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

L27/38-VBS
Project Guide
Four-stroke Propulsion Engine
compliant with IMO Tier II
Introduction Contents
Complete manual
May 2015
MAN Diesel & Turbo
Introduction
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Page 1 (2) Project guide Index
L27/38
Text Index Drawing No
General information 1000
Introduction 100000 3700132-3.2

Engine programme IMO Tier II - Propulsion 100000 1689462-2.3
Project service 109000 1696467-1.1
L27/38 propulsion 100000 3700112-0.1
Vibration levels 108054 1696433-5.1
Vibration limits and measurements 108054 3700395-8.0
NOx emission 108059 1696436-0.1
Propeller equipment 2000
Project planning data 200010 1696402-4.2

Propeller Layout Data 200010 1690706-0.1
Propeller clearance 200010 1696403-6.1
Direction of rotation 200010 1690708-4.1
Propeller operation 200010 3700068-8.1
Fitting Stern Tube - Oil Lubricated 227000 1690709-6.1
Fitting stern tube - oil lubricated 227000 1690709-6.1.
Stern tube - Stern tube with epoxy resin 227000 1690710-6.2
Stern tube - Stern tube with epoxy resin 227000 1690710-6.2.
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
Packing and preservation 9000
Dispatch condition of engine and reduction gear from MAN Diesel 912000 1699261-3.0
Storage of propeller equipment 912000 3700230-5.1
Storage of electronic equipment 912000 1699912-1.1
Lifting instruction 912000 3700398-3.0
Engine 14000
Design features 1400000 1696416-8.2

Main dimensions 1400000 3700083-1.0
Foundation for engine 1400000 1696451-4.2
Foundation for engine - rigid mounting 1482000 1696422-7.3
Foundation for engine - resilient mounting 1482000 1699866-5.1
2015.05.07
MAN Diesel & Turbo
Plate
Index Project guide Page 2 (2)
L27/38
Text Index Drawing No
List of capacities 1400000 3700009-1.7

List of capacities 1400000 3700010-1.7
List of symbols 1400000 1696424-0.1
Exhaust gas components 1400000 1655210-7.3
Space requirements 1400000 1696425-2.1
Cooling water system 1400000 1694925-0.4
Cooling water system cleaning 1400000 010.000.002-04
Cooling water inspecting 1400000 010.000.002-03
Engine cooling water specifications 1400000 010.000.023-13
Engine ventilation 1400000 1690751-3.0
Power, outputs, speed 1402150 3700005-4.1
Main particulars 1402150 3700158-7.0
Operation data & set points 1402150 3700147-9.1
Operation data & set points 1402150 3700305-0.0
Spare parts for unrestricted service 1487000 3700019-8.0
Spare parts for restricted service 1487000 3700020-8.0
Standard tools - unrestricted service 1488010 3700125-2.1
Standard tools - restricted service 1488010 3700127-6.1
Additional tools 1488050 3700126-4.6
Hand tools 1488070 3700067-6.1
Weight and centre of gravity 1402000 1699862-8.2
Weight and dimensions of principal parts 1402000 1689476-6.3
Fuel oil system 1435000 1690730-9.1
Recalculation of fuel consumption dependent on ambient conditions 1402000 1624473-6.2
Fuel oil consumption for emissions standard 1402090 3700004-2.3
Fuel oil system - MDO 1435000 3700304-9.1
Fuel oil system - HFO 1435000 3700363-5.0
Specification of heavy fuel oil (HFO) 1435000 010.000.023-05
Marine diesel oil (MDO) specification 1435000 010.000.023-04
Gas oil / diesel oil (MGO) specification 1435000 010.000.023-01
Bio fuel specification 1435000 6680 3.3.1-02
Explanation notes for biofuel 1435000 3700063-9.0
Viscosity-temperature diagram (VT diagram) 1435000 010.000.023-06
Lubricating oil system 1440000 3700291-5.2
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) 1440000 010.000.023-11
Specification of lube oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels 1440000 010.000.023-07
Specification for compressed air 1450000 010.000.023-21
Starting air system 1450000 3700212-6.1
Specifications for intake air (combustion air) 1459000 010.000.023-17
Turbocharger - make MAN 1459000 3700196-9.0
Exhaust gas velocity 1459000 3700195-7.0
Exhaust gas system - Position of gas outlet on turbocharger 1459000 3700199-4.0
Exhaust gas system - Exhaust gas compensator 1459000 3700200-6.0
Exhaust gas system - Standard silencer 1459000 3700248-6.0
System description - SaCoSone 1475000 3700071-1.0
Modbus interface - SaCoSone 1475000 3700072-3.0
PTO on engine front 1485000 1696426-4.3
Weights of Main Components 1402000 1694916-6.3
2015.05.07
General information
1000
MAN Diesel & Turbo
3700132-3.2
Page 1 (2) Introduction 100000
L23/30A, L28/32A, L21/31, L27/38

Introduction
Our project guides provide customers and consul- All figures, values, measurements and/or other infor-
tants with information and data when planning new mation about performance stated in the project
plants incorporating four-stroke engines from the cur- guides are for guidance only and shall not be used for
rent MAN Diesel & Turbo engine programme. detailed design purposes or as a substitute for spe-
cific drawings and instructions prepared for such pur-
On account of the modifications associated with poses.
upgrading of our project guides, the contents of the
specific edition hereof will remain valid for a limited MAN Diesel & Turbo makes no representations or
time only. warranties either express or implied, as to the accu-
racy, completeness, quality or fitness for any particu-
Every care is taken to ensure that all information in lar purpose of the information contained in the project
this project guide is present and correct. guides. MAN Diesel & Turbo will issue an Installation
Manual with all project related drawings and installa-
For actual projects you will receive the latest project tion instructions when the contract documentation
guide editions in each case together with our quota- has been completed.
tion specification or together with the documents for
order processing. The Installation Manual will comprise all necessary
drawings, piping diagrams, cable plans and specifica-
tions of our supply.
All data provided in this document is non-binding. This data serves informational purposes only and is especially not guar-
anteed 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
2015.03.09
MAN Diesel & Turbo
3700132-3.2
100000 Introduction Page 2 (2)
L23/30A, L28/32A, L21/31, L27/38

Complete propulsion system
Engine
6 L 23/ 30 A- F KV 6 cyl. 4 stroke engine
6 number of cylinders
L engine built inline
23 bore 23 cm (225 mm)
30 length of stroke: 30 cm (300 mm)
A engine generation (Pmax 135 bar)
F or heavy fuel oil operation
D marine diesel oil operation
KV engine and gear built together (compact)
or
6 L 27/38 6 cyl. 4 stroke engine
6 number of cylinders
L engine built inline
27 bore 27 cm (270 mm)
38 length of stroke: 38 cm (380 mm)
Propeller equipment
VBS 860
VBS CP propeller with monoblock hub
860 diameter of propeller hub
Propeller nozzle
FD 2930 x 0.5
FD or Fixed nozzle
RD Steering nozzle
2930 inside diameter in mm
0.5 lenght/diameter ratio
Control system
Alphatronic or Electronic control system with optimized automatic load control
SaCoSone and combined or separate pitch and rpm setting.
2015.03.09
MAN Diesel & Turbo
1689462-2.3
Page 1 (1) Engine Programme IMO Tier II - Propulsion 100000
L21/31, L23/30A
L27/38, L28/32A
Four-stroke diesel engine programme for marine
applications complies with IMO Tier II, Propulsion
application.
r/min Engine type
400-428 L58/64
500-514 L51/60DF V51/60DF
500-514 L48/60CR V48/60CR
500-514 L48/60B V48/60B
720-750 L32/44CR V32/44CR
720-750 L32/40 V32/40
1000-
V28/33D*
1032
1000-
V28/33D STC*
1032
775 L28/32A
L27/38
800
L27/38 (MGO)
900 L23/30A
1000 L21/31
0 5,000 10,000 15,000 20,000 25,000

kW
* The engine complies with EPA Tier 2.
12.05 - Tier II
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 1 00 000
L27/38 Propulsion
L27/38 Propulsion
The concept
Many years of experience with the propulsion concept, together with cus-
tomers’ requirements for reliability, economy and technical advancement has
resulted in this attractive 800 rpm engine with a cylinder output of 340 kW.
The L27/38 engine can also be quoted with a higher cylinder output of 365
kW at 800 rpm. However, the elevated load is only possible for operation
with MGO and MDO (MDO viscosity must not exceed 6 mm2/s = @ 40° C)
according to MAN Diesel specification.
Combined with gearboxes, CP propellers and control systems, the L27/38 is
a fully integrated propulsion package for ferries, Ro–Ro vessels, container
feeder vessels, cargo ships, tugs, supply and fishing vessels requiring 2040–
3285 kW.
Figure 1: L27/38 propulsion package
Installation aspects
The development target and design philosophy were to achieve the shortest
possible propulsion system by optimizing the combination of engine, flexible
coupling and gearbox.
2015-05-07 - en
Low dismantling height for cylinder head, piston and cylinder liner is ensured
thanks to the marine head connecting rod.
Description
3700112-0.1
The engine front-end box incorporates cooling water pumps, thermostatic

valves, lubricating oil pump, lubricating oil cooler and the automatic lubricat-
ing oil filter.
TCR 1 (4)
L27/38 EN
1 00 000 MAN Diesel & Turbo
100% PTO is possible from either end of the engine and in addition a small
L27/38 Propulsion
50 kW PTO is optional on the front-end box for drive of a seawater pump or

similar.
The turbocharger is located on the engine’s aft-end box utilising the space
above the compact gearbox, resulting in a very low exhaust gas outlet flange
position.
The engine can be delivered for clockwise rotation (standard) or anticlock-
wise rotation, seen from the flywheel end.
2015-05-07 - en
Description
3700112-0.1
Figure 2: Main dimensions
2 (4) TCR
L27/38 EN
L27/38 Propulsion
Standard programme L27/38 – open propeller
Engine type Propeller Dimensions in mm
output MCR at Hub type Speed rpm Diameter B C G H L M W-min
800 rpm mm
6L27/38 VBS740 256 2650 3962 5070 1166 2225 569 655 1300
2040 kW VBS740 208 2950 3962 5070 1166 2225 569 655 1300
VBS860 177 3200 3962 5070 1166 2225 653 743 1400
VBS860 145 3500 3962 5070 1166 2225 653 743 1400
VBS860 133 3650 3962 5070 1166 2225 653 743 1400
7L27/38 VBS740 256 2800 4407 5515 1166 2357 569 655 1300
2380 kW VBS860 208 3100 4407 5515 1166 2357 653 743 1400
VBS860 177 3350 4407 5515 1166 2357 653 743 1400
VBS860 145 3650 4407 5515 1166 2357 653 743 1450
VBS980 133 3800 4407 5515 1166 2357 746 806 1500
8L27/38 VBS860 256 2900 4852 5960 1256 2357 653 743 1400
2720 kW VBS860 208 3200 4852 5960 1256 2357 653 743 1400
VBS860 177 3450 4852 5960 1256 2357 653 743 1450
VBS860 161 3600 4852 5960 1256 2357 653 743 1450
VBS980 133 3950 4852 5960 1256 2357 746 806 1500
9L27/38 VBS860 256 3000 5263 6405 1268 2357 653 743 1400
3060 kW VBS860 208 3300 5263 6405 1268 2357 653 743 1400
VBS860 177 3550 5263 6405 1268 2357 653 743 1400
VBS980 161 3700 5263 6405 1268 2357 746 806 1500
VBS980 133 4050 5263 6405 1268 2357 746 806 1550
The propeller diameter is optimized 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 calculated according to DnV, No ice with high skew.
Standard programme L27/38 – ducted propeller

800 rpm mm
6L27/38 VBS740 256 2500 3962 5070 1166 2225 569 655 1300
2040 kW VBS740 208 2800 3962 5070 1166 2225 569 655 1300
VBS860 177 3100 3962 5070 1166 2225 653 743 1400
VBS860 145 3450 3962 5070 1166 2225 653 743 1400
VBS980 133 3600 3962 5070 1166 2225 653 743 1400
7L27/38 VBS740 256 2600 4407 5515 1166 2357 569 655 1300
2380 kW VBS740 208 2900 4407 5515 1166 2357 569 655 1400
VBS860 177 3200 4407 5515 1166 2357 653 743 1400
VBS860 145 3600 4407 5515 1166 2357 653 743 1400
VBS980 133 3750 4407 5515 1166 2357 746 806 1500
8L27/38 VBS740 256 2650 4852 5960 1256 2357 569 655 1400
2720 kW VBS860 208 3000 4852 5960 1256 2357 653 743 1400
2015-05-07 - en
VBS860 177 3300 4852 5960 1256 2357 653 743 1450
VBS860 161 3550 4852 5960 1256 2357 653 743 1450
Description
3700112-0.1
VBS980 133 3900 4852 5960 1256 2357 746 806 1500
TCR 3 (4)
L27/38 EN

L27/38 Propulsion

800 rpm mm
9L27/38 VBS740 256 2700 5263 6405 1268 2357 569 655 1400
3060 kW VBS860 208 3050 5263 6405 1268 2357 653 743 1400
VBS860 177 3350 5263 6405 1268 2357 653 743 1400
VBS980 161 3600 5263 6405 1268 2357 746 806 1500
VBS980 133 4000 5263 6405 1268 2357 746 806 1550
The propeller is calculated according to DnV, No Ice with low skew.
2015-05-07 - en
Description
3700112-0.1
4 (4) TCR
L27/38 EN
MAN Diesel & Turbo
1696433-5.1
Page 1 (2) Vibration levels 108054
L21/31, L27/38
Ridgid mounting Resilient mountning - Rubber design
Component/measur- Measuring V(RMS) Component/measur- Measuring V(RMS)

ing level point (mm/s) limit ing level point (mm/s) limit
Engine Engine
- cylinder head 1; cyl. 8, ht 35 - cylinder head 4; cyl. 1, ht 35
- frame up. edge 2; cyl. 4, ve 35 - frame up. edge 5; cyl. 1, ve 35
- frame low. edge 3; cyl. 4 ht 35 - frame low. edge 6; cyl. 1 ve 35
Charging air manifold Charging air manifold
- upper edge 7; cyl. 8, ht 35 - upper edge 8; cyl. 1, ht 35
Component/measur- Measuring a limit Component/measur- Measuring a limit
ing level point (g) ing level point (g)
Charging air cooler Charging air cooler
- upper edge 2 - upper edge 2
Turbocharger Turbocharger
- compressor 10; ht 3 - compressor 10; ht 3
Governor Governor
- feet 11; ax 8 - feet 11; ax 8
2015.01.22
MAN Diesel & Turbo
1696433-5.1
108054 Vibration levels Page 2 (2)
L21/31, L27/38
2015.01.22
MAN Diesel & Turbo
3700395-8.0
Page 1 (3) Vibration limits and measurements 10 80 54
L23/30A, L28/32A, L21/31, L27/38

Propulsion
Ridgid mounting Resilient mountning - Rubber design

Component/measur- Measuring V(RMS) Component/measur- Measuring V(RMS)
ing level point (mm/s) limit ing level point (mm/s) limit
Engine Engine
1 - cylinder head cyl. 8, ht 35 4 - cylinder head cyl. 1, ht 35
2 - frame up. edge cyl. 4, ve 35 5 - frame up. edge cyl. 1, ve 35
3 - frame low. edge cyl. 4, ht 35 6 - frame low. edge cyl. 1 ve 35
Charging air manifold, cyl. 8, ht 35 Charging air manifold, cyl. 1, ht 35
7 - upper edge 8 - upper edge
Component/measuring level a limit (g) Component/measuring level a limit (g)
Charging air cooler, - 2 Charging air cooler, - 2
upper edge upper edge
Turbocharger, 10 - ht 3 Turbocharger, 10 - ht 3
compressor compressor
Governor, 11 - feet ax 8 Governor, 11 - feet ax 8
Date Running Load Vertical (z)

Hours %
1 2 3 4 5 6 7 8 9 10 11
100
Crosswise (y)
100
Longitudinal (x)
100
2015.03.20
MAN Diesel & Turbo
3700395-8.0
10 80 54 Vibration limits and measurements Page 2 (3)
L23/30A, L28/32A, L21/31, L27/38
GenSet
Measure- Description Limit Measure- Description Limit Measure- Description Limit

ment ment ment
point point point
1 TC fore 18 5 Aft alternator 18 9 Alternator foot 20
bearing
2 Governor/TC 18 6 Alternator * 10
aft cooler
3 Front support 18 7 Intermediate 11
bearing
4 Aft support 18 8 Alternator foot 2 12
Engine: VDI 2063T * Alternator Value 1 Value 2
Alternator: ISO 8528-9, DIN 6280-11
P ≤ 1250 kVA 20 24
Note: All measurements are specified as mm/s r.m.s.
P >1250 kVA 18 22
Value 1 or 2 are depending on alternator make

Hours %
1 2 3 4 5 6 7 8 9 10 11
100
Crosswise (y)
100
Longitudinal (x)
100
2015.03.20
MAN Diesel & Turbo
3700395-8.0
Page 3 (3) Vibration limits and measurements 10 80 54
L23/30A, L28/32A, L21/31, L27/38
Turbocharger
Vibration acceleration measuring point, see the project guide for turbocharger.

