L27 38 Project Guide Marine Four Stroke

L27/38
Project Guide - Marine

Four-stroke GenSet
compliant with IMO Tier II
MAN Diesel
Project Guides Index
L27-2
Text Index Drawing No.
Introduction I 00
Introduction to project guide I 00 00 0 1643483-5.4

Engine programme IMO Tier II - GenSet I 00 02 0 1689461-0.1
Key for engine designation I 00 05 0 1609526-0.6
Designation of cylinders I 00 15 0 1607568-0.2
Code identification for instruments I 00 20 0 1687100-5.4
Basic symbols for piping I 00 25 0 1631472-4.1
General information D 10
List of capacities D 10 05 0 1689471-7.2

Description of sound measurements D 10 25 0 1609510-3.5
Exhaust gas components D 10 28 0 1655210-7.2
NOx Emission D 10 28 0 1689475-4.0
Moment of inertia D 10 30 0 1687148-5.1
Green Passport D 10 33 0 1699985-1.1
Basic Diesel Engine B 10
Power, outputs, speed B 10 01 1 1689467-1.0

General description B 10 01 1 1689477-8.0
Cross section B 10 01 1 1665740-7.3
Dimensions and weights B 10 01 1 1689493-3.0
Centre of gravity B 10 01 1 1679708-8.1
Material specification B 10 01 1 1665719-4.3
Overhaul areas B 10 01 1 1665770-6.6
Engine rotation clockwise B 10 11 1 1607566-7.2
Fuel Oil System B 11
Internal fuel oil system B 11 00 0 1665730-0.4

Fuel oil diagram B 11 00 0 1655209-7.11
Specification for heavy fuel oil (HFO) B 11 00 0 1693520-5.9
Specification for marine diesel oil (MDO) B 11 00 0 1699891-5.3
Specification for gas oil / diesel oil (MGO) B 11 00 0 1699892-7.3
Specification for biofuel B 11 00 0 1689482-5.0
Explanation notes for biofuel B 11 00 0 3700063-9.0
Viscosity temperature diagram of fuel oil B 11 00 0 1699893-9.3
Guidelines regarding MAN Diesel & Turbo GenSets operating on B 11 00 0 1699177-5.1
low sulphur fuel oil
Calculation of fuel consumption at site B 11 01 0 1624473-6.1
Fuel Oil Consumption for Emissions Standard, IMO Tier II B 11 01 0 1689470-5.2
Fuel oil safety filter E 11 08 1 1679744-6.4
MDO / MGO Cooler E 11 06 1 1689458-7.2
HFO/MDO changing valves (V1 and V2) E 11 10 1 1624467-7.3
Lubrication Oil System B 12
Internal lubricating oil system B 12 00 0 1665732-4.9

Crankcase ventilation B 12 00 0 1699270-8.1
Prelubricating pump B 12 07 0 1655289-8.8
Specification for lubricating oils (SAE40) for heavy fuel oil operation B 12 15 0 1699890-3.4
(HFO)
MAN Diesel
Index Project Guides
L27-2
Specification for lube oil (SAE40) for operation with gas oil, diesel oil B 12 15 0 1699889-3.2
(MGO/MDO) and biofuel
Specific lubricating oil consumption - SLOC B 12 15 0 1607584-6.9
Treatment of lubricating oil B 12 15 0 1643494-3.7
Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7
Cooling Water System B 13
Specification for engine cooling water B 13 00 0 1699896-4.1

Cooling water inspecting B 13 00 0 1699897-6.1
Cooling water system, cleaning B 13 00 0 1699898-8.1
Internal cooling water system B 13 00 0 1643496-7.5
Internal cooling water system (one string) B 13 00 3 1665733-6.8
Internal cooling water system (two string) B 13 00 6 1699121-2.0
Design data for external cooling water system B 13 00 0 1665774-3.5
External cooling water system B 13 00 0 1655290-8.1
One string central cooling water system B 13 00 3 1643498-0.6
Expansion tank B 13 00 0 1613419-0.3
Expansion tank pressuized T 13 01 1 1671771-3.3
Compressed Air System B 14
Compressed air system B 14 00 0 1665734-8.7

Combustion Air System B 15
Combustion air system B 15 00 0 3700090-2.0

Specification for intake air (combustion air) B 15 00 0 1689464-6.2
Engine room ventilation and combustion air B 15 00 0 1699110-4.1
Water washing of turbocharger - compressor B 15 05 1 1639499-6.0
Lambda controller B 15 11 2 1665737-3.2
Exhaust Gas System B 16
Exhaust gas system B 16 00 0 1655213-2.3

Cleaning the turbocharger in service, dry cleaning B 16 01 1 1665763-5.2
Position of gas outlet on turbocharger B 16 02 0 1689481-3.1
Silencer without spark arrestor, damping 25 dB (A) E 16 04 2 1665775-5.5
Silencer without spark arrestor, damping 35 dB (A) E 16 04 3 1665776-7.5
Silencer with spark arrestor, damping 25 dB (A) E 16 04 5 1665777-9.6
Silencer with spark arrestor, damping 35 dB (A) E 16 04 6 1665778-0.5
Speed Control System B 17
Starting of engine B 17 00 0 1655204-8.7

Engine operation under arctic conditions B 17 00 0 1689459-9.0
Actuator B 17 01 2 1689484-9.0
Safety and Control System B 19
Operation data & set points - SaCoSone B 19 00 0 3700061-5.0

Safety, control and monitoring system B 19 00 0 1689469-5.0
Communication from the GenSet B 19 00 0 1689468-3.1
Modbus list B 19 00 0 3700054-4.0
Oil Mist Detector B 19 22 1 1699190-5.0
MAN Diesel
Project Guides Index
L27-2
Combined box with prelubricating oil pump, nozzle conditioning E 19 07 2 1699867-7.0

pump, preheater and el turning device
Prelubricating oil pump starting box E 19 11 0 1631477-3.3
Foundation B 20
Recommendations concerning steel foundations for resilient B 20 01 0 1613565-0.3

mounted GenSets
Resilient mounting of generating sets B 20 01 3 1665780-2.3
Test running B 21
Shop Test Programme for Marine GenSets B 21 01 1 1356501-5.7
Spare Parts E 23
Weight and dimensions of principal parts E 23 00 0 1689476-6.1

Spare parts for unrestricted service P 23 01 1 3700022-1.1
Tools P 24
Standard tools for normal maintenance P 24 01 1 3700125-2.0

Additional tools P 24 03 9 3700126-4.0
Hand tools P 24 05 1 3700067-6.0
G 50 Alternator B 50
Alternators for GenSets B 50 00 0 1699895-2.0

Alternator cable installation B 50 00 0 1699865-3.1
Combinations of engine- and alternator layout B 50 00 0 3700084-3.0.
B 25 Preservation and Packing B 98
Lifting instruction P 98 05 1 1679796-1.1

Introduction
I 00
MAN Diesel & Turbo
1643483-5.4
Page 1 (2) Introduction to Project Guide I 00 00 0
General
Introduction
Our project guides provide customers and consultants with information and data when planning new plants
incorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of the
modifications associated with upgrading of our project guides, the contents of the specific edition hereof will
remain valid for a limited time only.
Every care is taken to ensure that all information in this project guide is present and correct.
For actual projects you will receive the latest project guide editions in each case together with our quotation
specification or together with the documents for order processing.
All figures, values, measurements and/or other information about performance stated in the project guides
are for guidance only and shall not be used for detailed design purposes or as a substitute for specific draw-
ings and instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warran-
ties either express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose
of the information contained in the project guides.
MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instruc-
tions when the contract documentation has been completed.
The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications
of our supply.
All data provided in this document is non-binding. This data serves informational purposes only and is espe-
cially not guaranteed in any way.
Depending on the subsequent speciic individual projects, the relevant data may be subject to changes and
will be assessed and determined individually for each project. This will depend on the particular characteri-
stics of each individual project, especially speciic site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation,
the English text shall prevail.
Original instructions
11.24
MAN Diesel & Turbo
1643483-5.4
I 00 00 0 Introduction to Project Guide Page 2 (2)
General
Code numbers
MAN Diesel & Turbo GenSet Identification No. X XX XX X
Code letter
Function/system
Sub-function
Choice number
Code letter: The code letter indicates the contents of the documents:
B : Basic Diesel engine / built-on engine

D : Designation of plant
E : Extra parts per engine
G : Generator
I : Introduction
P : Extra parts per plant
Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil
system, monitoring equipment, foundation, test running, etc.
Sub-function: This figure occurs in variants from 0-99.
Choice number: This figure occurs in variants from 0-9:
0 : General information 1 : Standard

2-8 : Standard optionals 9 : Optionals
Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modiication in the interest of technical progress. Reproduction permitted provided source is given.
11.24
MAN Diesel & Turbo
1689461-0.1
Page 1 (1) Engine Programme IMO Tier II - GenSet I 00 02 0
General
Four-stroke diesel engine programme for marine

applications complies with IMO Tier II, GenSet ap-
plication.
Engine Power [MW]

0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5
V32/44CR
V32/40
V28/33D1
L32/44CR
L32/40
L27/38/
L27/38 (MGO)
L28/32H
L21/31
L23/30H1
L16/24
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5
Electrical Power [MW]
η = 0.95
08028-0D/H5250/94.08.12
1)
The engine complies with EPA Tier 2.
10.19 - Tier II
MAN Diesel & Turbo
1609526-0.6
Page 1 (1) Key for Engine Designation I 00 05 0
General
Engine Type Identification
The engine types of the MAN Diesel & Turbo programme are identiied by the following igures:
6 L 28/32 H MCR
No of cylinders
5, 6, 7, 8, 9
12, 16, 18
Engine Type
L : In-line
V : V-built
Cyl. diam/stroke
16/24 : 160/240
21/31 : 210/310
23/30 : 225/300
27/38 : 270/380
28/32 : 280/320
32/40 : 320/400
Design Variant
H
CR
08028-0D/H5250/94.08.12
Rating
MCR : Maximum continuous rating

ECR : Economy continuous rating
08.16
MAN Diesel & Turbo
1607568-0.2
Page 1 (1) Designation of Cylinders I 00 15 0
In-Line
Front end Flywheel end
1 2 3 4 5 6
Exhaust side / Right side
1 2 3 4 5 6
08028-0D/H5250/94.08.12
Service side / Fuel Pump side / Left side
01.31
MAN Diesel & Turbo
1687100-5.4
Page 1 (2) Code Identification for Instruments I 00 20 0
General
Explanation of Symbols
TI Measuring device
40 Local reading
Temperature Indicator
No. 40 *
Measuring device
PI Sensor mounted on engine/unit
22 Reading/identiication mounted in a panel on the engine/unit
Pressure Indicator
No. 22 *
Measuring device
TAH Sensor mounted on engine/unit
12 Reading/identiication outside the engine/unit
Temperature Alarm High

No. 12 *
Measureing device
PT Sensor mounted on engine/unit
22 Reading/identiication in a panel on the engine/unit and reading/indication out-
side the engine/unit
Pressure Transmitting
No. 22 *
* Refer to standard location and text for instruments on the following pages.
Speciication of letter code for measuring devices

1st letter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
S Speed, System H High
T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
X Sound T Transmitting
Z Position X Failure
V Valve, Atuator
11.18
MAN Diesel & Turbo
1687100-5.4
I 00 20 0 Code Identification for Instruments Page 2 (2)
General
Standard Text for Instruments
Diesel Engine/Alternator
LT Water System
01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler
02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler (SW)
03 outlet from lub. oil cooler 06 outlet from fresh water cooler (SW) 09
HT Water System
10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler
10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler
11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater
12 outlet from engine 15 outlet from HT system 19A inlet to prechamber
13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber
Lubricating Oil System

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

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

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

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

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

70 inlet to engine 74 inlet to reduction valve 78 inlet to sealing oil system
71 inlet to stop cylinder 75 microswitch for turning gear 79
72 inlet to balance arm unit 76 inlet to turning gear
73 control air 77 waste gate pressure
Load Speed
80 overspeed air 84 engine stop 88 index - fuel injection pump
81 overspeed 85 microswitch for overload 89 turbocharger speed
82 emergency stop 86 shutdown 90 engine speed
83 engine start 87 ready to start
Miscellaneous
91 natural gas - inlet to engine 94 cylinder lubricating 97 remote
92 oil mist detector 95 voltage 98 alternator winding
93 knocking sensor 96 switch for operating location 99 common alarm
100 inlet to MDO cooler 101 outlet to MDO Cooler 102 alternator cooling air
11.18
MAN Diesel
1631472-4.1
Page 1 (3) Basic Symbols for Piping I 00 25 0
General
No Symbol Symbol designation No Symbol Symbol designation
1. GENERAL CONVENTIONAL SYMBOLS 2.14 Spectacle flange
1.1 Pipe 2.15 Orifice
1.2 Pipe with indication of direction of flow 2.16 Orifice
1.3 Valves, gate valves, cocks and flaps 2.17 Loop expansion joint
1.4 Appliances 2.18. Snap coupling
1.5 Indicating and measuring instruments 2.19 Pneumatic flow or exhaust to atmosphere
1.6 High-pressure pipe 3. VALVES, GATE VALVES, COCKS AND FLAPS
1.7 Tracing 3.1 Valve, straight through
Enclosure for several components as-sem-

1.8 3.2 Valve, angle
bled in one unit
2. PIPES AND PIPE JOINTS 3.3 Valve, three-way
2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight
2.2 Crossing pipes, connected 3.5 Non-return valve (flap), angle
Non-return valve (flap), straight screw

2.3 Tee pipe 3.6
down
2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down
2.5 Expansion pipe (corrugated) general 3.8 Safety valve
2.6 Joint, screwed 3.9 Angle safety valve
2.7 Joint, flanged 3.10 Self-closing valve
2.8 Joint, sleeve 3.11 Quick-opening valve

08028-0D\H5250\94.08.12
2.9 Joint, quick-releasing 3.12 Quick-closing valve
2.10 Expansion joint with gland 3.13 Regulating valve
2.11 Expansion pipe 3.14 Ball valve (cock)
2.12 Cap nut 3.15 Butterfly valve
2.13 Blank flange 3.16 Gate valve
09.20
MAN Diesel
1631472-4.1
I 00 25 0 Basic Symbols for Piping Page 2 (3)
General
No Symbol Symbol designation No Symbol Symbol designation
3.17 Double-seated changeover valve 4. CONTROL AND REGULATION PARTS
3.18 Suction valve chest 4.1 Fan-operated
3.19 Suction valve chest with non-return valves 4.2 Remote control
3.20 Double-seated changeover valve, straight 4.3 Spring
3.21 Double-seated changeover valve, angle 4.4 Mass
3.22 Cock, straight through 4.5 Float
3.23 Cock, angle 4.6 Piston
3.24 Cock, three-way, L-port in plug 4.7 Membrane
3.25 Cock, three-way, T-port in plug 4.8 Electric motor
3.26 Cock, four-way, straight through in plug 4.9 Electromagnetic
3.27 Cock with bottom connection 4.10 Manual (at pneumatic valves)
3.28 Cock, straight through, with bottom conn. 4.11 Push button
3.29 Cock, angle, with bottom connection 4.12 Spring
3.30 Cock, three-way, with bottom connection 4.13 Solenoid
3.31 Thermostatic valve 4.14 Solenoid and pilot directional valve
3.32 Valve with test flange 4.15 By plunger or tracer
3.33 3-way valve with remote control (actuator) 5. APPLIANCES
3.34 Non-return valve (air) 5.1 Mudbox

08028-0D\H5250\94.08.12
3.35 3/2 spring return valve, normally closed 5.2 Filter or strainer
3.36 2/2 spring return valve, normally closed 5.3 Magnetic filter
3.37 3/2 spring return valve contr. by solenoid 5.4 Separator
3.38 Reducing valve (adjustable) 5.5 Steam trap
On/off valve controlled by solenoid and pilot

3.39 5.6 Centrifugal pump
directional valve and with spring return
09.20
MAN Diesel
1631472-4.1
Page 3 (3) Basic Symbols for Piping I 00 25 0
General
No. Symbol Symbol designation No. Symbol Symbol designation
5.7 Gear or screw pump 6. FITTINGS
5.8 Hand pump (bucket) 6.1 Funnel / waste tray
5.9 Ejector 6.2 Drain
5.10 Various accessories (text to be added) 6.3 Waste tray
5.11 Piston pump 6.4 Waste tray with plug
5.12 Heat exchanger 6.5 Turbocharger
5.13 Electric preheater 6.6 Fuel oil pump
5.14 Air filter 6.7 Bearing
5.15 Air filter with manual control 6.8 Water jacket
5.16 Air filter with automatic drain 6.9 Overspeed device
5.17 Water trap with manual control 7. READING INSTR. WITH ORDINARY DESIGNATIONS
5.18 Air lubricator 7.1 Sight flow indicator
5.19 Silencer 7.2 Observation glass
Fixed capacity pneumatic motor with direc-

5.20 7.3 Level indicator
tion of flow
5.21 Single acting cylinder with spring returned 7.4 Distance level indicator
5.22 Double acting cylinder with spring returned 7.5 Recorder
5.23 Steam trap

08028-0D\H5250\94.08.12
09.20
General information
D 10
MAN Diesel & Turbo
1689471-7.2
Page 1 (1) List of Capacities D 10 05 0
L27/38
5L27/38: 300 kW/cyl., 720 rpm, 6-9L27/38: 330 kW/cyl., 720 rpm
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 77°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 - 5 6 7 8 9
Engine output kW 1500 1980 2310 2640 2970
Speed rpm 720
Heat to be dissipated 3)
Cooling water (C.W.) Cylinder kW 256 330 385 440 495
Charge air cooler; cooling water HT kW 466 594 675 750 820
Charge air cooler; cooling water LT kW 178 216 242 268 297
Lube oil (L.O.) cooler kW 224 279 325 372 418
Heat radiation engine kW 63 83 97 111 125
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage) m3/h 58 58 58 58 58
LT circuit (lube oil + charge air cooler LT stage) m3/h 58 58 58 58 58
Lube oil m3/h 64 64 92 92 92
External (from engine to system)
HT water flow (at 40°C inlet) m3/h 16 20.2 23 25.5 28
LT water flow (at 38°C inlet) m3/h 58 58 58 58 58
Air data
Temperature of charge air at charge air cooler outlet °C 50 53 55 56 57
Air flow rate m3/h 5) 9137 12061 14071 16082 18092
kg/kWh 6.67 6.67 6.67 6.67 6.67
Charge air pressure bar 4.01
Air required to dissipate heat radiation (engine) (t2-t1= 10°C) m3/h 20414 26895 31431 35968 40504
6)
Exhaust gas data
Volume flow (temperature turbocharger outlet) m3/h 7) 19203 25348 29572 33797 38021
Mass flow t/h 10.3 13.6 15.9 18.1 20.4
Temperature at turbine outlet °C 376 376 376 376 376
Heat content (190°C) kW 575 759 886 1012 1139
Permissible exhaust back pressure mbar < 30
Pumps
a) Engine driven pumps
HT circuit cooling water (2.5 bar) m3/h 58 58 58 58 58
LT circuit cooling water (2.5 bar) m3/h 58 58 58 58 58
Lube oil (4.5 bar) m3/h 64 64 92 92 92
b) External pumps 8)
08028-0D/H5250/94.08.12
Diesel oil pump (5 bar at fuel oil inlet A1) m3/h 1.06 1.40 1.63 1.87 2.10
Fuel oil supply pump (4 bar discharge pressure) m3/h 0.51 0.67 0.79 0.90 1.01
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m3/h 1.06 1.40 1.63 1.87 2.10
Starting air data
Air consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.5 2.9 3.3 3.8 4.3
1) 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.
2) 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.
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.
8) Tolerance of the pumps delivery capacities must be considered by the manufactures.
11.11 - Tier II
MAN Diesel & Turbo
1689472-9.2
L27/38
5L27/38: 320 kW/cyl., 750 rpm, 6-9L27/38: 330 kW/cyl., 750 rpm
Air pressure bar 1
Temperature basis
Number of Cylinders - 5 6 7 8 9
Engine output kW 1600 1980 2310 2640 2970
Speed rpm 750
Cooling water (C.W.) Cylinder kW 263 330 385 440 495
Charge air cooler; cooling water HT kW 488 587 666 741 811
Charge air cooler; cooling water LT kW 194 225 252 280 307
Lube oil (L.O.) cooler kW 230 279 325 372 418
Heat radiation engine kW 67 83 97 111 125
Flow rates 4)
HT circuit (cylinder + charge air cooler HT stage) m3/h 69 69 69 69 69
LT circuit (lube oil + charge air cooler LT stage) m3/h 69 69 69 69 69
Lube oil m3/h 66 66 96 96 96
HT water flow (at 40°C inlet) m3/h 16.8 20.3 23 25.7 28.2
LT water flow (at 38°C inlet) m3/h 69 69 69 69 69
Air data
Temperature of charge air at charge air cooler outlet °C 51 53 55 56 57
Air flow rate m3/h 5) 9951 12314 14367 16419 18472
kg/kWh 6.81 6.81 6.81 6.81 6.81
Air required to dissipate heat radiation (engine) (t2-t1= 10°C) m3/h 21710 26895 31431 35968 40504
Exhaust gas data 6)
Volume flow (temperature turbocharger outlet) m3/h 7) 20546 25426 29664 33901 38139
Mass flow t/h 11.2 13.9 16.2 18.5 20.8
Temperature at turbine outlet °C 365 365 365 365 365
Heat content (190°C) kW 589 729 850 972 1093
Pumps
HT circuit cooling water (2.5 bar) m3/h 69 69 69 69 69
LT circuit cooling water (2.5 bar) m3/h 69 69 69 69 69
Lube oil (4.5 bar) m3/h 66 66 96 96 96
08028-0D/H5250/94.08.12
Diesel oil pump (5 bar at fuel oil inlet A1) m3/h 1.13 1.40 1.63 1.87 2.10
Fuel oil supply pump (4 bar discharge pressure) m3/h 0.54 0.67 0.79 0.90 1.01
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m3/h 1.13 1.40 1.63 1.87 2.10
Starting air data
Air consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.5 2.9 3.3 3.8 4.3
cal thermostat.
11.11 - Tier II
MAN Diesel & Turbo
3700006-6.1
L27/38
6-9L27/38: 350 kW/cyl., 720 rpm, MGO
Air pressure bar 1
Temperature basis
Number of Cylinders - 6 7 8 9
Engine output kW 2100 2450 2800 3150
Speed rpm 720
Cooling water (C.W.) Cylinder kW 315 368 421 473
Charge air cooler; cooling water HT kW 668 784 903 1022
Charge air cooler; cooling water LT kW 175 200 224 247
Lube oil (L.O.) cooler kW 282 329 376 423
Heat radiation engine kW 70 81 93 104
Flow rates 4)
HT circuit (cylinder + charge air cooler HT stage) m3/h 58 58 58 58
LT circuit (lube oil + charge air cooler LT stage) m3/h 58 58 58 58
Lube oil m3/h 64 92 92 92
HT water flow (at 40°C inlet) m3/h 21.5 24.8 28.1 31.4
LT water flow (at 38°C inlet) m3/h 58 58 58 58
Air data
Temperature of charge air at charge air cooler outlet °C 50 53 55 56
Air flow rate m3/h 5) 12792 14924 17056 19188
kg/kWh 6.67 6.67 6.67 6.67
Air required to dissipate heat radiation (engine) (t2-t1= 10°C) m3/h 22682 26247 30135 33699
6)
Exhaust gas data
Volume flow (temperature turbocharger outlet) m3/h 7) 27381 31944 36508 41071
Mass flow t/h 14.4 16.8 19.2 21.6
Temperature at turbine outlet °C 388 388 388 388
Heat content (190°C) kW 857 1000 1143 1285
Pumps
HT circuit cooling water (2.5 bar) m3/h 58 58 58 58
LT circuit cooling water (2.5 bar) m3/h 58 58 58 58
Lube oil (4.5 bar) m3/h 64 92 92 92
08028-0D/H5250/94.08.12
Diesel oil pump (5 bar at fuel oil inlet A1) m3/h 1.48 1.73 1.98 2.23
Fuel oil supply pump (4 bar discharge pressure) m3/h 0.71 0.83 0.95 1.07
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m3/h 1.48 1.73 1.98 2.23
Starting air data
Air consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.9 3.3 3.8 4.3
cal thermostat.
11.11 - Tier II
MAN Diesel & Turbo
3700007-8.1
L27/38
6-9L27/38: 350 kW/cyl., 750 rpm, MGO
Air pressure bar 1
Temperature basis
Number of Cylinders - 6 7 8 9
Engine output kW 2100 2450 2800 3150
Speed rpm 750
Cooling water (C.W.) Cylinder kW 315 368 421 473
Charge air cooler; cooling water HT kW 679 797 916 1037
Charge air cooler; cooling water LT kW 181 208 234 258
Lube oil (L.O.) cooler kW 282 329 376 423
Heat radiation engine kW 70 81 93 104
Flow rates 4)
HT circuit (cylinder + charge air cooler HT stage) m3/h 69 69 69 69
LT circuit (lube oil + charge air cooler LT stage) m3/h 69 69 69 69
Lube oil m3/h 66 96 96 96
HT water flow (at 40°C inlet) m3/h 21.9 25.4 28.9 32.2
LT water flow (at 38°C inlet) m3/h 69 69 69 69
Air data
Temperature of charge air at charge air cooler outlet °C 55 55 55 55
Air flow rate m3/h 5) 13003 15170 17338 19505
kg/kWh 6.78 6.78 6.78 6.78
Air required to dissipate heat radiation (engine) (t2-t1= 10°C) m3/h 22682 26247 30135 33699
6)
Exhaust gas data
Volume flow (temperature turbocharger outlet) m3/h 7) 27567 32161 36756 41350
Mass flow t/h 14.7 17.1 19.5 22.0
Temperature at turbine outlet °C 382 382 382 382
Heat content (190°C) kW 844 985 1126 1266
Pumps
HT circuit cooling water (2.5 bar) m3/h 69 69 69 69
LT circuit cooling water (2.5 bar) m3/h 69 69 69 69
Lube oil (4.5 bar) m3/h 66 96 96 96
08028-0D/H5250/94.08.12
Diesel oil pump (5 bar at fuel oil inlet A1) m3/h 1.48 1.73 1.98 2.23
Fuel oil supply pump (4 bar discharge pressure) m3/h 0.71 0.83 0.95 1.07
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m3/h 1.48 1.73 1.98 2.23
Starting air data
Air consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.9 3.3 3.8 4.3
cal thermostat.
11.11 - Tier II
MAN Diesel & Turbo
1609510-3.5
Page 1 (1) Description of Sound Measurements D 10 25 0
General
Purpose Previously used method for measuring exhaust sound

are DS/ISO 2923 and DIN 45635, here is measured
This should be seen as an easily comprehensible sound on unsilenced exhaust sound, one meter from the
analysis of MAN GenSets.These measurements can opening of the exhaust pipe, see Fig. no 1.
be used in the project phase as a basis for decisions
concerning damping and isolation in buildings, engine Sound Measuring "on-site"
rooms and around exhaust systems.
The Sound Power Level can be directly applied to
on-site conditions. It does not, however, necessarily
Measuring Equipment result in the same Sound Pressure Level as measured
on test bed.
All measurements have been made with Precision
Sound Level Meters according to standard IEC Normally the Sound Pressure Level on-site is 3-5
Publication 651or 804, type 1 - with 1/1 or 1/3 octave dB higher than the given surface Sound Pressure
filters according to standard IEC Publication 225. Level (Lpf) measured at test bed. However, it depends
Used sound calibrators are according to standard strongly on the acoustical properties of the actual
IEC Publication 942, class 1. engine room.
Definitions Standards
Sound Pressure Level: LP = 20 x log P/P0 [dB] Determination of Sound Power from Sound Pressure
measurements will normally be carried out
where P is the RMS value of sound pressure in according to:
pascals, and P0 is 20 µPa for measurement in air.
ISO 3744 (Measuring method, instruments,
Sound Power Level: LW = 10 x log P/P0 [dB] background noise, no of microphone positions etc)
and ISO 3746 (Accuracy due to criterion for suitability
where P is the RMS value of sound power in watts, of test environment, K2>2 dB)
and P0 is 1 pW.
Measuring Conditions Measuring

position
All measurements are carried out in one of MAN
Diesel's test bed facilities.
ISO 2923
1m
During measurements, the exhaust gas is led outside

the test bed through a silencer. The GenSet is placed 30°
on a resilient bed with generator and engine on a
1m
common base frame.
08028-0D/H5250/94.08.12
Measuring
Sound Power are normally determined from Sound position
Pressure measurements. ISO 45635
New measurement of exhaust sound is carried out at

the test bed, unsilenced, directly after turbocharger, Fig. no 1.
with a probe microphone inside the exhaust pipe.
07.01
MAN Diesel & Turbo
1655210-7.2
Page 1 (2) Exhaust gas components D 10 28 0
General
Exhaust gas components of medium speed

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

Nitrogen N2 74.0 – 76.0 5,020 – 5,160
Oxygen O2 11.6 – 13.2 900 – 1,030
Carbon dioxide CO2 5.2 – 5.8 560 – 620
Steam H2O 5.9 – 8.6 260 – 370
Inert gases Ar, Ne, He... 0.9 75
Total > 99.75 7,000
Additional gaseous exhaust gas con-
approx. [% by volume] approx. [g/kWh]
stituents considered as pollutants
Sulphur oxides SOx1) 0.07 10.0
Nitrogen oxides NOx2) 0.07 – 0.15 8.0 – 16.0
Carbon monoxide CO3) 0.006 – 0.011 0.4 – 0.8
Hydrocarbons HC4) 0.1 – 0.04 0.4 – 1.2
Total < 0.25 26
Additionally suspended exhaust gas
approx. [mg/Nm3] approx. [mg/Nm3]
constituents, PM5)
operating on operating on
6) 7) 6)
MGO HFO MGO HFO7)
Soot (elemental carbon)8) 50 50 0.3 0.3
Fuel ash 4 40 0.03 0.25
Lube oil ash 3 8 0.02 0.04
Note!
At rated power and without exhaust gas treatment.
Tab. 1. Exhaust gas constituents (only for guidance)
1)
SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight.
2)
NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
3)
CO according to ISO-8178 or US EPA method 10.
4)
HC according to ISO-8178 or US EPA method 25A.
5)
PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6)
Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01% and an ash content of the lube oil of 1.5%.
7)
Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1% and an ash content of the lube oil of 4.0%.
8)
Pure soot, without ash or any other particle-borne constituents.
10.40 - ESO
MAN Diesel & Turbo
1655210-7.2
D 10 28 0 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).
10.40 - ESO
MAN Diesel & Turbo
1689475-4.0
Page 1 (1) NOx Emission D 10 28 0
L27/38
Maximum allowed emission value NOx IMO Tier II
Rated output kW/cyl. 5L : 300 kW/cyl. 5L : 320 kW/cyl.

