoid

3.31 Thermostatic valve 4.14 Solenoid and pilot directional valve

3.32 Valve with test flange 4.15 By plunger or tracer

3.33 3-way valve with remote control (actuator) 5. APPLIANCES

3.34 Non-return valve (air) 5.1 Mudbox

08028-0D\H5250\94.08.12

3.35 3/2 spring return valve, normally closed 5.2 Filter or strainer

3.36 2/2 spring return valve, normally closed 5.3 Magnetic filter

3.37 3/2 spring return valve contr. by solenoid 5.4 Separator

3.38 Reducing valve (adjustable) 5.5 Steam trap

On/off valve controlled by solenoid and pilot

3.39 5.6 Centrifugal pump
directional valve and with spring return

09.20
 MAN Diesel
1631472-4.1
Page 3 (3) Basic Symbols for Piping I 00 25 0

General

No. Symbol Symbol designation No. Symbol Symbol designation

5.7 Gear or screw pump 6. FITTINGS

5.8 Hand pump (bucket) 6.1 Funnel / waste tray

5.9 Ejector 6.2 Drain

5.10 Various accessories (text to be added) 6.3 Waste tray

5.11 Piston pump 6.4 Waste tray with plug

5.12 Heat exchanger 6.5 Turbocharger

5.13 Electric preheater 6.6 Fuel oil pump

5.14 Air filter 6.7 Bearing

5.15 Air filter with manual control 6.8 Water jacket

5.16 Air filter with automatic drain 6.9 Overspeed device

5.17 Water trap with manual control 7. READING INSTR. WITH ORDINARY DESIGNATIONS

5.18 Air lubricator 7.1 Sight flow indicator

5.19 Silencer 7.2 Observation glass

Fixed capacity pneumatic motor with direc-

5.20 7.3 Level indicator
tion of flow

5.21 Single acting cylinder with spring returned 7.4 Distance level indicator

5.22 Double acting cylinder with spring returned 7.5 Recorder

5.23 Steam trap

08028-0D\H5250\94.08.12

09.20
General information

D 10
MAN Diesel & Turbo

3700079-6.0
Page 1 (2) List of Capacities D 10 05 0

L32/40
6L-9L: 500 kW/Cyl. at 720/750 rpm diesel-electric, 750 rpm diesel-mechanic
Reference Condition : Tropic
Nominal values for cooler specification
Air temperature °C 45
LT water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Number of Cylinders - 6 7 8 9
Engine output kW 3000 3500 4000 4500
Heat to be dissipated 1)
Cooling water cylinder kW 416 485 555 624
Charge air cooler; cooling water HT kW 734 821 952 1036
Charge air cooler; cooling water LT kW 366 428 502 565
Lube oil cooler + separator 2) kW 426 497 568 639
Cooling water fuel nozzles kW 12 14 16 18
Heat radiation engine kW 104 121 139 156
Flow rates engine 3)
HT circuit (cooling water cylinder + charge air cooler HT) m3/h 36 42 48 54
LT circuit (lube oil cooler + charge air cooler LT) m3/h 57 70 74 85
Lube oil (4 bar before engine) m3/h 100 110 120 150
Cooling water fuel nozzles m3/h 1.0 1.2 1.4 1.6
Pumps
a) Free standing pumps 4)
HT circuit cooling water (4.5 bar) m3/h 36 42 48 54
LT circuit cooling water (3.0 bar) m3/h depending on plant design
Lube oil (8.0 bar) m3/h 100 + z 110 +z 120 + z 130 + z
Cooling water fuel nozzles (3.0 bar) m3/h 1.0 1.2 1.4 1.6
Fuel supply (7.0 bar) m3/h 1.1 1.3 1.5 1.6
Fuel booster (7.0 bar at fuel oil inlet A1) m3/h 2.1 2.4 2.8 3.1
b) Attached pumps
Lube oil (8.0 bar); constant speed m3/h 120 120 141 141
Lube oil (8.0 bar); variable speed m3/h 120 141 162 162

1) Tolerance: + 10 % for rating coolers, - 15 % for heat recovery

2) including separator heat (30kJ/kWh)
3) Basic values for layout of the coolers
4) Tolerance of the pumps delivery capacities must be considered by the manufactures.
z flushing oil of the automatic filter

11.06, Tier II
 MAN Diesel & Turbo

D 10 05 0 List of Capacities 3700076-0.0

Page 2 (2)

L32/40
6L-9L: 500 kW/Cyl. at 720/750 rpm diesel-electric, 750 rpm diesel-mechanic
Reference Condition : Tropic
Temperature basis, nominal air and exhaust gas data
Air temperature °C 45
LT water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Number of Cylinders - 6 7 8 9
Engine output kW 3000 3500 4000 4500
Temperature basis
HT cooling water engine outlet °C 90
LT cooling water air cooler inlet °C 38 (Setpoint 32°C) 1)
Lube oil inlet engine °C 65
Cooling water inlet fuel nozzles °C 60
Air data
Temperature of charge air at charge air cooler outlet °C 57 58 57 58
Air flow rate m3/h 2) 18450 21550 24650 27670
Mass flow t/h 20.2 23.6 27.0 30.3
Charge air pressure (absolute) bar 3.93
Air required to dissipate heat radiation (engine) (t2-t1= 10°C) m3/h 33700 39200 45050 50550
Exhaust gas data 3)
Volume flow (temperature turbocharger outlet) m3/h 4) 38100 44550 50750 57150
Mass flow t/h 20.8 24.3 27.7 31.2
Temperature at turbine outlet °C 365
Heat content (190°C) kW 1150 1350 1500 1700
Permissible exhaust back pressure after turbocharger mbar 30

1) For design see section ""Cooling water system""

2) Under above mentioned reference conditions
3) Tolerance: Quantity +/- 5%, temperature +/- 20°C
4) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions

11.06, Tier II
 MAN Diesel & Turbo

1609510-3.5
Page 1 (1) Description of Sound Measurements D 10 25 0

General

Purpose Previously used method for measuring exhaust sound

This should be seen as an easily comprehensible sound
analysis of MAN GenSets.These measurements can
be used in the project phase as a basis for decisions
concerning damping and isolation in buildings, engine
rooms and around exhaust systems.
Measuring Equipment
All measurements have been made with Precision
Sound Level Meters according to standard IEC
Publication 651or 804, type 1 - with 1/1 or 1/3 octave
filters according to standard IEC Publication 225.
Used sound calibrators are according to standard
IEC Publication 942, class 1.
are DS/ISO 2923 and DIN 45635, here is measured
on unsilenced exhaust sound, one meter from the
opening of the exhaust pipe, see Fig. no 1.
Sound Measuring "on-site"
The Sound Power Level can be directly applied to
on-site conditions. It does not, however, necessarily
result in the same Sound Pressure Level as measured
on test bed.
Normally the Sound Pressure Level on-site is 3-5
dB higher than the given surface Sound Pressure
Level (Lpf) measured at test bed. However, it depends
strongly on the acoustical properties of the actual
engine room.

Definitions Standards

Sound Pressure Level: LP = 20 x log P/P0 [dB]
where P is the RMS value of sound pressure in
pascals, and P0 is 20 µPa for measurement in air.
Sound Power Level: LW = 10 x log P/P0 [dB]
where P is the RMS value of sound power in watts,
and P0 is 1 pW.
Determination of Sound Power from Sound Pressure
measurements will normally be carried out
according to:
I SO 3744 (Measuring method, instruments,
background noise, no of microphone positions etc)
and ISO 3746 (Accuracy due to criterion for suitability
of test environment, K2>2 dB)

Measuring Conditions Measuring

position
All measurements are carried out in one of MAN
Diesel's test bed facilities.
ISO 2923

1m

During measurements, the exhaust gas is led outside

the test bed through a silencer. The GenSet is placed 30°
on a resilient bed with generator and engine on a
1m
common base frame.
08028-0D/H5250/94.08.12

Measuring
Sound Power are normally determined from Sound position
Pressure measurements. ISO 45635

New measurement of exhaust sound is carried out at

the test bed, unsilenced, directly after turbocharger, Fig. no 1.
with a probe microphone inside the exhaust pipe.

07.01
MAN Diesel & Turbo

1699965-9.0
Page 1 (1) Sound Measurements D 10 25 0

L32/40
L32/40CR

Engine and Exhaust Sound

Number of cylinders 5 6 7 8 9

RPM 720 750 720 750 720 750 720 750 720 750

Engine sound:

Mean sound pressure LpfA [dB] - - 103.5* 100.8 100.4 - - - 99.1 -

approx. anechoic chamber
Power [kW] - - - - 3360 - - - 4320 -

Exhaust sound:**
Power kW - - 2880 2880 3500 - - 3520 4320 -
Sound pressure LpA [dB] - - - 134.3 - - - 124.1 144.5 -
Sound power level Lw [dB] - - 131.5 - 134.7 - - - - -

For further infromation see: "Description of sound measurements" D 10 25 0.

* Frequency spectrum are not available.

** Measured in exhaust pipe with probe.

The stated values are calculated and actual measurements on specified plant may be different.

07.17
MAN Diesel & Turbo

1655210-7.2
Page 1 (2) Exhaust gas components D 10 28 0

General

Exhaust gas components of medium speed

four-stroke diesel engines

The exhaust gas is composed of numerous constit- For the typical exhaust gas composition of a MAN
uents which are formed either from the combustion Diesel & Turbo four-stroke engine without any ex-
air, the fuel and lube oil used or which are chemi- haust gas treatment devices, please see tab. 1.
cal reaction products formed during the combustion
process. Only some of these are to be considered
as harmful substances.

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 con-
approx. [% by volume] approx. [g/kWh]
stituents considered as pollutants
Sulphur oxides SOx1) 0.07 10.0
Nitrogen oxides NOx2) 0.07 – 0.15 8.0 – 16.0
Carbon monoxide CO3) 0.006 – 0.011 0.4 – 0.8
Hydrocarbons HC4) 0.1 – 0.04 0.4 – 1.2
Total < 0.25 26
Additionally suspended exhaust gas
approx. [mg/Nm3] approx. [mg/Nm3]
constituents, PM5)
operating on operating on
MGO 6)
HFO 7)
MGO 6)
HFO7)
Soot (elemental carbon)8) 50 50 0.3 0.3
Fuel ash 4 40 0.03 0.25
Lube oil ash 3 8 0.02 0.04
Note!
At rated power and without exhaust gas treatment.

Tab. 1. Exhaust gas constituents (only for guidance)

1)
SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight.
2)
NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
3)
CO according to ISO-8178 or US EPA method 10.
4)
HC according to ISO-8178 or US EPA method 25A.
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.

10.40 - ESO

D 10 28 0 Exhaust Gas Components
General
Carbon dioxide CO2
Carbon dioxide (CO2) is a product of combustion of
all fossil fuels.
Among all internal combustion engines the diesel
engine has the lowest specific CO2 emission based
on the same fuel quality, due to its superior effi-
ciency.
Sulphur oxides SOx
Sulphur oxides (SOx) are formed by the combustion
of the sulphur contained in the fuel.
Among all propulsion systems the diesel process
results in the lowest specific SOx emission based
on the same fuel quality, due to its superior effi-
ciency.
Nitrogen oxides NOx (NO + NO2)
The high temperatures prevailing in the combustion
chamber of an internal combustion engine causes
the chemical reaction of nitrogen (contained in the
combustion air as well as in some fuel grades) and
oxygen (contained in the combustion air) to nitro-
gen oxides (NOx).
MAN Diesel & Turbo
1655210-7.2
Page 2 (2)
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.
Hydrocarbons HC
The hydrocarbons (HC) contained in the exhaust
gas are composed of a multitude of various organic
compounds as a result of incomplete combustion.
Due to the efficient combustion process, the HC
content of exhaust gas of MAN Diesel & Turbo four-
stroke diesel engines is at a very low level.
Particulate Matter PM
Particulate matter (PM) consists of soot (elemental
carbon) and ash.
10.40 - ESO
MAN Diesel & Turbo

3700080-6.0
Page 1 (1) NOx Emission D 10 28 0

L32/40
L32/40CR
Maximum allowed emission value NOx IMO Tier II
Engine in standard version *

Rated output kW/cyl. 500 kW/cyl. 500 kW/cyl.

Rated speed rpm 720 750
NOx1) 2) 3)
g/kWh 9.68 4) 9.59 4)
IMO Tier II cycle D2/E2/E3
* Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from
Ships, “Revised MARPOL Annex VI (Regulations for the prevention of air pollution from ships), Regulation 13.4 (Tier
II)” as adopted by the International Maritime Organization (IMO)
Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO)
1)

Calculated as NO2:
2)

D2:Test cycle for “Constant-speed auxiliary engine” application

E2: Test cycle for “Constant-speed main propulsion” application including diesel-electric drive and all controllable-
pitch propeller installations)
E3: Test cycle for “Propeller-law-operated main and propeller-law operated auxiliary engine” application
Contingent to a charge air cooling water temperature of max. 32°C at 25°C sea water temperature.
3)

Maximum allowed NOx emissions for marine diesel engines according to IMO Tier II:
4)

130 ≤ n ≤ 2000 ➝ 44 * n -0,23 g/kWh (n = rated engine speed in rpm)

11.06 - Tier II + CR
MAN Diesel & Turbo

1679733-8.2
Page 1 (1) Moment of Inertia D 10 30 0

L32/40

Moment of inertia (J)

No. of Speed Required Engine/ Flywheel Required Alternator Alternator

total damper aft. flywh. type
cyl. r/min. 1) 2) 3) 4) 5)
Jmin kgm2 kgm2 kgm2 kgm2

720 1530 446 625 459 - -

5
750 1410 446 625 339 - -

720 1840 548 625 667 - -

6
750 1700 548 625 527 - -

720 2150 596 1100 454 - -

7
750 1980 596 1100 284 - -

720 2450 628 1100 722 - -

8
750 2260 628 1100 532 - -

720 2760 691 1100 969 - -

9
750 2540 691 1100 749 - -

1) Mass balancing 100%

2) Size of flywheel only as an example. Depending on the torsional vibration calculation.

3) Depending on the flywheel chosen.

4) If other Alternator is chosen, the value will change.

5) Standard alternator, Make ?

Moment of inertia : GD2 = J x 4 (kgm2)

11.08
MAN Diesel & Turbo

1699985-1.1
Page 1 (1) "Green Passport" D 10 33 0

General

In 2009 IMO adopted the „Hong Kong International

Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009“

Until this convention enters into force the recommen-

datory guidelines “Resolution A.962(23)” (adopted
2003) apply. This resolution has been implemented
by some classification societies as “Green Passport”.

MAN Diesel & Turbo is able to provide a list of ha-

zardous materials complying with the requirements
of the IMO Convention. This list is accepted by
classification societies as a material declaration for
“Green Passport”.

This material declaration can be provided on request.

11.08
Basic Diesel Engine

B 10
MAN Diesel & Turbo

3700030-4.0
Page 1 (3) Power, Outputs, Speed B 10 01 1

L32/40

Engine Ratings

720 rpm 750 rpm

Engine type Available turning Available turning
720 rpm 750 rpm
No of cylinders direction direction
kW CW 1) kW CW 1)
6L32/40 3000 Yes 3000 Yes
7L32/40 3500 Yes 3500 Yes
8L32/40 4000 Yes 4000 Yes
9L32/40 4500 Yes 4500 Yes
1)
CW clockwise

Table 1 Engine ratings for emission standard - IMO Tier II.

Definition of Engine Rating

General definition of diesel engine rating (according

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

Reference conditions:
ISO 3046-1: 2002; ISO 15550: 2002
Air temperature Tr K/°C 298/25
Air pressure pr kPa 100
Relative humidity Φr % 30
Cooling water temperature upstream charge air cooler Tcr K/°C 298/25
Table 2 Standard reference conditions.

10.46 - Tier II
 MAN Diesel & Turbo

3700030-4.0
B 10 01 1 Power, Outputs, Speed Page 2 (3)

L32/40

Available Outputs

Available output in percentage from

Max. allowed Speed reduction

Fuel Stop power (Blocking)
ISO-Standard-Output

at maximum torque 1)

(tr / tcr / pr = 100 kPa

Tropic conditions

Remarks
PApplication

Kind of Application (%) (%) (%) (°C) -

Electricity generation
Auxiliary engines in ships 100 110 - 45/38 2)

Marine main engines (with mechanical or diesel electric drive)

Main drive generator 100 110 - 45/38 2)

1)
Maximum torque given by available output and nominal speed.
2)
According to DIN ISO 8528-1 overload > 100% is permissible only for a short time to compenate frequency
deviations. This additional engine output must not be used for the supply of electric consumers.

tr Air temperature at compressor inlet of turbocharger.

tcr Cooling water temperature before charge air cooler
pr Barometric pressure.
Table 3 Available outputs / related reference conditions.

POperating: Available output under local conditions and Dependend on local conditions or special applica-
dependent on application. tion demands a further load reduction of PApplication, ISO
might be needed.

10.46 - Tier II
MAN Diesel & Turbo

3700030-4.0
Page 3 (3) Power, Outputs, Speed B 10 01 1

L32/40

1. No de-rating due to ambient conditions is ne-

eded as long as following conditions are not
exceeded:

values are exceeded

needed if following
Special calculation
conditions (Tropic)
No de-rating up to
stated reference
Air temperature before turbocharger Tx ≤ 318 K (45 °C) 333 K (60 °C)
Ambient pressure ≥ 100 kPa (1 bar) 90 kPa
Cooling water temperature inlet charge air cooler (LT-stage) ≤ 311 K (38 °C) 316 K (43 °C)
Intake pressure before compressor ≥ -20 mbar 1)
-40 mbar 1)
Exhaust gas back pressure after turbocharger ≤ 30 mbar 1) 60 mbar 1)
1)
Overpressure
Table 4 De-rating - Limits of ambient conditions.

2. De-rating due to ambient conditions and ne- O = (PExhaust after Turbine[mbar] – 30mbar) x 0.25K/mbar
gative intake pressure before compressor or
exhaust gas back pressure after turbocharger with O ≥ 0

Tcx Cooling water temperature inlet charge air

a = [( 318
Tx + U + O )
1.2
x ( 311
Tcx ) ]
x 1.09 - 0.09 cooler (LT-stage) [K] being considered
(Tcx = 273 + tcx)

with a ≤ 1 T Temperature in Kelvin [K]

t Temperature in degree Celsius [°C]
POperating = PApplication, ISO x a
3. De-rating due to special conditions or demands.
a Correction factor for ambient conditions Please contact MAN Diesel & Turbo, if:
Tx Air temperature before turbocharger [K] being
considered (Tx = 273 + tx) • limits of ambient conditions mentioned in
U Increased negative intake pressure before "Table 4 De-rating - Limits of ambient con-
compressor leeds to an de-rating, calculated as ditions are exceeded
increased air temperature before turbocharger • higher requirements for the emission level
exist
U = (-20mbar – pAir before compressor[mbar]) x 0.25K/mbar • special requirements of the plant for heat
recovery exist
with U ≥ 0 • special requirements on media temperatu-
res of the engine exist
O Increased exhaust gas back pressure after • any requirements of MAN Diesel & Turbo
turbocharger leads to a de-rating, calculated as mentioned in the Project Guide can not
increased air temperature before turbocharger: be kept

10.46 - Tier II
MAN Diesel & Turbo

3700035-3.0
Page 1 (8) General Description B 10 01 1

L32/40

General Crankcase/Crankshaft bearing/Tie rod

The engine is a turbocharged, four-stroke diesel
engine of the trunk piston type with a cylinder bore
of 320 mm and a stroke of 400 mm. The crankshaft
speed is 720/750 rpm.
The cylinder output is 500 kW/cyl. and the mean
effective pressure is 25.9/24.9 bar.
The engine is delivered as an in-line engine with 6 to
9 cylinders.
The crankcase of the engine is made of cast iron.
It is one-piece and very rigid. Tie rods extend from
the lower edge of the suspended main bearing up
to the top edge of the crankcase and from the top
edge of the cylinder head to the intermediate floor.
The bearing caps of the main bearings are also
laterally braced with the casing. The control drive
and vibration damper housing are integrated in the
crankcase.
Coolant/Lubricating oil

Crankcase The crankcase has no water jackets. The lube oil is

delivered to the engine via a distribution pipe which
is cast into the housing. The tie rod holes and tie rods
have a dual function. They keep components under
pre-tension and are also utilised for oil distribution.
The sealing of the tie rods takes place at the level
of the crankcase intermediate floor.

Accessibility

Engine components are easily accessible through

large covers on the long sides. The crankcase covers
on the exhaust side are provided with safety valves
(generally in the case of marine engines, partly in
the case of stationary engines).

Base Frame

The engine and alternator are mounted on a com-

mon base frame of a welded steel plate construction.

The rigid base frame construction is embedded to

the engine seating by means of resilient supports.

The inside of the base frame forms a reservoir for the

engine lubricating oil.

Fig 1 Cross section in engine frame showing the main bearing

and cylinder head bolts.

11.06 - Tier II

B 10 01 1 General Description
L32/40
Main Bearings
Fig 2 Main bearing/Locating bearing/External bearing.
Bearing cap/Tie rod
The main bearing caps (see figure 1) are arranged
in a suspended location. They are held in place with
tie rods in the base which pass all the way through.
Cross-bracing using additional cross tie rods provides
structural stability for the bearing body. It prevents
lateral displacement of the crankcase under the
influence of the ignition pressures.
Locating bearing
The locating bearing, which determines the axial
position of the crankshaft, is mounted on the on the
first inner bearing seat. It consists of a flange forged
onto the crankshaft, the axially arranged thrust collars
with AlSn running surface and the accommodating
bearing body. The locating bearing flange is sup-
ported only in the upper half.
MAN Diesel & Turbo
3700035-3.0
Page 2 (8)
External bearing
The external bearing absorbs radial forces which
are transmitted to the crankshaft via the coupling
flange. It is formed from the wall of the crankcase,
the split bolted-on flange bearing and the labyrinth
and spray ring with covering shell.
Bearing shells
The bearing shells of all the main bearings consist
of a steel protection shell, a binding layer and an
aluminium alloy running layer.
Crankshaft
Crankshaft/Balance weights/Drive gear
The crankshaft is forged from special steel. It is
arranged in a suspended manner and has 2 bal-
ance weights per cylinder held by extension bolts
for further balancing of the oscillating masses. The
drive gear for the gear drive consists of 2 segments.
They are held together by 4 tangentially arranged
bolts. The connection to the locating bearing flange
is by head bolts.
Flywheel
The flywheel, made of spheroidal grey cast iron, is ar-
ranged on the coupling-side flange on the crankshaft.
The engine can be turned over by a turning gear via
the flywheel or its toothed ring for maintenance work.
11.06 - Tier II
MAN Diesel & Turbo

3700035-3.0
Page 3 (8) General Description B 10 01 1

L32/40

Torsional Vibration Damper

Fig 3 Crankshaft on the counter coupling side, fitted with a rotational vibration damper and toothed ring.

Rotational vibrations which are induced in the

crankshaft are reduced using a vibration damper,
which is arranged on the counter coupling side of
the crankshaft. The vibrations are transferred from
the internal section to radially arranged packs of leaf
springs where they are dampened by the displace-
ment of oil. The internal arrangement is such that
coolant and lubricating oil pumps can be driven by
a toothed ring bolted in position.

Connecting Rod

Connecting rod with two section joints

The structure of the connecting rod is made up of the

so-called marine head arrangement. The joint gap is
above the connecting rod bearing. When retracting
the piston the connecting rod bearing need not be
split. This has advantages for operational safety (no
change in location / no new matching), and this type
of structure reduces the piston removal headroom.

Bearing shells

The bearing shells are identical with those of the

main bearing. Thin-walled shells with an aluminium
Fig 4 Connecting rod with two section joints (marine head)
alloy running surface are used. Bearing cap and
bearing body are bolted together using extending
bolts (studs).

11.06 - Tier II
 MAN Diesel & Turbo

3700035-3.0
B 10 01 1 General Description Page 4 (8)

L32/40

Piston The piston is cooled with oil which is fed through the
connecting rod. The oil transfer from the oscillating
connecting rod to the piston crown takes place via
a spring-loaded funnel which slides on the outer
contour of the connecting rod eye.

"Stepped piston"

The piston crown has a slightly smaller diameter

than the rest of the running surface. Pistons with this
design are referred to as stepped pistons. Explanation
of the purpose of the stage follow under the point
"Cylinder Liner".

Piston rings

The top and bottom sections are connected together

with extending bolts. 3 sealing rings and an oil scraping
ring are used for sealing the piston to the cylinder liner.
The 1st compression ring has a chromium ceramic
coating. 2. and 3rd ring are chromium coated. All
rings are arranged in the wear-resistant well-cooled
Fig 5 Piston two-piece, oil cooled
steel crown.

Piston pin
Design characteristics
The piston pin is supported in a floating manner and
Basically, the piston consists of two parts. The skirt
axially fixed in position with circlips. Holes, which may
is made from spheroidal grey cast iron. The piston
influence the formation of oil films and the strength,
crown is forged from high-quality materials. Material
are not present.
selection and design effect high resistance levels
to the ignition pressures that arise and permit tight
piston clearances. Tight piston tolerances and the
structure of the piston as a stepped piston reduce
the mechanical loading on the piston rings, restrict
the access of small particles and protect the oil film
from combustion gases.

Cooling

The special shape of the piston rings makes effec-

tive cooling more easy. The cooling is supported by
the Shaker Effect internally and externally, and by
an additional row of cooling holes in the external
area. This means that the temperatures are control-
led so that wet corrosion in the ring grooves can be
prevented. The ring grooves are induction hardened.
Subsequent machining is possible.

11.06 - Tier II
MAN Diesel & Turbo

3700035-3.0
Page 5 (8) General Description B 10 01 1

L32/40

Cylinder Liner

Fig 7 Interaction of top land ring and stepped piston.

Cooling

The coolant reaches the cylinder liner via a line that

Fig 6 Cylinder liner with fire ring.
Cylinder liner/Support ring/Top land ring
The cylinder liners, made of special cast iron, are
encased by a spheroidal grey cast iron support
ring in the upper section. This is centralised in the
crankcase. The lower section of the cylinder liner is
guided by the intermediate floor in the crankcase.
The so-called top land ring fits on the joint of the
cylinder liner.
The subdivision into 3 components i.e. the cylinder
liner, support ring and top land ring provides the best
possible structure with reference to resistance to
deformation, with regard to cooling and with regard
to ensuring the minimum temperatures on certain
component assemblies.
is connected to the support ring. The coolant flows
through the holes in the top land ring (jet cooling)
and flows through the holes in the support ring to
the cooling chambers in the cylinder heads. The
cylinder head, support ring and top land ring can
be drained together.
The top land ring and cylinder head can be checked
by using check holes in the support ring for gas and
coolant leaks.
Cylinder Head/Rocker Arm Bearing Bracket
The cylinder heads are made from spheroidal grey
cast iron. They are pressed against the top land ring
by 4 studs. The sturdy channel-cooled floor of the
cylinder head and the rib-reinforced inner section
ensure high levels of structural solidity.

Interaction stepped piston/Top land ring

The top land ring which projects above the cylinder

liner bore works together with the recessed piston
crown of the stepped piston to ensure that burnt
carbon deposits on the piston crown do not come
into contact with the running surface of the cylinder
liner. This prevents bore polishing where lube oil
would not adhere properly.

11.06 - Tier II
MAN Diesel & Turbo
3700035-3.0
Page 6 (8) General Description
Valves in the cylinder head
Fig 8 Cylinder head with valves.
The cylinder head has 2 inlet and 2 exhaust valves, 1
starting valve and one each indexing and (on ship's
engines) 1 safety valve. The fuel injection valve is ar-
ranged centrally between the valves. It is surrounded
by sleeves which, in the lower area, are sealed both
against the surrounding coolant chamber and against
the combustion chamber.
Connections
The connections between the cylinder head and the
exhaust pipe, the connections within the charge air
line and with respect to the coolant supply and start-
ing air line is effected by using quick-fit couplings or
clamping and plug connections.
Rocker arm bearing block/Valve actuation
The cylinder head is closed off from above by a cap,
through which the valves and the injection valve are
easily accessible.
11.06 - Tier II
B 10 01 1
L32/40
Fig 9 Rocker arm bearing bracket with valve actuator.
Camshaft and Camshaft Drive
The engine is equipped with two camshafts, which
are driven by a gear wheel of the crankshaft through
intermediate wheels, and rotates with a speed which
is half the speed of the crankshaft.
One camshaft, positioned in control side, only serves
to drive the fuel injection pumps and to operate the
starting air pilot valves, whereas the other arranged
at the exhaust side, operates the inlet and exhaust
valves.
Safety and Control System
The engine is equipped with the well proven Safety
and Control System (SaCoSone). As a self-develop-
ment it is best adapted to MAN Diesel & Turbo engines.
SaCoSone combines all functions of a modern engine
management system within one complete system.
SaCoSone offers:
- Integrated self-diagnosis functions
- Maximum reliability and availability
- Simple use and diagnosis
- Quick exchange of mofules (plug in)
- Trouble-free and time-saving commissioning
MAN Diesel & Turbo
3700035-3.0
Page 7 (8) General Description
Turbocharger System
The turbocharger system of the engine, which is a
constant pressure system, consists of an exhaust
gas receiver, a turbocharger, a charge air cooler and
a charge air receiver.
The turbine wheel of the turbocharger, which is
of the radial type, is driven by the engine exhaust
gas, and the turbine wheel drives the turbocharger
compressor, which is mounted on one shaft. The
compressor sucks air from the engine room through
the dry air filters.
The turbocharger presses the air through the charge
air cooler to the charge air receiver. From the charge
air receiver, the air flows to each cylinder through
the inlet valves.
The charge air cooler is a compact tube-type cooler
with a large cooling surface.
From the exhaust valves, the exhaust gas is led to
the exhaust gas receiver where the pulsatory pres-
sure from the individual cylinders is equalized and
passed to the turbocharger as a constant pressure,
and further through the exhaust system and silencer
arrangement.
The exhaust gas receiver is made of pipe sections,
one for each cylinder, connected to each other,
by means of compensators, to prevent excessive
stress in the pipes due to heat expansion. Between
the cylinder head and the exhaust gas line quick
release couplings is mounted, which permits rapid
discon­nection.
To avoid excessive thermal loss and to ensure a
reasonably low surface temperature, the exhaust
gas receiver is insulated.
Compressed Air System
The engine is started by means of compressed air
of 30 bar.
11.06 - Tier II
B 10 01 1
L32/40
Fuel Oil System
The built-on fuel oil system consists of the fuel oil
filter and the fuel injection system.
The fuel oil filter is a duplex filter.The filter is equipped
with a three-way cock for single or double operation
of the filters.
Waste oil and fuel oil leakage is led to a leakage
alarm which is heated by means of fuel returning oil.
Lubricating Oil System
All moving parts of the engine are lubricated with oil
circulating under pressure in a closed built-on system.
The built-on lubricating oil pump is of the gear wheel
type with pressure control valve. The pump takes
the oil from the sump in the base frame, and on the
pressure side the oil passes through the lubricating
oil cooler (plate type) and the filter which both are
mounted on the engine.
Cooling is carried out by the low temperature cool-
ing water system. The temperature is controlled by
a termostatic 3-way valve on the oil side. The engine
is a standard equipped engine with an electrically
driven prelubricating pump.
Cooling Water System
The cooling water system consists of a low tempera-
ture system and a high temperature system.
The water in the low temperature system is passed
through the charge air cooler (2. stage), the lubricat-
ing oil cooler and the alternator, if the latter is water-
cooled. The low temperature media is freshwater.
The high temperature cooling water is passed through
the charge air cooler (1. stage), the engine cylinders
and the cylinder head. The high temperature media
is freshwater.
MAN Diesel & Turbo

3700035-3.0
Page 8 (8) General Description B 10 01 1

L32/40

NOx Reduction Measures New piston for increased compression ratio

RI - Retarded Injection The use of a new piston provides a higher compres-

Retarded injection timing delays combustion heat
release and thus lowers combustion chamber tem-
perature peaks.
Device for variable injection timing (V.I.T.)
sion ratio and gives a faster reduction in temperature
after the ignition of the fuel, thus reducing NOx
formation. The increase in compression ratio also
compensates the reduction in firing temperature
due to retarded injection and hence the associated
increase in SFOC.

The V.I.T. is designed to influence injection timing and
thus ignition pressure and combustion temperature.
That enables engine operation in different load ranges
well balanced between low NOx emissions and low
fuel consumption.
Miller valve timing
To reduce the temperature peaks which promote
the formation of NOx, early closure of the inlet valve
causes the charge air to expand and cool before start
of compression. The resulting reduction in combus-
tion temperature reduces NOx emissions.