Hours %
1 2 3 4 5 6 7 8 9 10 11
Shop test 100
Crosswise (y)
100
Longitudinal (x)
100
2015.03.20
MAN Diesel & Turbo
1696436-0.1
Page 1 (1) NOx emission 108059
L27/38
Maximum allowable emission value NOx IMO Tier II
Rated output kW/cyl. 6L-9L : 340 kW/cyl. 6L-9L : 365 kW/cyl.

Rated speed rpm 800 800
NOx2) 3)
g/kWh 9.46 3) 9.46 3)
IMO Tier II cycle D2/E2/E3
1)
Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from
Ships, “Revised MARPOL Annex VI (Regulations for the prevention of air pollution from ships), Regulation 13.4 (Tier
II)” as adopted by the International Maritime Organization (IMO)
2)
Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO)
3)
Maximum allowed NOx emissions for marine diesel engines according to IMO Tier II:
130 ≤ n ≤ 2000 ➝ 44 * n -0,23 g/kWh (n = rated engine speed in rpm)
4)
Calculated as NO2:
D2:Test cycle for “Constant-speed auxiliary engine” application
E2: Test cycle for “Constant-speed main propulsion” application including diesel-electric drive and all controllable-
pitch propeller installations)
E3: Test cycle for “Propeller-law-operated main and propeller-law operated auxiliary engine” application
5)
Contingent to a charge air cooling water temperature of max. 32°C at 25°C sea water temperature.
Note!
The engine´s certification for compliance with the NOx limits will be carried out during factory acceptance test, FAT as
a single or a group certification.
11.04 - Tier II
Propeller equipment
2000
Project planning data

Standard propeller plants
A complete range of propulsion systems has been developed to enable the
selection of an optimum solution.
The range is particularly suitable for selecting the right combination of engine,
gearbox and propeller equipment in the project stage. The condition chosen
for optimisation is characterised by:
Dim. Open propeller Ducted propeller
Engine power % 85 85
Engine revolutions % 98 98
Ship speed knots 14 4
The dimensioning of the equipment is carried out at 100% MCR according to

the rules of classification societies without ice class notation.
In case the optimisation criteria deviate considerably from the table above or
the vessel has an ice class notation, please do contact us for a detailed cal-
culation.
2015-05-07 - en
Description
1696402-4.2
1 (3)
L27/38 EN
Optimizing the propeller equipment

We have the facilities and expertise to design and supply a propulsion pack-
age, optimized to a customer’s specific requirements provided adequate
data is available.
The design of the propeller, giving regard to the main variables which include
diameter, rpm, area ratio etc, is determined by the requirements for maxi-
mum efficiency and minimum vibrations and noise levels.
The chosen diameter should be as large as the hull can accommodate,
allowing the propeller revolutions to be selected according to optimum effi-
ciency. The optimum propeller revolutions corresponding to the chosen
diameter can be found from fig 1 for a given reference condition.
For a specific plant please fill in the page “Project layout data”.
Figure 1: Optimum propeller diameter - open propeller 14 knots

2015-05-07 - en
Description
1696402-4.2
2 (3)
L27/38 EN

Standard programme L27/38 – open propeller
Engine type Propeller speed (rpm) Hub type Propeller diameter (mm) Coupling flange type
6L27/38 256 VBS740 2650 Ø200
2040 kW 208 VBS740 2950 Ø200
177 VBS860 3200 Ø225
145 VBS860 3500 Ø250
133 VBS860 3650 Ø250
7L27/38 256 VBS740 2800 Ø200
2380 kW 208 VBS860 3100 Ø225
177 VBS860 3350 Ø225
145 VBS860 3650 Ø250
133 VBS980 3800 Ø280
8L27/38 256 VBS860 2900 Ø225
2720 kW 208 VBS860 3200 Ø225
177 VBS860 3450 Ø250
161 VBS860 3600 Ø250
133 VBS980 3950 Ø280
9L27/38 256 VBS860 3000 Ø225
3060 kW 208 VBS860 3300 Ø250
177 VBS860 3550 Ø250
161 VBS980 3700 Ø280
133 VBS980 4050 Ø280
The propeller is calculated according to DnV, No ice with high skew.
Standard programme L27/38 – ducted propeller

Engine type Propeller speed Hub type Propeller diameter Coupling flange type Bollard pull (tons)
(rpm) (mm)
6L27/38 256 VBS740 2500 Ø200 34.4
2040 kW 208 VBS740 2800 Ø200 37.6
177 VBS860 3100 Ø225 40.3
145 VBS860 3450 Ø250 43.4
133 VBS980 3600 Ø250 44.7
7L27/38 256 VBS740 2600 Ø200 39.1
2380 kW 208 VBS740 2900 Ø225 42.7
177 VBS860 3200 Ø225 45.6
145 VBS860 3600 Ø280 49.4
133 VBS980 3750 Ø280 50.8
8L27/38 256 VBS740 2650 Ø225 43.3
2720 kW 208 VBS860 3000 Ø225 47.7
177 VBS860 3300 Ø250 50.9
161 VBS860 3550 Ø250 53.3
133 VBS980 3900 Ø280 56.9
9L27/38 256 VBS740 2700 Ø225 47.5
2015-05-07 - en
3060 kW 208 VBS860 3050 Ø250 52.2

Description
177 VBS860 3350 Ø250 55.7

1696402-4.2
161 VBS980 3600 Ø280 58.3

133 VBS980 4000 Ø280 62.6
The propeller diameter is optimised at 85% MCR, 98% rpm and 4.0 kn.
The propeller is calculated according to LRS, No ice with low skew.
3 (3)
L27/38 EN
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
3700068-8.1
Page 1 (7) Propeller Operation 200010
General
Operating range for controllable-pitch propeller
Engine output [%] Torque , BMEP [%]

110 100
1 Load limit MCR
2 Recommended combinator curve
100 90
3 Zero thrust
90
80
80
70
70
60
60
1 50
50
2
40
40
Range II
Range I 30
30
20
20
3
10 10
0
40 50 60 70 80 90 100 110
Engine speed [%]
Fig 1 Operating range for controllable-pitch propeller
11.07 - Tier II
MAN Diesel & Turbo
200010 Propeller Operation 3700068-8.1

Page 2 (7)
General
Rated output/operating range Acceleration/load increase
Maximum continuous rating (MCR) The engine speed has to be increased before in-
creasing the propeller pitch (see Fig 2, Example to
Range I: Operating range for continuous operation. illustrate the change from one load step to another).
Range II: Operating range which is temporarily ad- Or if increasing both synchronic the speed has to be
missible e.g. during acceleration and manoeuvring. increased faster than the propeller pitch. The area
above the combinator curve should not be reached.
The combinator curve must keep a sufficient distance
to the load limit curve. For overload protection, a load Deceleration/unloading the engine
control has to be provided.
The engine speed has to be reduced later than the
Transmission losses (e.g. by gearboxes and shaft propeller pitch (see Fig 2, Example to illustrate the
power) and additional power requirements (e.g. by change from one load step to another).
PTO) must be taken into account.
Or if decreasing both synchronic the propeller pitch
has to be decreased faster than the speed. The area
General requirements for propeller pitch above the combinator curve should not be reached.
control
Windmilling protection
Pitch control of the propeller plant
If a stopped engine (fuel admission at zero) is being
For mechanical speed governors turned by the propeller, this is called "windmilling".The
permissible period for windmilling is short, because
As a load indication a 4–20 mA signal from the en- windmilling can cause, due to poor lubrication at
gines admission teletransmitter is supplied to the low propeller speed, excessive wear of the engines
propeller control system. bearings.
For electronic speed governors Single-screw ship
As a load indication a 4–20 mA signal from the en- The propeller control has to ensure that the windmill-
gines electronic governor is supplied to the propeller ing time is less than 40 sec.
control system.
Multiple-screw ship
General
The propeller control has to ensure that the windmill-
A distinction between constant-speed operation and ing time is less than 40 sec. In case of plants without
combinator-curve operation has to be ensured. shifting clutch, it has to be ensured that a stopped
engine won't be turned by the propeller.
Combinator-curve operation:
The 4–20 mA signal has to be used for the assignment (Regarding maintenance work a shaft interlock has
of the propeller pitch to the respective engine speed. to be provided for each propeller shaft.)
The operation curve of engine speed and propeller
pitch (for power range, see Fig 1, Operating range
for controllable-pitch propeller) has to be observed
also during acceleration/load increase and unloading.
11.07 - Tier II
MAN Diesel & Turbo
3700068-8.1
General
Engine output [%]
1 Load limit
2 Recommended combinator curve MCR
3 Zero thrust
Detail:
decreasing load
1st Pitch
1
(load)
2nd Speed
2
Detail:
increasing load
2nd Pitch
(load)
1st Speed
Load steps
Engine speed [%]
Fig 2 Example to illustrate the change from one load step to another
11.07 - Tier II
MAN Diesel & Turbo

Page 4 (7)
General
Binary signals from engine control Acceleration times
Overload contact Acceleration times for controllable pitch-pro-

peller plants
The overload contact will be activated when the en-
gines fuel admission reaches the maximum position. Notes on design
At this position, the control system has to stop the
increase of the propeller pitch. If this signal remains For remote controlled propeller drives for ships
longer than the predetermined time limit, the propeller with unmanned or centrally monitored engine room
pitch has to bo decreased. operation, a load programme has to be provided for
the engines. Within the scope of the remote control
Operation close to the limit curves (only for electronic system (for the pitch adjustment of the controllable
speed governors) pitch propeller or reversing and load application of
the engine).
This contact is activated when the engine is ope-rated
close to a limit curve (torque limiter, charge air pres- This programme serves to protect the preheated
sure limiter ....). When the contact is activated, the engine(s) (lube oil temperature ≥ 40oC and fresh
propeller control system has to keep from increasing water temperature ≥ 60oC) against excessive thermal
the propeller pitch. In case the signal remains longer stresses, increased wear and exhaust gas turbidity,
than the predetermined time limit, the propeller pitch when the engines are loaded for the first time – pos-
has to be decreased. sibly up to the rated output.
Propeller pitch reduction contact In case of a manned engine room, the engine room
personnel is responsible for the soft loading se-
This contact is activated when disturbances in engine quence, before control is handed over to the bridge.
operation occur, for example too high exhaust-gas
mean-value deviation. When the contact is activated, The lower time limits for normal and emergency ma-
the propeller control system has to reduce the propel- noeuvres are given in our diagrams for application
ler pitch to 60% of the rated engine output, without and shedding of load. We strongly recommend that
change in engine speed. the limits for normal manoeuvring will be observed
during normal operation, to achieve trouble-free
Distinction between normal manoeuvre and engine operation on a long-term basis. An automatic
emergency manoeuvre change-over to a shortened load programme is re-
quired for emergency manoeuvres.
The propeller control system has to be able to distin-
guish between normal manoeuvre and emergency The final design of the programme should be jointly
manoeuvre (i.e., two different acceleration curves determined by all the involved parties, considering
are necessary). the demands for manoeuvring and the actual service
capacity.
MAN Diesel & Turbo's guidelines concerning
acceleration times and power range, see page Please note that the time constants for the dynamic
4 and page 1. behaviour of the prime mover and the vessel are in
the ratio of about 1:100. It can be seen from this that
an extremely short load application time generally
don't lead to an improvement in ships manoeuvring
behaviour (except tugs and small, fast vessels).
11.07 - Tier II
Fig 3
11.07 - Tier II
Page 5 (7)
3700068-8.1
ASTERN AHEAD
MAN Diesel & Turbo
FULL ASTERN STOP FULL AHEAD

STOP to FULL AHEAD
to STOP to FULL ASTERN to STOP
100
90
Emergency Manoeuvre
Control lever setting / propeller pitch

80
70
60
Normal Manoeuvre
50
40
Engine rating [%]

30
Propeller Operation
20
10
0
1 0 2 1 0 0 1 2 3 4 5 6 7 8 9 10 0 1 2
Time in minutes Time in minutes
Time [min] with preheated engine (lube oil temperature minimum 40°C, cooling water temperature minimum 60°C)
Engine speed should generally rise more quickly than propeller pitch when loading and fall more slowly when unloading the engine.
200010
General
MAN Diesel & Turbo

Page 6 (7)
General
Operating range for fixed-pitch propeller
Single shaft vessel
Engine output [%] Torque, BMEP [%]

110 100
100 90
1 Load limit Range II

90 2 Load limit Range I 80
3 Theoretical propeller curve
80 4 Design of propeller (FP)
70
70
4(FP) 60
3
2
60 1
50
50
Range II
40
40
30
30
Range I 20
20
10 10
106
103,5
0
30 40 50 60 70 80 90 100 110
Engine speed [%]
Fig 4 Operating range for fixed-pitch propeller
11.07 - Tier II
MAN Diesel & Turbo
3700068-8.1
General
• Maximum continuous rating (MCR), fuel stop The propeller design depends on type and applica-
power tion of the vessel. Therefore the determination of the
installed propulsive power in the ship is always the
• Range I exclusive responsiblity of the yard.
Operating range for continuous service subject Determining the engine power: The energy demand
to a propeller light-running of 1.5–3%. It should or the energy losses from all at the engine additionally
be aimed at the lower value. attached aggregates has to be considered (e.g. shaft
alternators, gearboxes).That means, after deduction
• Range II (torque limit) of their energy demand from the engine power the
remaining engine power must be sufficient for the
Operating range which is temporarily admissible required propulsion power.
e.g. during acceleration, manoeuvring.
Note!
• Theoretical propeller curve
Type testing of the engines is carried out at 110%
Applies to a fully loaded vesel after a fairly long rated output and 103% rated engine speed.
operating time and to a possible works trial run
with zero-thrust propeller.
• FP
Design range for fixed-pitch propeller. A new pro-

peller must be designed to operate in this range.
Attention!
Engine operation in a speed range between

103% and 106% is permissible for maximum
1 hour!
11.07 - Tier II
MAN Diesel & Turbo 227000
The stern tube is designed to be installed from aft. It is of welded construc-
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.
Alpha Fixed Pitch Propeller

2005-03-07
Description
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
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

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

2005-03-07
Description
Doc-ID: 1690709-6.1 3 (3)

The stern tube is designed to be installed from aft. It is of welded construc-

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.

2005-03-07
Description
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
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

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

2005-03-07
Description
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 Fixed Pitch Propeller

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

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 Fixed Pitch Propeller

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
Packing and
preservation
9000
Packing and preservation

The engine and reduction gear are situated on wooden foundation, covered
with tarpaulins and equipped with lifting tools.
External components which are not varnished are protected with preserva-
tive (VCI-product) and internal unvarnished components are sprayed with
same. This protective oil is totally soluble with lubricating oils and should not
be removed when putting the engine and reduction gear into service.
Storage of engine and reduction gear at customers

Engine and gearbox should always be stored indoor in a dry environment
and at a minimum, covered with tarpaulins.
Engine and gearbox should be stored indoors at a minimum of 5°C above
outside temperatures to avoid condensation, or in a humidity controlled envi-
ronment at a relative humidity of 45-55%.
Maintenance intervals
Protection maintenance must be carried out at the following intervals:
Storage conditions dry and indoor at 5°C above outside temperature or rela-
tive Humidity of 45-55% every 4 months
If the above conditions are not met every 1 month
Exhaust must be covered until installation, and Indicator valves closed.
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 comple-
tion of turning.
Where storage is for 8 months or more, lubricating oil must be applied to
each cylinder every six months, during the monthly turning.
For lubrication, lub oil or preservation (VCI-product) (max 1/4 litres per cylin-
der) can be introduced through the indicator valve.
When storing the engine longer than 24 months, bearing and piston inspec-
tion must be carried out before starting up the engine, and MAN Diesel must
in all cases, be informed.
During storage the reduction gear should be turned monthly and when stor-
age exceeds 24 months, inspection of the bearings, gearwheels, servomo-
tor, and clutch must be carried out. MAN Diesel must in all cases be
informed.
Protection maintenance
Description
1699261-3.0
a) Remove the crankcase, camshaft and rocker arm covers.

b) Remove the crankcase, camshaft and rocker arm covers.
c) Check the surfaces and maintain the preservation by painting thor-
oughly with preservative (VCI-product).
d) Check the top of the cylinder heads and paintwith preservation.
2015.05.08 1 (2)
L27/38; L21/31; L23/30A; L28/32A ; FPP; VBS ODG ODF EN
e) Replace covers.
f) Check the external surfaces and restore preservation, if necessary with

preservative.
g) Check the paint work and repair, as necessary.
h) Remove the outlet pipe from the turbocharger exhaust and turn the
rotor of the turbocharger.
i) Replace the pipe.
j) Restore the original packing as far as possible and cover with tarpau-
lins.
Description
1699261-3.0
2 (2) 2015.05.08

Dispatch conditions of propeller equipment from MAN Diesel and Turbo
The propeller equipment is protected by MAN Diesel and Turbo with preser-
vatives of the type CORTEC VAPOUR CORROSIONS INHIBITORS. Further-
more 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