6L-9L : 330 kW/cyl. 6L-9L : 330 kW/cyl.
Rated speed rpm 720 750
NOx2) 4) 5)
g/kWh 9.69 3) 9.60 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.
08028-0D/H5250/94.08.12
10.10 - Tier II
MAN Diesel
1687148-5.1
Page 1 (1) Moment of Inertia D 10 30 0
L27/38
GenSet
Eng. type Moments of inertia Flywheel
Number of Continuous Moments Engine Moments Mass Required

cylinders rating required total + damper of inertia moment
Jmin of inertia after
flywheel*)
kW kgm2 kgm2 kgm2 kg kgm2
n = 750 rpm
5L27/38 1500/1600 760/811 208 403 1451 149/200

6L27/38 1980 1003 264 403 1451 336
7L27/38 2310 1170 290 570 1927 310
8L27/38 2640 1338 317 651**) 2717**) 370
9L27/38 2970 1505 344 651**) 2717**) 510
n = 720 rpm
5L27/38 1500/1600 825/880 208 403 1451 214/269

6L27/38 1980 1089 264 403 1451 422
7L27/38 2310 1270 290 570 1927 410
8L27/38 2640 1451 317 651**) 2717**) 483
9L27/38 2970 1633 344 651**) 2717**) 638
*) Required moment of inertia after flywheel are based on use of the most common flywheel for each number
af cylinders.
Following flywheels are available: J = 403 kgm²
J = 570 kgm²
J = 801 kgm²
**) Incl. flexible coupling for two bearing alternator.

08028-0D/H5250/94.08.12
09.23
MAN Diesel & Turbo
1699985-1.1
Page 1 (1) "Green Passport" D 10 33 0
General
In 2009 IMO adopted the „Hong Kong International

Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009“
Until this convention enters into force the recommen-

datory guidelines “Resolution A.962(23)” (adopted
2003) apply. This resolution has been implemented
by some classification societies as “Green Passport”.
MAN Diesel & Turbo is able to provide a list of ha-

zardous materials complying with the requirements
of the IMO Convention. This list is accepted by
classification societies as a material declaration for
“Green Passport”.
This material declaration can be provided on request.
11.08
Basic Diesel Engine
B 10
MAN Diesel & Turbo
1689467-1.0
Page 1 (3) Power, Outputs, Speed B 10 01 1
L27/38
Engine Ratings
720 rpm 750 rpm 720/750 MGO

Engine type Available turning Available turning 720/750 Available turning
720 rpm 750 rpm
No of cylinders direction direction rpm direction
kW CW 1) kW CW 1) kW CW 1)
5L27/38 1500 Yes 1600 Yes - Yes
6L27/38 1980 Yes 1980 Yes 2100 Yes
7L27/38 2310 Yes 2310 Yes 2450 Yes
8L27/38 2640 Yes 2640 Yes 2800 Yes
9L27/38 2970 Yes 2970 Yes 3150 Yes
1)
CW clockwise
Table 1 Engine ratings for emission standard - IMO Tier II.
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.
10.11 - Tier II
MAN Diesel & Turbo
1689467-1.0
B 10 01 1 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
2)
Auxiliary engines in ships 100 110 - 45/38
Marine main engines (with mechanical or diesel electric drive)

2)
Main drive generator 100 110 - 45/38
1)
Maximum torque given by available output and nominal speed.
2)
According to DIN ISO 8528-1 overload > 100% is permissible only for a short time to compenate frequency
deviations. This additional engine output must not be used for the supply of electric consumers.
tr Air temperature at compressor inlet of turbocharger.

tcr Cooling water temperature before charge air cooler
pr Barometric pressure.
Table 3 Available outputs / related reference conditions.
POperating: Available output under local conditions and Dependend on local conditions or special applica-
dependent on application. tion demands a further load reduction of PApplication, ISO
might be needed.
08028-0D/H5250/94.08.12
10.11 - Tier II
MAN Diesel & Turbo
1689467-1.0
Page 3 (3) Power, Outputs, Speed B 10 01 1
L27/38
1. No de-rating due to ambient conditions is ne-

eded as long as following conditions are not
exceeded:
values are exceeded

needed if following
Special calculation
conditions (Tropic)
No de-rating up to
stated reference
Air temperature before turbocharger Tx ≤ 318 K (45 °C) 333 K (60 °C)
Ambient pressure ≥ 100 kPa (1 bar) 90 kPa
Cooling water temperature inlet charge air cooler (LT-stage) ≤ 311 K (38 °C) 316 K (43 °C)
1)
Intake pressure before compressor ≥ -20 mbar -40 mbar 1)
Exhaust gas back pressure after turbocharger ≤ 30 mbar 1) 60 mbar 1)
1)
Overpressure
Table 4 De-rating - Limits of ambient conditions.
2. De-rating due to ambient conditions and ne- O = (PExhaust after Turbine[mbar] – 30mbar) x 0.25K/mbar
gative intake pressure before compressor or
exhaust gas back pressure after turbocharger with O ≥ 0
Tcx Cooling water temperature inlet charge air

318 311
a= [( Tx + U + O )
1.2
x ( Tcx ) ]
x 1.09 - 0.09 cooler (LT-stage) [K] being considered
(Tcx = 273 + tcx)
with a ≤ 1 T Temperature in Kelvin [K]

t Temperature in degree Celsius [°C]
POperating = PApplication, ISO x a
3. De-rating due to special conditions or demands.
a Correction factor for ambient conditions Please contact MAN Diesel & Turbo, if:
Tx Air temperature before turbocharger [K] being
considered (Tx = 273 + tx) •฀ limits of ambient conditions mentioned in
U Increased negative intake pressure before "Table 4 De-rating - Limits of ambient con-
compressor leeds to an de-rating, calculated as ditions are exceeded
increased air temperature before turbocharger •฀ higher requirements for the emission level
exist
U = (-20mbar – pAir before compressor[mbar]) x 0.25K/mbar •฀ special requirements of the plant for heat
recovery exist
with U ≥ 0 •฀ special requirements on media temperatu-
res of the engine exist
O Increased exhaust gas back pressure after •฀ any requirements of MAN Diesel & Turbo
turbocharger leads to a de-rating, calculated as mentioned in the Project Guide can not
increased air temperature before turbocharger: be kept
10.11 - Tier II
MAN Diesel
1689477-8.0
Page 1 (7) General Description B 10 01 1
L27/38
General Base Frame
The engine is a turbocharged, single-acting four- The engine and alternator are mounted on a rigid
stroke diesel engine of the trunk piston type with a base frame. The alternator is considered as an in-
cylinder bore of 270 mm and a stroke of 380 mm. tegral part during engine design. The base frame,
The crankshaft speed is 720 or 750 rpm. which is flexibly mounted, acts as a lubricating oil
reservoir for the engine.
The engine can be delivered as an in-line engine
with 5 to 9 cylinders.
Cylinder Liner
For easy maintenance the cylinder unit consists of:
the cylinder head, water jacket, cylinder liner, piston The cylinder liner is made of special centrifugal cast
and connecting rod which can be removed as com- iron and fitted in a bore in the engine frame. The
plete assemblies with possibility for maintenance liner is clamped by the cylinder head and rests by
by recycling. This allows shoreside reconditioning its flange on the water jacket.
work which normally yields a longer time between
major overhauls.
The engine is designed for an unrestricted load

profile on HFO, low emission, high reliability and
simple installation.
Engine Frame
The monobloc cast iron engine frame is designed

to be very rigid. All the components of the engine
frame are held under compression stress. The frame
is designed for an ideal flow of forces from the cylin-
der head down to the crankshaft and gives the outer
shell low surface vibrations.
Two camshafts are located in the engine frame.

The valve camshaft is located on the exhaust side
in a very high position and the injection camshaft is
located on the service side of the engine.
The main bearings for the underslung crankshaft are

carried in heavy supports by tierods from the interme-
diate frame floor, and are secured with the bearing
08028-0D/H5250/94.08.12
caps.These are provided with side guides and held in

place by means of studs with hydraulically tightened
nuts. The main bearing is equipped with replaceable
shells which are fitted without scraping.
On the sides of the frame there are covers for ac-

cess to the camshafts and crankcase. Some covers
are fitted with relief valves which will operate if oil
vapours in the crankcase are ignited (for instance in Fig 1 Engine frame
the case of a hot bearing).
10.12 - Tier II
MAN Diesel
1689477-8.0
B 10 01 1 General Description Page 2 (7)
L27/38
The liner can thus expand freely downwards when
heated during the running of the engine. The liner
is of the flange type and the height of the flange is
identical with the water cooled area which gives a
uniform temperature pattern over the entire liner sur-
face. The lower part of the liner is uncooled to secure
a sufficient margin for cold corrosion in the bottom
end. There is no water in the crankcase area.
The gas sealing between liner and cylinder head

consists of an iron ring.
To reduce bore polishing and lube oil consumption

a slip-fit-type fire ring is arranged on the top side of
the liner.
Cylinder Head
The cylinder head is of cast iron with an integrated

charge air receiver, made in one piece. It has a bore-
cooled thick walled bottom. It has a central bore for
the fuel injection valve and 4 valve cross flow design,
with high flow coefficient.
Fig 2 Cylinder liner
The valve pattern is turned about 20° to the axis and
achieves a certain intake swirl.
The cylinder head is tightened by means of 4 nuts and

4 studs which are screwed into the engine frame. The
nuts are tightened by means of hydraulic jacks.
The cylinder head has a screwed-on top cover. It has

two basic functions: oil sealing of the rocker chamber
and covering of the complete head top face.
Air Inlet and Exhaust Valves
The valve spindles are made of heat-resistant material

08028-0D/H5250/94.08.12
and the spindle seats are armoured with welded-on

hard metal.
All valve spindles are fitted with valve rotators which

turn the spindles each time the valves are activated.
The turning of the spindles ensures even temperature
levels on the valve discs and prevents deposits on
the seating surfaces. Fig 3 Cylinder head
10.12 - Tier II
MAN Diesel
1689477-8.0
L27/38
The cylinder head is equipped with replaceable valve The shielding tube also acts as a drain channel in
seat rings. The exhaust valve seat rings are water order to ensure any leakage from the fuel valve and
cooled in order to assure low valve temperatures. the high pressure pipe will be drained off.
The seat rings are made of heat-resistant steel. The The complete injection equipment including injection
seating surfaces are hardened in order to minimize pumps and high pressure pipes is well enclosed
wear and prevent dent marks. behind removable covers.
Valve Actuating Gear Piston
Drive of the push rod for the inlet and exhaust valves The piston, which is oil-cooled and of the composite
is from the camshaft via inlet and exhaust rocking type, has a body made of nodular cast iron and a
levers supported on a joint pillow, with the cam move- crown made of forged deformation resistant steel. It
ments being transmitted via a follower. is fitted with 2 compression rings and 1 oil scraper
ring in hardened ring grooves.
The push rod movement is in the cylinder head
transmitted to short rockers, and from these to a By the use of compression rings with different barrel-
guided, spring-loaded yoke. This yoke operates two shaped profiles and chrome-plated running surfaces,
equal valves each. the piston ring pack is optimized for maximum sealing
effect and minimum wear rate.
The pillow supporting the rocking levers (the rocking-
lever casing) is bolted to the cylinder head. The piston has a cooling oil space close to the piston
crown and the piston ring zone. The heat transfer,
Bearing bushes, ball pans and yokes are lubricated and thus the cooling effect, is based on the shaker
by means of a fitting in the pillow. effect arising during the piston movement. The cool-
ing medium is oil from the engine's lubricating oil
system.
Fuel Injection System
The engine is provided with one fuel injection pump

unit, an injection valve, and a high pressure pipe for
each cylinder.
The injection pump unit is mounted on the engine

frame. The pump unit consists of a pump housing
embracing a roller guide, a centrally placed pump
barrel and a plunger. The pump is activated by the
fuel cam, and the volume injected is controlled by
turning the plunger.
08028-0D/H5250/94.08.12
The fuel injection valve is located in a valve sleeve

in the centre of the cylinder head. The opening of
the valve is controlled by the fuel oil pressure, and
the valve is closed by a spring.
The high pressure pipe which is led through a bore

in the cylinder head is surrounded by a shielding
tube.
Fig 4 Piston
10.12 - Tier II
MAN Diesel
1689477-8.0
L27/38
Oil is supplied to the cooling oil space through chan- The bearing caps and bearing blocks are bolted
nels from the oil grooves in the piston pin bosses. Oil together by waisted bolts.
is drained from the cooling oil space through ducts
situated diametrically to the inlet channels.
Crankshaft and Main Bearings
The piston pin is fully floating and kept in position in
the axial direction by two circlips. The crankshaft, which is a one-piece forging with
hardened bearing surfaces to achieve better wear
resistance, is suspended in underslung bearings.
Connecting Rod The main bearings are of the trimetal type, which
are coated with a running layer. To attain a suitable
The connecting rod is of the marine head type. bearing pressure and vibration level the crankshaft is
provided with counterweights, which are attached to
The joint is above the connecting rod bearing. This the crankshaft by means of two hydraulic screws.
means that the big-end bearing must not be opened
when pulling the piston. This is of advantage for the At the flywheel end the crankshaft is fitted with a
operational safety (no positional changes/no new gear wheel which, through two intermediate wheels,
adaption), and this solution also reduces the height drives the camshafts.
dimension required for piston assembly / removal.
Also fitted here is a coupling flange for the connec-
Connecting rod and bearing body consist of CrMo tion of an alternator. At the opposite end (front end)
steel. They are die-forged products. there is a gear wheel connection for lube oil and
water pumps.
The bearing shells are identical to those of the crank-
shaft bearing. Thin-walled bearing shells having an
AISn running layer are used.
08028-0D/H5250/94.08.12
Fig 6 Twin camshafts

Fig 5 Connecting rod
10.12 - Tier II
MAN Diesel
1689477-8.0
L27/38
Lubricating oil for the main bearings is supplied Both camshafts are designed as cylinder sections
through holes drilled in the engine frame. From and bearing sections in such a way that disassembly
the main bearings the oil passes through bores in of single cylinder sections is possible through the
the crankshaft to the big-end bearings and thence side openings in the crankcase.
through channels in the connecting rods to lubricate
the piston pins and cool the pistons. The two camshafts and the governor are driven by
the main gear train which is located at the flywheel
end of the engine. They rotate with a speed which
Camshaft and Camshaft Drive is half that of the crankshaft.
The inlet and exhaust valves as well as the fuel pumps The camshafts are located in bearing bushes which
of the engine are actuated by two camshafts. are fitted in bores in the engine frame; each bearing
is replaceable and locked in position in the engine
Due to the two-camshaft design an optimal adjust- frame by means of a locking screw.
ment of the gas exchange is possible without inter-
rupting the fuel injection timing. It is also possible The gear wheel for driving the camshaft as well as
to adjust the fuel injection without interrupting the a gear wheel connection for the governor drive are
gas exchange. screwed on to the aftmost section.
The two camshafts are located in the engine frame. The lubricating oil pipes for the gear wheels are
On the exhaust side, in a very high position, the valve equipped with nozzles which are adjusted to apply
camshaft is located to allow a short and stiff valve the oil at the points where the gear wheels are in
train and to reduce moving masses. mesh.
The injection camshaft is located at the service side

of the engine.
08028-0D/H5250/94.08.12
Fig 7 Front-end box
10.12 - Tier II
MAN Diesel
1689477-8.0
L27/38
Front-End Box The charging air cooler is a compact two-stage tube

-type cooler with a large cooling surface. The high
The front-end box is fastened to the front end of the temperature water is passed through the first stage
engine. It contains all pipes for cooling water and of the charging air cooler and the low temperature
lubricating oil systems and also components such water is passed through the second stage. At each
as pumps, filters, coolers and valves. stage of the cooler the water is passed two times
through the cooler, the end covers being designed
The components can be exchanged by means of with partitions which cause the cooling water to turn.
the clip on/clip off concept without removing any
pipes. This also means that all connections for the The cooling water for the low temperature stages of
engine, such as cooling water and fuel oil, are to be the charge air is controlled by the scavenging pres-
connected at the front end of the engine to ensure sure to ensure sufficient scavenging temperature for
simple installation. burning HFO. A water mist catcher can be adopted
after the air cooler as an option.
Governor From the exhaust valves, the exhaust gas is led

through to the exhaust gas receiver where the
The engine speed is controlled by a hydraulic or pulsatory pressure from the individual cylinders is
electronic governor with hydraulic actuators. equalized and passed on to the turbocharger as a
constant pressure, and further to the exhaust outlet
and silencer arrangement.
Safety and Control System
The exhaust gas receiver is made of pipe sections,
The engine is equipped with MAN Diesel's own design one for each cylinder, connected to each other by
of safety and control system called SaCoSone. See means of compensators to prevent excessive stress
"B 19 00 0 Safety, control and monitoring system" in the pipes due to heat expansion.
and " B 19 00 0 Communication from the GenSet"
To avoid excessive thermal loss and to ensure a
reasonably low surface temperature the exhaust gas
Turbocharger System receiver is insulated.
The turbocharger system of the engine, which is a

constant pressure system, consists of an exhaust Compressed Air System
gas receiver, a turbocharger, a charging air cooler
and a charging air receiver. The engine is started by means of a built-on air
driven starter.
The turbine wheel of the turbocharger is driven by
the engine exhaust gas, and the turbine wheel drives The compressed air system comprises a dirt strainer,
the turbocharger compressor, which is mounted on main starting valve and a pilot valve which also acts
the common shaft. The compressor draws air from as an emergency valve, making it possible to start
08028-0D/H5250/94.08.12
the engine room through the air filters. the engine in case of a power failure.
The turbocharger forces the air through the char-

ging air cooler to the charging air receiver. From the Lubricating Oil System
charging air receiver the air flows to each cylinder
through the inlet valves. All moving parts of the engine are lubricated with oil
circulating under pressure.
10.12 - Tier II
MAN Diesel
1689477-8.0
L27/38
The lubricating oil pump is of the helical gear type. Cooling Water System
A pressure control valve is built into the system. The
pressure control valve reduces the pressure before The cooling water system consists of a low tempe-
the filter with a signal taken after the filter to ensure rature system and a high temperature system.
constant oil pressure with dirty filters.
Both the low and the high temperature systems are
The pump draws the oil from the sump in the base cooled by fresh water.
frame, and on the pressure side the oil passes through
the lubricating oil cooler and the full-flow depth filter Only a one string cooling water system to the engine
with a nominel fineness of 15 microns. Both the oil is required.
pump, oil cooler and the oil filter are placed in the
front end box. The system can also be equipped with The water in the low temperature system passes
a centrifugal filter. through the low temperature circulating pump which
drives the water through the second stage of the
Cooling is carried out by the low temperature cooling charge air cooler and then through the lubricating
water system and temperature regulation effected by oil cooler before it leaves the engine together with
a thermostatic 3-way valve on the oil side. the high temperature water.
The engine is as standard equipped with an electri- The high temperature cooling water system passes
cally-driven prelubricating pump. through the high temperature circulating pump and
then through the first stage of the charge air cooler
before it enters the cooling water jacket and the cyl-
inder head. Then the water leaves the engine with
the low temperature water.
Both the low and high temperature water leaves the

engine through separate three-way thermostatic
valves which control the water temperature.
It should be noted that there is no water in the en-

gine frame.
Tools
The engine can be delivered with all necessary tools

for the overhaul of each specific plant. Most of the
tools can be arranged on steel plate panels.
08028-0D/H5250/94.08.12
Turning
The engine is equipped with a electrical turning

device. One per plant as a tool. There exists differ-
ent options.
Fig 8 Internal cooling water system
10.12 - Tier II
MAN Diesel
1665740-7.3
Page 1 (1) Cross Section B 10 01 1
L27/38
08028-0D/H5250/94.08.12
09.26
MAN Diesel & Turbo
1689493-3.0
Page 1 (1) Dimensions and Weights B 10 01 1
L27/38
Cyl. no A (mm) * B (mm) * C (mm) H (mm) **Dry weight

GenSet (t)
5 (720 rpm) 4346 2486 6832 3712 42.0

5 (750 rpm) 4346 2486 6832 3712 42.3
6 (720 rpm) 4791 2766 7557 3712 45.8

6 (750 rpm) 4791 2766 7557 3712 46.1
7 (720 rpm) 5236 2766 8002 3899 52.1

7 (750 rpm) 5236 2766 8002 3899 52.1
8 (720 rpm) 5681 2986 8667 3899 56.5

8 (750 rpm) 5681 2986 8667 3899 58.3
9 (720 rpm) 6126 2986 9112 3899 61.8

9 (750 rpm) 6126 2986 9112 3899 63.9
08028-0D/H5250/94.08.12
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2900 mm. (without gallery) and 3100 mm. (with gallery)
* Depending on alternator
** Weight included a standard alternator
All dimensions and masses are approximate, and subject to changes without prior notice.
10.33 - TCR - TierII - WB2

MAN Diesel
1679708-8.1
Page 1 (1) Centre of Gravity B 10 01 1
L27/38
Engine Type X - mm Y - mm Z - mm
5L27/38 1520 1475 0

The values are based on water-cooled alternator,
6L27/38 1805 1480 0 make Hyundai. If an other alternator is chosen, the
values will change.
7L27/38 2050 1485 0
8L27/38 2390 1490 0
9L27/38 2680 1490 0

08028-0D/H5250/94.08.12
00.33
MAN Diesel
1665719-4.3
Page 1 (1) Material Specification B 10 01 1
L27/38
Components Material
Frame Grey cast iron / Nodular cast iron
Front end box Grey cast iron
Crankshaft Forged, hardened and tempered chronium-molyb-

denum steel
Connecting rod Forged, hardened and tempered chronium-molyb-

denum steel
Piston Composite piston:

Skirt : spheroid graphite cast iron
Crown : forged, hardned and tempered
chronium molydenum steel
Cylinder head Spheroidal graphite cast iron
Cylinder liner Centrifugally cast iron copper-vanadium alloyed
Exhaust and inlet valves Hardened and tempered chronium steel
Coating chrome nickel
Fuel injection equipment MAN Diesel
Turbocharger MAN Diesel
Governor Regulateurs Europa
Charge air cooler
Tubes Arsenical aluminium bras
Tubeplates Leaded Muntz Metal

08028-0D/H5250/94.08.12
Box Grey cast iron / Front end box
Covers Grey cast iron
Lubricating oil cooler
Plates Stainless steel
Thrust plates Steel, coated
09.23
MAN Diesel
1665770-6.6
Page 1 (4) Overhaul Areas B 10 01 1
L27/38
Fig. 1 Dismantling height.
Description H1 (mm) H2 (mm)
Normal dismantling:
Cylinder Unit 4201 4791
Low dismantling:
Cover and liner separate 3891 -
08028-0D/H5250/94.08.12
Dismantling Height
H1 : For dismantling at the service side.
H2 : For dismantling passing the alternator.