11.06 - Tier II
MAN Diesel & Turbo

1639472-0.2
Page 1 (1) Cross Section B 10 01 1

L32/40

11.06
MAN Diesel & Turbo

3700032-8.0
Page 1 (1) Main Particulars B 10 01 1

L32/40
Cycle : 4-stroke

Configuration : In-line

Cyl. Nos. available : 6-7-8-9

Power range : 3000-4500 kW

Speed : 720/750 rpm

Bore : 320 mm

Stroke : 400 mm

Stroke/bore ratio : 1.25

Swept volume per cyl. : 32.17 dm3

Compression ratio : 15.2:1

Turbocharging principle : Constant pressure system and inter­cool­ing

Fuel quality acceptance : HFO up to 700 cSt/50° C

(ISO 8217-RMH55 and RMK55)

Power lay-out MCR version

Speed rpm 720 750

Mean piston speed m/sec. 9.6 10.0

Mean effective pressure bar 25.9 24.9

Max. combustion pressure bar 190 190

Power per cylinder kW/cyl. 500 500

10.46 - Tier II
 MAN Diesel

1689486-2.0
Page 1 (1) Dimensions and Weights B 10 01 1

L32/40

Cyl. no A (mm) * B (mm) * C (mm) H (mm) **Dry weight

GenSet (t)

6 (720 rpm) 6340 3415 9755 4622 75.0

6 (750 rpm) 6340 3415 9755 4622 75.0

7 (720 rpm) 6870 3415 10285 4622 79.0

7 (750 rpm) 6870 3415 10285 4622 79.0

8 (720 rpm) 7400 3635 11035 4840 87.0

8 (750 rpm) 7400 3635 11035 4840 87.0

9 (720 rpm) 7930 3635 11565 4840 91.0

9 (750 rpm) 7930 3635 11565 4840 91.0
08028-0D/H5250/94.08.12

P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2835 mm. (without gallery) and 3220 mm. (with gallery)

* Depending on alternator
** Weight included an alternator, Type B16, Make Siemens

All dimensions and masses are approximate, and subject to changes without prior notice.

10.16 - CD
 MAN Diesel

1689487-4.0
Page 1 (2) Overhaul Heights B 10 01 1

L32/40
4060

1500

Fig 1 Disassembly of Rocker Arm Casing Fig 2 Disassembly of Rocker Arm Casing
with Cylinder Head

Control Exhaust
4260 = side gas side = 4740

➞ ➞
5050 (when carrying away along the engine axis
over the cylinder heads)
4260
08028-0D/H5250/94.08.12

4545
1230

4472

Fig 3 Removal of Piston with Connecting Rod Fig 4 Removal of the Tie Rods

10.16 - CD
 MAN Diesel

1689487-4.0
B 10 01 1 Overhaul Heights Page 2 (2)

L32/40

➞ ➞ ➞ ➞
4090
4660

4730

4095

Fig 5 Removal of Cylinder Liner Fig 6 Removal of Cylinder Liner with

Supporting Ring

08028-0D/H5250/94.08.12

10.16 - CD
 MAN B&W Diesel

1693579-3.0
Page 1 (1) Overhaul Areas B 10 01 1

L32/40

Dismantling space

It must be considered that there is sufficient space For minimum space, please contact MAN B&W
for pulling the intercooler element, Lubricating oil Holeby.
cooler, lubricating oil filter cartridge and required
space for maintenance work on engine.

Fig 1 Overhaul areas for intercooler element, lub. oil cooler, lub. oil filter cartridge and required space for maintenance work on engine.
08028-0D/H5250/94.08.12

04.34 - 480/500CD
MAN Diesel & Turbo

1607566-7.2
Page 1 (1) Engine Rotation Clockwise B 10 11 1

General

Direction of rotation seen from flywheel end “Clockwise”

Engine

Alternator

10.39
Fuel Oil System

B 11
 MAN B&W Diesel

1693522-9.0
Page 1 (2) Internal Fuel Oil System B 11 00 0

L32/40

Fig 1 Diagram for fuel oil system.

Internal Fuel Oil Feed System

Pipe description

A1 Fuel oil inlet DN 25

The fuel oil is delivered to the injection pumps from
A2 Fuel oil outlet DN 25 the external fuel oil system through a safety filter.
A3 Waste oil outlet DN 15
A15 Tracer heating inlet DN 15 The safety filter is a duplex filter of the split type with
A16 Tracer heating outlet DN 15 a filter fineness of 50 µ. The filter is equipped with a
A17 Nozzle cooling water inlet DN 15
A18 Nozzle cooling water outlet DN 15
common three-way cock for manual change of both
the inlet and outlet side.
Flange connections are as standard according to DIN 2501,
PN 16.
Fuel Injection Equipment
08028-0D/H5250/94.08.12

General Each cylinder unit has its own set of injection

The internal built-on fuel oil system, as shown in fig.
1, consists of the following parts:
– a fuel oil feed system.
– high-pressure injection equipment.
– a waste oil system.
equipment comprising injection pump, high-pressure
pipe and injection valve.
The injection equipment and the distribution supply
pipes are housed in a fully enclosed compartment,
thus minimizing heat losses from the preheated fuel.
This arrangement reduces external surface tempera-
tures and the risk of fire caused by fuel leakage.

03.20
MAN B&W Diesel
B 11 00 0 Internal Fuel Oil System
L32/40
The injection pumps are installed directly above the
camshaft, and they are activated by the cams on the
camshaft through roller guides fitted in the roller
guide housings.
The amount of fuel injected into each cylinder unit is
adjusted by means of the governor, which maintains
the engine speed at the preset value by a continuous
positioning of the fuel pump racks, via a common
regulating shaft.
The injection valve is for building down into the
centre of the cylinder head.
The injection oil is supplied from the injection pump
to the injection valve via a double-walled pressure
pipe installed in a bore in the cylinder head.
This bore has an external connection to lead the leak
oil from the injection valve and high-pressure pipe to
the waste oil system.
Nozzle Cooling Water.
See page E 11 05 1.
1693522-9.0
Page 2 (2)
Dirty Oil System
Waste and leak oil from the compartments have
separate outlets from each side of the engine. The
dirty oil cannot be reused and should be led to a
sludge oil tank.
The alarm unit consists of a box with a float switch for
level monitoring. In case of a larger than normal
leakage, the float switch will initiate alarm. The
supply fuel oil to the engine is led through the unit in
order to keep this heated up, thereby ensuring free
drainage passage even for high-viscous waste/leak
oil.
Data
For pump capacities, see D 10 05 0 "List of
Capacities".
Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data and
Set Points".
08028-0D/H5250/94.08.12
03.20
10.40
Deck From
centrifuges Page 1 (3)
1643442-8.4

Automatic
deaerating valve
Flow
Pressure control balancing Venting pipe
valve, 810 bar valve Diesel oil
Heavy fuel oil
service
MAN Diesel & Turbo

Fig 1. Fuel Oil Diagram

service tank
tank

Temperature
feeler
V1
DIESELswitch
V2 Cooling
A1 medium
inlet
A2 * A3

Main engine
cooler
Diesel oil

Duplex full V1
Drain from
fuel pumps flow filter
V2
A1 MDO booster pump
for GenSets 6 bar
A2 * A3

V1

Pressure control
V2 valve, 56 bar
Fuel Oil Diagram

A1
A2 * A3

Cooling Pressure control

Fuel oil medium valve, 23 bar
drain tank inlet
Temperature Pressure control
feeler valve, 4 bar

To HFO service Diesel oil

or settling tank cooler
Viscorator

Preheater Supply pumps

Circulating pumps

Diesel oil
Heavy fuel oil
Heated pipe with insulation Steam Condensat
inlet outlet
L32/40
B 11 00 0

B 11 00 0 Fuel Oil Diagram
L32/40
Uni-Fuel
The fuel system on page 1 is designed as a uni-fuel
system indicating that the propulsion engine and
the GenSets are running on the same fuel oil and
are fed from the common fuel system. The uni-fuel
concept is a unique possibility for substantial sav-
ings in operating costs. It is also the simplest fuel
system, resulting in lower maintenance and easier
operation. The diagram on page 1 is a guidance. It
has to be adapted in each case to the actual engine
and pipe layout.
Fuel Feed System
The common fuel feed system is a pressurised sys-
tem, consisting of HFO supply pumps, HFO circulat-
ing pumps, pre-heater, diesel cooler, DIESELswitch
and equipment for controlling the viscosity, (e.g. a
viscorator). The fuel oil is led from the service tank to
one of the electrically driven supply pumps. It delivers
the fuel oil with a pressure of approximately 4 bar
to the low-pressure side of the fuel oil system thus
avoiding boiling of the fuel in the venting pipe. From
the low-pressure part of the fuel system the fuel oil is
led to one of the electrically driven circulating pumps
which pumps the fuel oil through a pre-heater to the
engines. For the propulsion engine please see the
specific plant specifications. The internal fuel system
for the GenSets is shown in B 11 00 0 "Internal Fuel
Oil System".
To safeguard the injection system components on
the propulsion engine is it recommended to install a
safety duplex filter with a fineness of max. 50 microns
(sphere passing mesh) as close as possible to the
propulsion engine.
GenSets with conventional fuel injection system must
have safety duplex filters with a fineness of max. 34
microns (sphere passing mesh) installed as close
as possible to each GenSet as shown in the fuel oil
diagram. GenSets with a common rail fuel system
require a safety duplex filter with a fineness of max.
25 microns (sphere passing mesh).
MAN Diesel & Turbo
1643442-8.4
Page 2 (3)
GenSets with a common rail fuel system require an
automatic filter with a fineness of max. 10 microns
(sphere passing mesh), which needs to be installed
in the feeder circle.
It is possible, however not our standard/recommen-
dation, to install a common fuel oil safety duplex
filter and a common MDO filter for the entire GenSet
plant. In this case it must be ensured that the fuel
oil system fulfils the classification rules and protects
the engines from impurities.
Note: a filter surface load of 1 l/cm² per hour must
not be exceeded!
The venting pipe is connected to the service tank
via an automatic deaeration valve that will release
any gases present. To ensure ample filling of the
fuel injection pumps the capacity of the electri-
cally driven circulating pumps must be three times
higher the amount of fuel consumed by the diesel
engine at 100% load. The surplus amount of fuel
oil is re-circulated in the engine and back through
the venting pipe. To have a constant fuel pressure
to the fuel injection pumps during all engine loads a
spring-loaded overflow valve is inserted in the fuel
system. The circulating pump pressure should be as
specified in "B 19 00 0, Operating Data & Set Points"
which provides a pressure margin against gasification
and cavitation in the fuel system even at a tempera-
ture of 150°C. The circulating pumps will always be
running; even if the propulsion engine and one or
several of the GenSets are stopped. Circulation of
heated heavy fuel oil through the fuel system on the
engine(s) keep them ready to start with preheated
fuel injection pumps and the fuel valves de-aerated.
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 engines.
Each engine has to be feed with its correct, individual
fuel flow.
10.40
MAN Diesel & Turbo
1643442-8.4
Page 3 (3) Fuel Oil Diagram
MDO Operation
The MDO to the GenSets can also be supplied via
a separate pipeline from the service tank through a
MDO booster pump.The capacity of the MDO booster
pump must be three times higher the amount of MDO
consumed by the diesel engines at 100% load. The
system is designed in such a way that the fuel type
for the GenSets can be changed independent of the
fuel supply to the propulsion engine. As an option the
GenSet plant can be delivered with the fuel changing
system consisting of a set of remotely controlled,
pneumatically actuated 3-way fuel changing valves
“V1-V2” for each GenSet and a fuel changing valve
control box common for all GenSets.
A separate fuel changing system for each GenSet
gives the advantage of individually choosing MDO or
HFO mode. Such a changeover may be necessary
if the GenSets have to be:
• stopped for a prolonged period
• stopped for major repair of the fuel system,
etc.
• in case of a blackout / emergency start
If the fuel type for both the propulsion engine and
GenSets have to be changed from HFO to MDO/
MGO and vice versa, the 3-way valve just after the
service tanks has to be activated – the DIESELswitch.
With the introduction of stricter fuel sulphur content
regulations the propulsion engine as well as the
GenSets increasingly have to be operated on distillate
fuels, i.e. marine gas oil (MGO) and marine diesel
oil (MDO). To maintain the required viscosity at the
engine inlet, it is necessary to install a cooler in the
fuel system. The lowest viscosity suitable for the
main engine and the GenSets is 2 cSt at engine inlet.
10.40
B 11 00 0
L32/40
Emergency Start
Further, MDO must be available in emergency
situations. If a blackout occurs, the GenSets can be
started up on MDO in three ways:
• MDO to be supplied from the MDO booster
pump which can be driven pneumatically or
electrically. If the pump is driven electrically, it
must be connected to the emergency switch-
board.
• If the GenSet has a built-on booster pump, it
can be used if the minimum level in the MDO
service tank corresponds to or is max. 1.0
metres below the level of the built-on booster
pump. However, in the design of the entire
system, the level of the service tank under the
GenSet can cause problems with vacuum in
the system.
• A gravity tank (100 - 200 litres) can be arranged
above the GenSet. With no pumps available, it
is possible to start up the GenSet if a gravity
tank is installed minimum 8 metres above the
GenSet. However, only if the changeover valve
“V1-V2” is placed as near as possible to the
GenSet.
MAN Diesel & Turbo
1693520-5.9
Page 1 (10) Specification for Heavy Fuel Oil (HFO)
Prerequisites
MAN four-stroke diesel engines can be operated
with any heavy fuel oil obtained from crude oil that
also satisfies the requirements in Table 1, provid-
ing the engine and fuel processing system have
been designed accordingly. To ensure that the re-
lationship between the cost of fuel, spare parts
and repair and maintenance expenditure remains
favourable at all times, the following points should
be observed.
Heavy Fuel Oil (HFO)
Origin/refinery process
The quality of the heavy fuel oil largely depends
on the quality of the crude oil and also the refining
process used. This is why the properties of heavy
fuel oils with the same viscosity can vary consider-
ably depending on the bunker positions. Heavy fuel
oil is normally a mixture of residual oil and distil-
lates. The components of the mixture are normally
obtained from modern refinery processes, such as
Catcracker or Visbreaker. These processes can ad-
versely affect the stability of the fuel as well as its
ignition and combustion properties. The processing
of the heavy fuel oil and the operating result of the
engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil
qualities should preferably be used. If oils need to
be purchased from independent dealers, also en-
sure that these also comply with the international
specifications. The engine operator is responsible
for ensuring that suitable heavy fuel oils are cho-
sen.
Specifications
Fuels that are intended for use in an engine must
satisfy the specifications to ensure sufficient qual-
ity. The limit values for heavy fuel oils are specified
in Table 1.
The entries in the last column of Table 1 provide im-
portant background information and must therefore
be observed.
10.47 - 3.3.3 (2010-11-19)
B 11 00 0
General
Different international specifications exist for heavy
fuel oils. The most important specifications are ISO
8217-2010 and CIMAC-2003. These two specifica-
tions are more or less equivalent. Figure 1 shows
the ISO 8217 specification. All qualities in these
specifications up to K700 can be used, provided
the fuel system has been designed for these fuels.
Heavy fuel oils with a maximum density of 1,010
kg/m3 can only be used if modern separators are
installed.
Important
Even if the fuel characteristics listed in the table
entitled "The fuel specification and correspond-
ing characteristics for heavy fuel oil" satisfy the
above requirements, this information may still not
be enough to determine the ignition and combus-
tion characteristics, and also stability, of the fuel.
This means that the operating performance of the
engine may depend on characteristics that are not
defined in the specification. This particularly ap-
plies for the tendency of the oil to form deposits in
the combustion chamber, fuel injection system, gas
channels and exhaust gas system. A number of
fuels have a tendency towards incompatibility with
lubricating oil which leads to deposits being formed
in the fuel delivery pump that can block the pumps.
It may therefore be necessary to avoid using spe-
cific potentially problematic fuels.
Blends
The addition of engine oils (old lubricating oil, ULO
–used lubricating oil) and additives that have not
been manufactured from mineral oils, (coal-tar oil,
for example), and residual products of chemical
or other processes such as solvents (polymers or
chemical waste) is not permitted. Some of the rea-
sons for this are as follows: abrasive and corrosive
effects, unfavourable combustion characteristics,
poor compatibility with mineral oils and, last but
not least, adverse effects on the environment. The
order for the fuel must expressly state what is not
permitted as the fuel specifications that generally
apply do not include this limitation.
 MAN Diesel & Turbo

B 11 00 0 Specification for Heavy Fuel Oil (HFO)

1693520-5.9
Page 2 (10)

General
If engine oils (old lubricating oil, ULO – used lubri-
cating oil) are added to fuel, this does pose particu-
lar danger as the additives in the lubricating oil act
as emulsifiers that cause dirt, water and catfines to
be transported as fine suspension. They therefore
prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience
of other manufacturers), this can severely damage
the engine and turbocharger components.
The addition of chemical waste products (solvents,
for example) to the fuel is prohibited for environ-
mental protection reasons according to the reso-
lution of the IMO Marine Environment Protection
Committee passed on 1st January 1992.
Leak oil collector
Leak oil collectors that act as receptacles for leak
oil, and also return and overflow pipes in the lube
oil system, must not be connected to the fuel tank.
Leak oil pipes should be emptied in sludge tanks.

Viscosity (at 50 °C) max. 700 Viscosity/injection viscosity

mm2/s (cSt)
Viscosity (at 100 °C) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point min. 60 Flash point (ASTM D 93)
Low-temperature behaviour
Pour point (summer) max. 30
°C (ASTM D 97)
Low-temperature behaviour
Pour point (winter) max. 30
(ASTM D 97)
Coke residue
20 Combustion properties
(Conradson)
weight % 5
Sulphur content Sulphuric acid corrosion
or legal requirements
Ash content max. 0.15 Heavy fuel oil processing
Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) weight % 0.1
Aluminium and silicium
mg/kg 60 Heavy fuel oil processing
content (total)
Total acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
The fuel must be free of
lubricating oil (ULO - used
lubricating oil, old oil). Fuel is
Used lubricating oil max. considered as contaminated with
mg/kg
(ULO) lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or
Ca > 30 ppm and P > 15 ppm.
2/3 of coke residue
Asphaltene content weight % Combustion properties
(according to Conradson)
Sodium < 1/3 Vanadium,
Sodium content mg/kg Heavy fuel oil processing
Sodium<100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils.
It must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or
polymers.
Table 1. Table_The fuel specification and corresponding characteristics for heavy fuel oil

10.47 - 3.3.3 (2010-11-19)

 Category ISO-F-
Test method
Characteristic Unit Limit RMA RMB RMD RME RMG RMK
reference Page 3 (10)
1693520-5.9

10 30 80 180 180 380 500 700 380 500 700

Figure 1 & 2.
Kinematic viscosity
mm2/s max. 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0 ISO 3104

10.47 - 3.3.3 (2010-11-19)

at 50° C
ISO 3675 or
MAN Diesel & Turbo

Density at 15° C kg/m3 max. 920.0 960.0 975.0 991.0 991.0 1010.0
ISO 12185
CCAI
– max. 850 860 860 860 870 870

ISO 8754
Sulfur mass % max. Statutory requirements
ISO 14596
Flash point
°C min. 60.0 60.0 60.0 60.0 60.0 60.0 ISO 2719

Hydrogen sulfide
mg/kg max. 2.00 2.00 2.00 2.00 2.00 2.00 IP 570

mg
Acid number max. 2.5 2.5 2.5 2.5 2.5 2.5 ASTM D664
KOH/g
Total sediment aged
mass % max. 0.10 0.10 0.10 0.10 0.10 0.10 ISO 10307-2

ISO 8217-2010 specification for heavy fuel oil

Carbon residue:
mass % max. 2.50 10.00 14.00 15.00 18.00 20.00 ISO 10370
micro method
Pour point winter quality °C max. 0 0 30 30 30 30 ISO 3016
(upper) summer quality °C max. 6 6 30 30 30 30 ISO 3016
volume
Water max. 0.30 0.50 0.50 0.50 0.50 0.50 ISO 3733
%
Ash
mass% max. 0.040 0.070 0.070 0.070 0.100 0.150 ISO 6245

IP 501, IP 470
Specification for Heavy Fuel Oil (HFO)

Vanadium mg/kg max. 50 150 150 150 350 450

or ISO 14597
IP 501
Sodium mg/kg max. 50 100 100 50 100 100
IP 470
Aluminium plus silicon IP 501, IP 470
mg/kg max. 25 40 40 50 60 60
or ISO 10478
Used lubricating oils (ULO): The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the IP 501 or
calcium and zinc; or mg/kg – following conditions is met: IP 470
calcium and phosphorus calcium > 30 and zinc > 15; or calcium > 30 and phosphorus > 15 IP 500

© ISO 2010 – All rights reserved ISO 8217 : 2010(E)

General
B 11 00 0

B 11 00 0 Specification for Heavy Fuel Oil (HFO)
General
Additional Information
The purpose of the following information is to show
the relationship between the quality of heavy fuel
oil, heavy fuel oil processing, the engine operation
and operating results more clearly.
Selection of heavy fuel oil
Economic operation with heavy fuel oil within the
limit values specified in the table entitled "The fuel
specification and corresponding properties for
heavy fuel oil" is possible under normal operating
conditions, provided the system is working properly
and regular maintenance is carried out. If these re-
quirements are not satisfied, shorter maintenance
intervals, higher wear and a greater need for spare
parts is to be expected. The required maintenance
intervals and operating results determine which
quality of heavy fuel oil should be used.
It is an established fact that the price advantage
decreases as viscosity increases. It is therefore not
always economical to use the fuel with the highest
viscosity as in many cases the quality of this fuel
will not be the best.
Viscosity/injection viscosity
Heavy fuel oils with a high viscosity may be of an
inferior quality. The maximum permissible viscos-
ity depends on the preheating system installed and
the capacity (flow rate) of the separator.
The prescribed injection viscosity of 12 - 14 mm2/s
(for GenSets, 23/30H and 28/32H: 12 - 18 cSt) and
corresponding fuel temperature upstream of the
engine must be observed. This is the only way to
ensure efficient atomisation and mixture formation
and therefore low-residue combustion. This also
prevents mechanical overloading of the injection
system. For the prescribed injection viscosity and/
or the required fuel oil temperature upstream of the
engine, refer to the viscosity temperature diagram.
MAN Diesel & Turbo
1693520-5.9
Page 4 (10)
Heavy fuel oil processing
Whether or not problems occur when the engine is
in operation depends on how carefully the heavy
fuel oil has been processed. Particular care should
be taken to ensure that highly-abrasive inorganic
foreign matter (catalyst particles, rust, sand) are
effectively removed. It has been shown in practise
that wear as a result of abrasion in the engine in-
creases considerably if the aluminium and silicium
content is higher than 15 mg/kg.
Viscosity and density influence the cleaning effect.
This must be taken into account when designing
and making adjustments to the cleaning system.
Settling tank
The heavy fuel oil is precleaned in the settling tank.
The longer the fuel remains in the tank and the
lower the viscosity of the heavy fuel oil is, the more
effective the precleaning process will be (maximum
preheating temperature of 75 °C to prevent the for-
mation of asphalt in the heavy fuel oil). A settling
tank is sufficient for heavy fuel oils with a viscosity
of less than 380 mm2/s at 50 °C. If the heavy fuel
oil has a high concentration of foreign matter or if
fuels in accordance with ISO-F-RM, G/H/K380 or
H/K700 are to be used, two settling tanks will be
required one of which must be sized for 24-hour
operation. Before the content is moved to the ser-
vice tank, water and sludge must be drained from
the settling tank.
Separators
A separator is particularly suitable for separating
material with a higher specific density – water, for-
eign matter and sludge, for example. The separa-
tors must be self-cleaning (i.e. the cleaning inter-
vals must be triggered automatically).
Only separators in the new generation may be
used. They are extremely effective throughout a
wide density range with no changeover required
and can separate water from heavy fuel oils with a
density of up to 1.01 g/ml at 15 °C.
10.47 - 3.3.3 (2010-11-19)
MAN Diesel & Turbo
1693520-5.9
Page 5 (10) Specification for Heavy Fuel Oil (HFO)
Table "Achievable proportion of foreign matter and
water (following separation)" shows the prereq-
uisites that must be met by the separator. These
limit values are used by manufacturers as the basis
for dimensioning the separator and ensure compli-
ance.
100%
Figure 3 Location of heavy fuel oil cleaning equipment and/or separator
The separators must be arranged according to the
manufacturers' current recommendations (Alpha-
Laval and Westfalia). The density and viscosity of
the heavy fuel oil in particular must be taken into
account. If separators by other manufacturers are
used, MAN Diesel & Turbo should be consulted.
Definition
Inorganic foreign matter including catalyst particles
Al + Si content
Water content
Table 2 Achievable proportion of foreign matter and water (following separation)
Results obtained during operation in practise show
that the wear the occurs as a result of abrasion in
the injection system and the engine will remain
within acceptable limits if these values are com-
plied with. In addition, an optimum lubricating oil
treatment process must be ensured.
10.47 - 3.3.3 (2010-11-19)
B 11 00 0
General
The manufacturer's specifications must be com-
plied with to maximise the cleaning effect.
Application in ships and
stationary use: parallel
installation
1 separator for
100% flow rate
100% 1 separator (reserve) for
100% flow rate
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 stated in the table entitled "Achievable pro-
portion of foreign matter and water" for inorganic
foreign matter and water in the heavy fuel oil will be
achieved at the engine inlet.
Particle size Quantity
< 5 µm < 20 mg/kg
- < 15 mg/kg
 < 0.2 % by vol. %
Water
It is particularly important to ensure that the wa-
ter separation process is as thorough as possible
as the water takes the form of large droplets, and
not a finely distributed emulsion. In this form, water
also promotes corrosion and sludge formation in
the fuel system and therefore impairs the supply,
atomisation and combustion of the heavy fuel oil.
If the water absorbed in the fuel is seawater, harm-
ful sodium chloride and other salts dissolved in this
water will enter the engine.
 MAN Diesel & Turbo

B 11 00 0 Specification for Heavy Fuel Oil (HFO)

1693520-5.9
Page 6 (10)

General
The sludge containing water must be removed from
the settling tank before the separation process
starts, and must also be removed from the service
tank at regular intervals. The tank's ventilation sys-
tem must be designed in such a way that conden-
sate cannot flow back into the tank.
Vanadium/Sodium
If the vanadium/sodium ratio is unfavourable, the
melting point of the heavy fuel oil ash may fall in
the operating area of the exhaust-gas valve which
can lead to high-temperature corrosion. Most of the
water and water-soluble sodium compounds it con-
tains can be removed by precleaning the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the
sodium content is one third of the vanadium con-
tent or less. It must also be ensured that sodium
does not enter the engine in the form of seawater
in the intake air.
If the sodium content is higher than 100 mg/kg, this
is likely to result in a higher quantity of salt depos-
its in the combustion chamber and exhaust-gas
system. This will impair the function of the engine
(including the suction function of the turbocharger).
Homogeniser
If a homogeniser is used, it must never be installed
between the settling tank and separator as other-
wise it will not be possible to ensure satisfactory
separation of harmful contaminants, particularly
seawater.
Flash point (ASTM D 93)
National and international transportation and stor-
age regulations governing the use of fuels must be
complied with in relation to the flash point. In gen-
eral, a flash point of above 60 °C is prescribed for
diesel engine fuels.
Low temperature behaviour (ASTM D 97)
The pour point is the temperature at which the fuel
is no longer flowable (pumpable). As the pour point
of many low-viscosity heavy fuel oils is higher than
0 °C, the bunker facility must be preheated, unless
fuel in accordance with RMA or RMB is used. The
entire bunker facility must be designed in such a
way that the heavy fuel oil can be preheated to
around 10 °C above the pour point.
Pumping characteristics

Under certain conditions, high-temperature corro-
sion can be prevented byusing a fuel additive that
increases the melting point of the heavy fuel oil
ash(also see "Additives for heavy fuel oils”).
Ash
If the viscosity of the fuel is higher than 1000 mm2/s
(cST), or the temperature is not at least 10 °C
above the pour point, pump problems will occur.
For more information, also refer to “Low-tempera-
ture behaviour(ASTM D 97)”.

Fuel ash consists for the greater part of vanadium

oxide and nickel sulphate (see above chapter for
more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g.
sand, corrosion compounds and catalyst particles,
accelerate the mechanical wear in the engine. Cat-
alyst particles produced as a result of the catalytic
cracking process may be present in the heavy fuel
oils. In most cases, these are aluminium silicate
particles that cause a high degree of wear in the in-
jection system and the engine. The aluminium con-
tent determined, multiplied by a factor of between 5
and 8 (depending on the catalytic bond), is roughly
the same as the proportion of catalyst remnants in
the heavy fuel oil.

10.47 - 3.3.3 (2010-11-19)

MAN Diesel & Turbo
1693520-5.9
Page 7 (10) Specification for Heavy Fuel Oil (HFO)
Combustion properties
If the proportion of asphalt is more than two thirds of
the coke residue (Conradson), combustion may be
delayed which in turn may increase the formation of
combustion residues, leading to such as deposits
on and in the injection nozzles, large amounts of
smoke, low output, increased fuel consumption and
a rapid rise in ignition pressure as well as combus-
tion close to the cylinder wall (thermal overloading
of lubricating oil film). If the ratio of asphalt to coke
residues reaches the limit 0.66, and if the asphalt
content exceeds 8%, the risk of deposits forming
in the combustion chamber and injection system is
higher. These problems can also occur when using
unstable heavy fuel oils, or if incompatible heavy
fuel oils are mixed. This would lead to an increased
deposition of asphalt (see "Compatibility”).
Ignition quality
Nowadays, to achieve the prescribed reference vis-
cosity, cracking-process products are used as the
low viscosity ingredients of heavy fuel oils although
the ignition characteristics of these oils may also
be poor. The cetane number of these compounds
should be < 35. If the proportion of aromatic hy-
dro-carbons is high (more than 35 %), this also ad-
versely affects the ignition quality.
The ignition delay in heavy fuel oils with poor igni-
tion characteristics is longer and combustion is also
delayed which can lead to thermal overloading of
the oil film at the cylinder liner and also high cylin-
der pressures. The ignition delay and accompany-
ing increase in pressure in the cylinder are also in-
fluenced by the end temperature and compression
pressure, i.e. by the compression ratio, the charge-
air pressure and charge-air temperature.
The disadvantages of using fuels with poor igni-
tion characteristics can be limited by preheating
the charge air in partial load operation and reduc-
ing the output for a limited period. However, a more
effective solution is a high compression ratio and
operational adjustment of the injection system to
the ignition characteristics of the fuel used, as is
the case with MAN Diesel & Turbo piston engines.
10.47 - 3.3.3 (2010-11-19)
B 11 00 0
General
The ignition quality is one of the most important
properties of the fuel. This value does not appear
in the international specifications because a stan-
dardised testing method has only recently become
available and not enough experience has been
gathered at this point in order to determine limit
values. The parameters, such as the calculated
carbon aromaticity index (CCAI), are therefore aids
that are derived from quantifiable fuel properties.
We have established that this method is suitable for
determining the approximate ignition quality of the
heavy fuel oil used.
A testing instrument has been developed based on
the constant volume combustion method (fuel com-
bustion analyser FCA) and is currently being tested
by a series of testing laboratories.
The instrument measures the ignition delay to de-
termine the ignition quality of a fuel and this mea-
surement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been estab-
lished that in some cases heavy fuel oils with a low
FIA cetane number or ECN number can cause op-
erating problems.
As the liquid components of the heavy fuel oil deci-
sively influence the ignition quality, flow properties
and combustion quality, the bunker operator is re-
sponsible for ensuring that the quality of heavy fuel
oil delivered is suitable for the diesel engine. (Also
see illustration entitled "Nomogram for determining
the CCAI – assigning the CCAI ranges to engine
types").
 MAN Diesel & Turbo

B 11 00 0 Specification for Heavy Fuel Oil (HFO)

1693520-5.9
Page 8 (10)

General

1
16/24 32/44CR
20/27 40/54
21/31 48/60
V D CCAI 23/30 48/60B
1 800 800 27/38 48/60CR
28/32 51/60DF
32/40 58/64
820
810
840
820
2
860
830
3 880 A
840
4 900
5 850
920

940 860
10
960 870
20 2 B
980 880
30
50 1000 890
100 1020
900
200
1040
910 C
700
1000
920
5000
930
20000
50000

Figure 4 Nomogram for the determination the CCAI  assigning the CCAI ranges to engine types

V Viscosity in mm²/s (cSt) at 50° C

D Density [in 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 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

The CCAI can be calculated using the following formula:

CCAI = D - 141 log log (V+0.85) - 81

10.47 - 3.3.3 (2010-11-19)

MAN Diesel & Turbo
1693520-5.9
Page 9 (10) Specification for Heavy Fuel Oil (HFO)
Sulphuric acid corrosion
The engine should be operated at the cooling wa-
ter temperatures prescribed in the operating hand-
book for the relevant load. If the temperature of the
components that are exposed to acidic combustion
products is below the acid dew point, acid corro-
sion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
The BN values specified are sufficient, providing
the quality of lubricating oil and engine's cooling
system satisfy the requirements.
Compatibility
The supplier must guarantee that the heavy fuel oil
is homogeneous and remains stable, even after the
standard storage period. If different bunker oils are
mixed, this can lead to separation and the asso-
ciated sludge formation in the fuel system during
which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and
a large amount of residue as a result of combus-
tion.
This is due to incompatibility or instability of the oils.
As much of the heavy fuel oil in the storage tank as
possible should therefore be removed before bun-
kering again to prevent incompatibility.
Blending the heavy fuel oil
If heavy fuel oil for the main engine is blended with
gas oil (MGO) to obtain the required quality or vis-
cosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibil-
ity").
Additives for heavy fuel oils
MAN Diesel & Turbo engines can be operated eco-
nomically without additives. It is up to the customer
to decide whether or not the use of additives is ben-
eficial. The supplier of the additive must guarantee
that the engine operation will not be impaired by
using the product.
10.47 - 3.3.3 (2010-11-19)
B 11 00 0
General
The use of heavy fuel oil additives during the war-
ranty period must be avoided as a basic principle.
Additives that are currently used for diesel engines,
as well as their probable effects on the engine's op-
eration, are summarised in the table below "Addi-
tives for heavy fuel oils – classification/effects" .
• Dispersing agent/stabilisers
Precombustion
• Emulsion breakers
additives
• Biocides
Combustion • Combustion catalysts (fuel
additives savings, emissions)
• Ash modifiers (hot corrosion)
Postcombustion
additives • Soot removers (exhaust gas
system)
Table 3 Additives to heavy fuel oils  Classification/
effects
Heavy fuel oils with low sulphur content
From the point of view of an engine manufacturer, a
lower limit for the sulphur content of heavy fuel oils
does not exist. We have not identified any problems
with the low-sulphur heavy fuel oils currently avail-
able on the market that can be traced back to their
sulphur content. This situation may change in future
if new methods are used for the production of low-
sulphur heavy fuel oil (desulphurisation, new blend-
ing components). MAN Diesel & Turbo will monitor
developments and inform its customers if required.
If the engine is not always operated with low-sul-
phur heavy fuel oil, a corresponding lubricating oil
for the fuel with the highest sulphur content must
be selected.
Danger!
Improper handling of fuels
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.
 MAN Diesel & Turbo

B 11 00 0 Specification for Heavy Fuel Oil (HFO)

1693520-5.9
Page 10 (10)

General

Tests Analysis of samples

Sampling
Our department for fuels and lubricating oils (Augs-
To check whether the specification provided and/ burg factory, department EQC) will be pleased to
or the necessary delivery conditions are complied provide further information on request.
with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the We can analyse fuel for customers at our labora-
engine's warranty period). To ensure that the sam- tory. A 0.5 l sample is required for the test.
ples taken are representative of the bunker oil, a
sample should be taken from the transfer line when
starting up, halfway through the operating period
and at the end of the bunker period. “Sample Tec"
by Mar-Tec in Hamburg is a suitable testing instru-
ment which can be used to take samples on a regu-
lar basis during bunkering.