The consignment for the propulsion system has been transport preserved,
and it rests with the recipient immediately at arrival to open the consignment
for inspection of: Transport damage, extent of delivery and re-preservation, if
any.
To store the propulsion system correct, MAN Diesel and Turbo requires that
the preservation of the propeller equipment is kept intact with the wooden
foundation as delivered and stored indoor with a minimum temperature 5°C
above outdoor temperature to avoid condensation and sweating.
Maintenance intervals
The preservation protects for until 1 year, provided that the preservation is
intact on receipt and that the consignment is kept in a dry and heated stor-
age room. Therefore the preservation of the propeller must be inspected
every 3rd month and if it is found necessary the preservation must be main-
tained and after 1 year the preservation must be renewed.
Description
3700230-5.1
2015.05.08 1 (1)

Dispatch conditions of electronic equipment from MAN Diesel & Turbo
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 provided
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 electri-
cal 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 pan-
els have to be protected against heat, electric current and electromagnetic
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.
Description
1699912-1.1
2015.05.08 1 (1)
Lifting instruction
Lifting instruction
Lifting of engine
The engine should only be lifted in the two wire straps. Normally, the lifting
tools and the wire straps are mounted by the factory. If not, it must be
observed that the fixing points for the lifting tools are placed differently
depending on the number of cylinders.
The lifting tools are to be removed after the installation and the protective
caps should be fitted.
Fig 1: Lifting tools
Fig. 2: Lifting tools and wires placing on engine

Description
3700398-3.0
2015.04.27 1 (2)
L27/38; L21/31 EN
Engine App. dry Lifting beam fastened to Lifting wires fastened with
Lifting instruction
Type weight extension studs from cylin- shackles to hole no.

der no
6L21/31 16.0 ton 2 and 4 1 and 8
7L21/31 17.5 ton 3 and 5 1 and 8
8L21/31 19.0 ton 4 and 6 1 and 8
9L21/31 20.5 ton 4 and 6 1 and 8
6L27/38 31.0 ton 3 and 5 1 and 6
7L27/38 34.0 ton 3 and 5 2 and 7
8L27/38 37.0 ton 4 and 6 1 and 5
9L27/38 40.5 ton 4 and 6 2 and 7
Description
3700398-3.0
2 (2) 2015.04.27
L27/38; L21/31 EN
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
3700083-1.0
Page 1 (2) Main dimensions 1400000
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 445 445 904 822
2357
530
800
3665 454 1370
4407
11.06 - Tier II
MAN Diesel & Turbo
3700083-1.0
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
11.06 - Tier II
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
2x2xM30 Adjusting screws
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
1699866-5.1
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.
13.18
MAN Diesel & Turbo
1699866-5.1
1482000 Foundation for Engine - Resilient Mounting Page 2 (3)
L27/38
6L27/38
twin-bracket single-bracket
Position of rubber mountings

755
1430
2168
3058 3058
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
13.18
MAN Diesel 6 Turbo
1699866-5.1
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.
13.18
MAN Diesel & Turbo
3700009-1.7
Page 1 (2) List of Capacities 1400000
L27/38
6-9L27/38: 365 kW/cyl., 800 rpm, MGO/MDO*

Reference Condition : Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis
Setpoint HT cooling water engine outlet 1) °C 79°C nominal
(Range of mechanical thermostatic element 79°C to 85°C)
Setpoint LT cooling water engine outlet 2) °C 35°C nominal
Setpoint Lube oil inlet engine °C 66°C nominal
Number of Cylinders - 6 7 8 9
Engine output kW 2190 2555 2920 3285
Speed rpm 800
Heat to be dissipated 3)
Cooling water (C.W.) Cylinder kW 326 380 434 489
Charge air cooler; cooling water HT kW 716 810 897 979
Charge air cooler; cooling water LT kW 249 282 317 353
Lube oil (L.O.) cooler kW 292 341 390 438
Heat radiation engine kW 54 63 72 81
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage) m3/h 70 70 70 70
LT circuit (lube oil + charge air cooler LT stage) m3/h 70 70 70 70
Lube oil m3/h 80 115 115 115
External (from engine to system)
HT water flow (at 40°C inlet) m3/h 22.9 26 28.8 31.5
LT water flow (at 38°C inlet) m3/h 70 70 70 70
Air data
Temperature of charge air at charge air cooler outlet °C 54 56 57 58
Air flow rate m3/h 5) 13580 15844 18107 20371
kg/kWh 6.79 6.79 6.79 6.79
Charge air pressure bar 4.07
Air required to dissipate heat radiation (engine) (t2-t1= 10°C) m3/h 17498 20414 23330 26247
Exhaust gas data 6)
Volume flow (temperature turbocharger outlet) m3/h 7) 28921 33741 38562 43382
Mass flow t/h 15.3 17.9 20.4 23.0
Temperature at turbine outlet °C 385 385 385 385
Heat content (190°C) kW 896 1045 1194 1343
Permissible exhaust back pressure mbar < 30
* MDO viscosity must not exceed 6 mm2/s = cSt @ 40°C

1) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine
regulated by mechanical thermostat.
2) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechani-
cal thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4) Basic values for layout of the coolers.
5) Under above mentioned reference conditions.
6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
12.29 - Tier II
MAN Diesel & Turbo
3700009-1.7
1400000 List of Capacities Page 2 (2)
L27/38
Pumps
External pumps 8)
For MGO/MDO-operation
Diesel oil pump (3.5 bar at fuel oil inlet B3) m3/h 1.57 1.83 2.10 2.36
For HFO-operation
Fuel oil supply pump (4 bar discharge pressure) m3/h 0.76 0.89 1.01 1.14
Fuel oil circulating pump (8 bar at fuel oil inlet B3) m3/h 1.59 1.86 2.12 2.39
Lube oil pump (4.5 bar) m3/h 60 60 60 75
LT cooling water pump (2.5 bar) m3/h 62 62 62 62
HT cooling water pump (2.5 bar) m3/h 62 62 62 62
Starting air data
Air consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.9 3.3 3.8 4.3
7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
8) Tolerance of the pumps delivery capacities must be considered by the manufactures.
12.29 - Tier II
MAN Diesel & Turbo
3700010-1.7
Page 1 (2) List of Capacities 1400000
L27/38
6-9L27/38: 340 kW/cyl., 800 rpm, HFO/MDO/MGO

Reference Condition : Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis
Setpoint HT cooling water engine outlet 1) °C 79°C nominal
Setpoint LT cooling water engine outlet 2) °C 35°C nominal
Setpoint Lube oil inlet engine °C 66°C nominal
Engine output kW 2040 2380 2720 3060
Speed rpm 800
Heat to be dissipated 3)
Cooling water (C.W.) Cylinder kW 311 363 415 467
Charge air cooler; cooling water HT kW 640 725 804 878
Charge air cooler; cooling water LT kW 238 268 298 330
Lube oil (L.O.) cooler kW 276 322 368 413
Heat radiation engine kW 50 59 67 75
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage) m3/h 70 70 70 70
LT circuit (lube oil + charge air cooler LT stage) m3/h 70 70 70 70
Lube oil m3/h 80 115 115 115
External (from engine to system)
HT water flow (at 40°C inlet) m3/h 21 23.8 26.5 29
LT water flow (at 38°C inlet) m3/h 70 70 70 70
Air data
Temperature of charge air at charge air cooler outlet °C 54 55 57 58
Air flow rate m3/h 5) 13023 15193 17364 19534
kg/kWh 6.99 6.99 6.99 6.99
Charge air pressure bar 4.04
Air required to dissipate heat radiation (engine) (t2-t1= 10°C) m3/h 16202 19118 21710 24302
Exhaust gas data 6)
Volume flow (temperature turbocharger outlet) m3/h 7) 26658 31102 35545 39988
Mass flow t/h 14.7 17.1 19.6 22.0
Temperature at turbine outlet °C 360 360 360 360
Heat content (190°C) kW 748 873 997 1122
Permissible exhaust back pressure mbar < 30
1) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine
regulated by mechanical thermostat.
2) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechani-
cal thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4) Basic values for layout of the coolers.
5) Under above mentioned reference conditions.
6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
12.29 - Tier II
MAN Diesel & Turbo
1400000 List of Capacities 3700010-1.7

Page 2 (2)
L27/38
Pumps
External pumps 8)
For MGO/MDO-operation
Diesel oil pump (3.5 bar at fuel oil inlet B3) m3/h 1.44 1.68 1.92 2.16
For HFO-operation
Fuel oil supply pump (4 bar discharge pressure) m3/h 0.70 0.81 0.93 1.04
Fuel oil circulating pump (8 bar at fuel oil inlet B3) m3/h 1.46 1.70 1.95 2.19
Lube oil pump (4.5 bar) m3/h 60 60 75 75
LT cooling water pump (2.5 bar) m3/h 62 62 62 62
HT cooling water pump (2.5 bar) m3/h 62 62 62 62
Starting air data
Air consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.9 3.3 3.8 4.3
8) Tolerance of the pumps delivery capacities must be considered by the manufactures.
12.29 - Tier II
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
1694925-0.4
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 33 31
F12 F10 F5 F6 F4 F8 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 E2 18
E8 1005
17
Gearbox E7 E7 1103 16
A C
PT PSL B
1002 1002 M
15
E6 E6 14
4
M
12 E3 10 E1 3
DN 100
2
DN 100
4
M 3
DN 100
11 1
DN 32
Connections:
E1 LT cooling water - inlet
E2 LT cooling water - outlet (to cooler)
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 E8 LT cooling water to expansion tank (venting)
4 Sea water pump F1 HT cooling water - inlet
9 Overboard discharge valve F4 HT cooling water stand-by pump - pressure
10 LT pump F5 HT cooling water to heat recovery system
11 LT stand-by pump F6 HT cooling water from heat recovery system
12 Regulating valve (optional) F7 HT cooling water to expansion tank (venting)
13 Charging air cooler, LT section F8 HT cooling water from expansion tank
14 Orifice for cooling water to gearbox F10 Engine preheating - inlet
15 Gear oil cooler F12 Engine preheating - outlet
16 Engine lubricating oil cooler F13 HT cooling water - outlet (to cooler)
17 LT thermostatic valve
18 Central cooler Sea water filters (item 3):
29 LT expansion tank We recommend a filter with max 3 mm meshsize to
30 HT pump prevent clogging of the central cooler.
31 HT stand-by pump
32 Charging air cooler HT section
33 Adjustment valve for heat recovery Thermostatic valves (items 17, 34 and 36):
34 Thermostatic valve for heat recovery A, B and C refer to port position (diverting mode)
35 Heat recovery
2047914-3.4
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
12.31
MAN Diesel & Turbo
1694925-0.4
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
12.31
MAN Diesel & Turbo
1694925-0.4
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.
12.31
MAN Diesel & Turbo
1400000 Cooling Water System 1694925-0.4

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.
12.31
MAN Diesel & Turbo
1694925-0.4
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).
12.31
MAN Diesel & Turbo
1400000 Cooling Water System 1694925-0.4

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.
12.31
MAN Diesel & Turbo
1694925-0.4
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.
12.31
MAN Diesel & Turbo
1694925-0.4
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
12.31
MAN Diesel & Turbo
1694925-0.4
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.
12.31
MAN Diesel & Turbo 010.000.002-04
M010.000.002-04-0001
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
2012-08-20 - 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
M010.000.002-04-0001 EN 1 (3)
010.000.002-04 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-
M010.000.002-04-0001
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.
2012-08-20 - 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) M010.000.002-04-0001 EN
Cleaning products can cause damage
M010.000.002-04-0001
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.

2012-08-20 - de
General
M010.000.002-04-0001 EN 3 (3)
010.000.002-03
Cooling water
M010.000.002-03-0001
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
2013-04-11 - de
Cooling water
General
M010.000.002-03-0001 EN 1 (2)
010.000.002-03
M010.000.002-03-0001
Testing the concentration of rust inhibitors

Brief specification
Anticorrosive agent Concentration
Chemical additives in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Anti-freeze agents in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
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 manual 010.000.023-14) must be complied with in all cases.
These recommended concentrations may be other than those specified 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.
Testing We can analyse fuel for customers at our laboratory (PrimeServ Lab).
2013-04-11 - de
Cooling water
General
2 (2) M010.000.002-03-0001 EN
010.000.023-13
Engine cooling water specifications
D010.000.023-13-0001
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. -
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 directly related to the above. The manufacturers of
anticorrosive agents also supply user-friendly testing equipment. Notes for
cooling water check see in 010.005 Engine – Work Instructions
010.000.002-03.
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-
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
be handled particularly carefully and the concentration of the additive must
2013-06-20 - de
be regularly checked.
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
General
overriding importance. The temporary hardness is determined by the carbo-

nate content of the calcium and magnesium salts. The permanent hardness
D010.000.023-13-0001 EN 1 (7)
010.000.023-13
is determined by the amount of remaining calcium and magnesium salts (sul-

phates). The temporary (carbonate) hardness is the critical factor that deter-
D010.000.023-13-0001
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

The engine must not be brought into operation without treating the
cooling water first.
2013-06-20 - de
Additives for cooling water

General
Only the additives approved by MAN Diesel & Turbo and listed in the tables
under the section entitled „Approved cooling water additives“ may be used.
2 (7) D010.000.023-13-0001 EN
010.000.023-13
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)
D010.000.023-13-0001
"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.
In closed circuits only Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of cooling water con-
taining additives. For more information, consult the additive supplier.
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 that may
occur due to the cooling water temperatures which are usual 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 heat transfer, and also prevents limescale depos-
its 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.
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled „Anti-freeze solutions with slushing properties“ (Military
specification: Sy-7025) while observing the prescribed minimum concentra-
tion. This concentration prevents freezing at temperatures down to -22 °C
and provides sufficient corrosion protection. However, the quantity of anti-
freeze solution actually required always depends on the lowest temperatures
that are to be expected at the place of use.
Anti-freezes are generally based on ethylene glycol. A suitable chemical anti-
corrosive agent must be added if the concentration of the anti-freeze solution
2013-06-20 - de
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-
tion used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
General
that anti-freeze agents listed in the table „Anti-freeze solutions with slushing
D010.000.023-13-0001 EN 3 (7)
010.000.023-13
properties“ also contain corrosion inhibitors and their compatibility with other
anticorrosive agents is generally not given, only pure glycol may be used as
D010.000.023-13-0001
anti-freeze agent in such cases.

Simultaneous use of anticorrosive agent from the table „Chemical additives –
nitrite free” together with glycol is not permitted, because monitoring the anti-
corrosive agent concentration in this mixture is not more possible.
Anti-freeze solutions may only be mixed with one another with the consent of
the manufacturer, even if these solutions have the same composition.
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.
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 of the pipe system. The entire system must therefore be cleaned with
the engine switched off using a suitable cleaning agent (see 010.005 Engine
– Work Instructions 010.000.001-01.010.000.002-04).
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 after cleaning. Once
2013-06-20 - de
this has been done, the engine cooling water must be immediately treated
with anticorrosive agent. Once the engine has been brought back into opera-
tion, the cleaned system must be checked for leaks.
General
4 (7) D010.000.023-13-0001 EN
010.000.023-13
Regular checks of the cooling water condition and cooling water
D010.000.023-13-0001
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.
2013-06-20 - 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
D010.000.023-13-0001 EN 5 (7)
010.000.023-13
D010.000.023-13-0001
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

Maxigard 40 l 40,000 1,330 2,000
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600
Dieselguard 4.8 kg 4,800 2,400 3,600
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500

(9-108)
Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Nalcool 2000 30 l 30,000 1,000 1,500
Nalco Nalcool 2000 30 l 30,000 1,000 1,500
TRAC 102 30 l 30,000 1,000 1,500
TRAC 118 3l 3,000 1,000 1,500
Maritech AB Marisol CW 12 l 12,000 2,000 3,000
2013-06-20 - de
Uniservice, Italy N.C.L.T. 12 l 12,000 2,000 3,000

Colorcooling 24 l 24,000 2,000 3,000
Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400 -
Non-Chromate
General
6 (7) D010.000.023-13-0001 EN
010.000.023-13
Manufacturer Product designation Initial dosing for Minimum concentration ppm
D010.000.023-13-0001
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Marine Care Caretreat 2 16 l 16,000 4,000 6,000

Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000
Table 2: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosing Minimum concentration
for 1,000 litres
Arteco Havoline XLI 75 l 7.5 %
Total WT Supra 75 l 7.5 %
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %
Long-Life
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils

Manufacturer Product
(designation)
BP Diatsol M
Fedaro M
Castrol Solvex WT 3
Shell Oil 9156
Table 4: Emulsifiable slushing oils
Anti-freeze solutions with slushing properties

Manufacturer Product designation Minimum concentration
BASF Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Radicool NF, SF
Shell Glycoshell 35%
Mobil Frostschutz 500

Arteco Havoline XLC
Total Glacelf Auto Supra
Total Organifreeze
Table 5: Anti-freeze solutions with slushing properties
2013-06-20 - de
General
D010.000.023-13-0001 EN 7 (7)
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
3700005-4.1
Page 1 (3) Power, Outputs, Speed 1402150
L27/38
Engine Ratings
800 rpm 800 rpm (MGO)

