L27/38-VBS Project Guide: Four-Stroke Propulsion Engine Compliant With IMO Tier I

L27/38-VBS
Project Guide
Four-stroke Propulsion Engine
compliant with IMO Tier I
Complete manual
date 2012.05.08
MAN Diesel
Project guide Index
L27/38Marine
Text Index Drawing No.
General information 1000
Introduction 100000 1696465-8.3

Project service 109000 1696467-1.1
L27/38 propulsion package 100000 1696400-0.4
Twin-in / single out 100000 1696452-6.0
Environmental aspects 108000 1696432-3.0
Vibration levels 108054 1696433-5.0
NOx emission 108059 1696436-0.0
Propeller equipment 2000
Main dimensions 200010 1696401-2.1

Project planning data 200010 1696402-4.1
Data sheet for propeller 200010 1690706-0.1
Propeller clearance 200010 1696403-6.1
Direction of rotation 200010 1690708-4.1
Fitting Stern Tube - Oil Lubricated 227000 1690709-6.1
Stern tube - Stern tube with epoxy resin 227000 1690710-6.1
Stern tube - standard liners 227000 1696404-8.1
Stern tube - Optional liners 227000 1690713-1.0
Stern tube - Sensors in stern tube 227000 1690714-3.1
Stern tube - Seals 227000 1690715-5.0
Stern tube - Net cutter and net pick-up 227000 1690716-7.0
Stern tube - Cover tubes for twin-screw vessels 227000 1690717-9.0
Oil systems - Servo oil system 227000 1696406-1.1
Oil systems - Stern tube lube oil system 227000 1690719-2.1
Oil systems - Oil tank for forward seal 227000 1690720-2.1
Oil specification for Alpha CPP-systems 227000 1696464-6.0
Oil systems - Lubricating oil system - VBS 227000 1690721-4.0
Propeller shaft and coupling - VBS 219000 1690722-6.1
Intermediate shaft 223000 1696407-3.0
Propeller nozzle - General information 1217000 1690725-1.0
Propeller nozzle - Standard dimensions 1217000 1696408-5.0
Reduction gear 3000
Design features 332000 1696409-7.2

Project planning data - AMG28EV 332000 1696462-2.1
Project planning data - AMG55EV 332000 1696463-4.1
Weight and centre of gravity 332000 1696412-0.2
Foundation 332000 1696413-2.0
PTO on gearbox 332000 1696414-4.1
Servo oil system 340000 1696410-7.2
Shaft brake 382000 1696415-6.0
Packing and preservation 9000
Dispatch condition of engine and reduction gear from MAN Diesel 912000 1699261-3.0
Storage of propeller equipment 912000 1699910-8.1
Storage of electronic equipment 912000 1699912-1.1
Engine 14000
MAN Diesel
Index Project guide
L27/38Marine
Design features 1400000 1696416-8.2

Foundation for engine 1400000 1696451-4.2
Foundation for engine - rigid mounting 1482000 1696422-7.3
Foundation for engine - resilient mounting 1482000 1699866-5.0
Maintenance intervals / service life (MDO) 1400000 1690752-5.1
Maintenance intervals / service life (HFO) 1400000 1690753-7.1
Engine arrangements - examples 1400000 1696427-6.1
List of symbols 1400000 1696424-0.1
Exhaust gas components 1400000 1655210-7.3
Space requirements 1400000 1696425-2.1
Cooling water system 1400000 1694925-0.3
Cooling water system cleaning 000.08 000.08-01
Cooling water inspecting 000.07 000.07-01
Engine cooling water specifications 3.3.7 3.3.7-01
Engine ventilation 1400000 1690751-8.0
Spare parts for restricted service 1487000 1696448-0.0
Spare parts for unrestricted service 1487000 1696449-2.0
Standard tools 1488000 1696450-2.0
Hand tools 1488070 3700067-6.0
Weight and centre of gravity 1402000 1699862-8.1
Fuel oil system 1435000 1690730-9.1
Fuel oil system - MDO 1435000 1696437-2.3
Fuel oil system - HFO 1435000 1696438-4.1
Heavy fuel oil (HFO) specification 3.3.3-01 3.3.3-01
Diesel oil (MDO) specification 3.3.2-01 3.3.2-01
Gas oil / diesel oil (MGO) specification 3.3.1-01 3.3.1-01
Bio fuel specification 3.3.1-02 3.3.1-02
Explanation notes for biofuel 1435000 3700063-9.0
Viscosity-temperature diagram (VT diagram) 3.3.4-01 3.3.4-01
Lubricating oil system 1440000 1694924-9.2
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) 3.3.6-01 3.3.6-01
Specification of lube oil (SAE 40) for operation with gas oil, diesel oil 3.3.5-01 3.3.5-01
(MGO/MDO) and biofuels
Starting air system 1450000 3700212-6.1
Starting air system - Air receiver 1450000 1690735-8.1
Engine pipe connections - 6L27/38 MDO 1400000 1699869-0.0
Engine pipe connections - 6L27/38 HFO 1400000 1699868-9.0
Specifications for intake air (combustion air) 3.3.11 3.3.11-01
Exhaust gas system 1459000 1699864-1.1
Exhaust gas system - Position of gas outlet on turbocharger 1459000 1699861-6.2
Exhaust gas system - Exhaust gas compensator 1459000 1696445-5.0
Exhaust gas system - Exhaust gas boiler 1459000 1696446-7.0
Exhaust gas system - Standard silencer 1459000 1690741-7.0
Local monitoring, control and safety 1475000 1690754-9.1
PTO on engine front 1485000 1696426-4.3
Weights of Main Components 1402000 1694916-6.3
MAN Diesel
Project guide Index
L27/38Marine
Alphatronic 2000 19000
Alphatronic 2000 1900000 1696443-1.0

Remote control system 1900000 1690756-2.0
Power supply and cables 1935600 1690757-4.0
General information
1000
MAN Diesel & Turbo
1696465-8.3
Page 1 (2) Introduction 100000
General
Introduction
Our project guides provide customers and consult- All figures, values, measurements and/or other in-
ants with information and data when planning new formation about performance stated in the project
plants incorporating four-stroke engines from the guides are for guidance only and shall not be used
current MAN Diesel & Turbo engine programme. for detailed design purposes or as a substitute for
On account of the modifications associated with specific drawings and instructions prepared for
upgrading of our project guides, the contents of the such purposes. MAN Diesel & Turbo makes no
specific edition hereof will remain valid for a limited representations or warranties either express or im-
time only. plied, as to the accuracy, completeness, quality or
fitness for any particular purpose of the information
Every care is taken to ensure that all information in contained in the project guides.
this project guide is present and correct.
MAN Diesel & Turbo will issue an Installation Man-
For actual projects you will receive the latest project ual with all project related drawings and installation
guide editions in each case together with our quo- instructions when the contract documentation has
tation specification or together with the documents been completed.
for order processing.
The Installation Manual will comprise all necessary
drawings, piping diagrams, cable plans and specifi-
cations 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 characteristics
of each individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation,
the English text shall prevail.
Original instructions
11.27 - Tier I
MAN Diesel & Turbo
100000 Introduction 1696465-8.3

Page 2 (2)
General
Complete propulsion system
Engine
6 L 23/ 30A- F KV 6 cyl. 4 stroke turbocharged engine
and gear built together (compact)
heavy fuel oil operation
D marine diesel oil operation
engine generation (Pmax 135 bar)
length of stroke: 30 cm (300 mm)
bore 23 cm (225 mm)
engine built inline
number of cylinders
Reduction gear
AMG 11
gearbox series
Alpha Module Gear
39 KV 11 gearbox type
approx power transmission: kW/100
gear type: KV = compact vertical offset
VO = free-standing vertical offset
ratio: Z2/Z1 × 10
Propeller equipment
VB 740
diameter of propeller hub

CP-propeller with monoblock hub
Propeller nozzle
FD 2930 × 0.4
lenght/diameter ratio
inside diameter in mm
FD = Fixed nozzle
RD RD = Steering nozzle
Remote control system

Alphatronic IIA: Electronic control system with optimized automatic load
control and combined or separate pitch and rpm setting.
11.27 - Tier I
MAN Diesel & Turbo
1696467-1.1
Page 1 (1) Project Service 109000
General
Arrangement drawings Contract documentation
Prior to the final engineering stage we need con- Plant Specific Installation Manual
firmed documentation for the project in question
and with the following drawings in our possession: Once the contract documentation has been com-
pleted a Plant Specific Installation Manual will be
Ship lines plan available on the extranet.
Engine room arrangement
Instruction manual
General arrangement
Foundation (re-engining) As part of our technical documentation, an instruction
Exhaust gas system manual will be forwarded. The instruction manual
is tailor–made for each individual propulsion plant
Together with adequate information on the hull our and includes:
Project Engineers are able to carry out arrangement
drawings showing the most suitable location of the Descriptions and technical data
propulsion plant in the ship. Operation and maintenance guidelines
Spare parts plates
The optimum layout of propeller shaftline and bear-
ings, location of Power Take Off (PTO) and execution The manual can be supplied as a printed copy as
of exhaust pipe will be highly considered as well as well as an electronic book in English on CD–ROM.
securing sufficient space for daily maintenance and
major overhauls.
Customer information
Moreover, to assist the naval consultant or the
shipyard in accomplishing arrangement drawings, MAN Diesel & Turbo SE
drawings of our complete propulsion package can Niels Juels Vej 15
be forwarded on CD-ROM or by E−mail direct to you. DK-9900 Frederikshavn
The drawings will be forwarded in DXF− or DWG− Denmark
format in latest version, which can be imported by
most CAD−systems. Phone +45 96 20 41 00
Fax +45 96 20 40 30
Our Project Service from sales to order implementa- E-mail info-frh@mandieselturbo.com
tion comprises fields such as: www.mandieselturbo.com
– Selection of optimum propulsion plants

– Preparation of specific arrangement drawings,
piping diagrams etc
– Lay-out of accessories
– Waste heat recovery
– Installation and alignment guidance
10.39
MAN Diesel & Turbo
1696400-0.4
Page 1 (4) L27/38 propulsion package 100000
L27/38
The concept Installation aspects
The L27/38 is the first of a new generation of MAN The development target and the idea behind the
Diesel engines. Many years of experience with design were to achieve the shortest possible propul-
the propulsion concept, together with customers’ sion system by optimizing the combination of engine,
requirements for reliability, economy and technical flexible coupling and gearbox.
advancement has resulted in this attractive 800 rpm
engine with a cylinder output of 340 kW. Low dismantling height for cylinder head, piston and
cylinder liner is ensured thanks to the marine head
Since year 2005 the L27/38 engines can also be connecting rod.
quoted with a higher cylinder output of 365 kW at
800 rpm. However, the elevated load is only possible The engine front-end box incorporates cooling water
for operation with gas oil according to MAN Diesel pumps, thermostatic valves, lub oil pump, lub oil
specification or with DMX/DMA specification accord- cooler and the automatic lubricating oil filter.
ing to DIN ISO 8217.
100% PTO is possible from either end of the engine
Combined with MAN Diesel’s new gearboxes and in addition a small 50 kW PTO is optional on
(AMG28EV), CP propellers and control systems, the the front-end box for drive of a seawater pump or
L27/38 is a fully integrated propulsion package for similar.
ferries, Ro–Ro vessels, container feeder vessels,
cargo ships, tugs, supply and fishing vessels requir-
ing 2040–3285 kW.
Cylinder unit Charge air cooler

Lub oil cooler
Aut lub oil filter
HT cooling
water pump
Thermostatic valves
LT cooling water pump

Optional 50 kW/2400 rpm PTO
Lub oil pump Optional PTO, 100% engine power
Fig 1 L27/38 propulsion package
09.28
MAN Diesel & Turbo
1696400-0.4
100000 L27/38 propulsion package Page 2 (4)
L27/38
The turbocharger is located on the engine’s aft-end The engine can be delivered for clockwise rotation
box utilising the space above the compact gearbox, (standard) or anticlockwise rotation, seen from the
resulting in a very low exhaust gas outlet flange flywheel end.
position.
C
D 445
Diameter
1693 (2689) 820 905
2279 (3071) B
L M S W A
Figures in brackets for

reduction gear AMG55EV
G
H
1960
530
(900)
700
780
1452
1500
Fig 2 Main dimensions
09.28
MAN Diesel & Turbo
1696400-0.4
Page 3 (4) L27/38 propulsion package 100000
L27/38
Standard programme L27/38-VO – Open free running propeller
Engine type Reduction gear Propeller Dimensions in mm
Output mcr Series Type Hub Speed Diam

at 800 rpm type rpm mm A B C D G H L M W-min
6L27/38 AMG28EV 31VO20 VBS740 256 2650 6229 3692 5070 1940 1166 2267 569 655 1300
2040 kW 39VO20 VBS740 208 2950 6229 3962 5070 1940 1166 2267 569 655 1300
2775 bhp 45VO30 VBS860 177 3200 6229 3962 5070 1940 1166 2267 653 743 1400
56VO28 VBS860 145 3500 6229 3962 5070 1940 1166 2267 653 743 1400

AMG55EV 60V055 VBS860 133 3650 7033 3962 5070 1940 1166 2267 653 743 1400
7L27/38 AMG28EV 31VO20 VBS740 256 2800 6674 4407 5515 1940 1166 2267 569 655 1300
2380 kW 39VO20 VBS860 208 3100 6674 4407 5515 1940 1166 2267 653 743 1400
3235 bhp 45VO30 VBS860 177 3350 6674 4407 5515 1940 1166 2267 653 743 1400
56VO28 VBS860 145 3650 6674 4407 5515 1940 1166 2267 653 743 1450

AMG55EV 60V055 VBS980 133 3800 7478 4407 5515 1940 1166 2267 746 806 1500
8L27/38 AMG28EV 31VO20 VBS860 256 2900 7119 4852 5960 1940 1256 2237 653 743 1400
2720 kW 39VO30 VBS860 208 3200 7119 4852 5960 1940 1256 2237 653 743 1400
3700 bhp 45VO30 VBS860 177 3450 7119 4852 5960 1940 1256 2237 653 743 1450
50VO30 VBS860 161 3600 7119 4852 5960 1940 1256 2237 653 743 1450

AMG55EV 60V055 VBS980 133 3950 7923 4852 5960 1940 1256 2237 746 806 1500
9L27/38 AMG28EV 31VO30 VBS860 256 3000 7563 5263 6405 1940 1268 2427 653 743 1400
3060 kW 39VO30 VBS860 208 3300 7563 5263 6405 1940 1268 2427 653 743 1400
4160 bhp 45VO30 VBS860 177 3550 7563 5263 6405 1940 1268 2427 653 743 1400
50VO30 VBS980 161 3700 7563 5263 6405 1940 1268 2427 746 806 1500

AMG55EV 60V055 VBS980 133 4050 8334 5263 6405 1940 1268 2427 746 806 1550
The propeller diameter is optimised at 85% MCR, 98% rpm and 14.0 kn.
the strength calculation is made at 100% MCR, 100% rpm and 14.5 kn.
The propeller is calcualted according to DnV, No Ice.
09.28
MAN Diesel & Turbo
1696400-0.4
100000 L27/38 propulsion package Page 4 (4)
L27/38
MAN B&W four-stroke standard propulsion program
L27/38 with AMG28E & VBS - Ducted Propeller
Engine type Reduction gear Propeller Dimensions in mm
Output mcr Series Type Hub Speed Diam

at 800 rpm type rpm mm A B C D G H L M W-min
6L27/38 AMG28E 31VO20 VBS740 256 2500 6229 3962 5070 1940 1166 2267 569 655 1300
2040 kW 39VO20 VBS740 208 2800 6229 3962 5070 1940 1166 2267 569 655 1300
2775 bhp 45VO30 VBS860 177 3100 6229 3962 5070 1940 1166 2267 653 743 1400
56VO28 VBS860 145 3450 6229 3962 5070 1940 1166 2267 653 743 1400
AMG55EV 60V055 VBS980 133 3600 7033 3962 5070 1940 1166 2267 653 743 1400
7L27/38 AMG28E 31VO20 VBS740 256 2600 6674 4407 5515 1940 1166 2267 569 655 1300
2380 kW 39VO20 VBS740 208 2900 6674 4407 5515 1940 1166 2267 569 655 1400
3235 bhp 45VO30 VBS860 177 3200 6674 4407 5515 1940 1166 2267 653 743 1400
56VO28 VBS860 145 3600 6674 4407 5515 1940 1166 2267 653 743 1900
AMG55EV 60V055 VBS980 133 3750 7478 4407 5515 1940 1166 2267 746 806 1500
8L27/38 AMG28E 31VO20 VBS740 256 2650 7119 4852 5960 19400 1256 2237 569 655 1400
2720 kW 39VO30 VBS860 208 3000 7119 4852 5960 1940 1256 2237 653 743 1400
3700 bhp 45VO30 VBS860 177 3300 7119 4852 5960 1940 1256 2237 653 743 1450
50VO30 VBS860 161 3550 7119 4852 5960 1940 1256 2237 653 743 1450

AMG55EV 60V055 VBS980 133 3900 7923 4852 5960 1940 1256 2237 746 806 1500
9L27/38 AMG28E 31VO30 VBS740 256 2700 7563 5263 6405 1940 1268 2427 569 655 1400
3060 kW 39VO30 VBS860 208 3050 7563 5263 6405 1940 1268 2427 653 743 1400
4160 bhp 45VO30 VBS860 177 3350 7563 5263 6405 1940 1268 2427 653 743 1400
50VO30 VBS980 161 3600 7563 5263 6405 1940 1268 2427 746 806 1500

AMG55EV 60V055 VBS980 133 4000 8334 5263 6405 1940 1268 2427 746 806 1550
the strength calculation is made at 100% MCR, 100% rpm and 14.0 kn.
The propeller is calcualted according to DnV, No Ice.
09.28
MAN Diesel & Turbo
1696452-6.0
Page 1 (1) Twin-In / Single out 100000
L27/38
In case of Twin-In / Single out configuration, the
CP-propeller must be supplied with a ODF servo oil
distribution unit and a separate Hydra Pack.
Hydraulic Hydra Pack
Oil Distributor Box
VBS740 - ODF180
VBS860 - ODF180
VBS980 - ODF180
Please contact the Sales Department.
04.46
MAN Diesel & Turbo
1696432-3.0
Page 1 (1) Environmental aspects 108000
L27/38
A low burden on the environment as well as a low Airborne noise level
noise and vibration level have been paid great atten- is valid for 8L27/38 on testbed. However, the noise
tion during design of the propulsion engine – without spectrum for other cylinder numbers will only differ
loosing the goal: slightly.
A high power density, low fuel oil consumption and Exhaust gas noise level (free exhaust)
yet fulfilling legal emission requirements. is intended for calculation of the silencer and noise
attenuation.
Vibration levels
The engine can be installed resiliently by means of Surface temperatures
bolted-on brackets and rubber mounts. These are proves the effective shielding of hot areas on the
easy to implement and do not require modification engine.
of the engine except for installation of flexible con-
nections. The highly elastic rubber coupling between NOx emission
engine and gearbox will usually be capable of allowing The NOx emission from L27/38 is well below the IMO
the radial movements. limits, valid from January 2000 – without affecting
the specific fuel oil consumption (SFOC).
The page “Vibration levels” shows a comparison of
vibration levels between a rigidly and a resiliently
installed engine, measured on testbed.
04.04
MAN Diesel & Turbo
1696433-5.0
Page 1 (2) Vibration levels 108054
L27/38
8 ENV 03
Rigidly mounted engine Resiliently mounted engine
Fig 1 Mounting of engine
04.04
MAN Diesel & Turbo
1696433-5.0
108054 Vibration levels Page 2 (2)
L27/38
Vibration levels measured on testbed for 8L27/38
Rigid mounting Resilient moutning – Rubber design
Component/ Measuring V(RMS) V(RMS) Component/ Measuring VRMS) V(RMS

measuring level point (mm/s) (mm/s) measuring level point (mm/s) (mm/s)
limit limit
Engine Engine
– cylinder head 1; cyl. 8, ht 16.3 35 – cylinder head 4; cyl. 1, ht 14.4 35
– frame up. edge 2; cyl. 4, ve 6.7 35 – frame up. edge 5; cl. 1, ve 9.2 35
– frame low. edge 3; cyl. 4, ht 1.2 35 – frame low. edge 6; cyl. 1, ve 9.3 35
Charging air manifold Charging air manifold

– upper edge 7; cyl. 8, ht 16.5 35 – upper eedge 8; cyl. 1, ht 15.5 35
Component/ Measuring a a limit Component/ Measuring a a limit

measuring level point (g) (g) measuring level point (g) (g)
Charging air cooler Charging air cooler

– upper edge 1.9 2 – upper edge 1.5 2
Turbocharger Turbocharger
– compressor 10; ht 2.2 3 – compressor 10; ht 2.1 3
Governor Governor
– feet 11; ax 1.8 8 – feet 11; ht 1.9 8
7 8 10 4 5 2 1 ve
ve ht ax
ht
11
6 3
Fig 2 Measuring points
04.04
MAN Diesel & Turbo
1696436-0.0
Page 1 (1) NOx emission 108059
L27/38
NOx emission from Marine Diesel Engines

Test cycles E2 and E3 in accordance with ISO 8178 part 4
18,00
8L27/38 [ 340 kW/cyl. ]
16,00
Specific NOx emission ISO weighted [g/kWh]
14,00
12,00
27/38 [ E3 ]
10,00
27/38 [ E2 ]
8,00
Low speed engines Medium speed engines High speed engines
6,00
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
Rated engine speed [ rpm]
Source: Shop test 8L27/38
TC NR29/S022 IMO limit curve for NOx emission 27/38 [ E3 ] 27/38 [ E2 ]
Fig 1 NOx emission
04.04
Propeller equipment
2000
MAN Diesel & Turbo
1696401-2.1
Page 1 (1) Main dimensions 200010
L27/38
W-minimum These S and W-measurements are required, before
we can proceed with production of the propeller
The dimension “W-min” is indicated to enable the equipment.
engine and reduction gearbox to be located as far
aft in the engine room as possible. Without these two dimensions it is impossible to
prepare the drawings for the workshop.
S dimension It is also very important to know, if the stern tube has

to be rough or finished machined.
The S dimension is the stern tube length tailor made
to the vessel.
Bulkhead
Diameter
A
B
L M S W-min
Engine Gear Hub Prop A B E L M W-min

type type type Diam. mm mm mm mm mm mm
6L27/38 31VO20 VBS740 2650 580 355 595 569 661 1300
39VO20 VBS740 2950 580 355 595 569 661 1300
45VO30 VBS860 3200 670 385 640 653 722 1330
56VO28 VBS860 3500 670 415 640 653 722 1400
60VO55 VBS860 3650 670 415 640 653 722 1400
7L27/38 31VO20 VBS740 2800 580 355 595 569 661 1300
39VO20 VBS860 3100 670 385 640 653 722 1330
45VO30 VBS860 3350 670 385 640 653 722 1330
56VO28 VBS860 3650 670 415 640 653 722 1400
60VO55 VBS980 3800 760 475 650 746 814 1500
8L27/38 31VO20 VBS860 2900 670 385 640 653 722 1330
39VO30 VBS860 3200 670 385 640 653 722 1330
45VO30 VBS860 3450 670 415 640 653 722 1400
50VO30 VBS860 3600 670 415 640 653 722 1400
60VO55 VBS980 3950 760 475 650 746 814 1500
9L27/38 31VO30 VBS860 3000 670 385 640 653 722 1330
39VO30 VBS860 3300 670 415 640 653 722 1400
45VO30 VBS860 3550 670 415 640 653 722 1400
50VO30 VBS980 3700 760 415 650 746 814 1500
60VO55 VBS980 4050 760 475 650 746 814 1500
Fig 1 Main dimensions
05.02
MAN Diesel & Turbo
1696402-4.1
Page 1 (3) Project planning data 200010
L27/38
Standard propeller plants Optimising the propeller equipment
A complete range of propulsion systems has been We have the facilities and expertise to design and
developed to enable the selection of an optimum supply a propulsion package, optimized to a cus-
solution. tomer’s specific requirements provided adequate
data is available.
The range is particularly suitable for selecting the
right combination of engine, gearbox and propeller The design of the propeller, giving regard to the
equipment in the project stage. The condition chosen main variables which include diameter, rpm, area
for optimisation is characterised by: ratio etc, is determined by the requirements for
maximum efficiency and minimum vibrations and
Dim. Open Ducted noise levels.
propellers propellers
Engine power % 85 85 The chosen diameter should be as large as the hull
Engine revolutions % 98 98 can accommodate, allowing the propeller revolutions
Ship speed knots 14 4 to be selected according to optimum efficiency. The
optimum propeller revolutions corresponding to the
The dimensioning of the equipment is carried out at chosen diameter can be found from fig 1 for a given
100% MCR according to the rules of classification reference condition.
societies without ice class notation.
For a specific plant please fill in the page “Project
In case the optimisation criteria deviate consider- layout data”.
ably
from the table above or the vessel has an ice class
notation, please do contact us for a detailed calcu-
lation.
r/min
Propeller diameter mm
75
7000 100
125
6000
150
175
5000
200
250
4000 300
350
3000 400
2000
1000
1000 3000 5000 7000 9000 11000 13000 15000

Engine power kW
Fig 1 Optimum propeller diameter – open propeller 14 knots
04.48
MAN Diesel & Turbo
1696402-4.1
200010 Project planning data Page 2 (3)
L27/38
Four-Stroke standard propulsion programme – open propeller
Engine Gearbox Gearbox Propeller Hub Propeller Coupling

type series type speed type diameter flange
(rpm) (mm) type

6L27/38 AMG28EV 31VO20 254 VBS740 2650 ∅200
2040 kW 39VO20 208 VBS740 2950 ∅200
45VO30 177 VBS860 3200 ∅225
56VO28 145 VBS860 3500 ∅250
AMG55EV 60VO55 133 VBS860 3650 ∅250

7L27/38 AMG28EV 31VO20 256 VBS740 2800 ∅200
2380 kW 39VO20 208 VBS860 3100 ∅225
45VO30 177 VBS860 3350 ∅225
56VO28 145 VBS860 3650 ∅250

AMG55EV 60VO55 133 VBS980 3800 ∅280

8L27/28 AMG28EV 31VO20 256 VBS860 2900 ∅225
2720 kW 39VO30 208 VBS860 3200 ∅225
45VO30 177 VBS860 3450 ∅250
50VO30 161 VBS860 3600 ∅250

AMG55EV 60VO55 133 VBS980 3950 ∅280
9L27/38 AMG28EV 31VO30 256 VBS860 3000 ∅225

3060 kW 39VO30 208 VBS860 3300 ∅250
45VO30 177 VBS860 3550 ∅250
50VO30 161 VBS980 3700 ∅280

AMG55EV 60VO55 133 VBS980 4050 ∅280
The strength calculation is made at 100% MCR, 100% rpm and 14.5 kn.
The propeller is calculated according to DnV, No ice with high skew.
04.48
MAN Diesel & Turbo
1696402-4.1
Page 3 (3)
Project planning data 200010
L27/38
Four-Stroke standard propulsion programme – ducted propeller
Engine Gearbox Gearbox Propeller Hub Propeller Coupling Bollard

type series type speed type diameter flange pull
(rpm) (mm) type (tons)

6L27/38 AMG28EV 31VO20 256 VBS740 2500 ∅200 34.4
2040 kW 39VO20 208 VSB740 2800 ∅200 37.6
45VO30 177 VBS860 3100 ∅225 40.3
56VO28 145 VBS860 3450 ∅250 43.4
AMG55EV 60VO55 133 VBS980 3600 ∅250 44.7

7L27/38 AMG28EV 31VO20 256 VBS740 2600 ∅200 39.1
2380 kW 39VO20 208 VBS740 2900 ∅225 42.7
45VO30 177 VBS860 3200 ∅225 45.6
56VO28 145 VBS860 3600 ∅280 49.4
AMG55EV 60VO55 133 VBS980 3750 ∅280 50.8

8L27/38 AMG28EV 31VO20 256 VBS740 2650 ∅225 43.3
2720 kW 39VO30 208 VBS860 3000 ∅225 47.7
45VO30 177 VBS860 3300 ∅250 50.9
50VO30 161 VBS860 3550 ∅250 53.3
AMG55EV 60VO55 133 VBS980 3900 ∅280 56.9
9L27/38 AMG28EV 31VO30 256 VBS740 2700 ∅225 47.5

3060 kW 39VO30 208 VBS860 3050 ∅250 52.2
45VO30 177 VBS860 3350 ∅250 55.7
50VO30 161 VBS980 3600 ∅280 58.3
AMG55EV 60VO55 133 VBS980 4000 ∅280 62.6
The strength calculation is made at 100% MCR, 100% rpm and 14.0 kn.
The propeller is calculated according to LRS, No Ice.
04.48
MAN Diesel & Turbo
1690706-0.1
Page 1 (2) Propeller Layout Data 200010
L21/31
L27/38
Project : _______________________________________________________
Type of vessel : _______________________________________________________
S W I
D
For propeller layout please provide the following information:
1. S : ________ mm W : ________ mm I : ________ mm (as shown above)

D : ________ mm
2. Stern tube and shafting arrangement layout
3. Stern tube mountings: Epoxy mounted ___ or interference fitted ___
4. Propeller aperture drawing
5. Copies of complete set of reports from model tank test (resistance test, self-propulsion test and
wake measurement).
In case model test is not available section 10 must be filled in.
6. Drawing of lines plan
7. Classification society: _______________ Notation:_________
Ice class notation : _______________
8. Maximum rated power of shaft generator : __________ kW
9. To obtain the highest propeller efficiency please identify the most common
service condition for the vessel:
Ship speed : __________ kn. Engine service load : __________ %
Service/sea margin : __________ % Shaft gen. service load : __________ kW
Draft : __________ m
04.50
MAN Diesel & Turbo
1690706-0.1
200010 Propeller Layout Data Page 2 (2)
L21/31
L27/38
10. Vessel Main Dimensions (Please fill-in if model test is not available)
Symbol Unit Ballast Loaded

Length between perpendiculars LPP m
Length of load water line LWL m
Breadth B m
Draft at forward perpendicular TF m
Draft at aft perpendicular TA m
Displacement s m3
Block coefficient (LPP) CB -
Midship coefficient CM -
Waterplane area coefficient CWL -
Wetted surface with appendages S m2
Centre of buoyancy forward of LPP/2 LCB m
Propeller centre height above baseline H m
Bulb section area at forward perpendicular AB m2
11. Comments : _____________________________________________________________
_________________________________________________________________
_________________________________________________________________
_________________________________________________________________
Date:_________________________ Signature:___________________________
04.50
MAN Diesel & Turbo
1696403-6.1
Page 1 (1) Propeller clearance 200010
L27/38
To reduce emitted pressure impulses and vibrations In twin-screw ships the blade tip may protrude below
from the propeller to the hull, MAN B&W Alpha the base line.
recommend a minimum tip clearance as shown in
fig 1.
For ships with slender aft body and favourable inflow

conditions the lower values can be used whereas full
after body and large variations in wake field cause
the upper values to be used.
Y
D
X
2 P04-AMG28E
Baseline
Hub Dismantling High skew Non-skew Baseline

of cap propeller propeller clearance
X mm Y mm Y mm Z mm
VBS740 250
VBS860 265 15-20% of D 20-25% of D Mininum 50-100
VBS980 325
Fig 1 Recommende tip clearance
04.48
MAN Diesel & Turbo
1690708-4.1
Page 1 (1) Direction of rotation 200010
L21/31
L27/38
Definitions This solution will normally give the propellers the
highest efficiency, because the flow around the stern
The direction of rotation is defined seen from aft. The of most vessels will favour this direction of rotation.
normal direction is anticlockwise for the propeller.
Opposite rotating direction can also be supplied by However, it is not possible to give an opinion con-
changing direction of the engine. cerning this, unless model tests are carried out for
the specific vessel.
Twin-screw propulsion plants The configuration in fig 2 is recommended for ice-

breakers, river craft or the like, which operate in areas
The direction of rotation of the propellers for twin- prone to dunnage, trees, ice etc floating in the water.
screw propulsion plants can be chosen in two ways,
as shown in fig 1 and fig 2. Outward turning propellers will tend to throw out
foreign matter rather than wedging it in.
Usually, we recommend the propellers to turn towards
each other at the top.
PS SB PS SB
port side starboard port side starboard
Fig 1 Inward turning propellers Fig 2 Outward turning propellers
04.46
MAN Diesel & Turbo 227000
The stern tube is designed to be installed from aft. It is of welded construc-
XXX
Fitting stern tube - oil lubricated
tion and machined. A 5 mm fitting allowance is left for final installation
machining.
The stern tube is delivered with stern tube liners fitted. Guard, alignment
/ welding ring, sealing flange, adapter ring, oilbox, gaskets, bolts, gravity
tank and valves are also included in the supply.
Installation
The stern tube must be fitted with a tight fit. The propeller boss is measured
and the stern tube is finished with an interference of 0.02 - 0.05 mm.
If the bore in the boss is rough or out of round then the bore should be
lighter. The contact face of the boss for the stern tube flange has to be flat
and square to shaft line, so a leak-proof assembly is obtained. The bore
is chamfered.
The stern tube with gasket is pressed into position, the oil grooves of the
stern tube bearings being in horizontal position.
The alignment / welding ring and the sealing flange is fitted on the forward
end of the stern tube. The adapter ring is mounted on the forward end of
the stern tube, and the oilbox is mounted to.
The installation length for the stern tube is checked - it should not deviate
by more than S-dimension ± 5.0 mm
Molykote GN is applied to the bolts before tightening in to the required
torque.
Bearing temperature sensors may be required by more of the classification
societies, and fitted in the stern tube.
type Mk.5
Propeller
2005-03-07
Description
S
Product
Alpha
Fig 1 Assembled stern tube - oil lubricated
Doc-ID: 1690709-6.1 1 (3)

MAN Diesel & Turbo
Pressing force for stern tube

The following formula can be used for calculating of the approx. force
required:
F=
(p × E × m)
2
( 2
× L 1 – (d/D) × U)

F = Pressing force in Newton

E = 210,000 N/mm2
m = 0.15 (steel/steel)
d = Inside diameter at the stern tube (mm)
D = Outside diameter at the stern tube (mm)
L = Total length of the carrying outside diameter of the stern tube (mm)
U = Interference fit between the inside diameter of the stern boss and
the outside diameter of the stern tube
Stern Boss
1 2 3 4 5 6 7 8 9
1. Stern tube
2. Gasket
Oil groove 3. Alignment/Welding ring
4. Sealing ring
Alpha Propeller Mk.5
5. Sealing flange
6. Gasket
7. Adapter ring
2005-03-07
Description
8. Gasket
Seen from A 9. Oilbox
2 (3) Doc-ID: 1690709-6.1