10.47 - 3.3.3 (2010-11-19)

MAN Diesel & Turbo

1699891-5.3
Page 1 (2)
Specification for Marine Diesel Oil (MDO) B 11 00 0

General

Marine Diesel Oil Specification

Other designations The suitability of a fuel depends on the design of

the engine and the available cleaning options as
Marine Diesel Oil, Marine Diesel Fuel. well as compliance with the properties in the fol-
lowing table that refer to the as-delivered condition
Origin of the fuel.

Marine diesel oil (MDO) is supplied as heavy distil-
late (designation ISO-F-DMB) exclusively for ma-
rine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-min-
eral oil products.
The properties are essentially defined using the
ISO 8217-2010 standard as the basis. The proper-
ties have been specified using the stated test pro-
cedures.

Properties Unit Test procedure Designation

ISO-F specification DMB
Density at 15 °C kg/m 3
ISO 3675 900
> 2.0
Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104
< 11
Pour point, winter quality °C ISO 3016 <0
Pour point, summer quality °C <6
Flash point (Pensky Martens) °C ISO 2719 > 60
Total sediment fraction Weight % ISO CD 10307 0.10
Water content Vol. % ISO 3733 < 0.3
Sulphur content Weight % ISO 8754 < 2.0
Ash content Weight % ISO 6245 < 0.01
Coke residue (MCR) Weight % ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 <2
Total acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity (wear scar diameter) µm ISO 12156-1 < 520
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
Table 1 Marine Diesel Oil (MDO) – characteristic values to be observed

10.45 - 3.3.2 (2010-11-08)


B 11 00 0 Specification for Marine Diesel Oil (MDO)
General
Additional Information
During transshipment and transfer, MDO is handled
in the same manner as residual oil. This means that
it is possible for the oil to be mixed with high-viscos-
ity fuel or heavy fuel oil – with the remnants of these
types of fuels in the bunker ship, for example – that
could significantly impair the properties of the oil.
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 be suf-
ficient. Before using diesel fuels with low sulphur
content, you should therefore ensure that their lu-
bricity is sufficient. This is the case if the lubricity as
specified in ISO 12156-1 does not exceed 520 μm.
The fuel must be free of lubricating oil (ULO – used
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.
The pour point specifies the temperature at which
the oil no longer flows. The lowest temperature
of the fuel in the system should be roughly 10 °C
above the pour point to ensure that the required
pumping characteristics are maintained.
A minimum viscosity must be observed to ensure
sufficient lubrication in the fuel pump. The tempera-
ture of the fuel must therefore not exceed 45 °C.
Seawater causes the fuel system to corrode and
MAN Diesel & Turbo
1699891-5.3
Page 2 (2)
also leads to hot corrosion of the exhaust valves
and turbocharger. Seawater also causes insuffi-
cient atomisation and therefore poor mixture forma-
tion accompanied by a high proportion of combus-
tion residues.
Solid foreign matter increase mechanical wear and
formation of ash in the cylinder space.
We recommend the installation of a separator up-
stream of the fuel filter. Separation temperature 40
– 50°C. Most solid particles (sand, rust and cata-
lyst particles) and water can be removed, and the
cleaning intervals of the filter elements can be ex-
tended considerably.
Danger!
Improper handling of fuels
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 labora-
tory. A 0.5 l sample is required for the test.
10.45 - 3.3.2 (2010-11-08)
MAN Diesel & Turbo

1699892-7.3
Page 1 (2)
Specification for Gas Oil / Diesel Oil (MGO) B 11 00 0

General

Diesel Oil Specification

Other designations The suitability of the fuel depends on whether it has

the properties defined in this specification (based
Gas oil, Marine Gas Oil (MGO), Diesel Oil. on its composition in the as-delivered state).

Gas oil is a crude oil medium distillate and must
therefore not contain any residual materials.
The DIN EN 590 and ISO 8217-2010 (Class DMA
or Class DMZ) standards have been extensively
used as the basis when defining these properties.
The properties correspond to the test procedures
stated.

Properties Unit Test procedure Typical value

Density at 15° C ≥ 820.0
kg/m3 ISO 3675
≤ 890.0
≥2
Kinematic viscosity at 40° C mm2/s (cSt) ISO 3104
≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ 12
Flash point in enclosed crucible °C ISO 2719 ≥ 60
Distillation range up to 350° C Vol. % ISO 3405 ≥ 85
Sediment content (extraction method) Weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash Weight % ISO 6245 ≤ 0.01
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Total acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity (wear scar diameter) µm ISO 12156-1 < 520
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 1 Diesel fuel (MGO)  properties that must be complied with.

* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining the cloud point
in accordance with ISO 3015

10.45 - 3.3.1 (2010-11-08)


B 11 00 0 Specification for Gas Oil / Diesel Oil (MGO)
General
Additional Information
Use of diesel oil
If distillate intended for use as heating oil is used
with stationary engines instead of diesel oil (EL
heating oil according to DIN 51603 or Fuel No. 1
or no. 2 according to ASTM D 396), the ignition
behaviour, stability and behaviour at low tempera-
tures must be ensured; in other words the require-
ments for the filterability and cetane number must
be satisfied.
Viscosity
To ensure sufficient lubrication, a minimum viscosi-
ty must be ensured at the fuel pump. The maximum
temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the
fuel pump depends on the viscosity of the fuel. In
any case the temperature of the fuel upstream of
the injection pump must not exceed 45 °C.
MAN Diesel & Turbo
1699892-7.3
Page 2 (2)
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 be suf-
ficient. Before using diesel fuels with low sulphur
content, you should therefore ensure that their lu-
bricity is sufficient. This is the case if the lubricity as
specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by
using motor vehicle diesel fuel in accordance with
EN 590 as this characteristic value is an integral
part of the specification.
Danger!
Improper handling of fuels
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 labora-
tory. A 0.5 l sample is required for the test.
10.45 - 3.3.1 (2010-11-08)
 MAN Diesel

1699893-9.3
Page 1 (2)
Viscosity- Temperature (VT) Diagram of Fuel Oil B 11 00 0

General
08028-0D/H5250/94.08.12

Figure 1 ViscosityTemperature (VT) diagram

10.12 - 3.3.4 (2010-02-25)


B 11 00 0 Viscosity- Temperature (VT) Diagram of Fuel Oil
General
Explanations of viscosity-temperature 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-temper-
ature curves of fuels with different reference vis-
cosities. The vertical viscosity axis in mm2/s (cSt)
applies for 40, 50 or 100 °C.
Determining the viscosity-temperature curve
and the required preheating temperature
Example: Heavy fuel oil with 180 mm2/s at 50° C.
Required temperature of
Prescribed injection
heavy fuel oil at engine
viscosity in mm2/s
inlet* in °C
≥ 12 126 (line c)
≤ 14 119 (line d)
Table 1 Determining the viscosity-temperature curve and the
required preheating temperature
* With these figures, the temperature drop between the last
preheating device and the fuel injection pump is not taken
into account.
A heavy fuel oil with a viscosity of 180 mm2/s at 50
°C can reach a viscosity of 1000 mm2/s at 24 °C
(line e) – this is the maximum permissible viscosity
of fuel that the pump can still deliver.
A heavy fuel oil discharge temperature of 152 °C
is reached when using a state-of-the-art final pre-
heating device with 8 bar saturated steam. At high
temperatures there is a risk of residues forming in
the preheating system – this leads to a reduction
in heating output and thermal overloading of the
heavy fuel oil. Asphalt is also formed in this case,
i.e. quality deterioration.
MAN Diesel
1699893-9.2
Page 2 (2)
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 viscos-
ity of 700 mm2/s at 50 °C (the maximum viscosity
as defined in the international specifications such
as ISO CIMAC or British Standard). If a heavy fuel
oil with a low reference viscosity is used, the injec-
tion viscosity should ideally be 12 mm2/s in order
to achieve more effective atomisation and therefore
reduce the combustion residue.
The delivery pump must be designed for heavy fuel
oil with a viscosity of up to 1 000 mm2/s. The pour
point also determines whether the pump is capable
of transporting the heavy fuel oil. The bunker facility
must be designed so as to allow the heavy fuel oil
to be heated up to roughly 10 °C above the pour
point.
Notice!
Viscosity
The viscosity of gas oil or diesel oil (marine die-
sel oil) upstream of the engine must be at least 1.9
mm2/s. If the viscosity is too low, this may cause
seizing of the pump plunger or nozzle needle
valves as a result of insufficient lubrication.
This can be avoided by monitoring the tempera-
ture of the fuel. Although the maximum permissible
temperature depends on the viscosity of the fuel, it
must never exceed the following values:
• 45 °C at the most with MGO (DMA) and MDO
(DMB) and
• 60 °C at the most with MDO (DMC).
08028-0D/H5250/94.08.12
A fuel cooler must therefore be installed.
With fuel viscosities of < 2 cSt at 40 °C consult the
MAN Diesel SE technical service in Holeby.
10.12 - 3.3.4 (2010-02-25)
MAN Diesel & Turbo
1699177-5.1 Guidelines Regarding MAN Diesel & Turbo GenSets
Page 1 (1) Operating on Low Sulphur Fuel Oil
Exhaust emissions from marine diesel engines have
been the focus of recent legislation. Apart from nitrous
oxides (NOx), sulphur oxides (SOx) are considered
to be the most important pollution factor. A range of
new regulations have been implemented and others
will follow (IMO, EU Directive, and CARB). These
regulations demand reduction of SOx emissions
by restricting the sulphur content of the fuel. That is
to say sulphur limits for HFO as well as mandatory
use of low sulphur distillate fuels for particular ap-
plications. This guideline covers the engine related
aspects of the use of such fuels.
Low sulphur HFO
From an engine manufacturer’s point of view there
is no lower limit for the sulphur content of HFO. We
have not experienced any trouble with the currently
available low sulphur HFO, that are related to the
sulphur content or specific to low sulphur HFO. This
may change in the future if new methods are applied
for the production of low sulphur HFO (desulphuriza-
tion, uncommon blending components). MAN Diesel
& Turbo will monitor developments and inform our
customers if necessary.
If the engine is not operated permanently on low
sulphur HFO, then the lubricating oil should be se-
lected according to the highest sulphur content of
the fuels in operation.
10.16
B 11 00 0
General
Low sulphur distillates
In general our GenSet is developed for continuous
operation on HFO as well as on MDO/MGO. Occa-
sionally changes in operation mode between HFO
and MDO/MGO are considered to be within normal
operation procedures for our engine types and do
thus not require special precautions.
Running on low sulphur fuel (< 0.1% S) will not cause
problems, but please notice the following restrictions:
In order to avoid seizure of the fuel oil injection pump
components the viscosity at engine fuel oil inlet must
be > 2.0 cSt. In order achieve this it may be necessary
to install a fuel oil cooler, when the engine is running
on MGO. This is both to ensure correct viscosity and
avoid heating up the service tank, which is important
as the fuel oil injection pumps are cooled by the fuel.
When operating on MDO/MGO a larger leak oil
amount from fuel oil injection pumps and fuel oil
injection valves can be expected compared to op-
eration on HFO.
In order to carry out a quick change between HFO
and MDO/MGO the change over should be carried
out by means of the valve V1-V2 installed in front
of the engine.
For the selection of the lubricating oil the same ap-
plies as for HFO. For temporary operation on distillate
fuels including low sulphur distillates nothing has to
be considered. A lubricating oil suitable for operation
on diesel fuel should only be selected if a distillate
fuel is used continuously.
 MAN Diesel

1624473-6.1
Page 1 (2) Calculation of Fuel Consumption at Site B 11 01 0

General

50 40 30 20 10 0 Air temperature ˚C
Water temp. inlet charge air cooler

60

50
˚C

40

30

20
1.00

Do not use for special

engine layout e.g.
matched turbocharger
β

1.01
Fuel consumption factor

1.02

1.03

1.04
0m

(Extrapolation allowed)
1m
11
m
m
m

00
00
00

00

00

40
30
10

Altitude above sea level

20

50
08028-0D/H5250/94.08.12

Fig 1 Nomogram for adaption of fuel consumption to the conditions at site of diesel engines.

Should the conditions at site differ from the reference β = Fuel consumption factor according to the above
conditions for the fuel consumption rates, the fuel diagram (β = 1 ; β > 1)
consumption is calculated according to the formula.
br = Specific fuel consumption of the engine at site
bx = br x β rating according to ISO conditions, see page
B 11 01 0 "Specific Fuel Oil Consump-tion
SFOC".

10.19
 MAN Diesel

1624473-6.1
B 11 01 0 Calculation of Fuel Consumption at Site Page 2 (2)

General
Example for L28/32H px = Air pressure to be considered (bar), (site
altitude or - in case of matched turbocharger
Conditions: design - substitute altitude)

Air temperature 39 (°C) In accordance with ISO 3046-1:2002, clause 10, item
Water temperature inlet 10.4 the adaption of fuel oil consumption is based
charge air cooler 30 (°C) on the following formula:
Site altitude 1000 m
Heavy fuel operation β =
1 x attached lub. oil pump 1 + 0.0006 (tx - 25) + 0.0007 (tcx - 25) + 0.07 (1.0 - px)
1 x attached water pump
Note: β ≥ 1.
β = 1.019

Note: the nomogram on fig 1 - in accordance with
ISO 3046/1 paragraph 11 item 2 - is based on the
following formula:
β =
1 + 0.0006 (tx - tr) + 0.0007 (tcx - tcr) + 0.07 (pr - px)
Engines with Attached Pumps:
The fuel consumption rates have to be increased by a
factor p depending on the type and number of pumps.
This correction factor is given in the following table.

Explanation of symbols: bx = b x p1 x p2 (or p3)

tr = Standard reference air temperature (°C).
tx = Air temperature being considered (°C).
tcr = Standard reference charge air cooling water
temperature (°C).
tcx = Water temperature inlet charge air cooler being
considered (°C).
bx = Fuel consumption for engines with attached
pumps.
b = Fuel consumption being considered (without
attached pumps).
p = Correction factors for attached pumps. See
page B 11 01 0 "Specific Fuel Oil Consump-
tion SFOC"

pr = Standard reference total air pressure (bar).

Altitude above Air Pressure

sea level px (bar)
m m hundred
(thousand) 0 100 200 300 400 500 600 700 800 900
0 1.013 1.001 0.989 0.978 0.966 0.955 0.943 0.932 0.921 0.910
08028-0D/H5250/94.08.12

1000 0.899 0.888 0.877 0.866 0.856 0.846 0.835 0.825 0.815 0.805
2000 0.795 0.785 0.775 0.766 0.756 0.747 0.737 0.728 0.719 0.710
3000 0.701 0.692 0.683 0.675 0.666 0.658 0.649 0.641 0.633 0.624
4000 0.616 0.608 0.600 0.593 0.585 0.577 0.570 0.562 0.555 0.547

Fig 2.

10.19
MAN Diesel & Turbo

3700031-6.0 Fuel Oil Consumption for Emissions Standard

Page 1 (1) IMO Tier II B 11 01 0

L32/40

L32/40: 500 kW/cyl. at 720 rpm

Fuel consumption (g/kWh) with HFO/MDO and without attached pumps 1)
% Load L32/40 GenSet Tier II, 720 rpm
100 852) 75 50 25
ISO reference conditions
183 1822) 187 194 205
(see below)
1)
Tolerance for warranty +5%
2)
Warranted fuel consumption at 85% MCR
Table 1 Fuel consumption.

L32/40: 500 kW/cyl. at 750 rpm

Fuel consumption (g/kWh) with HFO/MDO and without attached pumps 1)
% Load L32/40 GenSet Tier II, 750 rpm
100 85 2)
75 50 25
ISO reference conditions
183 1822) 187 194 205
(see below)
1)
Tolerance for warranty +5%
2)
Warranted fuel consumption at 85% MCR
Table 2 Fuel consumption.

ISO reference conditions (according to ISO 3046-1: 2002; ISO 15550 :2002)
Intake air temperature Tr °C 25
Barometric pressure pr kPa 100
Relative humidity Φr % 30
Cooling water temp. bef. charge air cooler Tcr °C 25
Net calorific value LCV KJ/kg 42,700
Table 3 ISO reference conditions.

For operation with MGO SFOC will be increased by 2 g/kWh

With built-on pumps, the SFOC will be increased by:

for each cooling water pump + 1 g/kWh

for one or two lubricating oil pump + 2 g/kWh

10.46 - Tier II
MAN Diesel & Turbo

1699267-4.1
Page 1 (3) Nozzle Cooling System E 11 05 0

L32/40
L32/40CR

t4 t2 t3 t1 N2 N1
* *
PI

TI
1FIL-021 2FIL-021
TCV-005

HE-005
*
TE TA TE TA N3
N4 TI
PSL PA PSL PA

A18 A17 A18 A17

P-005
M

PI
1D-001 2D-001
TI
N8 T-013

N5

G2 G2 T-076
N6
G1 G1
N7
MOD-005

N1 Return from engine

T-039
N2 Outlet to engine
N3 Cooling water inlet
N4 Cooling water outlet
N5 Check for “oil in water”
1D-001 Diesel engine N6 Filling connection
2D-001 Diesel engine Discharge
N7
1+2FIL-021 Strainer for commissioning External
HE-005 Water cooler N8 From safety valve
MOD-005 Nozzle cooling module
P-005 Water pump
T-013 Expansion tank *) With both engines running at same load, must the nozzle cooling
T-039 Cooling water storage tank oil inlet/outlet temperatures be equal on both engines. In case of
T-076 Storage tank different temperatures is it necessary to adjust the flow, by means
TCV-005 Temperature control valve of an orifice.
t3 - t1 ≈ t4 - t2

Fig 1 Diagram for nozzle cooling system.

Pipe Description General

A17 Nozzle cooling water inlet DN25
In HFO operation, the nozzles of the fuel injection
A18 Nozzle cooling water outlet DN25
valves are cooled by fresh water circulation, there-
G1 LT freshwater inlet DN100 fore a nozzle cooling water system is required. It is
G2 LT freshwater outlet DN100 a separate and closed system re-cooled by the LT
N1 Nozzle cooling water inlet unit cooling water system, but not directly in contact with
N2 Nozzle cooling water outlet unit the LT cooling water. The nozzle cooling water is to
be treated with corrosion inhibitor according to MAN
N3 HT FW inlet nozzle cooling unit
Diesel & Turbo specification see "Specification for
N4 HT FW outlet nozzle cooling unit
engine cooling water – B 13 00 0".
Flange connections are as standard according to DIN 2501,
PN 16.

11.13 - Tier II + CR

E 11 05 0 Nozzle Cooling System
L32/40
L32/40CR
Note!
In Diesel engines designed to operate prevalently
on HFO the injection valves are to be cooled dur-
ing 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 exclusively on
MGO or MDO (no HFO operation possible), 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.
Cooling water pump/P-005
The centrifugal (non self-priming) pump discharges
the cooling water via cooler “HE-005” and the strainer
“FIL-021” to the header pipe on the engine and then
to the individual injection valves. From here, it is
pumped through a manifold, from where it returns
to the nozzle cooling water module.
One system can be installed for two engines.
Cooler/HE-005
The cooler is to be connected in the LT cooling water
circuit according to schematic diagram. Cooling of
the nozzle cooling water is effected by the LT cool-
ing water.
If antifreeze is added to the cooling water, the result-
ing lower heat transfer rate must be taken into con-
sideration. The cooler is to be provided with venting
and draining facilities.
Temperature control valve/TCV-005
The temperature control valve with thermal-expansion
elements regulates the flow through the cooler to
reach the required inlet temperature of the nozzle
cooling water. It has a regulating range from approx.
50 °C (valve begins to open the pipe from the cooler)
to 60 °C (pipe from the cooler completely open).
MAN Diesel & Turbo
1699267-4.1
Page 2 (3)
Strainer/FIL-021
To protect the nozzles for the first commissioning of
the engine a strainer has to be provided. The mesh
size is 0.25 mm.
Temperature sensor/TE
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.
Nozzle cooling water module
Purpose
The nozzle cooling water module serves for cooling
the fuel injection nozzles on the engine in a closed
nozzle cooling water circuit.
Design
The nozzle cooling water module consists of a storage
tank, on which all components required for nozzle
cooling are mounted.
Description
By means of a circulating pump, the nozzle cooling
water is pumped from the service tank through a
heat exchanger and to the fuel injection nozzles.
The return pipe is routed back to the service tank,
via a sight glass. Through the sight glass, the nozzle
cooling water can be checked for contamination. The
heat exchanger is integrated in the LT cooling water
system. By means of a temperature control valve,
the nozzle cooling water temperature upstream of
the nozzles is kept constant. The performance of
the service pump is monitored within the module
by means of a flow switch. If required, the optional
standby pump integrated in the module, is started.
Throughput 0.8 – 10.0 m³/h nozzle cooling water,
suitable for cooling of all number of cylinders of
the engine types 32/40 – 58/64 and single/ double
engine plants.
11.13 - Tier II + CR
MAN Diesel & Turbo

1699267-4.1
Page 3 (3) Nozzle Cooling System E 11 05 0

L32/40
L32/40CR

N2

PSL
2 bar abs.
PI TI

N1 N11

N3
TI

TI

N4 N1 Nozzle cooling water - inlet

N2 Nozzle cooling water - outlet
TI

N3 Cooling water - inlet

N4 Cooling water - outlet
N5 Check for “oil in water”

4 bar N6 Filling connection

M M
PI N8 N7 Drain
N8 To safety valve
N9 Inlet heating medium
N5
Expansion N10 Outlet heating medium
Storage tank tank Nozzle cooling water - inlet
N9 N11
1.0 bar
N10
N7 N6

11.13 - Tier II + CR
MAN Diesel & Turbo

1689458-7.2
Page 1 (3) MDO / MGO Cooler E 11 06 1

General

In order to ensure a satisfactory hydrodynamic oil film We recommend that the actual pump maker is con-
between fuel injection pump plunger/barrel, thereby tacted for advice.
avoiding fuel injection pump seizures/sticking, MAN
Diesel recommends to keep a fuel oil viscosity at Installation of MDO/MGO Cooler or MDO/
minimum 2.0 cSt measured at the engine inlet. This MGO Cooler & Chiller
limit has been used over the years with good results
and gives the required safety margin against fuel To be able to maintain the required viscosity at the
injection pump seizures. engine inlet, it is necessary to install a MDO/MGO
cooler in the fuel system (MDO/MGO cooler installed
For some MGO´s viscosities below 2.0 cSt may be just before the engine).
reached at temperatures above 35°C. As the fuel
temperature increases during operation, it is impos- The advantage of installing the MDO/MGO cooler just
sible to maintain this low temperature at the engine before the engine is that it is possible to optimise the
inlet without a MDO/MGO cooler. viscosity regulation at the engine inlet. However, the
viscosity may drop below 2.0 cSt at the circulating
In the worst case, a temperature of 60-65°C at the and other pumps in the fuel system.
engine inlet can be expected corresponding to a
viscosity far below 2.0 cSt. The consequence may The MDO/MGO cooler can also be installed before
be sticking fuel injection pumps or nozzle needles. the circulating pumps. The advantage in this case
is that the viscosity regulation may be optimised for
Also most pumps in the external system (supply both the engine and the circulating pumps.
pumps, circulating pumps, transfer pumps and feed
pumps for the separator) already installed in existing
vessels, need viscosities above 2.0 cSt to function
properly.

Fuel Temperatur vs Viscosity

Fuel Temp (deg C)

140
1.5 cSt

NOT GOOD
120 Fuel below 2cSt
MAN Diesel does not recommend to operate the 2.0 cSt
engine on fuel with viscosities lower than 2 cSt

100
DEPENDING ON INSTALLATION 3.0 cSt
Fuel viscosity 2-3 cSt
80 MAN Diesel strongly recommends to make start checks
prior to port operation
4.0 cSt

5.0 cSt
60

Viscosity at reference condition (40°C) according to ISO8217 DMA/X

40
GOOD
Fuel above 3 cSt
MAN Diesel recommends to operate the engine on
20 fuels with viscosities above 3 cSt

0
1 2 3 4 5 6 7 8
Viscosity (cSt)

Fig 1 Fuel temperature versus viscosity.

11.01
 MAN Diesel & Turbo

1689458-7.2
E 11 06 1 MDO / MGO Cooler Page 2 (3)

General

It is not advisable to install the MDO/MGO cooler - The temperature of the cooling medium inlet to
just after the engine or after the Diesel oil service the MDO/MGO cooler depends on the desired
tank as this will complicate viscosity control at the fuel temperature to keep a minimum viscosity
engine inlet. In case the MDO/MGO cooler is installed of 2.0 cSt
after the service tank, the supply pumps will have
to handle the pressure drop across the MDO/MGO - The flow of the cooling medium inlet to the
cooler which cannot be recommended. MDO/MGO cooler depends on the flow on the
fuel oil side and how much the fuel has to be
The cooling medium used for the MDO/MGO cooler cooled
is preferably fresh water from the central cooling
water system. The frictional heat from the fuel injection pumps, which
has to be removed, appears from the table below.
Seawater can be used as an alternative to fresh
water, but the possible risk of MDO/MGO leaking
into the sea water and the related pollution of the Engine type kW/cyl.
ocean, must be supervised.
L16/24 0.5
The horizontal axis shows the bunkered fuel visco- L21/31 1.0
sity in cSt at 40°C, which should be informed in the L27/38 1.5
bunker analysis report.
L32/40 2.0
If the temperature of the MGO is below the upper blue L32/40CR 3.0
curve at engine inlet, the viscosity is above 2.0 cSt. L23/30H 0.75
The black thick line shows the viscosity at reference L28/32H 1.0
condition (40°C) according to ISO8217, marine
distillates. V28/32S 1.0

Example: MGO with viscosity of 4.0 cSt at 40°C must

have a temperature below 55°C at engine inlet to
ensure a viscosity above 3.0 cSt.
Example: MGO with a viscosity of 5.0 cSt at 40°C
is entering the engine at 50°C. The green curves
show that the fuel enters the engine at approxim-
ately 4.0 cSt.
Example: MGO with a viscosity of 2.0 cSt at 40°C
needs cooling to 18°C to reach 3.0 cSt.
The following items should be considered before
specifying the MDO/MGO cooler :
- The flow on the fuel oil side should be the same
as the capacity of the fuel oil circulating pump
( see D 10 05 0, List of Capacities )
- The fuel temperature to the MDO/MGO cooler
depends on the temperature of the fuel in the
service tank and the temperature of return oil
from the engine(s)
Based on the fuel oils available in the market as of
June 2009, with a viscosity ≥ 2.0 cSt at 40°C, a fuel
inlet temperature ≤ 40°C is expected to be sufficient
to achieve 2.0 cSt at engine inlet (see fig 1 ).
In such case, the central cooling water / LT cooling
water (36°C) can be used as coolant.
For the lowest viscosity MGO´s and MDO´s, a water
cooled MGO/MGO cooler may not be enough to suf-
ficiently cool the fuel as the cooling water available
onboard is typically LT cooling water (36°C).
In such cases, it is recommended to install a so-
called “Chiller” which removes heat through vapour-
compression or an absorption refrigeration cycle
(see fig 2 ).

11.01
MAN Diesel & Turbo

1689458-7.2
Page 3 (3) MDO / MGO Cooler E 11 06 1

General

Chilling unit
Compressor
Water pump unit
Pressurised Diesel oil cooler unit
expansion
tank
Water Diesel oil
Condenser cooler cooler
Water
tank

Pump

Central Diesel Oil

cooling Water
water Refrigerant Liquid
in-/outlet Central Cooling Water

Fig 2 Chiller.

11.01
 MAN Diesel
1624467-7.3
Page 1 (2) HFO/MDO Changing Valves (V1 and V2) E 11 10 1

General

Description The control box can be placed in the engine room

The fuel change-over system consists of two remote
controlled and interconnected 3-way valves, which
are installed immediately before each GenSet. The
3-way valves “V1-V2” are operated by a electric/
pneumatically actuator of the simplex type, with
spring return and a common valve control box for
all GenSets.
or in the engine control room.
To maintain re-circulation in the HFO flow line, when
the GenSet is operated on MDO, is a by-pass valve
installed between the fuel inlet valve “V1” and the fuel
outlet valve “V2” at each GenSet as shown in fig 1.
Valve Control Box

The flexibility of the system makes it possible, if Electrical power supply to the valve control box is 3 x
necessary, to operate the GenSets on either diesel 400 Volt - 50 Hz, or 3 x 440 Volt - 60 Hz, depending on
oil or heavy fuel oil, individually by means of the L- the plant specification, and is established in form of
bored 3-way valves “V1-V2”. a single cable connection from the switchboard.

Filter PI Filter PI

Air pressure: 6 bar Air pressure: 6 bar

Water trap Reduction Water trap Reduction
valve Air consumption valve Air consumption
per stroke : 1.1 litre per stroke : 1.1 litre

Valve Valve
control box control box

MDO/MGO MDO/MGO MDO/MGO MDO/MGO

Valve V1 Valve V2 Valve V1 Valve V2

A1 HFO HFO A2 A1 HFO HFO A2

Inlet engine Outlet engine Inlet engine Outlet engine

MDO/MGO position: De-energized HFO position: Energized

08028-0D/H5250/94.08.12

Fig. 1 Pneumatic diagram for 3-way changing valves V1 & V2.

Due to a built-in transformer, the power supply vol- Furthermore the 24 V DC pilot voltage is used for
tage will be converted to a 24 V DC pilot voltage for operating the fuel changing valves with a electric/
serving the relays, contactors, and indication lamps. pneumatically operated actuator of the simplex type
with spring return.

10.04

E 11 10 1 HFO/MDO Changing Valves (V1 and V2)
General
The mode of valve operation is:
HFO-position: Energized
MDO-position: De-energized
MAN Diesel
1624467-7.3
Page 2 (2)
In the event of a black-out, or other situations resulting
in dead voltage potential, will the remote controlled
and interconnected 3-way valves at each GenSet be
de-energized and automatically change over to the
MDO/MGO-position, due to the built-in return spring
The internal piping on the GenSets will then, within
a few seconds, be flushed with MDO/MGO and be
ready for start up.
08028-0D/H5250/94.08.12
10.04
Lubrication Oil System

B 12
 MAN Diesel

1643437-0.5
Page 1 (3) Internal Lubricating Oil System B 12 00 0

L32/40

PT
21
2 bar
C4
PAL 15µ

the rocker arms

21 60µ

Lubricating of
Filter
El. driven
60µ
prelub. oil pump FE
15µ 94
2 bar Cylinder lub.
A 66°C oil pump 2.5
bar
B
C9 C15
C Lub. oil cooler

LAL
4 bar
25

TI
20 To spray nozzle of
TE TAH Cyl. 1
To
the camshaft drive
20 20
piston
Engine driven
lub. oil pump To the first main bearing
C30
Governor drive
Gear wheel bearing
Camshaft bearing
PI
23
Emergency Oil mist PDT
lub. oil tank detector 21-22
LAL/LAH LAH ZX SH PI PDAH PT TE PSL TI
To attached pumps 28 92 92 92 21-22 21-22 22 22 22 22

C12 C13 C11 C3

Separate C16
full flow filter

Standard
Optional
To flange C9
C7 C8

Fig 1 Diagram for Internal Lubricating Oil System

General
Pipe description

As standard the lubricating oil system is based on

C3 Lubricating oil from separator DN 50
wet sump lubrication. All moving parts of the engine
C4 Lubricating oil to separator DN 50
are lubricated with oil circulating under pressure in
C7 Lubricating oil from full flow filter DN 150
a closed built-on system.
C8 Lubricating oil to fill flow filter DN 150
C9 Back-flush from full flow filter DN 20
The lubricating oil is furthermore used for the purpose
C11 Lubricating oil from bypass filter DN 20
of cooling the pistons.
C12 Lubricating oil to bypass filter DN 20
C13 Oil vapour discharge* DN 100
The standard engine is equipped with the built-on
08028-0D/H5250/94.08.12

C15 Lubricating oil overflow - outlet DN 50

following components:
C16 Lubricating oil supply DN 50
C30 Venting from turbocharger bearings DN 15
– Engine driven lubricating oil pump
– Lubricating oil cooler
Flange connections are as standard according to DIN 2501
– Lubricating oil thermostatic valve
– Duplex lubricating oil filter
– Prelubricating oil pump
* For external pipe connection, please see Crank- – Cylinder lubricating oil pump
case Ventilation, B 12 00 0. – Centrifugal filter

09.40
 MAN Diesel

1643437-0.5
B 12 00 0 Internal Lubricating Oil System Page 2 (3)

L32/40
Oil Quantities The main groups of components to be lubricated are:

The approximate quantities of oil necessary for a

1 – Turbocharger
new engine, before starting up are given in the ta-
ble, see "B 12 01 1 Lubricating Oil in Base Frame" 2 – Main bearings, big-end bearing etc.
(max. litre H3)
3 – Camshaft drive
If there are connected external, full-flow filters etc., 4 – Governor drive
the quantity of oil in the external piping must also be
5 – Rocker arms
taken into account.
6 – Camshaft
Max. velocity recommendations for external lub­ri­
7 – Cylinder Lubricating
ca­ting oil pipes:
1) For priming and during operation, the tur­bo­
– Pump suction side 1.0 - 1.5 m/s
char­ger is connected to the lub. oil circuit of the
– Pump discharge side 1.5 - 2.0 m/s
engine. The oil serves for bearing lubrication.