Engine type Available turning Available turning
800 rpm 800 rpm
No of cylinders direction direction
kW CW 1) / CCW 2) kW CW 1) / CCW 2)
6L27/38 2040 Yes / Yes 2190 Yes / Yes
7L27/38 2380 Yes / Yes 2555 Yes / Yes
8L27/38 2720 Yes / Yes 2920 Yes / Yes
9L27/38 3060 Yes / Yes 3285 Yes / Yes
1)
CW clockwise
2)
CCW counter clockwise
Table 1 Engine ratings for emission standard - IMO Tier II.
Idling Speed - 500 rpm
Definition of Engine Rating
General definition of diesel engine rating (acccording

to ISO 15550: 2002; ISO 3046-1: 2002)
Reference conditions:
ISO 3046-1: 2002; ISO 15550: 2002
Air temperature Tr K/°C 298/25
Air pressure pr kPa 100
Relative humidity Φr % 30
Cooling water temperature upstream charge air cooler Tcr K/°C 298/25
Table 2 Standard reference conditions.
12.44 - Tier II
MAN Diesel & Turbo
3700005-4.1
1402150 Power, Outputs, Speed Page 2 (3)
L27/38
Available Outputs
Available output in percentage from
Max. allowed Speed reduction

Fuel Stop power (Blocking)
ISO-Standard-Output
at maximum torque 1)
(tr / tcr / pr = 100 kPa

Tropic conditions
Remarks
PApplication
Kind of Application (%) (%) (%) (°C) -

Electricity generation
Marine main engines (with mechanical or diesel electric drive)
Main drive with controllable pitch 100 100 - 45/38 2)
propeller
Main drive with fixed-pitch propeller 100 100 10 45/38 2)
1)
Maximum torque given by available output and nominal speed.
2)
According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines listed in the
column PApplication
tr Air temperature at compressor inlet of turbocharger.

tcr Cooling water temperature before charge air cooler
pr Barometric pressure.
Engine Fuel: according to ISO 8217 DMA/DMB/DMC-grade fuel or RM-grade fuel, fulfilling the stated quality requirements
Table 3 Available outputs / related reference conditions.
POperating: Available output under local conditions and 1. No de-rating due to ambient conditions is ne-
dependent on application. eded as long as following conditions are not
exceeded:
Dependend on local conditions or special applica-
tion demands a further load reduction of PApplication, ISO
might be needed.
12.44 - Tier II
MAN Diesel & Turbo
3700005-4.1
Page 3 (3) Power, Outputs, Speed 1402150
L27/38
values are exceeded

needed if following
Special calculation
conditions (Tropic)
No de-rating up to
stated reference
Air temperature before turbocharger Tx ≤ 318 K (45 °C) 333 K (60 °C)
Ambient pressure ≥ 100 kPa (1 bar) 90 kPa
Cooling water temperature inlet charge air cooler (LT-stage) ≤ 311 K (38 °C) 316 K (43 °C)
Intake pressure before compressor ≥ -20 mbar 1) -40 mbar 1)
Exhaust gas back pressure after turbocharger ≤ 30 mbar 1)
60 mbar 1)
1)
Overpressure
Table 4 De-rating - Limits of ambient conditions.
2. De-rating due to ambient conditions and ne- TcxCooling water temperature inlet charge air
gative intake pressure before compressor or cooler (LT-stage) [K] being considered
exhaust gas back pressure after turbocharger (Tcx = 273 + tcx)
T Temperature in Kelvin [K]

[( 318
) ( 311
) ]
1.2
a = x x 1.09 - 0.09 t Temperature in degree Celsius [°C]
Tx + U + O Tcx
3. De-rating due to special conditions or demands.
with a ≤ 1 Please contact MAN Diesel & Turbo, if:
POperating = PApplication, ISO x a • limits of ambient conditions mentioned in

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

turbocharger leads to a de-rating, calculated as
increased air temperature before turbocharger:
O = (PExhaust after Turbine[mbar] – 30mbar) x 0.25K/mbar
with O ≥ 0
12.44 - Tier II
MAN Diesel & Turbo
3700158-7.0
Page 1 (1) Main Particulars 1402150
L27/38
Cycle : 4-stroke
Configuration : In-line
Cyl. nos available : 6-7-8-9
Power range : 2040-3060 kW (HFO/MDO)

2190-3285 kW (MGO)
Speed : 800 rpm
Bore : 270 mm
Stroke : 380 mm
Stroke/bore ratio : 1.4:1
Piston area per cyl. : 572.6 cm2
Swept volume per cyl. : 21.8 ltr.
Compression ratio : 15.9:1
Turbocharging principle : Constant pressure system and intercooling
Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700)

MDO (DMB) - MGO (DMA, DMZ)
according ISO8217-2010
Power lay-out MCR version
Speed rpm 800
Mean piston speed m/sec. 10.1
Mean effective pressure:

6, 7, 8, 9 cylinder engine (HFO/MDO) bar 23.5
6, 7, 8, 9 cyl engine (MGO) bar 25.2
Max. combustion pressure:

6, 7, 8, 9 cylinder engine (HFO/MDO) bar 200
6, 7, 8, 9 cyl engine (MGO) bar 200
Power per cylinder:

6, 7, 8, 9 cylinder engine (HFO/MDO) kW/cyl. 340
6, 7, 8, 9 cyl engine (MGO) kW/cyl. 365
11.36 - Tier II - Propulsion

MAN Diesel & Turbo
3700147-9.1
Page 1 (1) Operating Data and Set Points 1402150
L27/38
Normal Alarm set points Reduced
value at full Shutdown
load of
load at ISO of engine
Low High engine
conditions
Lubricating oil system
Temp. after cooler (inlet engine) 68 - 73° C 80° C 85° C
Pressure after filter (inlet engine) 4.0 - 4.8 bar
< 700 rpm 2.0 bar 1.9 bar 1.8 bar
> 700 rpm 2.8 bar 2.6 bar 2.5 bar
Pressure before filter 4.2 - 5.0 bar
Pressure drop across filter 0.1 - 0.3 bar 0.8 bar 1.3 bar
Pressure inlet turbocharger 1.4 - 1.8 bar 1.3 bar
Lub oil level low level
Temperature main bearing 80 - 95° C 103° C 105° C 108° C
Fuel oil system
Pressure after filter - MDO 3.0 - 3.5 bar 1 bar
Pressure after filter - HFO 4 - 10 bar 3 bar
high leakage
Leaking oil
level
Temperature inlet engine - MDO 20 - 40° C 45° C
Temperature inlet engine - HFO 80 - 140° C
Fuel oil viscosity - HFO 11 - 13 cSt 10 cSt 14 cSt
Press. LT system, inlet engine 2.0 - 3.0 bar 1.3 bar
Press. HT system, inlet engine 2.0 - 3.0 bar
< 700 rpm 1.1 bar 1.0 bar 0.9 bar
> 700 rpm 2.7 bar 1.6 bar 1.5 bar
Temp. HT system, outlet engine 75 - 85° C 92° C 95° C 97° C
Temp. HT system, inlet engine 65 - 70° C
Temp. LT system, inlet engine 25 - 40° C
Temp. LT system, outlet engine 35 - 45° C
Exhaust gas and charge air
Exh. gas temp. inlet TC 480 - 530° C 570° C 590° C
510° C 530° C
Exh. gas temp. outlet cyl 370 - 450° C average average average
-50° C +50° C ±70° C
Exh. gas temp. outlet TC 300 - 350° C 450° C
Ch. air press. after cooler 2.9 - 3.1 bar
Ch. air temp. after cooler 40 - 55° C 25° C 55° C 58° C
Starting air system

Press. inlet engine 30 bar 15 bar
Speed control system

Engine speed 800 rpm 880 rpm 920 rpm
Safety control air pressure 8 bar 6 bar 10 bar
13.29 - Tier II - SaCoS

MAN Diesel & Turbo
3700305-0.0
Page 1 (1) Operating Data and Set Points 1402150
L27/38
Normal Alarm set points Reduced
value at full Shutdown
load of
load at ISO of engine
Low High engine
conditions
Temp. after cooler (inlet engine) 68 - 73° C 80° C 85° C
Pressure after filter (inlet engine) 4.0 - 4.8 bar 3.0 bar 1.8 bar
Pressure before filter 4.2 - 5.0 bar
Pressure drop across filter 0.1 - 0.3 bar 0.8 bar 1.3 bar
Pressure inlet turbocharger 1.4 - 1.8 bar 1.1 bar
Lub oil level low level
Temperature main bearing 80 - 95° C 100° C 105° C
Fuel oil system
Pressure after filter - MDO 3.0 - 3.5 bar 1 bar
Pressure after filter - HFO 4 - 10 bar 3 bar
high leakage
Leaking oil
level
Temperature inlet engine - MDO 20 - 40° C
Temperature inlet engine - HFO 80 - 140° C
Fuel oil viscosity - HFO 11 - 13 cSt 10 cSt 14 cSt
Press. LT system, inlet engine 2.0 - 3.0 bar 0.4 bar + SP
Press. HT system, inlet engine 2.0 - 3.0 bar 0.4 bar + SP 0.3 bar + SP 0.2 bar + SP
Temp. HT system, outlet engine 75 - 85° C 92° C 95° C 97° C
Temp. HT system, inlet engine 65 - 70° C
Temp. LT system, inlet engine 25 - 40° C
Temp. LT system, outlet engine 35 - 45° C
Exhaust gas and charge air
Exh. gas temp. inlet TC 480 - 530° C 590° C 590° C
510° C
Exh. gas temp. outlet cyl 370 - 450° C average average average
-50° C +50° C ±50° C
Exh. gas temp. outlet TC 300 - 350° C 450° C
Ch. air press. after cooler 2.9 - 3.1 bar
Ch. air temp. after cooler 40 - 55° C 25° C 55° C 58° C
Starting air system

Press. inlet engine 30 bar 15 bar
Speed control system

Engine speed 800 rpm 960 rpm
Safety control air pressure 8 bar 6 bar
SP = Static pressure
13.29 - Tier II - AT2000

MAN Diesel & Turbo
3700019-8.0
Page 1 (3) Spare Parts for Unrestricted Service 1487000
L27/38
Spare parts for unrestricted service, according to the classification societies requirements/recommendations.
For multi-engine installations spares are only necessary for one engine.
Description Plate Item Qty.
Cylinder Head
Cylinder head with valves 11616 1 1
Valve, inlet 11616 2 2
Valve rotation device 11616 3 6
Valve cone 11616 4 3
O-ring 11616 5 6
Valve spindle, exhaust 11616 7 4
Pressure spring 11616 11 6
O-ring 11616 A3 1
Gasket 11616 A5 1
O-ring 11616 A6 1
O-ring 11616 A7 1
Valve seat ring, exhaust 11616 F9 4
O-ring 11616 F10 4
Valve seat ring, inlet 11616 F11 2
Indicator valve 11618 1 1
Connecting socket 11618 2 1
Union nut 11618 3 1
Threaded socket 11618 4 1
Molykote 11618 5 1
Insulation glove 11618 6 1
Safety valve 11618 A1 1
Gasket 11618 A2 1
Pipe, safety valve 11618 A3 1

Piston and piston rings
Ring Package 11614 1-2 1
Piston 11614 13 1

Cylinder liner
Cylinder liner 11610 1 1
Flame ring 11610 5 1
Sealing ring 11610 7 1
O-ring 11610 9 1
Sealing ring 11610 10 1

Connecting rod
Connecting rod stem 11612 10 1

Cylinder head, top cover
O-ring 11620 4 1
10.40. Tier II
MAN Diesel & Turbo
3700019-8.0
1487000 Spare Parts for Unrestricted Service Page 2 (3)
L27/38
Cylinder head, top cover

O-ring 11620 4 1

Frame with main bearings
O-ring 11012 45 2
Tie rod 11012 46 2
Nut 11012 47 2
Nut 11012 48 2
Tie rod, cylinder head 11012 63 2
O-ring 11012 64 2
Ring 11012 65 2
Nut 11012 66 2
Protection cap 11012 66A 2
Main bearing shell, 2/2 11012 A1 1
Thrust bearing ring 11012 A2 2

Connecting rod accessories
Piston pin bush 11612 20 1
Connecting rod bearing, 2/2 11612 9 1
Connecting rod bolt 11612 2 4
Nut 11612 1 4
Connecting rod bolt 11612 5 2
Nut 11612 6 2
Cylindrical pin 11612 7 2

Charging air reciever
O-ring 11814 7 2

Fuel injecting pump
Fuel injecting pump, complete 12016 0 1

Fuel injection valve
Fuel injection valve, complete 12018 1 1/cyl
O-ring 12018 8 1/cyl
O-ring 12018 9 1/cyl

Fuel injection pipe
Connection pipe 12020 1 1
O-ring 12020 3 1
O-ring 12020 4 1
O-ring 12020 5 1
Fuel injection pipe, complete 12020 14 1

10.40, Tier II
MAN Diesel & Turbo
3700019-8.0
Page 3 (3) Spare Parts for Unrestricted Service 1487000
L27/38
Cooling water connections

Intermediate pipe 13016 8 4
Intermediate pipe 13016 9 4
O-ring 13016 11 12
Plate No. and Item No. refer to the spare parts plates in the instruction book.
10.40, Tier II
MAN Diesel & Turbo
3700020-8.0
Page 1 (1) Spare Parts for Restricted Service 1487000
L27/38
Spare parts for restricted service, according to the classification societies requirements/recommendations.
Cylinder head accessories

Valve, inlet 11616 2 2
Valve rotation device 11616 3 4
Valve spindle, exhaust 11616 7 2
Pressure spring 11616 11 4
Valve seat ring, exhaust 11616 F9 2
Valve seat ring, inlet 11616 F11 2

Valves on cylinder head
Safety valve 11618 A1 1
Packing ring 11618 A2 1

Fuel injection valve
Fuel injection valve, complete 12018 1 3
O-ring 12018 8 3
O-ring 12018 9 3

Gasket kit for cylinder unit
Gasket kit for cylinder unit 51704 021 1
Plate No. and Item No. refer to the spare parts plates in the instruction book.
10.40, Tier II
Standard tools (unrestricted service)

Cylinder head
Name Sketch Supply per ship Drawing Remarks
Working Spare Item no
Valve spring tightening 1 014
device
Lifting tool for cylinder unit 1 038
Broad chissel 1 473

2015-03-19 - en
Description
3700125-2.1
Tier II 1 (11)
L27/38 EN
Piston, connecting rod and cylinder liner

Removing device for flame 1 021
ring
Guide bush for piston 1 045
Tool for fixing of marine 1 060

head for counterweight
Fit and removal device for 1 069

connecting rod bearing, incl
eye screws (2 pcs)
2015-03-19 - en
Description
3700125-2.1
2 (11) Tier II
L27/38 EN

Lifting device for cylinder 1 082
liner
Lifting device for piston and 1 104

connecting rod
Piston ring opener 1 190
Supporting device for con- 1 212

necting rod and piston in
the cylinder liner
2015-03-19 - en
Description
3700125-2.1
Tier II 3 (11)
L27/38 EN
Operating gear for inlet and exhaust valves

Feeler gauge 1 010
Socket wrench 1 652
Socket wrench and torque 1 664

spanner 1 676
2015-03-19 - en
Description
3700125-2.1
4 (11) Tier II
L27/38 EN

Crankshaft and main bearings
Dismantling tool for main 1 035
bearing upper shell
2015-03-19 - en
Description
3700125-2.1
Tier II 5 (11)
L27/38 EN
Turbocharger system
Eye screw for lifting 1 036
Container complete for 1 355

water washing of compres-
sor side
Blowgun for dry cleaning of 1 136

turbocharger
Water washing of turbine 1 481

side, complete
2015-03-19 - en
Description
3700125-2.1
6 (11) Tier II
L27/38 EN

Fuel oil system
Pressure testing tool,
incl item 051, 053, 054 1 050
Clamping bracket for
fuel injector 1 051
Fuel pipe 1 053
Pressure pump 1 054
Grinding device for

nozzle seat, incl item
747, 759, 760 1 074
Grinding paper 1 747
Plier 1 759
Extractor device for injector 1 407

valve

2015-03-19 - en
Description
3700125-2.1
Tier II 7 (11)
L27/38 EN


Combination spanner, 36 1 772
mm
Crow foot, 36 mm 1 784
Long socket spanner 3/4" 1 880

41 mm
Adapter for torque spanner 1 892

1/2" - 3/4"
Torque spanner 1/2" 1 902

50-300 Nm
2015-03-19 - en
Description
3700125-2.1
8 (11) Tier II
L27/38 EN

Hydraulic tools
Hydraulic tools complete
consisting of the following
3 boxes: 806
Pressure pump box 1,
consisting of: - -
Pressure pump, complete 1 011
Manometer 1 023
Gasket 1 024
Quick coupling 1 025
Distributor 1 026
2015-03-19 - en
Description
3700125-2.1
Tier II 9 (11)
L27/38 EN