MAN Diesel & Turbo
Epoxy chocks
XXX
Stern tube and oil box may be located in epoxy resin but precautions to
provide adequate cooling of the stern tube may be necessary.
The use of epoxy resin has to be acceptable to the owner and MAN Diesel
& Turbo, whilst the installation and design have to be approved by the clas-
sification society involved.
Maintenance
The stern tube requires no maintenance, but care should be taken that the
lubricating oil is not contaminated by water or impurities. With good lubri-
cation the life of the white-metal bearings can be 100,000 hours or more.
The max permissible wear is 1.5 mm.
The clearance of a new stern tube bearing is indicated in the table below
where A = shaft diameter and D = inside diameter of stern tube bearing.
A = 100 – 200 mm
D = A + 0.5 –+ 00.05
A = 201 – 300 mm
D = A + 0.6 –+ 00.05
A = 301 – 400 mm
D = A + 0.7 –+ 00.05
A = 401 – 500 mm
D = A + 0.8 –+ 00.15
A = 501 – 600 mm
D = A + 0.9 –+ 00.15
Stern tube liners delivered separately

When supplying loose stern tube liners they have to be fitted with the fol-
lowing press fit:
Outside diameter liner 100-300 300-700
Interference +0.02 to +0.03 to
+0.03 +0.05
type Mk.5
Propeller
2005-03-07
Description
Product
Alpha
Doc-ID: 1690709-6.1 3 (3)

Stern tube with epoxy resin
Epoxy mounted stern tube

The stern tube can be installed with epoxy resin. See fig 1. Precautions have
to be taken in order to provide sufficient cooling of the stern tube bearings.
The forward end of the stern tube is supported by an alignment ring which
is to be welded to the forward end of the propeller boss. It is not necessary
to secure the oil box with epoxy resin, while it is supplied with a combined
welding/alignment ring.
The area and the surface pressure on the resin must be calculated from
case to case.
The casting must be in accordance with the recommendations of the epoxy
supplier.
Fig 1
Stern tube
Boss - Yard supply

Oil box
Alignment
ring
Stern tube with epoxy resin Alpha Propeller Mk.5

2011-06-06
Description
Doc-ID: 1690710-6.2 1 (1)

MAN Diesel & Turbo
1696404-8.1
Page 1 (1) Stern tube 227000
L27/38
Standard liners
The stern tube is provided with forward and aft white- A thermometer for the forward bearing is standard
metal liners, fig 1. delivery.
Sensors for bearing temperature can be mounted,

if required.
Lead-based
white metal
A
D
E
Cast iron
C F
2 P18
Stern tube bush - AFT Stern tube bush - FORE
AFT diameter A B C FORE diameter D E F

of tailshaft mm mm mm of tailshaft mm mm mm
220 300 296 485 215 295 291 175

232 312 308 510 227 307 303 180
236 316 312 520 231 311 307 185
242 322 318 535 237 317 313 190
248 328 324 545 243 323 319 195
249 329 325 550 244 324 320 195
252 332 328 505 247 327 323 200
260 340 336 575 255 335 331 205
262 342 338 580 257 337 333 205
266 346 342 585 261 341 337 210
270 350 346 595 265 345 341 215
274 354 350 605 269 349 345 215
280 360 356 620 275 355 351 220
283 363 359 625 278 358 354 225
285 365 361 630 280 360 356 225
288 368 364 635 283 363 359 225
294 374 370 650 289 369 365 231
301 381 377 665 296 376 372 235
313 393 389 690 308 388 384 246
Fig 1 Stern tube white-metal liners
05.18
MAN Diesel & Turbo
1690713-1.0
L21/31
L27/38
Optional liners These are used mostly when the stern tube is wa-
ter lubricated. Some types can also be used for oil
We have several years of experience in installing lubricated stern tubes.
other types of stern tube arrangements.
Where required, the propeller plant can be equipped

with rubber liners for sea water lubricated stern tube,
see fig 1.
Cooling water
2 P10-AMG28E
Fig 1 Water lubricated stern tube − example
03.30
MAN Diesel & Turbo
1690714-3.1
L21/31
L27/38
Sensors in stern tube
The propulsion plant is equipped with a number The sensors are designed for replacement without
of sensors which via the alarm plant warn against redrawing of shaft.
abnormal operating conditions which may lead to
breakdown. On/off sensors are usually connected in such a way
that in case of alarm the switch will break, ie they are
The sensors can be either of the on/off type or analog, prepared for connection to a “closed circuit” alarm plant.
depending on the alarm plant.
Cable pipe
Support pipe for
View B-B cable pipe, located
between fore and
aft bearing
A
Cable pipe
Pt 100 sensor-TE3952 Aft stern tube Terminal box

(option) bearing
TI3951-
View A-A Thermometer
B
2 P17
Pt 100 sensor-
B TE3951 (option)
Fig 1 Sensors in stern tube − example
05.46
MAN Diesel & Turbo
1690715-5.0
L21/31
L27/38
Seals
As standard, the stern tube is provided with forward Optionally split seals, face seals and pollution free
and aft stern tube seals of the lip ring type with three seals can be supplied on request.
lip rings in the aft seal and two lip rings in the forward
seal, fig 2.11.
2032418-7.0
Aft stern tube seal Fore stern tube seal
Fig 2.11 Stern tube seals
03.30
MAN Diesel & Turbo
1690716-7.0
L21/31
L27/38
Net cutter and net pick−up
To avoid fishing lines and nets being wound−up by

the rotating propeller and causing damage to the
stern tube seal, two precautions can be taken.
By installing net cutters, a first barrier which will try to

cut the net and line into smaller pieces is established.
The net cutters consist of 4 knives (fig 1 and 3) which

are welded to the non-rotating boss tube of the stern
2 P14
and overlap the rotating part of the propeller.
Depending on the direction of rotation the knives Fig 2 Net pick−up

o
should be installed angled 12−15 to the shaft axis
o
and positioned 90 apart.
A second barrier may be applied by installing a net Installation

pick-up (fig 2) which will wind−up the net before it
reaches the stern tube seal, in case the lines are Installation of propeller equipment into the ship’s
able to pass the net cutters. The pick-up is placed hull shows many different solutions depending on
under the protection cover at the fore-end of the installation requirements from the ship yard and the
propeller hub. ship owners operational demands.
We have the expertise and knowledge of all the

different possible stern tube installations to meet
specific wishes and requirements.
12-15°
12-15°
2 P12
Fig 1 Net cutter knives Fig 3 Net cutter knives

anti clockwise propeller rotation clockwise propeller rotation
03.30
MAN Diesel & Turbo
1690717-9.0
L21/31
L27/38
Cover tubes for twin-screw vessels
Different combinations of cover tube designs can be

supplied on request. See example fig 1.
Propeller side Gearbox side
See detail
A-bracket
Guide for covertube Sterntube

2 P15
Fig 1 Cover tube design
03.30
MAN Diesel & Turbo
1696406-1.1
Page 1 (2) Oil systems 227000
L27/38
Servo oil system
P2 PT PT
3253 2230
4
PT
3252
5
7
3 PT
2221
10
9
PSH
2222
LSL
2206
SERVO RETURN
SERVO FORWARD
SERVO ASTERN
CLUTCH OUT
CLUTCH IN
TE
2245
2
ALPHA REDUCTION GEAR
**
TO LUBRICATING
TE TE TE TE TE
2240 2241 2242 2243 2246
P1
TE
2244
1
E4
PSL 6
2231
TE E5
2231
PT
2231A
PT
2231B
Fig 1 Oil diagram
09.27
MAN Diesel & Turbo
1696406-1.1
227000 Oil systems Page 2 (2)
L27/38
Connections: See install. arr. Item Description

E4 Cooling water to cooler
1 Prefilter for pump
E5 Cooling water from cooler
P1 Stand-by pump - suction 2 Oil pump
P2 Stand-by pump - pressure 3 Non-return valve
4 Non-return valve
* = Not built on 5 Valve unit

** = Only for EMG55EV 6 Oil cooler
7 High pressure filter

8 Prefilter for stand-by pump
9 Oil stand-by pump*
10 Low pressure filter
09.27
MAN Diesel & Turbo
1690719-2.1
L21/31
L27/38
Stern tube lub oil system
In order to prevent sea water penetration, the system piping connections, and a flange where a level alarm
is kept under static pressure by the gravity tank placed (LSL3954) can be mounted.
above normal load water line in accordance with the
stern tube seal manufacturer’s recommendations.
The gravity tank in fig 1 is equipped with level glass,
Level alarm low
Gravity tank for

stern tube,
capacity : 75 l
Venting
tank
H
Pressure control system for outboard seal.

Load water line
"Optional" Simplex SC2000 - 400 and larger. BWL
Oil tank for outboard
seal, capacity: 30 l
Max
Pressure control
oil to chamber II Min
IN THE AFT SEAL.
TANK
BWL
Overflow
To be closed
H
H
in dry-dock
Sectional view
of oil box
C.L. prop. shaft
Connections for temperature

sensor for aft bearing
See formula in the manual for the stern
Oil in tube seal for calculation of H TANK
Drain
Lubricating oil system for stern tube
Fig 1 Lub oil diagram
05.17
MAN Diesel & Turbo
1690720-2.1
L21/31
L27/38
Oil tank for forward seal
The oil tank fig 1 is equipped with level glass and

piping connections.
Max. level Oil tank for inboard

seal, capacity: 15 l
Min. level
500 - 600
Oil system for inboard stern tube seal
Fig 1 Sectional view of inboard stern tube seal
05.17
MAN Diesel & Turbo
1696464-6.0
Page 1 (1) Oil specification for Alpha CPP-systems 227000
L21/31
L27/38
General information Note II: In case of continuous operation in cold wa-
ters, it is recommended to use ISO VG100/SAE30
For both the servo oil system (only VBS-types) as oil for the system.
well as the stern tube/shaft seal system, only single
grade mineral oil is accepted. Note III: For the servo oil system, permitted con-
tamination class is 10 (NAS1638), 21/19/16
(ISO4406:1999), 11 (SAE AS4059:D) and recom-
Viscosity limits mended filtration rating is10-20 µm.
For both systems the maximum water content is
The kinematic viscosity @ 40°C of the oil used must 5%.
be in the range 80 - 200 cSt according to ISO.
Note IV: Normally it will be possible to choose an
oil,which fulfils the demands for both the CPP sys-
ISO & SAE classification tem, the engine and/or the gearbox.
ISO Viscosity Grade 100 & 150 (90 - 165 cSt) as

well as SAE 30 & 40 (approx 80 - 200 cSt) is ac- IMPORTANT
cepted. A mix of these two viscosity grades is also
accepted. In the contractual warranty period for the CPP
equipment, the oil used must fulfil the above speci-
fications. Any deviation will only be allowed provid-
Notes ed a written acceptance is given by MAN Diesel.
Further we undertake no responsibility for difficul-
Note I: The oil for the stern tube/shaft seal system ties that might be caused by the oil itself.
must be chosen also in accordance with the ap-
proved oil list from the shaft seal manufacturer/sup-
plier.
09.28
MAN Diesel & Turbo
1690721-4.0
L21/31
L27/38
Lubricating oil system All our propellers with seals of the lip ring type op-
erate on lub oil type SAE 30 or SAE 40 − usually
The stern tube and hub lubrication is a common the same type of lubricating oil as used in the main
system. The stern tube is therefore kept under static engine and reduction gear.
oil pressure by a stern tube oil tank placed above
sea level, see fig 1. In case of operating in cold waters it is recommended
to use SAE 30 lub oil.
Oil tank forward seal

Stern tube oil
tank
Lip ring seals

2 P16-AMG28E
Fig 1 VBS − Lub oil system
03.31
MAN Diesel & Turbo
1690722-6.1
Page 1 (2) Propeller shaft and coupling 219000
L21/31
L27/38
Propeller shaft and coupling
The propeller hub and shaft are supplied assembled, L = 450 shaft diameter (mm)
with the aft seal fitted, fig 1.
L : maximum bearing distance
The propeller blades can be supplied fitted depending
on propeller size and transport facilities. For twin screw ships with open shaft line arrange-
ment supported by struts the distance between the
The tailshaft can only be installed from the aft end. aft and second aft bearing should not exeed 20 times
the shaft diameter.
Standard tailshafts can be supplied up to a length
of 14 m, longer on request. In plants with long shaft- For easy alignment of the propeller shaftline, align-
lines, the max distance between the intermediate ment calculations are made and a drawing with
journal bearings can be estimated by means of the instructions is supplied for all propulsion plants.
following formula provided the propeller speed is
below 350 r/min.
Wear-ring
O-ring
Fig 1 Propeller hub/shaft mounting
04.50
MAN Diesel & Turbo
1690722-6.1
219000 Propeller shaft and coupling Page 2 (2)
L21/31
L27/38
Hydraulic coupling flange For assembling or dismantling we recommend to use
SAE30 oil.To facititate mounting at low temperatures,
o
The flange diameter of the coupling matches the the coupling can be heated to approx 20 C.
counter part of the gearbox flange. This type of
coupling uses a special shrink fitted mounting. High
pressure oil of more than 2,000 bar is injected be- Special shaft arrangements
tween the muff and the coupling flange by means
of the injectors. By increasing the pressure in the We have several years of experience in special shaft
annular space C, with the hydraulic pump, the muff arrangements:
is gradually pushed up the cone.
Pendulum ferries
Longitudinal placing of the coupling flange as well Supply and anchor handling vessels
as final push−up of the muff is marked on the shaft Sailing ships
and muff. Ferries
Injectors
Venting
screw Muff
100 mm
A ....
A ....
Mark on shaft
Distance for push-up

stamped on coupling
muff
Hydr. pump
Fig 2 Fitting hydraulic coupling flange - Type ODG
04.50
MAN Diesel & Turbo
1696407-3.0
Page 1 (1) Intermediate shaft 223000
L27/38
Bulkhead seal
Journal bearing
VBS
propeller
Detail A Detail B
Intermediate shaft with servo
Hydraulic oil pipe for VBS propeller.
coupling To be specified by the customer
Servo pipe
2 P21-AMG28E
Detail A Detail B
Fig 1 Intermediate shaft – example
04.04
MAN Diesel & Turbo
1690725-1.0
Page 1 (2) Propeller nozzle 1217000
L21/31
L27/38
General information Fixed nozzle
Nozzles offer many advantages for tugs and trawlers The nozzle and struts must be orientated relative
or whenever high thrust at low speed is required. We to the general water flow behind the hull in order to
have supplied hundreds of nozzles, both fixed and reduce drag and optimize propulsion. Furthermore
steering nozzles. A special propeller blade design the struts must be fitted to allow free flow around the
is supplied with the nozzle. whole surface of the nozzle.
A correctly mounted nozzle will have a favourable Behind a V−shaped afterbody, the nozzle should be
o
influence on propeller induced vibrations, as the tilted 2−3 relative to the baseline with the forward
nozzle has an equalizing effect on the wake field end downward to suit the flow to the nozzle, fig 1.
round the propeller. Furthermore ducted propellers
are lower loaded than open propellers contributing As the propeller shaft very often has an aft inclina-
to a lower vibration level. tion in proportion to the baseline, the relative tilting
between the nozzle and the propeller shaftline is
Design and classification approval of the nozzle increased. This has no negative influence on the
support structure is the responsibility of the yard, propulsion performance providing the angle does
o
but some general recommendations are given in not exceed 5−7 .
the following.
Pivot point
Engine
inclination
Max 5-7 °
2 P05 -AMG28E
2-3°
Fig 1 Fixed nozzle - uncovered struts
03.31
MAN Diesel & Turbo
1690725-1.0
1217000 Propeller nozzle Page 2 (2)
L21/31
L27/38
With the propeller blade in a vertical downward posi- Structurally, the side struts are cut through the shell
tion, and set at zero pitch, it is possible for the blade plating and connected to the hull framing. The shell
tip to be outside the stainless steel belt within the plating should be strengthened locally.
nozzle. This is acceptable because the tip moves
astern into the stainless steel zone, when “Ahead” The upper nozzle support might be constructed as
pitch is applied. a closed streamlined box as shown on fig 2 or with
sidestruts in V−form.
Cavitation in the lower part of the nozzle can normally
be disregarded, due to the improved water flow and During construction of the nozzle attachment, it
pressure head available in this area. is important to realize that not only strength and
reliability purposes have to be observed, but the
The position of the nozzle should have sufficient hydrodynamic performance as well. Providing ample
space for dismantling of the propeller blades and shaft. clearance between hull and nozzle reduces the thrust
deduction and improves the propulsion.
The nozzle is prepared for mounting with struts.
Width of nozzle Struts
Pivot point
Space for d ismantling
CL Propeller shaft
Max
6-7°
CL Nozzle
2 P06 -AMG28E
Fig 2 Fixed nozzle - struts in streamlined box
03.31
MAN Diesel & Turbo
1696408-5.0
Page 1 (1) Propeller nozzle 1217000
L27/38
Standard dimensions Fixed nozzle L/D = 0.4
The fixed nozzle can be supplied in two standard

lengths, either 0.4 or 0.5 × propeller diameter, ac- Nozzle Prop. D D L Weight Weight-
cording to application. type diam. min max approx. less
FD buoyancy
Standard fixed nozzles are normally 0.4 × propeller mm mm mm mm Kg Kg
diameter as propellers for geared propulsion systems 2380 2350 2500 2775 940 1850 800
are relatively low loaded. 2730 2700 2870 3180 1090 2750 1030
3080 3050 3180 3530 1220 3350 1140
For higher loaded propellers and fluctuations in wake 3480 3450 3650 4060 1380 4350 1350
field it may be recommendable to use nozzle 0.5 × 2430 2400 2550 2830 960 1950 850
propeller diameter. 2780 2750 2920 3240 1100 2800 1050
3180 3150 3340 3710 1260 3500 1150
3630 3600 3810 4240 1440 5150 1400
2480 2450 2600 2890 980 2050 875
2880 2850 3020 3360 1140 2950 1075
3280 3250 3440 3820 1310 4030 1170
3730 3700 3910 4350 1490 5160 1310
2580 2550 2710 3000 1020 2300 940
2980 2950 3130 3475 1180 3075 1100
3380 3350 3550 3940 1340 4150 1200
3830 3800 4020 4470 1520 5300 1350
Fixed nozzle L/D = 0.5
Nozzle Prop. D D L Weight Weight-

D min
D max
FD
type diam. min max approx. less

FD buoyancy
mm mm mm mm Kg Kg
2380 2350 2530 2880 1175 2950 1280

2730 2700 2940 3310 1365 4500 1885
3080 3050 3270 3730 1525 5725 2060
3480 3450 3700 4210 1725 7300 2175
2430 2400 2580 2940 1200 3060 1300
2780 2750 2960 3360 1375 4580 1920
3180 3150 3380 3840 1575 6100 2100
3630 3600 3860 4390 1800 7950 2250
2480 2450 2640 2990 1225 3200 1320
L 2880 2850 3060 3480 1425 4800 1960
3280 3250 3420 3900 1625 6300 2050
3730 3700 3970 4510 1850 8125 2300
2580 2550 2740 3120 1275 3520 1420
2980 2950 3170 3600 1475 5250 2000
3380 3350 3590 4090 1675 6900 2150
3830 3800 4070 4630 1900 9400 2350
Fig 1 Fixed nozzle
04.04
Reduction gear
3000
MAN Diesel & Turbo
1696409-7.2
Page 1 (1) Design features 332000
L27/38
General information 5. As an option, the gearbox can be equipped with

a built-on power take-off (PTO). The standard
MAN Diesel launched the development of reduction power take-off is of the primary type. This makes
gearboxes in the late sixties and today more than it possible to use the PTO while the propeller is
1500 gearboxes have been produced. disengaged, an advantage as the shaft alternator
can be used as main power source during stay
The gearboxes AMG28EV and AMG55EV are spe- in port.
cially designed for the 27/38 propulsion engine and
covers a power range from 2040 kW to approx 3285
kW depending on the gearbox ratio. Standard reduc-
tion ratios are in the range from 2.8 to 6.0. AMG28EV Series designation
AMG Alpha Module Gear
All reduction gearboxes are designed, manufactured,
28 Gearbox series
and approved in accordance with the rules of the
major Classification Societies. E Electro/hydraulic pitch control
V For VBS-propeller
The gearboxes are capable of managing very high
ice-class notations.
45VO30 Type designation
Reduction gearbox 45 Gear ratio × 10
VO Vertical offset
The AMG28EV and AMG55EV reduction gearboxes 30 Gear box size
incorporates the following main functions:
1. Clutch for engaging and disengaging the propeller

from the engine.The friction clutch is hydraulically
actuated and is of the multiple disc type with
sintered plates.
As option the gearbox can be supplied with-
out clutch.
2. Built-on servo system for controlling the VBS

propeller. Servo oil inlet to the propeller goes
through the gear output shaft.
3. Gear wheels for reduction of engine revolutions

to required propeller revolutions.The gear wheels
are single helical, made of special alloy steel, case
hardened and ground, giving a high strength with
low noise levels. All bearings in the gearbox are
pressure lubricated slide bearings.
4. Thrust bearings for absorbing the propeller thrust

are integrated. Thrust bearings are with tilting
pads to ensure full surface contact.
Fig 1 Sectional view of gearbox
08.09
MAN Diesel & Turbo
1696462-2.1
Page 1 (1) Project Planning Data - AMG 28 332000
L21/31, L27/38
General Design Data - AMG28EV
Built on servo oil pump, flow 255-305 L/min
Min./ max. oil level, gear housing 250/300 litre

Stand-by pump, pressure 75 Bar
Stand by pump, capacity 180 l/min
Nom. temperature range for thrust bearing 55-70 °C

Nom. temperature range for journal bearing 50-70 °C
Nom. temperature range for lub oil (outlet from cooler) 40-50 °C
Alarm limit, thrust bearing temperature 75 °C

Alarm limit, journal bearing temperature 75 °C
Alarm limit, lub oil pump temperature 60 °C
Alarm limit, lub oil pressure 0.5 Bar
Alarm limit, clutch oil pressure 16 Bar
Max. propeller thrust 350 kN

Thrust shaft flange diameter ø575 mm
Thrust bearing type TILTING-PAD
Center distance, gear wheels 700/690 mm
Servo piston, stroke (Not for EV-version) 200 mm
Servo piston, diameter (Not for EV-version) ø560 mm
Soft clutch-in: - Pressure in oil accumulator 2 Bar
- Time for built-up pressure at clutch-in 6-8 Sec.
REQUIREMENTS FOR INSTALLATION
Foundation bolts 12xø24/M24

Adjusting foundation screws 4xM24
Chocks thickness 25-50 mm
Suction pipe, stand-by pump DN65
Pressure pipe, stand-by pump DN50
Oil content at alarm 220 litre

Oil cooler type PF-20-1P L=800
- Water connection DN80
- Water flow 30 m3 / h
- Water temperature inlet (maximum) 42 °C
Weight approx (dry) 8500 kg
OPERATING DATA
Nom. lub oil pressure 3 Bar

Min./max. lub oil pressure 1.0-4.0 Bar
Nom. servo oil pressure (without pressure increase) 30 Bar
Max. servo oil pressure 60 Bar
Clutch oil pressure min./max. (optional) 6L21/31: 14-15 Bar 6L27/38: 18-20 Bar
7L21/31: 16-17 Bar 7L27/38: 21-23 Bar
8L21/31: 19-20 Bar 8L27/38: 24-27 Bar
9L21/31: 21-22 Bar 9L27/38: 27-30 Bar
11.49
MAN Diesel & Turbo
1696463-4.1
Page 1 (1) Project Planning Data - AMG 55 332000
L27/38
General Design Data - AMG55EV
Built on servo oil pump, flow 300 l/min
Min./ max. oil level, gear housing 670/760 litre

Stand-by pump, pressure 75 Bar
Stand by pump, capacity 220 l/min
Nom. temperature of thrust bearing 60 °C

Nom. temperature of journal bearing 60 °C
Min./max. lub oil temperature (outlet from cooler) 40/50 °C
Alarm limit, thrust bearing temperature 75 °C

Alarm limit, journal bearing temperature 75 °C
Alarm limit, lub oil pressure 1.0 Bar
Alarm limit, clutch oil pressure 5 bar below min.
Max. propeller thrust (nominal / bollard pull) 310/495 kN

Thrust shaft flange diameter ø575/ø775 mm
Thrust bearing type TILTING-PAD
Centre distance, gear wheels 900 mm
Max. total pitch stroke [VBS740 – VBS1280] 240 mm
Soft clutch-in: - Pressure in oil accumulator 2-3 Bar
- Time for built-up pressure at clutch-in 4-8 Sec.
REQUIREMENTS FOR INSTALLATION
Foundation bolts 12xø24/M24

Adjusting foundation screws 4xM24
Chocks thickness 25-50 mm
Suction pipe, stand-by pump DN100
Pressure pipe, stand-by pump DN50
Oil content at alarm 550 litre

Oil cooler type PF28-20-631 L=631
- Water connection DN80
- Water flow 62 m3 / h
- Water temperature inlet (maximum) 39 °C
Weight approx (dry) 14500 kg
OPERATING DATA
Nom. lub oil pressure 2.5 Bar

Min./max. lub oil pressure 1.0-4.0 Bar
Nom. servo oil pressure (without pressure increase) 30 Bar
Max. servo oil pressure 70 Bar
Clutch oil pressure min./max. 6L27/38: 18-20 Bar
7L27/38: 21-23 Bar
8L27/38: 24-27 Bar
9L27/38: 27-30 Bar
11.49
MAN Diesel & Turbo
1696411-9.2
L27/38
633
Max.ø118
180 t6
PTO shaft
1747
1008
700
575
658
780
60 596 394
1051 1290
1223 1420
1693 1500
2065
Fig 1 AMG28EV gearbox – PTO - Starboard
05.31
MAN Diesel & Turbo
1696411-9.2
332000 Main dimensions Page 2 (3)
L27/38
874
Max.ø118
PTO shaft
180 t6
1473
1200
700
575
658
780
60 596 1290
1051 1420
1223 1500
1693
2245
Fig 2 AMG28EV gearbox – PTO - Center
05.31
MAN Diesel & Turbo
1696411-9.2
L27/38
1057
Max ø 130
ø 180 t6
PTO
400
485
1620
2731
900
ø 575
409
00
142
920
R9
70 2038 680
2900 1878
355 275 810

2050
Fig 3 AMG55EV Gearbox - main dimensions
05.31
MAN Diesel & Turbo
1696412-0.2
Page 1 (2) Weight and centre of gravity 332000
L27/38
Weight and centre of gravity of gearbox
The gearbox is delivered with a flexible coupling.

Type of coupling depends on engine power. The
approximately weight without coupling and without
oil is 8500 kg.
215
780
915
2065 1500
Lifting gearbox
The gearbox is lifted by three wire straps connected

to the four lugs.
One strap is to be connected to lugs aft and the other

two straps to the two forward lugs.
Fig 1 Reduction gearbox AMG28EV – weight and centre of gravity
04.51
MAN Diesel & Turbo
1696412-0.2
332000 Weight and centre of gravity Page 2 (2)
L27/38
Weight and centre of gravity of gearbox
The gearbox is delivered with a flexible coupling.

Type of coupling depends on engine power. The
approximately weight without coupling and without
oil is 15000 kg.
2685
360
920
1330 45
2900 1878
Lifting gearbox
The gearbox is lifted by three wire straps connected

to the four lugs.
One strap is to be connected to lugs aft and the other

two straps to the two forward lugs.
Fig 1 Reduction gearbox AMG55EV – weight and centre of gravity
04.51
MAN Diesel & Turbo
1696413-2.0
Page 1 (2) Foundation 332000
L27/38
Installation of gearbox When using epoxy chocks, side and end chocks are
to be fitted at both forward and aft end, fitted bolts
The foundation must be as stiff as possible in all can then be omitted.
directions to absorb the dynamic forces caused by
the engine and the propeller thrust.
Noise and vibration levels
The propeller thrust is transferred to the foundation
through fitted holding down bolts when the gearbox Noise and vibrations from the gearbox are mini-
is seated on steel chocks. mised by using cast iron. Precision ground helical
gear wheels with optimum correction and forced
lubricated slide bearings, also reduce the noise and
vibration levels.
Detail C
0
Flywheel
2267
1198
1423
1648
748
973
523
5
0
3 G07-AMG28E
750
720
710
See detail C
Aft-end box
Gear flange
Flywheel
Cyl.8
1280
2x6xø26 Holding down bolts

710
720
7
750
2x2xM24 Adjusting screws

6
0
470
605
1535
1698
Fig 1 Gearbox foundation – top view
04.04
MAN Diesel & Turbo
1696413-2.0
332000 Foundation Page 2 (2)
L27/38
Input shaft
1500
1420
700
See detail B
234
Output shaft
22°
100
40 *
40 *
780
680
579 400 *
170
1280
1300 15 *
* Guidance only
1
Detail B, GEAR
40
7
100
S
H2
40 *
To check for possible creep in

55
the epoxy material, measuring pins

are to be welded on the top plate at
3 each side of the engine/reduction gear
Spotfacing ø60
3 G08-AMG28E
at both ends and midlenght before

4 casting the epoxy chocks.
X: Height of chocks between 25 and 50 mm.

S: Min 1 mm.
Fig 2 Gearbox foundation – aft view
04.04
MAN Diesel & Turbo
1696414-4.1
Page 1 (2) PTO on gearbox 332000
L27/38
Whenever the gearbox is supplied with a PTO, (fig 1) When the generator is not in use, we recommend
the arrangements must be planned in co-operation that it should be free wheeling as vibrations during
with us and all necessary information made available standstill might damage the ball bearings in the
to enable us to calculate the complete propulsion generator.
system torsional vibration characteristic.
PTO’s are installed on the aft end of the gearbox
The most frequent requirements for PTO’s are to and can provide 1500/1800 rpm as standard for
drive alternators, hydraulic pumps, etc. synchronous drives.
Generally, a flexible coupling between the PTO and The PTO’s are supplied as an integrated part of the
the generator will be necessary and this coupling gearbox. Output power is max 1500 kW.
must be selected to transmit the power and give
suitable torsional vibration characteristics. A toothed
coupling will normally not be acceptable.
kWel
C
B
1008
A 394
Fig 1 PTO on reduction gearbox
09.28
MAN Diesel & Turbo
1696414-4.1
332000 PTO on gearbox Page 2 (2)
L27/38
PTO data sheet – 1500 rpm alternator PTO data sheet – 1800 rpm alternator
Generator A B C D Generator A B C D
kWel mm mm mm mm kWel mm mm mm mm
  356   881 355 523   628   372   880 355 523   628
  432 1078 400 658   792   408   880 355 523   925
  492 1178 400 658   792   432   880 355 523   628
  540 1178 400 658   792   508 1078 400 658   792
  576 1278 400 658   792   584 1178 400 658   792
  620 1427 450 820 1083   656 1178 400 658   792
  700 1427 450 820 1083   712 1278 400 658   792
  836 1425 450 820 1083   768 1380 450 820 1083
  904 1425 450 820 1083  788 1425 450 820 1083
  972 1660 450 820 1083   940 1515 450 820 1083
1080 1755 500 820 1050 1096 1610 450 820 1083
1144 1900 500 870 1050 1216 1705 450 820 1083
1244 2005 500 870 1050 1296 1900 500 870 1050
1352 2105 500 870 1050 1372 1900 500 870 1050
1444 2105 500 870 1050 1492 2000 500 870 1050
PTO placement
394 394
1008 1008
1190
0 0
09.28
MAN Diesel & Turbo
1696410-7.2
Page 1 (3) Servo oil system 340000
L27/38
Servo oil system
Propeller
ZT
3725B
Servopiston Pitch Indication

Ahead Astern S
I
S
I
Pressure control low control Clutch engaged indication

Multiple disc ZT ZI
PSL PT PT PSH clutch
3725A 3725B
49 2231 49 2231A 49 2231B 49 2222
48 48 48 48 Cluth out Clutch in

44 44
18
Hydraulic outlet
Input shaft for shaft break
main bearings 27
temperature
ZC 11
TE 2711A ZC
2240 TE 2711B
2245
TE 11
2241 Y2
Engine
PT
49 2221 17 7
8b Y1
26
44 48
ZC ZC ZC
3721B 3721A 4720
8
Gearbox lubrication Pitch command
8a 9
14
TE
2231
Lube oil
temperature control
Valve block
TE
2244
PT
15
Thrust bearing Safety block 49 3253
temperature
19 48 44
TE TE
Water
E7
E6
2243 2242
Output shaft main bearings temperature 12

10
PT
49 3252
44 48
Level dip stick
13 13
Oil filling
Air vent
29
22 24 24
P2
20 21
29
M 25
LSL
2206
25
Oil drain P1
Oil sump
Fig 1 Oil diagram
12.06
MAN Diesel & Turbo
340000 Servo oil system 1696410-7.2

Page 2 (3)
L27/38
The oil system (see fig 1) consists of three systems
Item Description
integrated in one: clutch, servo for pitch control and
7 Proportional valve lub oil system. The oil system is protected by a dou-
8 Servo valve ble full flow filter, which cartridge can be exchanged
8a Control pressure max setting while the gear is in service.
8b Control pressure min setting
9 Clutch oil valve The propeller pitch is adjusted by an electrically
10 Max system pressure controlled proportional valve. The exact position of
the propeller pitch is detected by a non-contacting
11 Non-return valve
magnetostrictive sensor which gives a precise and
12 HP double filter
safe feed-back signal and will allow no unintended
13 Non-return valve movement of the propeller pitch once the chosen
14 Lub oil back pressure valve pitch has been set.
15 Cooler
17 4/2 way valve clutch Oil for pitch control is supplied to the propeller through
18 Accumulator an oil distributor ring placed in the forward end of
19 Difference pressure safety valve the lower shaft.
20 El-motor
21 HP oil pump Pressure controlled non-return valves built on to the
22 HP flange pump side of the oil sleeve ensure that the actual pitch set-
24 Excess flow check valve ting will be kept also in case of failure in power supply.
25 Magnetic prefilter
The hydraulic system is designed for a max pres-
26 Flow reduction valve
sure of 60 bar during manoeuvres, but the actual
27 Hydraulic outlet for shaft brake pressure required is normally considerably lower.
29 For oil filling The oil pressure is automatically reduced by approx
35 By-pass 50% to maintain pitch once the desired setting has
44 Measuring connection been attained.
48 Isolating valve
49 Testing connection
Prefilter, item 25
During the engaging process of the multi disc To protect the gear oil stand–by pump (item 21), a
clutch the following controlling devices have prefilter (item 29) has to be installed before the pump.
to be delayed for 15 sec.
PSL Design data:
2231 Clutch pressure low, stand by pump start
Capacity: See gear oil stand–by pump, item 21
PT
2221
Clutch pressure low, alarm Mesh size: 0.8 – 1.0 mm
PSH
2222
Clutch engaged indication
Gear oil stand-by pump, item 21
Parts and piping to be supplied and
mounted by yard To ensure good suction conditions for the gear oil
stand-by pump (item 21), the pump should be placed
All pipes installed by the yard must be free of all
as low as possible. The suction pipe should be as
foreign parts and forging scales.
short and with as few bends as possible in order to
Connections: prevent cavitation of the pump.
E6 Cooling water inlet
E7 Cooling water outlet
P1 Stand-by pump inlet
P2 Stand-by pump outlet
12.06
MAN Diesel & Turbo
1696410-7.2
Page 3 (3) Servo oil system 340000
L27/38
The gear pump also acts as a priming pump for the oil (item 9), a pressure control valve for lubricating
gearbox prior to start. oil (item 14) and a special pressure control valve
(item 8) for servo oil.
Design data:
Capacity: See planning data
Pressure: Max 60 bar Gear oil cooler, item 15
Start-up 30 bar
Temperature: Max 70°C The gearbox is supplied with a built-on oil cooler.
Viscosity: Normal 40 – 60 cSt The cooler has only one element made of extruded
Start-up 1000 cSt material. This results in a very compact cooler. By
use of correct cooling liquid no cleaning or mainte-
nance is needed.
Non-return valves, item 13
To facilitate automatic start-up of stand-by pumps,
a non-return valve after the built-on pump and after Oil quality
the stand-by pump is standard.
Lubricating oil SAE30 with FZG–class of minimum
12 can be used.
Pressure control valves, items 8, 8a, 8b, 9
and 14
A valve block is mounted on the gearbox. The valve

block consists of a pressure control valve for clutch
12.06
MAN Diesel & Turbo
1696415-6.0
Page 1 (1) Shaft brake 382000
L27/38
As an option, the gearbox can be supplied with a Fig 1 shows the shaft brake arrangement. Brake
shaft brake. linings are non-asbestos – environmentally safe
with longer service life.
The shaft brake is mainly used in connection with
fishing vessels to prevent the propeller from causing Oil pressure from the clutch-out side of the oil dis-
damage to the fishing-tackle and consequently avoid tributor box is led to the shaft brake, which means
rope or wire to be caught by the propeller. No specific that the brake is activated as soon as the propeller
requirements in design of the propeller shafting are shaft is clutched out.
necessary when installing shaft brakes.
The static brake power is about 5-10% of the nomi-
When a shaft brake is required, the disc can be nal torque.
accommodated between any convenient inboard
coupling flange in the propeller shafting and the The brake power can be increased by using several
gear thrust shaft. pairs of callipers.
Shaft brake
Disc
for brakes
3 G03-AMG28E
Thrust shaft
Seen from above
Fig 1 Shaft brake arrangement
04.04
Packing and
preservation
9000
MAN Diesel & Turbo
1699261-3.0 Dispatch condition of engine and reduction gear 912000