The inlet line to the turbocharger is equipped

Lubricating Oil Consumption with a pressure regulating valve in order to
adjust the oil flow, and a non-return valve to
The lubricating oil consumption, see "Specific Lubri-
prevent draining during standstill. Furthermore,
cating Oil Consumption - SLOC, B 12 15 0 / 604.07"
an emergency tank is mounted.
It should, however, be observed that during the run-
2) Lubricating oil for the main bearings is supplied
ning in period the lubricating oil consumption may
through holes drilled in the engine frame. From
exceed the values stated.
the main bearings it passes through bores in
the crankshaft to the connecting rods big-end
bea­rings.
Quality of Oil
The connecting rods have bored channels for
Only HD lubricating oil (Detergent Lubricating Oil)
supply of oil from the big-end bearings to the
should be used, characteristic stated in "Lubricating
small-end bearings. The small-end bearings
Oil Specification B 12 15 0".
have an inner circumferential groove, and a
pocket for distribution of oil in the bush itself
as well as supply of oil to the pin bosses and
System Flow the piston cooling through holes and channels
in the piston pin.
The lubricating oil pump draws oil from the oil sump
and presses the oil through the cooler and filter to
3) The lubricating oil pipes for the camshaft drive
the main lubricating oil pipe, from where the oil is
gear wheels are equipped with nozzles which
distri­buted to the individual lubricating points. From
08028-0D/H5250/94.08.12

are adjusted to apply the oil at the points where

the lubricating points the oil returns by gravity to
the gear wheels are in mesh.
the oil sump.
4) The lubricating oil pipe for the gear wheels for
the governor drive are adjusted to apply the
oil at the points where the gear wheels are in
mesh.

09.40
 MAN Diesel
1643437-0.5
Page 3 (3) Internal Lubricating Oil System
5) The lubricating oil to the rocker arms is led
through pipes to each cylinder head. It continues
through bores in the cylinder head and rocker
arm to the movable parts to be lubricated.
6) Through a bore in the frame lub. oil is led to
the first camshaft bearing and through bores
in the camshaft from where it is distributed to
the other camshaft bearings.
7) An electrically driven pump is used for cylinder
liner lubrication. The system oil is used as
lubricant.
Lubricating Oil Pump
The lubricating oil pump is mounted on the front end
of the engine and is driven by means of the crankshaft
through a coupling. The oil pressure is controlled by
an ad­just­able spring-loaded relief valve.
Lubricating Oil Cooler
As standard the lubricating oil cooler is of the plate
type. The cooler is mounted on the front end of the
base frame.
Thermostatic Valve
The thermostatic valve is a fully automatic three-way
valve with thermostatic elements of fixed tem­pe­ra­ture.
Built-on Full-flow Depth Filter
The lubricating oil filter is of the duplex paper car­­
tridge type. It is a depth filter with a nominel fineness
of 10-15 microns, and a safety filter with a fineness
08028-0D/H5250/94.08.12
of 60 microns.
09.40
B 12 00 0
L32/40
Pre-lubrication
As standard the engine is equipped with an electrically
driven pre-lub. pump mounted parallel to the main
pump. The pump must be arranged for automatic
operation, ensuring standstill of the pre-lubricating
pump when the engine is running, and running dur-
ing engine standstill in standby position.
The running period of the pre-lubricating pump is
preferably to be continuous. If intermittent running is
required for energy saving purpose, the timing equip-
ment should be set for shortest possible intervals, say
2 minutes of running, 10 minutes of standstill, etc.
Further, it is recommended that the pre-lub. pump is
led from the emergency switchboard, thus securing
that the engine is not started without pre-lubrication.
Draining of the Oil Sump
It is recommended to use the separator suction pipe
for draining of the lubricating oil sump.
Optionals
Branches for:
– External fine filter.
– External fullflow filter.
– Pressure lubricating to alternator bearings.
Branches for separator is standard.
Data
For heat dissipation and pump capacities, see D 10
05 0 "List of Capacities".
Operation levels for temperature and pressure are
stated in B 19 00 0 "Operating Data and Set Points".
 MAN Diesel

1679724-3.4
Page 1 (3) Internal Lubricating Oil System B 12 00 0

L32/40

C4
2 bar
15µ

the rocker arms

60µ

Lubricating of
Filter
El. driven
60µ
prelub. oil pump FE
15µ 94
2 bar Cylinder lub.
A 66°C oil pump 2.5
bar
B
C Lub. oil cooler

LAL
4 bar
25

TI
20 To spray nozzle of
Cyl. 1
To
the camshaft drive
piston
Engine driven
lub. oil pump To the first main bearing
C30
Governor drive
Gear wheel bearing
Camshaft bearing
PI
23
Emergency Oil mist
lub. oil tank detector
LAL/LAH LAH ZX SH PI PDAH PT TE PSL TI
To attached pumps 28 92 92 92 21-22 21-22 22 22 22 22

C13 C3
C16

Fig 1 Diagram for internal lubricating oil system.

The standard engine is equipped with the built-on

Pipe description for connection at the engine following components:
C3 Lubricating oil from separator DN 50
– Engine driven lubricating oil pump
C4 Lubricating oil to separator DN 50
– Lubricating oil cooler
C13 Oil vapour discharge* DN 100
– Lubricating oil thermostatic valve
C16 Lubricating oil supply DN 50
– Duplex full-flow depth filter
C30 Venting from turbocharger bearings DN 50
– Pre-lubricating oil pump
– Cylinder lubricating oil pump
Flange connections are as standard according to DIN 2501-1,
– Centrifugal filter
PN 10.

Oil Quantities
* For external pipe connection, please see Crank-
case Ventilation, B 12 00 0. The approximate quantities of oil necessary for a
08028-0D/H5250/94.08.12

new engine, before starting up are given in the ta-

ble, see "B 12 01 1 Lubricating Oil in Base Frame"
General (max. litre H3)

As standard the lubricating oil system is based on

wet sump lubrication. All moving parts of the engine If there are connected external, full-flow filters etc.,
are lubricated with oil circulating under pressure in the quantity of oil in the external piping must also be
a closed built-on system. taken into account.

The lubricating oil is furthermore used for the purpose

of cooling the pistons.

09.40

B 12 00 0 Internal Lubricating Oil System
L32/40
Max. velocity recommendations for external lub­ri­
ca­ting oil pipes:
– Pump suction side 1.0 - 1.5 m/s
– Pump discharge side 1.5 - 2.0 m/s
Lubricating Oil Consumption
The lubricating oil consumption, see "Specific Lubri-
cating Oil Consumption - SLOC, B 12 15 0 / 604.07"
It should, however, be observed that during the run-
ning in period the lubricating oil consumption may
exceed the values stated.
Quality of Oil
Only HD lubricating oil (Detergent Lubricating Oil)
should be used, characteristic stated in "Lubricating
Oil Specification B 12 15 0".
System Flow
The lubricating oil pump draws oil from the oil sump
and presses the oil through the cooler and filter to
the main lubricating oil pipe (channel in the engine
frame), from where the oil is distri­buted to the indi-
vidual lubricating points. From the lubricating points
the oil returns by gravity to the oil sump.
The main groups of components to be lubricated are:
1 – Turbocharger
2 – Main bearings, big-end bearing etc.
3 – Camshaft drive
4 – Governor drive
5 – Rocker arms
6 – Camshafts
7 – Cylinder Lubricating
1) For priming and during operation, the tur­
bo­char­ger is connected to the lubricating oil
circuit of the engine. The oil serves for bearing
lubrication.
MAN Diesel
1679724-3.4
Page 2 (3)
The inlet line to the turbocharger is equipped
with a pressure regulating valve in order to
adjust the oil flow, and a non-return valve to
prevent draining during standstill. Further-
more, an emergency (after lubrication) tank
is mounted.
2) Lubricating oil for the main bearings is sup-
plied through holes drilled in the engine frame.
From the main bearings the oil passes through
bores in the crankshaft to the connecting rods
big-end bea­rings.
The connecting rods have bored channels for
supply of oil from the big-end bearings to the
small-end bearings. The small-end bearings
have an inner circumferential groove, and a
pocket for distribution of oil in the bush itself
as well as supply of oil to the pin bosses and
the piston cooling through holes and channels
in the piston pin.
3) The lubricating oil pipes for the camshaft drive
gear wheels are equipped with nozzles which
are adjusted to apply the oil at the points where
the gear wheels are in mesh.
4) The lubricating oil pipe for the gear wheels for
the governor drive are adjusted to apply the
oil at the points where the gear wheels are in
mesh.
5) The lubricating oil to the rocker arms is led
through pipes to each cylinder head. It con-
tinuous through bores in the cylinder head
and rocker arm to the movable parts to be
lubricated.
6) Through a bore in the frame lubricating oil is led
to the first camshaft bearing and through bores
in the camshaft from where it is distributed to
08028-0D/H5250/94.08.12
the other camshaft bearings.
7) An electrically driven pump is used for cylinder
liner lubrication. The system oil is used as
lubricant.
09.40
 MAN Diesel
1679724-3.4
Page 3 (3) Internal Lubricating Oil System
Lubricating Oil Pump
The lubricating oil pump is mounted on the front end
of the engine and is driven by means of the crankshaft
through a coupling. The oil pressure is controlled by
an ad­just­able spring-loaded relief valve.
Lubricating Oil Cooler
As standard the lubricating oil cooler is of the plate
type. The cooler is mounted on the front end of the
base frame.
Thermostatic Valve
The thermostatic valve is a fully automatic three-way
valve with thermostatic elements of fixed tem­pe­ra­ture.
Built-on Full-flow Depth Filter
The lubricating oil filter is of the duplex paper car­­
tridge type. It is a depth filter with a nominel fineness
of 10-15 microns, and a safety filter with a fineness
of 60 microns.
Pre-lubrication
As standard the engine is equipped with an electri-
cally driven pre-lubricating pump mounted parallel
to the main pump.
The pump must be arranged for automatic operation,
ensuring standstill of the pre-lubricating pump when
the engine is running, and running dur-ing engine
standstill in standby position.
08028-0D/H5250/94.08.12
09.40
B 12 00 0
L32/40
The running period of the pre-lubricating pump is
preferably to be continuous. If intermittent running is
required for energy saving purpose, the timing equip-
ment should be set for shortest possible intervals, say
2 minutes of running, 10 minutes of standstill, etc.
Further, it is recommended that the pre-lubricating
pump is led from the emergency switchboard, thus
securing that the engine is not started without pre-
lubrication.
Draining of the Oil Sump
It is recommended to use the separator suction pipe
for draining of the lubricating oil sump.
Optionals
Branches for:
– External fine filter.
– External fullflow filter.
– Pressure lubricating to alternator bearings.
Branches for separator is standard.
Data
For heat dissipation and pump capacities, see D 10
05 0 "List of Capacities".
Operation levels for temperature and pressure are
stated in B 19 00 0 "Operating Data and Set Points".
MAN Diesel & Turbo

1699270-8.1
Page 1 (1) Crankcase Ventilation B 12 00 0

General

Crankcase Ventilation 2) The manifold is to be located as high as practi-

The crankcase ventilation is not to be directly con-
nected with any other piping system. It is preferable
that the crankcase ventilation pipe from each engine
is led independently to the open air. The outlet is
to be fitted with corrosion resistant flame screen
separately for each engine.
cable so as to allow substantial length of piping
separating the crankcase.
3) The manifold is to be vented to the open air,
such that the vent outlet is fitted with corrosion
resistant flame screen, and the clear open area
of the vent outlet is not less than the aggregate
area of the individual crankcase vent pipes
entering the manifold.

4) The manifold is to be provided with drainage

C arrangement.

The ventilation pipe should be designed to eliminate

the risk of water condensation in the pipe flowing
back into the engine and should end in the open air:
C
– The connection between engine (C13) and the
ventilation pipe must be flexible.
* – The ventilation pipe should be continuously
A B inclined (min. 5 degrees).
Connection – A continuous drain has to be installed near the
C13 crankcase vent engine. The drain must not be lead back to the
engine.
C30 Connection – Dimension of the flexible connection, see pipe
A turbocharger vent
* diameters fig 2.
B – Dimension of the ventilation pipe after the flex-
* Condensate trap, ible connection, see pipe diameters fig 2.
continuously open

Nominal Diameter ND (mm)

Engine
Fig 1 Crankcase ventilation. A B C
L16/24 90 50
L21/31 65 40 80
However, if a manifold arrangements is used, its L23/30H 50 - 50
arrangements are to be as follows:
L27/38 100 - 100
L28/32H 50 - 50
1) The vent pipe from each engine is to run
indepently to the manifold, and be fitted with V28/32H 100 - 100
corrosion resistant flame screen within the L32/40 100 15 125
manifold. V28/32S 100 - 100

Fig 2 Pipe diameters for crankcase ventilation.

10.51
MAN Diesel & Turbo

1683357-2.4
Page 1 (1) Prelubricating Pump B 12 07 0

L32/40

The engine is as stand­ard equip­ped with an electric
driv­en pump for pre­lub­ri­cat­ing be­fo­re start­ing.
The pump, which is of the gear pump ty­pe, is self-
prim­ing.
The engine must always be pre­lub­ri­cat­ed 2 mi­nut­es
prior to start and 15 minutes after stop if the automatic
con­ti­nuous pre­lub­ri­cat­ing has been switched off.
The automatic control of prelubricating must be
made by the customer or can be ordered from MAN
Diesel & Turbo.
The voltage for the automatic control must be sup-
plied from the emergency switchboard in order to
secure post- and prelubrication in case of a critical
situation. The engines can be restarted within 20
min. after prelubrication have failed.

Electric motor 3x380 V, 50 Hz (IP 55)

Engine type No of cyl. Pump type m /h3
rpm
Start current Full load current
kW
Amp. Amp.

Make: WP
L32/40 6, 7 Type: 21.4 1445 7.5 116.3 15.5
R65/250 FL-Z-DB-SO

Make: WP
L32/40 8 Type: 26.82 1440 11.5 131.6 23.5
R65/315 FL-Z-DB-SO

Make: WP
L32/40 9 Type: 34.06 1440 11.5 131.6 23.5
R65/400 FL-Z-DB-SO

Electric motor 3x440 V, 60 Hz (IP 55)

Engine type No of cyl. Pump type m /h3
rpm
Start current Full load current
kW
Amp. Amp.

Make: WP
L32/40 6, 7 Type: 25.8 1745 8.6 115.5 15.4
R65/250 FL-Z-DB-SO

Make: WP
L32/40 8 Type: 32.27 1728 13.0 131.6 23.5
R65/315 FL-Z-DB-SO

Make: WP
L32/40 9 Type: 41.12 1728 13.0 131.6 23.5
R65/400 FL-Z-DB-SO

11.13
MAN Diesel & Turbo

1699890-3.4 Specification for lubricating oils (SAE40) for B 12 15 0

Page 1 (5) heavy fuel oil operation (HFO)
General
The specific output achieved by modern diesel en-
gines combined with the use of fuels that satisfy
the quality requirements more and more frequently
increase the demands on the performance of the
lubricating oil which must therefore be carefully se-
lected.
Medium alkalinity lubricating oils have a proven
track record as lubricants for the moving parts and
turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain addi-
tives that, in addition to other properties, ensure a
higher neutralisation reserve than with fully doped
engine oils (HD oils).
International specifications do not exist for medium
alkalinity lubricating oils. A test operation is there-
fore necessary for a corresponding period in ac-
cordance with the manufacturer's instructions.
L16/24, L21/31, L27/38,
V28/32S, L32/40
Only lubricating oils that have been approved by
MAN Diesel & Turbo may be used. These are listed
in the table entitled "Lubricating oils approved for
use in heavy fuel oil-operated MAN Diesel & Turbo
four-stroke engines".
Specifications
Base oil
The base oil (doped lubricating oil = base oil + addi-
tives) must have a narrow distillation range and be
refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or
oxidation stability.
The base oil must comply with the limit values in
the table below, particularlyin terms of its resist-
ance to ageing:

Properties/characteristics Unit Test method Limit values

Make-up   Ideally paraffin based
Low temperature behaviour, still flowable °C ASTM D 2500  15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of MAN ageing oven
 
heating up to 135 °C *
ASTM D 4055 or
insoluble nheptane Weight % < 0.2
DIN 51592
Evaporation loss Weight %  < 2
Precipitation of resins or asphalt-
MAN Diesel &
Spot test (filter paper)  like ageing products must not be
Turbo test
identifiable.
Table 1 Base oils - target values
* Works' own method

11.01 - 3.3.6 (2011-01-04)


B 12 15 0 Specification for lubricating oils (SAE40) for
heavy fuel oil operation (HFO)
L16/24, L21/31, L27/38,
V28/32S, L32/40
Medium-alkaline lubricating oil
The prepared oil (base oil with additives) must have
the following properties:
Additives
The additives must be dissolved in the oil and their
composition must ensure that as little ash as pos-
sible is left over, even if the engine is provisionally
operated with distillate oil.
The ash must be soft. If this prerequisite is not met,
it is likely the rate of deposition in the combustion
chamber will be higher, particularly at the exhaust
valves and at the turbocharger inlet casing. Hard
additive ash promotes pitting of the valve seats and
causes the valves to burn out, it also increases me-
chanical wear of the cylinder liners.
Additives must not increase the rate at which the
filter elements in the active or used condition are
blocked.
Washing ability
The washing ability must be high enough to prevent
the accumulation of tar and coke residue as a result
of fuel combustion. The lubricating oil must not ab-
sorb the deposits produced by the fuel.
Dispersibility
The selected dispersibility must be such that com-
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.
MAN Diesel & Turbo
1699890-3.4
Page 2 (5)
For tips on selecting the base number, refer to the
table entitled “Base number to be used for various
operating conditions".
Evaporation tendency
The evaporation tendency must be as low as pos-
sible as otherwise the oil consumption will be ad-
versely affected.
Additional requirements
The lubricating oil must not contain viscosity index
improver. Fresh oil must not contain water or other
contaminants.
Lubricating Oil Selection
Engine SAE Class
16/24, 21/31, 27/38, 28/32S, 32/40,
32/44, 40/54, 48/60, 58/64, 51/60DF 40
Table 2 Viscosity (SAE class) of lubricating oils
Neutralisation properties (BN)
Lubricating oils with medium alkalinity and a range
of neutralisation capabilities (BN) are available on
the market. According to current knowledge, a re-
lationship can be established between the antici-
pated operating conditions and the BN number as
shown in the table entitled "Base number to be
used for various operating conditions". However,
the operating results are still the overriding factor in
determining which BN number produces the most
efficient engine operation.
11.01 - 3.3.6 (2011-01-04)
MAN Diesel & Turbo

1699890-3.4 Specification for lubricating oils (SAE40) for B 12 15 0

Page 3 (5) heavy fuel oil operation (HFO)
L16/24, L21/31, L27/38,
V28/32S, L32/40
approx. BN of fresh Engines / Operating conditions
oil (mg KOH/g oil)
Marine diesel oil (MDO) with a lower quality (ISO-F-DMC) or heavy fuel oil with a sulphur
20
content of less than 0.5 %

generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating
30 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 %.

With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where corre-
sponding requirements in relation to the oil service life and washing ability exist. In general
40
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 %.

32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
50 insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 3 Base number to be used for various operating conditions

Operation with low sulphur fuel Speed controller

To comply with the emissions regulations, the sul-
phur content of fuels used nowadays varies. Fuels
with a low-sulphur content must be used in environ-
mentally-sensitive areas (SECA). Fuels with a high
sulphur content may be used outside SECA zones.
In this case, the BN number of the lubricating oil se-
lected must satisfy the requirements for operation
using fuel with a high-sulphur content. A lubricating
oil with low BN number may only be selected if fuel
with a low-sulphur content is used exclusively dur-
ing operation.
However, the results obtained in practise that dem-
onstrate the most efficient engine operation are the
factor that ultimately decides which additive fraction
is permitted.
Cylinder lubricating oil
Multigrade oil 5W40 should ideally be used in me-
chanical-hydraulic controllers with a separate oil
sump. If this oil is not available when filling, 15W40
oil can be used instead in exceptional cases. In this
case, it makes no difference whether synthetic or
mineral-based oils are used.
The military specification for these oils is O-236.
Lubricating oil additives
The use of other additives with the lubricating oil, or
the mixing of different brands (oils by different man-
ufacturers), is not permitted as this may impair the
performance of the existing additives which have
been carefully harmonised with each another and
also specifically tailored to the base oil.

In engines with separate cylinder lubrication, the
pistons and cylinder liners are supplied with lubri-
cating oil via a separate lubricating oil pump. The
quantity of lubricating oil is set at the factory ac-
cording to the quality of the fuel to be used and the
anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating
circuit as specified above.
Selection of lubricating oils / warranty
The majority of mineral oil companies are in close
regular contact with engine manufacturers and can
therefore provide information on which oil in their
specific product range has been approved by the
engine manufacturer for the particular application.
Irrespective of the above, lubricating oil manufac-
turers are liable in any case for the quality and char-
acteristics of their products. If you have any ques-
tions, we will be happy to provide you with further
information.

11.01 - 3.3.6 (2011-01-04)

 MAN Diesel & Turbo

B 12 15 0 Specification for lubricating oils (SAE40) for 1699890-3.4

heavy fuel oil operation (HFO) Page 4 (5)

L16/24, L21/31, L27/38,

V28/32S, L32/40
Oil during operation
There are no prescribed oil change intervals for
MAN Diesel & Turbo medium speed engines. The
oil properties must be regularly analysed. The oil
can be used for as long as the oil properties remain
within the defined limit values (see table entitled
"Limit values for used lubricating oil“). An oil sample
must be analysed every 1-3 months (see mainte-
nance schedule). The quality of the oil can only be
maintained if it is cleaned using suitable equipment
(e.g. a separator or filter).
Temporary operation with gas oil
Due to current and future emission regulations,
heavy fuel oil cannot be used in designated regions.
Low-sulphur diesel fuel must be used in these re-
gions instead.
If the engine is operated with low-sulphur diesel
fuel for less than 1000 h, a lubricating oil which is
suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sul-
phur diesel fuel for more than 1000 h and is sub-
sequently operated once again with HFO, a lubri-
cating oil with a BN of 20 must be used. If the BN
20 lubricating oil by the same manufacturer as the
lubricating oil used for HFO operation with higher
BN (40 or 50), an oil change will not be required
when effecting the changeover. It will be sufficient
to use BN 20 oil when replenishing the used lubri-
cating oil.
If you wish to operate the engine with HFO once
again, it will be necessary to change over in good
time to a lubricating oil with a higher BN (30 –
55). If the lubricating oil with higher BN is by the
same manufacturer as the BN 20 lubricating oil,
the changeover can also be effected without an oil
change. In doing so, the lubricating oil with higher
BN (30 – 55) must be used to replenish the used
lubricating oil roughly 2 weeks prior to resuming
HFO operation.

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Heptan Insoluble max. 1.5% DIN 51592 or IP 316

depends on engine type and operating

Metal Content
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 Limit values for used lubricating oil

11.01 - 3.3.6 (2011-01-04)

MAN Diesel & Turbo

1699890-3.4 Specification for lubricating oils (SAE40) for B 12 15 0

Page 5 (5) heavy fuel oil operation (HFO)
L16/24, L21/31, L27/38,
V28/32S, L32/40
Tests Note!
No liability when using these oils
We can analyse heavy fuel oil for customers at our
laboratory. A 0.5 l sample is required for the test. MAN Diesel & Turbo does not assume liability for
problems that occur when using these oils.

Manufacturer Base Number [mg KOH/g]

20 30 40 50

AGIP  Cladium 300 Cladium 400 -

BP Energol ICHFX 204 Energol ICHFX 304 Energol ICHFX 404 Energol IC-HFX 504

CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504

CEPSA - Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus

CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40

(TEXACO, CALTEX) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X

EXXON MOBIL - Mobilgard M430 Mobilgard M440 Mobilgard M50

EXXMAR 30 TP 40 EXXMAR 40 TP 40

PETROBRAS Marbrax CCD420 Marbrax CCD430 Marbrax CCD440 -

REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 -

SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40

TOTAL Lubmarine - Aurelia XL 4030 Aurelia XL 4040 Aurelia XL 4055

Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055

Table 5 Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo fourstroke engines.

11.01 - 3.3.6 (2011-01-04)

MAN Diesel & Turbo

1699889-3.2 Specification for lubricating oil (SAE40) for operation B 12 15 0

Page 1 (5) with gas oil, diesel oil (MGO/MDO) and biofuels
The specific output achieved by modern diesel en-
gines combined with the use of fuels that satisfy
the quality requirements more and more frequently
increase the demands on the performance of the
lubricating oil which must therefore be carefully se-
lected.
Doped lubricating oils (HD oils) have a proven track
record as lubricants for the drive, cylinder, turbo-
charger and also for cooling the piston. Doped lu-
bricating oils contain additives that, amongst other
things, ensure dirt absorption capability, cleaning of
the engine and the neutralisation of acidic combus-
tion products.
L16/24, L21/31, L27/38,
V28/32S, L32/40
Only lubricating oils approved by MAN Diesel &
Turbo may be used. These are listed in the tables
below.
Specifications
Base oil
The base oil (doped lubricating oil = base oil + addi-
tives) must have a narrow distillation range and be
refined using modern methods. If it contains par-
affins, they must not impair the thermal stability or
oxidation stability.

The base oil must comply with the following limit

values, particularly in terms of its resistance to age-
ing.

Properties/characteristics Unit Test method Limit values

Make-up   Ideally paraffin based
Low temperature behaviour, still flowable °C ASTM D 2500  15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of MAN ageing oven
 
heating up to 135 °C *
ASTM D 4055 or
insoluble nheptane Weight % < 0.2
DIN 51592
Evaporation loss Weight %  < 2
Precipitation of resins or asphalt-
MAN Diesel &
Spot test (filter paper)  like ageing products must not be
Turbo test
identifiable.
Table 1 Base oils - target values
* Works' own method

10.45 - 3.3.5 (2010-11-08)


B 12 15 0 Specification for Lubricating oil (SAE40) for operation
with gas oil, diesel oil (MGO/MDO) and biofuels
L16/24, L21/31, L27/38,
V28/32S, L32/40
Doped lubricating oils (HD-oils)
The base oil to which the additives have been add-
ed (doped lubricating oil) must have the following
properties:
Additives
The additives must be dissolved in the oil and their
composition must ensure that as little ash as pos-
sible remains following combustion.
The ash must be soft. If this prerequisite is not met,
it is likely the rate of deposition in the combustion
chamber will be higher, particularly at the exhaust
valves and at the turbocharger inlet casing. Hard
additive ash promotes pitting of the valve seats and
causes the valves to burn out, it also increases me-
chanical wear of the cylinder liners.
Additives must not increase the rate at which the
filter elements in the active or used condition are
blocked.
Washing ability
The washing ability must be high enough to prevent
the accumulation of tar and coke residue as a result
of fuel combustion.
Dispersibility
The selected dispersibility must be such that com-
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.
Evaporation tendency
The evaporation tendency must be as low as pos-
sible as otherwise the oil consumption will be ad-
versely affected.
MAN Diesel & Turbo
1699889-3.2
Page 2 (5)
Additional requirements
The lubricating oil must not contain viscosity index
improver. Fresh oil must not contain water or other
contaminants.
Lubricating Oil Selection
Engine SAE Class
16/24, 21/31, 27/38, 28/32S, 32/40,
32/44, 40/54, 48/60, 58/64, 51/60DF 40
Table 2 Viscosity (SAE class) of lubricating oils
Doped oil quality
We recommend doped lubricating oils (HD oils)
according to international specifications MIL-L
2104 or API-CD with a base number of BN 10 – 16
mgKOH/g. Military specification O-278 lubricating
oils can be used.
The operating conditions of the engine and the
quality of the fuel determine which additive frac-
tions the lubricating oil contains. If marine diesel
oil with a sulphur content of up to 2.0 % by weight
according to ISO-F-DMC and coke residues of up
to 2.5 % by weight is used, you should choose a
base number of roughly 20. However, the operating
results that ensure the most efficient engine opera-
tion ultimately decide the additive content.
Cylinder lubricating oil
In engines with separate cylinder lubrication, the
pistons and cylinder liners are supplied with lubri-
cating oil via a separate lubricating oil pump. The
quantity of lubricating oil is set at the factory ac-
cording to the quality of the fuel to be used and the
anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating
circuit as specified above.
10.45 - 3.3.5 (2010-11-08)
MAN Diesel & Turbo
1699889-3.2 Specification for lubricating oil (SAE40) for operation
Page 3 (5) with gas oil, diesel oil (MGO/MDO) and biofuels
Speed controller
Multigrade oil 5W40 should ideally be used in me-
chanical-hydraulic controllers with a separate oil
sump. If this oil is not available when filling, 15W40
oil can be used instead in exceptional cases. In this
case, it makes no difference whether synthetic or
mineral-based oils are used.
The military specification for these oils is O-236.
Experience with the L27/38 engine has shown that
the operating temperature of the Woodward con-
troller OG10MAS and corresponding actuator for
UG 723+ can be higher than 93 °C. In these cases
we recommend using a synthetic oil such as Cas-
trol Alphasyn HG150. Engines supplied after March
2005 are already filled with this oil.
Lubricating oil additives
The use of other additives with the lubricating oil, or
the mixing of different brands (oils by different man-
ufacturers), is not permitted as this may impair the
performance of the existing additives which have
been carefully harmonised with each another and
also specifically tailored to the base oil.
Selection of lubricating oils / warranty
The majority of mineral oil companies are in close
regular contact with engine manufacturers and can
therefore provide information on which oil in their
specific product range has been approved by the
engine manufacturer for the particular application.
Irrespective of the above, lubricating oil manufac-
turers are liable in any case for the quality and char-
acteristics of their products. If you have any ques-
tions, we will be happy to provide you with further
information.
10.45 - 3.3.5 (2010-11-08)
B 12 15 0
L16/24, L21/31, L27/38,
V28/32S, L32/40
Oil during Operation
There are no prescribed oil change intervals for
MAN medium speed engines. The oil properties
must be regularly analysed. The oil can be used
for as long as the oil properties remain within the
defined limit values (see table entitled "Limit val-
ues for used lubricating oil“). An oil sample must
be analysed every 1-3 months (see maintenance
schedule). The quality of the oil can only be main-
tained if it is cleaned using suitable equipment (e.g.
a separator or filter).
Temporary operation with gas oil
Due to current and future emission regulations,
heavy fuel oil cannot be used in designated regions.
Low-sulphur diesel fuel must be used in these re-
gions instead.
If the engine is operated with low-sulphur diesel
fuel for less than 1000 h, a lubricating oil which is
suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sul-
phur diesel fuel for more than 1000 h and is sub-
sequently operated once again with HFO, a lubri-
cating oil with a BN of 20 must be used. If the BN
20 lubricating oil by the same manufacturer as the
lubricating oil used for HFO operation with higher
BN (40 or 50), an oil change will not be required
when effecting the changeover. It will be sufficient
to use BN 20 oil when replenishing the used lubri-
cating oil.
If you wish to operate the engine with HFO once
again, it will be necessary to change over in good
time to a lubricating oil with a higher BN (30 – 55).
If the lubricating oil with higher BN is by the same
manufacturer as the BN20 lubricating oil, the
changeover can also be effected without an oil
change. In doing so, the lubricating oil with higher
BN (30 – 55) must be used to replenish the used
lubricating oil roughly 2 weeks prior to resuming
HFO operation.
 MAN Diesel & Turbo

B 12 15 0 Specification for Lubricating oil (SAE40) for operation 1699889-3.2

with gas oil, diesel oil (MGO/MDO) and biofuels Page 4 (5)

L16/24, L21/31, L27/38,

V28/32S, L32/40
Tests Approved lubricating oils SAE 40
Base Number
We can analyse heavy fuel oil for customers at our Manufacturer
10161) [mgKOH/g]
laboratory. A 0.5 l sample is required for the test.
Cladium 120  SAE 40
AGIP
Danger! Sigma S SAE 40 2)
BP Energol DS 3154
Improper handling of fuels Castrol MLC 40
CASTROL Castrol MHP 154
If fuels are improperly handled, this can pose a Seamax Extra 40
danger to health, safety and the environment. The Taro 12 XD 40
relevant safety information by the fuel supplier must CHEVRON
Delo 1000 Marine SAE 40
(Texaco, Caltex)
be observed. Delo SHP40
Exxmar 12 TP 40
Note! Mobilgard 412 / MG 1SHC
EXXON MOBIL
Mobilgard ADL 40 2)
No liability assumed if these oils are used Delvac 1640
PETROBRAS Marbrax CCD410
MAN Diesel & Turbo will not assume liability for any
Q8 Mozart DP40
problems associated with using these oils.
REPSOL Neptuno NT 1540
Gadinia 40
Gadinia AL40
SHELL
Sirius FB40 2)
Sirius/Rimula X40 2)
MarWay 1540
STATOIL
MarWay 1040
TOTAL Lubmarine Disola M4015
Table 3 Lubricating oils (SAE40) which have been ap-
proved for the use in MAN four-stroke engines running on gas
oil and Diesel oil

1)
If marine diesel oil with a low quality (ISO-F-DMC) is used,
a base number (BN) of roughly 20 should be used.
2)
with a sulphur content of less than 1%

10.45 - 3.3.5 (2010-11-08)

MAN Diesel & Turbo

1699889-3.2 Specification for lubricating oil (SAE40) for operation B 12 15 0

Page 5 (5) with gas oil, diesel oil (MGO/MDO) and biofuels
L16/24, L21/31, L27/38,
V28/32S, L32/40
Limit value Procedure
Viscosity at 40 °C 110-220 mm /s
2
ISO 3104 or ASTM D445
Base Number (BN) at least 50% of fresh oil ISO 3771
Flash Point (PM) at least 185 °C ISO 2719
Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744
nHeptan Insoluble max. 1.5% DIN 51592 or IP 316
depends on engine type and operating
Metal Content
conditions
Guide value only
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with biofuels:
max 12% FT-IR
biofuel fraction
Table 4 Limit values for used lubricating oil

10.45 - 3.3.5 (2010-11-08)

 MAN B&W Diesel

1607584-6.9
Page 1 (1) Specific Lubricating Oil Consumption - SLOC B 12 15 0

General

Engine type RPM SLOC [g/kWh]

L16/24 1000/1200 0.4 - 0.8

L21/31 900/1000 0.4 - 0.8

L23/30H 720/750/900 0.6 - 1.0

L27/38 720/750 0.4 - 0.8

L28/32H 720/750 0.6 - 1.0

V28/32H 720/750 0.6 - 1.0

V28/32S 720/750 0.4 - 0.8

L32/40 720/750 0.8 - 1.0

Please note that only maximum continuous rating
(PMCR (kW)) should be used in order to evaluate the
SLOC, see the description 504.07.
Please note, during engine running-in the SLOC
may exceed the values stated.
The following formula is used to calculate the SLOC:
SLOC [g/kWh] =
(lubricating oil added [dm3]) * ρlubricating oil [kg/m3]
run.hrs period * PMCR [kW]
The lubricating oil density, ρ @ 15°C must be known
in order to convert ρ to the present lubricating oil
08028-0D/H5250/94.08.12
The engine maximum continuous design rating (PMCR)
must always be used in order to be able to compare
the individual measurements, and the running hours
since the last lubricating oil adding must be used in
the calculation. Due to inaccuracy *) at adding
lubricating oil, the SLOC can only be evaluated after
1,000 running hours or more, where only the average
values of a number of lubricating oil addings are
representative.
Note *)
A deviation of ± 1 mm with the dipstick measurement
must be expected, witch corresponds uptill ± 0.1
g/kWh, depending on the engine type.

temperature in the base frame. The following formula

is used to calculate ρ:

ρlubricating oil [kg/m3] =

ρlubricating oil @15°C [kg/m3] – 0,64 * (tlubricating oil [°C] – 15)

05.49
 MAN Diesel

1643494-3.7
Page 1 (2) Treatment of Lubricating Oil B 12 15 0

General

Operation on Marine Diesel Oil (MDO) Q = required flow (l/h)

P = engine output (kW).
At engine operation on MDO we recommend to install t = actual effective separator operating time
a build on centrifugal by-pass filter as an addition- per day (hour)
ally filter to the build on full flow depth filter and the n = number of turnovers per day of the
lubricating oil separator. theoretical oil volume corresponding to
1.36 l/kW or 1 l/HP.