(With standard alternator, remaining cover
not removed).
07.05
MAN Diesel
1665770-6.6
B 10 01 1 Overhaul Areas Page 2 (4)
L27/38
1706
4201
3991*
C
L - Crankshaft
530
Bottom of engine frame

08028-0D/H5250/94.08.12
650
Bottom of base frame
* Overhaul with dismantled fuel injection

pumps/piping.
07.05
MAN Diesel
1665770-6.6
Page 3 (4) Overhaul Areas B 10 01 1
L27/38
Low Dismantling Height Step 2 Dismantle the main bearing stud by

means of two counter nuts and a 60
Important! Extra dismantling height is required in mm wrench.
the areas directly above the main bearing studs.
Step 3 Remove the cylinder liner with fixed
Step 1 Remove the cylinder head separately connecting rod, piston and cooling wa-
by unscrewing the 4 connecting screws ter jacket with the special tool for low
between cylinder head and the cooling dismantling height.
water jacket.
3 2 1
3891
3739
3601
3539
C
L - Crankshaft
530
Bottom of engine frame

650
08028-0D/H5250/94.08.12
Bottom of base frame
07.05
MAN Diesel
1665770-6.6
B 10 01 1 Overhaul Areas Page 4 (4)
L27/38
Dismantling Space
It must be considered that there is sufficient space

for pulling the charge air cooler element, lubricating
oil cooler, lubricating oil filter cartridge, lubricating
pump and water pumps.
08028-0D/H5250/94.08.12
Fig 2 Overhaul areas for charge air cooler element, lub. oil cooler and lub. oil filter cartridge.
07.05
MAN Diesel & Turbo
1607566-7.2
Page 1 (1) Engine Rotation Clockwise B 10 11 1
General
Direction of rotation seen from flywheel end “Clockwise”
Engine
Alternator
10.39
Fuel Oil System
B 11
MAN Diesel & Turbo
1665730-0.4
Page 1 (2) Internal Fuel Oil System B 11 00 0
L27/38
Flywheel end
Cyl. 1
High pressure
pipe
Injection
pump
PI PT
40 40
TI TE
40 40
LAH
42 Drain box incl.
fuel leakage alarm
Running-in
filter
A1 A3 A2
Fig. 1 Diagram for fuel oil system.
Pipe description Running-in Filter
A1 Fuel oil inlet DN 25 The running-in filter has a fineness of 50 microns

A2 Fuel oil outlet DN 25 and is placed in the fuel inlet pipe. Its function is to
A3 Waste oil outlet to drain tank DN 15 remove impurities in the fuel pipe between safety
filter and the engine in the running-in period.
Flange connections are standard according to DIN 2501
Note: The filter must be removed before ship delivery
or before handling over to the customer.
General It is adviced to install the filter every time the ex-

tern fuel pipe system has been dismantled, but it
08028-0D/H5250/94.08.12
The internal built-on fuel oil system as shown in fig. is important to remove the filter again when the
1 consists of the following parts: extern fuel oil system is considered to be clean for
any impurities.
– the running-in filter
– the high-pressure injection equipment
– the waste oil system Fuel Injection Equipment
Each cylinder unit has its own set of injection equip-

ment comprising injection pump unit, high-pressure
pipe and injection valve.
02.10
MAN Diesel & Turbo
1665730-0.4
B 11 00 0 Internal Fuel Oil System Page 2 (2)
L27/38
The injection equipment and the distribution supply Waste Oil System
pipes are housed in a fully enclosed compartment
thus minimizing heat losses from the preheated fuel. Waste and leak oil from the compartments, fuel valves
This arrangement reduces external surface tempera- and fuel pumps is led to a fuel leakage alarm unit.
tures and the risk of fire caused by fuel leakage.
The alarm unit consists of a box with a float switch
The injection pump unit are with integrated roller for level monitoring. In case of a larger than normal
guide directly above the camshaft. leakage, the float switch will initiate an alarm. The
supply fuel oil to the engine is led through the unit in
The fuel quantity injected into each cylinder unit is order to keep this heated up, thereby ensuring free
adjusted by means of the governor, which maintains drainage passage even for high-viscous waste/leak
the engine speed at the preset value by a continuous oil.
positioning of the fuel pump racks, via a common
regulating shaft and spring-loaded linkages for each
pump. Data
The injection valve is for "deep" building-in to the For pump capacities, see D 10 05 0 "List of Capa-
centre of the cylinder head. cities".
The injection oil is supplied from the injection pump Set points and operating levels for temperature and
to the injection valve via a double-walled pressure pressure are stated in B 19 00 0 "Operating Data
pipe installed in a bore in the cylinder head. and Set Points".
This bore has an external connection to lead the leak

oil from the injection valve and high-pressure pipe
to the waste oil system, through the double walled
pressure pipe.
08028-0D/H5250/94.08.12
02.10
MAN Diesel & Turbo
10.40 - NG
1655209-7.11
Page 1 (3)
Fig 1 Fuel oil diagram.
Deck From
centrifuges
Automatic
de-aerating valve
Pressure control Venting pipe

valve, 8-10 bar Diesel oil
Heavy fuel oil
service tank service
tank
Temperature
feeler
V1
DIESELswitch
V2 Cooling
A1 medium
inlet
A2 * A3
Diesel oil
cooler
Main engine
Fuel Oil Diagram

Duplex full V1
Drain from
fuel pumps flow filter
V2
A1 MDO booster pump
for GenSets 6 bar
A2 * A3
V1
Pressure control
V2 valve, 5-6 bar
A1
A2 * A3
Cooling Pressure control

Fuel oil medium valve, 2-3 bar
drain tank inlet
Temperature Pressure control
feeler valve, 4 bar
To HFO service Diesel oil

or settling tank cooler
Viscorator
L16/24, L21/31,
Preheater Supply pumps
Circulating pumps
L27/38
B 11 00 0
Diesel oil
Heavy fuel oil
Heated pipe with insulation Steam Condensat
inlet outlet
MAN Diesel & Turbo
1655209-7.11
B 11 00 0 Fuel Oil Diagram Page 2 (3)
L16/24, L21/31,
L27/38
Uni-Fuel GenSets with a common rail fuel system require an
automatic filter with a fineness of max. 10 microns
The fuel system on page 1 is designed as a uni-fuel (sphere passing mesh), which needs to be installed
system indicating that the propulsion engine and in the feeder circle.
the GenSets are running on the same fuel oil and
are fed from the common fuel system. The uni-fuel It is possible, however not our standard/recommen-
concept is a unique possibility for substantial sav- dation, to install a common fuel oil safety duplex
ings in operating costs. It is also the simplest fuel filter and a common MDO filter for the entire GenSet
system, resulting in lower maintenance and easier plant. In this case it must be ensured that the fuel
operation. The diagram on page 1 is a guidance. It oil system fulfils the classification rules and protects
has to be adapted in each case to the actual engine the engines from impurities.
and pipe layout.
Note: a filter surface load of 1 l/cm² per hour must
not be exceeded!
Fuel Feed System
The venting pipe is connected to the service tank
The common fuel feed system is a pressurised sys- via an automatic deaeration valve that will release
tem, consisting of HFO supply pumps, HFO circulat- any gases present. To ensure ample filling of the
ing pumps, pre-heater, diesel cooler, DIESELswitch fuel injection pumps the capacity of the electri-
and equipment for controlling the viscosity, (e.g. a cally driven circulating pumps must be three times
viscorator). The fuel oil is led from the service tank to higher the amount of fuel consumed by the diesel
one of the electrically driven supply pumps. It delivers engine at 100% load. The surplus amount of fuel
the fuel oil with a pressure of approximately 4 bar oil is re-circulated in the engine and back through
to the low-pressure side of the fuel oil system thus the venting pipe. To have a constant fuel pressure
avoiding boiling of the fuel in the venting pipe. From to the fuel injection pumps during all engine loads a
the low-pressure part of the fuel system the fuel oil is spring-loaded overflow valve is inserted in the fuel
led to one of the electrically driven circulating pumps system. The circulating pump pressure should be as
which pumps the fuel oil through a pre-heater to the specified in "B 19 00 0, Operating Data & Set Points"
engines. For the propulsion engine please see the which provides a pressure margin against gasification
specific plant specifications. The internal fuel system and cavitation in the fuel system even at a tempera-
for the GenSets is shown in B 11 00 0 "Internal Fuel ture of 150°C. The circulating pumps will always be
Oil System". running; even if the propulsion engine and one or
several of the GenSets are stopped. Circulation of
To safeguard the injection system components on heated heavy fuel oil through the fuel system on the
the propulsion engine is it recommended to install a engine(s) keep them ready to start with preheated
safety duplex filter with a fineness of max. 50 microns fuel injection pumps and the fuel valves de-aerated.
(sphere passing mesh) as close as possible to the
propulsion engine.
GenSets with conventional fuel injection system must
have safety duplex filters with a fineness of max. 34
microns (sphere passing mesh) installed as close
as possible to each GenSet as shown in the fuel oil
diagram. GenSets with a common rail fuel system
require a safety duplex filter with a fineness of max.
25 microns (sphere passing mesh).
10.40 - NG
MAN Diesel & Turbo
1655209-7.11
Page 3 (3) Fuel Oil Diagram B 11 00 0
L16/24, L21/31,
L27/38
MDO Operation Emergency Start
The MDO to the GenSets can also be supplied via Further, MDO must be available in emergency
a separate pipeline from the service tank through a situations. If a blackout occurs, the GenSets can be
MDO booster pump.The capacity of the MDO booster started up on MDO in two ways:
pump must be three times higher the amount of MDO
consumed by the diesel engines at 100% load. The ฀ •฀ MDO฀ to฀ be฀ supplied฀ from฀ the฀ MDO฀ booster฀
system is designed in such a way that the fuel type pump which can be driven pneumatically or
for the GenSets can be changed independent of the electrically. If the pump is driven electrically, it
fuel supply to the propulsion engine. As an option the must be connected to the emergency switch-
GenSet plant can be delivered with the fuel changing board.
system consisting of a set of remotely controlled,
pneumatically actuated 3-way fuel changing valves ฀ •฀ A฀gravity฀tank฀(100฀-฀200฀litres)฀can฀be฀arranged฀
“V1-V2” for each GenSet and a fuel changing valve above the GenSet. With no pumps available, it
control box common for all GenSets. A separate is possible to start up the GenSet if a gravity
fuel changing system for each GenSet gives the tank is installed minimum 8 metres above the
advantage of individually choosing MDO or HFO GenSet. However, only if the changeover valve
mode. Such a changeover may be necessary if the “V1-V2” is placed as near as possible to the
GenSets have to be: GenSet.
฀ •฀ stopped฀for฀a฀prolonged฀period
฀ •฀ stopped฀ for฀ major฀ repair฀ of฀ the฀ fuel฀ system,฀

etc.
฀ •฀ in฀case฀of฀a฀blackout฀/฀emergency฀start
If the fuel type for both the propulsion engine and

GenSets have to be changed from HFO to MDO/
MGO and vice versa, the 3-way valve just after the
service tanks has to be activated – the DIESELswitch.
With the introduction of stricter fuel sulphur content
regulations the propulsion engine as well as the
GenSets increasingly have to be operated on distillate
fuels, i.e. marine gas oil (MGO) and marine diesel
oil (MDO). To maintain the required viscosity at the
engine inlet, it is necessary to install a cooler in the
fuel system. The lowest viscosity suitable for the
main engine and the GenSets is 2 cSt at engine inlet.
10.40 - NG
MAN Diesel & Turbo
1693520-5.9
Page 1 (10) Specification for Heavy Fuel Oil (HFO) B 11 00 0
General
Prerequisites Different international specifications exist for heavy

fuel oils. The most important specifications are ISO
MAN four-stroke diesel engines can be operated 8217-2010 and CIMAC-2003. These two specifica-
with any heavy fuel oil obtained from crude oil that tions are more or less equivalent. Figure 1 shows
also satisfies the requirements in Table 1, provid- the ISO 8217 specification. All qualities in these
ing the engine and fuel processing system have specifications up to K700 can be used, provided
been designed accordingly. To ensure that the re- the fuel system has been designed for these fuels.
lationship between the cost of fuel, spare parts Heavy fuel oils with a maximum density of 1,010
and repair and maintenance expenditure remains kg/m3 can only be used if modern separators are
favourable at all times, the following points should installed.
be observed.
Important
Heavy Fuel Oil (HFO) Even if the fuel characteristics listed in the table
entitled "The fuel specification and correspond-
Origin/refinery process ing characteristics for heavy fuel oil" satisfy the
above requirements, this information may still not
The quality of the heavy fuel oil largely depends be enough to determine the ignition and combus-
on the quality of the crude oil and also the refining tion characteristics, and also stability, of the fuel.
process used. This is why the properties of heavy This means that the operating performance of the
fuel oils with the same viscosity can vary consider- engine may depend on characteristics that are not
ably depending on the bunker positions. Heavy fuel defined in the specification. This particularly ap-
oil is normally a mixture of residual oil and distil- plies for the tendency of the oil to form deposits in
lates. The components of the mixture are normally the combustion chamber, fuel injection system, gas
obtained from modern refinery processes, such as channels and exhaust gas system. A number of
Catcracker or Visbreaker. These processes can ad- fuels have a tendency towards incompatibility with
versely affect the stability of the fuel as well as its lubricating oil which leads to deposits being formed
ignition and combustion properties. The processing in the fuel delivery pump that can block the pumps.
of the heavy fuel oil and the operating result of the It may therefore be necessary to avoid using spe-
engine also depend heavily on these factors. cific potentially problematic fuels.
Bunker positions with standardised heavy fuel oil Blends

qualities should preferably be used. If oils need to
be purchased from independent dealers, also en- The addition of engine oils (old lubricating oil, ULO
sure that these also comply with the international –used lubricating oil) and additives that have not
specifications. The engine operator is responsible been manufactured from mineral oils, (coal-tar oil,
for ensuring that suitable heavy fuel oils are cho- for example), and residual products of chemical
sen. or other processes such as solvents (polymers or
chemical waste) is not permitted. Some of the rea-
Specifications sons for this are as follows: abrasive and corrosive
effects, unfavourable combustion characteristics,
Fuels that are intended for use in an engine must poor compatibility with mineral oils and, last but
satisfy the specifications to ensure sufficient qual- not least, adverse effects on the environment. The
ity. The limit values for heavy fuel oils are specified order for the fuel must expressly state what is not
in Table 1. permitted as the fuel specifications that generally
apply do not include this limitation.
The entries in the last column of Table 1 provide im-
portant background information and must therefore
be observed.
10.47 - 3.3.3 (2010-11-19)

MAN Diesel & Turbo
B 11 00 0 Specification for Heavy Fuel Oil (HFO)

1693520-5.9
Page 2 (10)
General
If engine oils (old lubricating oil, ULO – used lubri- The addition of chemical waste products (solvents,
cating oil) are added to fuel, this does pose particu- for example) to the fuel is prohibited for environ-
lar danger as the additives in the lubricating oil act mental protection reasons according to the reso-
as emulsifiers that cause dirt, water and catfines to lution of the IMO Marine Environment Protection
be transported as fine suspension. They therefore Committee passed on 1st January 1992.
prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience Leak oil collector
of other manufacturers), this can severely damage
the engine and turbocharger components. Leak oil collectors that act as receptacles for leak
oil, and also return and overflow pipes in the lube
oil system, must not be connected to the fuel tank.
Leak oil pipes should be emptied in sludge tanks.
Viscosity (at 50 °C) max. 700 Viscosity/injection viscosity

mm2/s (cSt)
Viscosity (at 100 °C) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point min. 60 Flash point (ASTM D 93)
Low-temperature behaviour
Pour point (summer) max. 30
°C (ASTM D 97)
Low-temperature behaviour
Pour point (winter) max. 30
(ASTM D 97)
Coke residue
20 Combustion properties
(Conradson)
weight % 5
Sulphur content Sulphuric acid corrosion
or legal requirements
Ash content max. 0.15 Heavy fuel oil processing
Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) weight % 0.1
Aluminium and silicium
mg/kg 60 Heavy fuel oil processing
content (total)
Total acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
The fuel must be free of
lubricating oil (ULO - used
lubricating oil, old oil). Fuel is
Used lubricating oil max. considered as contaminated with
mg/kg
(ULO) lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or
Ca > 30 ppm and P > 15 ppm.
2/3 of coke residue
Asphaltene content weight % Combustion properties
(according to Conradson)
Sodium < 1/3 Vanadium,
Sodium content mg/kg Heavy fuel oil processing
Sodium<100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils.
It must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or
polymers.
Table 1. Table_The fuel specification and corresponding characteristics for heavy fuel oil
10.47 - 3.3.3 (2010-11-19)

10.47 - 3.3.3 (2010-11-19)
MAN Diesel & Turbo

1693520-5.9
Page 3 (10)
Figure 1 & 2.
Category ISO-F-
Test method
Characteristic Unit Limit RMA RMB RMD RME RMG RMK
reference
10 30 80 180 180 380 500 700 380 500 700
Kinematic viscosity
mm2/s max. 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0 ISO 3104
at 50° C
ISO 3675 or
Density at 15° C kg/m3 max. 920.0 960.0 975.0 991.0 991.0 1010.0
ISO 8217-2010 specification for heavy fuel oil
ISO 12185
CCAI
– max. 850 860 860 860 870 870
Specification for Heavy Fuel Oil (HFO)

ISO 8754
Sulfur mass % max. Statutory requirements
ISO 14596
Flash point
°C min. 60.0 60.0 60.0 60.0 60.0 60.0 ISO 2719
Hydrogen sulide
mg/kg max. 2.00 2.00 2.00 2.00 2.00 2.00 IP 570
mg
Acid number max. 2.5 2.5 2.5 2.5 2.5 2.5 ASTM D664
KOH/g
Total sediment aged
mass % max. 0.10 0.10 0.10 0.10 0.10 0.10 ISO 10307-2
Carbon residue:
mass % max. 2.50 10.00 14.00 15.00 18.00 20.00 ISO 10370
micro method
Pour point winter quality °C max. 0 0 30 30 30 30 ISO 3016
(upper) summer quality °C max. 6 6 30 30 30 30 ISO 3016
volume
Water max. 0.30 0.50 0.50 0.50 0.50 0.50 ISO 3733
%
Ash
mass% max. 0.040 0.070 0.070 0.070 0.100 0.150 ISO 6245
IP 501, IP 470
Vanadium mg/kg max. 50 150 150 150 350 450
or ISO 14597
IP 501
Sodium mg/kg max. 50 100 100 50 100 100
IP 470
Aluminium plus silicon IP 501, IP 470
mg/kg max. 25 40 40 50 60 60
or ISO 10478
Used lubricating oils (ULO): The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the IP 501 or
B 11 00 0
General
calcium and zinc; or mg/kg – following conditions is met: IP 470
calcium and phosphorus calcium > 30 and zinc > 15; or calcium > 30 and phosphorus > 15 IP 500
© ISO 2010 – All rights reserved ISO 8217 : 2010(E)

MAN Diesel & Turbo

1693520-5.9
Page 4 (10)
General
Additional Information Heavy fuel oil processing
The purpose of the following information is to show Whether or not problems occur when the engine is
the relationship between the quality of heavy fuel in operation depends on how carefully the heavy
oil, heavy fuel oil processing, the engine operation fuel oil has been processed. Particular care should
and operating results more clearly. be taken to ensure that highly-abrasive inorganic
foreign matter (catalyst particles, rust, sand) are
Selection of heavy fuel oil effectively removed. It has been shown in practise
that wear as a result of abrasion in the engine in-
Economic operation with heavy fuel oil within the creases considerably if the aluminium and silicium
limit values specified in the table entitled "The fuel content is higher than 15 mg/kg.
specification and corresponding properties for
heavy fuel oil" is possible under normal operating Viscosity and density influence the cleaning effect.
conditions, provided the system is working properly This must be taken into account when designing
and regular maintenance is carried out. If these re- and making adjustments to the cleaning system.
quirements are not satisfied, shorter maintenance
intervals, higher wear and a greater need for spare Settling tank
parts is to be expected. The required maintenance
intervals and operating results determine which The heavy fuel oil is precleaned in the settling tank.
quality of heavy fuel oil should be used. The longer the fuel remains in the tank and the
lower the viscosity of the heavy fuel oil is, the more
It is an established fact that the price advantage effective the precleaning process will be (maximum
decreases as viscosity increases. It is therefore not preheating temperature of 75 °C to prevent the for-
always economical to use the fuel with the highest mation of asphalt in the heavy fuel oil). A settling
viscosity as in many cases the quality of this fuel tank is sufficient for heavy fuel oils with a viscosity
will not be the best. of less than 380 mm2/s at 50 °C. If the heavy fuel
oil has a high concentration of foreign matter or if
Viscosity/injection viscosity fuels in accordance with ISO-F-RM, G/H/K380 or
H/K700 are to be used, two settling tanks will be
Heavy fuel oils with a high viscosity may be of an required one of which must be sized for 24-hour
inferior quality. The maximum permissible viscos- operation. Before the content is moved to the ser-
ity depends on the preheating system installed and vice tank, water and sludge must be drained from
the capacity (flow rate) of the separator. the settling tank.
The prescribed injection viscosity of 12 - 14 mm2/s Separators

(for GenSets, 23/30H and 28/32H: 12 - 18 cSt) and
corresponding fuel temperature upstream of the A separator is particularly suitable for separating
engine must be observed. This is the only way to material with a higher specific density – water, for-
ensure efficient atomisation and mixture formation eign matter and sludge, for example. The separa-
and therefore low-residue combustion. This also tors must be self-cleaning (i.e. the cleaning inter-
prevents mechanical overloading of the injection vals must be triggered automatically).
system. For the prescribed injection viscosity and/
or the required fuel oil temperature upstream of the Only separators in the new generation may be
engine, refer to the viscosity temperature diagram. used. They are extremely effective throughout a
wide density range with no changeover required
and can separate water from heavy fuel oils with a
density of up to 1.01 g/ml at 15 °C.
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MAN Diesel & Turbo
1693520-5.9
General
Table "Achievable proportion of foreign matter and The manufacturer's specifications must be com-
water (following separation)" shows the prereq- plied with to maximise the cleaning effect.
uisites that must be met by the separator. These
limit values are used by manufacturers as the basis
for dimensioning the separator and ensure compli-
ance.
Application in ships and

stationary use: parallel
installation
1 separator for
100% flow rate
100% 100% 1 separator (reserve) for

100% flow rate
Figure 3 Location of heavy fuel oil cleaning equipment and/or separator
The separators must be arranged according to the If processing is carried out in accordance with the
manufacturers' current recommendations (Alpha- MAN Diesel & Turbo specifications and the correct
Laval and Westfalia). The density and viscosity of separators are chosen, it may be assumed that the
the heavy fuel oil in particular must be taken into results stated in the table entitled "Achievable pro-
account. If separators by other manufacturers are portion of foreign matter and water" for inorganic
used, MAN Diesel & Turbo should be consulted. foreign matter and water in the heavy fuel oil will be
achieved at the engine inlet.
Definition Particle size Quantity

Inorganic foreign matter including catalyst particles < 5 µm < 20 mg/kg
Al + Si content - < 15 mg/kg
Water content  < 0.2 % by vol. %
Table 2 Achievable proportion of foreign matter and water (following separation)
Results obtained during operation in practise show Water

that the wear the occurs as a result of abrasion in
the injection system and the engine will remain It is particularly important to ensure that the wa-
within acceptable limits if these values are com- ter separation process is as thorough as possible
plied with. In addition, an optimum lubricating oil as the water takes the form of large droplets, and
treatment process must be ensured. not a finely distributed emulsion. In this form, water
also promotes corrosion and sludge formation in
the fuel system and therefore impairs the supply,
atomisation and combustion of the heavy fuel oil.
If the water absorbed in the fuel is seawater, harm-
ful sodium chloride and other salts dissolved in this
water will enter the engine.
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MAN Diesel & Turbo

1693520-5.9
Page 6 (10)
General
The sludge containing water must be removed from Homogeniser
the settling tank before the separation process
starts, and must also be removed from the service If a homogeniser is used, it must never be installed
tank at regular intervals. The tank's ventilation sys- between the settling tank and separator as other-
tem must be designed in such a way that conden- wise it will not be possible to ensure satisfactory
sate cannot flow back into the tank. separation of harmful contaminants, particularly
seawater.
Vanadium/Sodium
Flash point (ASTM D 93)
If the vanadium/sodium ratio is unfavourable, the
melting point of the heavy fuel oil ash may fall in National and international transportation and stor-
the operating area of the exhaust-gas valve which age regulations governing the use of fuels must be
can lead to high-temperature corrosion. Most of the complied with in relation to the flash point. In gen-
water and water-soluble sodium compounds it con- eral, a flash point of above 60 °C is prescribed for
tains can be removed by precleaning the heavy fuel diesel engine fuels.
oil in the settling tank and in the separators.
Low temperature behaviour (ASTM D 97)
The risk of high-temperature corrosion is low if the
sodium content is one third of the vanadium con- The pour point is the temperature at which the fuel
tent or less. It must also be ensured that sodium is no longer flowable (pumpable). As the pour point
does not enter the engine in the form of seawater of many low-viscosity heavy fuel oils is higher than
in the intake air. 0 °C, the bunker facility must be preheated, unless
fuel in accordance with RMA or RMB is used. The
If the sodium content is higher than 100 mg/kg, this entire bunker facility must be designed in such a
is likely to result in a higher quantity of salt depos- way that the heavy fuel oil can be preheated to
its in the combustion chamber and exhaust-gas around 10 °C above the pour point.
system. This will impair the function of the engine
(including the suction function of the turbocharger). Pumping characteristics
Under certain conditions, high-temperature corro- If the viscosity of the fuel is higher than 1000 mm2/s
sion can be prevented byusing a fuel additive that (cST), or the temperature is not at least 10 °C
increases the melting point of the heavy fuel oil above the pour point, pump problems will occur.
ash(also see "Additives for heavy fuel oils”). For more information, also refer to “Low-tempera-
ture behaviour(ASTM D 97)”.
Ash
Fuel ash consists for the greater part of vanadium

oxide and nickel sulphate (see above chapter for
more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g.
sand, corrosion compounds and catalyst particles,
accelerate the mechanical wear in the engine. Cat-
alyst particles produced as a result of the catalytic
cracking process may be present in the heavy fuel
oils. In most cases, these are aluminium silicate
particles that cause a high degree of wear in the in-
jection system and the engine. The aluminium con-
tent determined, multiplied by a factor of between 5
and 8 (depending on the catalytic bond), is roughly
the same as the proportion of catalyst remnants in
the heavy fuel oil.
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MAN Diesel & Turbo
1693520-5.9
General
Combustion properties The ignition quality is one of the most important
properties of the fuel. This value does not appear
If the proportion of asphalt is more than two thirds of in the international specifications because a stan-
the coke residue (Conradson), combustion may be dardised testing method has only recently become
delayed which in turn may increase the formation of available and not enough experience has been
combustion residues, leading to such as deposits gathered at this point in order to determine limit
on and in the injection nozzles, large amounts of values. The parameters, such as the calculated
smoke, low output, increased fuel consumption and carbon aromaticity index (CCAI), are therefore aids
a rapid rise in ignition pressure as well as combus- that are derived from quantifiable fuel properties.
tion close to the cylinder wall (thermal overloading We have established that this method is suitable for
of lubricating oil film). If the ratio of asphalt to coke determining the approximate ignition quality of the
residues reaches the limit 0.66, and if the asphalt heavy fuel oil used.
content exceeds 8%, the risk of deposits forming
in the combustion chamber and injection system is A testing instrument has been developed based on
higher. These problems can also occur when using the constant volume combustion method (fuel com-
unstable heavy fuel oils, or if incompatible heavy bustion analyser FCA) and is currently being tested
fuel oils are mixed. This would lead to an increased by a series of testing laboratories.
deposition of asphalt (see "Compatibility”). The instrument measures the ignition delay to de-
termine the ignition quality of a fuel and this mea-
Ignition quality surement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been estab-
Nowadays, to achieve the prescribed reference vis- lished that in some cases heavy fuel oils with a low
cosity, cracking-process products are used as the FIA cetane number or ECN number can cause op-
low viscosity ingredients of heavy fuel oils although erating problems.
the ignition characteristics of these oils may also
be poor. The cetane number of these compounds As the liquid components of the heavy fuel oil deci-
should be < 35. If the proportion of aromatic hy- sively influence the ignition quality, flow properties
dro-carbons is high (more than 35 %), this also ad- and combustion quality, the bunker operator is re-
versely affects the ignition quality. sponsible for ensuring that the quality of heavy fuel
oil delivered is suitable for the diesel engine. (Also
The ignition delay in heavy fuel oils with poor igni- see illustration entitled "Nomogram for determining
tion characteristics is longer and combustion is also the CCAI – assigning the CCAI ranges to engine
delayed which can lead to thermal overloading of types").
the oil film at the cylinder liner and also high cylin-
der pressures. The ignition delay and accompany-
ing increase in pressure in the cylinder are also in-
fluenced by the end temperature and compression
pressure, i.e. by the compression ratio, the charge-
air pressure and charge-air temperature.
The disadvantages of using fuels with poor igni-

tion characteristics can be limited by preheating
the charge air in partial load operation and reduc-
ing the output for a limited period. However, a more
effective solution is a high compression ratio and
operational adjustment of the injection system to
the ignition characteristics of the fuel used, as is
the case with MAN Diesel & Turbo piston engines.
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MAN Diesel & Turbo