Page 1 (1)
from MAN Diesel
General
The engine and reduction gear are situated on Where storage is for 8 months or more, lubricating oil
wooden foundation, covered with tarpaulins and must be applied to each cylinder every six months,
equipped with lifting tools. during the monthly turning.
External components which are not varnished are For lubrication, lub oil or preservation (VCI-prod-
protected with preservative (VCI-product) and inter- uct) (max 1/4 litres per cylinder) can be introduced
nal unvarnished components are sprayed with same. through the indicator valve.
This protective oil is totally soluble with lubricating
oils and should not be removed when putting the When storing the engine longer than 24 months,
engine and reduction gear into service. bearing and piston inspection must be carried out
before starting up the engine, and MAN Diesel must
in all cases, be informed.
Storage of engine and reduction gear at
customers During storage the reduction gear should be turned
monthly and when storage exceeds 24 months, in-
Engine and gearbox should always be stored indoor spection of the bearings, gearwheels, servomotor,
in a dry environment and at a minimum, covered and clutch must be carried out. MAN Diesel must in
with tarpaulins. all cases be informed.
Engine and gearbox should be stored indoors at

a minimum of 5°C above outside temperatures to Protection maintenance
avoid condensation, or in a humidity controlled en-
vironment at a relative humidity of 45-55%. - Remove the crankcase, camshaft and rocker
arm covers.
- Check the surfaces and maintain the preserva-
Maintenance intervals tion by painting thoroughly with preservative
(VCI-product).
Protection maintenance must be carried out at the - Check the top of the cylinder heads and paint-
following intervals: with preservation.
- Replace covers.
Storage conditions (dry and indoor at 5°C above - Check the external surfaces and restore pres-
outside temperature or relative Humidity of 45-55% ervation, if necessary with preservative.
every 4 months - Check the paint work and repair, as neces-
sary.
If the above conditions are not met every 1 month - Remove the outlet pipe from the turbocharger
exhaust and turn the rotor of the turbocharg-
Exhaust must be covered until installation, and In- er.
dicator valves closed. - Replace the pipe.
- Restore the original packing as far as possible
and cover with tarpaulins.
Turning of engine and reduction gear
When storage of engines is for more than 60 days

following dispatch from the factory, then engine must
be turned 3 1/2 revolutions each month, and the “rest
position” of the crank must be at a different position.
Indicator valves should be opened prior to turning
and then closed again on completion of turning.
09.22
Dispatch conditions of propeller equipment from MAN Diesel & Turbo
Packing and preservation

The propeller equipment is treated by MAN Diesel & Turbo with conserva-
tion grease. Furthermore the propeller equipment is covered with foil, shock
absorbing material and a wooden layer. The propeller hub is furthermore
sealed by a tarpaulin.
Storage of propeller equipment at customer

Upon arrival of equipment it is yard responsibility to visually inspect that
there are no damages to the protection cover.
Minimum protection during storage must be by covering with tarpaulins to
keep dry. The propeller equipment should be keept in the wooden founda-
tion as delivered.
MAN Diesel & Turbo do however recommend indoor storage and maintaining
min 5˚C above outdoor temperature to avoid condensation and sweating.
Maintenance intervals
Protection maintenance must be carried out at the following intervals prior
to installation:
Good storage conditions
(dry and indoor)..................... every 12 months
Poor storage conditions
(outdoor)................................ every 3 months
Immediately after installation in the ship, the propeller shaft must be treated
with preservation oil/grease in order to avoid corrosion and damages to
the shaft.
Please note: Propeller parts with build-on electronics are to be stored and
handled as electronic equipment

2010-12-12
Description
Doc-ID: 1699910-8.1 1 (1)

Dispatch conditions of electronic equipment from MAN Diesel & Turbo
Packing and preservation

Panels and control unit are packed in well-sealed boxes and to protect the
components from corrosion they are supplied with a Cor-trol VCI Vapour
Corrosion Inhibitor giving an invisible protective ionic layer.
Small electronic components are packed in poly bags supplied with Cor-
trol VCI tablets.
Storage of electronic equipment at customers

The equipment should always be stored in a dry environment. Under normal
warehouse conditions the Cor-trol VCI will give long term protection pro-
vided they remain sealed and maintained in such a condition that prevents
any air circulation within.
Protection maintenance
Provided the sealing has been properly maintained no additional measures
are needed for the entire period of protection.
The electronic equipment can be put into operation without degreasing,
coating removal or cleaning.
Installation works
During the installation period the yard has to protect the cabinets and elec-
trical equipments against water, dust and fire.
It is not allowed to do any welding works near the cabinets. The cabinets
have to be fixed to the floor or to the walls by means of screws.
If it is necessary to do welding works near the cabinet the cabinets and
panels have to be protected against heat, electric current and electro-
magnetic influences. For protection against current, all cabling has to be
disconnected from affected components.
Installation of additional components inside the cabinets is allowed upon
approval by the responsible project manager of MAN Diesel & Turbo only.

2010-12-12
Description
Doc-ID: 1699912-1.1 1 (1)

Engine
14000
MAN Diesel & Turbo
1696416-8.2
Page 1 (2) Design features 1400000
L27/38
Design criteria for L27/38 In order to reduce the engine length, external pipe
connections are arranged on the sides of the front-
Decisive parameters for a propulsion engine are the end box
requirements for a compact engine design and long
term reliability in operation. The small optional PTO is located on the forward side.
However, other requirements as mentioned below,

have been given high priority:
• Long time between overhauls (TBO)

• No unscheduled maintenance and repair work
• Unrestricted heavy fuel oil operation
• Low fuel and lub oil consumption rates, fulfilling
legal emission limit values
• High maintenance and operation friendliness
• Good part load behaviour
• Easy installation, rigidly or resiliently seated
Engine frame and crankshaft
The monobloc nodular cast iron engine frame forms

the most vital part of the engine. Through-going main
bearing tie rods and the deeply positioned cylinder
head tie rods maintain a static preloading of the
casting, thereby absorbing dynamic loads attained
from gas and mass forces, with a high safety margin.
All tie rods are tightened hydraulically.
Well supported main bearings carry the crankshaft

with generously dimensioned journals.The combina
tion of a stiff box design and the carefully balanced
crankshaft ensure that the engine is running smoothly
and free of vibrations.
Front-end box
A unique feature is the introduction of the front-end

box, arranged at the free end of the engine. It con-
tains connecting ducts for cooling water and lubri-
cating oil systems as well as pumps (plug-in units),
thermostatic valve elements, lub oil cooler and the
automatic back-flushing lub oil filter.
Fig 1 Sectional view of engine
10.40
MAN Diesel & Turbo
1696416-8.2
1400000 Design features Page 2 (2)
L27/38
Cylinder unit Lubricating oil system
The cylinder unit incorporating cylinder head, water The engine features an entirely closed lub oil system
jacket, piston and connecting rod can either be with- which ensures easy installation on board and no risk
drawn/installed as a complete unit or as individual of dirt entering the lub oil circuit.
components, depending on the available space
conditions. The helical gear type lub oil pump is mounted in the
The cylinder liner features a flame ring in the top. front-end box and draws the oil from the wet sump.
The purpose is to scrape away coke deposits on
the piston top land and thereby avoid bore polish- Via a pressure regulator, the oil flows through
ing of the cylinder liner. This will ensure optimal ring the lub oil plate cooler and the full-flow automatic
performance and low lub oil consumption. back-flushing lub oil filter. This solution eliminates
exchange of filter cartridges as well as the waste
The piston is a composite piston with steel crown and disposal problem.
a nodular cast iron body. A wear resistant chrome
layer on the piston rings ensures long TBOs. The back-flush oil is drained to the sump. A purifier
is to be connected to maintain proper condition of
The robust connecting rod is of the marine head the lub oil.
type with the joint above the marine head and fit-
ted with hydraulically tightened units. During piston An integrated thermostatic valve ensures a constant
withdrawal, the marine head remains on the journal, lub oil temperature to the engine.
saving dismantling space and at the same time pro-
tecting the journal.
Cooling water system
The “cross-flow” cylinder head in nodular cast iron
has 2 inlet and 2 exhaust valves – all rotating to The cooling water system is based on separate low
minimize wear and equalize temperatures. Together and high temperature systems.
with the direct cooled exhaust valve seat rings, a
reliable operation is ensured. Both circuits are cooled by fresh water.
Turbocharging, charge air cooler HT system
The turbocharging system is based on the constant The water is circulated by the HT pump through the
pressure principle, using the newly developed radial- first stage of the charge air cooler, the jacket water
flow type MAN Diesel & Turbo turbochargers. collar, cylinder heads and thermostatic valve, through
the high temperature cooler, back to the HT pump.
Starting air system Nearly 100% of the heat removed from the high
temperature system can be utilized for heat recovery.
The engine is started by means of a built-on air
starter, controlled from the instrument panel on the
engine or from the remote control system. LT system
In case of electric power failure, an emergency start- The water is circulated by the LT pump through the
ing facility can be activated. second stage of the charge air cooler, the lub oil
coolers for engine and gearbox, the high tempera-
A cranking device is fitted on the engine. ture cooler, through the central cooler and back to
the LT pump.
10.40
MAN Diesel & Turbo
1699987-5.0
L27/38
5070
888 1053 445 445 904 762
2225
530
800
2108099-7.0
3220 454 1370
3962
Fig 1 Engine type 6L27/38
5515
888 1053 445 445 904 762
2225
530
800
2108103-4.0
3665 454 1370
4407
07.47
MAN Diesel & Turbo
1699987-5.0
1400000 Main dimensions Page 2 (2)
L27/38
5955
888 1053 445 445 904 822
2357
530
800
2108115-4.0
4110 454 1370
4852
6405
888 1053 445 445 904 822

2357
530
800
2108116-6.0
4555 454 1370
5263
07.47
MAN Diesel & Turbo
1696451-4.2
Page 1 (1) Foundation for engine 1400000
L27/38
The details given in this chapter are important for We recommend the clearance between the tanktop
dimensioning the engine foundation and the aft and oil pan of the engine to be min 15 mm, when
structure of the vessel. the engine/reduction gear is placed on the top plates
without chocks.
The forces and torques, arising due to weight, and
operation of the engine must be taken into consid-
eration when designing the engine foundation. For
information on forces and torques, see fig 1.
1
2
3
4
5
6
1. Order moment, vertical

2. Order moment, vertical
AFT
1. Order moment, horizontal
2. Order moment, horizontal
Guide pressure moment, horizontal

Fig 1
External forces and moments

1 order moment 2 order moment Free forces Guide pressure
Engine Horisontal Vertical Horisontal Vertical Horisontal Vertical moment

Type rpm kNm kNm kNm kNm kN kN kNm Hz
6L27/38 800 0 0 0 0 0 0 22.52 40

14.65 80
7L27/38 800 0.174 19.381 0 16.495 0 0 51.71 46.7

9.88 93.3
8L27/38 800 0 0 0 0 0 0 45.3 53.3

6.42 106.7
9L27/38 800 0.128 14.043 0 8.983 0 0 43.59 60

3.74 120
08.45
MAN Diesel & Turbo
1696422-7.3
Page 1 (5) Foundation for Engine - Rigid Mounting 1482000
L27/38
DETAIL C
1130
2020
2465
2910
3338
1425
1575
1870
2315
2760
3205
FLYWHEEL
535
685
980
0
Scale 1:2.5
0
685
640
Front Foundation Bolt
5 Detail C
Front-end box
Flywheel
Aft-end box
Cyl.6 Cyl.5 Cyl.4 Cyl.3 Cyl.2 Cyl.1
1060
6 cyl
2x13x26 Holding down Bolts
640
2
685
5
3338
3777
3057.5
355
832.5
0
The wedges are to be lightly driven

10 8 7 into place, re-checked and tack-welded
at service temperature.
Engine seating - 6L27/38
DETAIL C
FLYWHEEL
1130
1575
2465
2910
3355
3783
1425
1870
2020
2315
2760
3205
3650
980
535
685
Scale 1:2.5
0
0
685
5
640
Detail C
Front-end box
Flywheel
Aft-end box
7 cyl CYL.7 Cyl.6 Cyl.5 Cyl.4 Cyl.3 Cyl.2 Cyl.1

1270
1060

640
2
685
2x3xM30x2 Adjusting screws

5
3783
4222
2167.5
3502.5
355
832.5
0
10 8 7
into place, re-checked and tack-welded
10.47
MAN Diesel & Turbo
1696422-7.3
1482000 Foundation for Engine - Rigid Mounting Page 2 (5)
L27/38
DETAIL C
FLYWHEEL
1425
1575
1870
2315
2760
3205
3355
3650
1130
2020
2465
2910
3800
4095
4228
Scale 1:2.5
980
535
685
0
0
685
640
Detail C
Front-end box
8 cyl
Aft-end box
Cyl.8 Cyl.7 Cyl.6 Cyl.5 Cyl.4 Cyl.3 Cyl.2 Cyl.1
1060
Flywheel
640
2
685
5
4228
4667
832.5
2612.5
3947.5
355
0
10 11 8 7
into place, re-checked and tack-welded
Detail C
Flywheel
2281
1096
1391
1541
1836
1986
2431
2726
2876
3171
3321
3616
3766
4061
4211
4506
4639
Scale 1:2.5
501
651
946
0
0
21.7
640
9 cyl Detail C
Front-end box
Aft-end box
Flywheel
Cyl.9 Cyl.8 Cyl.7 Cyl.6 Cyl.5 Cyl.4 Cyl.3 Cyl.2 Cyl.1

1060

640
2
5
2578
4358
4639
321
798
0
10 8 7
The wedges item 8 are to be lightly
driven into place, re-checked and
tack-welded at service temperature.
10.47
MAN Diesel & Turbo
1696422-7.3
L27/38
365 CL Crankshaft SEE DETAIL A
ø1
530
23
2
40 *
165
1330
40 *
400 * 15 *
800
6
10
R
°
15
870
980
1060
1100
1280
1370
* GUIDANCE ONLY
DETAIL A, ENGINE
1 Scale 1:2.5
40
2
165
H1
S
40 *
Y
To check for possible creep in

the epoxy material, measuring
pins are to be welded on the top
45
plate at each side of the engine

at both ends and midlenght before
casting the epoxy chocks. 3
Spotfacing ø60
4
10.47
MAN Diesel & Turbo
1696422-7.3
1482000 Foundation for Engine - Rigid Mounting Page 4 (5)
L27/38
Ra 3.2
M24
ø24
M24
50 50
Ra 1.6
3x45° 3x45°
Ra 3.2
L=H1+85
HOLDING-DOWN BOLT, ITEM 2
6 29 10 24
80
10
45
175
35 100
135
SIDE CHOCKS, ITEM 7

25
30
WEDGE, ITEM 8
35
100
150
MATERIAL SPECIFICATION:
- Holding-down bolts item 2, nuts item 1 and 4
and endchock bolts item 12:
Tensile strenght min 700 N/mm .
Yield point min 640 N/mm .
ISO property class 8.8 or similar.
EPOXY CHOCKS:
25
23.9 - Epoxy plan, see guiding "Calculation for epoxy chocks"

- Height of chocks "Y" for engine: 25 - 50 mm
TIGHTENING TORQUE FOR HOLDING-DOWN

BOLT ITEM 2:
Tightening torque according to epoxy chock calculation
Tightening torque for end chock bolts, item 12: 830 Nm
10.47
MAN Diesel & Turbo
1696422-7.3
L27/38
The supporting plates of the end chock,
Ra 3.2
item 10, must be adapted to the
foundation top plate, and full welded 10 40
both inside and outside.
** Height of epoxy chock "Y" + 50 mm
60
12
Tightening torque for
endchock bolts,item 12:
830 Nm
R 10
**
25
30°
10
14 13 11
110
80
33
15
.8x45°
41
R
3.6
55 55 Spherical washer for

ø30
11.2
Ra 1.6 end shock, Item 13

31
30
19.2
56
3x45°
Ra 3.2
3x45° Scale 2:1

330 49
Ra 3.2
12
Bolt for end chock 35

Item 12 56
Min height
Max height
ITEM DESCRIPTION
40mm
50mm
1 M24 nut
2 M24 holding-down bolt
3 Plain washer. Min hardness 200HB
4 M24 nut with locking device
Adjustable 5 Adjusting screw (MAN Diesel & Turbo supply)
spherical washer 7 Side chocks
Item 11 8 Wedge
10 Engine end chocks
11 Adjustabel spherical washer
12 M30 bolt for engine end chocks
13 Spherical washer
14 M30 nut with locking device
10.47
MAN Diesel 6 Turbo
1699866-5.0
Page 1 (3) Foundation for Engine - Resilient Mounting 1482000
L27/38
A (The engine shown is 8L27/38)
A
16
View A-A
CL - Crankshaft 1 Hexagon screw
2 Washer
3 Hexagon screw
4 Support plate for bracket
700
5 Bracket for resilient mounting

6 Resilient mounting element
7 Hexagon screw
8 Shim
9 Cylindrical distance piece
800
10 Fastening plate
11 Alignment screw
12 Hexagon screw
13 Guide
14 Mounting template
870 15 Hexagon screw
1370 16 Distance ring
1630
1 2
Section B Section C 3 Section D 12
4
13
5
11 14
6
7 15
8
170
ø80
80
9
10
Bricks for adjusting

screws Yard supply.
The engine is supplied without Brackets (item 5) and rubber mountings Mounting template (item 14) is to be
brackets and rubber mountings. (item 6) etc are supplied as loose parts used for installation of the cylindrical
and have to be installed according to distance pieces (item 9) and the
The engine is to be landed on the description "Installation of rubber fastening plates (item 10).
the adjusting screws (item 11), mountings".
and aligned in proportion to the
gearbox according to the
alignment instructions.
08.09
MAN Diesel & Turbo
1699866-5.0
1482000 Foundation for Engine - Resilient Mounting Page 2 (3)
L27/38
6L27/38
twin-bracket single-bracket
Position of rubber mountings

755
1430
2168
3508 3508
Position of adjusting screws
0
833
7L27/38
755
1335
2015
2765
3503
2168
0
833
3058
8L27/38
755
1430
3058
3948 3948
0
833
2613
9L27/38
721
1396
2578 2578
3468
4358 4358
0
798
08.09
MAN Diesel 6 Turbo
1699866-5.0
Page 3 (3) Foundation for Engine - Resilient Mounting 1482000
L27/38
The rubber mountings should now be attached to

the brackets. 30
Before attaching, the rubber mounting is to be

pre-adjusted
as follows:
28
Attach the mountings to the brackets by means of
fixing the central buffer (item 22), washer (item 27)
and nut (item 28), handtight.
Remove nut (item 28) and washer (item 27) from 27
the mounting.
26
21 Base casting
22 Central buffer
20
25
23 Synthetic bush
24 Rubber element
25 Top casting
26 Adjusting nut
27 Washer 24
28 Nut
29 Tapped hole M12 for jacking bolts
30 Protecting cap
23
22
21
29
Twin bracket Single bracket
Twin bracket for starboard side as shown

- mirror imaged for port side.
Location of the rubber mountings changes

with no of cylinders.
08.09
MAN Diesel & Turbo
1690752-5.1
Page 1 (1 ) Maintenance intervals/service life 1400000
L21/31
L27/38
Operation on MDO
Maintenance intervals and expected service life

for main components
Components Service life TBO*

x 1000 x 1000
Piston crown 80 40
Piston rings 24 24
Flame ring 24 24
Cylinder liner 80 24
Cylinder head 80 24
Exhaust valve 36 - 48 24
Inlet valve 36 - 48 24
Valve guide 24 - 36 ---
Valve rotation device 24 24 (check every 6)
Main bearing 48 ---
Big-end bearing 36 ---
Bearing unit for turbocharger 18 18
Atomizer for fuel injection valve 6 - 8 3
Fuel injection pump element 24 - 30 As required
Charging air cooler 80 ---
Camshaft sections 80 ---
Camshaft bearing 50 ---
Vibration damper 80 24
Air starter 80 24
* Time between overhauls
It is a precondition for the validity of the values

stated above, that the engine is operated in ac-
cordance with our instructions and recommenda-
tions.
08.52
MAN Diesel & Turbo
1690753-7.1
Page 1 (1) Maintenance intervals/service life 1400000
L21/31
L27/38
Operation on HFO
Maintenance intervals and expected service life

for main components
Operation on HFO − 380 cSt at 50oC
according to Quality Requirements D365692 E/1.22−6
Components Service life TBO*

x 1000 x 1000
Main crown 60 30
Piston ring grooves --- As required
Piston ring and scraper ring 18 18
Flame ring 18 18
Cylinder liner 60 18
Cylinder head 80 18
Exhaust valve 24 - 36 18
Inlet valve 24 - 36 18
Valve guide 24 - 36 ---
Valve rotation device 18 18 (check every 6)
Main bearing 48 ---
Big-end bearing 36 ---
Bearing unit for turbocharger 15 15
Turbune nozzle ring 20 - 24 15
Atomizer for fuel injection valve 4 - 6 3
Fuel injection pump element 18 - 24 As required
Charging air cooler 60 ---
Camshaft bearing 50 ---
Vibration damper 80 18
Air starter 80 24
* Time between overhauls
It is a precondition for the validity of the values

stated above, that the engine is operated in ac-
cordance with our instructions and recommenda-
tions.
08.52
MAN Diesel & Turbo
1696427-6.1
Page 1 (6) Engine arrangements - examples 1400000
L27/38
VBS860 - 6+8L27/38
04.52
MAN Diesel & Turbo
1696427-6.1
1400000 Engine arrangements - examples Page 2 (6)
L27/38
VBS1080-S40VO55 - 8L27/38
04.52
MAN Diesel & Turbo
1696427-6.1
L27/38
VBS860-39VO30 - 8L27/38
04.52
MAN Diesel & Turbo
1696427-6.1
L27/38
VBS860-56VO28 - 7L27/38
04.52
MAN Diesel & Turbo
1696427-6.1
L27/38
VBS860-48VO22V - 8L27/38
04.52
MAN Diesel & Turbo
1696427-6.1
L27/38
VBS980-REINTJES - 7L27/38
04.52
MAN Diesel & Turbo
1696424-0.1
Page 1 (4) List of Symbols 1400000
L21/31
L27/38
Pipe dimensions and piping signature
Pipe dimenesions
A : Welded or seamless steel pipes. B : Seamless precision steel pipes or Cu-

pipes.

Normal Outside Wall Stated: Outside diameter and wall
Diameter Diameter Thickness thickness
DN mm mm
i.e. 18 x 2
15 21.3
20 26.9
In accordance with classification
25 33.7 Piping
32 42.4
40 48.3 : Built-on engine/Gearbox
50 60.3
65 76.1 : Yard supply
80 88.9
90 101.6 Items connected by thick lines are built-on engine/
or other rules
100 114.3 gearbox.

125 139.7
150 168.3
175 193.7
200 219.1
2047948-0.1/2015716-6
04.27
MAN Diesel & Turbo
1696424-0.1
1400000 List of Symbols Page 2 (4)
L21/31
L27/38
Pump, general DIN 2481 Ballcock
Centrifugal pump DIN 2481 Cock, three-way, L-port
Centrifugal pump with electric

DIN 2481 Double-non-return valve DIN 74.253
motor
Gear pump DIN 2481 Spectacle flange DIN 2481
Screw pump DIN 2481 Spectacle flange, open DIN 2481
Screw pump with electric motor DIN 2481 Spectacle flange, closed DIN 2481
Compressor ISO 1219 Orifice
Heat exchanger DIN 2481 Flexible pipe
Electric pre-heater DIN 2481 Centrifuge DIN 28.004
Heating coil DIN 8972 Suction bell
Non-return valve Air vent
Butterfly valve Sight glass DIN 28.004
Gate valve Mudbox
Relief valve Filter
Quick-closing valve Filter with water trap ISO 1219
Self-closing valve Typhon DIN 74.253

2047948-0.1/2015716-6
Back pressure valve Pressure reducing valve (air) ISO 1219
Shut off valve Oil trap DIN 28.004
Thermostatic valve Accumulator
Pressure reducing valve with

Pneumatic operated valve
pressure gauge
04.27
MAN Diesel & Turbo
1696424-0.1
Page 3 (4) List of Symbols 1400000
L21/31
L27/38
Measuring device
PI Local reading
1.2 Pressure Indication Shut off cock
no 1.2 (refer to list of instruments) with test flange
Measuring device
PT Remote reading Before unit - pressure high
2231 Pressure Transmitter
ID-no 2231 (refer to list of alarms)
Measuring pressure difference
After unit - pressure low
Plugged connection
for additional device
Specification of letter code for measuring

devices
1st letter Following letters
D : Density A : Alarm
E : Electric D : Difference
F : Flow E : Transducer
L : Level H : High
M ; Moisture I : Indicating
P : Pressure L : Low
S : Speed N : Closed
T : Temperature O : Open
V : Viscosity S : Switching, shut down
Z : Position T : Transmitter
2047948-0.1/2015716-6
X : Failure
C : Controlling
(ISO 3511/I-1977(E)) Z : Emergency/safety acting
The presence of a measuring device on a schematic diagram does not necessarily indicate that the device
is included in our scope of supply.
For each plant. The total extent of our supply will be stated formally.
04.27
MAN Diesel & Turbo
1696424-0.1
1400000 List of Symbols Page 4 (4)
L21/31
L27/38
Specification of ID-no code for measuring
signals/devices
1st digit 2nd digit
Refers to the main system to which the signal is Refers to the auxillary system to which the signal
related. is related.
1xxx : Engine x0xx : LT cooling water
2xxx : Gearbox x1xx : HT cooling water
3xxx : Propeller equipment x2xx : Oil systems (lub. oil, cooling oil, clutch
oil, servo oil)
4xxx : Automation equipment
x3xx : Air systems (starting air, control air,
5xxx : Other equipment, not related to the charging air)
propulsion plant
x4xx : Fuel systems (fuel injection, fuel oil)
x5xx :
x6xx : Exhaust gas system
x7xx : Power control systems (start, stop,

clutch, speed, pitch)
x8xx : Sea water
x9xx : Miscellaneous (shaft, stern tube,

sealing)
The last two digits are numeric ID for devices referring to the same main and aux. system.
Where dublicated measurements are carried out, i.e. multiple similar devices are measuring the same pa-
rameter, the ID specification is followed by a letter (A, B, ...etc.), in order to be able to separate the signals
from each other.
2047948-0.1/2015716-6
04.27
MAN Diesel & Turbo
1655210-7.3
Page 1 (2) Exhaust gas components 1400000
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 All engines produced currently fulfil IMO Tier II.
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 – 0.10 8.0 – 10.0
Carbon monoxide CO3) 0.006 – 0.011 0.4 – 0.8
Hydrocarbons HC4) 0.1 – 0.04 0.4 – 1.2
Total < 0.25 26
Additionally suspended exhaust gas
approx. [mg/Nm3] approx. [g/kWh]
constituents, PM5)
operating on operating on
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.
12.09
MAN Diesel & Turbo
1655210-7.3
1400000 Exhaust Gas Components Page 2 (2)
General
Carbon dioxide CO2 Carbon monoxide CO
Carbon dioxide (CO2) is a product of combustion of Carbon monoxide (CO) is formed during incom-
all fossil fuels. plete combustion.
Among all internal combustion engines the diesel In MAN Diesel & Turbo four-stroke diesel engines,
engine has the lowest specific CO2 emission based optimisation of mixture formation and turbocharg-
on the same fuel quality, due to its superior effi- ing process successfully reduces the CO content
ciency. of the exhaust gas to a very low level.
Sulphur oxides SOx Hydrocarbons HC
Sulphur oxides (SOx) are formed by the combustion The hydrocarbons (HC) contained in the exhaust
of the sulphur contained in the fuel. gas are composed of a multitude of various organic
compounds as a result of incomplete combustion.
Among all propulsion systems the diesel process Due to the efficient combustion process, the HC
results in the lowest specific SOx emission based content of exhaust gas of MAN Diesel & Turbo four-
on the same fuel quality, due to its superior effi- stroke diesel engines is at a very low level.
ciency.
Particulate Matter PM
Nitrogen oxides NOx (NO + NO2)
Particulate matter (PM) consists of soot (elemental
The high temperatures prevailing in the combustion carbon) and ash.
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).
12.09
MAN Diesel & Turbo
1696425-2.1
Page 1 (3) Space Requirements 1400000
L27/38
Dismantling Space
Sufficient space for pulling the pistons, cylinder lin-

ers, cylinder heads, and charging air cooler must
be available.
2255
2275
CL Crankshaft
CL Crankshaft
530
530
4 E08
Fig 4.20 Lifting height for Fig 4.21 Lifting height for cylinder
pistons heads
2540
CL Crankshaft
530
4 E08
Fig 4.22 Lifting height for cylinder

liners
04.46
MAN Diesel & Turbo
1696425-2.1
1400000 Space Requirements Page 2 (3)
L27/38
1186
Front foundation bolt

CL of cyliner no 1
CL Crankshaft
530
966
1114
1670
Fig 4.23 Dismantling lub oil filter Fig 4.24 Dismantling lub oil pump
3040 (without studs)
3482 (with studs)

955
CL Crankshaft
530
CL Crankshaft
530
1757
Fig 4.25 Dismantling charging air cooler Fig 4.26 Dismantling complete cylinder unit
04.46
MAN Diesel & Turbo
1696425-2.1
Page 3 (3) Space Requirements 1400000
L27/38
4 E02-AMG28E
Min 2500
Fig 1 Centre distance for twin engine installation
04.46
MAN Diesel & Turbo
1694925-0.3
Page 1 (9) Cooling Water System 1400000
L27/38
35
29 49 C B DN 100
34 A DN 32
DN 100
DN 100
M 39 M
DN 32 DN 100
DN 100
DN 100
38 31
F12 F10 F5 33 F6 F4 F1 9
30 36 B
F7 PSL
1102
A C
TE
1104A
TE
1104B
F13 37
PT
1102A
PT
1102B
TE
1102
32
13
TE
1002
TE
TE TE E2 18
E8 1004 1005
17
Gearbox E7 E7 1103 16
A C
PT PSL
1002 1002
B
TE M
15 1003
E6 E6 14
4
M
12 E3 10 E1 3
DN 100
DN 100
4 2
M 3
DN 100
11 1
DN 32
Connections:
E1 LT cooling water - inlet
E2 LT cooling water - outlet
Item Description E3 LT cooling water stand-by pump - pressure
1 Seachest low E6 LT cooling water to gear cooler (on gear/engine)
2 Seachest high E7 LT cooling water from gear cooler (on gear/engine)
3 Sea water filter F1 HT cooling water - inlet
4 Sea water pump F4 HT cooling water stand-by pump - pressure
9 Overboard discharge valve F5 HT cooling water to heat recovery system
10 LT pump F6 HT cooling water from heat recovery system
11 LT stand-by pump F7 HT cooling water to expansion tank (venting)
12 Regulating valve (optional) F10 Engine preheating - inlet
13 Charging air cooler, LT section F12 Engine preheating - outlet
14 Orifice for cooling water to gearbox F13 HT cooling water - outlet (to cooler)
15 Gear oil cooler
16 Engine lubricating oil cooler
17 LT thermostatic valve Sea water filters (item 3):
18 Central cooler We recommend a filter with max 3 mm meshsize to
29 LT expansion tank prevent clogging of the central cooler.
30 HT pump
31 HT stand-by pump
32 Charging air cooler HT section Thermostatic valves (items 17, 34 and 36):
33 Adjustment valve for heat recovery
34 Thermostatic valve for heat recovery A, B and C refer to port position (diverting mode)
35 Heat recovery
2047914-3.2
36 HT thermostatic valve
37 HT fresh water cooler Expansion tank (items 29 and 49):
38 Circulating pump for preheater The lowest water level in the expansion tanks should be
39 Preheater min 6 meters above centerline of crankshaft.
49 HT expansion tank Inlet to expansion tank to be beneeth the lowest water
level.
Fig 6.4 Cooling water diagram
11.07
MAN Diesel & Turbo
1694925-0.3
1400000 Cooling Water System Page 2 (9)
L27/38
35
29 49 C B DN100
34 A DN32
DN100
DN100
M 39 M
DN32
DN100
DN100
38 31
F12 F10 F5 33 F6 F4 F8 F1
F7 36 B
30
PSL
1102 A C
TE TE
1104A 1104B PT
1102A F13
PT
1102B 9
DN100
TE
1102
32
13
TE
1002
TE TE
18
E8 1103 16
1005
E2 37
Gearbox E7 E7 A C
17 B
PT PSL
1002 M
15 1002
14
E6 E6 12 4
M
DN100
E3 10 E1 3
DN100
4 2
M 3
DN100
11 1
DN32
Connections:
E1 LT cooling water - inlet
E2 LT cooling water - outlet
E3 LT cooling water stand-by pump - pressure
E6 LT cooling water to gear cooler (on gear/engine)
Item Description E7 LT cooling water from gear cooler (on gear/engine)
1 Seachest low E8 LT cooling water to expansion tank (venting)
2 Seachest high F1 HT cooling water - inlet
3 Sea water filter F4 HT cooling water stand-by pump - pressure
4 Sea water pump F5 HT cooling water to heat recovery system
9 Overboard discharge valve F6 HT cooling water from heat recovery system
10 LT pump F7 HT cooling water to expansion tank (venting)
11 LT stand-by pump F8 HT cooling water from expansion tank (venting)
12 Regulating valve (optional) F10 Engine preheating - inlet
13 Charging air cooler, LT section F12 Engine preheating - outlet
14 Orifice for cooling water to gearbox F13 HT cooling water - outlet (to cooler)
15 Gear oil cooler
16 Engine lubricating oil cooler
17 LT thermostatic valve Sea water filters (item 3):
18 Central cooler We recommend a filter with max 3 mm meshsize to
29 LT expansion tank prevent clogging of the central cooler.
30 HT pump
31 HT stand-by pump
32 Charging air cooler HT section Thermostatic valves (items 17, 34 and 36):
33 Adjustment valve for heat recovery
34 Thermostatic valve for heat recovery A, B and C refer to port position (diverting mode)
35 Heat recovery
36 HT thermostatic valve
2055131-1.2
37 HT fresh water cooler Expansion tank (items 29 and 49):