Hydraulic tools box 2
consisting of: 1 633
Pressure part,
long M39 x 2 4 059
Pressure part,
short M39 x 2 2 072
Tension screw M39 x 2 4 118
Hydraulic tightening
cylinder M39 x 2 4 263

Pressure part
M24/27 x 2 2 096
Tension screw
M24/27 x 2 2 131
Distribution piece,
cylinder head 1 143
Distribution piece,
main bearing 1 167
Hose with unions for
cylinder head 4 180
connecting of oil pump
and distributing block 1 202
Spare parts for
hydraulic tool M39 x 2 1 226
Spare parts for
Spare parts for
Spare parts for
cylinder M24/27 x 2 2 246
2015-03-19 - en

Description
3700125-2.1
Angle piece 2 358

Tommy bar 1 334
Tommy bar 1 556
Pressure part M36 x 2 2 371
2 383
10 (11) Tier II
L27/38 EN

Pressure part M30 x 2
2015-03-19 - en
Description
3700125-2.1
Tier II 11 (11)
L27/38 EN
Standard tools (restricted service)

Cylinder head
Valve spring tightening 1 014
device
Lifting tool for cylinder unit 1 038
Broad chissel 1 473

2015-03-19 - en
Description
3700127-6.1
Tier II 1 (9)
L27/38 EN

Removing device for flame 1 021
ring
Guide bush for piston 1 045
2015-03-19 - en
Description
3700127-6.1
2 (9) Tier II
L27/38 EN

Operating gear for inlet and exhaust valves
Feeler gauge 1 010
Socket wrench 1 652
Socket wrench and torque 1 664

spanner 1 676
2015-03-19 - en
Description
3700127-6.1
Tier II 3 (9)
L27/38 EN
Turbocharger system
Container complete for 1 355

water washing of compres-
sor side
Blowgun for dry cleaning of 1 136

turbocharger
Water washing of turbine 1 481

side, complete
2015-03-19 - en
Description
3700127-6.1
4 (9) Tier II
L27/38 EN

Fuel oil system
Pressure testing tool,
incl item 051, 053, 054 1 050
Clamping bracket for
fuel injector 1 051
Fuel pipe 1 053
Pressure pump 1 054
Grinding device for

nozzle seat, incl item
747, 759, 760 1 074
Grinding paper 1 747
Plier 1 759
Extractor device for injector 1 407

valve

2015-03-19 - en
Description
3700127-6.1
Tier II 5 (9)
L27/38 EN


Combination spanner, 36 1 772
mm
Crow foot, 36 mm 1 784
Long socket spanner 3/4" 1 880

41 mm
Adapter for torque spanner 1 892

1/2" - 3/4"
Torque spanner 1/2" 1 902

50-300 Nm
2015-03-19 - en
Description
3700127-6.1
6 (9) Tier II
L27/38 EN

Hydraulic tools
Hydraulic tools complete
consisting of the following
3 boxes: 806
Pressure pump box 1,
consisting of: - -
Pressure pump, complete 1 011
Manometer 1 023
Gasket 1 024
Quick coupling 1 025
Distributor 1 026
2015-03-19 - en
Description
3700127-6.1
Tier II 7 (9)
L27/38 EN


Pressure part,
long M39 x 2 4 059
Pressure part,
short M39 x 2 2 072
Tension screw M39 x 2 4 118

Pressure part
M24/27 x 2 2 096
Tension screw
M24/27 x 2 2 131
Distribution piece,
cylinder head 1 143
Distribution piece,
main bearing 1 167
cylinder head 4 180
connecting of oil pump
and distributing block 1 202
Spare parts for
Spare parts for
Spare parts for
Spare parts for
cylinder M24/27 x 2 2 246
2015-03-19 - en

Description
3700127-6.1
Angle piece 2 358

Tommy bar 1 334
Tommy bar 1 556
Pressure part M36 x 2 2 371
2 383
8 (9) Tier II
L27/38 EN

Pressure part M30 x 2
2015-03-19 - en
Description
3700127-6.1
Tier II 9 (9)
L27/38 EN
Additional tools
Additional tools
Cylinder head
Grinding tool for cylinder
head/liner 1 126
Max. pressure indicator,

0-250 bar 1 138
Handle for indicator valve 1 498
Turning device for

cylinder unit 1 114
2015-03-18 - en
Description
3700126-4.6
Tier II 1 (11)
L27/38 EN

Additional tools

Grinding machine for
valve seat ring 1 199
Supporting spider 1 208
Mandrel 1 209
Cutting tool 1 210
Carbide cutting insert 1 211
Grinding machine for

valve seat rings 1 222
Stone 1 234
guide 1 246
Fit and removing device

for valve guides 1 258
Touching bow for

inlet valve 1 582
Touching bow for

exhaust valve 1 594
2015-03-18 - en
Description
3700126-4.6
2 (11) Tier II
L27/38 EN
Additional tools
Grinding tool for valves 1 283
Fitting device for valve

seat rings 1 295
Plate
(used with item 329) 1 317
Extractor for
valve seat rings 1 329
Lifting tool for cylinder unit

(low dismantling height) 1 474
Reamer for valve guide 1 748

2015-03-18 - en
Description
3700126-4.6
Tier II 3 (11)
L27/38 EN
Additional tools

Tool for fixing of marine 1 060
head for counterweight
Fit and removal device for 1 069

connecting rod bearing, incl
eye screws (2 pcs)
Lifting device for cylinder 1 082

liner
Lifting device for piston and 1 104

connecting rod
Plier for piston pin lock ring 1 759

2015-03-18 - en
Description
3700126-4.6
4 (11) Tier II
L27/38 EN
Additional tools
Piston ring opener 1 190
Supporting device for con- 1 212

necting rod and piston in
the cylinder liner, incl. fork
Testing mandrel for piston 1 151

ring grooves, 6.43 mm
Testing mandrel for piston 1 163

ring grooves, 8.43 mm
Fit and removing device for 1 569

connecting rod bearing
Support for connecting rod 1 570

2015-03-18 - en
Description
3700126-4.6
Micrometer screw 1 425
Tier II 5 (11)
L27/38 EN
Additional tools
Crankshaft and main bearings

Dismantling tool for main 1 035
bearing upper shell
Crankshaft alignment 1 067

gauge (autolog)
Lifting straps for main bear- 1 545

ing cap
Lifting handle for main bear- 1 557

ing cap
2015-03-18 - en
Description
3700126-4.6
6 (11) Tier II
L27/38 EN
Additional tools
Turbocharger system

cooler insert
Closing cover, TCR20 1 486

Closing cover, TCR18 1 450
(standard with only one
propulsion engine)
2015-03-18 - en
Description
3700126-4.6
Tier II 7 (11)
L27/38 EN
Additional tools
Fuel oil system

Fitting and removal of 1 031
monoblock cylinder
Disassembly tools 1 043
Fitting / removing device for 1 055

injection pump

fuel injection pump
2015-03-18 - en
Description
3700126-4.6
8 (11) Tier II
L27/38 EN
Additional tools
Setting device for fuel injec- 1 366
tion pump
Measuring device 2 533
Assembly device for

sealing ring, complete 1 689
Assembly cone 1 690
Expanding sleeve 1 700
Assembly cone 1 712
Sizing sleeve 1 724
2015-03-18 - en
Description
3700126-4.6
Tier II 9 (11)
L27/38 EN
Additional tools

Eye screw for lifting lubri- 1 032
cating oil cooler
Mandrel for lubricating oil 1 508

cooler
Fitting device for lubricating 1 521

oil cooler
2015-03-18 - en
Description
3700126-4.6
10 (11) Tier II
L27/38 EN
Additional tools
Hydraulic tools
Resetting device for 1 092
hydraulic cylinder
Air driven high pressure 1 653

pump for hydraulic valve
2015-03-18 - en
Description
3700126-4.6
Tier II 11 (11)
L27/38 EN
MAN Diesel & Turbo
Plate
Page 1 (2) Hand tools 1488070
L21/31, L27/38
2014.07.07 - 3700064-6.1
MAN Diesel & Turbo
Plate
1488070 Hand tools Page 2 (2)
L21/31, L27/38
Item No. Qty Item Designation Item No. Qty Item Designation
019 1/E Set of tools 331 1/E Hexagon key 7 mm

032 1/E Combination spanner, 10 mm 343 1/E Hexagon key 8 mm
103 1/E Combination spanner, 22 mm
139 1/E Tee handle 1/2" square drive
140 1/E Ratchet, 20 mm
152 1/E Extension bar
164 1/E Socket spanner, square drive,
size 24
size 30
size 36
247 1/E Bit, hexagon socket screw,
square drive, size 8
272 1/E Torque spanner, 20-120 nm -
1/2"
1/2"
1/2"
When ordering spare parts, see also page 500.50/600.50/Pref-

ace.
* = Only available as part of a spare parts kit/not
available separately
Qty/E = Qty/Engine
2014.07.07 - 3700064-6.1
Weight and centre of gravity

Engine type X - mm Y - mm* Y - mm** Z Wet weight of Dry weight of

engine engine
tons * tons**
6L27/38 1855 615 645 20 31.4 30.5
7L27/38 2077 615 645 20 35.1 34.0
8L27/38 2300 615 645 20 38.7 37.0
9L27/38 2523 615 645 20 42.7 40.5

* Incl. lubricating oil and water
** Excl. lubricating oil and water
2015-03-12 - en
Description
1699862-8.2
TCR 1 (1)
L27/38 EN
Weight and dimension of principal parts

Cylinder head incl. rocker arms approx. Piston approx. 66 kg
400 kg
Cylinder liner approx. 140 kg Charge air cooler approx. 490 kg

2014-11-24 - en
Please note: 5 cyl. only for GenSet

Description
1689476-6.3
2014.11.24 - Tier II 1 (5)

L27/38 EN
Cylinder unit approx. 700 kg Connecting rod approx. 120 kg
Front end box for GenSet approx. 2420 Front end box for propulsion approx.
kg 2170 kg

2014-11-24 - en
Description
1689476-6.3
2 (5) 2014.11.24 - Tier II

L27/38 EN
Base Length (L)* Weight [kg]

frame [mm] one/two
for GenSet one/two bearing
bearing
5 cyl. 5245/ - 5121 / -
6 cyl. 6168/6868 5500/6300
7 cyl. 6800/7500 5687/6583
8 cyl. - /8100 - /7100
9 cyl. - /8700 - /7600
Width: 1770 mm
* Depending on alternator type
Oil pan Length (L)* Weight [kg]
for propul- [mm]
sion
6 cyl. 3367 1186
7 cyl. 3812 1320
8 cyl. 4251 1587
9 cyl. 4702 1720
Width: 1370 mm
Turbo- Length (L) Height (H) Weight (kg)

charger [mm] [mm] [mm]
TCR18 1328 772 460
TCR20 1661 953 780

2014-11-24 - en
Description
1689476-6.3
2014.11.24 - Tier II 3 (5)

L27/38 EN
Valve cam- Length (L) Weight [kg]

shaft [mm]
5 cyl. 2378 376
6 cyl. 2823 427
7 cyl. 3268 477
8 cyl. 3713 528
9 cyl. 4158 528
Injection Length (L) [mm]

camshaft
5 cyl. 2570
6 cyl. 3015
7 cyl. 3460
8 cyl. 3905
9 cyl. 4350
Crankshaft Length (L) [mm]

with coun-
ter weights
5 cyl. 2920
6 cyl. 3365
7 cyl. 3810
8 cyl. 4255
9 cyl. 4700
2014-11-24 - en
Description
1689476-6.3
4 (5) 2014.11.24 - Tier II

L27/38 EN
Frame Length (L) Weight (kg)

[mm]
5 cyl. 2658 8503
6 cyl. 3103 9886
7 cyl. 3548 11268
8 cyl. 3993 12652
9 cyl. 4438 14053
Flywheel with gear rim Flywheel with gear rim

only for GenSet only for propulsion
Small: 1451 kg 1196 kg
Medium: 1927 kg
Large: 2671 kg

2014-11-24 - en
Description
1689476-6.3
2014.11.24 - Tier II 5 (5)

L27/38 EN
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
1624473-6.2 Recalculation of fuel consumption dependent on

Page 1 (1) ambient conditions 1402000
General
In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal combustion engines – Per-

formance, Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods
– Additional requirements for engines for general use” MAN Diesel & Turbo specifies the method for
recalculation of fuel consumption dependent on ambient conditions for 1-stage turbocharged en-
gines as follows:
ß = 1+ 0.0006 x (tx – tr) + 0.0004 x (tbax – tbar) + 0.07 x (pr – px)
The formula is valid within the following limits:

+ Ambient air temperature 5° C – 55° C
+ Charge air temperature before cylinder 25° C – 75° C
+ Ambient air pressure 0.885 bar – 1.030 bar
bx
bx = br x ß br =
ß
ß Fuel consumption factor
tbar Engine type specific reference charge air temperature before cylinder
see »Reference conditions« in »Fuel oil consumption for emissions standard«.
Legend Reference At test run or at site

Specific fuel consumption [g/kWh] br bx
Ambient air temperature [°C] tr tx

Charge air temperature before cylinder [°C] tbar tbax
Ambient air pressure [bar] pr px
Example
Reference values:
br = 200 g/kWh, tr = 25° C, tbar = 40° C, pr = 1.0 bar
At Site:
tx = 45° C, tbax = 50° C, px = 0.9 bar
ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023
bx = ß x br = 1.023 x 200 = 204.6 g/kWh
All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depend-
ing 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.
12.12
MAN Diesel & Turbo
3700004-2.3
Page 1 (3) Fuel Oil Consumption for Emissions Standard 1402090
L27/38
6-9L27/38: 340 kW/cyl. at 800 rpm, Controllable-Pitch Propeller (CPP)
% Load 100 851) 75 50 25
Spec. fuel consumption

(g/kWh) with HFO/MDO 188 1851) 185 191 210
without attached pumps 2) 3)
1)
Warranted fuel consumption at 85% MCR
2)
Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for
warranty is taken into account.
3)
Based on reference conditions, see "Reference conditions"
Table 1 Fuel oil consumption
6-9L27/38: 365 kW/cyl. at 800 rpm, Controllable-Pitch Propeller (CPP)
% Load 100 851) 75 50 25

(g/kWh) with MDO/MGO 4) 191 1861) 184 186 206
1)
2)
3)
4)
MDO viscosity must not exceed 6 mm2/s = cSt @ 40 °C.
6-9L27/38: 340 kW/cyl. at 800 rpm, Fixed-Pitch Propeller (FPP)
% Load 100 851) 75 50 25

(g/kWh) with HFO/MDO 187 1811) 180 180 183
1)
2)
3)
12.37 - Tier II
MAN Diesel & Turbo
1402090 Fuel Oil Consumption for Emissions Standard 3700004-2.3

Page 2 (3)
L27/38
6-9L27/38: 365 kW/cyl. at 800 rpm, Fixed-Pitch Propeller (FPP)
% Load 100 851) 75 50 25

(g/kWh) with MDO/MGO 4) 191 1851) 183 183 188
1)
2)
3)
4)
MDO viscosity must not exceed 6 mm2/s = cSt @ 40 °C.
Fuel oil consumption at idle running (kg/h)

No of cylinders
6L 7L 8L 9L
Speed / 800 rpm 44 48 52 56
Table 5 Fuel oil consumption at idle running
IMO Tier II requirements: Note!