Operation on Heavy Fuel Oil (HFO) The following values for "n" are recommended:

HFO operating engines requires effective lubricating n = 5 for HFO operating (residual)
oil cleaning. In order to secure a safe operation it is n = 4 for MDO operating
necessary to use a supplement cleaning equipment n = 3 for distillate fuel
together with the built on full flow depth filter. For
this purpose a centifugal unit, a decanter unit or an Example: for 1000 kW engine operating on HFO,
automatic by-pass filter can be used. self-cleaning separator with a daily effective separat-
ing period of 23 hours:
Continuous lubricating oil cleaning during engine
operation is necessary. Q = 1000 x 1.36 x 5 = 295 l/h
23
The centrifugal unit, decanter unit and the automatic
by-pass filter capacity to be adjusted according to
makers resommendations. Separator Installation

The capacity is evaluated below. It is recommended to carry out continuous lubricating

oil cleaning during engine operation at a lubricating
oil temperature between 95°C till 98°C at entering
Cleaning Capacity the separator.

Normally, it is recommended to use a self-cleaning With multi-engine plants, one separator per engine in
filtration unit in order to optimize the cleaning period operation is recommended, but if only one separator
and thus also optimize the size of the filtration unit. is in operation, the following lay-outs can be used.

Separators for manual cleaning can be used when
the reduced effective cleaning time is taken into con-
sideration by dimensioning the separator capacity.
The required Flow
08028-0D/H5250/94.08.12
A common separator can be installed, possibly with
one in reserve for operation of all engines through
a pipe system, which can be carried out in various
ways. Fig. 1 and 2 show a principle lay-out for a single
plant and a multi-plant.

In order to evaluate the required lubricating oil flow

through the separator, the separator suppliers rec-
ommendation should be followed.

As a guidance, the following formula should form the

basis for choosing the required flow for the separa-
tor capacity: Engine To/from separator

Q = P x 1.36 x n
t
Fig 1 Principle lay-out for direct separating on a single plant.

07.32
 MAN Diesel

1643494-3.7
B 12 15 0 Treatment of Lubricating Oil Page 2 (2)

General

Eng. No 1 5° slope
Oil level in
base frame
Venting
hole

Eng. No 2

To/from lubricating
oil separator Separator
unit
Eng. No 3 Overflow
tank

Fig 2 Principle lay-out for direct separating on a multi plant. Fig 3 Principle lay-out for overflow system.

The aim is to ensure that the separator is only con- Overflow System
nected with one engine at a time. This to ensure
that there is no suction and discharging from one As an alternative to the direct separating an overflow
engine to another. system can be used (see fig. 3).
NB! Min. 5° slope at the drain pipe.
To provide the above-mentioned it is recommended
that inlet and outlet valves are connected, so that
they can only be changed-over simultaneously. By-pass Centrifugal Filter

With only one engine in operation there are no prob- The Holeby GenSets can be delivered with built-on
lems with separating, but if several engines are in by-pass centrifugal filters.
operation for some time it is recommended to split
up the time so that there is separation on all engines,
which are operating in turns. By-pass Depth Filter

The capacity of the separator has to correspond When dimensioning the by-pass depth filter the sup-
with the separating of oil on the single engine n plier’s recommendations are to be followed.
08028-0D/H5250/94.08.12

times during the available time, every 24 hours.

(see page 1)

07.32
MAN Diesel & Turbo

1609533-1.7
Page 1 (2) Criteria for Cleaning/Exchange of Lubricating Oil B 12 15 0

General

Replacement of Lubricating Oil Unit : cSt (mm2/s)

The expected lubricating oil lifetime in operation is Possible test
difficult to determine. The lubricating oil lifetime is methods : ASTM D-445, DIN 51562/53018,
depending on the fuel oil quality, the lubricating oil ISO 3104
quality, the lubricating oil consumption, the lubricating
oil cleaning equipment efficiency and the engine Increasing viscosity indicates problems with inso-
operational conditions. lubles, HFO contamination, water contamination,
oxidation, nitration and low load operation. Decrea-
In order to evaluate the lubricating oil condition a sing viscosity is generally due to dilution with lighter
sample should be drawn on regular basis at least viscosity oil.
once every three month or depending on the latest
analysis result. The lubricating oil sample must be
drawn before the filter at engine in operation. The 2. Flash Point
sample bottle must be clean and dry, supplied with
sufficient indentification and should be closed im- Min. value : 185° C
mediately after filling. The lubricating oil sample
must be examined in an approved laboratory or in Possible test
the lubricating oil suppliers own laboratory. method : ASTM D-92, ISO 2719

A lubricating oil replacement or an extensive lubri- Normally used to indicate fuel dilution.
cating oil cleaning is required when the MAN Diesel
exchange criteria's have been reached.
3. Water Content

Evaluation of the Lubricating Oil Condition Max. value : 0.2 %

Based on the analysis results, the following guidance Unit : Weight %

are normally sufficient for evaluating the lubricating
oil condition. The parameters themselves can not be Possible test
jugded alonestanding, but must be evaluated together method : ASTM D4928, ISO 3733
in order to conclude the lubricating oil condition.
Water can originate from contaminated fuel oil, an
engine cooling water leak or formed as part of the
1. Viscosity combustion process. If water is detected also Sodium,
Glycol or Boron content should be checked in order
Limit value : to confirm engine coolant leaks.

Normal min. max.
value value value 4. Base Number (BN)
SAE 30 [cSt@40° C] 95 - 125 75 160
Min. value : The BN value should not be lower
SAE 30 [cSt@100° C] 11 - 13 9 15 than 50% of fresh lubricating oil
value, but minimum BN level never
SAE 40 [cSt@40° C] 135 - 165 100 220 to be lower than 10-12 at operat-
ing on HFO!
SAE 40 [cSt@100° C] 13.5 - 15.0 11 19
Unit : mg KOH/g

Possible test
method : ASTM D-2896, ISO 3771

07.11
 MAN Diesel & Turbo

1609533-1.7
B 12 15 0 Criteria for Cleaning/Exchange of Lubricating Oil Page 2 (2)

General
The neutralization capacity must secure that the acidic Unit : Weight %
combustion products, mainly sulphur originate from
the fuel oil, are neutralized at the lube oil consumption Possible test
level for the specific engine type. Gradually the BN method : ASTM D-893 procedure B in n-
will be reduced, but should reach an equilibrium. Heptane, DIN 51592

Additionally
5. Total Acid Number (TAN) test : If the level in n-Heptane insolub­les
is considered high for the type of
Max. value : 3.0 acc. to fresh oil value oil and appli­ca­tion, the test could
be followed by a sup­ple­men­tary
Unit : mg KOH/g determination in To­lu­ene.

Possible test Total insolubles is maily derived from products of

method : ASTM D-664
TAN is used to monitor oil degradation and is a
measure of the total acids present in the lubricating
oil derived from oil oxidation (weak acids) and acidic
products of fuel combustion (strong acids).
combustion blown by the piston rings into the crank-
case. It also includes burnt lubricating oil, additive
ash, rust, salt, wear debris and abrasive matter.
7. Metal Content

Metal content Remarks Attention limits

6. Insolubles Content
Iron Depend upon max. 50 ppm
Max. value : 1.5 % generally, depending upon Chromium engine type and max. 10 ppm
Copper operating condi- max. 15 ppm
actual dispersant value and the Lead tions max. 20 ppm
increase in vis­co­si­ty. Tin max. 10 ppm
Aluminium max. 20 ppm
Silicon max. 20 ppm

07.11
 MAN B&W Diesel

1683384-6.1
Page 1 (1) Oil Pump for Cylinder Lubrication B 12 33 1

L32/40
The engine is as standard equipped with an electric The pump which is of the gear wheel type is self-
driven pump for cylinder lubrication. priming.

Electric motor 3x380-420 V, 50 Hz (IP 55)

Engine No. of Pump Full-load

m3/h RPM Type kW current
type cyl. type Amp.

L32/40 5-6-7-8-9 UD 0.12/60 5.0 bar 680/1430 71 C 90 V18 0.09/0.15 0.54/0.44

PB 07 B4029

Electric motor 3x380-480 V, 60 Hz (IP 55)

L32/40 5-6-7-8-9 UD 0.12/60 5.0 bar 845/1785 71 C 90 V18 0.09/0.15 0.47/0.40

PB 07 B4029
08028-0D/H5250/94.08.12

01.35
Cooling Water System

B 13
MAN Diesel & Turbo

1699896-4.1
Page 1 (8)
Specification for Engine Cooling Water B 13 00 0

General

Preliminary remarks Testing equipment

As is also the case with the fuel and lubricating oil, The MAN Diesel water testing equipment incorpo-
the engine cooling water must be carefully select- rates devices that determine the water properties
ed, handled and checked. If this is not the case, referred to above in a straightforward manner. The
corrosion, erosion and cavitation may occur at manufacturers of rust inhibitors also supply user-
the walls of the cooling system and deposits may friendly testing equipment. For information on mo-
form. Deposits obstruct the transfer of heat and can nitoring cooling water, refer to "Cooling Water In-
cause thermal overloading of the cooled parts. The specting".
system must be treated with rust inhibitor before
bringing it into operation for the first time. The con-
centrations prescribed by the engine manufacturer Additional information
must always be observed during subsequent ope-
ration. The above especially applies if a chemical Distilate
additive is added.
If distilled water (from a fresh water generator, for
example) or fully desalinated water (from ion ex-
Requirements change or reverse osmosis) is available, this should
ideally be used as the engine cooling water. These
Limit values waters are free of lime and salts which means that
deposits that could interfere with the transfer of heat
The properties of the untreated cooling water must to the cooling water, and therefore also reduce the
correspond to the following limit values: cooling effect, cannot form. However, these waters
are more corrosive than normal hard water as the
thin film of lime scale that would otherwise provide
Properties/ temporary corrosion protection does not form on
Properties Unit
Characteristic the walls. This is why distilled water must be hand-
Distillate or freshwater, free led particularly carefully and the concentration of
of foreign matter. the additive must be regularly checked.
The following are
Water type prohibited: Seawater, – Hardness
brackwater, river water,
brines, industrial waste
The total hardness of the water is the combined
water and rainwater
effect of the temporary and permanent hardness.
Total hardness max. 10 °dH* The proportion of calcium and magnesium salts
pH-value 6,5 - 8 – is of overriding importance. The temporary hard-
ness is determined by the carbonate content of
Chloride ion
Max. 50 mg/l** the calcium and magnesium salts. The permanent
content
hardness is determined by the amount of remain-
Table 1 Cooling water - properties to be observed
ing calcium and magnesium salts (sulphates). The
temporary (carbonate) hardness is the critical fac-
*) 1°dH (German hardness) tor that determines the extent of limescale deposits
in the cooling system.
≙ 10 mg CaO in 1 litre of water
Water with a total hardness of > 10°dGH must be
≙ 17.9 mg CaCO3/l
mixed with distilled water or softened. Subsequent
≙ 0.357 mval/l hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are
≙ 0.179 mmol/l used.
**) 1 mg/l ≙ 1 ppm

10.45 - 3.3.7 (2010-11-08)


B 13 00 0 Specification for Engine Cooling Water
General
Damage in the cooling water system
Corrosion
Corrosion is an electrochemical process that can
generally be avoided by selecting the correct water
quality and by carefully handling the water in the
engine cooling system.
Flow cavitation
Flow cavitation can occur in areas in which high
flow velocities and high turbulence is present. If the
steam pressure is reached, steam bubbles form
and subsequently collapse in high pressure zones
which causes the destruction of materials in con-
stricted areas.
Erosion
Erosion is a mechanical process accompanied by
material abrasion and the destruction of protective
films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbu-
lence.
Stress corrosion cracking
Stress corrosion cracking is a failure mechanism
that occurs as a result of simultaneous dynamic
and corrosive stress. This can lead to cracking and
rapid crack propagation in water-cooled, mecha-
nically-loaded components if the cooling water has
not been treated correctly.
Processing of engine cooling water
Formation of a protective film
The purpose of treating the engine cooling water
using rust inhibitors is to produce a continuous
protective film on the walls of cooling surfaces and
therefore prevent the damage referred to above. In
order for a rust inhibitor to be 100 % effective, it is
extremely important that untreated water satisfies
our requirements.
MAN Diesel & Turbo
1699896-4.1
Page 2 (8)
Protective films can be formed by treating the cool-
ing water with a chemical or an emulsifiable slush-
ing oil.
Emulsifiable slushing oils are used less and less
frequently as their use has been considerably re-
stricted by environmental protection regulations
and also because are rarely available from suppli-
ers for this and other reasons.
Treatment prior to initial commissioning of engine
Treatment with a rust inhibitor should be carried out
before the engine is brought into operation for the
first time to prevent irreparable initial damage.
Caution!
Treatment of the cooling water
The engine must not be brought into operation
without treating the cooling water first.
Additives for cooling water
Only the additives approved by MAN Diesel and
listed in the tables under the section entitled "Ap-
proved cooling water additives“ may be used.
Required approval
A cooling water additive can only be approved if
it has been tested and approved according to the
current regulations of the research association
for combustion engines in Germany (FVV = For-
schungsvereinigung für Verbrennungskraftma-
schinen) entitled "Testing the suitability of cooling
water additives for cooling liquids in internal com-
bustion engines". The test report must be obtain-
able on request. The relevant tests can be carried
out on request in Germany at the staatliche Ma-
terialprüfanstalt (Federal Institute for Materials Re-
search and Testing), Abteilung Oberflächentechnik
(Surface Technology Division), Grafenstraße 2 in
D-64283 Darmstadt.
Once the cooling water additive has been tested by
the FVV, the engine must be tested in the second
step before the final approval is granted.
10.45 - 3.3.7 (2010-11-08)
MAN Diesel & Turbo
1699896-4.1
Page 3 (8)
Specification for Engine Cooling Water
Only in closed circuits
Additives may only be used in closed circuits where
no significant consumption occurs, apart from leak-
age or evaporation losses.
• Chemical additives
Sodium nitrite and sodium borate based additives
etc. have a proven track record. Galvanised iron
pipes or zinc sacrificial anodes must not be used
in cooling systems. This corrosion protection is
not required due to the prescribed cooling water
treatment and electrochemical potential reversal
can occur due to the cooling water temperatures
which are normally present in engines nowadays.
If necessary, the pipes must be deplated.
• Slushing oil
This additive is an emulsifiable mineral oil with
added slushing ingredients. A thin film of oil forms
on the walls of the cooling system. This prevents
corrosion without interfering with the transfer of
heat and also prevents limescale deposits on the
walls of the cooling system.
The significance of emulsifiable slushing oils is
fading. Oil-based emulsions are rarely used now-
adays for environmental protection reasons and
also because stability problems are known to oc-
cur in emulsions.
• Anti-freeze agents
If temperatures below the freezing point of water
in the engine cannot be excluded, an anti-freeze
solution that also prevents corrosion must be
added to the cooling system or corresponding
parts. Otherwise the entire system must be heat-
ed. (Military specification: Sy-7025).
Sufficient corrosion protection can be provided
by adding the products listed in the table entit-
led "anti-freeze agents with slushing properties"
while observing the prescribed concentration.
This concentration prevents freezing at tempera-
tures down to -22 °C. However, the quantity of
anti-freeze agent actually required always de-
pends on the lowest temperatures that are to be
expected at the place of use.
Anti-freeze solutions are generally ethylene gly-
col-based. A suitable chemical rust inhibitor must
10.45 - 3.3.7 (2010-11-08)
B 13 00 0
General
be added if the concentration of the anti-freeze
solution prescribed by the user for a specific ap-
plication does not provide an appropriate level
of corrosion protection, or if the concentration
of anti-freeze solution used is lower due to less
stringent frost protection requirements and does
not provide an appropriate level of corrosion pro-
tection. For information on the compatibility of the
anti-freeze solution with the rust inhibitor and the
required concentrations, contact the manufac-
turer. The chemical additives listed in the table
entitled "Chemical additives containing nitrite"
are known to be compatible with ethylene-glycol
based anti-freeze solutions. Anti-freeze solutions
may only be mixed with one another with the con-
sent of the manufacturer, even if these solutions
have the same composition.
Before an anti-freeze agent is used, the cooling
system must be thoroughly cleaned.
If the cooling water contains an emulsifiable
slushing oil, anti-freeze solution must not be add-
ed as otherwise the emulsion would break up and
oil sludge would form in the cooling system.
Observe the applicable environmental protection
regulations when disposing of cooling water con-
taining additives. For more information, consult
the supplier of the additive.
• Biocides
If you cannot avoid using a biocide because the
cooling water has been contaminated by bacte-
ria, observe the following steps:
• You must ensure that the biocide to be used is
suitable for the specific application.
• The biocide must be compatible with the seal-
ing materials used in the cooling water system
and must not react with these.
• The biocide and its decomposition products
must not contain corrosion-promoting compo-
nents. Biocides whose decomposition products
contain chloride or sulphate ions are not permit-
ted.
• Biocides that cause foaming of the cooling
water are not permitted.

B 13 00 0 Specification for Engine Cooling Water
General
Prerequisite for effective use of a rust inhibitor
Clean cooling system
As contamination significantly reduces the effec-
tiveness of the additive, the tanks, pipes, coolers
and other parts outside the engine must be free of
rust and other deposits before the engine is started
up for the first time and after repairs are carried out
on the pipe system. The entire system must there-
fore be cleaned with the engine switched off using
a suitable cleaning agent.
Loose solid matter in particular must be removed
by flushing the system thoroughly as otherwise ero-
sion may occur in locations where the flow velocity
is high.
The cleaning agents must not corrode the seals and
materials of the cooling system. In most cases, the
supplier of the cooling water additive will be able to
carry out this work and, if this is not possible, will
at least be able to provide suitable products to do
this. If this work is carried out by the engine opera-
tor, he should use the services of a specialist sup-
plier of cleaning agents. The cooling system must
be flushed thoroughly following cleaning. Once this
has been done, the engine cooling water must be
treated immediately with a rust inhibitor. Once the
engine has been brought back into operation, the
cleaned system must be checked for leakages.
• Regular checks of the cooling water condition
and cooling water system
Treated cooling water may become contaminated
when the engine is in operation which causes the
additive to loose some of its effectiveness. It is
therefore advisable to regularly check the cooling
system and the condition of the cooling water.
The additive concentration must be checked at
least once a week using the test kits specified
by the manufacturer. The results must be docu-
mented.
Notice!
Concentrations of chemical additives
The chemical additive concentrations must not fall
below the minimum concentrations specified in the
table entitled "Chemical additives containing ni-
trite".
MAN Diesel & Turbo
1699896-4.1
Page 4 (8)
Excessively low concentrations can promote cor-
rosion and must be avoided. If the concentration is
slightly above the recommended concentration this
will not result in damage. Concentrations which are
more than twice the recommended concentration
should be avoided.
A cooling water sample must be sent to an inde-
pendent laboratory or the engine manufacturer
every 2 – 6 months for comprehensive analysis.
Emulsifiable rust inhibitors must generally be re-
placed after roughly 12 months according to the
supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if nec-
essary, cleaned. Once filled in the system the fresh
water must be treated immediately.
If chemical additives or anti-freeze agents are used,
the cooling water should be replaced after 3 years
at the latest.
If there is a high concentration of solids (rust) in the
system, the water must be completely replaced and
entire system carefully cleaned.
Deposits in the cooling system may be caused by
fluids that enter the cooling water, or the break up
of emulsion, corrosion in the system and limescale
deposits if the water is very hard. If the concentra-
tion of chloride ions has increased, this generally
indicates that seawater has entered the system.
The maximum specified concentration of 50 mg
chloride ions per kg must not be exceeded as oth-
erwise the risk of corrosion is too high. If exhaust
gas enters the cooling water this can lead to a sud-
den drop in the pH value or to an increase in the
sulphate content.
Water losses must be compensated for by filling
with untreated water that meets the quality require-
ments specified. The concentration of the rust in-
hibitor must subsequently be checked and adjusted
if necessary.
Subsequent checks of the cooling water are espe-
cially required if the cooling water had to be drained
off in order to carry out repairs or maintenance.
10.45 - 3.3.7 (2010-11-08)
MAN Diesel & Turbo

1699896-4.1
Page 5 (8)
Specification for Engine Cooling Water B 13 00 0

General

Protective measures Auxiiliary engines

Rust inhibitors contain chemical compounds that
can pose a risk to health or the environment if in-
correctly used. Comply with the directions in the
manufacturer's material safety data sheets.
Avoid prolonged direct contact with the skin. Wash
hands thoroughly after use. If larger quantities
spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse
immediately with plenty of water and seek medical
advice.
If a marine engine of type 16/24, 21/31, 23/30H,
27/38 or 28/32H uses the same cooling water sys-
tem as a MAN Diesel two-stroke main engine, the
recommendations for the cooling water of the main
engine must be observed.
Analysis
We analyse cooling water for our customers in our
chemical laboratory. A 0.5 l sample is required for
the test.

Rust inhibitors are generally harmful to the water

cycle. Observe the relevant statutory requirements
for disposal.

10.45 - 3.3.7 (2010-11-08)

 MAN Diesel & Turbo

B 13 00 0 Specification for Engine Cooling Water 1699896-4.1

Page 6 (8)

General

Approved cooling water additives

Chemical additives containing nitrite

Minimum concentration ppm

Initial
Manufacturer Product designation dosing for Nitrite Na-nitrite
1000 litres Product
(NO2) (NaNO2)

Drew Marine
One Drew Plaza
Liquidewt 15 l 15,000 700 1,050
Boonton
Maxigard 40 l 40,000 1,330 2,000
New Jersey 07005
USA

Wilhelmsen (Unitor)
KJEMI-Service A.S.
Rocor NB Liquid 21.5 l 21,500 2,400 3,600
P.O. Box 49
Dieselguard 4.8kg 4,800 2,400 3,600
3140 Borgheim
Norway

Nalfleet Marine
Chemicals Nalfleet EWT Liq (9-108) 3l 3,000 1,000 1,500
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, UK

Maritech AB
P.O. Box 143
Marisol CW 12 l 12,000 2,000 3,000
29122 Kristianstad
Sweden

Uniservice
Via al Santurio di N.S. N.C.L.T. 12 l 12,000 2,000 3,000
della Guardia 58/A Colorcooling 24 l 24,000 2,000 3,000
16162 Genova, Italy

Marichem - Marigases
D.C.W.T -
64 Sfaktirias Street 48 l 48,000 2,400 –
Non-Chromate
18545 Piraeus, Greece

Vecom
Schlenzigstrasse 7
Cool treat N.C.L.T. 16 l 16,000 4,000 6,000
21107 Hamburg
Germany

Table 2 Chemical additives containing nitrite

10.45 - 3.3.7 (2010-11-08)

MAN Diesel & Turbo

1699896-4.1
Page 7 (8)
Specification for Engine Cooling Water B 13 00 0

General

Additives (chemical additives) - nitrite free

Initial dosing
Manufacturer Product designation Minimum concentration
for 1000 litres

Arteco
Technologiepark
Havoline
Zwinaarde 2 75 l 7.5 %
XLI
B-9052 Gent
Belgium

Total Lubricants
WT Supra 75 l 7.5 %
Paris, France

Table 3 Chemical additives - nitrite free

Emulsifiable slushing oils

Manufacturer Product (designation)

BP Marine
Breakspear Way Diatsol M
Hemel Hempstead Fedaro M
Herts HP2 UL, UK

Castrol Int.
Pipers Way Solvex WT 3
Swindon SN3 1RE, UK

Deutsche Shell AG
Überseering 35 Oil 9156
22284 Hamburg, Germany

Table 4 Emulsifiable slushing oils

10.45 - 3.3.7 (2010-11-08)

 MAN Diesel & Turbo

B 13 00 0 Specification for Engine Cooling Water 1699896-4.1

Page 8 (8)

General

Anti-freeze solutions with slushing properties

Minimum
Manufacturer Product designation
concentration

BASF
Glysantin G48
Carl-Bosch-Str.
Glysantin 9313
67063 Ludwigshafen,
Glysantin G 05
Rhein, Germany

Castrol Int.
Pipers Way Antifreeze NF,SF
Swindon SN3 1RE, UK

BP, Brittanic Tower,

Moor Lane, Antifrost X 2270A
London EC2Y 9B, UK
35 %
Deutsche Shell AG
Überseering 35 Glycoshell
22284 Hamburg, Germany

Höchst AG, Werk Gendorf Genatin extra

84508 Burgkirchen, Germany (8021 S)

Mobil Oil AG
Steinstraße 5 Antifreeze agent 500
20095 Hamburg, Germany

Arteco, Technologiepark,
Zwijnaarde 2, Havoline XLC
B-9052 Gent, Belgium
50 %

Total Lubricants Glacelf Auto Supra

Paris, France Total Organifreeze

Table 5 Anti-freeze agents with slushing properties

10.45 - 3.3.7 (2010-11-08)

MAN Diesel

1699897-6.1
Page 1 (2)
Cooling Water Inspecting B 13 00 0

General

Summary Tools/equipment required

Acquire and check typical values of the service me-
dia to prevent or limit damage.
The fresh water used to fill the cooling water cir-
cuits must satisfy the specifications. The cooling
water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the
concentration of the rust inhibitor.
Equipment for checking the fresh water quality
The following equipment can be used:
• MAN Diesel water testing kit or a similar testing
kit containing all the instruments and chemicals re-
quired to determine the water hardness, pH value
and chlorine content (obtainable from MAN Diesel
or Mar-Tec Marine, Hamburg)
Equipment for testing the concentration of additives
When using chemical additives:

• Testing equipment in accordance with the sup-

plier's recommendations.
Testing kits from the supplier also include equip-
ment that can be used to determine the fresh water
quality.

Testing the typical values of water

Abbreviated specification

Water for filling and refilling

Typical value/property Circulating water (with additive)
(without additive)

Water type Fresh water, free of foreign matter Treated cooling water

Total hardness ≤ 10 °dGH 1) ≤ 10 °dGH 1)

pH-value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C

Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)

Table 1: Quality specifications for cooling water (abbreviated version)

1)
dGH = German hardness:
1°dGH = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1 mg/l = 1 ppm

10.12 - 000.07 (2010-02-25)

MAN Diesel

B 13 00 0 Cooling Water Inspecting 1699897-6.1

Page 2 (2)

General

Testing the concentration of rust inhibitors

Abbreviated specification

Slushing oil Concentration

Chemical additives according to "Quality of Engine Cooling Water"

Anti-freeze according to "Quality of Engine Cooling Water"

Table 2: Concentration of the cooling water additive

Testing the concentration of chemical additives Testing the concentration of anti-freeze

The concentration should be tested every week, The concentration must be checked in accordance
and/or according to the maintenance schedule, us- with the manufacturer's instructions or the test can
ing the testing instruments, reagents and instruc- be outsourced to a suitable laboratory. If in doubt
tions of the relevant supplier . you should consult MAN Diesel.

Chemical slushing oils can only provide effective Testing

protection if the right concentration is precisely
maintained. This is why the concentrations recom- We test cooling water for customers in our labora-
mended by MAN Diesel (quality specifications) tory. To carry out the test we will need a representa-
must be observed in every case. These recom- tive sample of roughly 0.5 l.
mended concentrations may not be the same as
those specified by the manufacturer.

10.12 - 000.07 (2010-02-25)

MAN Diesel

1699898-8.1
Page 1 (3)
Cooling Water System, Cleaning B 13 00 0

General

Summary This work should ideally be carried out by a spe-

Remove contamination/residue from operating fluid
systems, ensure/reestablish operating reliability.
Cooling water systems containing deposits or con-
tamination prevent effective cooling of parts. Con-
tamination and deposits must be regularly elimi-
nated.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
Cleaning
The cooling water system must be checked for con-
tamination at regular intervals. Cleaning is required
if the degree of contamination is high.
cialist who can provide the right cleaning agents
for the type of deposits and materials in the cooling
circuit. The cleaning should only be carried out by
the engine operator if this cannot be carried out by
a specialist.
Oil sludge
Oil sludge from lubricating oil that has entered the
cooling system or a high concentration of rust in-
hibitors can be removed by flushing the system
with fresh water to which some cleaning agent has
been added. Suitable cleaning agents are listed al-
phabetically in the table entitled "Cleaning agents
for removing oil sludge". Products by other manu-
facturers can be used providing they have similar
properties. The manufacturer's instructions for use
must be strictly observed.