38 Circulating pump for preheater The lowest water level in the expansion tanks should be
39 Preheater min 6 meters above centerline of crankshaft.
49 HT expansion tank Inlet to expansion tank to be beneeth the lowest water
level.
Fig 6.4a Cooling water diagram
11.07
MAN Diesel & Turbo
1694925-0.3
Page 3 (9)
Cooling Water System 1400000
L27/38
Cooling Water System Water Quality
The engine is designed for freshwater cooling only. The fresh water used as coolant, should be as clean
Therefore the cooling water system has to be ar- as possible.
ranged as a centralised or closed cooling water
system. All recommendable types are described in The pH value should be between 6.5 and 8 at 20°C.
the following.
The total hardness of the water must be max 10°dH
The engine design is almost pipeless, i.e. the water (German hardness degrees). If the hardness is higher,
flows through internal cavities inside the front-end box the water should be diluted with some soft water.
and the cylinder units. The front-end box contains all
large pipe connections. On the aft-end, the water to The contents of chlorine, chloride, silicate and
the gear oil cooler has to be connected by the yard. sulphate must be as low as possible and must not
exceed the following values:
The engine is equipped with built-on freshwater Chlorine: 10 PPM
pumps for both the high and low temperature cool-
Chloride: 50 PPM
ing water systems. To facilitate automatic start-up
of stand-by pumps, non-return valves are standard. Silicate: 150PPM
Sulphate: 100PPM
Thermostatic valve elements, which control the high
and low temperature cooling water system, are also The fresh water must be treated with additives in or-
integrated parts of the front-end box. der to reduce the risk of corrosion in the engine. Anti
corrosive agents are not included in our usual scope
In case the HT cooler as alternative is a part of the of supply. The freshwater cooling system should be
LT cooling water system the LT thermostatic valves treated prior to carrying out sea trials.
are to be replaced by “dummies” inside the front-end
box and an external thermostatic valve housing is There are two basic types of chemical additives:
required to be placed in the LT circuit just after the · Chromate base
HT freshwater cooler.
· Nitrite base or similar
The engine is equipped with a two stage charge air
Additives of chromate base are often considered to
cooler.The first stage is placed in the high temperature
be more effective, but we advise against using them
cooling water system. The charging air temperature
due to their extreme poisonousness and they are not
after the turbocharger is at its maximum, making a
permitted if a freshwater generator is incorporated
higher degree of heat recovery possible, when the
in the plant.
heat is dissipated to the high temperature cooling
water.
For information on additives recommended by us,
please refer to “Cooling water inhibitors”, which can
The second stage of the charge air cooler is placed
be forwarded on request.
in the low temperature system.
New engines, supplied by us are cleaned and ni-
It will cool the charging air further down before enter-
trated. Providing the freshwater inhibiting is correctly
ing the combustion chamber.
maintained then future cleaning of the system should
hardly be necessary. However if it should be required,
For special applications i.e. sailing in arctic waters
we would be pleased to assist with recommendations
with low air temperatures and direct air intake from
for degreasing, de-scaling with acid and inhibiting.
deck, a regulating system can be applied to control
the water flow to the second stage of the charge air
cooler in order to increase the charging air tempera-
ture, at low load.
11.07
MAN Diesel & Turbo
1400000 Cooling Water System 1694925-0.3

Page 4 (9)
L27/38
Velocity recommendations for freshwater and sea The pumps in parallel, layout point 2 see fig 6.5, are
water pipes: as standard designed to fulfil:
Freshwater: Suction pipe: 2.0 - 2.5 m/s Capacity: Determined by the cooler manufacturer.
Delivery pipe: 2.0 - 2.5 m/s Approx 100 - 175% of fresh water flow
in the cooler, depending on the central
Sea water: Suction pipe: 1.0 - 1.5 m/s cooler.
Delivery pipe: 1.5 - 2.5 m/s Pressure: 1.8 - 2.0 bar
Sea water temperature: Max 32°C
Central Cooling Water System The volume of sea water required to circulate through
a known sized cooler to remove a known amount of
Sea Water Filter, Item 3 heat, is very sensitive and dependent on the sea
water temperature.
Design data:
Capacity: See sea water pump The relation between sea water temperature and
Pressure drop the necessary water flow in the central cooler is
across clean filter: Max 0.05 bar shown in fig 6.6.
Pressure drop
across dirty filter: Max 0.1 bar
Mesh size: ##-5 mm
Free filter hole area:
Min two times the normal pipe area.
Flow
%
Sea Water Pumps, Item 4 100

90
The pumps should always be installed below sea 80
water level when the ship is unloaded.
70
60
50
40
H
(m) System resistance curve
30
Lay-out point 2
20
~325C SW pump
10
2032534-8.0
Layout point 1 0
~305C SW pump
15 20 25 30 32 5C
Two pumps Sea water temperature
2031309-2.0
Single pump in parallel

operation operation
75% 100% V
(m3/h) Fig 6.6 Necessary water flow
Fig 6.5 Pump characteristic Depending on the actual characteristic of the system
resistance curve and the pump characteristic curve,
the sea water flow with only one pump in service will
be approx 75%. This means that the cooling capacity
can be obtained with only one pump until reaching
a sea water temperature of approx 30°C.
11.07
MAN Diesel & Turbo
1694925-0.3
L27/38
The back pressure in single pump operation must LT Stand-by Pump, Item 11
be observed as a low back pressure may lead to
unfavourable operation and cavitation of impeller. The stand-by pumps should be of the centrifugal type.
We are pleased to advise on more specific ques-
tions concerning the layout of pumps and location Design data:
of orifices, etc. Capacity: See planning data, for the
built-on freshwater pump
Pressure: See planning data, for the
Central Cooler(s), Item 18 built-on freshwater pump
If we are to supply the central cooler(s), it will be a

plate cooler with titanium plates. HT Sea Water Cooler, Item 37
Design data: The HT sea water cooler will be a plate cooler in

Heat transfer: See planning data titanium as standard.
Pressure drop LT: Max 0.5 bar
Pressure drop SW: Max 0.5 bar standard Design data:
Max 1.0 bar if HT cooler Heat transfer: See planning data
is in LT system Pressure drop HT: Max 0.5 bar
Pressure drop SW: Max 0.5 bar
Two Central Coolers in Parallel

HT Fresh Water Cooler (Option)
For an extra investment of 20-25% for the central
cooler a much greater safety margin can be achieved The HT cooler can as an alternative be installed as a
by installing two central coolers each of 50% required part of the LT cooling water system. This will require
capacity, operating in parallel instead of one cooler a separate thermostatic valve for the LT cooling
at 100% capacity. water system.
With such flexibility it is possible to carry out repair The HT freshwater cooler will be a plate cooler in
and maintenance during a voyage especially in tem- stainless steel.
perate climates where the sea water temperature is
below the design temperature. Design data:
Heat transfer: See planning data
Pressure drop HT: Max 0.5 bar
LT Freshwater Pump, Item 10 Pressure drop LT: Max 0.5 bar
The built-on low temperature pump is of the cen-

trifugal type. The maximum back pressure in the LT Thermostatic Valve, Item 17
low temperature section with clean cooler must not
exceed 2.5 bar. The temperature of the LT cooling water to the charge
air cooler is normally controlled by thermostatic valve
For multi engine installations with a common cen- elements of the expanding agent type.
tralised cooling water system the built-on pumps
should be replaced with common electrically driven The function of the thermostatic valve is to maintain
pumps for full flow. the outlet temperature of the low temperature water
within 29°C to 41°C depending on operating condi-
Design data: See planning data tions, by re-circulating the water to the suction of the
pump or let it in through the central cooler (item 18).
11.07
MAN Diesel & Turbo
1400000 Cooling Water System 1694925-0.3

Page 6 (9)
L27/38
The re-circulated water is led directly to the suction Circulating Pump for Preheater, Item 38
side of the built-on pumps.
For preheating the engine a pump should be installed
to circulate high temperature cooling water trough
Expansion Tanks, Items 29 and 49 the preheater.
Separate expansion tanks for the LT and HT system Design data:

should be installed to accommodate for changes of Capacity: m = m3/h
volume due to varying temperatures and possible
leakage in the LT and HT systems. The separated Q: Heat radiation from engine in kW, see below
HT and LT systems facilitates trouble shooting. Cp: Specific heat for water 4.187 kJ/kg°C
t: The desired temperature drop across
The minimum water level in the expansion tank should engine = 5°C
be no less than 6 m above the centre line of the Pressure: Max 2 bar
crankshaft. This will ensure sufficient suction head Temperature: Max 85°C
to the freshwater pump and reduce the possibility of
cavitation, as well as local “hot spots” in the engine.
Preheater, Item 39
The expansion tank should be equipped with a vent
pipe and flange for filling the tank with water and The engine must be fitted with preheating facilities.
inhibitors. Preheating is required to avoid producing unneces-
sary shock loads that may arise as a result of tem-
The vent pipe should be installed below the minimum perature differences if the engine is started from cold.
water level to reduce oxidation of the cooling water
due to splashing from the vent pipe. Design data:
Preheating temperature MDO engine: Min 40°C
Volume: Min 10% of water volume, Preheating temperature HFO engine: 60-70°C
however, min 100 litres.
The heating power required for electrical preheating
is stated below:
HT Stand-by Pump, Item 31
The stand-by pumps should be of the centrifugal type. Engine type Heating power
6L27/38 9 kW
Design data: 7L27/38 10.5 kW
Capacity: See planning data, for the 8L27/38 12 kW
built-on freshwater pump 9L27/38 13.5 kW
Pressure: See planning data, for the
built-on freshwater pump
Temperature: Max 95°C
The figures are based on raising the engine tempera-
ture to 40°C (20-60°C) for a period of 10 hours includ-
ing the cooling water contained within the engine.
We will be pleased to make calculations for other

conditions on request.
11.07
MAN Diesel & Turbo
1694925-0.3
L27/38
The preheater can be of the electrical type. If suf- For each plant, special consideration should be
ficient central heating capacity is available, a plate given to the following design criteria: Sea water
type heat exchanger can be installed. It is important temperatures, pressure loss in coolers, valves and
that the inhibited fresh water, used in the main en- pipes, pump capacities etc, for which reason these
gine cooling system, is not mixed with water from components have not been specified in this guide.
the central heating system.
Closed Cooling Systems

Thermostatic Valve for Heat Recovery,
Item 34 Several systems have been developed to avoid sea
water. The benefits are:
If the heat recovery is below 25% of the heat rejection · Minimising the use of expensive corrosion
from engine jacket water the heat recovery equip- resistant pipes, valves and pumps
ment (item 35) can be connected in series with the · Sea water pumps at reasonable costs
HT freshwater cooler. · No cleaning of plate type central heat exchang-
ers
By utilisation of more than 25% of the heat in the
HT cooling water section, an additional thermostatic Such systems are advantageous in the following
valve, item 34, should be installed for bypassing of conditions:
the HT fresh water cooler thus avoiding unnecessary
· Sailing in shallow waters
cooling after the heat recovery equipment (item 35).
· Sailing in very cold waters
· Sailing in corrosive waters (e.g. some harbours)
Connection of Heat Recovery or Freshwater · Sailing in water with high contents of solids
Generator (dredging and some rivers)
By layout of the freshwater generator we recommend A disadvantage of most closed cooling water systems
that no more than 90% of the heat available at MCR is the poor heat transfer coefficient.
is utilised due to safety margins, part load operation
and deviations in ambient conditions. LT coolers with very small temperature differences
between the cooling water and the sea or raw water,
The expected obtainable freshwater production using require a relatively large heat exchanger to enable
a normal generator of the single vacuum evaporator sufficient heat transfer.
type can be estimated.
The 27/38 engine is a high efficient main engine
Design data: calling for high efficient coolers. Therefore some
Capacity: m= 0.03 x Q m3/24h designs cannot be recommended.
Q: Utilised heat in kW
Pressure: Max 2.5 bar We are available to offer advice for specific cooler
Pressure drop: Max 0.5 bar types, but the final responsibility for design, pressure
Temperature: 80°C losses, strength and system maintenance remains
with the yard and the ship owner. We reserve the
right not to accept proposed coolers, which seems
Different Arrangements of Central Cooling to be insufficient for its purpose.
Systems
Also when using other types of closed cooling water
There are many variations of centralised cooling systems the HT and LT cooling water systems have
systems and we are available to discuss various to be separated.
changes to suit an owner’s or builder’s specific wishes.
11.07
MAN Diesel & Turbo
1694925-0.3
1400000 Cooling Water System Page 8 (9)
L27/38
Box Cooler The temperature of the sea water has influence on
the heat exchanger efficiency as well. We recom-
The box cooling system has through many years mend that a temperature of 25°C or 32°C is used,
proven to be a reliable closed cooling water system. depending on the vessel’s operating area.
The box cooler is a pre-manufactured tube bundle
for mounting in a sea chest. The tube bundle is normally of corrosion resistant
material with a non-metallic coating. The coating
The movement of the sea water across the heat ex- protects the vessel from galvanic corrosion between
changer is initiated by the movement of the heated the sea chest and the box cooler. Uncoated coolers
sea water upwards because of the lower density may be used, but special consideration has to be
compared with that of the surrounding water. This given to the galvanic separation of the box cooler
means that the heat transfer is less dependant on the and the hull. In waters with mussels and shell fish
ship’s speed, compared to coolers mounted on the these might want to live on the tube bundle, which
shell of the vessel. However the speed of the vessel the different box cooler manufacturers have different
does have some influence on the cooling area. For solutions to avoid.
vessels sailing at below 3 knots at MCR, i.e. tugs,
dredgers etc, the speed has to be considered when
designing the cooler.
Y Y
tH3=805C
Heat- Pre-
Gear oil Main recovery heater
cooler engine option
Charg.air Engine Charg.air

cooler lub oil cooler
stage 2 cooler stage 1
tL1=385C
HT
cooler
Fig 6.7 Box cooling diagram
11.07
MAN Diesel & Turbo
1694925-0.3
L27/38
If the box cooler is supplied by us, it consists of a

steel frame for welding to the hull, a tube bundle and
a topbox, delivered complete with counter flanges,
gaskets and bolts.
Design data:
Heat transfer: See planning data
Pressure drop
through all coolers: Max 0.5 bar
Min vessel
speed at MCR: Normally more than 3 knots
Other cooler types
Some traditional, low efficient coolers fitted to the hull

and often referred to as keel cooling, skin cooling
or tank cooling is not recommended for the L27/38
engine. The layout of such coolers is difficult and
changes due to lack of efficiency is very complicated
and expensive. The low temperature difference be-
tween the sea water and the LT cooling water results
in a very big cooling water surface. Depending on
the design of the cooler, the waterflow around the
hull and to the propeller will be disturbed, causing
increased hull resistance and lower speed for the
same power.
11.07
MAN Diesel & Turbo 000.08
6682 000.08-01
Cleaning
Summary
Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.
Cooling water systems containing deposits or contamination prevent effec-
tive cooling of parts. Contamination and deposits must be regularly elimina-
ted.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
Cleaning
The cooling water system must be checked for contamination at regular
intervals. Cleaning is required if the degree of contamination is high. This
work should ideally be carried out by a specialist who can provide the right
cleaning agents for the type of deposits and materials in the cooling circuit.
The cleaning should only be carried out by the engine operator if this cannot
be done by a specialist.
Oil sludge Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled "Cleaning agents
for removing oil sludge". Products by other manufacturers can be used pro-
viding they have similar properties. The manufacturer's instructions for use
must be strictly observed.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C
Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C
Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature
Vecom Ultrasonic 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 1: Cleaning agents for removing oil sludge
Lime and rust deposits Lime and rust deposits can form if the water is especially hard or if the con-
centration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corro-
sion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the compo-
nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
2010-02-09 - de
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
General
Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
"Cleaning agents for removing lime scale and rust deposits". Products by
6682 000.08-01 EN 1 (3)

000.08 MAN Diesel & Turbo
other manufacturers can be used providing they have similar properties. The
manufacturer's instructions for use must be strictly observed. Prior to clean-
6682 000.08-01
ing, check whether the cleaning agent is suitable for the materials to be
cleaned. The products listed in the table entitled "Cleaning agents for remov-
ing lime scale and rust deposits" are also suitable for stainless steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-Acid 5 - 10% 4 h at 60 - 70 °C
Descale-IT 5 - 10% 4 h at 60 - 70 °C
Ferroclean 10% 4 - 24 h at 60 - 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃
Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C
Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C
Table 2: Cleaning agents for removing limescale and rust deposits
In emergencies only Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
▪ Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 - 5 %. The tem-
perature of the solution should be 40 - 50 °C.
▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-
chloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore rec-
ommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled "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 cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
Only carry out the cleaning operation once the engine has
cooled down
Start the cleaning operation only when the engine has cooled down.
2010-02-09 - de
Hot engine components must not come into contact with cold water.
Open the venting pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping which can lead to
thermal overloading of the engine.
General
2 (3) 6682 000.08-01 EN

Cleaning products can cause damage
6682 000.08-01
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.

2010-02-09 - de
General
6682 000.08-01 EN 3 (3)

Cooling water
6682 000.07-01
inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The fresh water used to fill the cooling water circuits must satisfy the specifi-
cations. The cooling water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the concentration of the anti-
corrosive agent.
Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality ▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg)
Equipment for testing the When using chemical additives:
concentration of additives ▪ Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
Testing the typical values of water

Short specification
Typical value/property Water for filling Circulating water
and refilling (without additive) (with additive)
Water type Fresh water, free of foreign matter Treated 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)
1mg/l = 1 ppm
2011-06-21 - de
Cooling water
General
6682 000.07-01 EN 1 (2)

000.07 MAN Diesel & Turbo
6682 000.07-01
Testing the concentration of anticorrosive agents

Short specification
Anticorrosive agent Concentration
Chemical additives according to the quality specification in Volume 010.005 Engine - Operating Instructions,
Chapter 3, Sheet 3.3.7
Anti-freeze agents according to the quality specification in Volume 010.005 Engine - Operating Instructions,
Chapter 3, Sheet 3.3.7
Table 2: Concentration of the cooling water additive
Testing the concentration of The concentration should be tested every week, and/or according to the
chemical additives maintenance schedule, using the testing instruments, reagents and instruc-
tions of the relevant supplier.
Chemical slushing oils can only provide effective protection if the right con-
centration is precisely maintained. This is why the concentrations recommen-
ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine
– Operating Instructions, Chapter 3, Page 3.3.7) must be complied with in all
cases. These recommended concentrations may be other than those speci-
fied by the manufacturer.
Testing the concentration of The concentration must be checked in accordance with the manufacturer's
anti-freeze agents instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.
Regular water samplings Small quantities of lubricating oil in cooling water can be found by visual
check during regular water sampling from the expansion tank.
Testing We test cooling water for customers in our laboratory. To carry out the test,
we will need a representative sample of abt. 0.5 l.
2011-06-21 - de
Cooling water
General
2 (2) 6682 000.07-01 EN

MAN Diesel & Turbo 3.3.7
Engine cooling water specifications
6680 3.3.7-01
Preliminary remarks
As is also the case with the fuel and lubricating oil, the engine cooling water
must be carefully selected, handled and checked. If this is not the case, cor-
rosion, erosion and cavitation may occur at the walls of the cooling system in
contact with water and deposits may form. Deposits obstruct the transfer of
heat and can cause thermal overloading of the cooled parts. The system
must be treated with an anticorrosive agent before bringing it into operation
for the first time. The concentrations prescribed by the engine manufacturer
must always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
Requirements
Limit values The properties of untreated cooling water must correspond to the following
limit values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign matter. -
The following are prohibited: Seawater, brack-
ish water, river water, brines, industrial waste
water and rainwater.
Total hardness max. 10 °dH*
pH value 6.5 - 8 -
Chloride ion content Max. 50 mg/l**
Table 1: Cooling water - properties to be observed
*) 1°dH (German hard- ≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

ness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
Testing equipment The MAN Diesel water testing equipment incorporates devices that deter-
mine the water properties referred to above in a straightforward manner. The
manufacturers of anticorrosive agents also supply user-friendly testing equip-
ment. For information on monitoring cooling water, refer to Work Card
000.07.
Additional information
Distillate If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine cooling water. These waters are free of lime
and salts which means that deposits that could interfere with the transfer of
heat to the cooling water, and therefore also reduce the cooling effect, can-
2012-02-07 - de
not form. However, these waters are more corrosive than normal hard water
as the thin film of lime scale that would otherwise provide temporary corro-
sion protection does not form on the walls. This is why distilled water must
General
be handled particularly carefully and the concentration of the additive must

be regularly checked.
6680 3.3.7-01 EN 1 (8)

3.3.7 MAN Diesel & Turbo
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. The proportion of calcium and magnesium salts is of
6680 3.3.7-01
overriding importance. The temporary hardness is determined by the carbo-

nate content of the calcium and magnesium salts. The permanent hardness
is determined by the amount of remaining calcium and magnesium salts (sul-
phates). The temporary (carbonate) hardness is the critical factor that deter-
mines the extent of limescale deposit in the cooling system.
Water with a total hardness of > 10°dGH must be mixed with distilled water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.
Damage to the cooling water system

Corrosion Corrosion is an electrochemical process that can widely be avoided by
selecting the correct water quality and by carefully handling the water in the
engine cooling system.
Flow cavitation Flow cavitation can occur in areas in which high flow velocities and high tur-
bulence is present. If the steam pressure is reached, steam bubbles form
and subsequently collapse in high pressure zones which causes the destruc-
tion of materials in constricted areas.
Erosion Erosion is a mechanical process accompanied by material abrasion and the
destruction of protective films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbulence.
Stress corrosion cracking Stress corrosion cracking is a failure mechanism that occurs as a result of
simultaneous dynamic and corrosive stress. This may lead to cracking and
rapid crack propagation in water-cooled, mechanically-loaded components if
the cooling water has not been treated correctly.
Processing of engine cooling water

Formation of a protective The purpose of treating the engine cooling water using anticorrosive agents
film is to produce a continuous protective film on the walls of cooling surfaces
and therefore prevent the damage referred to above. In order for an anticor-
rosive agent to be 100 % effective, it is extremely important that untreated
water satisfies the requirements in the Section Requirements.
Protective films can be formed by treating the cooling water with an anticor-
rosive chemical or an emulsifiable slushing oil.

Emulsifiable slushing oils are used less and less frequently as their use has
been considerably restricted by environmental protection regulations, and
because they are rarely available from suppliers for this and other reasons.
Treatment prior to initial Treatment with an anticorrosive agent should be carried out before the
commissioning of engine engine is brought into operation for the first time to prevent irreparable initial
damage.
Treatment of the cooling water

2012-02-07 - de
The engine must not be brought into operation without treating the
cooling water first.
General
2 (8) 6680 3.3.7-01 EN

6680 3.3.7-01
Additives for cooling water
Only the additives approved by MAN Diesel and listed in the tables under the
section entitled "Approved cooling water additives“ may be used.
Required approval A cooling water additive may only be permitted for use if tested and
approved as per the latest directives of the ICE Research Association (FVV)
"Suitability test of internal combustion engine cooling fluid additives.” The test
report must be obtainable on request. The relevant tests can be carried out
on request in Germany at the staatliche Materialprüfanstalt (Federal Institute
for Materials Research 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.
Only in closed circuits Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks 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 prescri-
bed 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 corro-
sion without interfering with the transfer of heat and also prevents limescale
deposits on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
Anti-freeze agents
If temperatures below the freezing point of water in the engine cannot be
excluded, an anti-freeze solution that also prevents corrosion must be added
to the cooling system or corresponding parts. Otherwise, the entire system
must be heated. (Military specification: Sy-7025).
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled "Anti-freeze solutions with slushing properties" while
observing the prescribed concentration. This concentration prevents freezing
at temperatures down to -22 °C. However, the quantity of anti-freeze solu-
tion actually required always depends on the lowest temperatures that are to
be expected at the place of use.
2012-02-07 - de
Anti- freezes are generally based on ethylene glycol. A suitable chemical anti-
corrosive agent must be added if the concentration of the anti-freeze solution
prescribed by the user for a specific application does not provide an appro-
priate level of corrosion protection, or if the concentration of anti-freeze solu-
General
tion used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. For information
on the compatibility of the anti-freeze solution with the anticorrosive agent
6680 3.3.7-01 EN 3 (8)

and the required concentrations, contact the manufacturer. As regards the

chemical additives indicated in the table „Nitrite-Containing Chemical Addi-
6680 3.3.7-01
tives“, their compatibility with ethylene glycol-based antifreezes has been

proved. Anti-freeze solutions may only be mixed with one another with the
consent of the manufacturer, even if these solutions have the same composi-
tion.
Before an anti-freeze solution is used, the cooling system must be thoroughly
cleaned.
If the cooling water contains an emulsifiable slushing oil, anti-freeze solution
must not be added 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 containing additives. For more information, consult the addi-
tive supplier.
Biocides
If you cannot avoid using a biocide because the cooling water has been con-
taminated by bacteria, observe the following steps:
▪ You must ensure that the biocide to be used is suitable for the specific
application.
▪ The biocide must be compatible with the sealing materials used in the
cooling water system and must not react with these.
▪ The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.
▪ Biocides that cause foaming of cooling water are not permitted.
Prerequisite for effective use of an anticorrosive agent
Clean cooling system

As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs are carried out on the pipe system. The entire system must therefore
be cleaned with the engine switched off using a suitable cleaning agent (see
Work Cards 000.03 and 000.08 by MAN Diesel).

Loose solid matter in particular must be removed by flushing the system
thoroughly as otherwise erosion may occur in locations where the flow veloc-
ity is high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the cooling water additive will be able
to carry out this work and, if this is not possible, will at least be able to pro-
vide suitable products to do this. If this work is carried out by the engine
operator, he should use the services of a specialist supplier of cleaning
agents. The cooling system must be flushed thoroughly following cleaning.
2012-02-07 - de
Once this has been done, the engine cooling water must be treated immedi-
ately with anticorrosive agent. Once the engine has been brought back into
operation, the cleaned system must be checked for leaks.
General
4 (8) 6680 3.3.7-01 EN

Regular checks of the cooling water condition and cooling water
6680 3.3.7-01
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 cooling
water condition. To determine leakages in the lube oil system, it is advisable
to carry out regular checks of water in the compensating tank. Indications of
oil content in water are, e.g. discoloration or a visible oil film on the surface of
the water sample.
The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.
Concentrations of chemical additives

The chemical additive concentrations shall not be less than the
minimum concentrations indicated in the table „Nitrite-containing
chemical additives“.
Excessively low concentrations can promote corrosion and must be avoided.

If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recom-
mended concentration should be avoided.
Every 2 to 6 months send a cooling water sample to an independent labora-
tory or to the engine manufacturer for integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or anti-freeze solutions are used, 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 cool-
ing water, or the break up of emulsion, corrosion in the system and limescale
deposits if the water is very hard. If the concentration of chloride ions has
increased, this generally indicates that seawater has entered the system. The
maximum specified concentration of 50 mg chloride ions per kg must not be
exceeded as otherwise the risk of corrosion is too high. If exhaust gas enters
the cooling water, this may lead to a sudden 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 requirements specified in the section Requirements. The
concentration of the anticorrosive agent must subsequently be checked and
adjusted if necessary.
2012-02-07 - de
Subsequent checks of cooling water are especially required if the cooling

water had to be drained off in order to carry out repairs or maintenance.
General
6680 3.3.7-01 EN 5 (8)

6680 3.3.7-01
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
the manufacturer's material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the same cooling water system used in a MAN Diesel & Turbo two-stroke
main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38
or 28/32H, the cooling water recommendations for the main engine must be
observed.
Analysis
We analyse cooling water for our customers in our chemical laboratory. A 0.5
l sample is required for the test.
Permissible cooling water additives
Nitrite-containing chemical additives

Manufacturer Product designation Initial dosing for Minimum concentration ppm
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Drew Marine Liquidewt 15 l 15,000 700 1,050

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

KJEMI-Service A.S. Dieselguard 4.8 kg 4,800 2,400 3,600
P.O.Box 49/Norway
3140 Borgheim
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500
Chemicals (9-108)
P.O.Box 11 Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Northwich Nalcool 2000 30 l 30,000 1,000 1,500
Cheshire CW8DX, U.K.
2012-02-07 - de
Nalco Nalcool 2000 30 l 30,000 1,000 1,500

TRAC 102 30 l 30,000 1,000 1,500
Maritech AB Marisol CW 12 l 12,000 2,000 3,000
General
P.O.Box 143
S-29122 Kristianstad
6 (8) 6680 3.3.7-01 EN

Manufacturer Product designation Initial dosing for Minimum concentration ppm
6680 3.3.7-01
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Uniservice N.C.L.T. 12 l 12,000 2,000 3,000

Via al Santuario di N.S.
della Guardia 58/A Colorcooling 24 l 24,000 2,000 3,000
16162 Genova, Italy
Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400 -
64 Sfaktirias Street Non-Chromate
18545 Piraeus, Griechen-
land
Marine Care Caretreat 2 16 l 16,000 4,000 6,000
3144 NA Maasluis
The Netherlands
Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000
Schlenzigstraße 7
21107 Hamburg
Deutschland
Table 2: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosing Minimum concentration
for 1 000 litres
Arteco
Technologiepark Havoline XLI 75 l 7.5 %
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants WT Supra 75 l 7.5 %
Paris, France
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %
Long-Life
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils

Manufacturer Product
(designation)
BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M
Herts HP2 4UL Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
Deutsche Shell AG, Überseering 35, Oil 9156
22284 Hamburg, Germany
Table 4: Emulsifiable slushing oils
2012-02-07 - de
General
6680 3.3.7-01 EN 7 (8)

Anti-freeze solutions with slushing properties

6680 3.3.7-01
Manufacturer Product designation Minimum concentration

BASF Glysantin G 48
Carl-Bosch-Str. Glysantin 9313
67063 Ludwigshafen, Glysantin G 05
Rhein
Deutschland
Castrol Int. Antifreeze NF, SF
Pipers Way
Swindon SN3 1RE, UK
BP, Britannic Tower Anti-frost X2270A
Moor Lane,
London EC2Y 9B, UK
35%
Deutsche Shell AG Glycoshell
Überseering 35
22284 Hamburg
Deutschland
Mobil Oil AG Frostschutz 500
Steinstraße 5
20095 Hamburg
Deutschalnd
Arteco, Technologiepark Havoline XLC
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants Glacelf Auto Supra
Paris, France Total Organifreeze
Table 5: Anti-freeze solutions with slushing properties
2012-02-07 - de
General
8 (8) 6680 3.3.7-01 EN

MAN Diesel & Turbo
1690751-3.0
Page 1 (1) Engine ventilation 1400000
L21/31
L27/38
The air intake to the engine room should be dimen- Approx 50% of the ventilating air should be blown in
sioned in such a way that a sufficient quantity of air at the level of the top of the main engine close to the
is available not only for the main engine, auxiliaries, air inlet of the turbocharger. Air should not be blown
boilers etc, but also to ensure adequate ventilation directly onto heat emitting components or directly
and fresh air when work and service are in progress. onto electric or other water sensitive apparature.
We recommend the ventilation capacity should be min A small airflow should be evenly distributed around
50% more than required air consumption (in tropical the engine and reduction gear in order to dissipate
conditions more than 100% should be considered) radiated heat.
for main engine, auxiliaries, boilers etc.
With closed engine room and all air consuming equip-
It is important that the air is free of oil and sea water ment operating, there should always be positive air
to prevent fouling of the ventilators and filters. pressure in the engine room.
The air consumption of the main engine appears Surplus air should be led up through the casing via
from the planning data. special exhaust openings. Alternatively extraction
fans should be installed.
Fire arresting facilities must be installed within the

casings of the fans and ventilation trunkings to retard
the propagation of fire.
03.43
MAN Diesel & Turbo
1696448-0.0
Page 1 (3) Spare Parts for Restricted Service 1487000
L27/38
Description Qty Plate Item
Frame with bearings

O-ring 1 1 1012-01 71

Covers on frame
O-ring 1 1 1014-01 2
O-ring 1 1 1014-01 4
O-ring 1 1 1014-01 8
O-ring 1 1 1014-01 12
O-ring 1 1 1014-01 16

Cover on front end
O-ring 1 1 1016-01 21
O-ring 1 1 1016-01 22
O-ring 1 1 1016-01 A3

Cover on aft end
O-ring 1 1 1018-02 5
O-ring 1 1 1018-02 10
O-ring 1 1 1018-02 14
O-ring 1 1 1018-02 26

Cyl.liner, cooling jacket
Gasket 1 1 1610-02 4
Gasket 1 1 1610-04 4

Cylinder head
Valve, inlet 2 1 1616-01 2
Valve cone 4 1 1616-01 4
Valve spindle, exhaust 2 1 1616-01 7
Pressure spring 4 1 1616-01 11
O-ring 1 1 1616-01 A3
Gasket 1 1 1616-01 A5
O-ring 1 1 1616-01 A6
O-ring 1 1 1616-01 A7

Valves on cylinder head
Safety valve 1 1 1618-01 A1
Copper gasket 1 1 1618-01 A2

Turbocharger
Gasket 1 1 1810-01
Gasket 1 2 1810-01
Gasket 1 3 1810-01 4
Gasket 1 4 1810-01 4
Gasket 1 5 1810-01 5
Gasket 1 6 1810-01 5

Subject to change without notice.
The Platte/Item numbers refer to the instruction book
04.38
MAN Diesel & Turbo
1696448-0.0
1487000 Spare Parts for Restricted Service Page 2 (3)
L27/38
Charging air cooler

O-ring 1 1 1812-02 7
O-ring 1 1 1812-01 7

Charging air receiver and accessories
O-ring 4 1 1814-06 2
O-ring 4 1 1814-06 7

Exhaust pipe arrangement
Gasket 2 1 1818-01

Fuel injection valve
Fuel injection valve 2 1 2018-01 1
O-ring 2 1 2018-01 8
O-ring 2 1 2018-01 9

Air starter motor
Sealing ring 1 1 2618-01

Lubricating oil pressure governor
O-ring 1 1 2814-01 13
O-ring 1 1 2814-01 15
O-ring 1 1 2814-01 17
O-ring 1 1 2814-02 A6
O-ring 1 1 2814-02 A11

Lubricating oil filter
O-ring 1 1 2816-01 2

Lubricating oil cooler
O-ring 4 1 2818-02 6

High temperature pipes
O-ring 1 1 3016-01
O-ring 1 2 3016-01
V-profil clamp 1 3 3016-01
Intermediate piece 1 4 3016-01
Intermediate piece 1 5 3016-01
Intermediate piece 1 1 3016-03 8
V-profil clamp 1 1 3016-03 12
O-ring 1 1 3016-03 31


04.38
MAN Diesel & Turbo
1696448-0.0
Page 3 (3) Spare Parts for Restricted Service 1487000
L27/38
Fuel oil filter

Filter cartridge* 2 1 2014-01 B27

* Only supplied when MDO engine.