1693520-5.9
Page 8 (10)
General
1
16/24 32/44CR
20/27 40/54
21/31 48/60
V D CCAI 23/30 48/60B
1 800 800 27/38 48/60CR
28/32 51/60DF
32/40 58/64
820
810
840
820
2
860
830
3 880 A
840
4 900
5 850
920
940 860
10
960 870
20 2 B
980 880
30
50 1000 890
100 1020
900
200
1040
910 C
700
1000
920
5000
930
20000
50000
Figure 4 Nomogram for the determination the CCAI  assigning the CCAI ranges to engine types
V Viscosity in mm²/s (cSt) at 50° C

D Density [in kg/m³] at 15° C
CCAI Calculated Carbon Aromaticity Index
A Normal operating conditions
B Ignition properties may be poor that adjustment of engine or engine operating conditions are required.
C Problems that have been identified may lead to engine damage, even after a short period of operation
1 Engine type
2 The CCAI is obtained from the straight line through the density and viscosity of the heavy fuel oils
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
10.47 - 3.3.3 (2010-11-19)

MAN Diesel & Turbo
1693520-5.9
General
Sulphuric acid corrosion The use of heavy fuel oil additives during the war-
ranty period must be avoided as a basic principle.
The engine should be operated at the cooling wa-
ter temperatures prescribed in the operating hand- Additives that are currently used for diesel engines,
book for the relevant load. If the temperature of the as well as their probable effects on the engine's op-
components that are exposed to acidic combustion eration, are summarised in the table below "Addi-
products is below the acid dew point, acid corro- tives for heavy fuel oils – classification/effects" .
sion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
• Dispersing agent/stabilisers
Precombustion
The BN values specified are sufficient, providing • Emulsion breakers
additives
the quality of lubricating oil and engine's cooling • Biocides
system satisfy the requirements.
Combustion • Combustion catalysts (fuel
additives savings, emissions)
Compatibility
• Ash modiiers (hot corrosion)
Postcombustion
The supplier must guarantee that the heavy fuel oil additives • Soot removers (exhaust gas
is homogeneous and remains stable, even after the system)
standard storage period. If different bunker oils are Table 3 Additives to heavy fuel oils  Classiication/
mixed, this can lead to separation and the asso- effects
ciated sludge formation in the fuel system during
which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and
a large amount of residue as a result of combus- Heavy fuel oils with low sulphur content
tion.
From the point of view of an engine manufacturer, a
This is due to incompatibility or instability of the oils. lower limit for the sulphur content of heavy fuel oils
As much of the heavy fuel oil in the storage tank as does not exist. We have not identified any problems
possible should therefore be removed before bun- with the low-sulphur heavy fuel oils currently avail-
kering again to prevent incompatibility. able on the market that can be traced back to their
sulphur content. This situation may change in future
Blending the heavy fuel oil if new methods are used for the production of low-
sulphur heavy fuel oil (desulphurisation, new blend-
If heavy fuel oil for the main engine is blended with ing components). MAN Diesel & Turbo will monitor
gas oil (MGO) to obtain the required quality or vis- developments and inform its customers if required.
cosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibil- If the engine is not always operated with low-sul-
ity"). phur heavy fuel oil, a corresponding lubricating oil
for the fuel with the highest sulphur content must
Additives for heavy fuel oils be selected.
MAN Diesel & Turbo engines can be operated eco-

nomically without additives. It is up to the customer Danger!
to decide whether or not the use of additives is ben- Improper handling of fuels
eficial. The supplier of the additive must guarantee
that the engine operation will not be impaired by If fuels are improperly handled, this can pose a
using the product. danger to health, safety and the environment. The
relevant safety information by the fuel supplier must
be observed.
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MAN Diesel & Turbo

1693520-5.9
Page 10 (10)
General
Tests Analysis of samples

Sampling
Our department for fuels and lubricating oils (Augs-
To check whether the specification provided and/ burg factory, department EQC) will be pleased to
or the necessary delivery conditions are complied provide further information on request.
with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the We can analyse fuel for customers at our labora-
engine's warranty period). To ensure that the sam- tory. A 0.5 l sample is required for the test.
ples taken are representative of the bunker oil, a
sample should be taken from the transfer line when
starting up, halfway through the operating period
and at the end of the bunker period. “Sample Tec"
by Mar-Tec in Hamburg is a suitable testing instru-
ment which can be used to take samples on a regu-
lar basis during bunkering.
10.47 - 3.3.3 (2010-11-19)

MAN Diesel & Turbo
1699891-5.3
Page 1 (2)
Specification for Marine Diesel Oil (MDO) B 11 00 0
General
Marine Diesel Oil Specification
Other designations The suitability of a fuel depends on the design of

the engine and the available cleaning options as
Marine Diesel Oil, Marine Diesel Fuel. well as compliance with the properties in the fol-
lowing table that refer to the as-delivered condition
Origin of the fuel.
Marine diesel oil (MDO) is supplied as heavy distil- The properties are essentially defined using the
late (designation ISO-F-DMB) exclusively for ma- ISO 8217-2010 standard as the basis. The proper-
rine applications. MDO is manufactured from crude ties have been specified using the stated test pro-
oil and must be free of organic acids and non-min- cedures.
eral oil products.
Properties Unit Test procedure Designation

ISO-F speciication DMB
Density at 15 °C kg/m 3
ISO 3675 900
> 2.0
Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104
< 11
Pour point, winter quality °C ISO 3016 <0
Pour point, summer quality °C <6
Flash point (Pensky Martens) °C ISO 2719 > 60
Total sediment fraction Weight % ISO CD 10307 0.10
Water content Vol. % ISO 3733 < 0.3
Sulphur content Weight % ISO 8754 < 2.0
Ash content Weight % ISO 6245 < 0.01
Coke residue (MCR) Weight % ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 <2
Total acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity (wear scar diameter) µm ISO 12156-1 < 520
Copper strip test - ISO 2160 <1
Other speciications:
British Standard BS MA 100-1987 Class M2
ASTM D 975 2D
ASTM D 396 No. 2
Table 1 Marine Diesel Oil (MDO) – characteristic values to be observed
10.45 - 3.3.2 (2010-11-08)

MAN Diesel & Turbo
1699891-5.3
B 11 00 0 Specification for Marine Diesel Oil (MDO) Page 2 (2)
General
Additional Information also leads to hot corrosion of the exhaust valves

and turbocharger. Seawater also causes insuffi-
During transshipment and transfer, MDO is handled cient atomisation and therefore poor mixture forma-
in the same manner as residual oil. This means that tion accompanied by a high proportion of combus-
it is possible for the oil to be mixed with high-viscos- tion residues.
ity fuel or heavy fuel oil – with the remnants of these
types of fuels in the bunker ship, for example – that Solid foreign matter increase mechanical wear and
could significantly impair the properties of the oil. formation of ash in the cylinder space.
The lubricity of diesel fuel is normally sufficient. The We recommend the installation of a separator up-
desulphurisation of diesel fuels can reduce their lu- stream of the fuel filter. Separation temperature 40
bricity. If the sulphur content is extremely low (<500 – 50°C. Most solid particles (sand, rust and cata-
ppm or 0.05%), the lubricity may no longer be suf- lyst particles) and water can be removed, and the
ficient. Before using diesel fuels with low sulphur cleaning intervals of the filter elements can be ex-
content, you should therefore ensure that their lu- tended considerably.
bricity is sufficient. This is the case if the lubricity as
specified in ISO 12156-1 does not exceed 520 µm. Danger!
Improper handling of fuels
The fuel must be free of lubricating oil (ULO – used
lubricating oil, old oil). Fuel is considered as con- If fuels are improperly handled, this can pose a
taminated with lubricating oil when the following danger to health, safety and the environment. The
concentrations occur: relevant safety information by the fuel supplier must
be observed.
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and
P > 15 ppm.
Analyses
The pour point specifies the temperature at which
the oil no longer flows. The lowest temperature We can analyse fuel for customers at our labora-
of the fuel in the system should be roughly 10 °C tory. A 0.5 l sample is required for the test.
above the pour point to ensure that the required
pumping characteristics are maintained.
A minimum viscosity must be observed to ensure

sufficient lubrication in the fuel pump. The tempera-
ture of the fuel must therefore not exceed 45 °C.
Seawater causes the fuel system to corrode and
10.45 - 3.3.2 (2010-11-08)

MAN Diesel & Turbo
1699892-7.3
Page 1 (2)
Specification for Gas Oil / Diesel Oil (MGO) B 11 00 0
General
Diesel Oil Specification
Other designations The suitability of the fuel depends on whether it has

the properties defined in this specification (based
Gas oil, Marine Gas Oil (MGO), Diesel Oil. on its composition in the as-delivered state).
Gas oil is a crude oil medium distillate and must The DIN EN 590 and ISO 8217-2010 (Class DMA
therefore not contain any residual materials. or Class DMZ) standards have been extensively
used as the basis when defining these properties.
The properties correspond to the test procedures
stated.
Properties Unit Test procedure Typical value

Density at 15° C ≥ 820.0
kg/m3 ISO 3675
≤ 890.0
≥2
Kinematic viscosity at 40° C mm2/s (cSt) ISO 3104
≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ 12
Flash point in enclosed crucible °C ISO 2719 ≥ 60
Distillation range up to 350° C Vol. % ISO 3405 ≥ 85
Sediment content (extraction method) Weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash Weight % ISO 6245 ≤ 0.01
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Total acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity (wear scar diameter) µm ISO 12156-1 < 520
Cetane number or cetane index  ISO 5165 ≥ 40
Copper strip test  ISO 2160 ≤1
Other speciications:
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 ilterability in accordance with DIN EN 116 is similar to the process for determining the cloud point
in accordance with ISO 3015
10.45 - 3.3.1 (2010-11-08)

MAN Diesel & Turbo
1699892-7.3
B 11 00 0 Specification for Gas Oil / Diesel Oil (MGO) Page 2 (2)
General
Additional Information Lubricity
Use of diesel oil The lubricity of diesel fuel is normally sufficient. The
desulphurisation of diesel fuels can reduce their lu-
If distillate intended for use as heating oil is used bricity. If the sulphur content is extremely low (<500
with stationary engines instead of diesel oil (EL ppm or 0.05%), the lubricity may no longer be suf-
heating oil according to DIN 51603 or Fuel No. 1 ficient. Before using diesel fuels with low sulphur
or no. 2 according to ASTM D 396), the ignition content, you should therefore ensure that their lu-
behaviour, stability and behaviour at low tempera- bricity is sufficient. This is the case if the lubricity as
tures must be ensured; in other words the require- specified in ISO 12156-1 does not exceed 520 µm.
ments for the filterability and cetane number must
be satisfied. You can ensure that these conditions will be met by
using motor vehicle diesel fuel in accordance with
Viscosity EN 590 as this characteristic value is an integral
part of the specification.
To ensure sufficient lubrication, a minimum viscosi-
ty must be ensured at the fuel pump. The maximum
temperature required to ensure that a viscosity of Danger!
more than 1.9 mm2/s is maintained upstream of the Improper handling of fuels
fuel pump depends on the viscosity of the fuel. In
any case the temperature of the fuel upstream of If fuels are improperly handled, this can pose a
the injection pump must not exceed 45 °C. danger to health, safety and the environment. The
relevant safety information by the fuel supplier must
be observed.
Analyses
We can analyse fuel for customers at our labora-

tory. A 0.5 l sample is required for the test.
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MAN Diesel & Turbo
1689482-5.0
Page 1 (2)
Specification for Biofuel B 11 00 0
General
Biofuel Provision
Other designations Transesterified and non-transesterified vegetable

oils can be used.
Biodiesel, FAME, vegetable oil, rapeseed oil, palm
oil, frying fat. Transesterified biofuels (biodiesel, FAME) must
comply with the standard EN 14214.
Origin
Non-transesterified biofuels must comply with the
Biofuel is derived from oil plants or old cooking oil. specifications listed in Table 1.
Properties/Characteristics Unit Test method

Density at 15 °C DIN EN ISO 3675,
900-930 kg/m3
EN ISO 12185
Flash point > 60 °C DIN EN 22719
> 35 MJ/kg
Lower caloriic value DIN 51900-3
(typical: 37 MJ/kg)
< 40 cSt (corresponds to a
Viscosity at 50 °C DIN EN ISO 3104
viscosity/40 °C < 60 cSt)
Cetane number > 40 FIA
Coke residue < 0.4 % DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) >5h ISO 6886
Phosphorous content < 15 ppm ASTM 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 < 125 g / 100 g DIN EN 14111
TAN (Total acid number) < 5 mg KOH/g DIN EN ISO 660
< 10 °C below the lowest temperature
Filterability EN 116
in the fuel system
Table 1 Non-transesterified biofuel - specifications.
10.45 - 3.3.1 (2010-11-08)

MAN Diesel & turbo
1689482-5.0
B 11 00 0 Specification for Biofuel Page 2 (2)
General
These specifications are based on experience to Danger!

date. As this experience is limited, these must be Improper handling of fuels
regarded as recommended specifications that can
be adapted if necessary. If future experience shows If fuels are improperly handled, this can pose a
that these specifications are too strict, or not strict danger to health, safety and the environment. The
enough, they can be modified accordingly to en- relevant safety information by the fuel supplier must
sure safe and reliable operation. be observed.
When operating with bio-fuels, a lubricating oil that Analyses

would also be suitable for operation with diesel oil
must be used. We can analyse fuel for customers at our labora-
tory. A 0.5 l sample is required for the test.
10.45 - 3.3.1 (2010-11-08)

MAN Diesel & Turbo
3700063-9.0
Page 1 (2) Explanatory notes for biofuel B 11 00 0
General
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
B 11 00 0 Explanatory notes for biofuel Page 2 (2)
General
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
MAN Diesel
1699893-9.3
Page 1 (2)
Viscosity- Temperature (VT) Diagram of Fuel Oil B 11 00 0
General
08028-0D/H5250/94.08.12
Figure 1 ViscosityTemperature (VT) diagram
10.12 - 3.3.4 (2010-02-25)

MAN Diesel
1699893-9.2
B 11 00 0 Viscosity- Temperature (VT) Diagram of Fuel Oil Page 2 (2)
General
Explanations of viscosity-temperature diagram The heavy fuel oil lines between the outlet of the
last preheating system and the injection valve
In the diagram, the fuel temperatures are shown on must be suitably insulated to limit the maximum
the horizontal axis and the viscosity is shown on drop in temperature to 4 °C. This is the only way
the vertical axis. to achieve the necessary injection viscosity of 14
mm2/s for heavy fuel oils with a reference viscos-
The diagonal lines correspond to viscosity-temper- ity of 700 mm2/s at 50 °C (the maximum viscosity
ature curves of fuels with different reference vis- as defined in the international specifications such
cosities. The vertical viscosity axis in mm2/s (cSt) as ISO CIMAC or British Standard). If a heavy fuel
applies for 40, 50 or 100 °C. oil with a low reference viscosity is used, the injec-
tion viscosity should ideally be 12 mm2/s in order
Determining the viscosity-temperature curve to achieve more effective atomisation and therefore
and the required preheating temperature reduce the combustion residue.
Example: Heavy fuel oil with 180 mm2/s at 50° C. The delivery pump must be designed for heavy fuel
oil with a viscosity of up to 1 000 mm2/s. The pour
point also determines whether the pump is capable
Required temperature of of transporting the heavy fuel oil. The bunker facility
Prescribed injection
heavy fuel oil at engine must be designed so as to allow the heavy fuel oil
viscosity in mm2/s
inlet* in °C
to be heated up to roughly 10 °C above the pour
≥ 12 126 (line c) point.
≤ 14 119 (line d)
Table 1 Determining the viscosity-temperature curve and the Notice!
required preheating temperature Viscosity
* With these igures, the temperature drop between the last
The viscosity of gas oil or diesel oil (marine die-
preheating device and the fuel injection pump is not taken
into account. sel oil) upstream of the engine must be at least 1.9
mm2/s. If the viscosity is too low, this may cause
seizing of the pump plunger or nozzle needle
valves as a result of insufficient lubrication.
A heavy fuel oil with a viscosity of 180 mm2/s at 50
°C can reach a viscosity of 1000 mm2/s at 24 °C This can be avoided by monitoring the tempera-
(line e) – this is the maximum permissible viscosity ture of the fuel. Although the maximum permissible
of fuel that the pump can still deliver. temperature depends on the viscosity of the fuel, it
must never exceed the following values:
A heavy fuel oil discharge temperature of 152 °C
is reached when using a state-of-the-art final pre- •฀ 45 °C at the most with MGO (DMA) and MDO
heating device with 8 bar saturated steam. At high (DMB) and
temperatures there is a risk of residues forming in •฀ 60 °C at the most with MDO (DMC).
the preheating system – this leads to a reduction
08028-0D/H5250/94.08.12
in heating output and thermal overloading of the A fuel cooler must therefore be installed.
heavy fuel oil. Asphalt is also formed in this case,
i.e. quality deterioration. With fuel viscosities of < 2 cSt at 40 °C consult the
MAN Diesel SE technical service in Holeby.
10.12 - 3.3.4 (2010-02-25)

MAN Diesel & Turbo
1699177-5.1 Guidelines Regarding MAN Diesel & Turbo GenSets

Page 1 (1) Operating on Low Sulphur Fuel Oil B 11 00 0
General
Exhaust emissions from marine diesel engines have Low sulphur distillates
been the focus of recent legislation. Apart from nitrous
oxides (NOx), sulphur oxides (SOx) are considered In general our GenSet is developed for continuous
to be the most important pollution factor. A range of operation on HFO as well as on MDO/MGO. Occa-
new regulations have been implemented and others sionally changes in operation mode between HFO
will follow (IMO, EU Directive, and CARB). These and MDO/MGO are considered to be within normal
regulations demand reduction of SOx emissions operation procedures for our engine types and do
by restricting the sulphur content of the fuel. That is thus not require special precautions.
to say sulphur limits for HFO as well as mandatory
use of low sulphur distillate fuels for particular ap- Running on low sulphur fuel (< 0.1% S) will not cause
plications. This guideline covers the engine related problems, but please notice the following restrictions:
aspects of the use of such fuels.
In order to avoid seizure of the fuel oil injection pump
Low sulphur HFO components the viscosity at engine fuel oil inlet must
be > 2.0 cSt. In order achieve this it may be necessary
From an engine manufacturer’s point of view there to install a fuel oil cooler, when the engine is running
is no lower limit for the sulphur content of HFO. We on MGO. This is both to ensure correct viscosity and
have not experienced any trouble with the currently avoid heating up the service tank, which is important
available low sulphur HFO, that are related to the as the fuel oil injection pumps are cooled by the fuel.
sulphur content or specific to low sulphur HFO. This
may change in the future if new methods are applied When operating on MDO/MGO a larger leak oil
for the production of low sulphur HFO (desulphuriza- amount from fuel oil injection pumps and fuel oil
tion, uncommon blending components). MAN Diesel injection valves can be expected compared to op-
& Turbo will monitor developments and inform our eration on HFO.
customers if necessary.
In order to carry out a quick change between HFO
If the engine is not operated permanently on low and MDO/MGO the change over should be carried
sulphur HFO, then the lubricating oil should be se- out by means of the valve V1-V2 installed in front
lected according to the highest sulphur content of of the engine.
the fuels in operation.
For the selection of the lubricating oil the same ap-
plies as for HFO. For temporary operation on distillate
fuels including low sulphur distillates nothing has to
be considered. A lubricating oil suitable for operation
on diesel fuel should only be selected if a distillate
fuel is used continuously.
10.16
MAN Diesel
1624473-6.1
Page 1 (2) Calculation of Fuel Consumption at Site B 11 01 0
General
50 40 30 20 10 0 Air temperature ˚C
Water temp. inlet charge air cooler
60
50
˚C
40
30
20
1.00
Do not use for special

engine layout e.g.
matched turbocharger
β
1.01
Fuel consumption factor
1.02
1.03
1.04
0m
(Extrapolation allowed)
1m
11
m
m
m
00
00
00
00
00
40 Altitude above sea level

30
10
20
50
08028-0D/H5250/94.08.12
Fig 1 Nomogram for adaption of fuel consumption to the conditions at site of diesel engines.
Should the conditions at site differ from the reference β = Fuel consumption factor according to the above
conditions for the fuel consumption rates, the fuel diagram (β = 1 ; β > 1)
consumption is calculated according to the formula.
br = Specific fuel consumption of the engine at site
bx = br x β rating according to ISO conditions, see page
B 11 01 0 "Specific Fuel Oil Consump-tion
SFOC".
10.19
MAN Diesel
1624473-6.1
B 11 01 0 Calculation of Fuel Consumption at Site Page 2 (2)
General
Example for L28/32H px = Air pressure to be considered (bar), (site
altitude or - in case of matched turbocharger
Conditions: design - substitute altitude)
Air temperature 39 (°C) In accordance with ISO 3046-1:2002, clause 10, item
Water temperature inlet 10.4 the adaption of fuel oil consumption is based
charge air cooler 30 (°C) on the following formula:
Site altitude 1000 m
Heavy fuel operation β =
1 x attached lub. oil pump 1 + 0.0006 (tx - 25) + 0.0007 (tcx - 25) + 0.07 (1.0 - px)
1 x attached water pump
Note: β ≥ 1.
β = 1.019
Note: the nomogram on fig 1 - in accordance with Engines with Attached Pumps:
ISO 3046/1 paragraph 11 item 2 - is based on the
following formula: The fuel consumption rates have to be increased by a
factor p depending on the type and number of pumps.
β =
1 + 0.0006 (tx - tr) + 0.0007 (tcx - tcr) + 0.07 (pr - px) This correction factor is given in the following table.
Explanation of symbols: bx = b x p1 x p2 (or p3)
tr = Standard reference air temperature (°C). bx = Fuel consumption for engines with attached
pumps.
tx = Air temperature being considered (°C).
b = Fuel consumption being considered (without
tcr = Standard reference charge air cooling water attached pumps).
temperature (°C).
p = Correction factors for attached pumps. See
tcx = Water temperature inlet charge air cooler being page B 11 01 0 "Specific Fuel Oil Consump-
considered (°C). tion SFOC"
pr = Standard reference total air pressure (bar).
Altitude above Air Pressure

sea level px (bar)
m m hundred
(thousand) 0 100 200 300 400 500 600 700 800 900
0 1.013 1.001 0.989 0.978 0.966 0.955 0.943 0.932 0.921 0.910
08028-0D/H5250/94.08.12
1000 0.899 0.888 0.877 0.866 0.856 0.846 0.835 0.825 0.815 0.805
2000 0.795 0.785 0.775 0.766 0.756 0.747 0.737 0.728 0.719 0.710
3000 0.701 0.692 0.683 0.675 0.666 0.658 0.649 0.641 0.633 0.624
4000 0.616 0.608 0.600 0.593 0.585 0.577 0.570 0.562 0.555 0.547
Fig 2.
10.19
MAN Diesel & Turbo
1689470-5.2 Fuel Oil Consumption for Emissions Standard

Page 1 (2) IMO Tier II B 11 01 0
L27/38
5L27/38: 300 kW/cyl., 6-9L27/38: 330 kW/cyl. at 720 rpm

Fuel consumption (g/kWh) with HFO/MDO and without attached pumps 1)
% Load L27/38 GenSet Tier II, 720 rpm
100 852) 75 50 25
ISO reference conditions
184 1812) 180 183 207
(see table 5)
1)
Tolerance for warranty +5%
2)
Warranted fuel consumption at 85% MCR
For operation with MGO SFOC will be increased by 2 g/kWh
Table 1 Fuel consumption.
5L27/38: 320 kW/cyl., 6-9L27/38: 330 kW/cyl. at 750 rpm

Fuel consumption (g/kWh) with HFO/MDO and without attached pumps 1)
100 852) 75 50 25
185 1822) 180 183 211
(see table 5)
1)
2)
For operation with MGO SFOC will be increased by 2 g/kWh
6-9L27/38: 350 kW/cyl. at 720 rpm

Fuel consumption (g/kWh) with MGO and without attached pumps 1)
2)
100 85 75 50 25
189 1862) 184 187 210
(see table 5)
1)
2)
6-9L27/38: 350 kW/cyl. at 750 rpm

Fuel consumption (g/kWh) with MGO and without attached pumps 1)
2)
100 85 75 50 25
190 1872) 185 188 212
(see table 5)
1)
2)
10.38 - Tier II
MAN Diesel & Turbo
Fuel Oil Consumption for Emissions Standard 1689470-5.2

B 11 01 0 IMO Tier II Page 2 (2)
L27/38
ISO reference conditions (according to ISO 3046-1: 2002; ISO 15550 :2002)
Intake air temperature Tr °C 25
Barometric pressure pr kPa 100
Relative humidity Φr % 30
Cooling water temp. bef. charge air cooler Tcr °C 25
Net calorific value LCV KJ/kg 42,700
Table 5 ISO reference conditions.
With built-on pumps, the SFOC will be increased by:

110
Lub. oil main pump 1.2 x %
load % + 10
110
LT Cooling water pump 0.7 x %
load % + 10
110
HT Cooling water pump 0.7 x %
load % + 10
For other reference conditions, the SFOC is to be corrected by:
Ambient air temperature rise 10° C 0.6 %

Ambient air pressure rise 10 mbar - 0.07 %
Cooling water to air cooler rise 10° C 0.7 %
Lower calorific value rise 427 kJ/kg - 1.0 %
10.38 - Tier II
MAN Diesel & Turbo
1679744-6.4
Page 1 (1) Fuel Oil Safety Filter E 11 08 1
General
Fuel Oil Safety Filter
To safeguard the injection system components on

the GenSets, is it recommended to install a safety
duplex filter, as close as possible to each GenSet.
The safety duplex filter is with star-pleated filter ele-

ments. The safety duplex filter is supplied loose and
it is recommended to install it, as close as possible
to each GenSet, in the external fuel oil supply line.
GenSets with conventional fuel injection system must

have safety duplex filters with a fineness of max. 34
microns (sphere passing mesh) installed as close
as possible to each GenSet.
GenSets with a common rail fuel injection system

require a safety duplex filter with a fineness of max. Fig 1 Fuel oil safety filter.
25 microns (sphere passing mesh) installed as close
as possible to each GenSet.
Note! A filter surface load of 1 litre/cm² per hour

must not be exceeded !
Duplex Filter - Star-pleated element

25 microns 34 microns
(sphere passing mesh) (sphere passing mesh)
HFO MDO MGO HFO MDO MGO
12-18 cSt 2,5-14 cSt 1,5-6 cSt 12-18 cSt 2,5-14 cSt 1,5-6 cSt
litres/h litres/h litres/h litres/h litres/h litres/h
DN25 652 652 652 652 652 652
DN32 1.000 1.000 1.000 1.000 1.000 1.000
DN40 1.844 1.844 1.844 1.844 1.844 1.844
DN50 2.337 2.337 2.337 2.337 2.337 2.337
DN65 3.885 3.885 3.885 3.885 3.885 3.885
Filter area (cm2) Filter area (cm2)
DN25 652 652 652 652 652 652
DN32 1.000 1.000 1.000 1.000 1.000 1.000
DN40 1.844 1.844 1.844 1.844 1.844 1.844
DN50 2.337 2.337 2.337 2.337 2.337 2.337
DN65 3.885 3.885 3.885 3.885 3.885 3.885
Pressure drop (bar) Pressure drop (bar)
DN25 0,011 0,011 0,009 0,009 0,009 0,008
DN32 0,01 0,009 0,008 0,008 0,008 0,007
DN40 0,011 0,01 0,009 0,009 0,009 0,008
DN50 0,01 0,009 0,008 0,009 0,008 0,008
DN65 0,01 0,009 0,008 0,008 0,007 0,007
10.41 - ny
MAN Diesel & Turbo
1689458-7.2
Page 1 (3) MDO / MGO Cooler E 11 06 1
General
In order to ensure a satisfactory hydrodynamic oil film We recommend that the actual pump maker is con-
between fuel injection pump plunger/barrel, thereby tacted for advice.
avoiding fuel injection pump seizures/sticking, MAN
Diesel recommends to keep a fuel oil viscosity at Installation of MDO/MGO Cooler or MDO/
minimum 2.0 cSt measured at the engine inlet. This MGO Cooler & Chiller
limit has been used over the years with good results
and gives the required safety margin against fuel To be able to maintain the required viscosity at the
injection pump seizures. engine inlet, it is necessary to install a MDO/MGO
cooler in the fuel system (MDO/MGO cooler installed
For some MGO´s viscosities below 2.0 cSt may be just before the engine).
reached at temperatures above 35°C. As the fuel
temperature increases during operation, it is impos- The advantage of installing the MDO/MGO cooler just
sible to maintain this low temperature at the engine before the engine is that it is possible to optimise the
inlet without a MDO/MGO cooler. viscosity regulation at the engine inlet. However, the
viscosity may drop below 2.0 cSt at the circulating
In the worst case, a temperature of 60-65°C at the and other pumps in the fuel system.
engine inlet can be expected corresponding to a
viscosity far below 2.0 cSt. The consequence may The MDO/MGO cooler can also be installed before
be sticking fuel injection pumps or nozzle needles. the circulating pumps. The advantage in this case
is that the viscosity regulation may be optimised for
Also most pumps in the external system (supply both the engine and the circulating pumps.
pumps, circulating pumps, transfer pumps and feed
pumps for the separator) already installed in existing
vessels, need viscosities above 2.0 cSt to function
properly.
Fuel Temperatur vs Viscosity

Fuel Temp (deg C)
140
1.5 cSt
NOT GOOD
120 Fuel below 2cSt
MAN Diesel does not recommend to operate the 2.0 cSt
engine on fuel with viscosities lower than 2 cSt
100
DEPENDING ON INSTALLATION 3.0 cSt
Fuel viscosity 2-3 cSt
80 MAN Diesel strongly recommends to make start checks
prior to port operation
4.0 cSt
5.0 cSt
60
Viscosity at reference condition (40°C) according to ISO8217 DMA/X

40
GOOD
Fuel above 3 cSt
MAN Diesel recommends to operate the engine on
20 fuels with viscosities above 3 cSt
0
1 2 3 4 5 6 7 8
Viscosity (cSt)
Fig 1 Fuel temperature versus viscosity.
11.01
MAN Diesel & Turbo
1689458-7.2
E 11 06 1 MDO / MGO Cooler Page 2 (3)
General
It is not advisable to install the MDO/MGO cooler - The temperature of the cooling medium inlet to
just after the engine or after the Diesel oil service the MDO/MGO cooler depends on the desired
tank as this will complicate viscosity control at the fuel temperature to keep a minimum viscosity
engine inlet. In case the MDO/MGO cooler is installed of 2.0 cSt
after the service tank, the supply pumps will have
to handle the pressure drop across the MDO/MGO - The flow of the cooling medium inlet to the
cooler which cannot be recommended. MDO/MGO cooler depends on the flow on the
fuel oil side and how much the fuel has to be
The cooling medium used for the MDO/MGO cooler cooled
is preferably fresh water from the central cooling
water system. The frictional heat from the fuel injection pumps, which
has to be removed, appears from the table below.
Seawater can be used as an alternative to fresh
water, but the possible risk of MDO/MGO leaking
into the sea water and the related pollution of the Engine type kW/cyl.
ocean, must be supervised.
L16/24 0.5
The horizontal axis shows the bunkered fuel visco- L21/31 1.0
sity in cSt at 40°C, which should be informed in the L27/38 1.5
bunker analysis report.
L32/40 2.0
If the temperature of the MGO is below the upper blue L32/40CR 3.0
curve at engine inlet, the viscosity is above 2.0 cSt. L23/30H 0.75
The black thick line shows the viscosity at reference L28/32H 1.0
condition (40°C) according to ISO8217, marine
distillates. V28/32S 1.0
Example: MGO with viscosity of 4.0 cSt at 40°C must

have a temperature below 55°C at engine inlet to Based on the fuel oils available in the market as of
ensure a viscosity above 3.0 cSt. June 2009, with a viscosity ≥ 2.0 cSt at 40°C, a fuel
inlet temperature ≤ 40°C is expected to be sufficient
Example: MGO with a viscosity of 5.0 cSt at 40°C to achieve 2.0 cSt at engine inlet (see fig 1 ).
is entering the engine at 50°C. The green curves
show that the fuel enters the engine at approxim- In such case, the central cooling water / LT cooling
ately 4.0 cSt. water (36°C) can be used as coolant.
Example: MGO with a viscosity of 2.0 cSt at 40°C For the lowest viscosity MGO´s and MDO´s, a water
needs cooling to 18°C to reach 3.0 cSt. cooled MGO/MGO cooler may not be enough to suf-
ficiently cool the fuel as the cooling water available
The following items should be considered before onboard is typically LT cooling water (36°C).
specifying the MDO/MGO cooler :
In such cases, it is recommended to install a so-
- The flow on the fuel oil side should be the same called “Chiller” which removes heat through vapour-
as the capacity of the fuel oil circulating pump compression or an absorption refrigeration cycle
( see D 10 05 0, List of Capacities ) (see fig 2 ).
- The fuel temperature to the MDO/MGO cooler
depends on the temperature of the fuel in the
service tank and the temperature of return oil
from the engine(s)
11.01
MAN Diesel & Turbo
1689458-7.2
Page 3 (3) MDO / MGO Cooler E 11 06 1
General
Chilling unit
Compressor
Water pump unit
Pressurised Diesel oil cooler unit
expansion
tank
Water Diesel oil
Condenser cooler cooler
Water
tank
Pump
Central Diesel Oil

cooling Water
water Refrigerant Liquid
in-/outlet Central Cooling Water
Fig 2 Chiller.
11.01
MAN Diesel
1624467-7.3
Page 1 (2) HFO/MDO Changing Valves (V1 and V2) E 11 10 1
General
Description The control box can be placed in the engine room

or in the engine control room.
The fuel change-over system consists of two remote
controlled and interconnected 3-way valves, which To maintain re-circulation in the HFO flow line, when
are installed immediately before each GenSet. The the GenSet is operated on MDO, is a by-pass valve
3-way valves “V1-V2” are operated by a electric/ installed between the fuel inlet valve “V1” and the fuel
pneumatically actuator of the simplex type, with outlet valve “V2” at each GenSet as shown in fig 1.
spring return and a common valve control box for
all GenSets. Valve Control Box
The flexibility of the system makes it possible, if Electrical power supply to the valve control box is 3 x
necessary, to operate the GenSets on either diesel 400 Volt - 50 Hz, or 3 x 440 Volt - 60 Hz, depending on
oil or heavy fuel oil, individually by means of the L- the plant specification, and is established in form of
bored 3-way valves “V1-V2”. a single cable connection from the switchboard.
Filter PI Filter PI
Air pressure: 6 bar Air pressure: 6 bar

Water trap Reduction Water trap Reduction
valve Air consumption valve Air consumption
per stroke : 1.1 litre per stroke : 1.1 litre
Valve Valve
control box control box
MDO/MGO MDO/MGO MDO/MGO MDO/MGO
Valve V1 Valve V2 Valve V1 Valve V2
A1 HFO HFO A2 A1 HFO HFO A2

Inlet engine Outlet engine Inlet engine Outlet engine
MDO/MGO position: De-energized HFO position: Energized

08028-0D/H5250/94.08.12
Fig. 1 Pneumatic diagram for 3-way changing valves V1 & V2.
Due to a built-in transformer, the power supply vol- Furthermore the 24 V DC pilot voltage is used for
tage will be converted to a 24 V DC pilot voltage for operating the fuel changing valves with a electric/
serving the relays, contactors, and indication lamps. pneumatically operated actuator of the simplex type
with spring return.
10.04
MAN Diesel
1624467-7.3
E 11 10 1 HFO/MDO Changing Valves (V1 and V2) Page 2 (2)
General
The mode of valve operation is: In the event of a black-out, or other situations resulting
HFO-position: Energized in dead voltage potential, will the remote controlled
MDO-position: De-energized and interconnected 3-way valves at each GenSet be
de-energized and automatically change over to the
MDO/MGO-position, due to the built-in return spring
The internal piping on the GenSets will then, within
a few seconds, be flushed with MDO/MGO and be
ready for start up.
08028-0D/H5250/94.08.12
10.04
Lubrication Oil System
B 12
MAN Diesel
1665732-4.9
Page 1 (3) Internal Lubricating Oil System B 12 00 0
L27/38
Fig 1 Diagram for internal lubricating oil system.
The standard engine is equipped with built-on:

Pipe description for connection at the engine
– Engine driven lubricating oil pump.
C3 Lubricating oil from separator DN 25 – Lubricating oil cooler.
C4 Lubricating oil to separator DN 25 – Lubricating oil thermostatic valve.
C13 Oil vapour discharge* DN 100 – Duplex full-flow depth filter.
C15 Lubricating oil overflow DN 50 – Pre-lubricating oil pump.

Oil Quantities
* For external pipe connection, please see Crank- The approximate quantities of oil necessary for a
case Ventilation, B 12 00 0. new engine, before starting up are given in the ta-
ble, see "B 12 01 1 Lubricating Oil in Base Frame"
(max. litre H3)
General
08028-0D/H5250/94.08.12
When engine or pre-lubricating oil pump is running

As standard the lubricating oil system is based on approx. 275 litres of lubricating oil is accumulated
wet sump lubrication. in the front-end box and the lubricating oil system
of the engine.
All moving parts of the engine are lubricated with oil
circulating under pressure in a closed built-on system. This oil will return to the oil sump when the engine
and the pre-lubricating oil pump are stopped.
The lubricating oil is also used for the pur pose of
cooling the pistons and turbocharger. This oil return may cause level alarm HIGH.
The level alarm will disappear when the pre-lubrica-

ting oil pump is started again.
09.40
MAN Diesel
1665732-4.9
B 12 00 0 Internal Lubricating Oil System Page 2 (3)
L27/38
Lubricating Oil Consumption ad 2) Lubricating oil for the main bearings is sup-plied
through holes in the engine frame. From the main
The lubricating oil consumption, see "Specific Lubri- bearings it passes through bores in the crankshaft
cating Oil Consumption - SLOC, B 12 15 0 / 504.07" to the connecting rod big-end bearings.
It should, however, be observed that during the The connecting rods have bored channels for sup-
running-in period the lubricating oil consumption ply of oil from the big-end bearings to the small-end
may exceed the values stated. bearings, which has an inner circumferential groove,
and a bore for distribution of oil to the piston.
Quality of Oil From the front main bearings channels are bored in
the crankshaft for lubricating of the damper.
Only HD lubricating oil (Detergent Lubricating Oil)
should be used, characteristics are stated in "Lubri- ad 3) The lubricating oil pipes for the camshaft drive
cating Oil Specification B 12 15 0". gear wheels are equipped with nozzles which are
adjusted to apply the oil at the points where the
gear-wheels are in mesh.
System Flow
ad 4) The lubricating oil pipe for the gear wheels for
The lubricating oil pump draws oil from the oil sump the governor drive are adjusted to apply the oil at
and presses the oil through the cooler and filter to the points where the gear wheels are in mesh.
the main lubricating oil bore, from where the oil is
distributed to the various lubricating points. From the ad 5) The lubricating oil to the rocker arms is led
lubricating points the oil returns by gravity to the oil through bores in the engine frame to each cylinder
sump.The oil pressure is controlled by an adjustable head. The oil continuous through bores in the cylin-
spring-loaded relief valve built in the system. der head and rocker arm to the movable parts to be
lubricated at the rocker arm and valve bridge.
The main groups of components to be lubricated are:
ad 6) Through a bores in the frame lubricating oil is
1 – Turbocharger led to camshafts bearings.
2 – Main bearings, big-end bearing etc.
3 – Camshaft drive
4 – Governor drive Lubricating Oil Pump
5 – Rocker arms
6 – Camshaft The lubricating oil pump, which is of the gear wheel
type, is mounted on the front-end box of the engine
ad 1) The turbocharger is an integrated part of the and is driven by the crankshaft.
lubricating oil system, thus allowing continuous
priming and lubrication when engine is running. For
priming and during operation the turbocharger is Lubricating Oil Cooler
08028-0D/H5250/94.08.12
connected to the lubricating oil circuit of the engine.

The oil serves for bearing lubrication and also for As standard the lubricating oil cooler is of the plate
dissipation of heat. type. The cooler is mounted on the front-end box.
The inlet line to the turbocharger is equipped with

an orifice in order to adjust the oil flow. Thermostatic Valve
The thermostatic valve is a fully automatic 3-way valve

with thermostatic elements set at fixed temperature.
09.40
MAN Diesel
1665732-4.9
Page 3 (3) Internal Lubricating Oil System B 12 00 0
L27/38
Built-on Full-flow Depth Filter Oil Level Switches
The lubricating oil filter is of the duplex paper car- The oil level is automatically monitored by level
tridge type. It is a depth filter with a nominel fineness switches giving alarm if the level is out of range.
of 10-15 microns, and a safety filter with a fineness
of 60 microns.
Optionals
Pre-lubricating Centrifugal by-pass filter can be built-on.
As standard the engine is equipped with an electric- Branches for centrifugal by-pass filter is standard.
driven pre-lubricating pump mounted parallel to the
main pump. The pump is arranged for automatic
operation, ensuring stand-still of the pre-lubricating Data
pump when the engine is running, and running during
engine stand-still in stand-by position by the engine For heat dissipation and pump capacities, see D 10
control system. 05 0 "List of Capacities".
Operation levels for temperature and pressure are

Draining of the Oil Sump stated in B 19 00 0 "Operating Data and Set Points".
It is recommended to use the separator suction pipe

for draining of the lubricating oil sump.
08028-0D/H5250/94.08.12
09.40
MAN Diesel & Turbo
1699270-8.1
Page 1 (1) Crankcase Ventilation B 12 00 0
General
Crankcase Ventilation 2) The manifold is to be located as high as practi-

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

C arrangement.
The ventilation pipe should be designed to eliminate

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

Engine
Fig 1 Crankcase ventilation. A B C
L16/24 90 50
L21/31 65 40 80
However, if a manifold arrangements is used, its L23/30H 50 - 50
arrangements are to be as follows:
L27/38 100 - 100
L28/32H 50 - 50
1) The vent pipe from each engine is to run
indepently to the manifold, and be fitted with V28/32H 100 - 100
corrosion resistant flame screen within the L32/40 100 15 125
manifold. V28/32S 100 - 100
Fig 2 Pipe diameters for crankcase ventilation.
10.51
MAN Diesel
1655289-8.8
Page 1 (1) Prelubricating Pump B 12 07 0
General
The engine is as standard equipped with an electric The automatic control of prelubricating must be
driven pump for prelubricating before starting. made by the customer or can be ordered from MAN
B&W, Holeby.
The pump is self-priming.
The voltage for the automatic control must be sup-
The engine must always be prelubricated 2 minutes plied from the emergency switchboard in order to
prior to start if the automatic continuous prelubricat- secure post- and prelubrication in case of a critical
ing has been switched off. situation. The engines can be restarted within 20
min. after prelubrication have failed.
Electric motor 3x380 V, 50 Hz

Engine No of Pump
m3/h rpm Start Full-load
type cyl. type kW current current
Amp. Amp.
Make: IMO
L16/24 5-6-7-8-9 Type: 2.2 2820 0.55 6.8 1.5
ACD025N6 IRBP
Make:
L21/31 5-6-7-8-9 Type: 6.82 2900 3.0 47.0 6.3
R35/40 FL-Z-DB-SO
Make: WP
L27/38 5-6-7-8-9 Type: 6.82 2900 3.0 47.0 6.3
R35/40 FL-Z-DB-SO
Electric motor 3x440 V, 60 Hz

Engine No of Pump
m3/h rpm Start Full-load
type cyl. type kW current current
Amp. Amp.
Make: IMO
L16/24 5-6-7-8-9 Type: 2.6 3360 0.75 7.2 1.6
ACD025N6 IRBP
Make:
08028-0D/H5250/94.08.12
L21/31 5-6-7-8-9 Type: 8.19 3480 3.45 46.0 5.9

R35/40 FL-Z-DB-SO
Make: WP
L27/38 5-6-7-8-9 Type: 8.19 3480 3.45 46.0 5.9
R35/40 FL-Z-DB-SO
04.46 - NG
MAN Diesel & Turbo
1699890-3.4 Specification for lubricating oils (SAE40) for B 12 15 0

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

Make-up   Ideally parafin based
Low temperature behaviour, still lowable °C ASTM D 2500  15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of MAN ageing oven
 
heating up to 135 °C *
ASTM D 4055 or
insoluble nheptane Weight % < 0.2
DIN 51592
Evaporation loss Weight %  <2
Precipitation of resins or asphalt-
MAN Diesel &
Spot test (ilter paper)  like ageing products must not be
Turbo test
identiiable.
Table 1 Base oils - target values
* Works' own method
11.01 - 3.3.6 (2011-01-04)

MAN Diesel & Turbo
B 12 15 0 Specification for lubricating oils (SAE40) for 1699890-3.4

heavy fuel oil operation (HFO) Page 2 (5)
L16/24, L21/31, L27/38,

V28/32S, L32/40
Medium-alkaline lubricating oil For tips on selecting the base number, refer to the
table entitled “Base number to be used for various
The prepared oil (base oil with additives) must have operating conditions".
the following properties:
Evaporation tendency
Additives
The evaporation tendency must be as low as pos-
The additives must be dissolved in the oil and their sible as otherwise the oil consumption will be ad-
composition must ensure that as little ash as pos- versely affected.
sible is left over, even if the engine is provisionally
operated with distillate oil. Additional requirements
The ash must be soft. If this prerequisite is not met, The lubricating oil must not contain viscosity index
it is likely the rate of deposition in the combustion improver. Fresh oil must not contain water or other
chamber will be higher, particularly at the exhaust contaminants.
valves and at the turbocharger inlet casing. Hard
additive ash promotes pitting of the valve seats and Lubricating Oil Selection
causes the valves to burn out, it also increases me-
chanical wear of the cylinder liners.
Engine SAE Class
Additives must not increase the rate at which the 16/24, 21/31, 27/38, 28/32S, 32/40,
32/44, 40/54, 48/60, 58/64, 51/60DF 40
filter elements in the active or used condition are
blocked. Table 2 Viscosity (SAE class) of lubricating oils
Washing ability
The washing ability must be high enough to prevent Neutralisation properties (BN)
the accumulation of tar and coke residue as a result
of fuel combustion. The lubricating oil must not ab- Lubricating oils with medium alkalinity and a range
sorb the deposits produced by the fuel. of neutralisation capabilities (BN) are available on
the market. According to current knowledge, a re-
Dispersibility lationship can be established between the antici-
pated operating conditions and the BN number as
The selected dispersibility must be such that com- shown in the table entitled "Base number to be
mercially-available lubricating oil cleaning systems used for various operating conditions". However,
can remove harmful contaminants from the oil the operating results are still the overriding factor in
used, i.e. the oil must possess good filtering prop- determining which BN number produces the most
erties and separability. efficient engine operation.
Neutralisation capability
The neutralisation capability (ASTM D2896) must

be high enough to neutralise the acidic products
produced during combustion. The reaction time of
the additive must be harmonised with the process
in the combustion chamber.
11.01 - 3.3.6 (2011-01-04)

MAN Diesel & Turbo

L16/24, L21/31, L27/38,
V28/32S, L32/40
approx. BN of fresh Engines / Operating conditions
oil (mg KOH/g oil)
Marine diesel oil (MDO) with a lower quality (ISO-F-DMC) or heavy fuel oil with a sulphur
20
content of less than 0.5 %
generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating
30 conditions. For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64
and 51/60DF with exclusive HFO operation only with sulphur content < 1.5 %.
With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where corre-
sponding requirements in relation to the oil service life and washing ability exist. In general
40
16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF with
exclusive HFO operation providing the sulphur content is greater than 1.5 %.
32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
50 insuficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 3 Base number to be used for various operating conditions
Operation with low sulphur fuel Speed controller
To comply with the emissions regulations, the sul- Multigrade oil 5W40 should ideally be used in me-
phur content of fuels used nowadays varies. Fuels chanical-hydraulic controllers with a separate oil
with a low-sulphur content must be used in environ- sump. If this oil is not available when filling, 15W40
mentally-sensitive areas (SECA). Fuels with a high oil can be used instead in exceptional cases. In this
sulphur content may be used outside SECA zones. case, it makes no difference whether synthetic or
In this case, the BN number of the lubricating oil se- mineral-based oils are used.
lected must satisfy the requirements for operation
using fuel with a high-sulphur content. A lubricating The military specification for these oils is O-236.
oil with low BN number may only be selected if fuel
with a low-sulphur content is used exclusively dur- Lubricating oil additives
ing operation.
However, the results obtained in practise that dem- The use of other additives with the lubricating oil, or
onstrate the most efficient engine operation are the the mixing of different brands (oils by different man-
factor that ultimately decides which additive fraction ufacturers), is not permitted as this may impair the
is permitted. performance of the existing additives which have
been carefully harmonised with each another and
Cylinder lubricating oil also specifically tailored to the base oil.
In engines with separate cylinder lubrication, the Selection of lubricating oils / warranty
pistons and cylinder liners are supplied with lubri-
cating oil via a separate lubricating oil pump. The The majority of mineral oil companies are in close
quantity of lubricating oil is set at the factory ac- regular contact with engine manufacturers and can
cording to the quality of the fuel to be used and the therefore provide information on which oil in their
anticipated operating conditions. specific product range has been approved by the
engine manufacturer for the particular application.
Use a lubricating oil for the cylinder and lubricating Irrespective of the above, lubricating oil manufac-
circuit as specified above. turers are liable in any case for the quality and char-
acteristics of their products. If you have any ques-
tions, we will be happy to provide you with further
information.
11.01 - 3.3.6 (2011-01-04)

MAN Diesel & Turbo
B 12 15 0 Specification for lubricating oils (SAE40) for 1699890-3.4

heavy fuel oil operation (HFO) Page 4 (5)
L16/24, L21/31, L27/38,

V28/32S, L32/40
Oil during operation If the engine is operated provisionally with low-sul-
phur diesel fuel for more than 1000 h and is sub-
There are no prescribed oil change intervals for sequently operated once again with HFO, a lubri-
MAN Diesel & Turbo medium speed engines. The cating oil with a BN of 20 must be used. If the BN
oil properties must be regularly analysed. The oil 20 lubricating oil by the same manufacturer as the
can be used for as long as the oil properties remain lubricating oil used for HFO operation with higher
within the defined limit values (see table entitled BN (40 or 50), an oil change will not be required
"Limit values for used lubricating oil“). An oil sample when effecting the changeover. It will be sufficient
must be analysed every 1-3 months (see mainte- to use BN 20 oil when replenishing the used lubri-
nance schedule). The quality of the oil can only be cating oil.
maintained if it is cleaned using suitable equipment
(e.g. a separator or filter). If you wish to operate the engine with HFO once
again, it will be necessary to change over in good
Temporary operation with gas oil time to a lubricating oil with a higher BN (30 –
55). If the lubricating oil with higher BN is by the
Due to current and future emission regulations, same manufacturer as the BN 20 lubricating oil,
heavy fuel oil cannot be used in designated regions. the changeover can also be effected without an oil
Low-sulphur diesel fuel must be used in these re- change. In doing so, the lubricating oil with higher
gions instead. BN (30 – 55) must be used to replenish the used
lubricating oil roughly 2 weeks prior to resuming
If the engine is operated with low-sulphur diesel HFO operation.
fuel for less than 1000 h, a lubricating oil which is
suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
Limit value Procedure
Viscosity at 40 °C 110-220 mm2/s ISO 3104 or ASTM D 445
Base Number (BN) at least 50% of fresh oil ISO 3771
Flash Point (PM) at least 185 °C ISO 2719
Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744
nHeptan Insoluble max. 1.5% DIN 51592 or IP 316
depends on engine type and operating