Duration of cleaning procedure /

Manufacturer Product Concentration
temperature

Drew HDE - 777 4-5% 4 hrs at 50 - 60 °C

Nalfleet MaxiClean 2 2-5% 4 hrs at 60 °C

Unitor Aquabreak 0.05 - 0.5 % 4 hrs at ambient temperature

Ultrasonic
Vecom 4% 12 hrs at 50 - 60 °C
Multi Cleaner

Table 1 Cleaning agents for removing oil sludge

10.13 - 000.08 (2010-02-25)

MAN Diesel
B 13 00 0 Cooling Water System, Cleaning
General
Lime and rust deposits
Lime and rust deposits can form if the water is es-
pecially hard or if the slushing oil concentration is
too low. A thin lime scale layer can be left on the
surface as experience has shown that this pro-
tects against corrosion. If however, the thickness of
limescale deposits exceeds 0.5 mm, this can ob-
struct the transfer of heat and cause thermal over-
loading of the components being cooled.
Rust that has been flushed out may have an abra-
sive effect on other parts of the system, such as the
sealing elements of the water pumps. Together with
the elements that are responsible for water hard-
ness, this forms what is known as ferrous sludge
Manufacturer Product
SAF-Acid
Drew Descale-IT
Ferroclean
Nalfleet Nalfleet 9 - 068
Unitor Descalex
Vecom Descalant F
Table 2 Cleaning agents for removing limescale and rust deposits
In emergencies only
Hydrochloric acid diluted in water or aminosulfo-
nic acid may only be used in exceptional cases if
a special cleaning agent that removes limescale
deposits without causing problems is not available.
Observe the following during application:
• Stainless steel heat exchangers must never be
treated using diluted hydrochloric acid.
• Cooling systems containing non-ferrous metals
(aluminium, red bronze, brass, etc.) must be
1699898-8.1
Page 2 (3)
which tends to gather in areas where the flow ve-
locity is low.
Products that remove limescale deposits are ge-
nerally suitable for removing rust. Suitable cleaning
agents are listed alphabetically in the table entitled
"Cleaning agents for removing lime scale and rust
deposits". Products by other manufacturers can be
used providing they have similar properties. The
manufacturer's instructions for use must be strict-
ly observed. Prior to cleaning, check whether the
cleaning agent is suitable for the materials to be
cleaned. The products listed in the table entitled
"Cleaning agents for removing lime scale and rust
deposits" are also suitable for stainless steel.
Duration of cleaning procedure /
Concentration
temperature
5 - 10 % 4 hrs at 60-70 °C
5 - 10 % 4 hrs at 60 - 70 °C
10% 4 - 24 hrs at 60 - 70 °C
5% 4 hrs at 60 - 75 °C
5 - 10 % 4 - 6 hrs at approx. 60 °C
3 - 10 % approx. 4 hrs at 50 - 60 °C
treated with deactivated aminosulfonic acid. This
acid should be added to water in a concentration
of 3 - 5 %. The temperature of the solution should
be 40 - 50 °C.
• Diluted hydrochloric acid may only be used to
clean steel pipes. If hydrochloric acid is used as
the cleaning agent, there is always a danger that
acid will remain in the system, even once the
system has been neutralised and flushed. This
residual acid promotes pitting. We therefore re-
commend you have the cleaning carried out by a
specialist.
10.13 - 000.08 (2010-02-25)
MAN Diesel
1699898-8.1
Page 3 (3)
Cooling Water System, Cleaning
The carbon dioxide bubbles that form when lime-
scale deposits are dissolved can prevent the clean-
ing agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the
cleaning agent to flush away the gas bubbles and
allow them to escape. The length of the cleaning
process depends on the thickness and composition
of the deposits. Values are provided for orientation
in the table entitled "Detergents for removing lime
scale and rust deposits“.
Following cleaning
The cooling system must be flushed several times
once it has been cleaned using cleaning agents.
Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cool-
ing system afterwards with suitable chemicals then
flush. The system can then be refilled with water
that has been prepared accordingly.
10.13 - 000.08 (2010-02-25)
B 13 00 0
General
Caution!
Only carry out the cleaning operation once the
engine has cooled down
Only start the cleaning operation once the engine
has cooled down. Hot engine components must not
come into contact with cold water. Open the vent-
ing pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping
which can lead to thermal overloading of the en-
gine.
Caution!
Cleaning products can cause damage
The products to be used can endanger health and
may be harmful to the environment.
Follow the manufacturer's handling instructions
without fail.
The applicable regulations governing the disposal
of cleaning agents or acids must be observed.
MAN Diesel & Turbo
1655228-8.0
Page 1 (2) Internal Cooling Water System
Internal Cooling Water System
The engine's cooling water system comprises a
low temperature (LT) circuit and a high temperature
(HT) circuit.
Low Temperature Cooling Water System
The LT cooling water system includes charge air
cooling, lubricating oil cooling and alternator cooling if
the latter is water-cooled. The LT system is designed
for freshwater (FW) as cooling medium.
In order to prevent a too high charge air tempera­ture,
the design freshwater temperature in the LT system
should not be too high.
Regarding the lubricating oil cooler, the inlet tempe­
ra­ture of the LT cooling water should not be below
10°C.
High Temperature Cooling Water System
The high temperature cooling water is used for the
cooling of cylinder liners and cylinder heads.
An engine outlet temperature of 80°C ensures a
perfect combustion in the entire load area when run-
ning on Heavy Fuel Oil (HFO), i.e. this tempe­rature
limits the thermal loads in the high-load area, and
hot corrosion in the combustion area is avoided.
In the low-load area, the temperature is sufficiently
high to secure a perfect combustion and at the same
time cold corrosion is avoided; the latter is also the
reason why the engine, in stand-by position and when
starting on HFO, should be preheated with a medium
cooling water temperature of at least 60°C - either
by means of cooling water from running engines or
by means of a se­parate pre­heating system.
96.19
B 13 00 0
L32/40
System Lay-Out
MAN Diesel & Turbo's standard for the inter­nal
cooling water system is shown on Basis Diagram 7.
The system has been constructed with a view to full
integration into the external system.
Temperature regulation in the HT and LT systems
takes place in the external system where also pumps
and freshwater heat exchangers are situated. This
means that these components can be common for
propulsion engine(s) and GenSets.
To be able to match every kind of external systems,
the internal system can as optional be arranged
with two separate circuits or as a single circuit with
or without a built-on pump and a thermostatic valve
in the HT-circuit, so that engine cooling can be inte­
grated fully or partly into the external system, or can
be constructed as a stand-alone unit.
Different internal basis system layouts for these ap-
plications are shown on the following pages.
HT-Circulating Pumps
The circulating pump which is of the centrifugal type
is moun­ted on the front cover of the engine and is
driven by the crankshaft through a resilient gear
transmission.
Technical data : See "list of capacities" D 10 05 0
and B 13 18 1-2.
Thermostatic Valve
The termostatic valve is a fully automatic three-way
valve with thermostatic elements set at fixed tem­
perature.
Technical data: See B 13 15 1.
 MAN Diesel & Turbo

1655228-8.0
B 13 00 0 Internal Cooling Water System Page 2 (2)

L32/40

Preheating Arrangement

As an optional the engine can be equipped with a

built-on preheating arrangement in the HT-circuit
including a thermostatic controlled el-heating ele-
ment and safety valve.

The system is based on thermo-syphon circula-

tion.

For further information see B 13 23 1.

96.19
 MAN B&W Diesel

1699176-3.1
Page 1 (2) Internal Cooling Water System 1 B 13 00 0

L32/40

Fig 1 Diagram for internal cooling water system 1.

The engine is equipped with a self-controlling high

Pipe description
temperature (HT) water circuit for cooling of the top of
F3 Venting to expansion tank DN 15
the cylinder liners and cylinder heads.Thus the engine
on the cooling water side only requires one fresh
G1 LT fresh water inlet DN 100
water cooler and so the engine can be intergrated in
G2 LT fresh water outlet DN 100 the ships cooling water system as as a stand alone
unit, in a simple way, with low installation costs, which
Flange connections are as standard according to DIN 2501 can be interesting in case of repowering, where the
engine power is increased, and the distance to the
08028-0D\H5250\94.08.12

other engines is larger.

Description Low Temperature Circuit

The system is designed as a single-circuit with only The components for circulation and temperature
two flange connections to the external centralized regulation are placed in the external system.
low temperature (LT) cooling water system.

06.34
MAN B&W Diesel
B 13 00 0 Internal Cooling Water System 1
L32/40
The HT-circuit is cooled by adjustment of water from
the LT-circuit, taken from the LT cooling water inlet.
Thus the amount of cooling water through the cooling
system is always adjusted to the engine load.
High Temperature Circuit
The built-on engine driven HT-circulating pump of the
centrifugal type, pumps water through HT-charge air
cooler, a distributing pipe to the cylinder jacket for
cooling of the top of the liner and the fire ring and
further to the bore cooled cylinder head for cooling
of this and the valve seats.
From the cylinder heads the water is led through a
common outlet pipe to the thermostatic valve, and
depending on the engine load, a smaller or larger
amount of the water will be led to the external system
or be re-circulated.
1699176-3.1
Page 2 (2)
Optionals
Alternatively the engine can be equipped with the
following:
– Thermostatic valve on outlet LT-system
– Engine driven pump for LT-system
– Preheater arrangement in HT-system
Branches for:
– External preheating
– Alternator cooling
If the alternator is cooled by water, the pipes for this
can be integrated on the GenSet.
Data
For heat dissipation and pump capacities,
See D 10 05 0, "List of Capacities".
Set points and operating levels for temperature and
pressure are stated in B 19 00 0, "Operating Data
and Set Points".
Other design data are stated in B 13 00 0, "Design
Data for the External Cooling Water System".
08028-0D\H5250\94.08.12
06.34
MAN Diesel & Turbo

1643436-9.3
Page 1 (2) Internal Cooling Water System 7 B 13 00 0

L32/40

Fig 1 Diagram for Internal Cooling Water System 7.

With this system pumps and heat exchangers can

Pipe description
be common for propulsion and GenSet engines. It
F1 HT freshwater inlet DN 100
is, however, highly recommended that the GenSet
F2 HT freshwater outlet DN 100
engines have separate temperature regulation on
F3 Venting to expansion tank DN 15
the HT-circuit.
F5 HT FW from preheater inlet DN 15
F6 HT FW to preheater outlet DN 15
G1 LT freshwater inlet DN 100
Low Temperature (LT) Circuit
G2 LT freshwater outlet DN 100
As standard the system is prepared for freshwater
in the LT system, with pipes made of steel and the
Flange connections are as standard according to DIN 2501
plates in the lub. oil cooler made of stainless steel.

Description High Temperature (HT) Circuit

The system is designed with separate LT- and HT-
circuits and is fully integrated into the external system,
which can be a conventional or a centralized cooling
water system.
From the external HT-system, water is led through
a distributing pipe to the cylinder jacket for cooling
of the top of the liner and the fire ring and further
to the bore cooled cylinder head for cooling of this
and the valve seats.

96.41
 MAN Diesel & Turbo

1643436-9.3
B 13 00 0 Internal Cooling Water System 7 Page 2 (2)

L32/40
From the cylinder heads the water is led through a Branches for:
common outlet pipe to the external system. For re-
gulating of the nozzle oil temperature, the HT-water – External preheating.
from the cylinders is led through the nozzle oil heat – Alternator cooling.
exchanger.
If the alternator is cooled by water, the pipes for this
can be integrated into the GenSet.
Optionals

Alternatively, the engine can be equipped with the Data

following:
For heat dissipation and pump capacities,
– LT-system cooled by seawater. see D 10 05 0 "List of Capacities".

which includes titanium plates in the lub. oil cooler,
LT-water pipes made of aluminium brass or galva-
nized steel, and covers for charge air cooler made
of bronze.
– Thermostatic valve on outlet, HT-system.
– Engine driven pump for HT-system.
– Preheater arrangement in HT-system.
Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data
and Set Points".
Other design data are stated in B 13 00 0 "Design
Data for the External Cooling Water System".

96.41
MAN Diesel & Turbo
3700089-2.0
Page 1 (1) Design Data for the External Cooling Water System
General
This data sheet contains data regarding the neces-
sary information for dimensioning of auxiliary ma-
chinery in the external cooling water system for the
L32/40 type engine(s).The stated data are for one
engine only and are specified at MCR.
For heat dissipation and pump capacities see D 10
05 0 "List of Capacities". Set points and operating
levels for tem­perature and pressure are stated in
B 19 00 0 "Operating Data and Set Points".
External pipe velocities
For external pipe connections we prescribe the fol-
lowing maximum water velocities:
Fresh water : 3.0 m/s
Pressure drop across engine and charge
air cooler
The pressure drop across the engine.
Charge air cooler stage 1 (HT cooling water) up to 0.30 bar
stage 2 (LT cooling water) up to 0.25 bar
Cylinder HT cooling water 0.3 - 0.4 bar
Lubricating oil (may be different approx. 0.3 bar
cooler, depending on the
built -on actual cooler design)
Thermostatic HT cooling water approx. 0.5 bar
valve, built-on
Pumps
The cooling water pumps should be of the centri-
fugal type.
Operating pressures
LT cooling water before charge air cooler stage 2 :
min. 1.5 bar max. 4.0 bar
11.11 - CR, Tier II
B 13 00 0
L32/40
HT cooling water before cylinders :
min. 3.0 bar max. 4.0 bar
Expansion tank
To provide against changes in volume in the closed
jacket water cooling system caused by changes in
temperature or leakage, an expansion tank must
be installed.
As the expansion tank also provides a certain suction
head for the fresh water pump to prevent cavation,
the lowest water level in the tank should be minimum
8-10 m above the centerlinie of the crankshaft.
The venting pipe must be connected to the expansion
tank below the minimum water level, this prevents
oxydation of the cooling water caused by "splashing"
from the venting pipe. The expansion tank should be
equipped with venting pipe and flange for filling of
water and inhibitors.
Minimum recommended tank volume: 0.5 m³.
For multiplants the tank volume should be min.:
V = 0.5 + ( exp. vol. per ekstra eng.) [m³]
Data for external preheating system
The capacity of the external preheater should be
2.5 - 3.0 kW/cyl. The flow through the engine should
for each cylinder be approx. 2.5 l/min with flow from
top and downwards.
Cyl. No. 6 7 8 9
Quantity of water in eng:
HT and LT -system (litre) 210 240 270 300
Expansion vol. (litre) 13 15 18 20
Table 1 Showing cooling water data which are depending on
cylinder no.
MAN Diesel & Turbo
1643460-7.0
Page 1 (1) External Cooling Water System
Design of External Cooling Water System
It is not difficult to make a system fulfil the require-
ments, but to make the system both simple and
cheap and still fulfil the requirements of both the
engine builder and other parties involved can be very
difficult. A simple version cannot be made without
involving the engine builder.
The diagrams are principal diagrams, and are MAN
Diesel & Turbo's recommendation for the design of
external cooling water systems.
The systems are designed on the basis of the fol-
lowing criteria:
1. Simplicity.
2. Separate HT temperature regulation for pro- Ad 6) The systems have been designed in such a way
pulsion and alternator engines.
3. HT temperature regulation on engine outlet.
4. Preheating with surplus heat.
5. Preheating in engine top, downwards.
6. As few change-over valves as possible.
Ad 1) Cooling water systems have a tendency to be
unnecessarily complicated and thus uneconomical in
installation and operation.Therefore, we have attach­
ed great importance to a simple diagram design with
optimal cooling of the engines and at the same time
installation- and operation- friendly systems resulting
in economical advantages.
Ad 2) Cooling of the GenSets should be independ-
ent of the propulsion engine load and vice versa.
Therefore, there should be separate cooling water
temperature re­gulation thus ensuring optimal running
tempera­tures irrespective of load.
Ad 3) The HT FW thermostatic valve should be
mounted on the engine's outlet side ensuring a
constant cooling water temperature across the
engine at all loads.
00.02
B 13 00 0
L32/40
If the thermostat valve is placed on the engine's
inlet side , which is not to be recommended, the
temperature on the engine depends on the load with
the risk of overheating at full load or the alternative
a too low temperature at low load.
Ad 4) In the diagrams it is stressed that the alternator
engines in stand-by position as well as the propulsion
engine in stop position are preheated, optimally and
simply, with surplus heat from the running engines.
Ad 5) If the engines are preheated with reverse cool-
ing water direction, i.e. from the top and downwards,
an optimal heat distribution is reached in the engine.
This method is at the same time more economical
since the need for heating is less and the water flow
is reduced.
that the change-over from sea operation to harbour
operation/stand-by with preheating can be made with
a minimum of manual or automatic interference.
Fresh Water Treatment
The engine cooling water is, like fuel oil and lubricat-
ing oil, a medium which must be carefully selected,
treated, maintained and monitored.
Otherwise, corrosion, corrosion fatigue and cavita-
tion may occur on the surfaces of the cooling system
which are in contact with the water, and deposits
which may form.
Corrosion and cavitation may reduce the life time and
safety factors of parts concerned, and deposits will
impair the heat transfer and may result in thermal
overload of the components to be cooled.
The treatment process of the cooling water has to be
effected before the first commissioning of the plant,
i.e. immediately after installation at the shipyard or
at the power plant.
11.08
Page 1 (2)
1624464-1.2
To expansion tank

De-aerating tank

FW 80°C
MAN Diesel & Turbo

generator

B B B Preheating
pump
F4 F4 F4

F3 F3 F3
Lub. oil cooler

Camsh. lub. oil cooler

MAN Diesel
supply H.T.
water Propulsion
G2 G1 G2 G1 G2 G1 pump engine
B Ch. air cooler

Central cooler
min. 10°C

Pump for Central cooler water system with one central cooler
running
in port A Normally open. Closed when preheating main engine.
One String Central Cooling Water System

B Normally closed. Open when preheating main engine.

To
Sea L.T. expansion
water fresh tank
pump water
pump H.T. fresh water
L.T. fresh water
Sea water
General
B 13 00 1

B 13 00 1 One String Central Cooling Water System
General
System Design
The system is a central cooling water system of
simple design with only one central cooler. Low
temperature (LT) and fresh water (FW) pumps are
common for all engines. In order to minimize the power
consumption the LT FW pump installation consists
of 3 pumps, two for sea operation and smaller one
for harbour operation.
The GenSet engines are connected as a one string
plant, with only one inlet- and outlet cooling water
connection and with internal HT-circuit, see also B
13 00 0 “Internal cooling water system 1”, describ-
ing this system.
The propulsion engines HT-circuit is built up acc.
to the same principle, i.e. HT-water temperature
is adjusted with LT-water mixing by means of the
thermostatic valve.
The system is also remarkable for its preheating of
stand-by GenSet engines and propulsion engine by
running GenSets, without extra pumps and heaters.
MAN Diesel & Turbo
1624464-1.2
Page 2 (2)
Preheating of Stand-by GenSets during Sea-
operation:
GenSets in stand-by position are preheated auto-
matically via the venting pipe with water from the
running engines. This is possible due to the pres-
sure difference, which the running GenSet engines
HT-pumps produce.
Preheating of Stand-by GenSets and Propulsion
Engine during Harbour Operation:
During harbour stay the propulsion and GenSet en-
gines are also preheated in stand-by position by the
running GenSets. Valve (B) is open and valve (A) is
closed.Thus the propulsion engine is heated from top
and downwards, which is the most economic solution.
11.08
MAN Diesel & Turbo

1613419-0.3
Page 1 (1) Expansion Tank B 13 00 0

General

To provide for changes in volume in the closed jacket
water cooling system caused by changes in tempera­
ture or leakage, an expansion tank must be installed.
As the expansion tank also should provide a certain
suction head for the freshwater pump to prevent
cavitation, the lowest water level in the tank should be
minimum 8-10 m above the centerline of the crankshaft.
The venting pipe must be connected to the expansion
tank below the minimum water level, this prevents
oxydation of the cooling water caused by "splashing"
from the venting pipe. The expansion tank should be
equipped with venting pipe and flange for filling of
water and inhibitors.

Expansion volume Recommended tank volume

Engine type
litre* m3 **
5L23/30H 11 0.1
6L23/30H 13 0.1
7L23/30H 15 0.1
8L23/30H 17 0.1
5L28/32H 28 0.15
6L28/32H 33 0.15
7L28/32H 39 0.15
8L28/32H 44 0.15
9L28/32H 50 0.15
12V28/32S 66 0.3
16V28/32S 88 0.3
18V28/32S 99 0.3
5L16/24 4 0.1
6L16/24 5 0.1
7L16/24 5 0.1
8L16/24 5 0.1
9L16/24 6 0.1
5L21/31 6 0.1
6L21/31 7 0.1
7L21/31 8 0.1
8L21/31 9 0.1
9L21/31 10 0.1
5L27/38 10 0.15
6L27/38 12 0.15
7L27/38 13 0.15
8L27/38 15 0.15
9L27/38 20 0.15
6L32/40 13 0.5
7L32/40 15 0.5
8L32/40 18 0.5
9L32/40 20 0.5

* Per engine
** Common expansion tank

Table 1 Expansion volume for cooling water system and recommended volume of expansion tank.

11.20
MAN Diesel & Turbo

1671771-3.3
Page 1 (2) Expansion Tank Pressurized T 13 01 1

General

Expansion volume Recommended tank volume

Engine type
litre* m3 **
5L23/30H 11 0.1
6L23/30H 13 0.1
7L23/30H 15 0.1
8L23/30H 17 0.1
5L28/32H 28 0.15
6L28/32H 33 0.15
7L28/32H 39 0.15
8L28/32H 44 0.15
9L28/32H 50 0.15
12V28/32S 66 0.3
16V28/32S 88 0.3
18V28/32S 99 0.3
5L16/24 4 0.1
6L16/24 5 0.1
7L16/24 5 0.1
8L16/24 5 0.1
9L16/24 6 0.1
5L21/31 6 0.1
6L21/31 7 0.1
7L21/31 8 0.1
8L21/31 9 0.1
9L21/31 10 0.1
5L27/38 10 0.15
6L27/38 12 0.15
7L27/38 13 0.15
8L27/38 15 0.15
9L27/38 20 0.15
6L32/40 13 0.5
7L32/40 15 0.5
8L32/40 18 0.5
9L32/40 20 0.5

* Per engine
** Common expansion tank

Table 1 Expansion volume for cooling water system and recommended volume of pressure expansion tank.

11.11
 MAN Diesel & Turbo

1671771-3.3
T 13 01 1 Expansion Tank Pressurized Page 2 (2)

General

Water Water

Nitrogen Nitrogen

Function at low temperature Function at high temperature

Fig. 1 Function of expansion tank.

• Water connection in the top ensures easy and

simple installation and control under operation. 7 3
• Cooling water is absorbed in a rubber bag which 8
is hanging in the all-welded vessel.
4
• Corrosion of the all-welded vessel is excluded. 9 6
• The rubber bag is replaceable.
5
The expansion vessel should be connected to the
system at a point close to the cooling water inlet
connections (G1 / F1) in order to maintain positive 2
pressures throughout the system and allow expan-
sion of the water.
1
The safety valves are fitted on the manifold.

The pressure gauge is fitted on the manifold in such a

position that it can be easily read from the filling point.

The filling point should be near the pressure expan-

sion vessel. Particularly the pressure gauge in such
a position that the pressure gauge can be easily read 1. Pressure vessel 5. Pressure gauge
2. Exchangeable rubber bag 6. Manifold
from the filling point, when filling from the mains water. 3. Safety valves 7. Threaded pipe
4. Automatic air venting valve 8. Elbow
Automatic air venting valve should be fitted at the 9. Shut off valve
highest point in the cooling water system.
Fig. 2 Expansion tank.

11.11
Compressed Air System

B 14
 MAN B&W Diesel

1643445-3.3
Page 1 (2) Compressed Air System B 14 00 0

L32/40

Fig 1 Diagram for Compressed Air System for 6-9 cyl.

When certain prerequisites are met, air will flow to the

Pipe description for 6-9 cyl. starting slide valves and to the control side of the main
starting valve.
K1 Compressed air inlet DN 50

When the starting slide valves are actuated by the

Flange connections are as standard according to DIN 2501 cams on the camshaft, the air will flow into the starting
valves and push the valve stem downwards.

Description Now main air will flow into the combustion chamber
through the starting valves and force the engine to
The compressed air system on the engine contains of turn.
a starting system, starting control system and safety
system. Further, the system supplies air to the jet
system. Control System
08028-0D/H5250/94.08.12

The compressed air is supplied from the starting air The starting is activated from the control or remote
receivers (30 bar). control system.

The control system supplies air to the stop control

Starting System valves, the oil mist detector and control valve for
valve timing.
The starting system consists of the following primary
elements: Further, a blocking valve is mounted in the control
system to prevent starting of the engine if the turning
- the main starting valve
gear is engaged.
- the starting slide valves
- the starting valves

96.42
MAN B&W Diesel
1643445-3.3
B 14 00 0 Compressed Air System Page 2 (2)

L32/40

In case of emergency it is possible to start the engine Data

by hand with emergency starting valve.
For air consumption pr. start, see D 10 05 0 "List of
Capacities".
Safety System
Operating levels and set points, see B 19 00 0, "Ope-
As standard the engine is equipped with an emergency rating Data and Set Points.
stop. It consists of a valve combination, an air line
arranged behind the fuel oil pumps, and of emergency
stop pistons acting on the fuel rack of the fuel pumps.

Fig 2 Diagram for Compressed Air System, only for 5 cyl.

Pipe description for 5 cyl.

08028-0D/H5250/94.08.12

K1 Compressed air inlet DN 40

Flange connections are as standard according to DIN 2501

96.42
MAN Diesel & Turbo

1624476-1.1
Page 1 (1) Compressed Air System B 14 00 0

General

Oil and water

separator

Starting air
bottle
Drain to bilge

Engine Engine Engine

No. N K1 No. 2 K1 No. 1 K1
Air compressors
MAN Diesel & Turbo supply

Fig. 1. Diagram for Compressed Air System.

Design of External System Installation

The external compressed air system should be com-
mon for both propulsion engines and GenSet engine.
Separate tanks shall only be installed in case of
turbine vessels, or if the GenSets in engined ves-
sels are installed far away from the propulsion plant.
The design of the air system for the actual plant
must be according to the rules of the relevant clas-
sification society.
For the engines' internal compressed air system,
please see B 14 00 0 "Internal Compressed Air
System".
An oil and water separator should be mounted in the
line between the compressor and the air receivers,
and the separator should be equipped with automatic
drain facilities.
In order to protect the engine's starting and control
equipment against condensation water the following
should be observed:
- The air receiver(s) should always be installed
with good drainage facilities. Receiver(s) ar-
ranged in horizontal position must be installed
with a slope downwards of min. 3 - 5 deg.
- Pipes and components should always be
treated with rust inhibitors.
- The starting air pipes should be mounted with
a slope towards the receivers, preventing pos-
sible condensed water from running into the
compressors.
- Drain valves should be mounted at lowest
position of the starting air pipes.

Each engine needs only one connection for com-

pressed air, see the internal diagram.

95.09
Combustion Air System

B 15
MAN Diesel & Turbo

1689464-6.2
Page 1 (1) Specification for Intake Air (Combustion Air) B 15 00 0

General

General

The quality and condition of the intake air (com-
bustion air) have a significant effect on the power
output of the engine. In this regard, not only are the
atmosperic conditions extremely important, but also
contamination by solid and gaseous foreign matter.
When designing the intake air system, the maximum
permissible overall pressure drop (filter, silencer, pipe
line) of 20 mbar must be taken into consideration.
Requirements

Mineral dust in the intake air increases wear. Chemi- The concentrations downstream of the air filter and/or
cals and gases promote corrosion. upstream of the turbocharger inlet must not exceed
the following limit values:
This is why effective cleaning of the intake air (com-
bustion air) and regular maintenance/cleaning of the
air filter is required.

Properties Typical value Unit*

Particle size max. 5 µm
Dust (sand, cement, CaO, Al2O3 etc.) max. 5
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25 mg/m3 (SPC)
Hydrogen sulphide (H2S) max. 15
Salt (NaCl) max. 1
* m3 (SPC) Cubic metres at standard temperature and standard pressure
Table 1 Intake air (combustion air) - typical values to be observed

10.45 - 3.3.11 (2010-11-08)

MAN Diesel & Turbo

1699110-4.1
Page 1 (1) Engine Room Ventilation and Combustion Air B 15 00 0

General
Combustion Air Requirements Ventilator Capacity

 The combustion air must be free from water The capacity of the air ventilators must be large
spray, dust, oil mist and exhaust gases. enough to cover:

 The air ventilation fans shoud be designed to  The combustion air requirements of all con-
maintain a positive air pressure of 50 Pa
(5 mmWC) in the auxiliary engine room in all
running conditions.
The combustion air is normally taken from the engine
room through a filter fitted on the turbocharger.
In tropical service a sufficient volume of air must
be supplied to the turbocharger(s) at outside air
temperature. For this purpose there must be an air
duct installed for each turbocharger, with the outlet
of the duct facing the respective intake air silencer.
No water of condensation from the air duct must be
allowed to be drawn in by the turbocharger.
sumers.
 The air required for carrying off the heat
emission.
See "List of Capacities" section D 10 05 0 for infor-
mation about required combustion air quantity and
heat emission.
For minimum requirements concerning engine room
ventilation see applicable standards such as ISO
8861.

In arctic service the air must be heated to at least

5oC. If necessary air preheaters must be provided.

11.23
MAN Diesel & Turbo

1639499-6.0
Page 1 (1) Water Washing of Turbocharger - Compressor B 15 05 1

General
During operation the compressor will gradually be
fouled due to the presence of oil mist and dust in
1
the inlet air.
2
The fouling reduces the efficiency of the turbochar-
ger which will result in reduced engine performance.
4
6
Therefore manual cleaning of the compressor com-
3
ponents is necessary in connection with overhauls.
This situation requires dismantling of the turbochar-
ger.

However, regular cleaning by injecting water into the 7

compressor during normal operation of the engine
has proved to reduce the fouling rate to such an ex-
tent that good performance can be maintained in the 5
period between major overhauls of the turbocharger.

The cleaning effect of injecting pure fresh water is

mainly based upon the mechanical effect arising,
when the water droplets impinge the deposit layer
1 Injection tube 5 Hand valve with handle
on the compressor components. 2 Pipe 6 Container
3 Snap coupling 7 Charge air line
The water is injected in a measured amount and 4 Plug-in coupling
within a measured period of time by means of the
water washing equipment.
Fig 1 Water washing equipment
The water washing equipment, see fig 1, comprises
two major parts. The transportable container (6)
including a hand valve with handle (5) and a plug-in 2. Connect the plug-in coupling of the lance to the
coupling (4) at the end of a lance. snap coupling on the pipe, and depress the handle
on the hand valve.
Installed on the engine there is the injection tube
(1), connected to a pipe (2) and a snap coupling (3). 3. The water is then injected into the compressor.

The washing procedure is executed with the engine

The cleaning procedure is:
1. Fill the container (6) with a measured amount
of fresh water. Blow air into the container by means
of a blow gun, until the prescribed operation pressure
is reached.
running at normal operating temperature and with
the engine load as high as possible, i.e. at a high
compressor speed.
The frequency of water washing should be matched
to the degree of fouling in each individual plant.

94.11
Exhaust Gas System

B 16
MAN Diesel & Turbo
1693550-4.0
Page 1 (2) Exhaust Gas System
Internal Exhaust Gas System
From the exhaust valves, the gas is led to the ex­haust
gas receiver where the fluctuating pressure from
the individual cylinders is equalized, and the total
volume of gas led further on to the turbochar­ger at
a constant pressure. After the turbocharger the gas
is led to the exhaust pipe system.
The exhaust gas receiver is made of pipe sections,
one for each cylinder, connected to each other, by
means of compensators to prevent excessive stress
in the pipes due to heat expansion.
In the cylinder head a sensor for remote reading the
exhaust gas temperature is fitted.
To avoid excessive thermal loss and to ensure a
rea­sonably low surface temperature the exhaust gas
re­ceiver is insulated.
External Exhaust Gas System
The exhaust backpressure should be kept as low
as possible.
It is, therefore, of the utmost importance that the ex­
haust piping is made as short as possible and with
few and soft bends.
Long, curved, and narrow exhaust pipes result in
high­er backpressure which may affect the engine
com­bustion.
The exhaust backpressure should not exceed 30
mbar at MCR. An exhaust gas velocity through the
pipe of maximum 35-40 m/sec. depending on the
totel pressure drop in the piping.
MAN Diesel & Turbo will be pleased to assist in
making a calcula­tion of the exhaust backpressure.
The gas outlet of turbocharger, the expansion bel­
lows, the exhaust pipe, and the silencer, (in case of
si­lencer with spark arrestor care must be taken that
the cleaning parts are accessible), must be insula­ted
with a suitable material.
11.11
B 16 00 0
L32/40
The insulation should be shielded by a thin plating,
and should comply with the requirements of the clas-
sification society and/or the local authorities.
Exhaust Pipe Dimensions
It should be noted that concerning the maximum
exhaust gas velocity the pipe dimension after the
expansion bellow should be increased for some of
the engines.
The wall thickness of the external exhaust pipe
should be min. 3 mm.
Exhaust Pipe Mounting
When the exhaust piping is mounted the radiation
of noise and heat must be taken into consideration.
Because of thermal fluctuations in the exhaust
pipe, it is necessary to use flexible as well as rigid
suspen­sion points.
In order to compensate for thermal expansion in the
longitudinal direction, expansion bellows must be
in­serted. The expansion bellows should preferably
be placed at the rigid suspension points.
Note: The exhaust pipe must not exert any force
against the gas outlet on the engine.
One sturdy fixed-point support must be provided for
the expansion bellows on the turbocharger. It should
be positioned, if possible, immediately above the
expansion bellow in order to prevent the transmis­
sion of forces, resulting from the weight, thermal
expansion or lateral displacement of the exhaust
piping, to the turbocharger.
The exhaust piping should be mounted with a slope
towards the gas outlet on the engine. It is recom­
mend­ed to have drain facilities in order to be able
to re­move condensation or rainwater.