04.38
MAN Diesel & Turbo
1696449-2.0
Page 1 (5) Spare Parts for Unrestricted Service 1487000
L27/38
Lubricating oil pan

Nut 2 1 1010-01 9

Frame with bearings & main bearing caps
Tierod, main bearing cap 2 1 1012-01 46
Nut 2 1 1012-01 48
Tierod, cyl head 2 1 1012-01 63
Nut 2 1 1012-01 66
O-ring 1 1 1012-01 71
Stud 4 1 1012-01 74
Nut 4 1 1012-01 75
Main bearing 1 1 1012-01 A1
Butting ring 2 1 1012-01 A2
Bearing bush, injec. pump camshaft 1 1 1012-01 B1
Bearing bush, valve camshaft 1 1 1012-01 C1

Covers on frame
O-ring 1 1 1014 2
O-ring 1 1 1014 4
O-ring 1 1 1014 8
O-ring 1 1 1014 12
O-ring 1 1 1014 16

Cover on front end
O-ring 1 1 1016-01 21
O-ring 1 1 1016-01 22
O-ring 1 1 1016-01 A3

Cover on aft end
O-ring 1 1 1018-02 5
O-ring 1 1 1018-02 10
O-ring 1 1 1018-02 14
O-ring 1 1 1018-02 26

Crankshaft
Nut 2 1 1210-01 36

Vibration damper
Nut 2 1 1214
Nut 2 1 1214-01 8

Intermediate wheel and shaft hub
Nut 2 1 1412-01 10

04.38
MAN Diesel & Turbo
1696449-2.0
1487000 Spare Parts for Unrestricted Service Page 2 (5)
L27/38
Cylinder liner, cooling jacket

Cylinder liner 1 1 1610-03 1
Gasket 1 1 1610-02 4
Gasket 1 1 1610-04 4
Flame ring - cyl.liner 1 1 1610-03 5
O-ring 1 1 1610-04 6
O-ring 1 1 1610-02 6
Sealing ring 1 1 1610-03 7
O-ring 1 1 1610-03 9

Connecting rod
Connecting rod, complete 1 1 1612-01
Connecting rod marine head 1 1 1612-01
Nut 4 1 1612-01 1
Stud for connecting rod 4 1 1612-01 2
Stud for connecting rod 2 1 1612-01 5
Nut 2 1 1612-01 6
Connecting rod bearing, upper shell 1 1 1612-01 9A
Connecting rod bearing, lower shell 1 1 1612-01 9B

Piston with piston rings
Compression ring 1 1 1614-05 1
Compression ring 2 1 1614-05 2
Oil scrape ring 1 1 1614-05 4
Piston complete, without piston pin 1 1 1614-05 13
Piston pin 1 1 1614-05 14
Retaining ring for boring 1 1 1614-05 15

Cylinder head
Cylinder head, with valves 1 1 1616-01 1
O-ring 1 1 1616-01 A3
Gasket 1 1 1616-01 A5
O-ring 1 1 1616-01 A6

Valves on cylinder head
Indicator valve 1 1 1618-01 1
Safety valve 1 1 1618-01 A1
Copper gasket 1 1 1618-01 A2

Turbocharger
Gasket 1 1 1810
Gasket 1 1 1810
Nut 2 1 1810
Nut 2 1 1810
Gasket 1 1 1810 4
04.38
MAN Diesel & Turbo
1696449-2.0
L27/38
Gasket 1 1 1810 4
Gasket 1 1 1810 5
Gasket 1 1 1810 5
Air filter mat 1 1 1810-01 A1

Charging air cooler
O-ring 1 1 1812-02 7
O-ring 1 1 1812-01 7

Charging air receiver and - accessories
O-ring 4 1 1814-06 2
O-ring 4 1 1814-06 7
Clamp fork for connecting pipe 1 1 1814-06 8

Exhaust pipe arrangement
Gasket 2 1 1818

Fuel injection pump
Fuel injection pump, complete 1 1 2016-02 0
Adjustable elbow coupling 1 1 2016-03 1
O-ring 1 1 2016-02 12
Molykote-paste, 250 gr. 1 1 2016-02 69

Fuel injection valve
Fuel injection valve * 1 2018-01 1
Stud, fuel valve 2 1 2018-01 3
Nut 2 1 2018-01 6
O-ring * 1 2018-01 8
O-ring * 1 2018-01 9

Fuel oil pipes
O-ring 2 1 2020-02
O-ring 2 1 2020-02
Straight male stud coupling 1 1 2020-02
Adjustable elbow coupling 1 1 2020-02
Branch pipe, from fuel valve 1 1 2020-02
Connection pipe, lance 1 1 2020-01 1
O-ring 1 1 2020-01 4
O-ring 1 1 2020-01 5
04.38
MAN Diesel & Turbo
1696449-2.0
1487000 Spare Parts for Unrestricted Service Page 4 (5)
L27/38
Fuel injection pipe, complete 1 1 2020-01 14

O-ring 2 1 2020-02 15
O-ring 2 1 2020-02 15
O-ring 2 1 2020-02 18
O-ring 2 1 2020-02 18
O-ring 1 1 2020-01 A16
O-ring 1 1 2020-01 A16

Fuel oil filter
Filter cartridge** 2 1 2014-01 B27

Air starter motor
Sealing ring 1 1 2618-
Sealing ring 1 1 2618-

Lubricating oil pressure governor
Nut 2 1 2814-01
O-ring 1 1 2814-01 13
O-ring 1 1 2814-01 15
O-ring 1 1 2814-01 17
O-ring 1 1 2814-02 A6
O-ring 1 1 2814-02 A11

Lubricating oil filter
Nut 2 1 2816-01
O-ring 1 1 2816-01 2

Lubricating oil cooler
O-ring 4 1 2818-02 6

Lubricating oil pipes
Banjo coupling 1 1 2824-01 1
Lub.oil branch pipe, fuel oil pump 1 1 2824-01 2
Adjustable L-coupling 1 1 2824-01 5
Lub.oil branch pipe, fuel oil pump 1 1 2824-01 6

Flexible connections
Nut 2 1 2826-

04.38
MAN Diesel & Turbo
1696449-2.0
L27/38
High temperature pipes

V-profil clamp 1 1 3016-03
O-ring 1 1 3016-03
O-ring 1 1 3016-03
O-ring 1 1 3016-03

* = Number of cylinders
** Only supplied when MDO engine.
04.38
MAN Diesel & Turbo
1696450-2.0
Page 1 (3) Standard Tools 1488000
L27/38
Hand Tools
Combination spanner - size10 1 1 9010-01 3
Wrench with handle 1 1 9010-01 5
Extension bar 1 1 9010-01 6
Socket spanner - Size 24 1 1 9010-01 7
Bit,Hex.socket 1 1 9010-01 8
Set of tools 1 1 9010-01 1
Tee handle 1/2” 1 1 9010-01 4
Box and hexagon key set 1 1 9010-01 2

Cylinder head assembly tools
Lifting rack for cylinder head 1 1 9012-01 3
Valve grinding handle, inlet complete 1 1 9012-01 4
Valve grinding handle, exhaust complete 1 1 9012-01 5
Valve spring tight device 1 1 9012-01 6
Valve feeler gauge , set 1 1 9012-01 7
Extractor 1 1 9012-01 8

Tools for piston and connection pin
Guide for piston 1 1 9012-02 1
Suspension device for piston 1 1 9012-02 2
Piston ring expander 1 1 9012-02 3
Plier for securing rings 1 1 9012-02 4

Tools for cylinder liner
Fire band ring , removal 1 1 9012-03 1
Suspension device , cylinder liner 1 1 9012-03 2
Grinding tool 1 1 9012-03 3
Support for cylinder unit 1 1 9012-03 4
Suspension device , piston 1 1 9012-03 5

Tools for piston / connecting rod
Turning stirrup, complete 1 1 9012-14 3
Marinehead fitting / removal device 1 1 9012-14 5
Suspension device for piston / con.rod 1 1 9012-14
Support 1 1 9012-14

04.38
MAN Diesel & Turbo
1696450-2.0
1488000 Standard Tools Page 2 (3)
L27/38
Tools for fuel valve and fuel pump

Injection valve , subassembly 1 1 9012-04 1
Grinding device for nozzle seat 1 1 9012-04 2
Holder for cleaning needle 1 1 9012-04 3
Test pressure pump for fuel nozzle 1 1 9012-04 4
Clamping for injection valve, complete 1 1 9012-04 5
Adapter for fuel injection valve 1 1 9012-04 6
High pressure pipe 1 1 9012-04 7
Cleaning needle 1 1 9012-04 8
Fuel oil pump tool, complete 1 1 9012-04 9

Hydraulic tools
Box for tension tool 2 1 9012-15 1
Hydraulic jack, M39x2 4 1 9012-15 2
Pos no: 3 are included in Pos no: 1 4 1 9012-15 3
Tension screw 4 1 9012-15 4
Pos no: 5 are included in Pos no: 1 2 1 9012-15 5
Spare part kit M39x2 1 1 9012-15 13
Turn pin, ø5 1 1 9012-15 22
Box for tension tool 1 1 9012-15 6
Hydraulic jack, M36x2 2 1 9012-15 7
Pos no: 8 are included in pos no: 6 2 1 9012-15 8
Hydraulic nut for connecting rod M24 / M27x2 2 1 9012-15 9
Tension screw M24x2 / M27x2 2 1 9012-15 11
Pos no: 17 is included in pos no: 6 1 1 9012-15 17
Distribution piece, 2+1 1 1 9012-15 18
Angle piece 1 1 9012-15 19
High pressure hose - 0,5 Meter 4 1 9012-15 20
High pressure hose - 3,0 Meter 1 1 9012-15 21
Turn pin, ø6 1 1 9012-15 23
Hydraulic pump, complete 1 1 9012-15 24
Box for hydraulic pump 1 1 9012-15 25

Tools for main bearings
Lifthandle 1 1 9012-05 1
Hexagon screw 4 1 9012-05 3
Lifthandle 1 1 9012-05 5
Tool for crankshaft bearing 1 1 9012-05 7


04.38
MAN Diesel & Turbo
1696450-2.0
Page 3 (3) Standard Tools 1488000
L27/38
Indicator set
P-max Indicator 1 1 9012-18 1
Handle 1 1 9012-18 1

Control instruments
Crankshaft deflection indicator 1 1 9012-07 2

Closing device for turbocharger
Closing device for turbocharger 1 * 1 9012-17 1

Mounting device for oil cooler
Pin 2 1 9012-08 1
Nut 2 1 9012-08 2
Support 1 1 9012-08 3

Removal device for lub.oil filter
Suspension device 1 1 9012-09 1
Forged-bent screw shackle 1 1 9012-09 2
Hexagon screw 5 1 9012-09 3
Spring washer 5 1 9012-09 4

Suspension device for air cooler
Suspension device for air cooler 1 1 9012-10 1
Forged-bent screw shackle 1 1 9012-10 2

Lever for cooling water connection
Cylindrical pin 2 1 9012-11

Blowgun, complete
Snap coupling 1 1 9012-13 1
Hexagon nipple 2 1 9012-13 2
Tee 1 1 9012-13 3
Ball valve 1 1 9012-13 4
Gasket 1 1 9012-13 7
Pipe 1 1 9012-13 8
Container complete 1 1 9012-13 9
Socket, SRG thread 1 1 9012-13 10

04.38
MAN Diesel & Turbo
3700067-6.0
Page 1 (2) Hand Tools 1488070
L21/31
L27/38
Socket spanner set

019 Designation Size [mm]
Rachet
Extension 125
Extension 250
Universal
Socket - double hexagon 10
Socket for internal hexagon 5
Socket - screwdriver 1.6 x 10
Socket - cross head screw 2
Socket - cross head screw 3
Item Size [mm] Socket - cross head screw 4
331 7
343 8
355 Hexagon key Combination spanner
10
367 12
379 14 Item Size [mm]
380 17 032 10
392 19 044 12
056 13 139
068 14
223 16
081 17
235 18
093 19
103 22
140 272 115 24
284 127 30
296
152
164 176 188 247 259 260
24 mm 30 mm 36 mm 8 mm 10 mm 12 mm
11.01
MAN Diesel & Turbo
3700067-6.0
1488070 Hand Tools Page 2 (2)
L21/31
L27/38
Item Item
no Qty Designation Benævnelse no Qty Designation Benævnelse
019 1/E Set of tools Topnøglesæt 260 1/E Bit, hexagon socket Unbrakotop, str 12 0
screw, square drive
032 1/E Combination spanner, Ring-gaffelnøgle,
10 mm 10 mm 272 1/E Torque spanner, Momentnøgle, 0
20-120 Nm - 1/2" 20-120 Nm - 1/2"
40-200 Nm - 1/2" 40-200 Nm - 1/2"
30-320 Nm - 1/2" 30-320 Nm - 1/2"
14 mm 14 mm 331 1/E Hexagon key 7 mm Unbrakonøgle 7 mm 0
081 1/E Combination spanner, Ring-gaffelnøgle, 343 1/E Hexagon key 8 mm Unbrakonøgle 8 mm 0
17 mm 17 mm
355 1/E Hexagon key 10 mm Unbrakonøgle 10 mm 0
103 1/E Combination spanner, Ring-gaffelnøgle, 379 1/E Hexagon key 14 mm Unbrakonøgle 14 mm 0
22 mm 22 mm
380 1/E Hexagon key 17 mm Unbrakonøgle 17 mm 0

30 mm 30 mm
139 1/E Tee handle 1/2" square T-greb 1/2"

drive
140 1/E Ratchet, 20 mm Skralde, 20 mm
152 1/E Extension bar Forlænger
164 1/E Socket spanner, squa- Top, str 24

re drive, size 24
176 1/E Socket spanner, squa- Top, str 30

re drive, size 30
188 1/E Socket spanner, squa- Top str 36

re drive, size 36

16 mm 16 mm

18 mm 18 mm
247 1/E Bit, hexagon socket Unbrakotop, str 8

screw, square drive
259 1/E Bit, hexagon socket Unbrakotop, str 10

screw, square drive
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50.
* = Only available as part of a spare parts kit / * = Kun tilgængelig som en del af et reservedelssæt /
not avail separately ikke tilgængelig alene
Qty/C = Qty/Cylinder Qty/C = Qty/Cylinder
11.01
MAN Diesel & Turbo
1699862-8.1
Page 1 (2) Weight and centre of gravity 1402000
L27/38
Weight and centre of gravity of engine
CL
645**
615*
“Aft” CL - Crankshaft “Fore”
1330
1103 A 20
B Seen from aft

4 E05
Engine A approx. B approx. Engine weight Engine weight

type mm mm tons* tons**
6L27/38 1855 5070 31.4 31.0
7L27/38 2077 5515 35.1 34.0
8L27/38 2300 5960 38.7 37.0
9L27/38 2523 6405 42.7 40.5
* Incl. lubricating oil and water

** Excl. lubricating oil and water
10.02
MAN Diesel & Turbo
1699862-8.1
1402000 Weight and centre of gravity Page 2 (2)
L27/38
Lifting engine on board The lifting tool is to be returned to us after finishing
lifting.
Before taking an engine on board, it must be ensured
that the vessel’s deck casing or hatchway provides The complete lifting tool consists of the following parts:
adequate space for this purpose. The engine should
be lifted by the special tools mounted by the factory. • 1 lifting tool
The lifting tool has to be removed after the installation, • 8 extension studs
and the protective caps should be fitted. • 8 nuts for same
240
1300 410
Lifting tool for engine - 280 kg

A
530
800
C
4 E07
Engine A approx. B approx. C Max engine width Dry weight

type mm mm mm mm tons
6L27/38 4450 2815 5070 1370 31.0

7L27/38 4450 3360 5515 1370 34.0
8L27/38 4450 3455 5960 1370 37.0
9L27/38 4450 3806 6405 1370 40.5
10.02
MAN Diesel & Turbo
1690730-9.1
Page 1 (1) Fuel oil system 1435000
L21/31
L27/38
General The built-on equipment is designed for use of fuel oil
modules, normally referred to as booster modules.
The engine can be equipped with different equipment For multi engine installations a common fuel oil feed
depending on fuel oil quality. system should cover all engines.
The standard engine, for operation on MDO (Marine
Diesel Oil), is equipped with built-on:
Fuel oil quality
Fuel oil primary pump
o
Double filter with paper inserts We recommend to use heavy fuel up to 380 cSt/50 C,
Lubrication of fuel oil pumps even though the engine is designed for operation on
o
Fuel oil pumps with leak oil seal HFO up to 700 cSt/50 C, depending on the actual
Uncooled fuel injection valves fuel quality.
The MDO built-on equipment is designed for single For fuel oil quality, see Quality Requirements
engine installation. For multi engine installations it 1435000.
is recommended to have either two separate fuel
supplies or the built-on pumps have to be replaced The maximum injection viscosity is 12-14 cSt.
by electrical pumps.
Velocity recommendations for fuel oil pipes:
The standard engine, for operation on HFO (Heavy
Fuel Oil), is equipped with built-on: Marine Diesel Oil: Suction pipe: 0.5 - 1.0m/s
Delivery pipe: 1.5 - 2.0 m/s
Fuel oil duplex filter
Fuel oil back pressure valve Heavy Fuel Oil: Suction pipe: 0.3 - 0.8 m/s
Lubrication of fuel oil pumps Delivery pipe: 0.8 - 1.2 m/s
Fuel oil pumps without leak oil seal
Uncooled fuel injection valves
Equipment for cleaning of turbocharger
turbine side during operation
08.45
MAN Diesel & Turbo
1696437-2.3
Page 1 (3) Fuel oil system – MDO 1435000
L27/38
Fuel oil system for operation on gas/diesel oil
4
5 LAL
28 x 2
DN 32
6
20 x 2
To sludge
28 x 2
28 x 2
3 B1
To sludge
M
LSH
2 1425
B7A
8 7
B3
20 x 2
8x1
bunker/settling tank
1
From bunker/
PT PT
settling tank
1424 1423
Return to
9
To fuel oil drain tank
B4
28 x 2
Item Description Shut-off valve at B4 is to be placed as close to the

connections as possible
1 Prefilter for purifier
2 Transfer pump
3 Purifier
2049080-0.1
4 MDO service tank Service tank (item 4):

5 Sightglass for MDO overflow Min capacity in m# for 8 hours operation:
6 Duplex filter (magnetic insert)
7 Primary stand-by pump CYL. WITH PURIFIER OR SETTLING TANK
8 Primary pump
6L27/38 3.9
9 Duplex filter (paper insert) 7L27/38 4.6
8L27/38 5.2
9L27/38 5.9
Connections:
B1 Fuel oil primary pump - suction
B3 Fuel oil primary stand-by pump - pressure The lowest oil level of the service tank must be min
B4 Fuel oil circulation to service tank 500 mm above centerline of crankshaft.
B7A Leak oil to drain tank
Fig 6.1 Fuel oil system – MDO
09.35
MAN Diesel & Turbo
1696437-2.3
1435000 Fuel oil system – MDO Page 2 (3)
L27/38
Fuel oil storage Purifier, item 3
The storage and handling system comprises of bunker For engines operating on MDO we recommend
tanks, pipe systems and transfer systems. cleaning of the oil by a purifier to remove water.
For the blended fuel oil (M3 in accordance to BS
MA100 fuel oil specification) which can be ex-
Cleaning systems pected in some bunker places, the purifier is also
an important cleaning device. We recommend the
The cleaning system normally comprises of a settling automatic self-cleaning type.
tank, pipe system and equipment for cleaning of the
MDO prior to use in the engine. As a guideline for the selection of purifier, the fol-
lowing formula can be used:
The settling tank should be designed to provide the
most efficient sludge and water separation. The tank Design data:
should be provided with baffles to reduce mixing of
sludge with the fuel. The bottom of the tank should Capacity: V = C × (24/T)
have a slope toward the sludge drain valve(s), and
the pump suction must not be in the vicinity of the V: The nominal capacity of the purifier in litres/
sludge space. hour
C: Consumption at MCR in litres/hour
We recommend that the capacity of a single set- T: Daily separating time, depending on purifier
tling tank is sufficient to ensure minimum 24 hours (20-22 hours)
operation.
Guidance given by the manufacturer of the purifier
must be observed.
Prefilter, item 1
If aux engines are fed from the same fuel oil sys-
To protect the purifier pump (item 2), a prefilter should tem, the fuel oil consumption has to include all
be inserted before the pump. engines.
Design data: Pre-heating is normally not necessary, but a purify-

ing temperature of approx 40°C is recommended
Capacity: See oil pump, item 2 for better separation. Some Marine Diesel Oils have
Mesh size: 0.8 – 1.0 mm a high content of “paraffin” which clogs up filters and
can cause unintended engine stopping. To avoid
this, preheating can be necessary.
Oil pump to purifier, item 2
A heat exchanger and a thermostatic valve using
The pump can be driven directly by the purifier or by the main engine HT cooling water as heating media
an independent motor. can be installed, if necessary.
Design data:
Service tank, item 4
Capacity: According to purifier
Pressure: Max 2.5 bar The service tank shall be dimensioned to contain
Temperature: Max 40°C purified MDO for operating minimum 4 hours at
MCR.
09.35
MAN Diesel & Turbo
1696437-2.3
Page 3 (3) Fuel oil system – MDO 1435000
L27/38
Attention must be paid that the fuel oil inlet pipe is These values include an addition for engine driven
connected to the side of the tank in a position to avoid pumps plus 3% tolerance in accordance with ISO
sludge and water contamination of the MDO. requirements.
A vent pipe from the tank should be led up to the deck

level minimum 500 mm above the tank. Precaution Cooler requirements
should be taken that water does not enter the tank
through the vent pipe. Fuel oil temperatures before engine / fuel oil injec-
tion pumps (MDO/MGO):
To ensure satisfactory suction when starting up the
main engine, the lowest oil level in the service tank If the fuel oil temperature before engine / fuel injec-
should be at least 500 mm above the suction to the tion pumps exceeds 40° C or the viscosity is below
primary pump (item 8 in fig 6.1) and the stand-by 2.2 cSt a cooler must be built-in, in order to ensure
primary pump. the lubricating properties for the injection pumps.
Duplex suction filter, item 6 Notes
A duplex suction filter with magnetic inserts should We recommend that the total pressure drop in the
be installed in the suction line of the fuel oil primary piping system is calculated in order to ensure that
pump to protect the pump. The filter should be de- the pump capacity is sufficient and the flow velocity
signed for the capacity of the built-on primary pump is as recommended by us.
with a mesh size of 0.5-0.8 mm.
We should be pleased to review your piping diagrams
and give our comments and recommendations. The
Stand-by primary pump, item 7 shipyard is responsible for the choice of method,
design and execution.
Design data:
Capacity: 4 × MCR consumption

Pressure: 2.5 bar
Fuel oil consumption
For calculating the necessary tank size, purifier,

stand-by pumps, etc, the consumption stated in
the planning data, based on engine MCR, should
be used.
09.35
MAN Diesel & Turbo
1696438-4.1
Page 1 (6) Fuel oil system – HFO 1435000
L27/38
Fuel oil system for operation on heavy fuel oil
20 x 2
35
30
20 x 2
20 x 2
Marine diesel
Heavy fuel oil
DN 32
28 x 2
oil
7 LAL LAL
34
33
DN 32
To sludge To sludge
DN 32 To sludge
20 x 2
22 x 2
14
13
PSL
PSL 32
M
16A VAL/H
M
DN 32 DPAH TAH
11 TI
FI 31
8A 10 12 15 17
9A
16
28 x 2
M
DN 32 18
To sludge TAL
8
9
Return to bunker tank (MDO)

PSL PSL
From bunker tank (MDO)

To sludge
LSH
1428
8x1 B7A
28 x 2
Return to bunker tank (HFO)
28 x 2
PT PT
From bunker tank (HFO)
1424 1423 TE
1424
6 5 20
28 x 2
28 x 2
DN 32
B2 B4 B1
1 To sludge To sludge 12 x 1.5 19 DN 32
4A 4
3A 3
M M
To sludge
2A 2
DN 32 DN 32
2047918-0.5
Fig 1 Fuel oil diagram – HFO
06.18
MAN Diesel & Turbo
1696438-4.1
1435000 Fuel oil system – HFO Page 2 (6)
L27/38
Item Description Fuel oil storage

1 HFO settling tank The storage and handling system consists of bunker
2 Prefilter for purifier/clarifier
tanks, pipe systems and transfer systems.
3 Transfer pump for purifier/clarifier
4 Preheater for purifier/clarifier
5 HFO purifier
6 HFO clarifier Cleaning systems
7 HFO day tank
8 Prefilter for HFO supply pump The cleaning system normally comprises of a settling
9 Fuel oil supply pump tank, pipe system and equipment for cleaning of the
10 Automatic filter HFO prior to use in the engine.
11 Flow indicator
12 Mixing tank
13 Automatic deaeration valve
14 Supply pressure control valve Settling tank, item 1
15 Duplex filter (magnetic insert)
16 Fuel oil booster pump The settling tanks should be designed to provide the
17 Final preheater most efficient sludge and water separation. Each tank
18 Viscosity control equipment should be provided with baffles to reduce mixing of
19 Duplex silt filter sludge with the fuel. The bottom of the tank should
20 Booster pressure regulating valve be with a slope toward the sludge drain valve(s),
30 Sight galss, HFO day tank overflow and the pump suction must not be in the vicinity of
31 Prefilter for MDO transfer pump
the sludge space.
32 MDO transfer pump
33 MDO purifier
34 MDO purifier We recommend that the capacity of each settling
35 Sight glass, MDO day tank overflow tank should be sufficient to ensure minimum 24
hours operation.
Connections:
B1 Fuel oil inlet engine The temperature of the oil settling tanks should be
B2 Drain oil from fuel valves as high as possible to help the dirt to settle. The
B4 Fuel oil circulation to service tank temperature should be below 5°C in order to avoid
B7A Leak oil to drain tank (with alarm) the formation of asphaltenes, and min 7°C above the
pour point of the oil to ensure pumpability.
Note:
All tanks and pipes for heated oil must be insulated.
Prefilter, items 2 and 2A

Shut-off valve at B4 is to be placed as close to the con-
nection as possible
To protect the separator pumps, items 3 and 3A, a
prefilter should be inserted before the pumps.
Final preheater (item 17):
Standard: Steam heated final preheater
Design data:
Optional: Electrical, Thermal oil heated final preheater
Capacity: See oil pump, items 3 and 3A

MDO-tank (item 34):
Mesh size: 0.8-1.0 mm
Min oil level in MDO-tank is to be approx 500 mm above
inlet pipe (item 10).
Oil pump to purifier and clarifier, items 3
Pressure regulating valve (item 20):
The pressure regulating valve is to be adjusted to a pres
and 3A
sure of 4 bar. The relief valve for booster pumps (items 16
and 16A) are adjusted to a pressure somewhat higher. The pumps can be driven directly by the purifier or
by an independent motor.
06.18
MAN Diesel & Turbo
1696438-4.1
L27/38
Design data: Guidance given by the manufacturer of the sepera-
tors must be observed.
Capacity: According to separator
Pressure: Max 2.5 bar If aux engines are supplied from the same fuel oil
Temperature: Max 70°C system, the fuel oil consumption has to include all
engines.
Preheater before purifier and clarifier, items

4 and 4A HFO service tank, item 7
The preheater must be able to raise the temperature The service tank should be dimensioned to contain
of the oil from approx 60°C to approx 98°C, which is purified HFO for operating for at least 12 hours.
the temperature of the oil for purifying.
The tank must be insulated and the oil temperature in
Design data: the tank should be kept at minimum 60 °C. Depend-
ing on separating temperature and tank insulation
Capacity: P = v × t/1710 the temperature may rise to above 90°C.
P: Capacity of the preheater in kW Attention must be paid that the fuel oil inlet pipe is
v: Flow through preheater in litres/hour connected to the side of the tank in a position to
t: Temperature difference approx 40°C avoid sludge and water contamination of the HFO.
(engine operating)
The feed from the service tank to the mixing pipe
Max pressure: 4 bar is to be connected in a suitable distance above the
Max pressure loss: 0.5 bar bottom of the service tank to avoid sludge and water
contamination in the pipe.
The specific load on heating surface for an electric
preheater is recommended not to exceed 1.2 W/cm2. A vent pipe from the tank should be led up to the deck
level minimum 500 mm above the tank. Precaution
should be taken that water does not enter the tank
Purifier/clarifier, items 5 and 6 through the vent pipe.
For engines operating on HFO we recommend clean-

ing of the fuel oil by a purifier and a clarifier to remove Prefilters, items 8 and 8A
water and solids. For applications with separators
acting as a clarifier and purifier at the same time, The pressure pumps (items 9 and 9A) must be pro-
we recommend to have one separator as stand-by. tected by prefilters.
We recommend the automatic self-cleaning type.
Design data:
As a guideline for the selection of separators, the
following formula can be used: Capacity: See capacity for pressure pump
Temperature: Max 90°C
Design data: Mesh size: 0.8-1.0 mm
Capacity: V = C × (24/T)
Pressure pumps, items 9 and 9A
V:The nominal capacity of the separators in litres/hour
C: Consumption at MCR in litres/hour The HFO system must be pressurised to avoid
T: Daily separating time, depending on purifier gas separation in the fuel oil piping. Pressurising is
(20-22 hours) maintained by the pumps installed between the HFO
service tank and the automatic filter.
06.18
MAN Diesel & Turbo
1696438-4.1
L27/38
Design data: Fuel oil consumption measuring, item 11
Type: Screw or gear pump with relief valve For engines with pressurised HFO system a fuel
Capacity: MCR consumption + flushing oil consumption meter can be fitted between the auto-
matic filter (item 10) and the mixing tank (item 12).
Pressure: Max 4 bar
A spring loaded valve has to be installed in parallel.
Temperature: Max 90°C In case of the measuring device, the valve will open
Viscosity at normal operation: and ensure fuel supply to the engine.
Max 140 cSt
(corresponding to 70°C)
Viscosity for dimensioning of el–motor: Mixing pipe, item 12
1000 cSt
The main purpose of the mixing pipe is to ensure
good ventilation of gas from the hot fuel oil.
Pressure regulating valve, item 14
Furthermore, the mixing pipe ensures a gradual
temperature balance by mixing the hot returned oil
The pressure regulating valve is to be adjusted to a
from the engine with the oil from the daily service
pressure of approx 4 bar and the relief valve setting
tank thereby reducing the heat requirements from
for supply pumps, items 9 and 9A, is adjusted to a
the final preheater.
higher pressure.
The mixing pipe should be dimensioned to contain
If the capacity of the pressure pumps (items 9 and
fuel oil for 10-15 minutes operation at MCR load,
9A) exceeds the fuel oil consumption too much, or
and in any case not less than 50 litres.
if the plant often operates at low load, the surplus
oil by-passed by the pressure regulating valve has
Minimum diameter of mixing pipe: 200 mm.
to be cooled down by a by-pass oil radiator, to avoid
unintended heating of the fuel supply.
Because the capacity of the fuel oil primary pump
is higher than the consumption of the engine, the
surplus oil from engine flange connection B4 must be
Automatic filter, item 10
returned to the mixing pipe and must be adequately
insulated.
An automatic filter should be installed between the
supply pumps and the mixing pipe.
The flange connection B2 must be connected to a
drain tank and not to the mixing pipe.
As the flow is limited to the consumption of the engine,
a filter with 10 µm mesh size should be used in order
to achieve optimal filtration. In case of malfunction of
Prefilter, item 15
the filter, a manually cleaned by-pass filter has to be
installed in parallel to the automatic filter.
To protect the fuel oil circulation pumps a duplex
prefilter is recommended between the mixing pipe
Design data:
(item 12) and the circulating pumps (items 16 and
16A).
Capacity : MCR consumption
Pressure : Normally 4 bar
Max 8 bar
Temperature : Max 90°C
Mesh size : 10 µm absolute (main supply)
35 µm absolute (by-pass supply)
06.18
MAN Diesel & Turbo
1696438-4.1
L27/38
Design data (depending on fuel type): The above capacities include a safety margin of 15%
but the necessary capacity depends on the actual
Capacity: See the planning data fuel and condition. We will be pleased to carry out
Operating temperature: Max 150°C calculations for a specific condition on request.
Pressure: Max 10 bar
Pressure drop by clean filter: Max 0.05 bar
Pressure drop by dirty filter: Max 0.1 bar
Fuel type IF 80 IF 180 IF 380
Mesh size: 0.5 – 0.8 mm
final temp t= 110 °C t=131 °C t=147 °C
kW kW kW
HFO circulating pump, items 16 and 16A 6L27/38 18 25 30
7L27/38 21 29 35
The pressurised HFO system has a high degree of
recirculation. 8L27/38 25 33 40
9L27/38 28 38 45
Design data (depending on fuel type):
Capacity: 4 × MCR consumption Viscosity control equipment, item 18