Metal Content
conditions
Guide value only

Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 4 Limit values for used lubricating oil
11.01 - 3.3.6 (2011-01-04)

MAN Diesel & Turbo

L16/24, L21/31, L27/38,
V28/32S, L32/40
Tests Note!
No liability when using these oils
We can analyse heavy fuel oil for customers at our
laboratory. A 0.5 l sample is required for the test. MAN Diesel & Turbo does not assume liability for
problems that occur when using these oils.
Manufacturer Base Number [mg KOH/g]
20 30 40 50
AGIP  Cladium 300 Cladium 400 -
BP Energol ICHFX 204 Energol ICHFX 304 Energol ICHFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA - Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40

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

EXXMAR 30 TP 40 EXXMAR 40 TP 40
PETROBRAS Marbrax CCD420 Marbrax CCD430 Marbrax CCD440 -
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 -
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
TOTAL Lubmarine - Aurelia XL 4030 Aurelia XL 4040 Aurelia XL 4055

Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
Table 5 Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo fourstroke engines.
11.01 - 3.3.6 (2011-01-04)

MAN Diesel & Turbo
1699889-3.2 Specification for lubricating oil (SAE40) for operation B 12 15 0

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

values, particularly in terms of its resistance to age-
ing.
Properties/characteristics Unit Test method Limit values

Make-up   Ideally parafin based
Low temperature behaviour, still lowable °C ASTM D 2500  15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of MAN ageing oven
 
heating up to 135 °C *
ASTM D 4055 or
insoluble nheptane Weight % < 0.2
DIN 51592
Evaporation loss Weight %  <2
Precipitation of resins or asphalt-
MAN Diesel &
Spot test (ilter paper)  like ageing products must not be
Turbo test
identiiable.
Table 1 Base oils - target values
* Works' own method
10.45 - 3.3.5 (2010-11-08)

MAN Diesel & Turbo
B 12 15 0 Specification for Lubricating oil (SAE40) for operation 1699889-3.2

with gas oil, diesel oil (MGO/MDO) and biofuels Page 2 (5)
L16/24, L21/31, L27/38,

V28/32S, L32/40
Doped lubricating oils (HD-oils) Additional requirements
The base oil to which the additives have been add- The lubricating oil must not contain viscosity index
ed (doped lubricating oil) must have the following improver. Fresh oil must not contain water or other
properties: contaminants.
Additives Lubricating Oil Selection
The additives must be dissolved in the oil and their

Engine SAE Class
composition must ensure that as little ash as pos-
sible remains following combustion. 16/24, 21/31, 27/38, 28/32S, 32/40,
32/44, 40/54, 48/60, 58/64, 51/60DF 40
The ash must be soft. If this prerequisite is not met,

Table 2 Viscosity (SAE class) of lubricating oils
it is likely the rate of deposition in the combustion
chamber will be higher, particularly at the exhaust
valves and at the turbocharger inlet casing. Hard
additive ash promotes pitting of the valve seats and Doped oil quality
causes the valves to burn out, it also increases me-
chanical wear of the cylinder liners. We recommend doped lubricating oils (HD oils)
according to international specifications MIL-L
Additives must not increase the rate at which the 2104 or API-CD with a base number of BN 10 – 16
filter elements in the active or used condition are mgKOH/g. Military specification O-278 lubricating
blocked. oils can be used.
Washing ability The operating conditions of the engine and the

quality of the fuel determine which additive frac-
The washing ability must be high enough to prevent tions the lubricating oil contains. If marine diesel
the accumulation of tar and coke residue as a result oil with a sulphur content of up to 2.0 % by weight
of fuel combustion. according to ISO-F-DMC and coke residues of up
to 2.5 % by weight is used, you should choose a
Dispersibility base number of roughly 20. However, the operating
results that ensure the most efficient engine opera-
The selected dispersibility must be such that com- tion ultimately decide the additive content.
mercially-available lubricating oil cleaning systems
can remove harmful contaminants from the oil Cylinder lubricating oil
used, i.e. the oil must possess good filtering prop-
erties and separability. In engines with separate cylinder lubrication, the
pistons and cylinder liners are supplied with lubri-
Neutralisation capability cating oil via a separate lubricating oil pump. The
quantity of lubricating oil is set at the factory ac-
The neutralisation capability (ASTM D2896) must cording to the quality of the fuel to be used and the
be high enough to neutralise the acidic products anticipated operating conditions.
produced during combustion. The reaction time of
the additive must be harmonised with the process Use a lubricating oil for the cylinder and lubricating
in the combustion chamber. circuit as specified above.
Evaporation tendency
The evaporation tendency must be as low as pos-

sible as otherwise the oil consumption will be ad-
versely affected.
10.45 - 3.3.5 (2010-11-08)

MAN Diesel & Turbo

L16/24, L21/31, L27/38,
V28/32S, L32/40
Speed controller Oil during Operation
Multigrade oil 5W40 should ideally be used in me- There are no prescribed oil change intervals for
chanical-hydraulic controllers with a separate oil MAN medium speed engines. The oil properties
sump. If this oil is not available when filling, 15W40 must be regularly analysed. The oil can be used
oil can be used instead in exceptional cases. In this for as long as the oil properties remain within the
case, it makes no difference whether synthetic or defined limit values (see table entitled "Limit val-
mineral-based oils are used. ues for used lubricating oil“). An oil sample must
be analysed every 1-3 months (see maintenance
The military specification for these oils is O-236. schedule). The quality of the oil can only be main-
tained if it is cleaned using suitable equipment (e.g.
Experience with the L27/38 engine has shown that a separator or filter).
the operating temperature of the Woodward con-
troller OG10MAS and corresponding actuator for Temporary operation with gas oil
UG 723+ can be higher than 93 °C. In these cases
we recommend using a synthetic oil such as Cas- Due to current and future emission regulations,
trol Alphasyn HG150. Engines supplied after March heavy fuel oil cannot be used in designated regions.
2005 are already filled with this oil. Low-sulphur diesel fuel must be used in these re-
gions instead.
Lubricating oil additives
If the engine is operated with low-sulphur diesel
The use of other additives with the lubricating oil, or fuel for less than 1000 h, a lubricating oil which is
the mixing of different brands (oils by different man- suitable for HFO operation (BN 30 – 55 mg KOH/g)
ufacturers), is not permitted as this may impair the can be used during this period.
performance of the existing additives which have
been carefully harmonised with each another and If the engine is operated provisionally with low-sul-
also specifically tailored to the base oil. phur diesel fuel for more than 1000 h and is sub-
sequently operated once again with HFO, a lubri-
Selection of lubricating oils / warranty cating oil with a BN of 20 must be used. If the BN
20 lubricating oil by the same manufacturer as the
The majority of mineral oil companies are in close lubricating oil used for HFO operation with higher
regular contact with engine manufacturers and can BN (40 or 50), an oil change will not be required
therefore provide information on which oil in their when effecting the changeover. It will be sufficient
specific product range has been approved by the to use BN 20 oil when replenishing the used lubri-
engine manufacturer for the particular application. cating oil.
Irrespective of the above, lubricating oil manufac-
turers are liable in any case for the quality and char- If you wish to operate the engine with HFO once
acteristics of their products. If you have any ques- again, it will be necessary to change over in good
tions, we will be happy to provide you with further time to a lubricating oil with a higher BN (30 – 55).
information. If the lubricating oil with higher BN is by the same
manufacturer as the BN20 lubricating oil, the
changeover can also be effected without an oil
change. In doing so, the lubricating oil with higher
BN (30 – 55) must be used to replenish the used
lubricating oil roughly 2 weeks prior to resuming
HFO operation.
10.45 - 3.3.5 (2010-11-08)

MAN Diesel & Turbo
B 12 15 0 Specification for Lubricating oil (SAE40) for operation 1699889-3.2

with gas oil, diesel oil (MGO/MDO) and biofuels Page 4 (5)
L16/24, L21/31, L27/38,

V28/32S, L32/40
Tests Approved lubricating oils SAE 40
Base Number
We can analyse heavy fuel oil for customers at our Manufacturer
10161) [mgKOH/g]
laboratory. A 0.5 l sample is required for the test.
Cladium 120  SAE 40
AGIP
Danger! Sigma S SAE 40 2)
BP Energol DS 3154
Improper handling of fuels Castrol MLC 40
CASTROL Castrol MHP 154
If fuels are improperly handled, this can pose a Seamax Extra 40
danger to health, safety and the environment. The Taro 12 XD 40
relevant safety information by the fuel supplier must CHEVRON
Delo 1000 Marine SAE 40
(Texaco, Caltex)
be observed. Delo SHP40
Exxmar 12 TP 40
Note! Mobilgard 412 / MG 1SHC
EXXON MOBIL
Mobilgard ADL 40 2)
No liability assumed if these oils are used Delvac 1640
PETROBRAS Marbrax CCD410
MAN Diesel & Turbo will not assume liability for any
Q8 Mozart DP40
problems associated with using these oils.
REPSOL Neptuno NT 1540
Gadinia 40
Gadinia AL40
SHELL
Sirius FB40 2)
Sirius/Rimula X40 2)
MarWay 1540
STATOIL
MarWay 1040
TOTAL Lubmarine Disola M4015
Table 3 Lubricating oils (SAE40) which have been ap-
proved for the use in MAN four-stroke engines running on gas
oil and Diesel oil
1)
If marine diesel oil with a low quality (ISO-F-DMC) is used,
a base number (BN) of roughly 20 should be used.
2)
with a sulphur content of less than 1%
10.45 - 3.3.5 (2010-11-08)

MAN Diesel & Turbo

L16/24, L21/31, L27/38,
V28/32S, L32/40
Limit value Procedure
2
Viscosity at 40 °C 110-220 mm /s ISO 3104 or ASTM D445
Base Number (BN) at least 50% of fresh oil ISO 3771
Flash Point (PM) at least 185 °C ISO 2719
Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744
nHeptan Insoluble max. 1.5% DIN 51592 or IP 316
depends on engine type and operating
Metal Content
conditions
Guide value only
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with biofuels:
max 12% FT-IR
biofuel fraction
Table 4 Limit values for used lubricating oil
10.45 - 3.3.5 (2010-11-08)

MAN B&W Diesel
1607584-6.9
Page 1 (1) Specific Lubricating Oil Consumption - SLOC B 12 15 0
General
Engine type RPM SLOC [g/kWh]
L16/24 1000/1200 0.4 - 0.8
L21/31 900/1000 0.4 - 0.8
L23/30H 720/750/900 0.6 - 1.0
L27/38 720/750 0.4 - 0.8
L28/32H 720/750 0.6 - 1.0
V28/32H 720/750 0.6 - 1.0
V28/32S 720/750 0.4 - 0.8
L32/40 720/750 0.8 - 1.0
Please note that only maximum continuous rating The engine maximum continuous design rating (PMCR)
(PMCR (kW)) should be used in order to evaluate the must always be used in order to be able to compare
SLOC, see the description 504.07. the individual measurements, and the running hours
since the last lubricating oil adding must be used in
Please note, during engine running-in the SLOC the calculation. Due to inaccuracy *) at adding
may exceed the values stated. lubricating oil, the SLOC can only be evaluated after
1,000 running hours or more, where only the average
The following formula is used to calculate the SLOC: values of a number of lubricating oil addings are
representative.
SLOC [g/kWh] =
Note *)
(lubricating oil added [dm3]) * ρlubricating oil [kg/m3] A deviation of ± 1 mm with the dipstick measurement
run.hrs period * PMCR [kW] must be expected, witch corresponds uptill ± 0.1
g/kWh, depending on the engine type.
The lubricating oil density, ρ @ 15°C must be known
08028-0D/H5250/94.08.12
in order to convert ρ to the present lubricating oil

temperature in the base frame. The following formula
is used to calculate ρ:
ρlubricating oil [kg/m3] =
ρlubricating oil @15°C [kg/m3] – 0,64 * (tlubricating oil [°C] – 15)
05.49
MAN Diesel
1643494-3.7
Page 1 (2) Treatment of Lubricating Oil B 12 15 0
General
Operation on Marine Diesel Oil (MDO) Q = required flow (l/h)

P = engine output (kW).
At engine operation on MDO we recommend to install t = actual effective separator operating time
a build on centrifugal by-pass filter as an addition- per day (hour)
ally filter to the build on full flow depth filter and the n = number of turnovers per day of the
lubricating oil separator. theoretical oil volume corresponding to
1.36 l/kW or 1 l/HP.
Operation on Heavy Fuel Oil (HFO) The following values for "n" are recommended:
HFO operating engines requires effective lubricating n = 5 for HFO operating (residual)
oil cleaning. In order to secure a safe operation it is n = 4 for MDO operating
necessary to use a supplement cleaning equipment n = 3 for distillate fuel
together with the built on full flow depth filter. For
this purpose a centifugal unit, a decanter unit or an Example: for 1000 kW engine operating on HFO,
automatic by-pass filter can be used. self-cleaning separator with a daily effective separat-
ing period of 23 hours:
Continuous lubricating oil cleaning during engine
operation is necessary. Q = 1000 x 1.36 x 5 = 295 l/h
23
The centrifugal unit, decanter unit and the automatic
by-pass filter capacity to be adjusted according to
makers resommendations. Separator Installation
The capacity is evaluated below. It is recommended to carry out continuous lubricating

oil cleaning during engine operation at a lubricating
oil temperature between 95°C till 98°C at entering
Cleaning Capacity the separator.
Normally, it is recommended to use a self-cleaning With multi-engine plants, one separator per engine in
filtration unit in order to optimize the cleaning period operation is recommended, but if only one separator
and thus also optimize the size of the filtration unit. is in operation, the following lay-outs can be used.
Separators for manual cleaning can be used when A common separator can be installed, possibly with
the reduced effective cleaning time is taken into con- one in reserve for operation of all engines through
sideration by dimensioning the separator capacity. a pipe system, which can be carried out in various
ways. Fig. 1 and 2 show a principle lay-out for a single
plant and a multi-plant.
The required Flow
08028-0D/H5250/94.08.12
In order to evaluate the required lubricating oil flow

through the separator, the separator suppliers rec-
ommendation should be followed.
As a guidance, the following formula should form the

basis for choosing the required flow for the separa-
tor capacity: Engine To/from separator
Q = P x 1.36 x n
t
Fig 1 Principle lay-out for direct separating on a single plant.
07.32
MAN Diesel
1643494-3.7
B 12 15 0 Treatment of Lubricating Oil Page 2 (2)
General
Eng. No 1 5° slope
Oil level in
base frame
Venting
hole
Eng. No 2
To/from lubricating
oil separator Separator
unit
Eng. No 3 Overflow
tank
Fig 2 Principle lay-out for direct separating on a multi plant. Fig 3 Principle lay-out for overflow system.
The aim is to ensure that the separator is only con- Overflow System
nected with one engine at a time. This to ensure
that there is no suction and discharging from one As an alternative to the direct separating an overflow
engine to another. system can be used (see fig. 3).
NB! Min. 5° slope at the drain pipe.
To provide the above-mentioned it is recommended
that inlet and outlet valves are connected, so that
they can only be changed-over simultaneously. By-pass Centrifugal Filter
With only one engine in operation there are no prob- The Holeby GenSets can be delivered with built-on
lems with separating, but if several engines are in by-pass centrifugal filters.
operation for some time it is recommended to split
up the time so that there is separation on all engines,
which are operating in turns. By-pass Depth Filter
The capacity of the separator has to correspond When dimensioning the by-pass depth filter the sup-
with the separating of oil on the single engine n plier’s recommendations are to be followed.
08028-0D/H5250/94.08.12
times during the available time, every 24 hours.

(see page 1)
07.32
MAN Diesel & Turbo
1609533-1.7
Page 1 (2) Criteria for Cleaning/Exchange of Lubricating Oil B 12 15 0
General
Replacement of Lubricating Oil Unit : cSt (mm2/s)
The expected lubricating oil lifetime in operation is Possible test

difficult to determine. The lubricating oil lifetime is methods : ASTM D-445, DIN 51562/53018,
depending on the fuel oil quality, the lubricating oil ISO 3104
quality, the lubricating oil consumption, the lubricating
oil cleaning equipment efficiency and the engine Increasing viscosity indicates problems with inso-
operational conditions. lubles, HFO contamination, water contamination,
oxidation, nitration and low load operation. Decrea-
In order to evaluate the lubricating oil condition a sing viscosity is generally due to dilution with lighter
sample should be drawn on regular basis at least viscosity oil.
once every three month or depending on the latest
analysis result. The lubricating oil sample must be
drawn before the filter at engine in operation. The 2. Flash Point
sample bottle must be clean and dry, supplied with
sufficient indentification and should be closed im- Min. value : 185° C
mediately after filling. The lubricating oil sample
must be examined in an approved laboratory or in Possible test
the lubricating oil suppliers own laboratory. method : ASTM D-92, ISO 2719
A lubricating oil replacement or an extensive lubri- Normally used to indicate fuel dilution.
cating oil cleaning is required when the MAN Diesel
exchange criteria's have been reached.
3. Water Content
Evaluation of the Lubricating Oil Condition Max. value : 0.2 %
Based on the analysis results, the following guidance Unit : Weight %

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

value value value 4. Base Number (BN)
SAE 30 [cSt@40° C] 95 - 125 75 160
Min. value : The BN value should not be lower
SAE 30 [cSt@100° C] 11 - 13 9 15 than 50% of fresh lubricating oil
value, but minimum BN level never
SAE 40 [cSt@40° C] 135 - 165 100 220 to be lower than 10-12 at operat-
ing on HFO!
SAE 40 [cSt@100° C] 13.5 - 15.0 11 19
Unit : mg KOH/g
Possible test
method : ASTM D-2896, ISO 3771
07.11
MAN Diesel & Turbo
1609533-1.7
B 12 15 0 Criteria for Cleaning/Exchange of Lubricating Oil Page 2 (2)
General
The neutralization capacity must secure that the acidic Unit : Weight %
combustion products, mainly sulphur originate from
the fuel oil, are neutralized at the lube oil consumption Possible test
level for the specific engine type. Gradually the BN method : ASTM D-893 procedure B in n-
will be reduced, but should reach an equilibrium. Heptane, DIN 51592
Additionally
5. Total Acid Number (TAN) test : If the level in n-Heptane insolubles
is considered high for the type of
Max. value : 3.0 acc. to fresh oil value oil and application, the test could
be followed by a supplementary
Unit : mg KOH/g determination in Toluene.
Possible test Total insolubles is maily derived from products of

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

6. Insolubles Content
Iron Depend upon max. 50 ppm
Max. value : 1.5 % generally, depending upon Chromium engine type and max. 10 ppm
Copper operating condi- max. 15 ppm
actual dispersant value and the Lead tions max. 20 ppm
increase in viscosity. Tin max. 10 ppm
Aluminium max. 20 ppm
Silicon max. 20 ppm
07.11
Cooling Water System
B 13
MAN Diesel & Turbo
1699896-4.1
Page 1 (8)
Specification for Engine Cooling Water B 13 00 0
General
Preliminary remarks Testing equipment
As is also the case with the fuel and lubricating oil, The MAN Diesel water testing equipment incorpo-
the engine cooling water must be carefully select- rates devices that determine the water properties
ed, handled and checked. If this is not the case, referred to above in a straightforward manner. The
corrosion, erosion and cavitation may occur at manufacturers of rust inhibitors also supply user-
the walls of the cooling system and deposits may friendly testing equipment. For information on mo-
form. Deposits obstruct the transfer of heat and can nitoring cooling water, refer to "Cooling Water In-
cause thermal overloading of the cooled parts. The specting".
system must be treated with rust inhibitor before
bringing it into operation for the first time. The con-
centrations prescribed by the engine manufacturer Additional information
must always be observed during subsequent ope-
ration. The above especially applies if a chemical Distilate
additive is added.
If distilled water (from a fresh water generator, for
example) or fully desalinated water (from ion ex-
Requirements change or reverse osmosis) is available, this should
ideally be used as the engine cooling water. These
Limit values waters are free of lime and salts which means that
deposits that could interfere with the transfer of heat
The properties of the untreated cooling water must to the cooling water, and therefore also reduce the
correspond to the following limit values: cooling effect, cannot form. However, these waters
are more corrosive than normal hard water as the
thin film of lime scale that would otherwise provide
Properties/ temporary corrosion protection does not form on
Properties Unit
Characteristic the walls. This is why distilled water must be hand-
Distillate or freshwater, free led particularly carefully and the concentration of
of foreign matter. the additive must be regularly checked.
The following are
Water type prohibited: Seawater, – Hardness
brackwater, river water,
brines, industrial waste
The total hardness of the water is the combined
water and rainwater
effect of the temporary and permanent hardness.
Total hardness max. 10 °dH* The proportion of calcium and magnesium salts
pH-value 6,5 - 8 – is of overriding importance. The temporary hard-
ness is determined by the carbonate content of
Chloride ion
Max. 50 mg/l** the calcium and magnesium salts. The permanent
content
hardness is determined by the amount of remain-
Table 1 Cooling water - properties to be observed
ing calcium and magnesium salts (sulphates). The
temporary (carbonate) hardness is the critical fac-
*) 1°dH (German hardness) tor that determines the extent of limescale deposits
in the cooling system.
≙ 10 mg CaO in 1 litre of water
Water with a total hardness of > 10°dGH must be
≙ 17.9 mg CaCO3/l
mixed with distilled water or softened. Subsequent
≙ 0.357 mval/l hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are
≙ 0.179 mmol/l used.
**) 1 mg/l ≙ 1 ppm
10.45 - 3.3.7 (2010-11-08)

MAN Diesel & Turbo
1699896-4.1
B 13 00 0 Specification for Engine Cooling Water Page 2 (8)
General
Damage in the cooling water system Protective films can be formed by treating the cool-
ing water with a chemical or an emulsifiable slush-
Corrosion ing oil.
Corrosion is an electrochemical process that can Emulsifiable slushing oils are used less and less
generally be avoided by selecting the correct water frequently as their use has been considerably re-
quality and by carefully handling the water in the stricted by environmental protection regulations
engine cooling system. and also because are rarely available from suppli-
ers for this and other reasons.
Flow cavitation
Treatment prior to initial commissioning of engine
Flow cavitation can occur in areas in which high
flow velocities and high turbulence is present. If the Treatment with a rust inhibitor should be carried out
steam pressure is reached, steam bubbles form before the engine is brought into operation for the
and subsequently collapse in high pressure zones first time to prevent irreparable initial damage.
which causes the destruction of materials in con-
stricted areas. Caution!
Treatment of the cooling water
Erosion The engine must not be brought into operation
without treating the cooling water first.
Erosion is a mechanical process accompanied by
material abrasion and the destruction of protective
films by solids that have been drawn in, particularly Additives for cooling water
in areas with high flow velocities or strong turbu-
lence. Only the additives approved by MAN Diesel and
listed in the tables under the section entitled "Ap-
Stress corrosion cracking proved cooling water additives“ may be used.
Stress corrosion cracking is a failure mechanism Required approval

that occurs as a result of simultaneous dynamic
and corrosive stress. This can lead to cracking and A cooling water additive can only be approved if
rapid crack propagation in water-cooled, mecha- it has been tested and approved according to the
nically-loaded components if the cooling water has current regulations of the research association
not been treated correctly. for combustion engines in Germany (FVV = For-
schungsvereinigung für Verbrennungskraftma-
schinen) entitled "Testing the suitability of cooling
Processing of engine cooling water water additives for cooling liquids in internal com-
bustion engines". The test report must be obtain-
Formation of a protective film able on request. The relevant tests can be carried
out on request in Germany at the staatliche Ma-
The purpose of treating the engine cooling water terialprüfanstalt (Federal Institute for Materials Re-
using rust inhibitors is to produce a continuous search and Testing), Abteilung Oberflächentechnik
protective film on the walls of cooling surfaces and (Surface Technology Division), Grafenstraße 2 in
therefore prevent the damage referred to above. In D-64283 Darmstadt.
order for a rust inhibitor to be 100 % effective, it is
extremely important that untreated water satisfies Once the cooling water additive has been tested by
our requirements. the FVV, the engine must be tested in the second
step before the final approval is granted.
10.45 - 3.3.7 (2010-11-08)

MAN Diesel & Turbo
1699896-4.1
Page 3 (8)
General
Only in closed circuits be added if the concentration of the anti-freeze

solution prescribed by the user for a specific ap-
Additives may only be used in closed circuits where plication does not provide an appropriate level
no significant consumption occurs, apart from leak- of corrosion protection, or if the concentration
age or evaporation losses. of anti-freeze solution used is lower due to less
stringent frost protection requirements and does
•฀฀Chemical฀additives not provide an appropriate level of corrosion pro-
Sodium nitrite and sodium borate based additives tection. For information on the compatibility of the
etc. have a proven track record. Galvanised iron anti-freeze solution with the rust inhibitor and the
pipes or zinc sacrificial anodes must not be used required concentrations, contact the manufac-
in cooling systems. This corrosion protection is turer. The chemical additives listed in the table
not required due to the prescribed cooling water entitled "Chemical additives containing nitrite"
treatment and electrochemical potential reversal are known to be compatible with ethylene-glycol
can occur due to the cooling water temperatures based anti-freeze solutions. Anti-freeze solutions
which are normally present in engines nowadays. may only be mixed with one another with the con-
If necessary, the pipes must be deplated. sent of the manufacturer, even if these solutions
have the same composition.
•฀฀Slushing฀oil
This additive is an emulsifiable mineral oil with Before an anti-freeze agent is used, the cooling
added slushing ingredients. A thin film of oil forms system must be thoroughly cleaned.
on the walls of the cooling system. This prevents
corrosion without interfering with the transfer of If the cooling water contains an emulsifiable
heat and also prevents limescale deposits on the slushing oil, anti-freeze solution must not be add-
walls of the cooling system. ed as otherwise the emulsion would break up and
oil sludge would form in the cooling system.
The significance of emulsifiable slushing oils is
fading. Oil-based emulsions are rarely used now- Observe the applicable environmental protection
adays for environmental protection reasons and regulations when disposing of cooling water con-
also because stability problems are known to oc- taining additives. For more information, consult
cur in emulsions. the supplier of the additive.
•฀฀Anti-freeze฀agents •฀฀Biocides
If temperatures below the freezing point of water If you cannot avoid using a biocide because the
in the engine cannot be excluded, an anti-freeze cooling water has been contaminated by bacte-
solution that also prevents corrosion must be ria, observe the following steps:
added to the cooling system or corresponding
parts. Otherwise the entire system must be heat- •฀ You฀must฀ensure฀that฀the฀biocide฀to฀be฀used฀is฀
ed. (Military specification: Sy-7025). suitable for the specific application.
Sufficient corrosion protection can be provided •฀ The฀biocide฀must฀be฀compatible฀with฀the฀seal-

by adding the products listed in the table entit- ing materials used in the cooling water system
led "anti-freeze agents with slushing properties" and must not react with these.
while observing the prescribed concentration.
This concentration prevents freezing at tempera- •฀ The฀ biocide฀ and฀ its฀ decomposition฀ products฀
tures down to -22 °C. However, the quantity of must not contain corrosion-promoting compo-
anti-freeze agent actually required always de- nents. Biocides whose decomposition products
pends on the lowest temperatures that are to be contain chloride or sulphate ions are not permit-
expected at the place of use. ted.
Anti-freeze solutions are generally ethylene gly- •฀ Biocides฀ that฀ cause฀ foaming฀ of฀ the฀ cooling฀
col-based. A suitable chemical rust inhibitor must water are not permitted.
10.45 - 3.3.7 (2010-11-08)