B 16 00 0 Exhaust Gas System
L32/40
Position of Gas Outlet on Turbocharger
B 16 02 0 shows the alternative turning positions of
the exhaust gas outlet. Before dispatch of the engine
from MAN Diesel & Turbo, the exhaust gas outlet will
be turned to the wanted position.
The turbocharger is, as standard, mounted in the
front end.
Exhaust Gas Boiler
To utilize the thermal energy from the exhaust, an
exhaust gas boiler producing steam or hot water
can be installed.
Each engine should have a separate exhaust gas
boil­er or, alternatively, a common boiler with separa­te
gas ducts. Concerning exhaust gas quantities and
temperature, see "List of Capacities" D 10 05 0, and
"En­gine Performance" D 10 10 0.
The discharge temperature from the exhaust gas
boiler should not be lower than 180° C (in order to
avoid sulphuric acid formation in the funnel).
MAN Diesel & Turbo
1693550-4.0
Page 2 (2)
The exhaust gas boilers should be installed with
by-pass entering in function at low-load operation.
The backpressure over the boiler must be consid­ered.
Expansion Bellow
The expansion bellow, which is supplied separately,
must be mounted directly on the turbocharger exhaust
gas outlet, see also E 16 01 1-2.
Exhaust Silencer
The position of the silencer in the exhaust gas pi­
ping is not decisive for the silencing effect. It would
be useful, however, to fit the silencer as high as
pos­sib­le to reduce fouling. The necessary silencing
de­pends on the loudness of the exhaust sound and
the discharge from the gas outlet to the bridge wing.
The exhaust silencer, see E 16 04 2-3-5-6 is sup-
plied loose with counterflanges, gaskets and bolts.
11.11
 MAN B&W Diesel
1683352-3.1
Page 1 (2) Water Washing of Turbocharger - Turbine
The tendency to fouling on the gas side of turbochar-
gers depends on the combustion conditions, which
are a result of the load on and the maintenance
condition of the engine as well as the quality of the
fuel oil used.
Fouling of the gas ways will cause higher exhaust
gas temperatures and higher surface temperatures
of the combustion chamber components and will
also lead to a lower performance.
Tests and practical experience have shown that
radial-flow turbines can be successfully cleaned by
injecting water into the inlet pipe of the turbine. The
cleaning effect is based on the water solubility of the
deposits and on the chemical action of the impinging
water droplets and the water flow rate.
The necessary water flow is dependent on the gas
flow and the gas temperature. Enough water must
be injected per time unit so that, not the entire flow
will evaporate, but about 0.25 l/min. will flow off
through the drainage opening in the gas outlet.
Ensuring that sufficient water has been injected.
Washing time : max. 10 min. Cleaning instructions
are placed on the engine.
Service experience has shown that the above men-
tioned water flow gives the optimal cleaning effect. If
the water flow is reduced, the cleaning effect will be
reduced or dissappear. If the recommended water
flow is exceeded, there is a certain risk of an
accumulation of water in the turbine casing which
may result speed reduction of turbocharger.
The best cleaning effect is obtained by cleaning at
low engine load approx. 20% MCR. Cleaning at low
load will also reduce temperature shocks.
08028-0D/H5250/94.08.12
04.28
B 16 01 2
L32/40
Experience has shown, that washing at regular
intervals is essential to successful cleaning, as exces-
sive fouling is thus avoided. Washing every week
during operation is therefore recommended.
The cleaning intervals can be shorter or longer
based on operational experience.
The water should be supplied from the fresh water
sanitary system and not from the fresh cooling wa-
ter system or sea water system. No cleaning agents
or solvents need to be added to the water. Water
consumption 1.5-5 l/min.
Water Washing System
The water washing system consists of a pipe system
equipped with a regulating valve, a valve, a 3-way
cock and a drain pipe with a ball valve from the gas
outlet.
The water for washing the turbine is supplied from
the external fresh water system through a flexible
hose with couplings. The flexible hose must be
disconnected after water washing.
By activating the valve and the regulating valve,
water is led through the 3-way cock to the exhaust
pipe intermediate flange which is equipped with a
channel to lead the water to the gas inlet of the
turbocharger.
The water which has not evaporated is led out
through the drain pipe in the gas outlet.
MAN B&W Diesel
1683352-3.1
B 16 01 2 Water Washing of Turbocharger - Turbine Page 2 (2)

L32/40

Fig 1 Water washing of turbocharger

08028-0D/H5250/94.08.12

Fig 2 Drain for turbocharger

04.28
MAN Diesel & Turbo

1699253-0.0
Page 1 (2) Position of Gas outlet on Turbocharger B 16 02 0

L32/40
6-7L32/40

985 1132,5

345° 0° 15°
330° 30°
315° 45°
60°
75°

3122
2520

CL - Crankshaft
5 6 7
CL - Engine
CL - Engine

Flange

Exhaust flange D. mating dimensions

Engine Nominal DN OD T PCD Hole No

type diameter size of holes

OD 6L32/40 600 mm 614 mm 754 mm 20 mm 700 mm 22 mm 20

7L32/40 600 mm 614 mm 754 mm 20 mm 700 mm 22 mm 20

PCD
DN Dimension for flanges for exhaust pipes is according to DIN 86044

11.11
 MAN Diesel & Turbo

B 16 02 0 Position of Gas outlet on Turbocharger 1699253-0.0

Page 2 (2)

L32/40
8-9L32/40

934 1190

345° 0° 15°
330° 30°
315° 45°
60°
75°

3340
2640

CL - Crankshaft
5 6 7
CL - Engine

CL - Engine

Flange

Exhaust flange D. mating dimensions

Engine Nominal DN OD T PCD Hole No of

type diameter size holes

OD 8L32/40 700 mm 716 mm 856 mm 20 mm 800 mm 22 mm 24

9L32/40 700 mm 716 mm 856 mm 20 mm 800 mm 22 mm 24

PCD
DN
Dimension for flanges for exhaust pipes is according to DIN 86044

11.11
Speed Control System

B 17
 MAN Diesel & Turbo

3700046-1.0
Page 1 (1) Actuators B 17 01 2

L32/40
Actuator types

As standard, the engines are equipped with an

electro-hydraulic actuator. Speed Control is carried
out via SaCoSone GENSET. Two different actuator
types are available.

Actuator signal

Actuator input signal

MA 2.035-1 0-1 A nominal operating

range
MA 1.031-1 4-20mA nominal operating
range

Speed adjustment range

Speed adjustment range is adjustable in SaCoSone

GENSET.

Droop

Droop is adjustable in SaCoSone GENSET.

08028-0D/H5250/94.08.12

10.47 - Tier II
Safety and Control
System

B 19
MAN Diesel & Turbo

3700062-7.1
Page 1 (4) Operation Data & Set Points - SaCoSone B 19 00 0

L32/40
L32/40CR
Acceptable Alarm Set point
Normal Value at Full value at shop
load at ISO conditions test or after Autostop of engine
Delay
repair sec.

Lubricating Oil System

Temp. after cooler

(inlet engine) SAE 40 TI 22 64-66° C <66° C TAH 22 70° C 3
Pressure after filter(inlet engine) PI 22 4.0-4.5 bar >4.5 bar PAL 22 2.8 bar 3 PSL 22 2.5 bar
PSL 22 2.2 bar (D)
Pressure drop across filter PDAH 0.1-1 bar <0.5 bar PDAH 1.2 bar 3
21-22 21-22
Prelubricating pressure (PI 22) 0.8-1.5 bar <1.0 bar PAL 25 0.3 bar (H) 60
Pressure inlet turbocharger PI 23 1.3 - 2.2 bar >1.3 bar PAL 23 1.1 bar 3
(C)
Lub. oil level in base frame LAL 28 low level 30
LAH 28 high level 30
Pressure before filter PI 21 4.3-5.5 bar
Crankcase protection (M) LAH92 High level 3 LSH92 High level
TAH58 95° C 3 TSH58 100° C
TDAH58 4K 3 TDSH58 6K
Temp. main bearing (option) TI 29 75-85° C TAH 29 95 3 TSH 29 100
Fuel Oil System

Pressure after filter MDO PI 40 3-6 bar PAL 40 2 bar 5

HFO PI 40 5-8 bar (A) PAL 40 4-6 bar (E) 5
For L32/40CR PI 40 11-12 bar PAL 40 10 bar 5
Leaking oil LAH 42 High level 5
Temperature inlet engine MDO TI 40 30-40° C
HFO TI 40 110-140° C
Nozzle cooling 2.0-5.0 bar
Cooling Water System

Press. LT system, inlet engine PI 01 PAL 01 0.4 + (B) bar 3

without built-on LT pump 1.5-4.0 bar >1.3 bar
with built-on LT pump 2.0-4.0 bar >1.8 bar
Press. HT system, inlet engine PI 10 3.0-4.0 bar >2.8-<5 bar PAL 10 0.4 + (B) bar 3
Temp. HT system, outlet engine TI 12 88-92° C <92° C TAH 12 95° C 3 TSH 12 98° C (D)
Temp. HT system, outl. cyl. units TI 11 80-85° C <85° C
Temp. LT system, inlet engine TI 01 30-40° C
Exhaust Gas and Charge Air

Exh. gas temp. before TC TI 62 520-550° C TAH 62 570° C 20

Exh. gas temp. outlet cyl. TI 60 380-440° C TAH 60 510° C 10
Diff. between individual cyl. average TAD 60 average (K) 60
±25° C ± 50° C
± 100° C
Exh. gas temp. after TC TI 61 320-400° C TAH 61 500° C 3
Ch. air press. after cooler PI 31 2.8-3.1 bar
Ch. air temp. after cooler TI 31 45-55° C <55° C

11.17 - Tier II + CR
 MAN Diesel & Turbo

3700062-7.1
B 19 00 0 Operation Data & Set Points - SaCoSone Page 2 (4)

L32/40
L32/40CR
Acceptable Alarm Set point
Normal Value at Full value at shop
load at ISO conditions test or after Autostop of engine
Delay
repair sec.

Compressed Air System

Press. inlet engine PI 70 16-30 bar >15.5-<30 bar PAL 70 15 bar 15

Speed Control System

Engine speed elec. SI 90 750 rpm SAH 81 850 rpm 0 SSH 81 862 rpm (D)

SI 90 720 rpm SAH 81 850 rpm 0 SSH 81 862 rpm (D)

Turbocharger speed SI 89 (L) SAH 89 (J) 3
Alternator

Cooling water leakage LAH98 LAH98 switch 3

Winding temperature TI 98 100° C TAH 98 140° C 3
Bearing temperature TI 27 40-60° C TAH 27 85° C 3 TSH 27 90° C
Miscellaneous

Start failure SX 83 switch (G) 10

Stop signal SS 84 switch (F) 0
Stop failure SX 84 switch 30
Engine run SI 90 720/750 rpm SS 90A (I)
Ready to start SS 87 switch 0

For these alarms (with underscore) there are alarm cut-out at engine standstill.

11.17 - Tier II + CR
MAN Diesel & Turbo
3700062-7.1
Page 3 (4) Operation Data & Set Points - SaCoSone
Remarks to Individual Parameters
A. Fuel Oil Pressure, HFO-operation.
When operating on HFO, the system pressure must
be sufficient to depress any tendency to gasification
of the hot fuel.
The system pressure has to be adjusted according
to the fuel oil preheating temperature.
B. Cooling Water Pressure, Alarm Set Points.
As the system pressure in case of pump failure will
depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to
0.4 bar plus the static pressure. The static pressure
set point can be adjusted in the display module.
C. Lub. Oil Pressure, Offset Adjustment
The read outs of lub. oil pressure has an offset
adjustment because of the transmitter placement.
This has to be taken into account in case of test and
calibration of the transmitter.
D. Software Created Signal
Software created signal from PI 22, TI 12, SI 90.
E. Set Points depending on Fuel Temperature
Fig 1 Set point curve.
11.17 - Tier II + CR
B 19 00 0
L32/40
L32/40CR
F. Start Interlock
The following signals are used for start interlock/
blocking:
1) Turning must not be engaged
2) Engine must not be running
3) "Remote" must be activated
4) No shutdowns must be activated.
5) The prelub. oil pressure must be OK, 20 min.
after stop.
6) "Stop" signal must not be activated
G. Start Failure
tart failure is generated if engine speed has not
S
exceeded the ignition speed limit within a defined
span of time or engine speed has not exceeded the
minimum speed limit within a defined span time.
Start failure alarm is automatically reset after engine
is standstill.
H. Alarm Hysterese and set Point
On all alarm points (except prelub. oil pressure) a
hysterese of 0.1 bar are present. On prelub. oil pres-
sure alarm the hysterese is 0.02 bar.
The alarm set point for prelub. oil pressure is only
valid if lubricating oil temperature is below 62° C.
I. Engine Run Signal
The signal SS90A indicates engine running for exter-
nal systems like Power Management System.
The engine run signal SS90A is set if engine exceeds
"95% of engine nominal speed".
The engine run signal SS90A is used to release the
generator synchronizing.
J. Limits for Turbocharger Overspeed Alarm
(SAH 89)
Engine type 720 rpm 750 rpm
6L32/40 / NR 29/S 30,361 30,361
7L32/40 / NR 29/S 30,361 30,361
8L32/40 / NR 34/S 24,638 24,638
9L32/40 / NR 34/S 24,638 24,638

B 19 00 0 Operation Data & Set Points - SaCoSone
L32/40
L32/40CR
K. Exhaust Gas Temperatures
The exhaust gas temperature deviation alarm is
normally:
Engine load < 59% TAD = ± 100° C
Engine load > 59% TAD = ± 50° C
L. Turbocharger Speed
Normal value at full load of the turbocharger is de-
pendent on engine type (cyl. no) and engine rpm.
The value given is just a guide line. Actual values
can be found in the acceptance test protocol.
MAN Diesel & Turbo
3700062-7.1
Page 4 (4)
M. Crankcase Protection
For engines above 2250 kW or bore > 300 mm,
crankcase protection is standard for marine appli-
cation. The system is optional for smaller engines.
This will be done by an oil mist detector (LAH/LSH
92) as standard or with a splash oil/crankcase pro-
tection system (TAH/TSH/TDAH/TDSH 58 + TAH/
TSH 29) as option.
11.17 - Tier II + CR
MAN Diesel & Turbo
3700053-2.0
Page 1 (7) Safety, Control and Monitoring System
General information
The monitoring and safety system SaCoSone Gen-
Set serves for complete engine operation, control,
monitoring and safety of GenSets. All sensors and
operating devices are wired to the engine-attached
units.
The SaCoSone design is based on high reliable and
approved components as well as modules specially
designed for installation on medium speed engines.
The used components are harmonised to a homo-
genously system. The whole system is attached to
the engine cushioned against vibration.
10.48 (22.11.2010) - Tier II
B 19 00 0
L32/40
Control Unit
The Control Unit includes a highly integrated
Control Module for engine control, monitoring and
alarm system (alarm limits and delay). The module
collects engines measuring data and transfers most
measurements and data to the ship alarm system
via Modbus.
Furthermore, the Control Unit is equipped with a
Display Module. This module consists of a touch-
screen and an integrated PLC for the safety system.
The Display Module also acts as safety system for
over speed, low lubrication oil pressure and high
cooling water temperature.
The Display Module provides the following func-
tions:
• safety system
• visualisation of measured values and opera-
ting values on a touchscreen
• engine operation via touchscreen
The safety system is electrically separated from the
control system due to requirements of the classifi-
cation societies.
For engine operation, additional hardwired switches
are available for relevant functions.
The system configuration can be edited via an
Ethernet interface at the Display Module.
Additionally, the Control Unit contains the terminal
blocks for the connection to external systems,
such as the ship alarm system and the optional
crankcase monitoring. It is the central connecting
and distribution point for the 24VDC power supply
of the whole system.
 MAN Diesel & Turbo

3700053-2.0
B 19 00 0 Safety, Control and Monitoring System Page 2 (7)

L32/40

VIT Cabinet Technical data

The L32/40 is equipped with VIT (variable injection Control Unit

system) which reduces emissions during part load
operation. The VIT changes the point of injection L32/40
depending on load or fuel rack position. Injection Width (mm) 380
timing is adjusted by advancing or retarding the
Height (mm) 1000
point of injection by turning the injection shaft.
Depth (mm) 210
Weight (kg) 75
System bus

The SaCoSone system is equipped with a redundant VIT Cabinet

bus based on CAN. The bus connects all system
modules. This redundant bus system provides the
basis data exchange between the modules. VIT Cabinet
The control module operates directly with electro- Width (mm) 600
hydraulic actuator. Height (mm) 600
Depth (mm) 350
Weight (kg) 15

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MAN Diesel & Turbo
3700053-2.0
Page 3 (7) Safety, Control and Monitoring System
System Description
Safety System
Safety functions
The safety system monitors all operating data of the
engine and initiates the required actions, i.e. engine
shut-down, in case the limit values are exceeded.
The safety system is integrated the Display Module.
The safety system directly actuates the emergency
shut-down device and the stop facility of the speed
governor.
Auto shutdown
Auto shutdown is an engine shutdown initiated by
any automatic supervision of engine internal para-
meters.
Emergency stop
Emergency stop is an engine shutdown initiated by
an operator manual action like pressing an emer-
gency stop button. An emergency stop button is
placed at the Control Unit on engine. For connection
of an external emergency stop button there is one
input channel at the Connection Box.
Engine shutdown
If an engine shutdown is triggered by the safety
system, the emergency stop signal has an immedi-
ate effect on the emergency shut-down device and
the speed control. At the same time the emergency
stop is triggered, SaCoSone issues a signal resulting
in the generator switch to be opened.
Shutdown criteria
• Engine overspeed
• Failure of both engine speed sensors
• Lube oil pressure at engine inlet low
• HT cooling water temperature outlet too high
• High bearing temperature/deviation from
Crankcase Monitoring System. (optional)
• High oilmist concentration in crankcase.
(optional)
• Remote Shutdown. (optional)
o Differential protection (optional)
o Earth connector closed (optional)
o Gas leakage (optional)
10.48 (22.11.2010) - Tier II
B 19 00 0
L32/40
Alarm/Monitoring System
Alarming
The alarm function of SaCoSone supervises all
necessary parameters and generates alarms to
indicate discrepancies when required. The alarms
will be transferred to ship alarm system via Modbus
data communication.
Self-monitoring
SaCoSone carries out independent self-monitoring
functions. Thus, for example the connected sensors
are checked constantly for function and wire break.
In case of a fault SaCoSone reports the occurred
malfunctions in single system components via sys-
tem alarms.
Control
SaCoSone controls all engine-internal functions as
well as external components, for example:
 Start/stop sequences:
 Local and remote start/stop sequence for
the GenSet.
 Activation of start device. Control (auto
start/stop signal) regarding prelubrication
oil pump.
 Monitoring and control of the acceleration
period.
 Jet system:
 For air fuel ratio control purposes, com-
pressed air is lead to the turbocharger at
start and at load steps.
 Control signals for external functions:
 Nozzle cooling water pump (only engine
type 32/40)
 HT cooling water preheating unit
 Prelubrication oil pump control
 Variable injection timing
 Redundant shutdown functions:
 Engine overspeed
 Low lubrication oil pressure inlet engine
 High cooling water temperature outlet
engine
 MAN Diesel & Turbo

3700053-2.0
B 19 00 0 Safety, Control and Monitoring System Page 4 (7)

L32/40

Speed Control System Speed adjustment range

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

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MAN Diesel & Turbo

3700053-2.0
Page 5 (7) Safety, Control and Monitoring System B 19 00 0

L32/40

Interfaces to External Systems

Overview

10.48 (22.11.2010) - Tier II


B 19 00 0 Safety, Control and Monitoring System
L32/40
Data Machinery Interface
This interface serves for data exchange to ship
alarm systems or integrated automation systems
(IAS).
The status messages, alarms and safety actions,
which are generated in the system, can be transfer-
red. All measuring values and alarms acquired by
SaCoSone GenSet are available for transfer.
The following MODBUS protocols are available:
• MODBUS RTU (Standard)
• MODBUS ASCII
For a detailed description of these protocols see
the document “SaCoSone GenSet, Communication
from the GenSet”.
Generator Control
SaCoSone GenSet provides inputs for all temperature
signals for the temperatures of the generator
bearings and generator windings.
Power Management
Hardwired interface for remote start/stop, speed
setting, alternator circuit breaker trip etc.
MAN Diesel & Turbo
3700053-2.0
Page 6 (7)
Remote Control
For remote control several digital inputs are avail-
able.
Ethernet Interface
The Ethernet interface at the Display Module can
be used for the connection of SaCoSone EXPERT.
Serial Interface
The serial RS485 interface is used for the connec-
tion to the VIT Cabinet.
Power Supply
The plant has to provide electric power for the
automation and monitoring system. In general a
redundant, uninterrupted 24V DC (+20% -30%
and max ripple 10%) power supply is required for
SaCoSone GenSet.
The alarm system requires a 24V DC, 5 A uninter-
rupted power supply with an 8 A pre-fuse.
The safety system requires a 24V DC, 6 A uninter-
rupted power supply with an 8 A pre-fuse.
At the L32/40, an additional 24V DC, 11 A uninter-
rupted power supply with a 16 A pre-fuse is requir-
ed for the VIT Cabinet.
10.48 (22.11.2010) - Tier II
MAN Diesel & Turbo

3700053-2.0
Page 7 (7) Safety, Control and Monitoring System B 19 00 0

L32/40

For more details, see the respective circuit diagram.

Power supply scheme

CoCoS-EDS (optional) Crankcase Monitoring Unit (optional)

If CocoS-EDS is applied, the control Unit has to be
equipped with a Gateway Module.
SaCoSone GenSet provides an interface to an opti-
onal Crankcase Monitoring Unit. This unit is not part
of SaCoSone GenSet and is not scope of supply. If
applied, it is delivered as stand-alone system in an
extra control cabinet.

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MAN Diesel & turbo

1689468-3.1
Page 1 (4) Communication from the GenSet B 19 00 0

L16/24, L21/31
L27/38, L32/40
Data Bus Interface (Machinery Alarm Sys- �Settings
tem)
The communication parameters are set as follows:
This interface serves for data exchange to ship alarm
systems or integrated automation systems (IAS). Modbus Slave SaCoS
Modbus Master Machinery alarm system
The status messages, alarms and safety actions, Slave ID (default) 1
which are generated in the system, can be trans-
Data rate (default) 57600 baud
ferred. All measuring values and alarms acquired by
SaCoSone GenSet are available for transfer. Data rate (optionally available) 4800 baud
9600 baud
19200 baud
The following Modbus protocols are available: 38400 baud
115200 baud
• Modbus RTU (Standard) Data bits 8
Stop bits 1
• Modbus ASCII
Parity None
Transmission mode Modbus RTU
The Modbus RTU protocol is the standard protocol
used for the communication from the GenSet. For
the integration in older automation system, Modbus
ASCII is also available. Function Codes

The following function codes are available to gather

Modbus RTU Protocol data from the SaCoSone controllers:

The Modbus RTU protocol is the standard protocol

Func- Function
used for the communication from the GenSet. tion Code (hexa- Description
Code decimal)
The bus interface provides a serial connection. The 1 0x01 read coils
protocol is implemented according to the following
3 0x03 read holding registers
definitions:
5 0x05 write coil
• Modbus application protocol specification, 6 0x06 write single register
Modbus over serial line specification and im- 15 0x0F write multiple coils
plementation guide, 16 0x10 write multiple registers
22 0x16 mask write register
There are two serial interface standards available:
23 0x17 read write multiple registers

• RS422 – Standard, 4 + 2 wire

(cable length <= 100m), cable type as speci-
fied by the circuit diagram, Message Frame Separation
line termination: 150 Ohms
Message frames shall be separated by a silent in-
• RS485 – Standard, 2 + 2 wire terval of at least 4 character times.
(cable length <= 100m), cable type as speci-
fied by the circuit diagram,
line termination: 150 Ohms Provided Data

Provided data includes measured values and alarm

or state information of the engine.

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 MAN Diesel & Turbo

1689468-3.1
B 19 00 0 Communication from the GenSet Page 2 (4)

L16/24, L21/31
L27/38, L32/40
Measured values are digitized analogue values of
sensors, which are stored in a fixed register of the
Control Module Small. Measured values include
media values (pressures, temperatures) where, ac-
cording to the rules of classification, monitoring has
to be done by the machinery alarm system. The data
type used is signed integer of size 16 bit. Measured
values are scaled by a constant factor in order to
provide decimals of the measured.
Pre-alarms, shutdowns and state information from
the SaCoSone system are available as single bits in
fixed registers. The data type used is unsigned of
size 16 bit. The corresponding bits of alarm or state
information are set to the binary value „1“, if the
event is active.
Contents of List of Signals
For detailed information about the transferred data,
please refer to the ”list of signals“ of the engine’s
documentation set. This list contains the following
information:

Field Description
Address The address (e.g.: MW15488) is the software address used in the Control Module Small.
HEX The hexadecimal value (e.g.: 3C80) of the software address that has to be used by the MODBUS master
when collecting the specific data.
Bit Information of alarms, reduce load, shutdown, etc. are available as single bits. Bits in each register are counted
0 to 15.
Meas. Point The dedicated denomination of the measuring point or limit value as listed in the „list of measuring and control
devices“.
Description A short description of the measuring point or limit value.
Unit Information about how the value of the data has to be evaluated by the Modbus master (e.g. „°C/100“ means:
reading a data value of „4156“ corresponds to 41,56 °C).
Origin Name of the system where the specific sensor is connected to, or the alarm is generated.
Signal range The range of measured value.

Life Bit

In order to enable the alarm system to check whether

the communication with SaCoS is working, a life bit is
provided in the list of signals (MW15861; Bit2). This
Bit is alternated every 10 seconds by SaCoS. Thus,
if it remains unchanged for more than 10 seconds,
the communication is down.

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1689468-3.1
Page 3 (4) Communication from the GenSet B 19 00 0

L16/24, L21/31
L27/38, L32/40
Modbus ASCII Protocol FCT = 03H: Read n words
The master transmits an inquiry to the slave (CMS)
General to read a number (n) of datawords from a given
address. The slave (CMS) replies with the required
The communication setup is: 9600 baud, 8 databits, number (n) of datawords. To read a single register
1 stopbit, no parity. (n) must be set to 1. To read block type register (n)
must be in the range 1...32.
The Modbus protocol accepts one command (Func-
tion Code 03) for reading analogue and digital input Request (master):
values one at a time, or as a block of up to 32 inputs. [DATA] = [ADR][n]
[ADR]=Word stating the address in HEX.
The following chapter describes the commands in [n]=Word stating the number of words to
the Modbus protocol, which are implemented, and be read.
how they work.
Answer (slave-CMS):
Protocol Description [DATA] = [bb][1. word][2. word]....[n. word]
[bb]=Byte, stating number of subsequent
bytes.
The ASCII and RTU version of the Modbus protocol
[1. word]=1. dataword
is used, where the CMS/DM works as Modbus slave.
[2. word]=2. dataword
[n. word]=No n. dataword
All data bytes will be converted to 2-ASCII charac-
ters (hex-values). Thus, when below is referred to
FCT = 10H: Write n words
“bytes“ or “words“, these will fill out 2 or 4 characters,
The master sends data to the slave (CMS/DM) start-
respectively in the protocol. The general “message
ing from a particular address. The slave (CMS/DM)
frame format“ has the following outlook:
returns the written number of bytes, plus echoes
the address.
[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]
– [:] 1 char. Begin of frame
Write data (master):
– [SLAVE] 2 char. Modbus slave ad-
[DATA] = [ADR][n] [bb][1. word][2. word]....[n word]
dress (Selected on DIP-
[ADR] = Word that gives the address in
switch at Display Module)
HEX.
– [FCT] 2 char. Function code
[n] = Word indicating number of words to
– [DATA] n X 2 chars data.
be written.
– [CHECKSUM] 2 char checksum (LRC)
[bb] = Byte that gives the number of bytes
– [CR] 1 char CR
to follow (2*n)
– [LF] 1 char LF (end of frame)
Please note that 8bb9 is byte size!
[1. word]=1. dataword
The following function codes (FCT) is accepted:
[2. word]=2. dataword
– 03H: Read n words at specific address.
[n. word]=No n. dataword
– 10H: Write n words at specific address.

In response to the message frame, the slave (CMS)

Answer (slave-CMS/DM):
must answer with appropriate data. If this is not pos-
[DATA] = [ADR][bb*2]
sible, a package with the most important bit in FCT
[ADR]= Word HEX that gives the address
set to 1 will be returned, followed by an exception
in HEX
code, where the following is supported:
[bb*2]=Number of words written.
– 01: Illegal function
[1. word]=1. dataword
– 02: Illegal data address
[2. word]=2. dataword
– 03: Illegal data value
[n. word]=No n. dataword
– 06: BUSY. Message rejected

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 MAN Diesel & Turbo

1689468-3.1
B 19 00 0 Communication from the GenSet Page 4 (4)

L16/24, L21/31
L27/38, L32/40
Data Format MODBUS block addresses

The following types of data format have been cho- In order to be able to read from the different I/O
sen: and data areas, they have to be supplied with an
„address“. In the MODBUS protocol each address
Digital: Consists of 1 word (register): refers to a word or „register“. For the GenSet there
1 word: [0000H]=OFF are following I/O registers:
[FFFFH]=ON
• Block (multiple) I/O registers occupying up to
Integer: Consists of 1 word (register): 32 word of registers
1 word: 12 bit signed data
(second complement): This list specifies the addresses assigned for MOD-
[0000H]=0 BUS Block data, which enables the user to read up
[0FFFH]=100% of range to 32 signals/alarms/inputs in a single MODBUS
[F000H]=-100% of range request.

Notice: 12 bit data format must be used no matter
what dissolution a signal is sampled with. All meas-
uring values will be scaled to 12 bit signed.
General) All alarm signals are already performed
with necessary time delay. F.ex. lub. oil level
alarms (LAL/LAH28) includes 30 sec. alarm
delay. Start air alarm (PAL70) includes 15 sec.
alarm delay. No further delay are needed.

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3700054-4.0
Page 1 (5) Modbus List B 19 00 0

L16/24, L21/31
L27/38, L32/40
The Modbus list is valid for Modbus ASCII and Modbus RTU.