Pressure: Max 8 bar
Operating temperature: This equipment is required for all types of fuel to
Max 150°C ensure the optimum viscosity of approx 12±2 cSt at
Viscosity at normal operation: the inlet to the fuel injection pump. The viscosimeter
25 cSt (corresponding to 110°C) should be of a design which is not affected by pres-
Viscosity for dimensioning of el-motor: sure peaks produced by the injection pumps. For
250 cSt (corresponding to 60°C) efficient operation, the pipe length between the HFO
preheater and the viscosity control equipment should
be as short as possible (or in accordance with the
Preheater, item 17 manufacturer’s instruction).
In order to heat the HFO to the proper viscosity The viscosity control equipment should be able to
before the injection valves (12±2 cSt), the oil is led switch over to thermostatic control in case of mal-
through a preheater. functioning.
The temperature of the HFO is regulated by an auto-

matic viscosity control unit to 85-150 °C (depending General piping
on the viscosity).
Settling tank, service tank, and mixing pipe must be
The specific load on heating surface for an electric insulated. All pipes for heated oil must be insulated
preheater is recommended not to exceed 1.2 W/cm2. as well.
Based on the minimum temperature of the oil from

the HFO service tank to be 60 °C and because the
fuel must be heated to temperatures indicated in the
table below (corresponding to a viscosity of 12±2 cSt
plus an addition of 5°C to compensate for heat loss
before injection) the capacity of the preheater in kW
should be minimum:
06.18
MAN Diesel & Turbo
1696438-4.1
L27/38
The fuel oil pipe system must be made of seamless The MDO treatment and feed system
precision steel tubes which can be assembled by
means of either cutting ring or clamp ring fittings. The engine is designed for pier to pier operation on
HFO. However, change-over to MDO might become
necessary. For instance during:
Fuel oil consumption
Repair of engine and fuel oil system
For calculating the necessary size of tank, separa- Docking
tors, stand-by pumps, etc, the consumption stated More than 5 days stop
in the planning data, based on engine MCR, should Environmental legislation requiring use of
be used. low-sulphur fuels
The consumption includes an addition for engine The layout of MDO treatment and feed system
driven pumps plus 5% tolerance in accordance with should be in accordance with the recommendations
ISO requirements. for MDO.
The conversion from kg/hour to litres/hour is based

on a fuel with density of 950 kg/m3 for IF 80 and 980
kg/m3 for IF 380.
The low calorific heat value of the heavy fuel oil cor-
responds to 40,225 kJ/kg.
06.18
Heavy fuel oil (HFO) specification
6680 3.3.3-01
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, pro-
viding the engine and fuel processing system have been designed accord-
ingly. To ensure that the relationship between the fuel, spare parts and
repair / maintenance costs remains favorable 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 crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
that these also comply with the international specifications. The engine oper-
ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Specifications Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in Table 1.
The entries in the last column of Table 1 provide important background infor-
mation and must therefore be observed.
Different international specifications exist for heavy fuel oils. The most impor-
tant specifications are ISO 8217-2010 and CIMAC-2003, which are more or
less identical. The ISO 8217 specification is shown in Fig. 1. All qualities in
these specifications up to K700 can be used, providing the fuel preparation
system has been designed accordingly. To use any fuels, which do not com-
ply with these specifications (e.g. crude oil), consultation with Technical Serv-
ice of MAN Diesel & Turbo SE in Augsburg is required. Heavy fuel oils with a
maximum density of 1,010 kg/m3 may only be used if up-to-date separators
are installed.
Important Even though the fuel properties specified in the table entitled "The fuel speci-
fication and corresponding properties for heavy fuel oil" satisfy the above
requirements, they probably do not adequately define the ignition and com-
bustion properties and the stability of the fuel. This means that the operating
behaviour of the engine can depend on properties that are not defined in the
specification. This particularly applies to the oil property that causes forma-
tion of deposits in the combustion chamber, injection system, gas ducts and
2011-06-21 - de
exhaust gas system. A number of fuels have a tendency towards incompati-

bility with lubricating oil which leads to deposits being formed in the fuel
delivery pump that can block the pumps. It may therefore be necessary to
exclude specific fuels that could cause problems.
General
Blends The addition of engine oils (old lubricating oil, ULO –used lubricating oil) and
additives that are not manufactured from mineral oils, (coal-tar oil, for exam-
ple), and residual products of chemical or other processes such as solvents
6680 3.3.3-01 EN 1 (12)

(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
6680 3.3.3-01
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
Leak oil collector Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.
Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point °C min. 60 Flash point
(ASTM D 93)
Pour point (summer) max. 30 Low-temperature behaviour
(ASTM D 97)
Pour point (winter) max. 30 Low-temperature behaviour
(ASTM D 97)
Coke residue (Conrad- Weight % max. 20 Combustion properties
son)
Sulphur content 5 or Sulphuric acid corrosion
legal requirements
Ash content 0.15 Heavy fuel oil processing
Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) Weight % 0.1

Aluminium and silicium mg/kg max. 60 Heavy fuel oil processing
content (total)
Acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
Used lubricating oil mg/kg The fuel must be free of lubri-
(ULO) cating oil (ULO = used lubricat-
2011-06-21 - de
ing oil, old oil). Fuel is consid-

ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:
General
Ca > 30 ppm and Zn > 15

ppm or Ca > 30 ppm and P >
15 ppm.
2 (12) 6680 3.3.3-01 EN

Asphaltene content Weight % 2/3 of coke residue Combustion properties
6680 3.3.3-01
(according to Conradson)
Sodium content mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil processing
Sodium<100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be
free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.
Table 1: Table_The fuel specification and corresponding characteristics for heavy fuel oil

2011-06-21 - de
General
6680 3.3.3-01 EN 3 (12)

6680 3.3.3-01
2011-06-21 - de
General
Figure 1: ISO 8217-2010 specification for heavy fuel oil
4 (12) 6680 3.3.3-01 EN

6680 3.3.3-01
2011-06-21 - de
General
Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
6680 3.3.3-01 EN 5 (12)

6680 3.3.3-01
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 require-
ments 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 high-
est viscosity as in many cases the quality of this fuel will not be the best.
Viscosity/injection viscosity Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-
mum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator.
The prescribed injection viscosity of 12 - 14 mm2/s (for GenSets, 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 pre-
vents 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.
Heavy fuel oil processing Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-
cles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the alumi-
num and silicium content is higher than 15 mg/kg.
Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.
Settling tank Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 °C to
prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 3802/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 service tank, water and sludge must be drained from
the settling tank.
Separators A separator is particularly suitable for separating material with a higher spe-
cific density – water, foreign matter and sludge, for example. The separators
2011-06-21 - de
must be self-cleaning (i.e. the cleaning intervals must be triggered automati-

cally).
Only new generation separators should be used. They are extremely effective
General
throughout a wide density range with no changeover required, and can sep-
arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.
6 (12) 6680 3.3.3-01 EN

Table "Achievable proportion of foreign matter and water (following separa-

tion)" shows the prerequisites that must be met by the separator. These limit
6680 3.3.3-01
values are used by manufacturers as the basis for dimensioning the separa-
tor and ensure compliance.
The manufacturer's specifications must be complied with to maximize the
cleaning effect.
Application in ships and stationary use: parallel installation

1 Separator for 100 % flow rate 1 Separator (reserve) for 100 % flow
rate
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 should be consulted.
If processing is carried out in accordance with the MAN Diesel specifications
and the correct separators are chosen, it may be assumed that the results
stated in the table entitled "Achievable proportion of foreign matter and
water" for inorganic foreign matter and water in the heavy fuel oil will be ach-
ieved at the engine inlet.
Results obtained during operation in practiсe show that the wear occurs as a
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum
lubricating oil treatment process must be ensured.
Definition Particle size Quantity

Inorganic foreign matter < 5 µm < 20 mg/kg
including catalyst particles
Al+Si content -- < 15 mg/kg
Water content -- < 0.2 % by vol. %
Table 2: Achievable proportion of foreign matter and water (after separation)
Water It is particularly important to ensure that the water separation process is as
2011-06-21 - de
thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomi-
sation and combustion of the heavy fuel oil. If the water absorbed in the fuel
General
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
6680 3.3.3-01 EN 7 (12)

Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
6680 3.3.3-01
at regular intervals. The tank's ventilation system must be designed in such a

way that condensate cannot flow back into the tank.
Vanadium/Sodium If the vanadium/sodium ratio is unfavorable, 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 contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does not enter the engine in the form of seawater in the intake air.
If the sodium content is higher than 100 mg/kg, this is likely to result in a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction func-
tion of the turbocharger).
Under certain conditions, high-temperature corrosion can be prevented by
using a fuel additive that increases the melting point of the heavy fuel oil ash
(also see "Additives for heavy fuel oils”).
Ash 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 com-
pounds and catalyst particles, accelerate the mechanical wear in the engine.
Catalyst particles produced as a result of the catalytic cracking process may
be present in the heavy fuel oils. In most cases, these are aluminium silicate
particles that cause a high degree of wear in the injection system and the
engine. The aluminium content determined, multiplied by a factor of between
5 and 8 (depending on the catalytic bond), is roughly the same as the pro-
portion of catalyst remnants in the heavy fuel oil.
Homogeniser If a homogeniser is used, it must never be installed between the settling tank
and separator as otherwise it will not be possible to ensure satisfactory sepa-
ration of harmful contaminants, particularly seawater.
Flash point (ASTM D 93) National and international transportation and storage regulations governing
the use of fuels must be complied with in relation to the flash point. In gen-
eral, a flash point of above 60 °C is prescribed for diesel engine fuels.
Low-temperature behaviour The pour point is the temperature at which the fuel is no longer flowable
(ASTM D 97) (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 °C, the bunker facility must be preheated, unless fuel in accordance
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10 °C above
the pour point.
Pump characteristics If the viscosity of the fuel is higher than 1000 mm2/s (cST), or the tempera-
ture is not at least 10 °C above the pour point, pump problems will occur.
For more information, also refer to “Low-temperature behaviour
(ASTM D 97)”.
Combustion properties If the proportion of asphalt is more than two thirds of the coke residue (Con-
2011-06-21 - de
radson), combustion may be delayed which in turn may increase the forma-
tion of combustion residues, leading to such as deposits on and in the injec-
tion nozzles, large amounts of smoke, low output, increased fuel consump-
General
tion and a rapid rise in ignition pressure as well as combustion close to the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
8 (12) 6680 3.3.3-01 EN

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
6680 3.3.3-01
increased deposition of asphalt (see "Compatibility”).
Ignition quality Nowadays, to achieve the prescribed reference viscosity, 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 num-
ber of these compounds should be < 35. If the proportion of aromatic hydro-
carbons is high (more than 35 %), this also adversely affects the ignition
quality.
The ignition delay in heavy fuel oils with poor ignition characteristics is longer;
the combustion is also delayed which can lead to thermal overloading of the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.
The disadvantages of using fuels with poor ignition characteristics can be
limited by preheating the charge air in partial load operation and reducing the
output for a limited period. However, a more effective solution is a high com-
pression ratio and operational adjustment of the injection system to the igni-
tion characteristics of the fuel used, as is the case with MAN Diesel piston
engines.
The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standar-
dised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
therefore aids that are derived from quantifiable fuel properties. We have
established that this method is suitable for determining the approximate igni-
tion quality of the heavy fuel oil used.
A testing instrument has been developed based on the constant volume
combustion method (fuel combustion analyser FCA) and is currently being
tested by a series of testing laboratories.
The instrument measures the ignition delay to determine the ignition quality
of a fuel and this measurement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been established that in some cases,
heavy fuel oils with a low FIA cetane number or ECN number can cause
operating problems.
As the liquid components of the heavy fuel oil decisively influence the ignition
quality, flow properties and combustion quality, the bunker operator is

responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. (Also see illustration entitled "Nomogram for determin-
ing the CCAI – assigning the CCAI ranges to engine types").
2011-06-21 - de
General
6680 3.3.3-01 EN 9 (12)

6680 3.3.3-01
V Viscosity in mm2/s (cSt) at 50° C A Normal operating conditions

D Density [in kg/m3] at 15° C B The ignition characteristics can
be poor and require adapting the
engine or the operating condi-
tions.
CCAI Calculated Carbon Aromaticity C Problems identified may lead to
Index 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.
Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to engine
types
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
Sulphuric acid corrosion The engine should be operated at the cooling water temperatures prescribed
in the operating handbook for the relevant load. If the temperature of the
2011-06-21 - de
components that are exposed to acidic combustion products is below the

acid dew point, acid corrosion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
The BN values specified in Section 3.3.6 are sufficient, providing the quality
General
of lubricating oil and the engine's cooling system satisfy the requirements.
10 (12) 6680 3.3.3-01 EN

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
6680 3.3.3-01
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of resi-
due as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunker-
ing again to prevent incompatibility.
Blending the heavy fuel oil If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibility").
Additives for heavy fuel oils MAN Diesel & Turbo SE engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine opera-
tion will not be impaired by using the product.
The use of heavy fuel oil additives during the warranty period must be avoi-
ded as a basic principle.
Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below "Addi-
tives for heavy fuel oils – classification/effects".
Precombustion additives ▪ Dispersing agents/stabil-
isers
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion catalysts
(fuel savings, emissions)
Post-combustion additives ▪ Ash modifiers (hot corro-
sion)
▪ Soot removers (exhaust-
gas system)
Table 3: Additives for heavy fuel oils – Classification/effects
Heavy fuel oils with low From the point of view of an engine manufacturer, a lower limit for the sul-
sulphur content phur content of heavy fuel oils does not exist. We have not identified any
problems with the low-sulphur heavy fuel oils currently available on the mar-
ket that can be traced back to their sulphur content. This situation may
change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
Turbo will monitor developments and inform its customers if required.
If the engine is not always operated with low-sulphur heavy fuel oil, corre-
sponding lubricating oil for the fuel with the highest sulphur content must be
selected.
2011-06-21 - de
Improper handling of operating fluids

If operating fluids are improperly handled, this can pose a danger to
health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.
General
6680 3.3.3-01 EN 11 (12)

6680 3.3.3-01
Tests
Sampling To check whether the specification provided and/or the necessary delivery
conditions are complied with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the engine's warranty period).
To ensure that the samples taken are representative of the bunker oil, a sam-
ple should be taken from the transfer line when starting up, halfway through
the operating period and at the end of the bunker period. “Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.
Analysis of samples Our department for fuels and lubricating oils (Augsburg factory, department
EQC) will be pleased to provide further information on request.
We can analyse fuel for customers at our laboratory. A 0.5 l sample is
required for the test.
2011-06-21 - de
General
12 (12) 6680 3.3.3-01 EN

Diesel oil (MDO) specification
6680 3.3.2-01
Marine diesel oil
Other designations Marine diesel oil, marine diesel fuel.
Origin Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-
DMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.
Specification
The suitability of fuel depends on the design of the engine and the available
cleaning options, as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217-2010 standard as
the basis. The properties have been specified using the stated test proce-
dures.
Properties Unit Testing method Designation
ISO-F specification DMB
Density at 15 °C kg/m3 ISO 3675 900
Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 > 2,0
< 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 content % by weight ISO CD 10307 0.10
Water content % by vol. ISO 3733 < 0.3
Sulphur content % by weight ISO 8754 < 2.0
Ash content % by weight ISO 6245 < 0.01
Carbon residue (MCR) % by weight ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 <2
Acid value mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m3 ISO 12205 < 25

Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Copper strip test - ISO 2160 <1
Other specifications:
2012-03-21 - de
British Standard BS MA 100-1987 Class M2

ASTM D 975 2D
ASTM D 396 Nr. 2
General
Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to

* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed
6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.
6680 3.3.2-01 EN 1 (2)

6680 3.3.2-01
During transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with high-
viscosity fuel or heavy fuel oil – with the remnants of these types of fuels in
the bunker ship, for example – that could significantly impair the properties of
the oil.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
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 contaminated 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 main-
tained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 °C.
Seawater causes the fuel system to corrode and also leads to hot corrosion
of the exhaust valves and turbocharger. Seawater also causes insufficient
atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.
Solid foreign matter increase mechanical wear and formation of ash in the
cylinder space.
We recommend the installation of a separator upstream of the fuel filter. Sep-
aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.


Analyses
2012-03-21 - de

General
2 (2) 6680 3.3.2-01 EN

Gas oil / diesel oil (MGO) specification
6680 3.3.1-01
Diesel oil
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Military specification
Diesel oils that satisfy specification F-75 or F-76 may be used.
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
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
Kinematic viscosity at 40 °C ≥2
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 closed cup °C ISO 2719 ≥ 60
Sediment content (extraction method) weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash weight % ISO 6245 ≤ 0.01 Gas oil / diesel oil (MGO) specification
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Cetane number or cetane index - ISO 5165 ≥ 40
Copper strip test - ISO 2160 ≤1
2011-07-06 - de
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D
General
Table 1: Diesel fuel (MGO) – properties that must be complied with.
6680 3.3.1-01 EN 1 (2)

* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
6680 3.3.1-01
the cloud point in accordance with ISO 3015
Use of diesel oil If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the
fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.

Analyses
Gas oil / diesel oil (MGO) specification

2011-07-06 - de
General
2 (2) 6680 3.3.1-01 EN

Bio fuel specification
6680 3.3.1-02
Biofuel
Other designations Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat
Origin Biofuel is derived from oil plants or old cooking oil.
Provision
Transesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must comply with the standard EN
14214.
Non-transesterified biofuels must comply with the specifications listed in
Table 1.
These specifications are based on experience to d/ate. As this experience is
limited, these must be regarded as recommended specifications that can be
adapted if necessary. If future experience shows that these specifications are
too strict, or not strict enough, they can be modified accordingly to ensure
safe and reliable operation.
When operating with bio-fuels, lubricating oil that would also be suitable for
operation with diesel oil (see Sheet 3.3.5) must be used.
Properties/Characteristics Unit Test method
Density at 15 °C 900 - 930 kg/m 3
DIN EN ISO 3675,
EN ISO 12185
Flash point > 60 °C DIN EN 22719
lower calorific value > 35 MJ/kg DIN 51900-3
(typical: 37 MJ/kg)
Viscosity/50 °C < 40 cSt (corresponds to a viscos- DIN EN ISO 3104
ity/40 °C of < 60 cSt)
Cetane number > 40 FIA
Coke residue < 0.4% DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) >5h ISO 6886
Phosphorous content < 15 ppm ASTM D3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01% DIN EN ISO 6245
Water content < 0.5% EN ISO 12537
Iodine number < 125g/100g DIN EN 14111
TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660

Filterability < 10 °C below the lowest temper- EN 116
ature in the fuel system
2011-03-25 - de
Table 1: Non-transesterified bio-fuel - Specifications

General
6680 3.3.1-02 EN 1 (2)


6680 3.3.1-02

Analyses
2011-03-25 - de
General
2 (2) 6680 3.3.1-02 EN

MAN Diesel & Turbo
3700063-9.0
Page 1 (2) Explanatory notes for biofuel 1435000
L21/31
L27/38
Operation with biofuel Caution:
Not transesterified biofuel with a pour point above
Please contact MAN Diesel & Turbo at an early 20° C carries a risk of flocculation and may clog up
stage of project. pipes and filters unless special precautions are taken.
Therefore the standard layout of fuel oil system for

Requirements on plant side HFO-operation has to be modified concerning fol-
lowing aspects:
Biofuel has to be divided into 3 categories.
• In general no part of the fuel oil system must be
Categori 1 - transesterified biofuel cooled down below pour pont of the used biofuel.
For example: • Fuel cooler for circulation fuel oil feeding part
=> to be modified.
• Biodiesel (FAME) In this circuit a temperature above pour point of
the biofuel is needed without overheating of the
Esterified biofuel is comparable to MDO (ISO-F-DMB/ supply pumps.
ISO-F-DMC), therefore standard layout of fuel oil
system for MDO-operation to be used. • Sensor pipes to be isolated or heated and located
near to main pipes.
Categori 2 - not transesterified biofuel and pour
point below 20° C • To prevent injection nozzles from clogging indi-
cator filter size 0.010 mm has to be used instead
For example: of 0.034 mm.
• Vegetable oil Additionally:

• Rape-seed oil
• Fuel oil module to be located inside plant (to be
Not transesterified biofuel with pour point below protected against rain and cold wind).
20° C is comparable to HFO (ISO-F-RM), therefore
standard layout of fuel oil system for HFO-operation • A second fuel type has to be provided of cate-
to be used. gory 1 or 2.
Due to the risk of clogging it is needed before each
Categori 3 - not transesterified biofuel and pour stop of the engine, to change over to a second
point above 20° C fuel type of category 1 or 2 and to operate the
engine until the danger of clogging of the fuel
For example: oil system no longer exists.
• Palm oil
• Stearin
• Animal fat
• Frying fat
11.01
MAN Diesel & Turbo
3700063-9.0
1435000 Explanatory notes for biofuel Page 2 (2)
L21/31
L27/38
Requirements on engine Please be aware
• Injection pumps with special coating and with • Depending on the quality of the biofuel, it may
sealing oil system. be necessary to carry out one oil change per
year (this is not taken into account in the details
• Fuel pipes and leak fuel pipes must be equipped concerning lubricating oil consumption).
with heattracing (not to be applied for biofuel
category 1). Heattracing to be applied for biofuel • An addition to the fuel oil consumption is ne-
category 2 outside covers of injection pump area cessary:
and for biofuel category 3 also inside injection
pump area. 2 g/kWh addition to fuel oil consumption (see
chapter fuel oil consumption)
• Inlet valve lubrication (L32/40)
• Engine operation with fuels of low calorific value
• Nozzle cooling to be appied for biofuel category like biofuel, requires an output reduction:
2 and 3. (L32/40)
• LCV ≥ 38 MJ/kg Power reduction 0%
• Charge air temperature before cylinder 55° C to
minimize ignition delay. • LCV ≥ 36 MJ/kg Power reduction 5%
• LCV ≥ 35 MJ/kg Power reduction 10%
11.01
Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram

Figure 1: Viscosity-temperature diagram (VT diagram)
In the diagram, the fuel temperatures are shown on the horizontal axis and
the viscosity is shown on the vertical axis.
The diagonal lines correspond to viscosity-temperature curves of fuels with
different reference viscosities. 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
2011-03-25 - de
Prescribed injection viscosity Required temperature of heavy fuel oil

180 mm²/s at 50 °C in mm²/s at engine inlet* in °C
≥ 12 126 (line c)
General
≤ 14 119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheating
temperature
6680 3.3.4-01 EN 1 (2)

* 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 deliver.
A heavy fuel oil discharge temperature of 152 °C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating sys-
tem – this leads to a reduction in heating output and thermal overloading of
the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.
The heavy fuel oil lines between the outlet of the last preheating system and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 °C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-
cations such as ISO CIMAC or British Standard). If heavy fuel oil with a low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in order to achieve more effective atomisation to reduce the combustion resi-
due.
The delivery pump must be designed for heavy fuel oil with a viscosity of up
to 1 000 mm2/s. The pour point also determines whether the pump is capa-
ble of transporting the heavy fuel oil. The bunker facility must be designed so
as to allow the heavy fuel oil to be heated to roughly 10 C above the pour
point.
Viscosity
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the
engine must be at least 1.9 mm2/s. If the viscosity is too low, this may
cause seizing of the pump plunger or nozzle needle valves as a result
of insufficient lubrication.
This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:
▪ 45 °C at the most with MGO (DMA) and MDO (DMB) and

▪ 60 °C at the most with MDO (DMC).
A fuel cooler must therefore be installed.
If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service of
MAN Diesel & Turbo SE in Augsburg.
2011-03-25 - de
General
2 (2) 6680 3.3.4-01 EN

MAN Diesel & Turbo
1694924-9.2
Page 1 (4) Lubricating Oil System 1440000
L27/38
General Lub Oil Consumption
The engine features an entirely closed wet sump lub The lub oil consumption is 0.5-0.8 g/kWh (always
oil system, ensuring easy installation and no risk of referring to MCR).
dirt entering the lub oil circuit.
It should, however, be observed that during the
The helical gear type lub oil pump is installed in the running-in period the lub oil consumption may
front-end box and draws the oil from the sump. exceed the values stated:
Via a double check valve with connection for stand-by Engine type Lub oil consumption
pump, the oil flows to the pressure regulator, through [litres/hour]
the built-on lub oil plate cooler and the integrated 6L27/38 1.1 - 1.8
automatic lub oil filter to the engine.
7L27/38 1.3 - 2.1
The back-flush oil from the filter is drained to the 8L27/38 1.5 - 2.4
sump. A purifier must be connected to maintain 9L27/38 1.7 - 2.7
proper condition of the lub oil.
Integrated thermostatic elements ensure a constant Lub Oil Requirements

lub oil temperature to the engine.
Only lub oils meeting the requirements in the “List
of Lubricating Oils” may be used.
Within the guarantee period, only lub oils approved

by us should be used, unless a written statement
has been given.
09.28
MAN Diesel & Turbo
1694924-9.2
1440000 Lubricating oil system Page 2 (4)
L27/38
Lub oil system
The lub oil system is the same for both MDO and HFO operation.
Filling from lub. oil

storage tank
DN 32
PT
1225
D12 D8 D7
7 D4 DN x
DN **
PSL 1 2
1221
D5
DN xx
6
LSH
H TE 1231 5
1224 A B
4
C
TE
PT PT TE 1222
1224A 1224B 1223 3
2047045-5.3
DN 32
21 23
20 22
DN 32
Flushing outlet
Cent. water outlet
Connections:
D4 Lub oil stand-by pump, suction
Pipe dimension for DN**
D5 Lub oil stand-by pump, pressure
6 cyl. 7 cyl. 8 cyl. 9 cyl. D7 Lub oil to purifier
DN65 DN65 DN80 DN80 D8 Lub oil filler
D12 Filling of lub oil
Item Description H Venting of crankcase
1 Lub oil pump, attached Automatic backflush filter (item 5):

2 Lub oil pump, stand-by
3 Lub oil cooler
Flushing outlet
4 Thermostatic valve to sump
5 Automatic backflush filter Filter 5C 5A Filter
6 Lub oil presure control valve outlet inlet
5B
7 Strainer (magnetic insert)
20 Prefilter for lub. oil purifier
21 Lub oil purifier pump 5A Backflush filter unit, 25 µm
22 Preheater for lub. oil purifier 5B Pressure controlled by-pass valve
23 Lub oil purifier 5C Back-up filter in line, 50 µm
Fig 1 Lub oil diagram
09.28
MAN Diesel & Turbo
1694924-9.2
Page 3 (4) Lubricating Oil System 1440000
L27/38
Lub oil stand–by pump, item 2 Lub oil thermostatic valve, item 4
To ensure good suction conditions for the lub oil pump, The integrated thermostatic valve has 4 elements
the pump should be placed as low as possible. and controls the inlet temperature to the engine.
The nominal set-point is 66 °C. Manual override is
The suction pipe should be as short and with as few featured when required by the classification society
bends as possible in order to prevent cavitation of concerned.
the pump.
The lub oil stand-by pump also acts as a priming Automatic lub oil, back-flushing filter, item
pump for the engine prior to start. 5
Design data: The built-on automatic lub oil filter has 2 filtering
stages:
Capacity: See planning data
Pressure: Min 5 bar The primary filter contains several filter candles with
Temperature: Max 85 °C a filter mesh of 25 µm corresponding to a nominal
Viscosity at normal operation: filtration degree of 20 µm.
40 cSt (corresponding to 70 °C)
Max viscosity for dimensioning of el-motor: The back-flushing facility operates continuously by
1000 cSt (corresponding to 12 °C means of the oil pressure. The back flushing oil is
for SAE 40 oil) led to the oil sump.
The turbocharger is connected into the same pip- The pressure drop across the filter candles is approx
ing system and must not be primed for more than 0.2 bar with clean filter.
5 minutes. The motor starter for the stand-by pump
must be fitted with time and auxiliary relays limiting In case the pressure drop exceeds 2 bar, by-pass
the stand-by pump to run for 5 minutes only. valves in the filter will open.
When we are to supply the motor starter, the function The filtered oil is always passing the secondary
described is built-in. When the motor starter is not filter with a filter mesh of 50 µm.
included in our scope of supply, a drawing showing
the components and connections required will be This filter also acts as a safety filter in case the by-
forwarded. pass valves are open.
Lub oil cooler, item 3 Lub oil pressure control valve, item 6
The lub oil cooler with stainless steel plates is built- The control valve ensures a correct lub oil pressure
on to the engine. All connections are integrated in also in case of operation with the lub oil stand-by
cooler/front-end box. pump.
The heat dissipation appears from the planning

data. Strainer with magnetic insert, item 7
The strainer is part of the suction pipe in the oil

sump.
09.28
MAN Diesel & Turbo
1694924-9.2
1440000 Lubricating oil system Page 4 (4)
L27/38
Prefilter, item 20 Lub oil preheating
To protect the purifier pump, item 21, a prefilter should In case engine stopped for a larger period it can be
be inserted before the pump. required to install a preheater which can maintain
at least 40 °C in case engine has a longer stand
Design data: still period.
Capacity: See oil pump, item 21 Preheating the lub oil to 40 °C is effected by the
Mesh size: 0.8-1.0 mm preheater of the seperator via the free-standing
pump.
Lub oil pump to purifier, item 21 The preheater must be enlarged in size if necessary,
so that it can heat the content of the service tank to
The pump can be driven directly by the purifier or by 40 °C within 4 hours.
an independent motor.
Design data: Lub oil purifier, item 23

Capacity: V=FxP The circulating oil will gradually be contaminated by
products of combustion, water and/or acid. In some
V: Pump capacity in litres/hour instances cat_fines may also be present.
F: MDO - 0.32
HFO - 0.38 In order to prolong the interval between the exchange
P: Power of the engine in kW at MCR of oil it is necessary to install an automatic self_clean-
ing lub oil purifier dimensioned to handle a flow of
Pressure: Max 2.5 bar approx 0.32-0.38 l/kWh.
Temperature: Max 95°C As a guideline for the selection of purifier, the follow-
ing formula can be used:
Preheater before lub oil purifier, item 22 V = F x P x (24/T)
The preheater must be able to raise the temperature V: The nominal capacity of the purifier in litres/
of the oil from approx 65°C to approx 95°C, which is hour
the temperature of the oil for purifying. F: MDO - 0.32
HFO - 0.38
Capacity: C = V x t/1800 P: Power of the engine in kW at MCR
T: Daily separating time, depending on purifier
C: Capacity of the preheater in kW (22_24 hours)
V: Flow through preheater in litres/hour - de-
fined from the capacity of the purifier. Guidance given by the manufacturer of the purifier
t: Temperature difference 35°C (engine op- must be observed.
erating)
Max pressure 4 bar
Max pressure loss 0.5 bar
Specific load on heating surface for an electric pre-

heater must not exceed 0.8 W/cm2 .
09.28
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralisation reserve than with fully com-
pounded engine oils (HD oils).
International specifications do not exist for medium alkalinity lubricating oils.
A test operation is therefore necessary for a corresponding long period in
accordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. 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 + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Lubricating oil (SAE 40) - Specification for heavy fuel

Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -
up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
2012-02-23 - de
operation (HFO)
* Works' own method
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
General
oil
6680 3.3.6-01 EN 1 (5)

Additives The additives must be dissolved in the oil and their composition must ensure
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion. The lubricating oil must not
absorb the deposits produced by the fuel.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
For tips on selecting the base number, refer to the table entitled “Base num-
ber to be used for various operating conditions".
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity 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, 40

51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Neutralisation properties Lubricating oils with medium alkalinity and a range of neutralisation capabili-
(BN) ties (BN) are available on the market. According to current knowledge, a rela-
tionship can be established between the anticipated 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 effi-
cient engine operation.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
2012-02-23 - de
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
operation (HFO)
content of less than 0.5 %

30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
General
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
for exclusively HFO operation only with a sulphur content < 1.5 %.
2 (5) 6680 3.3.6-01 EN

Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-
sponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF for
exclusively HFO operation providing the sulphur content is over 1.5 %.
50 32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficient
with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).
Table 3: Base number to be used for various operating conditions
Operation with low-sulphur To comply with the emissions regulations, the sulphur content of fuels used
fuel nowadays varies. Fuels with a low-sulphur content must be used in environ-
mentally-sensitive areas (SECA). Fuels with a higher sulphur content may be
used outside SECA zones. In this case, the BN number of the lubricating oil
selected 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 during operation.
However, the results obtained in practiсe that demonstrate the most efficient
engine operation are the factor that ultimately determines, which additive
fraction is permitted.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers 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 drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator

for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. Engines
supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty 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, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.
2012-02-23 - de
operation (HFO)
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
General
(see table entitled "Limit values for used lubricating oil“). An oil sample must
6680 3.3.6-01 EN 3 (5)

be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 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-sulphur diesel fuel for more
than 1000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value Procedure
Viscosity at 40 ℃ 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 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat-
ing conditions
Guide value only .
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 4: Limit values for used lubricating oil
Tests
We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample
2012-02-23 - de
is required for the test.

operation (HFO)
Base Number (mgKOH/g)

Manufacturer
20 30 40 50
General
AEGEAN —— Alfamar 430 Alfamar 440 Alfamar 450

AGIP —— Cladium 300 Cladium 400 ——
4 (5) 6680 3.3.6-01 EN

Base Number (mgKOH/g)
Manufacturer
20 30 40 50
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA —— Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40
(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X
EXXON MOBIL —— Mobilgard M430 Mobilgard M440 Mobilgard M50
—— Exxmar 30 TP 40 Exxmar 40 TP 40
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 ——
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 ——
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
Argina XX 40
TOTAL LUBMAR- —— Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
INE
Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.

2012-02-23 - de
operation (HFO)
General
6680 3.3.6-01 EN 5 (5)

Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-
cating oils contain additives that, amongst other things, ensure dirt absorp-
tion capability, cleaning of the engine and the neutralisation of acidic com-
bustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Specification of lubricating oil (SAE 40) for operation with

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -
up to 135 °C
gas oil, diesel oil (MGO/MDO) and biofuels
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method
Compounded lubricating oils The base oil to which the additives have been added (doped lubricating oil)
2012-02-23 - de
(HD oils) must have the following properties:

Additives The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
General
6680 3.3.5-01 EN 1 (5)

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
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, 40
51/60DF
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 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
number of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the additive
content.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers 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.
2012-02-23 - de
The military specification for these oils is O-236.

Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
General
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. Engines
supplied after March 2005 are already filled with this oil.
2 (5) 6680 3.3.5-01 EN

Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty 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, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. 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 maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 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-sulphur diesel fuel for more
than 1000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.

If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation. gas oil, diesel oil (MGO/MDO) and biofuels
Tests
We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample
is required for the test.

2012-02-23 - de

General
6680 3.3.5-01 EN 3 (5)

Approved lubricating oils SAE 40

Manufacturer Base number 10 - 16 1) (mgKOH/g)

AGIP Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP Energol DS 3-154
CASTROL Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEVRON Texaco Taro 12 XD 40
(Texaco, Caltex) Delo 1000 Marine SAE 40
Delo SHP40
EXXON MOBIL Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
Delvac 1640
PETROBRAS Marbrax CCD-410
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)
STATOIL MarWay 1540
MarWay 1040 2)
TOTAL LUBMARINE Disola M4015

Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil and
diesel fuel
If marine diesel oil is used, which has a very high sulphur content of 1.5 up
1)
to 2.0 weight %, a base number of appr. 20 should be selected.

2)
With a sulphur content of less than 1 %
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.

Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445
2012-02-23 - de
Base number (BN) at least 50 % of fresh oil ISO 3771

Flash point (PM) At least 185 ℃ ISO 2719
General
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
4 (5) 6680 3.3.5-01 EN

Metal content depends on engine type and operat-
ing conditions
Guide value only .
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with biofuels: max. 12 % FT-IR
biofuel fraction
Table 4: Limit values for used lubricating oil

2012-02-23 - de
General
6680 3.3.5-01 EN 5 (5)

MAN Diesel & Turbo
3700212-6.1
Page 1 (4) Starting air system 1450000
L21/31
L27/38
General through the safe start function which is connected to
the safety system mounted on the engine.
The compressed air system on the engine consists
of a starting system, starting control system and Further, the starting valve also acts as an emergency
safety system. Further, the system supplies air to starting valve which makes it possible to activate the
the jet system and the stop cylinders on each fuel air starter manually in case of power failure.
injection pump.
The compressed air is supplied from the starting air Safety System
receivers (30 bar) through a reduction station, where
from compressed air at max. 10 bar is supplied to As standard the engine is equipped with an emer-
the engine. The reduction station should be located gency stop. It consists of one on-off valve, see
as near the starting air receiver as possible. diagram, which activates one stop cylinder on each
To avoid dirt particles in the internal system, a strainer fuel injection pump.
equipped with a drain valve is mounted in the inlet
line to the engine. Air supply must not be interrupted when the engine
is running.
Starting System
Pneumatic Start Sequence
The engine is started by means of a built-on air
starter, which is a turbine motor with gear box, safety When the starting valve is opened, air will be supplied
clutch and drive shaft with pinion. Further, there is a to the drive shaft housing of the air starter.
main starting valve.
The air supply will - by activating a piston - bring the
drive pinion into engagement with the gear rim on
Control System the engine flywheel.
The air starter is activated electrically with a pneu When the pinion is fully engaged, the pilot air will
matic 3/2-way solenoid valve. The valve can be acti- flow to, and open the main starting valve, whereby
vated manually from the starting box on the engine, air will be led to the air starter, which will start to
and it can be arranged for remote control, manual turn the engine.
or automatic.
When the RPM exceeds approx. 158, at which firing
For remote activation the starting coil is connected has taken place, the starting valve is closed whereby
so that every starting signal to the starting coil goes the air starter is disengaged.
12.15
MAN Diesel & Turbo
3700212-6.1
1450000 Starting air system Page 2 (4)
L21/31
L27/38
10 x 1
12 x 1.5
7
C
PT
** DN32 G
1322 PI
C A F
** DN32 G PI B
A F
to consumers
B PSL
PT
1312 3A
3
A1 A2DN 6
10 bar 30 bar 4
*** DN 50
6 E
22 x 2
5
to drain
22 x 2
Drain mounted at E
lowest point to drain
2
1 1A
M M
Item Description The pressure switch for aut. START/STOP of the

compressor (items 1 and 1 A) should be connected
1 Compressor to the charging air pipe as close as possible to the
1A Compressor starting air receiver (items 3 and 3A) to compensate
2 Filter with water trap for pressure peaks from the compressor.
3 Starting air receiver
3A Starting air receiver
4 Filter
5 Pressure reducing valve Starting air receiver (items 3 and 3A):
6 Self closing safety valve 'A', 'B', 'C', 'E', 'F' and 'G' refer to corresponding
7 Typhon connections on the starting air receiver, if supplied by
MAN Diesel & Turbo, Frederikshavn.
2161560-9.1
Connections:
A1 Starting air - inlet Vertical installation of the starting air receiver is recom
A2 Starting air - before pressure reducing valve mended. For horizontal installation, the slope must be
min 5 degrees as shown.
**
The pipe length between receiver and main engine 3, 3A min 5°
starting air pipe is to be as short as possible
*** E
max 10 m from air receiver to engine To drain
Fig 1 Starting air diagram
12.15
MAN Diesel & Turbo
3700212-6.1
L21/31
L27/38
Compressor, items 1 and 1A Starting air receiver, items 3 and 3A
The pressure switch (PSL) for aut start/stop of the The starting air receiver should, preferably, be
compressors 1 and 1A is to be connected to the vertically installed and secured to a bulkhead, thus
charging air pipe as close as possible to the starting ensuring easy acess to the water drain valve. If
air receiver, to compensate for pressure peaks from space conditions do not permit vertical mounting,
the compressor. If the pipe is short, a buffer tank or the receiver may be minimum 5° off the horizontal,
damper is recommended. with the drain valve at the lowest position.
All of the starting air receivers, items 3 and 3A, should Two starting air receivers are standard equipment
be pressurized to 30 bar for approx 60 minutes. for each plant. Table on next page descripe minimum
values of starting air capacity.
Artic conditions 30 minutes.
Compressors are to be installed with total capacity Pressure reducing valve, item 5
sufficient for charging air receivers of capacities
specified from atmospheric to full pressure in the As standard the engines are fitted with a 10 bar air
course of one hour. starter. Therefore the air supply needs to be reduced
from 30 bar to 10 bar before inlet engine.
Two or more compressors of total capacity as speci-
fied are to be installed’. If the engine is fitted with a 30 bar air starter (option),
there will be a pressure reducing valve for stop air
Calculation (example): pressure installed.
30 * V If a pressure drop should occur, it is alarmed by the

P = (m3/h) pressure switch (PT 1322) on the engine control
1000 system. To have this indication there need to be a
pipe from before the pressure reducing station to
P = Total capacity of the compressors (m3/h) location of pressure switch (PT 1322).
V = Total volume of the starting air reciever (dm3)
at service pressure of 30 bar)
Starting air and charging air pipe
Example: 1 x 250 ltr + 1 x 500 ltr
The starting and charging air pipes are to be installed
30 * 750 with a slope towards the starting air receiver, pre-
P = = 22.5 (m3/h) venting possible condensed water from running into
1000 the air starting motor or the compressors. A drain
valve has to be installed at the lowest position of the
starting air pipe, as shown in fig 1.
Filter with water trap, item 2
A filter with water trap should be installed in the

charging air pipe between the compressors and the
starting air receivers.
12.15
MAN Diesel & Turbo
3700212-6.1
1450000 Starting air system Page 4 (4)
L21/31
L27/38
Engine type / No of cylinders Single engine arrangement Twin engine arrangement
L27/38 / 6 - 7 cylinder 2 x 500 ltr 2 x 1,000 ltr
L27/38 / 8 - 9 cylinder 2 x 750 ltr 3 x 750 ltr
1 x 250 ltr
L21/31 / 6 - 7 cylinder 2 x 250 ltr
1 x 500 ltr
L21/31 / 8 - 9 cylinder 2 x 250 ltr 2 x 500 ltr
12.15
MAN Diesel & Turbo
1690735-8.1
L21/31
L27/38
L
F G C
243
166
120
150
øD
6S01 revised 990623
E B A
Receiver L ø D Approx
litres mm mm kg

250 2010 480 274
500 3447 480 450
750 2983 650 620
1000 3803 650 797
Connection Description Pipe size

A Starting air outlet to engine ø38
B Charging air inlet from compressor G3/4
C Safety valve NO
E Drain G1/4
F Pressure gauge G1/4
G Typhon G1/4
Fig 1 Air receiver
07.39
08.16
Page 1 (2)
1699869-0.0
MAN Diesel & Turbo
3482 With mounted Studs
I
H1 3040 With dismounted Studs
Cylinder-unit
762 I
1670
0CL
F7
Front Side 445 1052
Piston with Connecting Rod

2255 F5 F12
2225 I
TCR18 F6
F7 1680
F5,F12 1623
1500 H1 F6 1507
E81415
Option E8 Lub. Oil

1186
B7 Filter
F13 E2
E2 F4
F13 646 646 E2
F4 565
Fresh F10 E3,F10
E1
Water Pump 430
E1 B7
E3 F8 299
F1 174 174 E1
B2A
CL 0 CL 0 F8 CL 0 0 CL
D5 74 PTO 137
max. 50kW
CLOCKWISE ROTATION
Vibration Damper F1
530
D12 D12 D5 D12
755 D8, D12
D4
F.F.B.
D4 1080 D4,D7
D7 D8 D8 D7
D4 1330
Engine Pipe Connections - Front Side
CL
D7 D8
0
78
869
865
860
350
270
350
869
435
435
633
264
260
244
589
832
1172
3867
3786
3536
4089
3205
D7
E8
D7
H1
D4, D8 0
D5 1055
D12
D4
B7
B2A
D4
E1,E2
130 Fore.
D7,D12
E1,E2
F1,F8,F13
D7,D12
E3,F4,F10
MDO
6L27/38
1400000
I H
MDO
6L27/38
010 Aft.
1400000
F10
E6
0(F.F.B.)
99 F12
199 E8,F5,F6
411
Rear Side F12
E7 H1
F5 E6
1798
F6
1500 H1
E8 E7
Charge Air Cooler
E6 1215
E7 1110
F4
H 997
F13 955
Fuel Oil Primary Pump
shown fore Clockwise Rotation of Engine
E3
L O C K W I S
A1
A1 I C
T C L O TC IK O
WNI E
N OT A SE
F10 A NE
T IR O T A T I O N R
R R
O
AS E
T
S
I
T
A
W I
T
AT
CK W
F8 B2A 161
I O
CL O
CL O C K
N
I ON
CL 0 CL 0 0 A1
F1 CL CL
135 B1,B3,B4
D5 B1
Lub. Oil Pump B3
B3 B4
B2A 755 D8,D12
B1
D12
F.F.B.
1080 D4,D7
B4
D7 CL D8
D4
0
0
16
781
685
767
685
754
744
350
270
308
350
273
465
1037
3962
4171
3423
3508
3622
3807
3867
3205
1452
1108
B1 30
I 220
B3 72
H
D7
B4 170
A1
H1
D7
D4,D8
A1
B2A
D12
F4
E3
D5
F8
E6,E7
E6,E7
B1,B3,B4
F1,F13
Top View Pos Connection DxT/DN
A1 Starting Air - Inlet DN50
B1 Fuel Oil Primary Pump - Suction 28x2
B2A Leak Oil to Drain Tank(with alarm) 12x1.5
B3 Fuel Oil Primary Stand-by Pump - Pressure 28x2
B4 Fuel Oil Circulation to Service Tank 28x2
B7 Leak Oil to Drain Tank 12x1.5
D4 Lubricating Oil Stand-by Pump - Suction DN150
D5 Lubricating Oil Stand-by Pump - Pressure DN100
CL 0 0 CL D7 Lubricating Oil to Centrifuge DN32
D8 Lubricating Oil from Centrifuge DN32
D12 Lubricating Oil Filling DN32
Engine Pipe Connections - Rear Side
E1 L.T. Cooling Water - Inlet DN100

E2 L.T. Cooling Water - Outlet DN100
E3 L.T. Cooling Water Stand-by Pump - Pressure DN80
E6 L.T. Cooling Water to Gear Cooler(Gear/Engine) DN65
E7 L.T. Cooling Water from Gear Cooler(on Gear/Engine) DN65
731 F7
801 F5,F6,F12 E8 L.T. Cooling Water to Expansion Tank(venting) 10x1
F1 H.T. Cooling Water - Inlet DN100
841 E8
F4 H.T. Cooling Water Stand-by Pump - pressure DN80
F5 H.T. Cooling Water to Heat Recovery system DN80
F6 H.T. Cooling Water from Heat Recovery system DN80
F7 H.T. Cooling Water to Expansion Tank(venting) 10x1
F8 H.T. Cooling Water from Expansion Tank(venting) DN32
0
F10 Engine preheating - Inlet DN32
3205
3304
3404
F12 Engine preheating - Outlet DN32
F13 H.T. Cooling Water - Outlet(to Cooler) DN100
F12
F.F.B.
H Venting of Crankcase DN80
E8
connection
F7 H1 Venting of TC DN40
E8,F5,F6,F7
Flywheel-Coupling
I Exhaust Gas - Outlet DN400
Page 2 (2)
1699869-0.0
08.16
MAN Diesel & Turbo
08.16
Page 1 (2)
1699868-9.0
MAN Diesel & Turbo
H1
3040 With dismounted Studs
Cylinder-unit
I
CL
1670
762 I
445 1052
0
Front Side F7
2255 F5 F12 2225 I
Option
E2 B7 TCR18 F6
F7 1680
E1 F5,F12 1623
1500 H1 F6 1507
E81415
E8 Lub. Oil
1186
Filter
F13 E2
F4
Fresh F13 646 646 E2
F4 565
Water Pump F10 E1
E3,F10 430
B7
E3 F8 299
F1 174 174 E1
Front Side
B2A
D5 74 PTO 137
max. 50kW
CLOCKWISE ROTATION
Vibration Damper F1
530
D12 D5 D12
D12
Engine Pipe Connections
755 D12
D4
D7 D8
F.F.B.
1080 D4,D7,D8
D4
D8 D7
D4 1330
D7 D8
CL
0
78
869
865
860
350
270
350
869
435
435
633
D4 0
264
260
244
589
1172
4089
3205
D8
E8
D7
H1
832,5
3536,5
D5 1055
D12
D4
B7
B2A
E1,E2
D4 3786,5
E1,E2 3867
130 Fore.
F1,F8,F13
E3,F4,F10
D7,D8,D12
D7,D8,D12
HFO
6L27/38
1400000
HFO
I H
6L27/38
1400000
010 Aft.
F10
0(F.F.B.)
99 F12
411
199 E8,F5,F6
Rear Side F12 H1
E6
F5 E6
1798
E7
F6
1500 H1
E8 E7
Charge Air Cooler
E6 1215
E7 1110
F4
H 997
F13 955
A1 E3
A1
C L O C K WI S
T I OT A T I ON E
F10 N R
A E R
S
I
T
W
K
AT
C
F8 B2A 161
CL O
I ON
CL 0 CL CL 0 CL 0 A1
F1
220 B1, B4
D5
Lub. Oil Pump B1
B4
B2A 755 D12
D12
F.F.B.
B1
1080 D4,D7,D8
D7
B4
D8
CL
Rear Side
0
D4
18
781
685
685
754
744
350
270
308
350
220
208
D4
273
465
1037
1452
3423
3508
3622
3807
3867
3205
3962
4171
1108
B1
H
D7
H1
D8
I
B4
A1
A1
B2A
D12
F8
E6,E7 16
E6,E7
F4
E3
D5
B1, B4 767
F1, F13
Pos Connection DxT/DN
Top View A1 Starting Air - Inlet DN50
B1 Fuel Oil Inlet - Engine 28x2
Engine Pipe Connections

D7 Lubricating Oil to Centrifuge DN32
CL 0 0 CL D12 Lubricating Oil Filling DN32
E8 L.T. Cooling Water to Expansion Tank(venting) 10x1
731 F7 F1 H.T. Cooling Water - Inlet DN100
801 F5,F6,F12 F4 H.T. Cooling Water Stand-by Pump - pressure DN80
841 E8 F5 H.T. Cooling Water to Heat Recovery system DN80
0
3205
3304
3404

F12
F.F.B.
H1 Venting of TC DN40
E8 I Exhaust Gas - Outlet DN400
connection
F7
E8,F5,F6,F7
Flywheel-Coupling
Page 2 (2)
1699868-9.0
08.16
MAN Diesel & Turbo
08.16
Page 1 (2)
1699871-2.0
MAN Diesel & Turbo
I
H1 3040 With dismounted Studs
Cylinder-unit
762 I
1670
0CL
F7
Front Side 445 1052

2255 F5 F12
2225I
TCR18 F6
F7 1680
F5,F12 1623
1500 H1 F6 1507
E81415
Option E8 Lub. Oil

1186
B7 Filter
F13 E2
E2 F4
F13 646 646 E2
F4 565
Fresh F10 E3,F10
E1
Water Pump 430
E1 B7
E3
F1 174 174 E1
B2A
D5 74 PTO 137
max. 50kW
CLOCKWISE ROTATION
Vibration Damper F1
530
D12 D12 D5 D12
755 D8, D12
D4
F.F.B.
D4 1080 D4,D7
D7 D8 D8 D7
D4 1330
CL
D7 D8
0
78
869
865
860
350
270
350
869
435
435
633
264
260
244
589
832
1172
4312
4231
3981
4534
3650
D7
E8
D7
H1
D4, D8 0
D5 1055
D12
D4
B7
B2A
D4
E1,E2
130 Fore.
D7,D12
E1,E2
F1,F8,F13
D7,D12
E3,F4,F10
MDO
7L27/38
1400000
I H
MDO
7L27/38
1400000
010 Aft.
F10
E6
0(F.F.B.)
99 F12
199 E8,F5,F6
411
Rear Side F12
E7 H1
F5 E6
1798
F6
1500 H1
E8 E7
Charge Air Cooler
E6 1215
E7 1110
F4
H 997
F13 955
OIL MIST DETECTOR
E3
I C
L O C K W I
A1
A1 T C
OTL AO TC IK O
WNI S E
N SE
F10 A NE
T IR O T A T I O N R
R
O
AS E R
T
S
I
T
A
W I
T
AT
CK W
F8
O
B2A 161
I O
CL
CL O C K
N
I ON
CL 0 CL 0 0 A1
F1 CL CL
135 B1,B3,B4
D5 B1
Lub. Oil Pump B3
B3 B4
B2A 755 D8,D12
B1
D12
F.F.B.
1080 D4,D7
B4
D7 CL D8
D4
0
0
16
781
685
767
685
754
744
350
270
308
350
273
465
1037
4407
4616
3868
3953
4067
4252
4312
3650
1452
1108
B1 30
I 254
B3 72
H
D7
B4 170
A1
H1
D7
D4,D8
A1
B2A
D12
F4
E3
D5
F8
E6,E7
E6,E7
B1,B3,B4
F1,F13
Top View
B2A Leak Oil to Drain Tank(with Alarm) 12x1.5
CL 0 0 CL

731 F7 E7 L.T. Cooling Water from Gear Cooler(on Gear/Engine) DN65
841 E8 F1 H.T. Cooling Water - Inlet DN100
0
3650
3749
3849
F12 F12 Engine preheating - Outlet DN32
F.F.B. F13 H.T. Cooling Water - Outlet(to Cooler) DN100
E8 H Venting of Crankcase DN80
connection
F7
E8,F5,F6,F7
Flywheel-Coupling
Page 2 (2)
1699871-2.0
08.16
MAN Diesel & Turbo
08.16
Page 1 (2)
1699870-0.0
MAN Diesel & Turbo
H1
Cylinder-unit
I
CL
445 1052
1670
762 I
0
Front Side F7
2255 F5 F12 2225 I
Option
E2 B7 TCR18 F6
F7 1680
E1 F5,F12 1623
1500 H1 F6 1507
E81415
E8 Lub. Oil
1186
Filter
F13 E2
F4
Fresh F13 646 646 E2
F4 565
Water Pump F10 E1
E3,F10 430
B7
E3 F8 299
F1 174 174 E1
B2A
D5 74 PTO 137
max. 50kW
CLOCKWISE ROTATION
Vibration Damper F1
530
D12 D5 D12
D12 D12
755
D4
D7 D8
F.F.B.
1080 D4,D7,D8
D4
D8 D7
D4 1330
D7 D8
CL
0
78
869
865
860
350
270
350
869
264
260
244
435
435
633
589
832
D4 0
1172
4312
4231
3981
4534
3650
H1
D8
E8
D7
D4
B7
D5 1055
D12
B2A
D4
E1,E2
E1,E2
130 Fore.
F1,F8,F13
E3,F4,F10
D7,D8,D12
D7,D8,D12
HFO
7L27/38
1400000
HFO
I H
7L27/38
1400000
010 Aft.
F10
0(F.F.B.)
99 F12
199 E8,F5,F6
411
Rear Side F12 H1
E6
F5 E6
1798
E7
F6
1500 H1
E8
E8 E7
Charge Air Cooler
E6 1215
F4
E7 1110
F4
H 997
F13 955
A1 E3
A1
C L O C K WI S
T I OT A T I ON E
F10 N R
A E R
S
I
T
W
K
AT
C
F8 B2A 161
CL O
I ON
F1
220 B1, B4
D5
Lub. Oil Pump B1
B4
B2A 755 D12
D12
F.F.B.
B1
1080 D4,D7,D8
D7
B4
D8
CL
0
0
D4
18
781
685
685
754
744
350
270
308
350
220
208
D4
273
465
1037
1452
3868
3953
4067
4252
4312
3650
4407
4616
1108
B1
H
D7
H1
D8
I
B4
A1
A1
B2A
D12
F8
E6,E7 16
E6,E7
F4
E3
D5
B1, B4 767
F1, F13
Top View Pos Connection DxT/DN
CL 0 0 CL D8 Lubricating Oil from Centrifuge DN32

731 F7
801 F5,F6,F12 F1 H.T. Cooling Water - Inlet DN100
841 E8
0
3650 F12 Engine preheating - Outlet DN32
3749
3849

F12
F.F.B.
E8
connection
F7 I Exhaust Gas - Outlet DN400
E8,F5,F6,F7
Flywheel-Coupling
Page 2 (2)
1699870-0.0
08.16
MAN Diesel & Turbo
08.15
Page 1 (2)
1699872-4.0
MAN Diesel & Turbo
1670
822 I
H1 I
Cylinder-unit
0CL
445 1052
F7
Front Side
Piston with Connecting Rod 2357 I
2255 F5 F12
Option
TCR20
E2 B7 F6
F7 1680
E1 F5,F12 1623
1500 H1 F6 1507
E81415
E8 Lub. Oil
1186
Filter
F13 E2
F4
Fresh F13 646 646 E2
F4 565
Water Pump F10 E1
E3,F10 430
B7
E3 F8 299
F1 174 174 E1
B2A
D5 74 PTO 137
max. 50kW
CLOCKWISE ROTATION
Vibration Damper F1
530
D12 D5 D12
D12 D12
755
D4
D7 D8
F.F.B.
1080 D4,D7,D8
D4
D8 D7
D4 1330
D7 D8
CL
0
35
869
865
860
350
270
350
869
264
260
244
435
435
633
589
832
D4 0
1172
4757
4676
4426
5034
4095
H1
D8
E8
D7
D4
B7
D5 1055
D12
B2A
D4
E1,E2
E1,E2
130 Fore.
F1,F8,F13
E3,F4,F10
D7,D8,D12
D7,D8,D12
MDO
8L27/38
1400000
I H
MDO
010 Aft.
8L27/38
F10
1400000
E6
0(F.F.B.)
99 F12
199 E8,F5,F6
411
Rear Side F12 H1
E7
F5 1844 E6
F6
E7
1500 H1
E8
Charge Air Cooler
E6 1215
E7 1110
F4
H 997
F13 955
OIL MIST
DETECTOR E3
A1
A1 C L O C K WI S
T I OT A T I ON E
F10 N R
A E R
S
I
T
W
K
AT
C
F8 B2A 161
CL O
I ON
F1
135 B1,B3,B4
D5 B1
Lub. Oil Pump B3
B3 B4
B2A 755 D12
B1
D12
F.F.B.
1080 D4,D7,D8
B4
D7
D8
CL
0
0
D4
16
72
781
685
767
685
754
744
350
270
273
350
254
D4
273
465
1037
4095
4852
5061
1452
4313
4398
4512
4697
4757
1108
B1 30
B3
H
D7
B4 170
H1
D8
A1
A1
B2A
D12
E6,E7
F4
E3
D5
E6,E7
B1,B3,B4
F1,F13
Top View
B2A Leak Oil to Service Tank(with alarm) 12x1.5
CL 0 0 CL D5 Lubricating Oil Stand-by Pump - Pressure DN100

731 F7
801 F5,F6,F12 E7 L.T. Cooling Water from Gear Cooler(on Gear/Engine) DN65
841 E8
0
4095
3749
4294

F12
F.F.B.

E8
connection
F7 H Venting of Crankcase DN80
E8,F5,F6,F7
Flywheel-Coupling
Page 2 (2)
1699872-4.0
08.15
MAN Diesel & Turbo
08.14
Page 1 (2)
1699873-6.0
MAN Diesel & Turbo
1670
822 I
H1 I
Cylinder-unit
0CL
445 1052
F7
Front Side
2255 F5 F12
Option
TCR20
E2 B7 F6
F7 1680
E1 F5,F12 1623
1500 H1 F6 1507
E81415
E8 Lub. Oil
1186
Filter
F13 E2
F4
Fresh F13 646 646 E2
F4 565
Water Pump F10 E1
E3,F10 430
B7
E3 F8 299
F1 174 174 E1
B2A
D5 74 PTO 137
max. 50kW
CLOCKWISE ROTATION
Vibration Damper F1
530
D12 D5 D12
D12 D12
755
D4
D7 D8
F.F.B.
1080 D4,D7,D8
D4
D8 D7
D4 1330
D7 D8
CL
0
35
869
865
860
350
270
350
869
264
260
244
435
435
633
589
832
D4 0
1172
4757
4676
4426
5034
4095
H1
D8
E8
D7
D4
B7
D5 1055
D12
B2A
D4
E1,E2
E1,E2
130 Fore.
F1,F8,F13
E3,F4,F10
D7,D8,D12
D7,D8,D12
HFO
8L27/38
1400000
I H
HFO
010 Aft.
8L27/38
1400000
F10
E6
0(F.F.B.)
99 F12
199 E8,F5,F6
411
Rear Side F12 H1
E7
F5 1844 E6
F6
E7
1500 H1
E8
Charge Air Cooler
E6 1215
E7 1110
F4
H 997
F13 955
OIL MIST
DETECTOR E3
A1
A1 C L O C K WI S
T I OT A T I ON E
F10 N R
A E R
S
I
T
W
K
AT
C
F8 B2A 161
CL O
I ON
F1
220 B1,B3,B4
D5
Lub. Oil Pump B1
B4
B2A 755 D12
B1
D12
F.F.B.
1080 D4,D7,D8
B4
D7
D8
CL
0
0
D4
18
781
685
767
685
254
754
744
350
270
273
350
208
273
D4
465
1037
4313
4398
4512
4697
4757
1452
4095
4852
5061
1108
B1
H
D7
I
B4
A1
H1
D8
A1
B2A
D12
F8
F1
E6,E7 16
F4
E3
D5
E6,E7
B1,B3,B4
Top View
CL 0 0 CL D7 Lubricating Oil to Centrifuge DN32

731 F7
841 E8
0
4095
3749
4294

F12
F.F.B.

E8
connection
F7 H1 Venting of TC DN40
E8,F5,F6,F7
Flywheel-Coupling
Page 2 (2)
1699873-6.0
08.14
MAN Diesel & Turbo
08.14
Page 1 (2)
1699876-1.0
MAN Diesel & Turbo
1670
822 I
H1 I
Cylinder-unit
0CL
445 1052
F7
Front Side
2255 F5 F12
Option
TCR20
E2 B7 F6
F7 1680
E1 F5,F12 1623
1500 H1 F6 1507
E81415
E8 Lub. Oil
1186
Filter
F13 E2
F4
Fresh F13 646 646 E2
F4 565
Water Pump F10 E1
E3,F10 430
B7
E3 F8 299
F1 174 174 E1
B2A
D5 74 PTO 137
max. 50kW
CLOCKWISE ROTATION
Vibration Damper F1
530
D12 D5 D12
D12 D12
755
D4
D7 D8
F.F.B.
1080 D4,D7,D8
D4
D8 D7
D4 1330
D7 D8
CL
0
69
869
865
860
350
869
435
435
633
230
226
210
589
798
D4 0
1172
5168
5087
4837
5445
4506
H1
D8
E8
D7 350
D4
B7
D5 1055
D12 270
B2A
D4
E1,E2
E1,E2
130 Fore.
F1,F8,F13
E3,F4,F10
D7,D8,D12
D7,D8,D12
MDO
9L27/38
1400000
I H
MDO
010 Aft.
F10
9L27/38
1400000
E6
0(F.F.B.)
99 F12
199 E8,F5,F6
411
Rear Side F12 H1
E7
F5 1844 E6
F6
E7
1500 H1
E8
Charge Air Cooler
E6 1215
E7 1110
F4
H 997
F13 955
OIL MIST
DETECTOR E3
A1
A1 C
C L O K WI S
T I OT A T I ON E
F10 N R
A E R
S
I
T
KW
AT
C
F8 B2A 161
CL O
I ON
F1
135 B1,B3,B4
D5 B1
Lub. Oil Pump B3
B3 B4
B2A 755 D12
B1
D12
F.F.B.
1080 D4,D7,D8
B4
D7
D8
CL
4
0
0
D4
18
781
685
767
685
106
754
744
350
270
273
350
B1
136
239
D4
430
1037
4506
5263
5472
4724
4809
4923
5168
1452
1142
H
D7
B3
B4
A1
H1
D8
A1
E6,E7
B2A
D12
F4
E3
D5
E6,E7
B1,B3,B4
F1,F13
Top View
CL 0 0 CL D4 Lubricating Oil Stand-by Pump - Suction DN150

731 F7
801 F5,F6,F12 E6 L.T. Cooling Water to Gear Cooler(on Gear/Engine) DN65
841 E8
0
4506
4604
4704

F12
F.F.B.

E8
connection
F7 F13 H.T. Cooling Water - Outlet(to Cooler) DN100
E8,F5,F6,F7
Flywheel-Coupling
Page 2 (2)
1699876-1.0
08.14
MAN Diesel & Turbo
08.13
Page 1 (2)
1699874-8.0
MAN Diesel & Turbo
1670
822 I
H1 I 3040 With dismounted Studs
Cylinder-unit
CL
0
445 1052
F7
Piston with Connecting Rod Front Side 2357 I

2255
F5 F12
Option
TCR20
E2 B7 F6
F7 1680
F5,F12 1623
E1
1500 H1 F6 1507
E8 1415
E8 Lub. Oil Filter
1186
F13 E2
F4
Fresh F13 646 646 E2
F4
Water Pump 565
F10 E3,F10 E1
430
B7
E3 F8 299
F1 174 174 E1
B2A
CL 0 CL 0 0 0 CL
F8 D5 74 PTO 137
max. 50kW
CLOCKWISE ROTATION
Vibration Damper F1
530
D12 D5 D12
D12 D12
755
D4
D7 D8
F.F.B.
1080 D4,D7,D8
D4
D8 D7
D4 1330
D7 D8 CL
0
0
69
350
869
435
435
633
D4
798
1172
589
230
226
210
5445
4506
5168
E8 865
5087
4837
D8 350
D5 1055
D12 270
D7
H1
B7
D4
E1,E2
D4
B2A
130 Fore.
E1,E2
F1,F8,F13 869
E3,F4,F10 860
D7,D8,D12
D7,D8,D12
HFO
9L27/38
1400000
I H
HFO
010 Aft.
E6
9L27/38
0(F.F.B.)
99 F12
199 E8,F5,F6
411 F10
E7 Rear Side F12 H1
1400000
F5 1844 E6
F6 E7
1500 H1
E8
Charge Air Cooler
E6 1215
E7
F4
1110
H 997
F13 955
OIL MIST DETECTOR E3

A1
A1 T A T I ON
RO
F10 S
E I CL OCK
ANT WI
I
SE
W
K
RO
C
F8
TA
B2A 161
CL O
TI O
N
F1
220 B1,B4
D5
Lub. Oil Pump B1
B4
B2A 755 D8,D12
B1
D12
F.F.B.
1080 D4,D7,D8
B4
D7
D8
CL
0
0
D4
18
16
781
173
239
685
767
350
270
744
685
754
430
273
350
1142
1452
4724
4809
4923
5168
1037
4506
5263
5472
B1
H
B4
A1
H1
D7
F4
E3
D5
E6,E7
B2A
D7
D4,D8
D12
A1
E6,E7
B1,B4
F1,F13
Top View
CL 0 CL 0 D7 Lubricating Oil to Centrifuge DN32

731 F7 E7 L.T. Cooling Water from Gear Cooler(on Gear/Engine) DN65
841 E8 F1 H.T. Cooling Water - Inlet DN100
0
4506
4604
4704

F12
F.F.B.