Operating pressure data without further specification
IMO: International Maritime Organization MARPOL are given below/above atmospheric pressure.
73/78; Revised Annex VI-2008, Regulation 13.
For calculation of fuel consumption, see "1402000
Tier II: NOx technical code on control of emission Recalculation of fuel oil consumption dependent on
of nitrogen oxides from diesel engines. ambient conditions"
Reference conditions (according to ISO 3046-1: 2002; ISO 1550: 2002)
Air temperature before turbocharger tr °C 25
Ambient pressure pr bar 1
Relative humidity Φr % 30
Engine type specific reference charge air temperature before cylinder tbar 1) °C 40
Net calorific value NCV kJ/kg 42,700

1)
Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be achieved with 25° C
LT cooling water temperature before charge air cooler (according to ISO)
Table 6 Reference conditions
12.37 - Tier II
MAN Diesel & Turbo
3700004-2.3
Page 3 (3) Fuel Oil Consumption for Emissions Standard 1402090
L27/38
For operation with MGO SFOC will be increased by 2 g/kWh
With built-on pumps, the SFOC will be increased in [%] by:

110
Lubricating oil main pump 1.5 x %
load % + 10
110
LT Cooling water pump 0.7 x
load % + 10 %
110
HT Cooling water pump 0.7 x %
load % + 10
110
Fuel oil feed pump* 0.1 x %
load % + 10
*only for MDO/MGO operation
For different net calorific value, the SFOC will be corrected in [%] by:
Net calorific value NCV rise 427 kJ/kg - 1.0 %
Increased negative intake pressure before compressor leads to increased fuel oil consumption, calculated
as increased air temperature before turbocharger:
U = ( -20 [mbar] – pAir before compressor [mbar] ) x 0.25 [K/mbar] with U ≥ 0
Increased exhaust gas back pressure after turbine leads to increased fuel oil consumption, calculated as
increased air temperature before turbocharger:
O = ( pExhaust after turbine [mbar] – 30 [mbar] ) x 0.25 [K/mbar] with O ≥ 0
Charge air blow-off for exhaust gas temperature control (plants with catalyst) leads to increased fuel oil
consumption:
For every increase of the exhaust gas temperature by 1° C, due to activation of charge air blow-off device,
an addition of 0.05 g/kWh to be considered.
12.37 - Tier II
MAN Diesel & Turbo
3700304-9.1
Page 1 (3) Fuel oil system – MDO 1435000
L27/38
Fuel oil system for operation on gas/diesel oil
5 4
LAL
28 x 2
DN 32
20 x 2
28 x 2
To sludge
28 x 2
B1
3
8 7
PSL
1421
To sludge
M B3
2
PT PT
1424 1423
9
18 x 2
LSH
28 x 2
Return to bunker/settling tank
1425
20 x 2
20 x 2 B7A B7 20
B4 B7
Clean fuel oil return
1
to service tank
To sludge tank
From bunker/
settling tank
Item Description
Shut-off valve at B4 is to be placed as close to the
1 Prefilter for purifier connections as possible
2 Transfer pump
3 Purifier
4 MDO service tank
5 Sightglass for MDO overflow Service tank (item 4):
2169644-5
6 Duplex filter (magnetic insert) Min capacity in m3 for 8 hours operation:

7 Primary stand-by pump
8 Primary pump Cyl. With purifier or settling tank
9 Duplex filter (paper insert)
20 Pressure regulating valve 6L27/38 3.9
7L27/38 4.6
8L27/38 5.2
Connections: 9L27/38 5.9
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.
B7 To sludge tank
B7A Clean fuel oil return to service tank (with alarm)
Fig 6.1 Fuel oil system – MDO
14.27 - Tier II
MAN Diesel & Turbo
3700304-9.1
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 system,
To protect the purifier pump (item 2), a prefilter should the fuel oil consumption has to include all engines.
be inserted before the pump.
Pre-heating is normally not necessary, but a purify-
Design data: ing temperature of approx 40°C is recommended
for better separation. Some Marine Diesel Oils have
Capacity: See oil pump, item 2 a high content of “paraffin” which clogs up filters and
Mesh size: 0.8 – 1.0 mm 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 main engine HT cooling water as heating media
The pump can be driven directly by the purifier or by can be installed, if necessary.
an independent motor.
Design data: Service tank, item 4
Capacity: According to purifier The service tank shall be dimensioned to contain

Pressure: Max 2.5 bar purified MDO for operating minimum 4 hours at MCR.
14.27 - Tier II
MAN Diesel & Turbo
3700304-9.1
Page 3 (3) Fuel oil system – MDO 1435000
L27/38
Attention must be paid that the fuel oil inlet pipe is Fuel oil consumption
connected to the side of the tank in a position to
avoid sludge and water contamination of the MDO. For calculating the necessary tank size, purifier,
stand-by pumps, etc, the consumption stated in the
A vent pipe from the tank should be led up to the deck planning data, based on engine MCR, should be used.
level minimum 500 mm above the tank. Precaution
should be taken that water does not enter the tank These values include an addition for engine driven
through the vent pipe. pumps plus 3% tolerance in accordance with ISO
requirements.
To ensure satisfactory suction when starting up the
main engine, the lowest oil level in the service tank
should be at least 500 mm above the suction to the Cooler requirements
primary pump (item 8 in fig 6.1) and the stand-by
primary pump. Fuel oil temperatures before engine / fuel oil injec-
tion pumps (MDO/MGO):
Duplex suction filter, item 6 If the fuel oil temperature before engine / fuel injec-
tion pumps exceeds 40° C or the viscosity is below
A duplex suction filter with magnetic inserts should 2.2 cSt a cooler must be built-in, in order to ensure
be installed in the suction line of the fuel oil primary the lubricating properties for the injection pumps.
pump to protect the pump. The filter should be de-
signed for the capacity of the built-on primary pump
with a mesh size of 0.5-0.8 mm. Notes
We recommend that the total pressure drop in the

Stand-by primary pump, item 7 piping system is calculated in order to ensure that
the pump capacity is sufficient and the flow velocity
Design data: is as recommended by us.
See 1400000 List of capacities. We should be pleased to review your piping diagrams
and give our comments and recommendations. The
shipyard is responsible for the choice of method,
design and execution.
14.27 - Tier II
MAN Diesel & Turbo
3700363-5.0
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
TAL PI
To sludge
8
9
Return to bunker tank (MDO)

PSL PSL
From bunker tank (MDO)

To sludge
28 x 2
28 x 2
Return to bunker tank (HFO)
From bunker tank (HFO)
PT PT
6 5 1424 1423 TE
28 x 2
28 x 2
1424
1 12 x 1.5 DN 32
To sludge
To sludge
19 B1
LSH
4A 4 1425 20 DN 32
20 x 2 B7A B7 B4 B7
3A 3
M M
To sludge
Clean fuel oil return
2A 2
To sludge tank
to service tank
2164117-1
DN 32 DN 32
Fig 1 Fuel oil diagram – HFO
2014.07.04 - Tier II
MAN Diesel & Turbo
3700363-5.0
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
B4 Fuel oil circulation to service tank as high as possible to help the dirt to settle. The
B7 To sludge tank temperature should be below 5°C in order to avoid
B7A Clean fuel oil return to service 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.
2014.07.04 - Tier II
MAN Diesel & Turbo
3700363-5.0
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
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.
2014.07.04 - Tier II
MAN Diesel & Turbo
3700363-5.0
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)
2014.07.04 - Tier II
MAN Diesel & Turbo
3700363-5.0
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:
2014.07.04 - Tier II
MAN Diesel & Turbo
3700363-5.0
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.
2014.07.04 - Tier II
MAN Diesel & Turbo D010.000.023-05-0001
Specification of heavy fuel oil (HFO)

Prerequisites
MAN four-stroke diesel engines can be operated with any heavy fuel oil
obtained from crude oil that also satisfies the requirements in Table The fuel
specification and corresponding characteristics for heavy fuel oil providing
the engine and fuel processing system have been designed accordingly. To
ensure that the relationship between the fuel, spare parts and repair / main-
tenance costs remains favourable at all times, the following points should be
observed.
Heavy fuel oil (HFO)

Origin/Refinery process The quality of the heavy fuel oil largely depends on the quality of 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 The
fuel specification and corresponding characteristics for heavy fuel oil. The
entries in the last column of this Table 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 8217-2012 and CIMAC-2003. These two specifi-
cations are more or less equivalent. Figure ISO 8217-2012 Specification for
heavy fuel oil indicates the ISO 8217 specifications. All qualities in these
specifications up to K700 can be used, provided the fuel system has been
designed for these fuels. To use any fuels, which do not comply with these
specifications (e.g. crude oil), consultation with Technical Service of MAN
Diesel & Turbo in Augsburg is required. Heavy fuel oils with a maximum den-
sity 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 specifi-
cation and corresponding properties for heavy fuel oil satisfy the above
requirements, they probably do not adequately define the ignition and com-
Operating Instruction
bustion properties and the stability of the fuel. This means that the operating
D010.000.023-05-0001
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
2015-01-20 - 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.
1 (9)
D010.000.023-05-0001 MAN Diesel & Turbo
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
(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on 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)
D010.000.023-05-0001
Acid number mg KOH/g 2.5

2015-01-20 - de
Hydrogen sulphide mg/kg 2
2 (9)
Used lubricating oil mg/kg The fuel must be free of lubri-

(ULO) cating oil (ULO = used lubricat-
ing oil, old oil). Fuel is consid-
ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:
Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
15 ppm.
Asphaltene content Weight % 2/3 of coke residue Combustion properties
(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: The fuel specification and corresponding characteristics for heavy fuel oil
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 Economical 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
requirements are not satisfied, shorter maintenance intervals, higher wear
and a greater need for spare parts is to be expected. The required mainte-
nance 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 atomi-
sation and mixture formation and therefore low-residue combustion. This
also prevents mechanical overloading of the injection system. For the prescri-
bed injection viscosity and/or the required fuel oil temperature upstream of
the engine, refer to the viscosity temperature diagram.
D010.000.023-05-0001
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-
2015-01-20 - de
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.
3 (9)
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 380 mm2/s at 50 °C. If the
heavy fuel oil has a high concentration of foreign matter, or if fuels in accord-
ance 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 – such as water, foreign matter and sludge. The separators must
be self-cleaning (i.e. the cleaning intervals must be triggered automatically).
Only new generation separators should be used. They are extremely effective
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.
Table Achievable proportion of foreign matter and water (following separa-
tion) shows the prerequisites that must be met by the separator. These limit
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

One separator for 100% flow rate One separator (reserve) for 100% flow
rate
Figure 1: Arrangement of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' current
recommendations (Alfa Laval and Westphalia). 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.

D010.000.023-05-0001
If the treatment is in accordance with the MAN Diesel specifications and the
correct separators are chosen, it may be assumed that the results stated in
2015-01-20 - de
the table entitled Achievable Contents of Foreign Matter and Water for inor-
ganic foreign matter and water in heavy fuel oil will be achieved at the engine
inlet.
4 (9)
Results obtained during operation in practice 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
lube 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 vol.%
Table 2: Achievable contents of foreign matter and water (after separation)
Water It is particularly important to ensure that the water separation process is as
thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomi-
sation and combustion of the heavy fuel oil. If the water absorbed in the fuel
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
at regular intervals. The tank's ventilation system must be designed in such a
way that condensate cannot flow back into the tank.
Vanadium/Sodium If the vanadium/sodium ratio is unfavourable, the melting point of the heavy
fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble
sodium compounds it 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 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 section 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 catalyst particles are
D010.000.023-05-0001
aluminium silicates causing 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
2015-01-20 - de
the proportion 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.
5 (9)
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 temperature
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-
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-
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
system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
increased deposition of asphalt (see Compatibility).
Ignition quality Nowadays, to achieve the prescribed reference 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 & Turbo
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
D010.000.023-05-0001
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
2015-01-20 - de
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
6 (9)
of fuel and this measurement is converted into 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 determining
the CCAI – assigning the CCAI ranges to engine types.
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

D010.000.023-05-0001
Index engine damage, even after a

short period of operation.
1 Engine type 2 The CCAI is obtained from the
2015-01-20 - de
straight line through the density

and viscosity of the heavy fuel
oils.
Figure 2: 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
7 (9)
Sulphuric acid corrosion The engine should be operated at the coolant temperatures prescribed in the
operating handbook for the relevant load. If the temperature of the compo-
nents that are exposed to acidic combustion products is below the acid dew
point, acid corrosion can no longer be effectively prevented, even if alkaline
lube oil is used.
The BN values specified in 010.005 Engine - Operating instructions
010.000.023-11 are sufficient, providing the quality of lubricating oil and the
engine's cooling system satisfy the requirements.
Compatibility The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
are mixed, this can lead to separation and the 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-
phur content of heavy fuel oils does not exist. We have not identified any
D010.000.023-05-0001
sulphur content
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
2015-01-20 - de
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.
8 (9)
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.
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 To ensure sufficient cleaning of the fuel via the separator, perform regular
functional check by sampling up- and downstream of the separator.
Analysis of HFO samples is very important for safe engine operation. We can
analyse fuel for customers at MAN Diesel & Turbo laboratory (PrimeServLab).
D010.000.023-05-0001
2015-01-20 - de
9 (9)
Specification of diesel oil (MDO)

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 a fuel depends on the engine design 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 8217-2012 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 weight % ISO CD 10307 0.10
Water content vol. % ISO 3733 < 0.3
Sulphur content weight % ISO 8754 < 2.0
Ash content weight % ISO 6245 < 0.01
Coke residue (MCR) weight % ISO CD 10370 < 0.30
Cetane index - ISO 4264 > 35
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Other specifications:
British Standard BS MA 100-1987 Class M2

D010.000.023-04-0001
ASTM D 975 2D
2014-12-02 - de
ASTM D 396 No. 2

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.
1 (2)
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.
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.
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 matters 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.

D010.000.023-04-0001

2014-12-02 - de
Analyses
Analysis of fuel samples is very important for safe engine operation. We can
2 (2)
Specification of gas oil/diesel oil (MGO)

Diesel oil
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Military specification
Diesel oils that satisfy specification NATO 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 8217-2012 (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 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
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)
Biodiesel content (FAME) % (v/v) EN 14078 not permissible
D010.000.023-01-0001
Cetane index - ISO 4264 ≥ 40

Other specifications:
2014-12-02 - de
British Standard BS MA 100-1987 M1

ASTM D 975 1D/2D
Table 1: Diesel fuel (MGO) – properties that must be complied with.
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
the cloud point in accordance with ISO 3015
1 (2)
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
D010.000.023-01-0001
2014-12-02 - de
2 (2)
MAN Diesel & Turbo 3.3.1
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 "Non-transesterified bio-fuel - Specifications".
These specifications are based on experience to date. 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 "Specification of lubricating oil (SAE 40) for
operation with gas oil, diesel oil (MGO/MDO) and biofuels") 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
2013-02-07 - de
ature in the fuel system

Table 1: Non-transesterified bio-fuel - Specifications
General
6680 3.3.1-02 EN 1 (2)

3.3.1 MAN Diesel & Turbo

6680 3.3.1-02

Analyses
analyse fuel for customers at our laboratory (PrimeServLab).
2013-02-07 - 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.
D010.000.023-06-0001
Determining the viscosity-temperature curve and the required preheating temperature

2014-11-06 - de
Example: Heavy fuel oil with 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)
≤ 14 119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheating
temperature
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 1,000 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)
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.
D010.000.023-06-0001
2014-11-06 - de
2 (2)

General
The engine features an entirely closed wet sump lub oil system, ensuring
easy installation and no risk of dirt entering the lub oil circuit.
The helical gear type lub oil pump is installed in the front-end box and draws
the oil from the sump.
Via a double check valve with connection for stand-by pump, the oil flows to
the pressure regulator, through the built-on lub oil plate cooler and the inte-
grated automatic lub oil filter to the engine.
The back-flush oil from the filter is drained to the sump. A purifier must be
connected to maintain proper condition of the lub oil.
Integrated thermostatic elements ensure a constant lub oil temperature to
the engine.
Lubricating oil consumption

The lub oil consumption is 0.5-0.8 g/kWh (always referring to MCR).
It should, however, be observed that during the running-in period the lub oil
consumption may exceed the values stated:
Engine type Lub oil consumption
[litres/hour]
6L27/38 1.1 - 1.8
7L27/38 1.3 - 2.1
8L27/38 1.5 - 2.4
9L27/38 1.7 - 2.7
Lubricating oil requirements

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.