Signal
Adress Hex Bit Meas. Point Description Unit Origin
range
MW 0 0   TE60-1 Exhaust gas temperature cylinder A1 °C CMS 0 - 700
MW 1 1   TE60-2 Exhaust gas temperature cylinder A2 °C CMS 0 - 700
MW 2 2   TE60-3 Exhaust gas temperature cylinder A3 °C CMS 0 - 700
MW 3 3   TE60-4 Exhaust gas temperature cylinder A4 °C CMS 0 - 700
MW 4 4   TE60-5 Exhaust gas temperature cylinder A5 °C CMS 0 - 700
MW 5 5   TE60-6 Exhaust gas temperature cylinder A6 °C CMS 0 - 700
MW 6 6   TE60-7 Exhaust gas temperature cylinder A7 °C CMS 0 - 700
MW 7 7   TE60-8 Exhaust gas temperature cylinder A8 °C CMS 0 - 700
MW 8 8   TE60-9 Exhaust gas temperature cylinder A9 °C CMS 0 - 700
MW 9 9   TE60-10 Exhaust gas temperature cylinder A10 °C CMS 0 - 700
MW 10 A   TE62 Exhaust gas temperature before turbocharger A °C CMS 0 - 700
MW 11 B   TE61 Exhaust gas temperature after turbocharger A °C CMS 0 - 700
MW 15 F     Exhaust gas temperature mean value °C CMS 0 - 700
MW 16 10 0   Sensor fault TE60-1 : Exhaust gas temp. cylinder A1 SF=1 CMS binary
    1   Sensor fault TE60-2 : Exhaust gas temp. cylinder A2 SF=1 CMS binary
    2   Sensor fault TE60-3 : Exhaust gas temp. cylinder A3 SF=1 CMS binary
    3   Sensor fault TE60-4 : Exhaust gas temp. cylinder A4 SF=1 CMS binary
    4   Sensor fault TE60-5 : Exhaust gas temp. cylinder A5 SF=1 CMS binary
    5   Sensor fault TE60-6 : Exhaust gas temp. cylinder A6 SF=1 CMS binary
    6   Sensor fault TE60-7 : Exhaust gas temp. cylinder A7 SF=1 CMS binary
    7   Sensor fault TE60-8 : Exhaust gas temp. cylinder A8 SF=1 CMS binary
    8   Sensor fault TE60-9 : Exhaust gas temp. cylinder A9 SF=1 CMS binary
    9   Sensor fault TE60-10 : Exhaust gas temp. cylinder A10 SF=1 CMS binary
    10   Sensor fault TE62 : Exhaust gas temp. before TC A SF=1 CMS binary
    11   Sensor fault TE61 : Exhaust gas temp. after TC A SF=1 CMS binary
MW 17 11 0 TAH60-1 Alarm: High exhaust gas temperature cylinder A1 active=1 CMS binary
    1 TAH60-2 Alarm: High exhaust gas temperature cylinder A2 active=1 CMS binary
    2 TAH60-3 Alarm: High exhaust gas temperature cylinder A3 active=1 CMS binary
    3 TAH60-4 Alarm: High exhaust gas temperature cylinder A4 active=1 CMS binary
    4 TAH60-5 Alarm: High exhaust gas temperature cylinder A5 active=1 CMS binary
    5 TAH60-6 Alarm: High exhaust gas temperature cylinder A6 active=1 CMS binary
    6 TAH60-7 Alarm: High exhaust gas temperature cylinder A7 active=1 CMS binary
    7 TAH60-8 Alarm: High exhaust gas temperature cylinder A8 active=1 CMS binary
    8 TAH60-9 Alarm: High exhaust gas temperature cylinder A9 active=1 CMS binary
    9 TAH60-10 Alarm: High exhaust gas temperature cylinder A10 active=1 CMS binary
    10 TAH62 Alarm: High exhaust gas temp. before turbocharger A active=1 CMS binary
    11 TAH61 Alarm: High exhaust gas temp. after turbocharger A active=1 CMS binary
MW 18 12 0 TAD60-1 Alarm: Mean value deviation exhaust gas temp. cyl. A1 active=1 CMS binary
    1 TAD60-2 Alarm: Mean value deviation exhaust gas temp. cyl. A2 active=1 CMS binary
    2 TAD60-3 Alarm: Mean value deviation exhaust gas temp. cyl. A3 active=1 CMS binary
    3 TAD60-4 Alarm: Mean value deviation exhaust gas temp. cyl. A4 active=1 CMS binary
    4 TAD60-5 Alarm: Mean value deviation exhaust gas temp. cyl. A5 active=1 CMS binary
    5 TAD60-6 Alarm: Mean value deviation exhaust gas temp. cyl. A6 active=1 CMS binary
    6 TAD60-7 Alarm: Mean value deviation exhaust gas temp. cyl. A7 active=1 CMS binary

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 MAN Diesel & Turbo

3700054-4.0
B 19 00 0 Modbus List Page 2 (5)

L16/24, L21/31
L27/38, L32/40
Signal
Adress Hex Bit Meas. Point Description Unit Origin
range
    7 TAD60-8 Alarm: Mean value deviation exhaust gas temp. cyl. A8 active=1 CMS binary
    8 TAD60-9 Alarm: Mean value deviation exhaust gas temp. cyl. A9 active=1 CMS binary
    9 TAD60-10 Alarm: Mean value deviation exh. gas temp. cyl. A10 active=1 CMS binary
MW 32 20   TE12 H.T. cooling water temperature engine outlet °C / 100 CMS 0 - 200
MW 33 21   TE01 L.T. cooling water temperature air cooler inlet °C / 100 CMS 0 - 200
MW 34 22   TE21 Lube oil temperature filter inlet °C / 100 CMS 0 - 200
MW 35 23   TE40 Fuel oil temperature engine inlet °C / 100 CMS 0 - 200
MW 36 24   TE31 Charge air temperature cooler outlet °C / 100 CMS 0 - 200
MW 37 25   TE98-1 Alternator windwing temperature L1 °C / 100 CMS 0 - 200
MW 38 26   TE98-2 Alternator windwing temperature L2 °C / 100 CMS 0 - 200
MW 39 27   TE98-3 Alternator windwing temperature L3 °C / 100 CMS 0 - 200
MW 40 28   TE38 Ambient air temperature °C / 100 CMS 0 - 200
MW 41 29   TE10 H.T. cooling water temperature engine inlet °C / 100 CMS 0 - 200
MW 42 2A   TE27-1 Alternator front bearing temperature °C / 100 CMS 0 - 200
MW 43 2B   TE27-2 Alternator rear bearing temperature °C / 100 CMS 0 - 200
MW 48 30 0   Sensor fault TE12 : H.T. cool water temp. engine outlet SF=1 CMS binary
    1   Sensor fault TE01 : L.T. cool water temp. air cooler inlet SF=1 CMS binary
    2   Sensor fault TE21 : Lube oil temperature filter inlet SF=1 CMS binary
    3   Sensor fault TE40 : Fuel oil temperature engine inlet SF=1 CMS binary
    4   Sensor fault TE31 : Charge air temp. cooler outlet SF=1 CMS binary
    5   Sensor fault TE98-1 : Alternator windwing temp. L1 SF=1 CMS binary
    6   Sensor fault TE98-2 : Alternator windwing temp. L2 SF=1 CMS binary
    7   Sensor fault TE98-3 : Alternator windwing temp. L3 SF=1 CMS binary
    8   Sensor fault TE38 : Ambient air temperature SF=1 CMS binary
    9   Sensor fault TE10 : H.T. cool. water temp. engine inlet SF=1 CMS binary
    10   Sensor fault TE27-1 : Alternator front bearing temp. SF=1 CMS binary
    11   Sensor fault TE27-2 : Alternator rear bearing temp. SF=1 CMS binary
MW 64 40   PT10 H.T. cooling water pressure bar / 100 CMS  
MW 65 41   PT01 L.T. cooling water pressure bar / 100 CMS  
MW 66 42   PT21 Lube oil pressure filter inlet bar / 100 CMS  
MW 67 43   PT22 Lube oil pressure filter outlet bar / 100 CMS  
MW 68 44   PT23 Lube oil pressure TC bar / 100 CMS  
MW 69 45   PT40 Fuel oil pressure engine inlet bar / 100 CMS  
MW 70 46   PT31 Charge air pressure cooler outlet bar / 100 CMS  
MW 71 47   PT70 Start air pressure bar / 100 CMS  
MW 72 48   PT43 Fuel oil pressure filter inlet bar / 100 CMS  
MW 73 49   ZT59 Alternator load % CMS  
MW 74 4A   ZT45 Fuel rack position % CMS  
MW 75 4B   PT38 Ambient air pressure mbar CMS  
MW 76 4C     Analog speed setpoint % CMS  
MW 80 50 0   Sensor fault PT10 : H.T. cooling water pressure SF=1 CMS binary
    1   Sensor fault PT01 : L.T. cooling water pressure SF=1 CMS binary
    2   Sensor fault PT21 : Lube oil pressure filter inlet SF=1 CMS binary
    3   Sensor fault PT22 : Lube oil pressure filter outlet SF=1 CMS binary
    4   Sensor fault PT23 : Lube oil pressure TC SF=1 CMS binary
    5   Sensor fault PT40 : Fuel oil pressure engine inlet SF=1 CMS binary

10.48 (02.08.2010) - Tier II

MAN Diesel & turbo

3700054-4.0
Page 3 (5) Modbus List B 19 00 0

L16/24, L21/31
L27/38, L32/40
Signal
Adress Hex Bit Meas. Point Description Unit Origin
range
    6   Sensor fault PT31 : Charge air pressure cooler outlet SF=1 CMS binary
    7   Sensor fault PT70 : Start air pressure SF=1 CMS binary
    8   Sensor fault PT43 : Fuel oil pressure filter inlet SF=1 CMS binary
    9   Sensor fault ZT59 : Alternator load SF=1 CMS binary
    10   Sensor fault ZT45 : Fuel rack position SF=1 CMS binary
    11   Sensor fault PT38 : Ambient air pressure SF=1 CMS binary
    12   Sensor fault : Analog speed setpoint SF=1 CMS binary
MW 96 60   SE90 Engine speed rpm CMS 0..2000
MW 97 61   SE89 TC speed rpm/10 CMS 0..70000
MW 112 70 0 SE90-1 Sensor fault engine speed pick up 1 SF=1 CMS binary
    1 SE90-2 Sensor fault engine speed pick up 2 SF=1 CMS binary
    2 SE90-1 Sensor fault engine speed pick up 1 SF=1 DM binary
    3 SE90-2 Sensor fault engine speed pick up 2 SF=1 DM binary
    4 SE89 Sensor fault TC speed pick up SF=1 CMS binary
MW 113 71 0   Signal fault ZS82 : Emergency stop (pushbutton) SF=1 CMS binary
    1   Signal fault ZS75 : Turning gear disengaged SF=1 CMS binary
    2   Signal fault SS84 : Remote stop SF=1 CMS binary
    3   Signal fault SS83 : Remote start SF=1 CMS binary
    4   Signal fault LAH28 : Lube oil level high SF=1 CMS binary
    5   Signal fault LAL28 : Lube oil level low SF=1 CMS binary
    6   Signal fault LAH42 : Fuel oil leakage high SF=1 CMS binary
    7   Signal fault ZS97 : Remote switch SF=1 CMS binary
    8   Signal fault LAH92 : OMD alarm SF=1 CMS binary
    9   Signal fault TAH 29-27 : CCMON alarm SF=1 CMS binary
    10   Signal fault : Remote reset SF=1 CMS binary
    11   Signal fault LAH98 : Alternator cool. water leakage alarm SF=1 CMS binary
    12   Signal fault : Emergency generator mode SF=1 CMS binary
    13   Signal fault : Speed raise SF=1 CMS binary
    14   Signal fault : Speed lower SF=1 CMS binary
    15   Signal fault : Switch droop / isochronous mode SF=1 CMS binary
MW 114 72 0   Spare SF=1 CMS binary
    4   Signal fault : Actuator signal SF=1 CMS binary
    13   Signal fault SS83 : Start solenoid valve SF=1 CMS binary
    15   Signal fault SS32 : Jet system valve SF=1 CMS binary
MW 115 73 0   Spare SF=1 CMS binary
    2   Signal fault ZS34-1 : Charge air blow off valve 1 SF=1 CMS binary
    3   Signal fault ZS34-2 : Charge air blow off valve 2 SF=1 CMS binary
    4   Signal fault: VIT feedback position SF=1 CMS binary
MW 116 74 0   Sensor fault TSH12 : H.T. cool. water engine outlet termostate SF=1 DM binary
    1   Sensor fault PSL22 : Lube oil eng. inlet pressostate SF=1 DM binary
    2   Sensor fault ZS82 : Emergency stop (pushbutton) SF=1 DM binary
    3   Sensor fault LSH92 : OMD shutdown SF=1 DM binary
    4   Sensor fault TSH27-29 : CCMON shutdown SF=1 DM binary
    5   Sensor fault ZX92 : OMD system failure SF=1 DM binary
    6   Sensor fault ZX27-29 : CCMON system failure SF=1 DM binary
    7   Sensor fault : Remote shutdown SF=1 DM binary

10.48 (02.08.2010) - Tier II

 MAN Diesel & Turbo

3700054-4.0
B 19 00 0 Modbus List Page 4 (5)

L16/24, L21/31
L27/38, L32/40
Signal
Adress Hex Bit Meas. Point Description Unit Origin
range
    9   Sensor fault ZS30-2 : Charge air press. relief valve SF=1 DM binary
    10   Sensor fault ZS30-1 : Charge air shut off flap SF=1 DM binary
    11   Sensor fault SS86-1 : Emergency stop valve SF=1 DM binary
    12   Signal fault ZS82 : Emergency stop (pushbutton) SF=1 DM binary
MW 117 75 0   CAN-1 error active=1 DM binary
    1   CAN-2 error active=1 DM binary
    2   Communication error to CMS active=1 DM binary
    3   Backlight error active=1 DM binary
    4   Ethernet communication error active=1 DM binary
    5   Wirebrake supervision of remote signals disabled active=1 DM binary
MW 118 76 0   CAN-1 error active=1 CMS binary
    1   CAN-2 error active=1 CMS binary
    2   CAN-3 error active=1 CMS binary
    3   Communication error to DM active=1 CMS binary
    10   Emergency generator mode active=1 CMS binary
    11   MDO used active=1 CMS binary
    12   HFO used active=1 CMS binary
    15   Live-Bit (status changes at least every 5 seconds)   CMS binary
MW 119 77 0   Shutdown : H.T. cool. water temp. engine outlet high active=1 CMS binary
    1   Shutdown overridden : H.T. cool. water temp. eng. outlet high active=1 CMS binary
    2   Shutdown : Lube oil pressure filter outlet low active=1 CMS binary
    3   Shutdown overridden : Lube oil press. filter outl. low active=1 CMS binary
    4   Shutdown : Engine overspeed active=1 CMS binary
    5   Shutdown : Actuator Error active=1 CMS binary
    6   Shutdown : Double Pick-Up Error active=1 CMS binary
    7   Shutdown : Stop failure active=1 CMS binary
MW 120 78 0   Shutdown : H.T. cool. water temp. engine outlet high active=1 DM binary
    1   Shutdown overridden : H.T. cool. water temp. eng. outlet high active=1 DM binary
    2   Shutdown : Lube oil pressure filter outlet low active=1 DM binary
    3   Shutdown overridden : Lube oil press. filter outl. low active=1 DM binary
    4   Shutdown : Engine overspeed active=1 DM binary
    5   Shutdown : OMD active=1 DM binary
    6   Shutdown overridden : OMD active=1 DM binary
    7   Shutdown : CCMON active=1 DM binary
    8   Shutdown overridden : CCMON active=1 DM binary
DM/
    9   Shutdown : Emergency stop active active=1 binary
CMS
    10   Shutdown : Remote Shutdown active=1 DM binary
MW 121 79 0   Alarm : H.T. cooling water temp. engine outlet high active=1 CMS binary
    1   Alarm : Lube oil pressure filter outlet low active=1 CMS binary
    2   Alarm : Engine overspeed active=1 CMS binary
    3   Alarm LAH28 : Lube oil level high active=1 CMS binary
    4   Alarm LAL28 : Lube oil level low active=1 CMS binary
    5   Alarm LAH42 : Fuel oil leakage active=1 CMS binary
    6   Alarm FE94 : Cylinder lubrication no flow active=1 CMS binary
    7   Alarm LAL98 : Alternator cooling water leakage active=1 CMS binary
    8   Alarm : Start failure active=1 CMS binary

10.48 (02.08.2010) - Tier II

MAN Diesel & turbo

3700054-4.0
Page 5 (5) Modbus List B 19 00 0

L16/24, L21/31
L27/38, L32/40
Signal
Adress Hex Bit Meas. Point Description Unit Origin
range
    9   Alarm PAL25: Prelub. Oil pressure low active=1 CMS binary
    11   Alarm : Startpreparation failure active=1 CMS binary
    12   Alarm : Engine running error active=1 CMS binary
    13   Alarm PAL01 : L.T. cooling water pressure low active=1 CMS binary
    14   Alarm PAL10 : H.T. cooling water pressure low active=1 CMS binary
    15   Alarm PDAH21-22 : Diff. pressure lube oil filter high active=1 CMS binary
MW 122 7A 0   Alarm TAH21 : Lube oil temperature filter inlet high active=1 CMS binary
    1   Alarm PAL23 : Lube oil pressure TC low active=1 CMS binary
    2   Alarm PDAH40-43 : Diff. pressure fuel oil filter high active=1 CMS binary
    3   Alarm PAL40 : Fuel oil pressure engine inlet low active=1 CMS binary
    4   Alarm PAL70 : Start air pressure low active=1 CMS binary
    5   Alarm TAH98-1 : Alternator winding temp. L1 high active=1 CMS binary
    6   Alarm TAH98-2 : Alternator winding temp. L2 high active=1 CMS binary
    7   Alarm TAH98-3 : Alternator winding temp. L3 high active=1 CMS binary
    8   Alarm TAH29-1 : Alternator front bearing temp. high active=1 CMS binary
    9   Alarm TAH29-2 : Alternator rear bearing temp. high active=1 CMS binary
    10   Alarm : OMD active=1 CMS binary
    11   Alarm : CCMON active=1 CMS binary
    12   Alarm : TC Overspeed active=1 CMS binary
    14   Alarm: Cylinder Lubrication Error active=1 CMS binary
    15   Alarm: Prelube pressure low active=1 CMS binary
MW 123 7B 0   Alarm ZX92 : OMD system failure active=1 DM binary
    1   Alarm ZX27-29 : CCMON system failure active=1 DM binary
    2   Alarm: VIT positioning Error active=1 DM binary
    3   Alarm: CAN 3 Error - VIT communication Error active=1 DM binary
    5   Alarm: Jet System Error active=1 DM binary
MW 124 7C     Operating hour counter h CMS 0..65535
MW 125 7D     Overload hour counter h CMS 0..65535
MW 126 7E 0   Load reduction request: VIT emergency mode error active=1 DM binary
  1   Load reduction request overridden : VIT emerg. mode error active=1 DM binary
MW 127 7F     Start of spare      
MW 1799 707     End of spare      

10.48 (02.08.2010) - Tier II

 MAN Diesel

1699190-5.0
Page 1 (1) Oil Mist Detector B 19 22 1

General

Description

The oil mist detector type Tufmon from company Dr.

Horn is standard on the 7, 8 and 9L27/38 engine
types and option for all other engine types.

The oil mist detector is based on direct measurement

of the oil mist concentration in the natural flow from
the crankcase to the atmosphere.

The detector is developed in close cooperation

between the manufacturer Dr. Horn and us and it
has have been tested under realistic conditions at
our testbed.

The oil mist sensor is mounted on the venting pipe

together with the electronic board. At first the sensor
will activate an alarm, and secondly the engine will
be stopped, in case of critical oil mist concentration.
Furthermore there is an alarm in case of sensor
failure. To avoid false alarms direct heating of the Fig 1 Oil mist detector.
optical sensor is implemented. The installation is
integrated on the engine. No extra piping/cabling
is required.

Tecnical Data

Power supply : 24 V DC +30% / -25%

Power consumption : 1 A
Operating temperature : 0° C....+70° C

Enclosure according to DIN 40050:

Analyzer : IP54
Speed fuel rack and
optical sensors : IP67
Supply box and connectors : IP65
08028-0D/H5250/94.08.12

06.47
 MAN B&W Diesel
1683388-3.1
Page 1 (1) Engine Control Cabinet
Control Cabinet
The control cabinet is a separate cabinet placed
outside the diesel engine. It can be installed in the
engine room or in the engine control room.
The control cabinet consists of:
– Controller and starter for prelubricating
– Controller and starter for cylinder lubricating
incl. contactors, fuses, thermal over current
relays, terminals etc.
The control cabinet is prepared for one engine.
08028-0D/H5250/94.08.12
02.17
E 19 05 1
L32/40
On the front cover there are indications for:
– High speed, cyl. lub. oil pump
– Low speed, cyl. lub. oil pump
– Prelubricating manual on
– Prelubricating manual off
– 24 VDC control voltage
– Failure/overload for prelub. oil pump
– Failure/overload for cyl. lubrication
There are push buttons for:
– Selector switch Man/Auto
– Main switch
– Manual on for cyl. lub. oil pump
– Manual off for cyl. lub. oil pump
 MAN Diesel

1699867-7.0 Combined Box with Prelubricating Oil Pump, Nozzle

Page 1 (2) Conditioning Pump, Preheater and El Turning Device E 19 07 2

General

Description The pump starter can be arranged for continuous or

The box is a combined box with starters for prelubri-
cating oil pump, nozzle conditioning pump, preheater
and el turning device.
The starter for prelubricating oil pump is for automatic
controlling start/stop of the prelubricating oil pump
built onto the engine.
The starter for nozzle conditioning pump is for auto-
matic controlling start/stop of the nozzle pump. The
pump can be built on the engine or be a separate
unit.
Common for both pump starters in the cabinet is,
overload protection and automatic control system. On
the front of the cabinet there is a lamp for "pump on",
a change-over switch for manual start and automatic
start of the pump; furthermore there is a common
main cut-off switch.
630
intermittent running. (For engine types L16/24, L21/31
& L27/38 only continuous running is accepted).
See also B 12 07 0, Prelubricating Pump.
The preheater control is for controlling the electric
heater built onto the engine for preheating of the
engines jacket cooling water during stand-still.
On the front of the cabinet there is a lamp for "heater
on" and a off/auto switch. Furthermore there is over-
load protection for the heater element.
The temperature is controlled by means of an on/
off thermostat mounted in the common HT-outlet
pipe. Furthermore the control system secures that
the heater is activated only when the engine is in
stand-still.
The box also include the control of el turning device.
There is a "running" indication lamp and a on/off
power switch on the front. The control for the turning
gear is prepared with to contactors for forward and
reverse control. The turning gear control has also
overload protection.

1AE1 1AE2 1AE3 1AE5

PRELUB. OIL PUMP NOZZLE COOL.PUMP H.T. WATER PREHEATER TURNING MOTOR
ENGINE ENGINE ENGINE ENGINE

4H8 4S5 4H12 4S9 5H2 5S1 5H13 5S4

MAN. AUTO. MAN. AUTO. POWER
PUMP ON OFF PUMP ON OFF HEATER ON OFF. AUTO. TURNING ON OFF - ON
560
08028-0D/H5250/94.08.12

2S1

1AE4

Fig 1 Dimensions.

08.09
 MAN Diesel
Combined Box with Prelubricating Oil Pump, Nozzle 1699867-7.0
E 19 07 2 Conditioning Pump, Preheater and El Turning Device Page 2 (2)

General

1 2 3 4 5 6 7 8 9 10 11 12 13
BASEPLATE

2F4 1 3 5 2F7 1 3 5 2F10 1 3 5

10A 10A 40A

2 4 6 2 4 6 2 4 6
FRONTPLATE

1,5mm 2

1,5mm 2

10mm 2
10 mm 2
PANEL

1 3 5 1 3 5 1 3 5
4Q5 4Q9 5Q1
2 4 6 2 4 6 2 4 6

4F5 4F9

L1 L2 L3 6,0-6,7-8,5 1,3-1,6-1,8
2S1
T1 T2 T3

PE
1 2 3 4 5 6 10 11 12
MAX. 50A
3*415V
POWER SUPPLY

ENGINE 3.0 kW
PRELUB. OIL PUMP

ENGINE 0.75 KW
NOZZLE COOL.PUMP

ENGINE 24 kW
H.T. WATER PREHEATER

1 2 3 4 5 6 7 8 9 10 11 12 13

3F4 1 3 5
10A

2 4 6
1,5mm 2

1 3 5
5Q4
2 4 6

5F4

1,0-1,2-1,4

FORWARD 1 3 5 REVERSE 1 3 5
5Q7 5Q9
2 4 6 2 4 6
08028-0D/H5250/94.08.12

7 8 9
ENGINE 0.55 kW
TURNING MOTOR

Fig 2 Wiring diagram.

08.09
Foundation

B 20
 MAN Diesel & Turbo

1655281-3.4
Page 1 (2) Resilient Mounting of Generating Sets B 20 01 3

L32/40

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

Base frame bracket

175 Unloaded
*** Loaded

Conical mounting
min. 60 mm
**40

310

65
40

Engine

Steel shim 490 520

Unloaded 133
Loaded ***

Foundation 1010
*30 Steel
CL

Deck shim 1180

* Min. necessary distance 1285
08028-0D/H5250/94.08.12

** Min. thickness of steel shim

*** This dimension is project dependent

Fig 1 Resilient mounting of generating sets.

10.33
 MAN Diesel & Turbo

1655281-3.4
B 20 01 3 Resilient Mounting of Generating Sets Page 2 (2)

L32/40
Irrespective of the method of support, it is re­com­men­
ded to use a loose steel shim to facilitate a possible Method 1
future replacement of the conical moun­tings.

min 40 mm
Check of Crankshaft Deflection

The resilient mounted generating set is normally Steel

Shim
delivered from the factory with engine and generator
mounted on the common base frame.
Eventhough engine and alternator have been ad- Foundation

justed by the engine builder, with the alternator rotor

placed correctly in the stator and the crankshaft de-
flection of the engine (autolog) within the prescribed Method 2

tolerances, it is recommended to check the crankshaft

deflection ( autolog) before starting up the GenSet.

min 40 mm
min 10 mm
Supporting
Steel Shim
Steel Shim

Foundation

Method 3

min 40 mm
min 10 mm
Supporting
Steel Shim
Steel Shim
Chockfast

Foundation

Fig 2 Support of conicals.

08028-0D/H5250/94.08.12

10.33
Test running

B 21
MAN Diesel & Turbo

1356501-5.7
Page 1 (1) Shop Test Programme for Marine GenSets B 21 01 1

General

MAN Diesel
Operating points ABS BV DNV GL LR RINA NK IACS & Turbo
programme
1) Starting attempts X X - X X X X X X
2) Governor test (see B 17 00 0 - Load Requirements) X X X X X X X X X
3) Test of safety and monitoring system X X X X X X X X X
4) Load acceptance test (value in minutes)
Continuous rating
Constant speed
(MCR)
100% 1* 60 60 M 60 60 60 120 2* 60 60
110% 30 45 M 45 45 45 45 3* 30 45
Engines driving alternators
75% M M M M M M 30 M 30
50% M M M M M M 30 M 30
25% M M - M M M - M 30
Idling = 0% M M - M M M - M 30

Continuous rating
Constant speed
(MCR)
100% 1* 60 60 M 60 60 60 120 2* 50 60
110% 30 45 M 45 45 45 45 3* 30 45
Engines driving alternators for 90% - - M - - - - - 30
electric propulsion
75% M M M M M M 30 M 30
50% M M M M M M 30 M 30
25% M M - M M M - M 30
Idling = 0% M M - M M M - M 30
5) Verification of GenSet parallel running, if possible (cos j = 1, unless otherwise stated).
6a) Crankshaft deflection measurement of engines with rigid coupling in both cold and warm condition.
6b) Crankshaft deflection measurement of engines with flexible coupling only in cold condition.
7) Inspection of lubricating oil filter cartridges of each engine.
8) General inspection.

1* Two service recordings at an interval of 30 minutes.

2* According to agreement with NK the running time can be reduced to 60 minutes.
3* According to agreement with NK the running time can be reduced to 30 minutes.
M = Measurement at steady state condition of all engine parameters.

ABS = American Bureau of Shipping

BV = Bureau Veritas
DNV = Det Norske Veritas
GL = Germanischer Lloyd
LR = Lloyds Register
RINA = Registro Italiano Navale
NK = Nippon Kaiji Kyokai
IACS = International Association of Classification Societies

The operating values to be measured and recorded during the acceptance test have been specified in ac-
cordance with ISO 3046-1:2002 and with the rules of the classification societies.

The operation values are to be confirmed by the customer or his representative, the classification's repre-
sentative and the person responsible for the acceptance test by their signature on the test report.
After the acceptance test components will be checked so far it is possible without dismantling.
Dismantling of components is carried out on the customer's or the classification representative's request.
07.47
Spare Parts

E 23
MAN Diesel & Turbo

3700081-8.0
Page 1 (3) Weight and Dimensions of Principal Parts E 23 00 0

L32/40

ø439

111

504

200
883

ø320

260
ø145

ø369

Cylinder liner, 205 kg Piston, 107 kg

Piston pin, 31 kg

160
588

ø100
755

ø442
980
1416

552

0
29
526

490 125
763

Connecting rod, 205 kg Cylinder head, 566 kg

11.08, Tier II
 MAN Diesel & Turbo

3700081-8.0
E 23 00 0 Weight and Dimensions of Principal Parts Page 2 (3)

L32/40

500
160

534
ø140
162

258 ø106

Fuel injection pump, 35 kg Inlet/outlet valve, 7 kg

384
108
75

120

Cylinder lubricating oil pump, 25 kg

11.08, Tier II
MAN Diesel & Turbo

3700081-8.0
Page 3 (3) Weight and Dimensions of Principal Parts E 23 00 0

L32/40

334

M36 x 3
1400

125

507
1805

Crankshaft bearing shell, 2 kg

ø43

Stud screw, 3.2 kg

M48 x 3

Cylinder head screw, 19 kg

M48 x 3

Tierod, 32 kg

11.08, Tier II
G 50 Alternator

B 50
 MAN Diesel & Turbo

1699865-3.1 B 50 00 0
Page 1 (3) Alternator cable installation G 50 00 0

Main Cables
The flexible mounting of the GenSet must be taken
into consideration when installing alternator cables.
General
The free cable length from the cable tray to the at-
tachment on the alternator, must be appropriate to
compensate for the relative movements, between
the GenSet and foundation.

The cables must be installed so that no forces have
an effect on the alternator's terminal box.
A discharge bracket can be welded on the engine's
base frame. If this solution is chosen, the flexibility
in the cables must be between the cable tray and
the discharge bracket.
Following can be used as a guideline:
The fix point of the alternator cables must be as close
as possible to the center line of the rotor.
Bending of the cables must follow the recommen-
dations of the cable supplier as regards minimum
bending radius for movable cables.

If questions arise concerning the above, please do

not hesitate to contact MAN Diesel & Turbo.

m
ax
30

Center line
0
m
m

Fix point

Free cable length

08028-0D/H5250/94.08.12

Fig 1 Connection of cables

10.39
MAN Diesel & Turbo

B 50 00 0
G 50 00 0 Alternator cable installation 1699865-3.1
Page 2 (3)

General

Earth cable connection Engine, base frame and alternator have internal
metallic contact to ensure earth connection.

It is important to establish an electrical bypass over The size of the earth cable is to be calculated on
the electrical insulating rubber dampers. the basis of output and safety conditions in each
The earth cable must be installed as a connection specific case; or must have minimum the same size
between alternator and ship hull for marine operation, as the main cables.
and as connection between alternator and foundation
for stationary operation.
For stationary operation, the contractor must ensure
that the foundation is grounded according to the rules
from local authorities.

Engine Alternator

Base frame Rubber damper Part of ship hull Earth cable

08028-0D/H5250/94.08.12

Fig 2 Marine operation

10.39
 MAN Diesel & Turbo

1699865-3.1 B 50 00 0
Page 3 (3) Alternator cable installation G 50 00 0

General

Engine

Alternator

Earth cable

Base frame Rubber damper Foundation Earth connection

Fig 3 Stationary operation

08028-0D/H5250/94.08.12

10.39
MAN Diesel & Turbo

3700084-3.0
Combinations of engine- and alternator layout B 50 00 0
Page 1 (2) G 50 00 0

General

For a GenSet the engine and alternator are fixed on Comments to possible combinations:
a common base frame, which is flexibly installed.
This is to isolate the GenSet vibration-wise from • : Standard
the environment. As part of the GenSet design a full # : Option
FEM calculation has been done and due to this and X : Not recommended
our experience some combinations of engine type 1) : Only in combination with "top bracing"
and alternator type concerning one - or two bearings between engine crankcase and alternator frame
must be avoided. In the below list all combinations 2) : Need for 'topbracing' to be evaluated case by
can be found. case
water cooled

water cooled

water cooled

water cooled
1-bearing,

1-bearing,

2-bearing,

2-bearing,

1-bearing,

1-bearing,

2-bearing,

2-bearing,
air cooled

air cooled

air cooled

air cooled
L16/24 L28/32H
5 Cyl. 1000 RPM · # # # 5 Cyl. 720 RPM · # # #
5 Cyl. 1200 RPM · # # # 5 Cyl. 750 RPM · # # #
6 Cyl. 1000 RPM · # # # 6 Cyl. 720 RPM · # # #
6 Cyl. 1200 RPM · # # # 6 Cyl. 750 RPM · # # #
7 Cyl. 1000 RPM · # # # 7 Cyl. 720 RPM X X · #
7 Cyl. 1200 RPM · # # # 7 Cyl. 750 RPM X X · #
8 Cyl. 1000 RPM · # # # 8 Cyl. 720 RPM X X · #
8 Cyl. 1200 RPM · # # # 8 Cyl. 750 RPM X X · #
9 Cyl. 1000 RPM · # # # 9 Cyl. 720 RPM · # # #
9 Cyl. 1200 RPM · # # # 9 Cyl. 750 RPM · # # #
water cooled

water cooled

water cooled

water cooled
1-bearing,

1-bearing,

2-bearing,

2-bearing,

1-bearing,

1-bearing,

2-bearing,

2-bearing,
air cooled

air cooled

air cooled

air cooled

L23/30H L21/31
5 Cyl. 720 RPM · 1) 2) 1) 5 Cyl. 900 RPM · # # #
5 Cyl. 750 RPM · 1) 2) 1) 5 Cyl. 1000 RPM · # # #
5 Cyl. 900 RPM · 1) 2) 1) 6 Cyl. 900 RPM · # # #
6 Cyl. 720 RPM · # # # 6 Cyl. 1000 RPM · # # #
6 Cyl. 750 RPM · # # # 7 Cyl. 900 RPM · # # #
6 Cyl. 900 RPM · # # # 7 Cyl. 1000 RPM · # # #
7 Cyl. 720 RPM · # # # 8 Cyl. 900 RPM X X · #
7 Cyl. 750 RPM · # # # 8 Cyl. 1000 RPM X X · #
7 Cyl. 900 RPM · # # # 9 Cyl. 900 RPM X X · #
8 Cyl. 720 RPM · # # # 9 Cyl. 1000 RPM X X · #
8 Cyl. 750 RPM · # # #
8 Cyl. 900 RPM · # # #

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MAN Diesel & Turbo

B 50 00 0 3700084-3.0
G 50 00 0 Combinations of engine- and alternator layout Page 2 (2)

General

water cooled

water cooled

water cooled

water cooled
1-bearing,

1-bearing,

2-bearing,

2-bearing,

1-bearing,

1-bearing,

2-bearing,

2-bearing,
air cooled

air cooled

air cooled

air cooled
L32/40
L27/38 L32/40CR
5 Cyl. 720 RPM · # # # 6 Cyl. 720 RPM · # # #
5 Cyl. 750 RPM · # # # 6 Cyl. 750 RPM · # # #
6 Cyl. 720 RPM · # # # 7 Cyl. 720 RPM · # # #
6 Cyl. 750 RPM · # # # 7 Cyl. 750 RPM · # # #
7 Cyl. 720 RPM · # # # 8 Cyl. 720 RPM X X · #
7 Cyl. 750 RPM · # # # 8 Cyl. 750 RPM X X · #
8 Cyl. 720 RPM X X · # 9 Cyl. 720 RPM X X · #
8 Cyl. 750 RPM X X · # 9 Cyl. 750 RPM X X · #
9 Cyl. 720 RPM X X · #
9 Cyl. 750 RPM X X · #
water cooled

water cooled
1-bearing,

1-bearing,

2-bearing,

2-bearing,
air cooled

air cooled

V28/32S
12 Cyl. 720 RPM X X · 1)
12 Cyl. 750 RPM X X · 1)
16 Cyl. 720 RPM X X · 1)
16 Cyl. 750 RPM X X · 1)
18 Cyl. 720 RPM X X · 1)
18 Cyl. 750 RPM X X · 1)

11.11