MAN Diesel & Turbo
1699896-4.1
General
Prerequisite for effective use of a rust inhibitor Excessively low concentrations can promote cor-
rosion and must be avoided. If the concentration is
Clean cooling system slightly above the recommended concentration this
will not result in damage. Concentrations which are
As contamination significantly reduces the effec- more than twice the recommended concentration
tiveness of the additive, the tanks, pipes, coolers should be avoided.
and other parts outside the engine must be free of
rust and other deposits before the engine is started A cooling water sample must be sent to an inde-
up for the first time and after repairs are carried out pendent laboratory or the engine manufacturer
on the pipe system. The entire system must there- every 2 – 6 months for comprehensive analysis.
fore be cleaned with the engine switched off using
a suitable cleaning agent. Emulsifiable rust inhibitors must generally be re-
placed after roughly 12 months according to the
Loose solid matter in particular must be removed supplier's instructions. When carrying this out, the
by flushing the system thoroughly as otherwise ero- entire cooling system must be flushed and, if nec-
sion may occur in locations where the flow velocity essary, cleaned. Once filled in the system the fresh
is high. water must be treated immediately.
The cleaning agents must not corrode the seals and If chemical additives or anti-freeze agents are used,
materials of the cooling system. In most cases, the the cooling water should be replaced after 3 years
supplier of the cooling water additive will be able to at the latest.
carry out this work and, if this is not possible, will
at least be able to provide suitable products to do If there is a high concentration of solids (rust) in the
this. If this work is carried out by the engine opera- system, the water must be completely replaced and
tor, he should use the services of a specialist sup- entire system carefully cleaned.
plier of cleaning agents. The cooling system must
be flushed thoroughly following cleaning. Once this Deposits in the cooling system may be caused by
has been done, the engine cooling water must be fluids that enter the cooling water, or the break up
treated immediately with a rust inhibitor. Once the of emulsion, corrosion in the system and limescale
engine has been brought back into operation, the deposits if the water is very hard. If the concentra-
cleaned system must be checked for leakages. tion of chloride ions has increased, this generally
indicates that seawater has entered the system.
•฀฀Regular฀ checks฀ of฀ the฀ cooling฀ water฀ condition฀ The maximum specified concentration of 50 mg
and cooling water system chloride ions per kg must not be exceeded as oth-
Treated cooling water may become contaminated erwise the risk of corrosion is too high. If exhaust
when the engine is in operation which causes the gas enters the cooling water this can lead to a sud-
additive to loose some of its effectiveness. It is den drop in the pH value or to an increase in the
therefore advisable to regularly check the cooling sulphate content.
system and the condition of the cooling water.
Water losses must be compensated for by filling
The additive concentration must be checked at with untreated water that meets the quality require-
least once a week using the test kits specified ments specified. The concentration of the rust in-
by the manufacturer. The results must be docu- hibitor must subsequently be checked and adjusted
mented. if necessary.
Notice! Subsequent checks of the cooling water are espe-

Concentrations of chemical additives cially required if the cooling water had to be drained
The chemical additive concentrations must not fall off in order to carry out repairs or maintenance.
below the minimum concentrations specified in the
table entitled "Chemical additives containing ni-
trite".
10.45 - 3.3.7 (2010-11-08)

MAN Diesel & Turbo
1699896-4.1
Page 5 (8)
General
Protective measures Auxiiliary engines
Rust inhibitors contain chemical compounds that If a marine engine of type 16/24, 21/31, 23/30H,
can pose a risk to health or the environment if in- 27/38 or 28/32H uses the same cooling water sys-
correctly used. Comply with the directions in the tem as a MAN Diesel two-stroke main engine, the
manufacturer's material safety data sheets. recommendations for the cooling water of the main
engine must be observed.
Avoid prolonged direct contact with the skin. Wash
hands thoroughly after use. If larger quantities
spray and/or soak into clothing, remove and wash Analysis
clothing before wearing it again.
We analyse cooling water for our customers in our
If chemicals come into contact with your eyes, rinse chemical laboratory. A 0.5 l sample is required for
immediately with plenty of water and seek medical the test.
advice.
Rust inhibitors are generally harmful to the water

cycle. Observe the relevant statutory requirements
for disposal.
10.45 - 3.3.7 (2010-11-08)

MAN Diesel & Turbo
1699896-4.1
General
Approved cooling water additives
Chemical additives containing nitrite
Minimum concentration ppm

Initial
Manufacturer Product designation dosing for Nitrite Na-nitrite
1000 litres Product
(NO2) (NaNO2)
Drew Marine
One Drew Plaza
Liquidewt 15 l 15,000 700 1,050
Boonton
Maxigard 40 l 40,000 1,330 2,000
New Jersey 07005
USA
Wilhelmsen (Unitor)
KJEMI-Service A.S.
Rocor NB Liquid 21.5 l 21,500 2,400 3,600
P.O. Box 49
Dieselguard 4.8kg 4,800 2,400 3,600
3140 Borgheim
Norway
Nalfleet Marine
Chemicals Nalfleet EWT Liq (9-108) 3l 3,000 1,000 1,500
P.O. Box 11 Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Northwich Nalcool 2000 30 l 30,000 1,000 1,500
Cheshire CW8DX, UK
Maritech AB
P.O. Box 143
Marisol CW 12 l 12,000 2,000 3,000
29122 Kristianstad
Sweden
Uniservice
Via al Santurio di N.S. N.C.L.T. 12 l 12,000 2,000 3,000
della Guardia 58/A Colorcooling 24 l 24,000 2,000 3,000
16162 Genova, Italy
Marichem - Marigases
D.C.W.T -
64 Sfaktirias Street 48 l 48,000 2,400 –
Non-Chromate
18545 Piraeus, Greece
Vecom
Schlenzigstrasse 7
Cool treat N.C.L.T. 16 l 16,000 4,000 6,000
21107 Hamburg
Germany
Table 2 Chemical additives containing nitrite
10.45 - 3.3.7 (2010-11-08)

MAN Diesel & Turbo
1699896-4.1
Page 7 (8)
General
Additives (chemical additives) - nitrite free
Initial dosing
Manufacturer Product designation Minimum concentration
for 1000 litres
Arteco
Technologiepark
Havoline
Zwinaarde 2 75 l 7.5 %
XLI
B-9052 Gent
Belgium
Total Lubricants
WT Supra 75 l 7.5 %
Paris, France
Table 3 Chemical additives - nitrite free
Emulsifiable slushing oils
Manufacturer Product (designation)
BP Marine
Breakspear Way Diatsol M
Hemel Hempstead Fedaro M
Herts HP2 UL, UK
Castrol Int.
Pipers Way Solvex WT 3
Swindon SN3 1RE, UK
Deutsche Shell AG
Überseering 35 Oil 9156
22284 Hamburg, Germany
Table 4 Emulsifiable slushing oils
10.45 - 3.3.7 (2010-11-08)

MAN Diesel & Turbo
1699896-4.1
General
Anti-freeze solutions with slushing properties
Minimum
Manufacturer Product designation
concentration
BASF
Glysantin G48
Carl-Bosch-Str.
Glysantin 9313
67063 Ludwigshafen,
Glysantin G 05
Rhein, Germany
Castrol Int.
Pipers Way Antifreeze NF,SF
Swindon SN3 1RE, UK
BP, Brittanic Tower,

Moor Lane, Antifrost X 2270A
London EC2Y 9B, UK
35 %
Deutsche Shell AG
Überseering 35 Glycoshell
Höchst AG, Werk Gendorf Genatin extra

84508 Burgkirchen, Germany (8021 S)
Mobil Oil AG
Steinstraße 5 Antifreeze agent 500
Arteco, Technologiepark,
Zwijnaarde 2, Havoline XLC
B-9052 Gent, Belgium
50 %
Total Lubricants Glacelf Auto Supra

Paris, France Total Organifreeze
Table 5 Anti-freeze agents with slushing properties
10.45 - 3.3.7 (2010-11-08)

MAN Diesel
1699897-6.1
Page 1 (2)
Cooling Water Inspecting B 13 00 0
General
Summary Tools/equipment required
Acquire and check typical values of the service me- Equipment for checking the fresh water quality
dia to prevent or limit damage.
The following equipment can be used:
The fresh water used to fill the cooling water cir-
cuits must satisfy the specifications. The cooling •฀฀MAN฀Diesel฀water฀testing฀kit฀or฀a฀similar฀testing฀
water in the system must be checked regularly in kit containing all the instruments and chemicals re-
accordance with the maintenance schedule. quired to determine the water hardness, pH value
and฀chlorine฀content฀(obtainable฀from฀MAN฀Diesel฀
The following work/steps is/are necessary: or฀Mar-Tec฀Marine,฀Hamburg)
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the Equipment for testing the concentration of additives
concentration of the rust inhibitor.
When using chemical additives:
•฀฀Testing฀ equipment฀ in฀ accordance฀ with฀ the฀ sup-

plier's recommendations.
Testing kits from the supplier also include equip-
ment that can be used to determine the fresh water
quality.
Testing the typical values of water
Abbreviated specification
Water for filling and refilling

Typical value/property Circulating water (with additive)
(without additive)
Water type Fresh water, free of foreign matter Treated cooling water
Total hardness ≤ 10 °dGH 1) ≤ 10 °dGH 1)
pH-value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)
Table 1: Quality specifications for cooling water (abbreviated version)
1)
dGH = German hardness:
1°dGH = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1 mg/l = 1 ppm
10.12 - 000.07 (2010-02-25)

MAN Diesel
1699897-6.1
B 13 00 0 Cooling Water Inspecting Page 2 (2)
General
Testing the concentration of rust inhibitors
Abbreviated specification
Slushing oil Concentration
Chemical additives according to "Quality of Engine Cooling Water"
Anti-freeze according to "Quality of Engine Cooling Water"
Table 2: Concentration of the cooling water additive
Testing the concentration of chemical additives Testing the concentration of anti-freeze
The concentration should be tested every week, The concentration must be checked in accordance
and/or according to the maintenance schedule, us- with the manufacturer's instructions or the test can
ing the testing instruments, reagents and instruc- be outsourced to a suitable laboratory. If in doubt
tions of the relevant supplier . you฀should฀consult฀MAN฀Diesel.
Chemical฀ slushing฀ oils฀ can฀ only฀ provide฀ effective฀ Testing

protection if the right concentration is precisely
maintained. This is why the concentrations recom- We test cooling water for customers in our labora-
mended฀ by฀ MAN฀ Diesel฀ (quality฀ speciications)฀ tory. To carry out the test we will need a representa-
must be observed in every case. These recom- tive sample of roughly 0.5 l.
mended concentrations may not be the same as
those specified by the manufacturer.
10.12 - 000.07 (2010-02-25)

MAN Diesel
1699898-8.1
Page 1 (3)
Cooling Water System, Cleaning B 13 00 0
General
Summary This work should ideally be carried out by a spe-

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

Manufacturer Product Concentration
temperature
Drew HDE - 777 4-5% 4 hrs at 50 - 60 °C
Nalfleet MaxiClean 2 2-5% 4 hrs at 60 °C
Unitor Aquabreak 0.05 - 0.5 % 4 hrs at ambient temperature
Ultrasonic
Vecom 4% 12 hrs at 50 - 60 °C
Multi Cleaner
Table 1 Cleaning agents for removing oil sludge
10.13 - 000.08 (2010-02-25)

MAN Diesel
1699898-8.1
B 13 00 0 Cooling Water System, Cleaning Page 2 (3)
General
Lime and rust deposits which tends to gather in areas where the flow ve-
locity is low.
Lime and rust deposits can form if the water is es-
pecially hard or if the slushing oil concentration is Products that remove limescale deposits are ge-
too low. A thin lime scale layer can be left on the nerally suitable for removing rust. Suitable cleaning
surface as experience has shown that this pro- agents are listed alphabetically in the table entitled
tects against corrosion. If however, the thickness of "Cleaning agents for removing lime scale and rust
limescale deposits exceeds 0.5 mm, this can ob- deposits". Products by other manufacturers can be
struct the transfer of heat and cause thermal over- used providing they have similar properties. The
loading of the components being cooled. manufacturer's instructions for use must be strict-
ly observed. Prior to cleaning, check whether the
Rust that has been flushed out may have an abra- cleaning agent is suitable for the materials to be
sive effect on other parts of the system, such as the cleaned. The products listed in the table entitled
sealing elements of the water pumps. Together with "Cleaning agents for removing lime scale and rust
the elements that are responsible for water hard- deposits" are also suitable for stainless steel.
ness, this forms what is known as ferrous sludge
Duration of cleaning procedure /

Manufacturer Product Concentration
temperature
SAF-Acid 5 - 10 % 4 hrs at 60-70 °C

Drew Descale-IT 5 - 10 % 4 hrs at 60 - 70 °C
Ferroclean 10% 4 - 24 hrs at 60 - 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 hrs at 60 - 75 °C
Unitor Descalex 5 - 10 % 4 - 6 hrs at approx. 60 °C
Vecom Descalant F 3 - 10 % approx. 4 hrs at 50 - 60 °C
Table 2 Cleaning agents for removing limescale and rust deposits
In emergencies only treated with deactivated aminosulfonic acid. This

acid should be added to water in a concentration
Hydrochloric acid diluted in water or aminosulfo- of 3 - 5 %. The temperature of the solution should
nic acid may only be used in exceptional cases if be 40 - 50 °C.
a special cleaning agent that removes limescale
deposits without causing problems is not available. •฀ Diluted฀ hydrochloric฀ acid฀ may฀ only฀ be฀ used฀ to฀
Observe the following during application: clean steel pipes. If hydrochloric acid is used as
the cleaning agent, there is always a danger that
•฀ Stainless฀ steel฀ heat฀ exchangers฀ must฀ never฀ be฀ acid will remain in the system, even once the
treated using diluted hydrochloric acid. system has been neutralised and flushed. This
residual acid promotes pitting. We therefore re-
•฀ Cooling systems containing non-ferrous metals commend you have the cleaning carried out by a
(aluminium, red bronze, brass, etc.) must be specialist.
10.13 - 000.08 (2010-02-25)

MAN Diesel
1699898-8.1
Page 3 (3)
Cooling Water System, Cleaning B 13 00 0
General
The carbon dioxide bubbles that form when lime- Caution!

scale deposits are dissolved can prevent the clean- Only carry out the cleaning operation once the
ing agent from reaching boiler scale. It is therefore engine has cooled down
absolutely necessary to circulate the water with the Only start the cleaning operation once the engine
cleaning agent to flush away the gas bubbles and has cooled down. Hot engine components must not
allow them to escape. The length of the cleaning come into contact with cold water. Open the vent-
process depends on the thickness and composition ing pipes before refilling the cooling water system.
of the deposits. Values are provided for orientation Blocked venting pipes prevent air from escaping
in the table entitled "Detergents for removing lime which can lead to thermal overloading of the en-
scale and rust deposits“. gine.
Following cleaning Caution!

Cleaning products can cause damage
The cooling system must be flushed several times The products to be used can endanger health and
once it has been cleaned using cleaning agents. may be harmful to the environment.
Replace the water during this process. If acids are Follow the manufacturer's handling instructions
used to carry out the cleaning, neutralise the cool- without fail.
ing system afterwards with suitable chemicals then
flush. The system can then be refilled with water
that has been prepared accordingly. The applicable regulations governing the disposal
of cleaning agents or acids must be observed.
10.13 - 000.08 (2010-02-25)

MAN Diesel
1643496-7.5
Page 1 (1) Internal Cooling Water System B 13 00 0
General
Internal Cooling Water System Temperature regulation in the HT and LT systems

takes place in the internal system where also the
The engine's cooling water system comprises a low pumps are situated. This means that it is only
temperature (LT) circuit and a high temperature (HT) nessesary with two main pipes for cooling of the
circuit. The systems are designed only for treated engine. The only demand is that the FW inlet
fresh water. temperature is between 10 and 40° C
To be able to match every kind of external systems, the

Low Temperature Cooling Water System internal system can as optional be arranged with
a FW cooler for an external SW system.
The LT cooling water system includes charge air
cooling and lubricating oil cooling.
HT-circulating and LT-circulating Pumps
High Temperature Cooling Water System The circulating pumps which are of the centrifugal
type are mounted in the front-end box of the en-
The high temperature cooling water is used for the gine and are driven by the crankshaft through gear
cooling of cylinder liners and cylinder heads. transmissions.
The engine outlet temperature ensures an optimal Technical data: See "list of capacities" D 10 05 0
combustion in the entire load area when running on
Heavy Fuel Oil (HFO), i.e. this temperature limits the
thermal loads in the high-load area, and hot corrosion Thermostatic Valves
in the combustion area is avoided.
The thermostatic valves are fully automatic three-
In the low-load area the temperature is sufficiently way valves with thermostatic elements set at fixed
high to secure a perfect combustion and at the same temperatures.
time cold corrosion is avoided; the latter is also the
reason why the engine, in stand-by position and
when starting on HFO, should be preheated with a Preheating Arrangement
cooling water temperature of at least 60°C - either
by means of cooling water from running engines or In connection with plants where all engines are
by means of a separate preheating system. stopped for a certain period of time it is possible
to install an electric heat exchanger in the external
system.
System Layout
In connection with plants with more than one engine
MAN Diesel's standard for the internal cooling water the stand-by engines can be automatically preheated
system is shown on our Basic Diagram. by the operating engines by means of the pipe con-
nections leading to the expansion system and the
08028-0D/H5250/94.08.12
HT-circulation pumps.
99.39 - NG
MAN Diesel
1665733-6.8
Page 1 (2) Internal Cooling Water System B 13 00 0
L27/38
Fig 1 Diagram for internal cooling water system.
The engine is equipped with a self-controlling tem-

Pipe description
perature water circuit.Thus, the engine on the cooling
F3 Venting to expansion tank DN 25
water side only requires fresh water between 10 and
40° C and so the engine can be integrated in the
F4 HT fresh water for preheating DN 25
ship's cooling water system as a stand-alone unit.
G1 LT fresh water inlet DN 100 This is a simple solution with low installation costs,
G2 LT fresh water outlet DN 100 which also can be interesting in case of repower-
ing, where the engine power is increased, and the
distance to the other engines is larger.
Low Temperature Circuit

08028-0D/H5250/94.08.12
Description
The components for circulation and temperature
The system is designed as a single circuit with only regulation are placed in the internal system.
two flange connections to the external centralized
cooling water system. The charge air cooler and the lubricating oil cooler are
situated in serial order. After the LT water has passed
the lubricating oil cooler, it is let to the thermostatic
valve and depending on the water temperature,
the water will either be re-circulated or led to the
external system.
03.49
MAN Diesel
1665733-6.8
B 13 00 0 Internal Cooling Water System Page 2 (2)
L27/38
High Temperature Circuit Data
The built-on engine-driven HT-circulating pump of For heat dissipation and pump capacities,
the centrifugal type pumps water through the first See D 10 05 0, "List of Capacities".
stage of the charge air cooler and then through the
distributing bore to the bottom of the cooling water Set points and operating levels for temperature and
guide jacket. The water is led out through bores at pressure are stated in B 19 00 0, "Operating Data
the top of the cooling water guide jacket to the bore and Set Points".
cooled cylinder head for cooling of this, the exhaust
valve seats and the injector valve. Other design data are stated in B 13 00 0, "Design
Data for the External Cooling Water System".
From the cylinder heads the water is led through an
integrated collector to the thermostatic valve, and
depending on the engine load, a smaller or larger
amount of the water will be led to the external system
or will be re-circulated.
08028-0D/H5250/94.08.12
03.49
MAN Diesel
1699121-2.0
Page 1 (2) Internal Cooling Water System (two string) B 13 00 0
L27/38
Fig 1 Diagram for internal cooling water system.
The engine is equipped with a self-controlling tem-

Pipe description
perature water circuit. This is a simple solution with
F1 HT fresh water inlet DN 100
low installation costs, which also can be interesting
F2 DN 100
in case of repowering.
HT fresh water outlet
F3 Venting to expansion tank DN 25
F4 HT fresh water for preheating DN 25 Low Temperature Circuit
G1 LT fresh water inlet DN 100
G2 LT fresh water outlet DN 100 The components for circulation and temperature
regulation are placed in the internal system.
The charge air cooler and the lubricating oil cooler are
08028-0D/H5250/94.08.12
situated in serial order. After the LT water has passed

the lubricating oil cooler, it is let to the thermostatic
Description valve and depending on the water temperature,
the water will either be re-circulated or led to the
The system is designed as a two string circuit with external system.
four flange connections to the external centralized
cooling water system. The engine on the cooling water side only requires
fresh water between 10 and 40°C.
05.14
MAN Diesel
1699121-2.0
B 13 00 0 Internal Cooling Water System Page 2 (2)
L27/38
High Temperature Circuit Data
The built-on engine-driven HT-circulating pump of For heat dissipation and pump capacities,
the centrifugal type pumps water through the first See D 10 05 0, "List of Capacities".
stage of the charge air cooler and then through the
distributing bore to the bottom of the cooling water Set points and operating levels for temperature and
guide jacket. The water is led out through bores at pressure are stated in B 19 00 0, "Operating Data
the top of the cooling water guide jacket to the bore and Set Points".
cooled cylinder head for cooling of this, the exhaust
valve seats and the injector valve. Other design data are stated in B 13 00 0, "Design
Data for the External Cooling Water System".
From the cylinder heads the water is led through an
integrated collector to the thermostatic valve, and
depending on the engine load, a smaller or larger
amount of the water will be led to the external system
or will be re-circulated.
08028-0D/H5250/94.08.12
05.14
MAN Diesel & Turbo
1665774-3.5
Page 1 (1) Design Data for the External Cooling Water System B 13 00 0
L27/38
General As the expansion tank also provides a certain suction

head for the fresh water pump to prevent cavitation,
This data sheet contains data regarding the neces- the lowest water level in the tank should be minimum
sary information for dimensioning of auxiliary ma- 8-10 m above the center line of the crankshaft.
chinery in the external cooling water system for the
L27/38 type engine(s).The stated data are for one The venting pipe must be connected to the expansion
engine only and are specified at MCR. tank below the minimum water level, this prevents
oxydation of the cooling water caused by "splashing"
For heat dissipation and pump capacities see D 10 from the venting pipe. The expansion tank should be
05 0 "List of Capacities". equipped with venting pipe and flange for filling of
water and inhibitors.
Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data Minimum recommended tank volume: 0.15 m³.
and Set Points". For multi plants the tank volume should be min.:
V = 0.15 + ( exp. vol. per extra eng.) [m³]

Cooling Water Pressure
As the LT system is vented to the HT system, both
Max. cooling water inlet pressure before engine is systems must be connected to the same expansion
2.5 bar. tank.
External Pipe Velocities Preheating System
For external pipe connections we prescribe the fol- High pressure from external cooling water pumps
lowing maximum water velocities: may disturb the preheating of the engine. In order
to avoid this, it is in most cases necessary to install
Fresh water : 3.0 m/s automatic shut off valve at cooling water inlet, which
close when the engine is stopped.
Pressure Drop across Engine The capacity of the external preheater should be
3.0-3.5 kW/cyl. The flow through the engine should
The engines have an attached centrifugal pump for for each cylinder be approx. 4 l/min with flow from top
both LT and HT cooling water. The pressure drop and downwards and 25 l/min with flow from bottom
across the engine's system, is approximately 0.5 bar. and upwards. See also table 1 below.
Therefore the internal pressure drops are negligible
for the cooling water pumps in the external system.
For engines installed in closed cooling water
systems, without any external cooling water
pumps, should the pressure drop in the external
system not exceed 1.0 bar.
Cyl. No. 5 6 7 8 9
Quantity of water in eng:

Expansion tank
HT and LT system (litre) 150 180 210 240 270
To provide against volume changes in the closed
jacket water cooling system, caused by changes
in temperature or leakage, an expansion tank must Expansion vol. (litre) 10 12 13 15 20
be installed.
Preheating data:
Radiation area (m²) 30 33 36 39 46
Thermal coeff. (kJ/°C) 7200 8550 9970 11400 12820
Table 1. Showing cooling water data which are depending on

the number of cylinders.
10.35
MAN Diesel
1655290-8.1
Page 1 (1) External Cooling Water System B 13 00 0
General
Design of External Cooling Water System Ad 3)

If the engines are preheated with reverse cooling
It is not difficult to make a system fulfil the require- water direction, i.e. from the top and downwards, an
ments, but to make the system both simple and optimal heat distribution is reached in the engine.
cheap and still fulfil the requirements of both the This method is at the same time more economic
engine builder and other parties involved can be very since the need for heating is less and the water flow
difficult. A simple version cannot be made without is reduced.
involving the engine builder.
Ad 4)
The diagrams are principal diagrams, and are MAN The systems have been designed in such a way
Diesel's recommendation for the design of external that the change-over from sea operation to harbour
cooling water systems. operation/stand-by with preheating can be made with
a minimum of manual or automatic interference.
The systems are designed on the basis of the fol-
lowing criteria:
Fresh Water Treatment
1. Simplicity.
The engine cooling water is, like fuel oil and lubricat-
2. Preheating with surplus heat. ing oil, a medium which must be carefully selected,
treated, maintained and monitored.
3. Preheating in engine top, downwards.
Otherwise, corrosion, corrosion fatigue and cavita-
4. As few change-over valves as possible. tion may occur on the surfaces of the cooling system
which are in contact with the water, and deposits
Ad 1) may form.
Cooling water systems have a tendency to be un-
necessarily complicated and thus uneconomic in Corrosion and cavitation may reduce the life time and
installation and operation. Therfore, we have attach- safety factors of parts concerned, and deposits will
ed great importance to simple diagram design with impair the heat transfer and may result in thermal
optimal cooling of the engines and at the same time overload of the components to be cooled.
installation- and operation- friendly systems resulting
in economic advantages. The treatment process of the cooling water has to
be effected before the first commission of the plant,
Ad 2) i.e. immediately after installation at the shipyard or
It has been stressed on the diagrams that the al- at the power plant.
ternator engines in stand-by position as well as the
propulsion engine in stop position are preheated,
optimally and simply, with surplus heat from the
running engines.
08028-0D/H5250/94.08.12
01.02 - NG
MAN Diesel
1643498-0.6
Page 1 (2) One String Central Cooling Water System B 13 00 3
General
Fig 1 Central cooling system.
01.26 - NG
MAN Diesel
1643498-0.6
B 13 00 3 One String Central Cooling Water System Page 2 (2)
General
System Design When working out the external cooling water system
it must be ensured, that no cold cooling water is
The system is a central cooling water system of pressed through the engine and thus spoiling the
simple design with only one central cooler. In order preheating during stand-by. The diesel engine has
to minimize the power consumption the FW pump no built-in shut-off valve in the cooling water system.
installation consists of 3 pumps, two for sea operation Therefore the designer of the external cooling water
and a smaller one for harbour operation. system must make sure that the preheating of the
GenSets is not disturbed.
The GenSets are connected as a one-string plant,
with only one inlet- and one outlet cooling water Preheating of Stand-by GenSets during Sea
connection and with internal HT and LT-circuit, see Operation
also B 13 00 0 “Internal Cooling Water System 1”,
describing this system. GenSets in stand-by position are preheated auto-
matically via the venting pipe with water from the
The propulsion engines HT-circuit temperature is running engines. This is possible due to the inter-
adjusted with LT-water mixing by means of the ther- connection of the GenSet's HT-pumps which force
mostatic valve. the water downwards in the stand-by engines.
It is to be stated that the interconnection between