The lub oil system is the same for both MDO and HFO operation.
2015-03-10 - en
Description
3700291-5.2
1 (5)
L27/38 EN
Item Description Item Description
1 Lub oil pump, attached 7 Strainer (magnetic insert)

2 Lub oil pump, stand-by 20 Prefilter for lub. oil purifier
3 Lub oil cooler 21 Lub oil purifier pump
4 Thermostatic valve 22 Preheater for lub. oil purifier
5 Automatic backflush filter 23 Lub oil purifier
6 Lub oil presure control valve
Connections
D4 Lub oil stand-by pump, suction D8 Lub oil from purifier
D5 Lub oil stand-by pump, pressure D12 Filling of lub oil
D7 Lub oil to purifier H Venting of crankcase
Automatic backflush filter (ITem 5:

5A Backflush filter unit, 30 µm
2015-03-10 - en
5B Pressure controlled by-pass valve

Description
3700291-5.2
5C Back-up filter in line, 100 µm
2 (5)
L27/38 EN

Lub oil stand–by pump, item 2
To ensure good suction conditions for the lub oil pump, the pump should be
placed as low as possible.
The suction pipe should be as short and with as few bends as possible in
order to prevent cavitation of the pump.
The lub oil stand-by pump also acts as a priming pump for the engine prior
to start.
Design data: See 1400000 Viscosity at normal operation:
List of capacities. ▪ 40 cSt (corresponding to 70 °C)
Max viscosity for dimensioning of el-motor:
▪ 1000 cSt (corresponding to 12 °C for SAE 40 oil)
The turbocharger is connected into the same piping system and must not be
primed for more than 5 minutes. The motor starter for the stand-by pump
must be fitted with time and auxiliary relays limiting the stand-by pump to run
for 5 minutes only.
When we are to supply the motor starter, the function described is built-in.
When the motor starter is not included in our scope of supply, a drawing
showing the components and connections required will be forwarded.
Lub oil cooler, item 3

The lub oil cooler with stainless steel plates is built-on to the engine. All con-
nections are integrated in cooler/front-end box.
The heat dissipation appears from the planning data.
Lub oil thermostatic valve, item 4

The integrated thermostatic valve has 4 elements and controls the inlet tem-
perature to the engine. The nominal set-point is 66 °C. Manual override is
featured when required by the classification society concerned.
Automatic lub oil, back-flushing filter, item 5

The built-on automatic lub oil filter has 2 filtering stages:
Primary filter Contains several filter candles with a filter mesh of 25 microns corresponding
to a nominal filtration degree of 20 microns.
The back-flushing facility operates continuously by means of the oil pressure.
The back flushing oil is led to the oil sump.
The pressure drop across the filter candles is approx 0.2 bar with clean filter.
In case the pressure drop exceeds 2 bar, by-pass valves in the filter will
open.
Secondary filter The filtered oil is always passing the secondary filter with a filter mesh of 50
microns. This filter also acts as a safety filter in case the by-pass valves are
2015-03-10 - en
open.
Description
3700291-5.2
Lub oil pressure control valve, item 6

The control valve ensures a correct lub oil pressure also in case of operation
with the lub oil stand-by pump.
3 (5)
L27/38 EN
Strainer with magnetic insert, item 7

The strainer is part of the suction pipe in the oil sump.
Prefilter, item 20
To protect the purifier pump, item 21, a prefilter should be inserted before
the pump.
Design data:
▪ Capacity: See oil pump, item 21
▪ Mesh size: 0.8-1.0 mm
Lub oil pump to purifier, item 21

The pump can be driven directly by the purifier or by an independent motor.
Design data:
▪ Capacity: V = F x P
V: Pump capacity in litres/hour
F: MDO : 0.32 / HFO : 0.38
P: Power of the engine in kW at MCR
▪ Pressure: Max 2.5 bar
▪ Temperature: Max 95°C
Preheater before lub oil purifier, item 22

The preheater must be able to raise the temperature of the oil from approx
65°C to approx 95°C, which is the temperature of the oil for purifying.
▪ Capacity: C = V x t/1800
C: Capacity of the preheater in kW
V: Flow through preheater in litres/hour -
defined from the capacity of the purifier.
t: Temperature difference 35°C (engine operating)
▪ Max pressure 4 bar
▪ Max pressure loss 0.5 bar
Specific load on heating surface for an electric preheater must not exceed
0.8 W/cm2 .
Lub oil preheating

In case engine stopped for a larger period it can be required to install a pre-
heater which can maintain at least 40 °C in case engine has a longer stand
still period.
Preheating the lub oil to 40 °C is effected by the preheater of the separator
via the free-standing pump.
2015-03-10 - en
The preheater must be enlarged in size if necessary, so that it can heat the
Description
3700291-5.2
content of the service tank to 40 °C within 4 hours.
4 (5)
L27/38 EN

Lub oil purifier, item 23
The circulating oil will gradually be contaminated by products of combustion,
water and/or acid. In some instances cat_fines may also be present.
In order to prolong the interval between the exchange of oil it is necessary to
install an automatic self_cleaning lub oil purifier dimensioned to handle a flow
of approx 0.32-0.38 l/kWh.
As a guideline for the selection of purifier, the following formula can be used:
Design data:
▪ Capacity: V = F x P x (24/T)
V: The nominal capacity of the purifier in litres/hour
F: MDO : 0.32 / HFO : 0.38
P: Power of the engine in kW at MCR
T: Daily separating time, depending on purifier (22_24 hours)
Guidance given by the manufacturer of the purifier must be observed.
2015-03-10 - en
Description
3700291-5.2
5 (5)
L27/38 EN
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
Flash point (Cleveland) °C ASTM D 92 > 200
Lubricating oil (SAE 40) - Specification for heavy fuel

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
* Works' own method

2013-05-23 - de
operation (HFO)
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
oil
Additives The additives must be dissolved in the oil and their composition must ensure
General
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.
D010.000.023-11-0001 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. 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 neutralization 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 provides the most efficient
engine operation.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
content of less than 0.5 %
30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
2013-05-23 - de
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
operation (HFO)
51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.
General
2 (5) D010.000.023-11-0001 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, 32/44K, 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, 32/44K, 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, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may 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. The
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
2013-05-23 - de
operation (HFO)
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
General
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
D010.000.023-11-0001 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 1,000 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 1,000 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
Regular analysis of lube oil samples is very important for safe engine opera-
2013-05-23 - de
tion. We can analyse fuel for customers at our laboratory (PrimeServLab).

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) D010.000.023-11-0001 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.

2013-05-23 - de
operation (HFO)
General
D010.000.023-11-0001 EN 5 (5)
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels
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
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Specification of lubricating oil (SAE 40) for operation with

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 gas oil, diesel oil (MGO/MDO) and biofuels
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)
(HD oils) must have the following properties:
2013-04-11 - de
Additives The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
General
D010.000.023-07-0001 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.
gas oil, diesel oil (MGO/MDO) and biofuels
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, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
2013-04-11 - de
no difference whether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.
General
2 (5) D010.000.023-07-0001 EN
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. The
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.
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 1,000 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 1,000 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.
Tests
Regular analysis of lube oil samples is very important for safe engine opera-
2013-04-11 - de
tion. We can analyse fuel for customers at our laboratory (PrimeServLab).

General
D010.000.023-07-0001 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
Marbrax CCD-415
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 Caprano M40
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 %
2013-04-11 - de
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
General
occur when using these oils.
4 (5) D010.000.023-07-0001 EN
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445
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
When operating with biofuels: max. 12 % FT-IR
biofuel fraction
Table 4: Limit values for used lubricating oil

2013-04-11 - de
General
D010.000.023-07-0001 EN 5 (5)
Specification for compressed air
D010.000.023-21-0001
General
For compressed air quality observe the ISO 8573-1:2010. Compressed air
must be free of solid particles and oil (acc. to the specification).
Requirements
Compressed air quality of Starting air must conform to the following quality acc. to the ISO
starting air system 8573-1:2010 as minimum.
Purity with respect to solid particles Quality class 6
Particle size > 40µm max. concentration < 5 mg/m3
Purity with respect to humidity Quality class 7
Residual water content < 5 mg/m3
Purity with respect to oil Quality class 5
Additional requirements are:

▪ The layout of the starting air system must prevent the initiation of corro-
sion.
▪ The starting air system starting air receivers must be equipped with devi-
ces for removing condensed water.
▪ The formation of a dangerous explosive mixture of compressed air and
lube oil must be prevented securely through the devices in the starting air
system and through system components maintenance.
Compressed air quality for Please remember that control air is used for activation of the engine safety
control air system functions, therefore the compressed air quality in this system is of great
importance.
Control air must conform to the following quality acc. to the ISO
8573-1:2010 as minimum.
▪ Purity with respect to solid parti- Quality class 5
cles
▪ Purity with respect to humidity Quality class 4
▪ Purity with respect to oil Quality class 3
For catalysts For catalysts, unless otherwise stated by relevant sources, the following
specifications are applicable:
Compressed air quality for Starting air for soot blowing must conform to the following quality acc. to the
soot blowing ISO 8573-1:2010 as minimum.
cles
2013-07-04 - de
Compressed air quality for Starting air for atomisation of reducing agents must conform to the following
atomisation of reducing quality acc. to the ISO 8573-1:2010 as minimum.
agents
D010.000.023-21-0001 EN 1 (2)

D010.000.023-21-0001
cles
Clogging of catalyst
To prevent clogging of catalyst and catalyst lifetime shortening, the
compressed air specification must always be observed.
2013-07-04 - de
2 (2) D010.000.023-21-0001 EN
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
Page 3 (4) Starting air system 1450000
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
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.
Exhaust turbochargers for marine engines are equipped with silencers
enclosed by a filter mat as a standard. The quality class (filter class) of the
filter mat corresponds to the G3 quality in accordance with EN 779.
Requirements
Fuel oil engines: As minimum, inlet air (combustion air) must be cleaned in a
filter of the G3 class as per EN779. For engine operation in the environment
with a risk of higher inlet air contamination (e.g. due to sand storms, due to
loading the grain crops cargo vessels or in the surroundings of cement
plants) additional measures must be taken.
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned in a filter of the G3 class as per EN779. Gas engines or
dual-fuel engines must only be equipped with a dry filter. Oil bath filters are
not permitted because they enrich the inlet air with oil mist. This is not per-
missible for gas operated engines. For engine operation in the environment
with a risk of higher inlet air contamination (e.g. due to sand storms, due to
loading the grain crops cargo vessels or in the surroundings of cement
plants) additional measures must be taken.
In general, the following applies: The concentration downstream of the air fil-
ter and/or upstream of the turbocharger inlet must not exceed the following Specifications for intake air (combustion air)
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
2013-02-04 - de
* One Nm corresponds to one cubic meter of

3
gas at 0 °C and 101.32 kPa.

Table 1: Intake air (combustion air) - typical values to be observed
General
D010.000.023-17-0001 EN 1 (2)
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.
2013-02-04 - de
General
2 (2) D010.000.023-17-0001 EN
MAN Diesel & Turbo
3700196-9.0
Page 1 (1) Turbocharger - make MAN 1459000
General
Description
The engines are as standard equipped with a turbo nozzle ring made of a special wear resistant material.
charger of the radial type MAN NR/R, NR/S and TCR.
Air intake silencer with filter, and compressor casing
The rotor, comprising compressor, turbine wheel and with one outlet.
shaft, is supported in floating plain bearing bushes.
Lubrication of the two plain bushes is an integrated
The turbine wheel is an integrated part of the shaft. part of the engine lub. oil system.
Gas admission casing with gas outlet diffusor mat The turbocharger has no water cooling.
ched to the exhaust pipe arrangement and a turbine
L21/31 L27/38
215 kW/cyl. 6 cyl. TCR16 340 kW/cyl. 6 cyl. TCR18
1000 rpm 800 rpm
7 cyl. TCR18 7 cyl. TCR20

365 kW/cyl. 6 cyl. TCR18
800 rpm
7 cyl. TCR20
L28/32A
8 cyl. TCR20
245 kW/cyl. 6 cyl. NR24/R
775 rpm 9 cyl. TCR20
7 cyl. NR24/R
8 cyl. NR24/R
9 cyl. NR26/R L23/30A

160 kW/cyl. 6 cyl. NR20/R
900 rpm
8 cyl. NR20/R
11.42 - Tier II
MAN Diesel & Turbo
3700195-7.0
Page 1 (2) Exhaust Gas Velocity 1459000
L21/31
L27/38
Exhaust gas flow Exhaust gas temp. DN Exhaust gas velocity

Nominal diameter
Engine type
kg/h °C mm m/sec.
6L21/31, 1000 rpm (215 kW) 10200 319 450 32.1
7L21/31, 1000 rpm (215 kW) 11900 319 500 30.3
8L21/31, 1000 rpm (215 kW) 13600 319 500 34.6
9L21/31, 1000 rpm (215 kW) 15200 319 550 32.0
6L27/38, 800 rpm (340 kW) 14700 360 550 33.1
7L27/38, 800 rpm (340 kW) 17100 360 600 32.2
8L27/38, 800 rpm (340 kW) 19600 360 650 29.8
9L27/38, 800 rpm (340 kW) 22000 360 650 33.5
6L27/38, 800 rpm (365 kW) 15300 385 550 35.9
7L27/38, 800 rpm (365 kW) 17900 385 600 34.9
8L27/38, 800 rpm (365 kW) 20400 385 650 32.3
9L27/38, 800 rpm (365 kW) 23000 385 650 36.3
Density of exhaust gases ρA~ 0.6 kg/m³
11.42 - Tier II
MAN Diesel & Turbo
3700195-7.0
1459000 Exhaust Gas Velocity Page 2 (2)
L21/31
L27/38
The exhaust gas velocities are based on the pipe dimensions in the table below.
T D2
D1
Flow area
DN D1 D2 T
A
Norminel diameter mm mm mm
10-3 m2
300 323.9 309.7 7.1 75.331
350 355.6 339.6 8.0 90.579
400 406.4 388.8 8.8 118.725
450 457.0 437.0 10.0 149.987
500 508.0 486.0 11.0 185.508
550 559.0 534.0 12.5 223.961
600 610.0 585.0 12.5 268.783
11.42 - Tier II
MAN Diesel & Turbo
3700199-4.0
Page 1 (1) Exhaust gas system 1459000
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) 703 1053 1798 427 315 762 550
7L27/38 (TCR 20) 754 1053 1844 514 315 822 600
8L27/38 (TCR 20) 754 1053 1844 514 315 822 650
9L27/38 (TCR 20) 805 1053 1844 514 315 822 650
* Exhaust pipe dimension
Fig 1 Position of exhaust gas outlet
11.42 - Tier II
MAN Diesel & Turbo
3700200-6.0
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 ø550 ø600 ø650

Number of cylinder 6 7 8&9
Outer flange diameter A 703 754 805
Pitch circle diameter BC 650 700 750
Exhaust pipe dimension DN 550 600 650
Free length in mm LN 315 315 315
Number of holes N × øD 20 × ø22 20 × ø22 20 x ø22
Fig 1 Exhaust gas compensator
11.42 - Tier II
MAN Diesel & Turbo
3700248-6.0
L21/31
L27/38
Standard silencer
Absorbtive type.
Noise attenuation 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
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
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
12.37
MAN Diesel & Turbo
3700071-1.0
Page 1 (11) System Description - SaCoSone 1475000
L21/31
L27/38
System overview
General information
SaCoSone PROPULSION is the safety, control and monitoring system for MAN small bore diesel engines,
types L21/31 and L27/38.
All engine mounted sensors and actuators are connected to the system and controlled by the engine attached
SaCoSone PROPULSION. Optional, the system also monitors and supervises the gearbox. Additionally, there
is the possibility of monitoring propeller sensors like shaft bearing temperatures. SaCoSone PROPULSION
controls and monitors all engine functions including clutch control and the visualisation of engine-related pre-
alarms, system-alarms, safety actions, operating values and operation status.
In this context, safety actions means shutdown of the engine, as well as request for load reductions and if
required, auto disengaging.
Schematics
Cabling diagram
Local Operating Panel Control Unit Spashoil Unit*
Ship alarm system Power supply Exernal Systems:

- Ship Alarm System
- Remote Control
- PCS/PMS
- Generator Control
11.04 - rev 1.1 (26-01-2011)

MAN Diesel & Turbo
3700071-1.0
1475000 System Description - SaCoSone Page 2 (11)
L21/31
L27/38
System bus diagram
Optional Standard Optional

with Alpha gear
SaCoS one Propulsion Vessel

Display Module/ EDS /
EXPERT Control Alarm
ROP Online Service
System System
optional
Ethernet
RS 422
RS 422
Ethernet
Ethernet
Ethernet
control bus
Control Module Display Module/ Display Module/ Control Module Control Module Control Module Gateway
Small/Gearbox LOP2 LOP1 Small/Safety Small/Alarm Small /Splashoil Module
optional optional optional
CAN3
CAN3
Gearbox &
Safety
Propeller
Extension Unit
Extension Unit
optional optional
Components
The table shows the required components for the system:
Foreign gearbox
Control Unit •
Local Operating Panel •
Splash-Oil Unit «
Gateway Cabinet «
Gearbox & Propeller Unit -
Safety Extension Unit -
Gearbox & Propeller Ext. Unit -
• = Standard « = Optional - = Not available
Control Unit
The Control Unit contains two Control Modules S (CMS), the CMS/alarm and the CMS/safety and is directly
attached to the engine.
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
Control Module S/alarm (CMS/alarm)
The Control Module S/alarm contains all engine related control functions, pre-alarming and redundant shut-
downs. In addition system alarms like monitoring of all connected sensors and actuators are part of the CMS/
alarm functionality.
The CMS/alarm also offers a MODbus RS422 interface to the vessel alarm system.
Control functions:
• Remote start and stop of engine

• Local start and stop of engine
• Waste gate flap control
• Charge air blow by flap control
• ...
Control Module S/safety (CMS/safety)
The Control Module S/safety contains all engine, propeller and gearbox related shutdowns and load reduc-
tions. In addition system alarms like monitoring of all connected sensors and actuators are part of the CMS/
safety functionality.
The CMS/safety also offers a MODbus RS422 interface to the Propulsion Control System, in case an Alpha
Propeller is applied.
Slow downs, shut downs and pre alarms can be found in the engine serial no. related list of measuring and
control devices, or in the application specific list of alarms and safeties.
Local Operating Panel
On the Local Operating Panel (abbr. LOP), all operating values available in the system, as well as alarms,
shutdowns and system alarms, and engine operation status indications are displayed. Furthermore, some
basic operator actions are handled from the LOP:
• Start of engine
• Stop of engine
• Acknowledge and reset of alarms, shutdowns, etc.
• Manual emergency stop
• Engine speed lower/raise
• Clutching/Declutching (optional)
• Pitch setting (optional)
The LOP consists, due to classification requirements for single propulsion plants, of two Display Modules
(DM), where one DM is the backup for the other DM. Even though, when both DM are working properly, it is
possible to have two different views on the DMs.
Splash-oil Unit (opt.)
The Splash-oil Unit is optional in case that splash-oil monitoring is applied. The unit contains one Control
Module S/Splashoil which includes the whole splash-oil monitoring functionalities, such as pre-alarm, shut-
down, sensor monitoring, etc.
11.04 - rev 1.1 (26-01-2011)