F7 E8 H Venting of Crankcase DN80
E8,F5,F6,F7
connection
Flywheel-Coupling
Page 2 (2)
1699874-8.0
08.13
MAN Diesel & Turbo
Specifications for intake air (combustion air)
Specifications for intake air (combustion air)

General
The quality and condition of intake air (combustion air) have a significant
effect on the power output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also con-
tamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular main-
tenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pres-
sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-
tion.
Requirements
Gas engines or dual-fuel engines may only be equipped with a dry filter. An
oil filter should not be installed, because they enrich air with oil mist, which is
not permissible for gas operated engines. Filters of efficiency class G4
according to EN 779 must be used. The concentrations downstream of the
air filter and/or upstream of the turbocharger inlet must not exceed the fol-
lowing limit values:
Properties Typical value Unit *
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1
* One Nm3 corresponds to one cubic meter of
gas at 0 °C and 101.32 kPa. Specifications for intake air (combustion air)
Table 1: Intake air (combustion air) - typical values to be observed
Intake air shall not contain any flammable gases

Intake air shall not contain any flammable gases. Make sure that the
combustion air is not explosive.
2012-01-17 - de
General
6680 3.3.11-01 EN 1 (1)

MAN Diesel & Turbo
1699864-1.1
Page 1 (2) Exhaust gas system 1459000
L21/31
L27/38
Exhaust pipe Exhaust pipe mounting
It is important that the exhaust piping is as short and When the exhaust system is designed, consideration
with as few sweep bends as possible. must be given to the radiation of heat and noise.
Sharp bendings and small diameter exhaust pipes Because the exhaust system is subject to consider-
produce high back pressures which will affect the able thermal fluctuations, it is necessary to incorpo-
engine combustion. rate flexible as well as rigid suspension points.
The exhaust back pressure should not exceed 250 In order to compensate for thermal expansion in the
mm WC at MCR. An exhaust gas velocity of max 35 longitudinal direction, expansion bellows must be
m/sec at MCR through the exhaust system is usually inserted as shown. Depending on the actual exhaust
acceptable, but depends on the actual installation piping system, it may be necessary to insert extra
and flow resistance. expansion bellows. The expansion bellows should
preferably be placed at the rigid suspension points.
Each engine must have its own separate exhaust
system to avoid fouling of the turbocharger when The exhaust piping must exert no force on the gas
an engine is not in operation. outlet of the turbocharger.
We will be pleased to assist in making a calculation The pipe work should be easily removable to facilitate
of the exhaust back pressure. ease of cleaning and maintenance. Each connection
in the pipe line should be fitted with a gasket.
The gas outlet from the turbocharger, expansion
bellows, connecting piece, exhaust pipes and si- A pipe branch should be welded into the exhaust
lencers must be insulated with suitable material. line to enable measurements of the exhaust back
The insulation should be protected by a thin metal pressure to be taken.
plating and comply with class and national authority
requirements. To prevent the ingress of water, the terminal outlet
should be provided with a collar, as shown in fig 1.
Care must be taken when installing silencers with
spark arresters to ensure that the access doors are The exhaust piping is to be provided with water drains,
situated to permit ease of removal for cleaning. which are to be kept open constantly for draining
the condensation water or possible leak water from
The minimum dimensions of the exhaust pipes are waste heat boilers.
stated in the planning data.
08.17
MAN Diesel & Turbo
1699864-1.1
1459000 Exhaust gas system Page 2 (2)
L21/31
L27/38
Collar
Exhaust silencer
Breather pipe Fixed supports
Branch for measuring Expansion bellow

exhaust gas
back pressure Movable supports
H
Fixed supports
Expansion bellow
Sockets for Connection to
sensors breather pipe
(Yard supply)
Fig 1 Exhaust gas system
08.17
MAN Diesel & Turbo
1699861-6.2
L27/38
Position of gas outlet on turbocharger Fig 1 shows alternative positions for the exhaust gas
outlet and if requested the outlet can be turned to a
The turbocharger outlet is fitted with a round flange, desired position prior to dispatch.
adapted for direct installation of an expansion bellow.
G*
0o
Intermedian flange
From 0o to 45o
continuously adjustable F
From 270o to 359o
continuously
adjustable 45o
20
D
270o
C
CL - Crankshaft
B 445
Engine A B C D E F G*
type mm mm mm mm mm mm mm
6L27/38 (TCR 18) 645 1052 1798 427 305 762 500
7L27/38 (TCR 20) 754 1052 1844 514 315 822 600
8L27/38 (TCR 20) 754 1052 1844 514 315 822 600
9L27/38 (TCR 20) 754 1052 1844 514 315 822 600
* Exhaust pipe dimension
Fig 1 Position of exhaust gas outlet
11.10
MAN Diesel & Turbo
1696445-5.0
L27/38
A
Lateral
BC mm Movement diagram
30
DN
DN 500
DN 550
20 DN 600
LN
10
Axial
0 10 20 30 40 50 60 70 80 90 100 110 mm
6 S 02
N × øD
Exhaust pipe dimension in mm ø500 ø550 ø600

Number of cylinder 6 7 8&9
Outer flange diameter A 645 703 754
Pitch circle diameter BC 600 650 700
Exhaust pipe dimension DN 500 550 600
Free length in mm LN 305 315 315
Number of holes N × øD 20 × ø22 20 × ø22 20 x _ 22
Fig 1 Exhaust gas compensator
04.04
MAN Diesel & Turbo
1696446-7.0
L27/38
Exhaust gas boiler The exhaust gas boiler should have a gas bypass
for operating at low load conditions. The overall
To utilize the thermal energy from the exhaust, an back pressure must be considered when designing
exhaust gas boiler producing steam or hot water the system.
can be installed.
Exhaust gas
Each engine should have its own separate exhaust 25 quantity
gas boiler or a common boiler with individual gas 1000 kg/h
9L
ducts from each engine. 22,5
8L
For exhaust gas quantities and temperatures – see 20
fig 1.
17,5 7L
Condition for the application of the graph:

6L
15
MDO low calorific heat value: 42700 kJ/kg
ISO ambient conditions 12,5
Exhaust gas tolerances: 10

Quantity ± 2%
Temperature ± 15% 7,5
For engines operating on HFO, the exhaust gas °C texh after TC

5
temperature can be expected to be about 15 °C 450
higher. Exhaust gas quantity will more or less remain 400
2,5
the same. 350
300
6 S02
In order to reduce the possibility of moisture forma- % Load

50 75 90 100
tion and subsequently sulphuric acid forming in the
uptake the gas outlet temperature from the gas boilers
must not fall below 180 °C. Fig 1 Exhaust gas quantity
04.04
MAN Diesel & Turbo
1690741-7.0
L21/31
L27/38
Standard silencer
Absorbtive type.
Noise attenuation 25 or 35 dB(A).
E
D
F
C G I
4 E06
B H
A
Silencer with spark arrester
Silencer A B C D E F G H I Weight
type mm mm mm mm mm mm mm mm mm kg
25dB_16” 3400 3100 150 400 950 990 16 540 495 650
25dB_18” 3700 3400 150 450 1000 1040 16 595 550 800
25dB_20” 4000 3700 150 500 1100 1140 16 645 600 1000
25dB_22” 4200 3900 150 550 1200 1240 20 703 650 1200
25dB_24” 4400 4100 150 600 1300 1340 20 754 700 1400
35dB_16” 4400 4100 150 400 950 990 16 540 495 800
35dB_18” 4700 4400 150 450 1000 1040 16 595 550 1000
35dB_20” 5000 4700 150 500 1100 1140 20 645 600 1250
35dB_22” 5200 4900 150 550 1200 1240 20 703 650 1500
35dB_24” 5400 5100 150 600 1300 1340 20 754 700 1750
Silencer without spark arrester

Silencer A B C D E F G H I Weight
type mm mm mm mm mm mm mm mm mm kg
25dB_16” 3000 2700 150 400 950 990 16 540 495 550
25dB_18” 3300 3000 150 450 1000 1040 16 595 550 700
25dB_20” 3500 3200 150 500 1100 1140 16 645 600 900
25dB_22” 3700 3400 150 550 1200 1240 20 703 650 1050
25dB_24” 3800 3500 150 600 1300 1340 20 754 700 1250
35dB_16” 4000 3700 150 400 950 990 16 540 495 700
35dB_18” 4300 4000 150 450 1000 1040 16 595 550 900
35dB_20” 4500 4200 150 500 1100 1140 20 645 600 1100
35dB_22” 4700 4400 150 550 1200 1240 20 703 650 1350
35dB_24” 4800 4500 150 600 1300 1340 20 754 700 1500
Fig 1 Standard silencer
03.40
MAN Diesel & Turbo
1690754-9.1
Page 1 (6) Local monitoring, control and safety 1475000
L21/31
L27/38
The engine applies a fully electronic and redundant gearbox and propeller. The configuration of these
local instrumentation concept for both engine and systems can be seen on fig 2. This drawing also
gearbox, thus providing extensive monitoring and incorporates the safety system.
an unsurpassed overview for the operator.
The computer units (ACM-E, ACS and ACM-GP) are
The operator panel for the engine is placed next to all acting as data collection devices, interconnected
the governor. This is done to give the operator the via a redundant bus. Additionally, the ACM-E serves
best possible condition for controlling and monitoring the engine related controls and the ACS acts as a
the complete engine from one position only. redundant safety system.
In order to further facilitate a good overview and a well Generally, all sensors are analogue, thus offering
organised platform for the total propulsion package, the user the possibility to read the exact value of all
the operator panel for the gearbox and propeller will parameters. All sensors are continuously monitored
be found next to the operator panel for the engine. to be within the specified measuring range. The
Please refer to fig 1. This applies if the gear is MBD operator will be notified, should a sensor exceed its
type E or EV. validity limits.
The local monitoring and control systems are divided The measurement and display of the essential param-
into two systems. One for the engine and one for the eters are duplicated. The duplicated measurements
are marked with an “S” on fig 2.
Operator Panel
Engine (OP-E)
Operator Panel
Gear & Propeller
(OP-GP)
Fig 1 Placing of OP-E and OP-GP
05.21
MAN Diesel & Turbo
1690754-9.1
1475000 Local monitoring, control and safety Page 2 (6)
L21/31
L27/38
S: Safety Circuit
Bargraphs marked with an 'S' identifies measurements
C: Local Control with duplicated transducers. In case of failure of the ACS
Remaining parts: Monitoring Circuit or the connection to it, the measurements from the ACM
*: Sensor not duplicated can be read in the 'Measurement Select' field.
S* % RPM
S S
120
110
100
°C °C °C °C °C °C °C °C °C Bar °C 90 °C
Cyl. 1 550 2 550 3 550 4 550 5 550 6 550 7 550 8 550 9 550 10 550 WASTE 80 BY- 550
520 520 520 520 520 520 520 520 520 9 520 GATE 70 520
PASS
490 490 490 490 490 490 490 490 490 490 60 490
8
Bar Bar °C 460 460 460 460 460 460 460 460 460 460 OPEN 50 OPEN 460
430 430 430 430 430 430 430 430 430 7 430 40 430
10 10 120
110 400 400 400 400 400 400 400 400 400 6 400 WASTE 30 BY- 400
9 9 370 370 370 370 370 370 370 370 370 5 370 GATE 20 PASS 370
8 8 100 340 340 340 340
340 340 340 340 340 4 340 CLOSED 10 CLOSED 340
90 310 310 310 310 310 310 310
7 7 310 310 310 0 310
80 290 290 290 290 290 290 290 3 290 TC Speed
6 6 290 290 290
70 260 260 260 260 260 260 260 2 260 260
5 5 260 260
60 230 230 230 230 230 230 230 1 230 230
230 230
4 4 50 200 200 200 200 200 200 200 200 200 200 200
40 0
3 3 Exhaust Gas Temperature TC Lub. Oil TC Temp. RPM TC Temp.
30
2 2 Press. In Out
20
1 1 10 Bar °C Bar °C °C Bar °C °C
0 0 0 Bar °C
16 120 6.0 120 120 6.0 120 120
Press. Press. Temp. 4.0 120
110 5.5 110 110 5.5 110 110
In Out 14 100 100 110
100 5.0 100 100 5.0 3.5
90 90 100
Lubricating Oil 12 90 4.5 90 90 4.5 3.0 90
Power Supply
80 80 80 4.0 80 80
10 4.0 80
70 70 70 70 70 2.5
3.5 3.5 70
8 60 60 60 60 60 2.0
3.0 3.0 50 60
50 50
24 V d.c.
6 50 50 50
2.5 2.5 40 40 1.5
40 40 40 40
4 30 2.0 30 30 2.0 30 30
1.5 1.0 30
1.5 20 20
S
2 20 20 20 20
From
10 1.0 10 10 1.0 10 10 0.5
0 0 0 0 10
0 0 0 0 0.0 0
S S S
Press. Temp. Press. Temp. Temp. Press. Temp. Temp. Press. Temp.
RCS
In
Bus to ACM
In Out Out
Fuel Oil Charge Air
HT Cooling Water LT Cooling Water
Safety Measurement Select Bar % RPM %
SHUT DOWN Active 40 120 120
SHUT DOWN Cancelled 35 110 110
100 100
30 90 90
Engine Running Hours 25 80 80
CANCEL RESET Panel/Lamp Safety Syst. Link OK 70 70
SHUT SHUT Monit. Syst. Link OK 20
DOWN DOWN Test 60 60
15 50 50
Start / Stop 40 40
10 30 30
Overspeed, Engine CONTROL POSITION
5 20 20
Engine Lub. Oil Press. Low RUN 10 10
LOCAL REMOTE 0 0 0
HT Cool. Water Temp. High STOP START
Start Speed Fuel
HT Cool. Water Press. Low
Start Blocking Air Index
Gear Lub. Oil Press. Low
Turning Gear Engaged Press.
Clutch Oil Press. Low RPM
Engine Disconnected
Emergency Stop
Prop. Lock Device Active
Overspeed, Turbocharger
Safety
Prop. Pitch not Zero
C C
Oil Mist in Crank Case
S Power Supply
24 V d.c.
Monitoring Safety
Engine Monitoring Panel Circuit Circuit
Front Bus to ACS
Local Control, Hardwired
Remote / Local Stop/Run/Start
RCS
+ 24 V, Emc'y
Start Block.
from ACS
Lay-out of electronics inside
Start Stop Engine Monitoring Panel
Valve Valve
Engine
Fuel Index RCS
Operator
Governor
Controls
Panel
TC (OP-E)
Valves TC
(in Governor)
VIC RPM
Valve
START
Back-up Control
04042.002
IL-Bus-ME OVER
Cooler
STOP
LOAD from Bridge

IL-Bus-S
By-pass
Jet STOP
Assist
Operator
P P Panel
(OP-GP)
Propeller Pitch
Ship's Alphacomm Alphacomm Clutch
Closed Loop
In/Out
IL-Bus-MGP
Alarm Serial Monitoring Safety Control Box

Ahead/
System (ACM-E) (ACS) Astern
P P
Pitch
24Vdc 24Vdc
(Safety)
Tachos
Alphacomm
Remote Duplicated Net Monitoring
Control Serial (ACM-GP) Pitch
System
24Vdc
(RCS)
Fig 2 Control, safety and monitoring - systems configuration (continues on next page)
05.21
MAN Diesel & Turbo
1690754-9.1
L21/31
L27/38
Bar Bar
60 60
55 55
50 50
45 45
40 40
35 35
30 30
25 25
20 20
15 15 % RPM
10 10 120
5 5 110
0 0 100
Press. Press.
90
Clutch Oil Servo Oil 80
From
70
S
60
Bar °C °C 50
RCS
10 120 120 40
110 110 30
9 100 20
100
8 90 10
Propeller / Gear
90
7 80 80 0
6 70 70
5 60 60
Monitoring Panel
50 50
4 40 RPM
40
S Power Supply
3 30 30
2 20 20
Front 1 10 10
0
24 V d.c.
0 0 OVER
Press. Temp. Temp. LOAD
Gear Lub. Oil Thrust
Bearing
% Pitch
Measurement Select
100 50 0 50 100
Bus to ACM
Ahead Astern
FEATHER
Panel/Lamp Safety Syst. Link OK POSITION
Test Monit. Syst Link OK
C
CLUTCH CONTROL CONTROL POSITION PITCH CONTROL
LOCAL REMOTE AHEAD ASTERN
Safety
Power Supply
24 V d.c.
Monitoring Safety
Circuit Circuit Bus to ACS
Overload
Clutch In/Out Remote / Local Ahead / Astern
Remote Control
System + 24 V
Emergency
Supply
Local Control, Hardwired
Layout of electronics inside

04042.002
Clutch Valves Propeller / Gear Monitoring Panel

In / Out
Propeller Pitch
Closed Loop
Control Box
Fig 2 Control, safety and monitoring (continued)
05.21
MAN Diesel & Turbo
1690754-9.1
L21/31
L27/38
The operator panels In addition to the indication on the bar-graph, the
exact value of each sensor can be shown by using
The operator panel for the engine (OP-E) serves the “Measurement Select” display and push buttons.
three purposes. A yellow lamp will indicate the selected parameter
above the corresponding bar-graph.
Please see figs 3 and 4:
The local control functions are all acting directly
Local monitoring on the machinery components; ie the local controls
are operating independently of the computer units.
Local control However, any active start blocking deriving from
the safety system will inhibit the start of the engine.
Safety system interface The actual local control functions can be seen on
figs 3 and 4.
The local monitoring function is using bar-graphs to
present all measurements on the engine. In order to The safety system interface is placed in the lower left
give a good overview, the bar-graphs are organised part of the operator panel for the engine. The status
in a mimic diagram, showing the logical location of of all safety sensors can be seen, and the operator
the sensors on the engine. has the possibility of cancelling shut downs and re-
setting the shut down memory of the safety system.
% rpm
120
Cylinder 1 2 3 4 5 6 7 8 9 110
OC OC OC OC OC OC OC OC OC bar OC
100 OC
560 560 560 560 560 560 560 560 560 10 560 WASTE 90 560
530 530 530 530 530 530 530 530 530 9 530 GATE 80 530
500 500 500 500 500 500 500 500 500 8 500 70 500
470 470 470 470 470 470 470 470 470 470 OPEN 60 470
440 440 440 440 440 440 440 440 440 7 440 50 440
410 410 410 410 410 410 410 410 410 6 410 40 410
380 380 380 380 380 380 380 380 380 5 380 30 BY- 380
350 350 350 350 350 350 350 350 350 4 350 20 PASS 350
320 320 320 320 320 320 320 320 320 3 320 10 320
290 290 290 290 290 290 290 290 290 290 0 CLOSED 290
260 260 260 260 260 260 260 260 260 2 260 260
bar bar OC 230 230 230 230 230 230 230 230 230 1 230 230
10 10 120 200 200 200 200 200 200 200 200 200 0 200 TC Speed 200
9 9 110
8 8 100
90 Exhaust Gas Temperature TC Lub. Oil TC Temp. TC Temp.
7 7 80
6 6
Press. In rpm Out
70
5 5 60
4 4 50
40 bar OC
bar OC OC bar OC OC
3 3 6.0 6.0
30 16 120 120 120 120 120 120
2 2 20 110 5.5 110 110 5.5 110 110 110
1 1 10 14 100 5.0 100 100 5.0 100 100 4.0 100
0 0 0 12 90 4.5 90 90 4.5 90 90 3.5 90
10 80 4.0 80 80 4.0 80 80 3.0 80
70 3.5 70 70 3.5 70 70 70
Press. Press. Temp. 8 60 3.0 60 60 3.0 60 60 2.5 60
before after 6 50 2.5 50 50 2.5 50 50 2.0 50
40 2.0 40 40 2.0 40 40 40
Filter Filter 4 30 1.5 30 30 1.5 30 30 1.5 30
2 20 1.0 20 20 1.0 20 20 1.0 20
Lubricating Oil 10 0.5 10 10 0.5 10 10 10
0 0 0 0 0 0 0 0 0.5 0
0
Press. Temp. Press. Temp. Temp. Press. Temp. Temp. Press. Temp.
In Out In Out Charge Air
Fuel Oil
HT Cooling Water LT Cooling Water
bar % rpm %
Safety Measurement 40 120 120
35 110 110
SHUT DOWN Active 100 100
SHUT DOWN Cancelled 30 90 90
25 80 80
70 70
Engine Running Hours 20 60 60
CANCEL RESET Panel / Lamp Safety Syst. Link OK 15 50 50
SHUT SHUT Test 40 40
DOWN DOWN Monit. Syst. Link OK 10 30 30
5 20 20
10 10
CONTROL POSITION 0 0 0
Emergency Stop RUN
Overspeed, Engine STOP START LOCAL REMOTE Start Speed Fuel
Engine Lub. Oil Press. Low Air Press. Index
HT Cooling Water Temp. High Start Blocking
HT Cooling Water Press. Low
Gear Lub. Oil Press. Low Turning Gear
Oil Mist in Crank Case Prop. Pitch not Zero
Engine Disconnected
Propeller Locked
rpm
MON SAF
Fig 3 Operator panel - engine
05.21
MAN Diesel & Turbo
1690754-9.1
L21/31
L27/38
Automatic control functions
bar bar
60 60
55
50
45
55
50
45
The following automatic control functions will be
40
35
40
35 carried out by the ACM-E unit:
30 30
25 25
20 20 % rpm
15 15 120
10
5
10
5
110
100
Position (open or closed) of turbocharger by-
0 0 90
80
70
pass valve (option)
Press. Press. 60
Clutch Oil Servo Oil 50
40
30
20 Position (open or closed) of turbocharger waste
10
bar
10 120
OC OC
120
0 gate valve (option)
9 110 110
8 100 100
90 90
7 80 80
6
5
70
60
70
60 rpm
Activation of the Jet Assistance valve
4 50 50
3 40 40
30 30
2
1
0
20
10
0
20
10
0
OVER Position (open or closed) of the cooler by-pass
LOAD
valve (option)
Press. Temp. Temp. FEATHER
Thrust POSITION
Gear Lub. Oil Bearing
Measurement
% Pitch Connection to the ship’s alarm system
100 50 0 -50 -100
Generally, all measurements from the Alpha-Comm

Ahead Astern
Panel / Lamp Safety Syst. Link OK units, mounted on the engine and the gearbox, can
Test Monit. Syst. Link OK
be transmitted to the ship’s alarm system where ex-
CLUTCH CONTROL CONTROL POSITION PITCH CONTROL ceeding of alarm limits, if any, will be detected and an
OP-GP_r_for_presentation_b
LOCAL REMOTE AHEAD ASTERN alarm signal will be heard throughout the vessel.
The connection to the ship’s alarm system is realised

using a serial point to point connection. We use the
MODBUS ASCII protocol as their standard. The
electrical interface is RS422. A full specification is
available.
Fig 4 Operator panel - gearbox/propeller
05.21
MAN Diesel & Turbo
1690754-9.1
L21/31
L27/38
Safety System In addition to the operator interface on the local
operator panels (OP-E and OP-GP) there are simi-
The safety system acts as an independent stand lar operator facilities on the operator panels of the
alone system including its own sensors inside the remote control system.
ACS. In order to give an even higher safety level,
the safety functions are duplicated in the ACM-E. The safety system detects start blockings, if any. Start
Ie, also in case of a failure of the dedicated safety blocking protection is active during both remote and
system, the engine will have its full shut down protec- local operation.
tion intact via the ACM-E, acting on the stop valve
of the governor.
05.21
MAN Diesel & Turbo
1696426-4.3
Page 1 (2) PTO on engine front 1485000
L27/38
PTO on forward end of engine propulsion system, all necessary information con-
cerning the PTO is needed.
The engine can be supplied with a PTO on the forward
end, as an extension to the crankshaft, see fig 1. Generally, a flexible coupling between the PTO and
the generator and/or driven machinery will be neces-
The PTO can be dimensioned to transmit the full sary and this coupling must be selected to transmit
engine power. If a plant is to be supplied with PTO it the PTO requirements, accommodate and absorb any
must be planned in co–operation with us. For carrying vibrations which may be present. Usually a toothed
out the torsional vibration analysis of the complete coupling will not be allowed.
2040 to 3060 kW (340 kW/cyl.)

2190 to 3285 kW (365 kW/cyl.)
Cyl no 1
1060 To be adapted to coupling
Fig 1 PTO arrangement
11.10
MAN Diesel & Turbo
1696426-4.3
1485000 PTO on engine front Page 2 (2)
L27/38
Max axial force Furthermore it should be observed that the crank-
shaft position is fixed by the guide bearing at the aft
In principle the PTO must not induce any extra axial end of the engine. Crankshaft extension measured
forces on the guide bearing of the crankshaft. How- at the forward end with a temperature rise of 65 °C
ever, a constant force of max 9000 N can be accepted. corresponds to the values in the shown table.
This includes a contribution from the crankshaft, if
the engine has an inclination in relation to horizontal. This extension may cause the flexible coupling be-
tween the PTO shaft and the driven part to create
For a 5° inclination to aft end the contribution will an additional axial force on the crankshaft guide
be as stated below. bearing and this must be taken into consideration.
Engine Axial force Extension of An additional PTO of max 50 kW is available on

type crankshaft the engine forward end. It can either be used for
5° inclination ∆t = 65° C a sea water pump, or for a hydraulic pump for the
steering gear.
6L27/38 4160 N 2.0 mm
7L27/38 4820 N 2.4 mm
8L27/38 5200 N 2.7 mm
9L27/38 5540 N 3.0 mm
11.10
MAN Diesel & Turbo
1694916-6.3
Page 1 (1) Weights of Main Components 1402000
L27/38

Description Approx. weight (kg)
Cover for crankcase (max) 22

Cylinder head, incl. rocker arms 300
Piston 43
Cylinder liner 150
Connection rod (excl. marine head) 52
Cylinder unit, complete 700
Marine head bearing 20
Turbocharger NR24/S 665
Turbocharger NR26/R 790
Turbocharger NR29/S 990
Turbocharger TCR16 290
Charging air cooler 487
Fuel injection pump 57
Lubricating oil pump 59
Lubricating oil filter 40
Lubricating oil cooler 280
Lubricating oil thermostatic valve housing 70
Cooling water thermostatic valve housing 242
Cooling water pump 65
Engine operator panel 25
10.04
Alphatronic 2000
19000
MAN Diesel & Turbo
1696443-1.0
Page 1 (1) Alphatronic 2000 1900000
L21/31
L27/38
Alphatronic 2000-PCS (AT2000 PCS) The Alphatronic 2000 PCS is operated by means of
setpoint handles and standard AT2000 PCS panels
Propulsion Control System. with build in four lines display.
The overall structure of the system can be seen in the

Alphatronic 2000-LMCS (AT2000 LMCS) Description “Remote control system” in this chapter.
Local Monitoring, Control and Safety system. The AT2000-PCS may be serially connected to the
engine mounted system called Alphatronic 2000-
LMCS. This system is transferring information about
Introduction shut down conditions to the PCS. Values from sen-
sors for load reduction are also transferred via the
The Alphatronic 2000-PCS is used for remote con- serial connection.
trol of the ships propulsion line, including a diesel
engine connected to a controllable pitch propeller The overall structure of the system can be seen in
(CPP) through an optional reduction gearbox, with the Description “Local monitoring and control” in
optional clutch control for the main engine clutch.The this chapter.
system may also be interfaced to a shaft generator.
04.18
MAN Diesel & Turbo
1690756-2.0
Page 1(7) Remote control system 1900000
L21/31
L27/38
General
The propulsion remote control system is designed As shown on fig 1, the propulsion remote control
for control of a propulsion plant consisting of one or system comprises a computer controlled system
several of the following types of propulsion plant units: with interconnections between control stations via
a redundant bus and a hard wired back-up control
Two-stroke or four-stroke diesel engine system for direct pitch control at constant shaft rpm.
Reduction gear with PTO
Controllable pitch propeller
Main Control Station

Bridge Wing (Center) Bridge Wing
RPM Pitch RPM Pitch RPM Pitch
Operator Operator Operator

Panel (*) ES Panel BU ES ES: Emergency Stop Panel (*) ES
BU: Back-Up Control
Handles
Interface
Bridge
Duplicated Network
RPM Pitch
Ship's Diagnosis
Alarm
System
Operator
Panel
Engine Control Room
Start/Stop, Remote/Local
Shaft Generator
/ PMS
Speed Set
Fuel Index Auxiliary Control
Charge Air Press. Remote Equipment
Governor
Operator
Panel Control
(OP-E)
STOP Clutch In/Out, Remote/Local System Coordinated
(in Governor)
TC RPM Control
START
OVER System
STOP
LOAD Pitch Set

IL-Bus-S
IL-Bus-ME
Operator Propeller Pitch

P P Panel Closed Loop
(OP-GP)
Control Box
IL-Bus-MGP
Clutch
Alphacomm Alphacomm In/Out Back-up
Serial Monitoring Safety Ahead/ selected
Astem Pitch
(ACM-E) (ACS)
P
P
Duplicated Tacho Sensors Alphacomm

Network
Monitoring
(ACM-GP)
Pitch
4042001D
Engine Room Serial
Fig 1 Remote control system - Alphatronic 2000
03.43
MAN Diesel & Turbo
1690756-2.0
1900000 Remote control system Page 2(7)
L21/31
L27/38
The computer controlled system contains functions for: A load control function protects the engine
against overload. The load control function
Machinery control of engine start/stop, gear contains a charge air smoke limiter, a load
clutches and engine load limits. programme for avoidance of high thermal
stresses in the engine, an automatic load re-
Thrust control with optimization of propeller duction and an engineer controlled limitation
pitch and shaft rpm. Selection of combinator, of maximum load.
constant speed or separate thrust mode is
possible. The rates of changes are controlled Functions for transfer of responsibility between
to ensure smooth manoeuvres and avoidance the local control stand, engine control room
of propeller cavitation. and control locations on the bridge are incor-
porated in the system.
03.43
MAN Diesel & Turbo
1690756-2.0
L21/31
L27/38
Propulsion control station on the main A propeller monitoring panel with back-up
bridge instruments for propeller pitch and shaft rpm.
For remote control a minimum of one control station A thrust control panel with control lever for
located on the bridge is required. thrust control, an emergency stop button and
This control station will incorporate three modules, as push buttons for transfer of control between
shown on fig 2: control stations on the bridge.
A propulsion control panel with push but-

tons and indicators for machinery control
and a display with information of condition of
operation and status of system parameter.
432
288 144
EMERGENCY
STOP
144
PROPELLER ASTERN AHEAD

RPM PITCH
288
Propulsion Control System Alphatronic 2000
OVER
ALARM LOAD FAULT
MAINTE- STOP
ACCEPT
NANCE HORN
144
SHUT LOAD S1 S2 S3 S4
DOWN REDUC.
2051425-0.0
ENGINE CANCEL CANCEL LOAD MACHI-

BRIDGE LOCAL ESC ENT
CONTROL SHUT LOAD RESTRICT NERY
CONTROL
ROOM DOWN REDUC. CANCEL CONTROL
RESET RESET BACK-UP

SEPA- CONST. COMBI- IN TAKE
SHUT LOAD CONTROL
RATE SPEED NATOR CONTROL CONTROL
DOWN REDUC.
ON/OFF
Fig 2 Main bridge station - standard layout
03.43
MAN Diesel & Turbo
1690756-2.0
L21/31
L27/38
Additional propulsion control stations on Electric shaft system
the bridge
To ensure bumpless transfer between the control sta-
If more than one control station are located on the tions on the bridge, an electric shaft system is avail-
bridge, one of the control stations is selected to be the able for automatic synchronization of control levers.
main control station and the others are slave control
stations. The slave control stations are only intended
to contain functions necessary for thrust control. As
standard, a slave control station (fig 3) is offered only
with a thrust control panel and a propeller monitoring
panel, but as shown on fig 4, a propulsion control
panel can be supplied for the slave control stations
as well. Slave control stations in waterproof design
(IP56) are available for open bridge wings.
288
Propeller Pitch
EMERGENCY
STOP
288
Propeller RPM
2052903-6.0
IN TAKE
CONTROL CONTROL
Fig 3 Slave control station - waterproof design
03.43
MAN Diesel & Turbo
1690756-2.0
L21/31
L27/38
432
288 144
EMERGENCY
STOP
144

RPM PITCH
288
OVER
ALARM LOAD FAULT
MAINTE- STOP
ACCEPT
NANCE HORN
144
DOWN REDUC.
ENGINE LOCAL CANCEL CANCEL LOAD MACHI-

BRIDGE ESC ENT
CONTROL CONTROL SHUT LOAD RESTRICT NERY
SEPA- CONST. COMBI- RESET RESET IN TAKE

RATE SPEED NATOR SHUT LOAD
CONTROL CONTROL
DOWN REDUC.
2051427-4.0
Fig 4 Slave control station - alternative layout
03.43
MAN Diesel & Turbo
1690756-2.0
L21/31
L27/38
Propulsion control station in the engine
control room
A propulsion control station can be incorporated in

the system for an engine control room. As standard,
a thrust control panel with a single control lever
is offered, fig 5, but as shown on fig 6, a module
with separate levers for control of engine speed and
propeller pitch is available.
432
288 144
EMERGENCY
STOP
144

RPM PITCH
288
ALARM OVER FAULT

LOAD
MAINTE- STOP ACCEPT

NANCE HORN
144
DOWN REDUC.
ENGINE LOCAL CANCEL CANCEL LOAD MACHI-

BRIDGE ESC ENT
CONTROL SHUT LOAD RESTRICT NERY
2051428-6.0
CONTROL
SEPA- CONST. COMBI- RESET RESET

RATE SPEED NATOR SHUT LOAD
DOWN REDUC.
Fig 5 Engine control room station - standard layout
03.43
MAN Diesel & Turbo
1690756-2.0
L21/31
L27/38
Twin-screw plants Emergency telegraph
For twin-screw plants, a propulsion control station with A thrust control lever incorporating the emergency
a common thrust control panel will be offered as shown telegraph can be supplied as option for the system.
on fig 6. The remote control system will consist of The emergency telegraph incorporates a transmitter
two independent systems, one for each propeller. section for the main bridge and a receiver part for
mounting in the engine room.
Interface to PTO and PTI
Flexible remote control system
The remote control system is designed for interface
to one large PTO for a shaft generator or a fire pump To adapt the remote control system to specific
and a number of smaller PTO’s for other purposes. requirements and obtain the optimum correlation
If the propulsion plant is designed for PTI, this can to external equipment, we can offer additional
be controlled by the remote control system as well. equipment and interfaces. We should be pleased
to advise on more specific questions to ensure in
Interface to joystick control, ship positioning every aspect the optimum remote control solution.
or cruising control systems
An optional interface to a co-ordinated manoeuvre

system makes it possible to transfer the control of
longitudinal thrust from the propulsion control sta-
tions to a coordinated control system.
864
288 144 144 288
EMERGENCY EMERGENCY
STOP STOP
144
144
PROPELLER ASTERN AHEAD ASTERN AHEAD PROPELLER
RPM PITCH PITCH RPM
288
Propulsion Control System Alphatronic 2000 Propulsion Control System Alphatronic 2000
ALARM OVER FAULT ALARM OVER FAULT

LOAD LOAD
STOP
MAINTE- ACCEPT MAINTE- STOP ACCEPT
144
144
HORN NANCE HORN

NANCE
SHUT LOAD S1 S2 S3 S4 SHUT LOAD S1 S2 S3 S4

DOWN REDUC. DOWN REDUC.
ENGINE LOCAL CANCEL CANCEL LOAD MACHI- ENT ENGINE LOCAL CANCEL CANCEL LOAD MACHI- ENT
CONTROL BRIDGE CONTROL SHUT LOAD RESTRICT NERY ESC CONTROL BRIDGE CONTROL SHUT LOAD RESTRICT NERY ESC
ROOM DOWN REDUC. CANCEL CONTROL ROOM DOWN REDUC. CANCEL CONTROL
BACK UP BACK UP
IN TAKE TAKE IN
SEPA- CONST. COMBI- RESET RESET CONTROL CONTROL SEPA- CONST. COMBI- RESET RESET
SHUT LOAD ON/OFF CONTROL CONTROL CONTROL CONTROL ON/OFF RATE SPEED NATOR SHUT LOAD
RATE SPEED NATOR DOWN REDUC. DOWN REDUC.
2052910-7
Fig 6 Main bridge station - standard layout for twin-screw propeller plant
03.43
MAN Diesel & Turbo
1690757-4.0
Page 1 (1) Power supply and cables 1935600
L21/31
L27/38
Power supply and cables The safety system and the emergency stop system
must always be connected to the same battery sup-
Power supply for control, safety and monitoring systems ply. The back-up control system is allowed to be
For control, safety and monitoring systems at least one connected to the same group as the remote control
24 V DC no break power supply with battery back-up system. If more than one 24 V DC power supply are
must be available on the vessel. available on the vessel, the remote control system
and the back-up control system are recommended
The following groups are needed for the plant to be supplied independently of the other systems.
Local monitoring system Cables

24 V DC, consumption 75 W*
Cables used for the control and monitoring systems
Safety system for engine are to be with copper shielding. The cables must be
24 V DC, consumption 50 W* type approved by the classification societies or fulfil
the requirements according to I.E.C. publication 92-3.
Emergency stop system
Emergency control system

Back-up control system

Remote control system

*) The consumption values are guiding only.
03.43

L27/38-VBS Project Guide: Four-Stroke Propulsion Engine Compliant With IMO Tier I

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L27/38-VBS Project Guide: Four-Stroke Propulsion Engine Compliant With IMO Tier I

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L27/38-VBS

Project guide Index

Text Index Drawing No.

General information 1000

Introduction 100000 1696465-8.3

Propeller equipment 2000

Main dimensions 200010 1696401-2.1

Reduction gear 3000

Design features 332000 1696409-7.2

Packing and preservation 9000

Index Project guide

Text Index Drawing No.

Design features 1400000 1696416-8.2

Project guide Index

Text Index Drawing No.

Alphatronic 2000 19000

Alphatronic 2000 1900000 1696443-1.0

100000 Introduction 1696465-8.3

Complete propulsion system

diameter of propeller hub

Remote control system

Arrangement drawings Contract documentation

– Selection of optimum propulsion plants

Cylinder unit Charge air cooler

Aut lub oil filter

LT cooling water pump

Lub oil pump Optional PTO, 100% engine power

Fig 1 L27/38 propulsion package

1693 (2689) 820 905

Figures in brackets for

Fig 2 Main dimensions

Output mcr Series Type Hub Speed Diam

Output mcr Series Type Hub Speed Diam

Hydraulic Hydra Pack

Oil Distributor Box

Please contact the Sales Department.

Rigidly mounted engine Resiliently mounted engine

Fig 1 Mounting of engine

Rigid mounting Resilient moutning – Rubber design

Component/ Measuring V(RMS) V(RMS) Component/ Measuring VRMS) V(RMS

Charging air manifold Charging air manifold

Component/ Measuring a a limit Component/ Measuring a a limit

Charging air cooler Charging air cooler

NOx emission from Marine Diesel Engines

Low speed engines Medium speed engines High speed engines

Fig 1 NOx emission

S dimension It is also very important to know, if the stern tube has

Engine Gear Hub Prop A B E L M W-min

Fig 1 Main dimensions

1000 3000 5000 7000 9000 11000 13000 15000

Fig 1 Optimum propeller diameter – open propeller 14 knots

Engine Gearbox Gearbox Propeller Hub Propeller Coupling

AMG55EV 60VO55 133 VBS860 3650 ∅250

9L27/38 AMG28EV 31VO30 256 VBS860 3000 ∅225

Engine Gearbox Gearbox Propeller Hub Propeller Coupling Bollard

AMG55EV 60VO55 133 VBS980 3600 ∅250 44.7

AMG55EV 60VO55 133 VBS980 3750 ∅280 50.8

AMG55EV 60VO55 133 VBS980 3900 ∅280 56.9

9L27/38 AMG28EV 31VO30 256 VBS740 2700 ∅225 47.5

AMG55EV 60VO55 133 VBS980 4000 ∅280 62.6

Type of vessel : _______________________________________________________

For propeller layout please provide the following information:

1. S : ________ mm W : ________ mm I : ________ mm (as shown above)

1. S : mm W : mm I : mm (as shown above)

3. Stern tube mountings: Epoxy mounted _ or interference fitted _

7. Classification society: _______ Notation:_

Ship speed : kn. Engine service load : %

Service/sea margin : % Shaft gen. service load : kW