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
Gateway Cabinet (opt.)
The Gateway Cabinet (GC) is optional and is required in case EDS will be applied. The Gateway Cabinet will
also be supplied if the ship alarm system must be connected via MODBUS TCP. In case of applied Gateway
Module (GM), there are only data handling functions realized within it, no control functions alarming a safety
function are implemented.
Remote Operating Panel (opt.)
The optional Remote Operating Panel can be mounted within engine control room or wheelhouse. It consists
of one Display Module on which operating values and status are indicated. The ROP is only used for indica-
tion of operating values and status and provides no control authority.
Safety Extension Unit (opt.)
Depending on specific requirements by some classification societies, it is necessary to connect additional

sensors of the gearbox. In this case, the Safety Extension Unit (SEU) is applied. It is mainly used for some
additional temperature sensors in case of RINA classification. The unit provides additional I/O-modules and
is connected to the Control Unit via CAN.
Optional gearbox monitoring units
Gearbox & Propeller Unit (opt.)
The Gearbox & Propeller Unit (GPU) contains a Control Module S/Gearbox, which receives measuring data
from sensors located on gearbox or propeller or on the shaft. The collected data are transmitted to the differ-
ent modules in order to create alarms, realise control functions or submitting them to PCS or alarm system.
The GPU is only applied, in case of an AMG gearbox from Alpha Propeller.
Gearbox & Propeller Extension Unit (opt.)
In case there are more sensors on gearbox and propeller and shaft, the Gearbox & Propeller Extension Unit
(GPEU) provides several additional I/Os and a CANopen coupler for the connection to the GPU.
Technical data
Dimensions
Width Height Depth Weight
Control Unit 800 mm 560 mm 155 mm tba.
Local Operating Panel 700 mm 400mm ca.140 mm tba.
Splash-Oil Unit 310 mm 400 mm 100 mm tba.
Gearbox & Propeller Unit tba. tba. tba. tba.
Safety Extension Unit tba. tba. tba. tba.
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
System description
Safety system
Safety functions
The safety system monitors all operating data of the engine and initiates the required actions, i.e. engine shut-
down, in case the limit values are exceeded. The safety system is integrated in the CMS/safety. The safety
system directly actuates the emergency shut-down device and the stop facility of the speed governor.
Emergency stop
Emergency stop is an engine shutdown initiated by an operator manual action like pressing an emergency
stop button. An emergency stop button is placed at the LOP on engine. For connection of an external emer-
gency stop button there is one input channel at the Control Unit.
Automatic shutdown
Auto shutdown is an engine shutdown initiated by any automatic supervision of engine internal parameters. If
an engine shutdown is triggered by the safety system, the emergency stop signal has an immediate effect on
the emergency shut-down device and the speed control. At the same time the emergency stop is triggered,
SaCoSone issues a signal resulting in disengaging the clutch. The following list of criteria leading to an auto-
matic shutdown and might be incomplete. For more details see the “List of measuring and control devices”.
• Engine overspeed
• HT cooling water pressure inlet too low
• HT cooling water temperature outlet too high
• Lube oil pressure at engine inlet low
• Gear lube oil pressure too low
• Gear pinion bearing fore temp. too high
• Gear pinion bearing after temp. too high
• Gear wheel bearing fore temp. too high
• Gear wheel bearing after temp. too high
• Gear clutch bearing temp. too high
• Gear clutch support bearing temp. too high
• Splash oil temperature rod bearing too high (optional)
• Main bearing temperature too high (optional)
• High oil mist concentration in crankcase (optional)
• Remote Shutdown (optional)
Load reductions
After the exceeding of certain parameters, a load reduction to 60% is necessary. The safety system super-
vises these parameters and requests a load reduction, if necessary. The load reduction has to be carried out
by an external system (PCS, PMS). For safety reasons, SaCoSone PROPULSION will not reduce the load
by itself. The following list of criteria leading to a load reduction request and might be incomplete. For more
details see the “List of measuring and control devices”.
• Turbocharger speed high

• Exhaust gas temperature at cylinder too low/high
11.04 - rev 1.1 (26-01-2011)

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
• Exhaust gas temperature at turbocharger inlet too high
• HTCW pressure too low
• HTCW temperature cylinder row outlet too high
• Lube oil temperature engine inlet too high
• Charge air temperature too high
• Lube oil filter differential pressure too high
• Gear lube oil temperature too high
• Gear thrust bearing temperature too high
Auto disengagements
If SaCoSone PROPULSION is used for clutch monitoring, it will carry out automatic disengagements of the
clutch to protect gearbox, propeller or engine against destruction. In this case, the clutch will be opened as
fast as possible.
The following list of criteria leading to an automatic disengagement and might be incomplete. For more details
see the “List of measuring and control devices”.
Clutch medium pressure low
Automatic shutdown of the engine
Manual emergency stop of the engine
Alarm/monitoring system
Alarming
The alarm function of SaCoSone PROPULSION supervises all necessary parameters and generates alarms
to indicate discrepancies when required. The alarms will be transferred to ship alarm system via Modbus data
communication.
Self-monitoring
SaCoSone PROPULSION carries out independent self-monitoring functions. Thus, for example the connect-
ed sensors are checked constantly for function and wire break. In case of a fault SaCoSone PROPULSION
reports the occurred malfunctions in single system components via system alarms.
Control
SaCoSone PROPULSION controls all engine-internal functions as well as external components, for example:
• Start/stop sequences:
• Local and remote start/stop sequence.
• Activation of start device. Control (auto start/stop signal) regarding prelubrication oil pump.
• Monitoring and control of the acceleration period.
• Jet system:
• For air fuel ratio control purposes, compressed air is lead to the turbocharger at start and at load
steps.
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
• Control signals for external functions:
• HT cooling water preheating unit
• Prelubrication oil pump control
• Redundant shutdown functions:

• Engine overspeed
• Low lubrication. oil pressure inlet engine
• High cooling water temperature outlet engine
Speed Control System
Governor
Single propulsion engines

Single propulsion engines are equipped with mechanical governors in combination with electric speed setting
device for remote speed setting by the Propulsion Control System.
Multi propulsion engines

For multi propulsion engines the electronic speed control is realised by the Control Module. The engine is
equipped with an electro-hydraulic actuator. Engine speed indication is carried out by means of redundant
pick-ups at the camshaft.
The electronic speed governor is a part of the software in the CMS/alarm module and controls with its output
the on the engine attached mechanically/hydraulically actuator.
Speed adjustment
Remote speed setting is either possible via analogue 4-20 mA signal or by using binary lower/raise contacts.
Load sharing
For load sharing purposes (several engines on one shaft) or other applications droop will be required. The
speed droop is adjustable from 0-10% as the application requires.
Load sharing for two propellers on one shaft requires electronic speed governing and will be realized by
master/slave load sharing.
Engine stop
Engine stop can be initiated local at the LOP and remote via a hardware channel or the bus interface.
Clutch, Gearbox and propeller control
SaCoSone PROPULSION monitors the relevant temperatures and pressures of the gearbox and propeller.
The system also provides hardwired interfaces for the control of the clutch.
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
Interfaces to external systems
Interface to PCS
Control Unit Propulsion Control

System
Prop. pitch not in zero position
Engine jet assist . clutch engage
Engine jet assist . clutch engage astern
Acknowledge remote starting failure
Engine unloaded
Engine rot . speed (engine running )
Engine speed setpoint
Engine rot . speed (indication )

terminal block
Engine fuel injection index /load
Engine stop order

Control Module /alarm Engine start order
-3D1
CPP clutch engaged
Engage speed OK
Request ext . control authority
Engine governor failure (MCR speed)
Start blocked /Start failure
Ext. control active
Engine jet assistance load increased
Engine jet assistance clutch engage astern
Request CPP clutch engage speed
Engage speed OK /Engage valve command

CAN 2
CAN1
R422 *
Engine overload (near limit )
Engine overload (Index >102%)

terminal block
Load reduction request
Control Module /safety Request zero pitch /shutdown
-1D1 CPP clutch auto /emergency disengage comm .
Override external
Override crankcase monitoring external
Gear thrust clutch disengage command (safety )
CPP clutch disengaged
Digital I/O Analog I /O Powered Output MODbus RTU
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
Interface to ship alarm system
Data Machinery Interface
This interface serves for data exchange to ship alarm systems or integrated automation systems (IAS).
The status messages, alarms and safety actions, which are generated in the system, can be transferred. All
measuring values and alarms acquired by SaCoSone are available for transfer.
SaCoSone uses the MODbus RTU protocol.
Overview
Control Unit Ship Alarm System
Additional shutdown signal

terminal block
Control Module /alarm Common monitoring system failure
-3D1 Engine alarm cut off
R422
CAN 2
CAN1
Additional load reduction signal

Control Module /safety
terminal
block
Additional shutdown signal

-1D1
Common safety failure
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
Interface to the plant
Plant
Fuel viscosity failure
terminal block
Gear eng . disc clutch disengaged
Control Module /alarm Propeller shaft locking engaged
-3D1 Engine speed (indication )
Lube oil temperature cooler inlet
Engine lub . oil filter bypass valve open

CAN 2
CAN1
Engine charge air pressure indication
Lube oil pressure filter inlet
Engine ambient pressure (absolute press .)

terminal block
Fuel oil pressure filter inlet

Control Module /safety Engine LT water start standby pump
-1D1
Engine HT water start standby pump
Engine start preheating
Engine lub . oil start standby pump
Engine fuel start standby pump
Interface to the gear & PMS
Control Unit
Control Module /alarm Ext. load signal (geno load for load sharing ) PMS
terminal
block
-3D1 Gear lubrication oil pressure

PT223 A Gear
CAN 2
CAN1
Gear lubrication oil pressure

PT2231 B
Control Module /safety
terminal
block
Gearbox common load reduction

-1D1
Clutch medium press . low (autodisengage )
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
SaCoSone EXPERT
The Ethernet interface at the Display Module can be used for the connection of SaCoSone EXPERT.
Power supply
The plant has to provide electric power for the automation and monitoring system. In general a redundant,
uninterrupted 24V DC (+20% -30% and max ripple 10%) power supply is required for SaCoSone.
CoCoS-EDS (optional)
The Ethernet connection to CoCoS-EDS is realised by means of the Gateway Cabinet (GC), which is con-
nected to the Control Unit via the system bus.
Splash-oil Monitoring (optional)
If the Splash-oil Monitoring is applied, the engine will be equipped with a Splash-oil Unit, which is connected
to the Control Unit via the system bus.
Abbreviations
Abbreviation Meaning
CMS Control Module S
CU Control Unit
DM Display Module
GM Gateway Module
GPU Gearbox & Propeller Unit
GPEU Gearbox & Propeller Extension Unit
GC Gateway Cabinet
LOP Local Operating Panel
ROP Remote Operating Panel
SEU Safety Extension Unit
SU Splashoil Unit
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700072-3.0
Page 1 (2) Modbus interface - SaCoSone 1475000
L21/31
L27/38
Data Bus Interface (Machinery Alarm System)
This interface serves for data exchange to ship alarm systems or integrated automation systems (IAS).
The status messages, alarms and safety actions, which are generated in the system, can be transferred. All
measuring values and alarms acquired by SaCoSone PROPULSION are available for transfer.
The Modbus RTU protocol is the standard protocol used for the communication with ship alarm system.
Modbus RTU protocol
The bus interface provides a serial connection. The protocol is implemented according to the following defini-
tions:
• Modbus application protocol specification, Modbus over serial line specification and implementation
guide,
Available interface:
• RS422 – Standard, 4 + 2 wire (cable length <= 100m), cable type as specified by the circuit diagram,
line termination: 150 Ohms
Settings
The communication parameters are set as follows:
Modbus Slave SaCoS

Modbus Master Machinery alarm system
Slave ID (default) 1
Data rate (default) 57600 baud
4800 baud
9600 baud
Data rate (optionally available) 19200 baud
38400 baud
115200 baud
Data bits 8
Stop bits 1
Parity None
Transmission mode Modbus RTU
Function Codes
The following function codes are available to gather data from the SaCoSone controllers:
Function Function Code

Description
Code (hexadecimal)
1 0x01 read coils
3 0x03 read holding registers
5 0x05 write coil
6 0x06 write single register
15 0x0F write multiple coils
16 0x10 write multiple registers
22 0x16 mask write register
23 0x17 read write multiple registers
11.04 - rev 1.0 (26-01-2011)

MAN Diesel & Turbo
3700072-3.0
1475000 Modbus Interface - SaCoSone Page 2 (2)
L21/31
L27/38
Message Frame Separation
Message frames shall be separated by a silent interval of at least 4 character times.
Provided Data
Provided data includes measured values and alarm or state information of the engine.
Measured values are digitized analogue values of sensors, which are stored in a fixed register of the Con-
trol Module Small. Measured values include media values (pressures, temperatures) where, according to
the rules of classification, monitoring has to be done by the machinery alarm system. The data type used is
signed integer of size 16 bit. Measured values are scaled by a constant factor in order to provide decimals of
the measured.
Pre-alarms, shutdowns and state information from the SaCoSone system are available as single bits in fixed
registers. The data type used is unsigned of size 16 bit. The corresponding bits of alarm or state information
are set to the binary value „1“, if the event is active.
��
Contents of List of Signals
For detailed information about the transferred data, please refer to the ”list of signals“ of the engine’s docu-
mentation set. This list contains the following information:
Field Description
Address The address (e.g.: MW15488) is the software address used in the Control Module Small.
The hexadecimal value (e.g.: 3C80) of the software address that has to be used by the
HEX
Modbus master when collecting the specific data.
Information of alarms, reduce load, shutdown, etc. are available as single bits.
Bit
Bits in each register are counted 0 to 15.
The dedicated denomination of the measuring point or limit value as listed in the
Meas. Point
„list of measuring and control devices“.
Description A short description of the measuring point or limit value.
Information about how the value of the data has to be evaluated by the Modbus master
Unit
(e.g. „°C/100“ means: reading a data value of „4156“ corresponds to 41,56 °C).
Origin Name of the system where the specific sensor is connected to, or the alarm is generated.
Signal range The range of measured value.
Life Bit
In order to enable the alarm system to check whether the communication with SaCoS is working, a life bit is
provided in the list of signals (MW15861; Bit2). This Bit is alternated every 10 seconds by SaCoS. Thus, if it
remains unchanged for more than 10 seconds, the communication is down.
rev 1.0 - (26-01-2011) - 11.04

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

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

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

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L27/38-VBS

Scroll through the manual page-by-page

Use this button to navigate to the chapter menu

Use this button to navigate back to this page (Introduction page)

 MAN Diesel & Turbo website

 Marine Engine Programme 2014

Text Index Drawing No

General information 1000

Introduction 100000 3700132-3.2

Propeller equipment 2000

Project planning data 200010 1696402-4.2

Packing and preservation 9000

Design features 1400000 1696416-8.2

Text Index Drawing No

List of capacities 1400000 3700009-1.7

L23/30A, L28/32A, L21/31, L27/38

L23/30A, L28/32A, L21/31, L27/38

r/min Engine type

500-514 L51/60DF V51/60DF

500-514 L48/60CR V48/60CR

500-514 L48/60B V48/60B

720-750 L32/44CR V32/44CR

720-750 L32/40 V32/40

0 5,000 10,000 15,000 20,000 25,000

Arrangement drawings Contract documentation

– Selection of optimum propulsion plants

Figure 1: L27/38 propulsion package

The engine front-end box incorporates cooling water pumps, thermostatic

50 kW PTO is optional on the front-end box for drive of a seawater pump or

Figure 2: Main dimensions

Standard programme L27/38 – ducted propeller

Engine type Propeller Dimensions in mm

output MCR at Hub type Speed rpm Diameter B C G H L M W-min

Ridgid mounting Resilient mountning - Rubber design

Component/measur- Measuring V(RMS) Component/measur- Measuring V(RMS)

L23/30A, L28/32A, L21/31, L27/38

Ridgid mounting Resilient mountning - Rubber design

Date Running Load Vertical (z)

L23/30A, L28/32A, L21/31, L27/38

Measure- Description Limit Measure- Description Limit Measure- Description Limit

Date Running Load Vertical (z)

L23/30A, L28/32A, L21/31, L27/38

Date Running Load Vertical (z)

Maximum allowable emission value NOx IMO Tier II

Rated output kW/cyl. 6L-9L : 340 kW/cyl. 6L-9L : 365 kW/cyl.

Project planning data

Project planning data

Dim. Open propeller Ducted propeller

The dimensioning of the equipment is carried out at 100% MCR according to

Optimizing the propeller equipment

Figure 1: Optimum propeller diameter - open propeller 14 knots

Project planning data

Standard programme L27/38 – ducted propeller

3060 kW 208 VBS860 3050 Ø250 52.2

177 VBS860 3350 Ø250 55.7

161 VBS980 3600 Ø280 58.3

Type of vessel : _______________________________________________________

For propeller layout please provide the following information:

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

2. Stern tube and shafting arrangement layout

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

4. Propeller aperture drawing

6. Drawing of lines plan

MAN Diesel & Turbo website

Marine Engine Programme 2014

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