Preheating the GenSet L.T. inlets is not to be disturbed. If an
on/off valve is built in, a bypass has to be installed. It
Engines starting on HFO and engines in stand-by is then possible to preheat the GenSet automatically
position must be preheated. It is also recommended in standby position with the running GenSets.
to preheat engines operating on MDO due to the
prolonged life time of the engines' wearing parts. Preheating of Stand-by GenSets and Propulsion
Therefore it is recommended that the preheating is Engines during Harbour Operation
arranged for automatic operation, so that the preheat-
ing is disconnected when the engine is running and During harbour stay the propulsion and GenSets
connected when the engine is in stand-by position. are also preheated in stand-by position by the run-
The preheating is adjusted so that the temperature ning GenSets. Valve (B) is open and valve (A) is
is 60 ± 5°C at the top cover (see thermometer TI11), closed. Thus, the propulsion engine is heated from
and approximately 25 to 45°C at outlet of the cylinders top and downwards, which is the most economical
(see thermometer TI10). solution.
Fig 2 Preheating.
01.26 - NG
MAN Diesel & Turbo
1613419-0.3
Page 1 (1) Expansion Tank B 13 00 0
General
To provide for changes in volume in the closed jacket The venting pipe must be connected to the expansion
water cooling system caused by changes in tempera- tank below the minimum water level, this prevents
ture or leakage, an expansion tank must be installed. oxydation of the cooling water caused by "splashing"
from the venting pipe. The expansion tank should be
As the expansion tank also should provide a certain equipped with venting pipe and flange for filling of
suction head for the freshwater pump to prevent water and inhibitors.
cavitation, the lowest water level in the tank should be
minimum 8-10 m above the centerline of the crankshaft.
Expansion volume Recommended tank volume

Engine type
litre* m3 **
5L23/30H 11 0.1
6L23/30H 13 0.1
7L23/30H 15 0.1
8L23/30H 17 0.1
5L28/32H 28 0.15
6L28/32H 33 0.15
7L28/32H 39 0.15
8L28/32H 44 0.15
9L28/32H 50 0.15
12V28/32S 66 0.3
16V28/32S 88 0.3
18V28/32S 99 0.3
5L16/24 4 0.1
6L16/24 5 0.1
7L16/24 5 0.1
8L16/24 5 0.1
9L16/24 6 0.1
5L21/31 6 0.1
6L21/31 7 0.1
7L21/31 8 0.1
8L21/31 9 0.1
9L21/31 10 0.1
5L27/38 10 0.15
6L27/38 12 0.15
7L27/38 13 0.15
8L27/38 15 0.15
9L27/38 20 0.15
6L32/40 13 0.5
7L32/40 15 0.5
8L32/40 18 0.5
9L32/40 20 0.5
* Per engine
** Common expansion tank
Table 1 Expansion volume for cooling water system and recommended volume of expansion tank.
11.20
MAN Diesel & Turbo
1671771-3.3
Page 1 (2) Expansion Tank Pressurized T 13 01 1
General
Expansion volume Recommended tank volume

Engine type
litre* m3 **
5L23/30H 11 0.1
6L23/30H 13 0.1
7L23/30H 15 0.1
8L23/30H 17 0.1
5L28/32H 28 0.15
6L28/32H 33 0.15
7L28/32H 39 0.15
8L28/32H 44 0.15
9L28/32H 50 0.15
12V28/32S 66 0.3
16V28/32S 88 0.3
18V28/32S 99 0.3
5L16/24 4 0.1
6L16/24 5 0.1
7L16/24 5 0.1
8L16/24 5 0.1
9L16/24 6 0.1
5L21/31 6 0.1
6L21/31 7 0.1
7L21/31 8 0.1
8L21/31 9 0.1
9L21/31 10 0.1
5L27/38 10 0.15
6L27/38 12 0.15
7L27/38 13 0.15
8L27/38 15 0.15
9L27/38 20 0.15
6L32/40 13 0.5
7L32/40 15 0.5
8L32/40 18 0.5
9L32/40 20 0.5
* Per engine
** Common expansion tank
Table 1 Expansion volume for cooling water system and recommended volume of pressure expansion tank.
11.11
MAN Diesel & Turbo
1671771-3.3
T 13 01 1 Expansion Tank Pressurized Page 2 (2)
General
Water Water
Nitrogen Nitrogen
Function฀at฀low฀temperature฀ Function฀at฀high฀temperature
Fig. 1 Function of expansion tank.
•฀฀ Water฀ connection฀ in฀ the฀ top฀ ensures฀ easy฀ and฀

simple installation and control under operation. 7 3
•฀฀ Cooling฀water฀is฀absorbed฀in฀a฀rubber฀bag฀which฀ 8
is฀hanging฀in฀the฀all-welded฀vessel.
4
•฀฀ Corrosion฀of฀the฀all-welded฀vessel฀is฀excluded. 9 6
•฀฀ The฀rubber฀bag฀is฀replaceable.
5
The฀ expansion฀ vessel฀ should฀ be฀ connected฀ to฀ the฀
system฀ at฀ a฀ point฀ close฀ to฀ the฀ cooling฀ water฀ inlet฀
connections (G1 / F1) in order to maintain positive 2
pressures฀throughout฀the฀system฀and฀allow฀expan-
sion฀of฀the฀water.
1
The฀safety฀valves฀are฀itted฀on฀the฀manifold.
The฀pressure฀gauge฀is฀itted฀on฀the฀manifold฀in฀such฀a฀
position฀that฀it฀can฀be฀easily฀read฀from฀the฀illing฀point.
The฀illing฀point฀should฀be฀near฀the฀pressure฀expan-
sion฀vessel.฀Particularly฀the฀pressure฀gauge฀in฀such฀
a฀position฀that฀the฀pressure฀gauge฀can฀be฀easily฀read฀ 1. Pressure vessel 5. Pressure gauge
2.฀ Exchangeable฀rubber฀bag 6.฀ Manifold
from฀the฀illing฀point,฀when฀illing฀from฀the฀mains฀water. 3.฀ Safety฀valves 7.฀ Threaded฀pipe
4. Automatic air venting valve 8.฀ Elbow
Automatic฀ air฀ venting฀ valve฀ should฀ be฀ itted฀ at฀ the฀ 9.฀ Shut฀off฀valve
highest฀point฀in฀the฀cooling฀water฀system.฀
Fig. 2 Expansion tank.
11.11
B 14
MAN Diesel & Turbo
1665734-8.7
Page 1 (2) Compressed Air System B 14 00 0
L27/38
Fig 1 Diagram for compressed air system.
To avoid dirt particles in the internal system, a strainer

Pipe description equipped with a drain valve is mounted in the inlet
line to the engine.
K1 Compressed air inlet DN 40
Flange connections are standard according to DIN 2501 Starting System
The engine is started by means of a built-on air

starter, which is a turbine motor with gear box, safety
General clutch and drive shaft with pinion. Further, there is a
main starting valve.
The compressed air system on the engine consists of
a starting system, starting control system and safety
system. Further, the system supplies air to the jet Control System
system and the stop cylinders on each fuel injection
pump. On 8 and 9 cylinder engines air is supplied to The air starter is activated electrically with a pneu-
the oil mist detector through a reduction valve. matic 3/2-way solenoid valve. The valve can be acti-
vated manually from the starting box on the engine,
The compressed air is supplied from the starting air and it can be arranged for remote control, manual
receivers (30 bar) to the engine. or automatic.
01.37
MAN Diesel & Turbo
1665734-8.7
B 14 00 0 Compressed Air System Page 2 (2)
L27/38
For remote activation the starting coil is connected Pneumatic Start Sequence
so that every starting signal to the starting coil goes
through the safe start function which is connected to When the starting valve is opened, air will be supplied
the safety system mounted on the engine. to the drive shaft housing of the air starter.
Further, the starting valve also acts as an emergency The air supply will - by activating a piston - bring the
starting valve which makes it possible to activate the drive pinion into engagement with the gear rim on
air starter manually in case of power failure. the engine flywheel.
When the pinion is fully engaged, the pilot air will

Safety System flow to, and open the main starting valve, whereby
air will be led to the air starter, which will start to
As standard the engine is equipped with an emer- turn the engine.
gency stop. It consists of one on-off valve, see
diagram, which activates one stop cylinder on each When the RPM exceeds approx. 158, at which firing
fuel injection pump. has taken place, the starting valve is closed whereby
the air starter is disengaged.
Air supply must not be interrupted when the engine
is running.
Optionals
Besides the standard components, the following

optional can be delivered:
– Main stop valve, inlet engine.
01.37
MAN Diesel & Turbo
1693526-6.1
L27/38
Fig 1 Diagram for compressed air system.
To avoid dirt particles in the internal system, a strainer

Pipe description equipped with a drain valve is mounted in the inlet
line to the engine.
K1 Compressed air inlet DN 50
Flange connections are standard according to DIN 2501 Starting System
The engine is started by means of a built-on air

General starter, which is a turbine motor with gear box, safety
clutch and drive shaft with pinion. Further, there is a
The compressed air system on the engine consists of main starting valve.
a starting system, starting control system and safety
system. Further, the system supplies air to the jet
system and the stop cylinders on each fuel injection Control System
pump. On 8 and 9 cylinder engines air is supplied to
the oil mist detector through a reduction valve. The air starter is activated electrically with a pneu-
matic 3/2-way solenoid valve. The valve can be acti-
The compressed air is supplied from the starting vated manually from the starting box on the engine,
air receivers (30 bar) through a reduction station, and it can be arranged for remote control, manual
where from compressed air at 10 bar is supplied to or automatic.
the engine. The reduction station should be located
as near the starting air receiver as possible.
03.39
MAN Diesel & Turbo
1693526-6.1
B 14 00 0 Compressed Air System Page 2 (2)
L27/38
For remote activation the starting coil is connected Pneumatic Start Sequence
so that every starting signal to the starting coil goes
through the safe start function which is connected to When the starting valve is opened, air will be supplied
the safety system mounted on the engine. to the drive shaft housing of the air starter.
Further, the starting valve also acts as an emergency The air supply will - by activating a piston - bring the
starting valve which makes it possible to activate the drive pinion into engagement with the gear rim on
air starter manually in case of power failure. the engine flywheel.
When the pinion is fully engaged, the pilot air will

Safety System flow to, and open the main starting valve, whereby
air will be led to the air starter, which will start to
As standard the engine is equipped with an emer- turn the engine.
gency stop. It consists of one on-off valve, see
diagram, which activates one stop cylinder on each When the RPM exceeds approx. 158, at which firing
fuel injection pump. has taken place, the starting valve is closed whereby
the air starter is disengaged.
Air supply must not be interrupted when the engine
is running.
Optionals
Besides the standard components, the following

optional can be delivered:
– Main stop valve, inlet engine.
03.39
MAN Diesel & Turbo
1655207-3.2
General
Oil and water

separator
Engine Engine Engine

No N No 2 No 1 Starting air
bottle
Drain to bilge
K1 K1 K1
Air compressors
MAN Diesel & Turbo supply
Fig 1. Diagram for Compressed Air System
Design of External System Installation
The external compressed air system should be com- In order to protect the engine's starting and control
mon for both propulsion engines and GenSet engines. equipment against condensation water, the following
should be observed:
Separate tanks shall only be installed in turbine ves-
sels, or if GenSets in engined vessels are installed - The air receiver(s) should always be installed
far away from the propulsion plant. with good drainage facilities. Receiver(s) ar-
ranged in horizontal position must be installed
The design of the air system for the plant in ques- with a slope downwards of min. 3° - 5° deg.
tion should be according to the rules of the relevant
classification society. - Pipes and components should always be
treated with rust inhibitors.
As regards the engine's internal compressed air
system, please see B 14 00 0 "Internal Compressed - The starting air pipes should be mounted with
Air System". a slope towards the receivers, preventing pos-
sible condensed water from running into the
An oil and water separator should be mounted compressors.
between the compressor and the air receivers, and
the separator should be equipped with automatic - Drain valves should be mounted at the lowest
drain facilities. position on the starting air pipes.
Each engine needs only one connection for com-

pressed air, please see diagram for the compressed
air system.
98.35 - NG
Combustion Air System
B 15
MAN Diesel & Turbo
3700090-2.0
Page 1 (2) Combustion Air System B 15 00 0
L27/38
P8 M1 P2 P9
TE TE TE TE TE TE ZT
61 62 60 60 60 60 88
SE TE TE TE
(see compressed air diagram)
89 98-3 98-2 98-1
Exhaust gas to TC SI
89-90
Compressed air - inlet
SE
90-1
SE
Charging air from TC 90-2
PT TE
31 31
Alternator
Water mist
catcher
Condensed Lambda controller
water separator
Funnel delivered P6 Compressed air - inlet

by customer (see compressed air diagram) Optional
Fig 1 Diagram for combustion air system.
From the turbocharger the air is led via the charge

Pipe Description
air cooler and charge air receiver to the inlet valves
of each cylinder.
M1 Charge air inlet
P2 Exhaust gas outlet: The charge air cooler is a compact two-stage tube-
5 cyl. engine DN 450 type cooler with a large cooling surface.
6 + 7 cyl. engines DN 500
8 + 9 cyl. engines DN 600
The charge air receiver is mounted in the engine's
P6 Drain from turbocharger - outlet 3/4" front end box.
P8 Water washing compressor side with
quick coupling - inlet It is recommended to blow ventilation air in the level
of the top of the engine(s) close to the air inlet of
P9 Working air, dry cleaning turbine
side with quick coupling - inlet the turbocharger, but not so close that sea water or
vapour may be drawn-in. It is further recommended
P2 flange connections are standard according to DIN 86 044.
that there always should be a positive air pressure
Other flange connections are standard according to DIN 2501. in the engine room.
General Turbocharger
The air intake to the turbochargers takes place directly The engine is as standard equipped with a high-
from the engine room through the intake silencer on efficient MAN TCR turbocharger of the radial type,
the turbocharger. which is located on the top of the front end box.
11.14 - Tier II
MAN Diesel & Turbo
3700090-2.0
B 15 00 0 Combustion Air System Page 2 (2)
L27/38
Cleaning of Turbocharger – Improved load ability.
The turbocharger is fitted with an arrangement for – Less fouling of the engine's exhaust gas ways.
dry cleaning of the turbine side, and water washing
of the compressor side. – Limitation of fuel oil index during starting
procedure.
Lambda Controller The above states that the working conditions are
improved under difficult circumstances and that the
The purpose of the lambda controller is to prevent maintenance costs for an engine, working with many
injection of more fuel in the combustion chamber than and major load changes, will be reduced.
can be burned during a momentary load increase.
This is carried out by controlling the relation between
the fuel index and the charge air pressure. Data
The lambda controller has the following advantages: For charge air heat dissipation and exhaust gas data,
see D 10 05 0 "List of Capacities".
– Reduction of visible smoke in case of sudden
momentary load increases. Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data
and Set Points".
11.14 - Tier II
MAN Diesel & Turbo
1689464-6.2
Page 1 (1) Specification for Intake Air (Combustion Air) B 15 00 0
General
General
The quality and condition of the intake air (com- When designing the intake air system, the maximum
bustion air) have a significant effect on the power permissible overall pressure drop (filter, silencer, pipe
output of the engine. In this regard, not only are the line) of 20 mbar must be taken into consideration.
atmosperic conditions extremely important, but also
contamination by solid and gaseous foreign matter. Requirements
Mineral dust in the intake air increases wear. Chemi- The concentrations downstream of the air filter and/or
cals and gases promote corrosion. upstream of the turbocharger inlet must not exceed
the following limit values:
This is why effective cleaning of the intake air (com-
bustion air) and regular maintenance/cleaning of the
air filter is required.
Properties Typical value Unit*

Particle size max. 5 µm
Dust (sand, cement, CaO, Al2O3 etc.) max. 5
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25 mg/m3 (SPC)
Hydrogen sulphide (H2S) max. 15
Salt (NaCl) max. 1
* m3 (SPC) Cubic metres at standard temperature and standard pressure
Table 1 Intake air (combustion air) - typical values to be observed
10.45 - 3.3.11 (2010-11-08)

MAN Diesel & Turbo
1699110-4.1
Page 1 (1) Engine Room Ventilation and Combustion Air B 15 00 0
General
Combustion Air Requirements Ventilator Capacity
 The combustion air must be free from water The capacity of the air ventilators must be large
spray, dust, oil mist and exhaust gases. enough to cover:
 The air ventilation fans shoud be designed to  The combustion air requirements of all con-
maintain a positive air pressure of 50 Pa sumers.
(5 mmWC) in the auxiliary engine room in all
running conditions.  The air required for carrying off the heat
emission.
The combustion air is normally taken from the engine
room through a filter fitted on the turbocharger. See "List of Capacities" section D 10 05 0 for infor-
mation about required combustion air quantity and
In tropical service a sufficient volume of air must heat emission.
be supplied to the turbocharger(s) at outside air
temperature. For this purpose there must be an air For minimum requirements concerning engine room
duct installed for each turbocharger, with the outlet ventilation see applicable standards such as ISO
of the duct facing the respective intake air silencer. 8861.
No water of condensation from the air duct must be
allowed to be drawn in by the turbocharger.
In arctic service the air must be heated to at least

5oC. If necessary air preheaters must be provided.
11.23
MAN Diesel & Turbo
1639499-6.0
Page 1 (1) Water Washing of Turbocharger - Compressor B 15 05 1
General
During operation the compressor will gradually be
fouled due to the presence of oil mist and dust in
1
the inlet air.
2
The fouling reduces the efficiency of the turbochar-
ger which will result in reduced engine performance.
4
6
Therefore manual cleaning of the compressor com-
3
ponents is necessary in connection with overhauls.
This situation requires dismantling of the turbochar-
ger.
However, regular cleaning by injecting water into the 7

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

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

The cleaning procedure is: running at normal operating temperature and with
the engine load as high as possible, i.e. at a high
1. Fill the container (6) with a measured amount compressor speed.
of fresh water. Blow air into the container by means
of a blow gun, until the prescribed operation pressure The frequency of water washing should be matched
is reached. to the degree of fouling in each individual plant.
94.11
MAN Diesel & Turbo
1665737-3.2
Page 1 (2) Lambda Controller B 15 11 2
L27/38
Purpose Thus the solenoid valve (4) opens. The jet system
is activated, the turbocharger accelerates and in-
The purpose of the lambda controller is to prevent creases the charge air pressure, thereby pressing
injection of more fuel in the combustion chamber than the piston (3) backwards in the lambda cylinder (5).
can be burned during a momentary load in-crease. When the lambda ratio is satisfactory the jet system
This is carried out by controlling the relation between will be de-activated.
the fuel index and the charge air pressure.
At 50% load change the system will be activated for
about 3-8 seconds.
Advantages
If the system is activated for more than 10 seconds
The lambda controller has the following advantages: the air supply will be shutoff and a "Jet system failure"
signal will be generated.
- Reduction of visible smoke in case of sudden
momentary load increases.
Fuel Oil Limitation during Start Procedure
- Improved load ability.
During the start procedure the controller is activated
- Less fouling of the engine's exhaust gas ways. as an index limiter.
- Limitation of fuel oil index during starting Hereby, heavy smoke formation is avoided during
procedure. start, and the regulating device cannot overreact.The
fuel limiter function stops when the engine reaches
The above states that the working conditions are the nominal RPM.
improved under difficult circumstances and that the
maintenance costs for an engine, working with many The jet system is released at 50 RPM during the
and major load changes, will be reduced. starting procedure.
Principles of Functioning Air Consumption
Fig 1 illustrates the controller's operation mode. In Jet air consumption at sudden step loads:
case of a momentary load increase, the regulating
device will increase the index on the injection pumps (step load % - 25) x N
and hereby the regulator arm (1) is turned, the switch Air cons. = 111 (Nm³)
(2) will touch the piston arm (3), whereby the electri-
cal circuit will be closed. N = Number of cylinders.
At 50% step load for 6L27/38 the air consumption

will be:
(50 % - 25) x 6
111 = 1.35 (Nm³)
02.09
MAN Diesel & Turbo
1665737-3.2
B 15 11 2 Lambda Controller Page 2 (2)
L27/38
Fig 1 Lambda Controller
02.09
Exhaust Gas System
B 16
MAN Diesel & Turbo
1655213-2.3
Page 1 (2) Exhaust Gas System B 16 00 0
General
Internal Exhaust Gas System The insulation should be shielded by a thin plating,
and should comply with the requirements of the clas-
From the exhaust valves, the gas is led to the exhaust sification society and/or the local authorities.
gas receiver where the fluctuating pressure from
the individual cylinders is equalized and the total
volume of gas led further on to the turbocharger, at Exhaust Pipe Dimensions
a constant pressure. After the turbocharger, the gas
is led to the exhaust pipe system. It should be noted that concerning the maximum
exhaust gas velocity the pipe dimension after the
The exhaust gas receiver is cast sections, one for expansion bellow should be increased for some of
each cylinder, connected to each other, by means the engines.
of compensators, to prevent excessive stress due
to heat expansion. The wall thickness of the external exhaust pipe
should be min. 3 mm.
After each cylinder thermosensor for reading the
exhaust gas temperature is fitted. The value is indi-
cated by means of the MEG-module (Monitor exhaust Exhaust Pipe Mounting
Gas Temperature).
When the exhaust piping is mounted, the radiation of
To avoid excessive thermal loss and to ensure a noise and heat must be taken into consideration.
reasonably low surface temperature the exhaust gas
receiver is insulated. Because of thermal fluctuations in the exhaust pipe,
it is necessary to use flexible as well as rigid suspen-
sion points.
External Exhaust Gas System
In order to compensate for thermal expansion in the
The exhaust back-pressure should be kept as low longitudinal direction, expansion bellows must be
as possible. inserted. The expansion bellows should preferably
be placed at the rigid suspension points.
It is therefore of the utmost importance that the ex-
haust piping is made as short as possible and with Note: The exhaust pipe must not exert any force
few and soft bends. against the gas outlet on the engine.
Long, curved, and narrow exhaust pipes result in One sturdy fixed-point support must be provided for
higher back-pressure which will affect the engine com- the expansion bellows on the turbocharger. It should
bustion. Exhaust back-pressure is a loss of energy be positioned, immediately above the expansion
and will cause higher fuel consumption. bellow in order to prevent the transmission of for-
ces, resulting from the weight, thermal expansion
The exhaust back-pressure should not exceed 25 or lateral displacement of the exhaust piping, to the
mbar at MCR. An exhaust gas velocity through the turbocharger.
pipe of maximum 35 m/sec is often suitable, but de-
pends on the actual piping. The exhaust piping should be mounted with a slope
towards the gas outlet on the engine. It is recom-
MAN Diesel will be pleased to assist in making a mended to have drain facilities in order to be able
calculation of the exhaust back-pressure. to remove condensate or rainwater.
The gas outlet of turbocharger, the expansion bel-

lows, the exhaust pipe, and silencer, (in case of
silencer with spark arrestor care must be taken that
the cleaning parts are accessible), must be insulated
with a suitable material.
09.23 - NG
MAN Diesel & Turbo
1655213-2.3
B 16 00 0 Exhaust Gas System Page 2 (2)
General
Position of Gas Outlet on Turbocharger Expansion Bellow
B 16 02 0 shows turning alternatives positions of the The expansion bellow, which is supplied separately,
exhaust gas outlet. Before dispatch of the engine must be mounted directly on the exhaust gas outlet,
from MAN Diesel exhaust gas outlet will be turned see also E 16 01 1-2.
to the wanted position.
The turbocharger is, as standard, mounted in the Exhaust Silencer

front end.
The position of the silencer in the exhaust gas piping
is not decisive for the silencing effect. It would be use-
Exhaust Gas Boiler ful, however, to fit the silencer as high as possible to
reduce fouling. The necessary silencing depends on
To utilize the thermal energy from the exhaust, an the loudness of the exhaust sound and the discharge
exhaust gas boiler producing steam or hot water from the gas outlet to the bridge wing.
can be installed.
The exhaust silencer, see E 16 04 2-3-5-6 is supplied
Each engine should have a separate exhaust gas loose with counterflange, gaskets and bolts.
boiler or, alternatively, a common boiler with separate
gas ducts. Concerning exhaust gas quantities and
temperature, see list of capacities D 10 05 0, and
engine performance D 10 10 0.
The discharge temperature from the exhaust gas

boiler should not be lower than 180° C (in order to
avoid sulphuric acid formation in the funnel).
The exhaust gas boilers should be installed with by-

pass entering in function at low load operation.
The back-pressure over the boiler must be included

in the back-pressure calculation.
09.23 - NG
MAN B&W Diesel
1665763-5.2 Cleaning the Turbocharger in Service B 16 01 1

Page 1 (3)
Dry Cleaning - Turbine
General
Description Cleaning System
The tendency to fouling on the gas side of turbochar- The cleaning system consists of a cleaning agent
gers depends on the combustion conditions, which container (2) with a capacity of approx. 0.5 liters and
are a result of the load and the maintenance condition a removable cover. Furthermore the system consists
of the engine as well as the quality of the fuel oil used. of an air valve (3), a closing valve (1) and two snap on
connectors.
Fouling of the gas ways will cause higher exhaust gas
temperatures and higher wall temperatures of the The position numbers (2) and (3) indicate the sy-
combustion chamber components and will also lead stem's "blow-gun". Only one "blow-gun" is used for
to a higher fuel consumption rate. each engine plant. The blow-gun is working according
to the ejector principle with pressure air (working air)
Tests and practical experience have shown that at 5-7 bar as driven medium. Injection time approx. 2
radial-flow turbines can be successfully cleaned by min. Air consumption approx. 5 Nm3/2 min.
the dry cleaning method.
This cleaning method employs cleaning agents con-

sisting of dry solid bodies in the form of granules. A
certain amount of these granules, depending on the
turbocharger size, is, by means of compressed air,
blown into the exhaust gas line before the gas inlet
casing of the turbocharger.
The injection of granules is done by means of working

air with a pressure of 5-7 bar.
On account of their hardness, particularly suited

blasting agents such as nut-shells, broken or artifici-
ally shaped activated charcoal with a grain size of 1.0
mm to max. 1.5 mm should be used as cleaning
agents.
The solid bodies have a mechanical cleaning effect 1 Closing valve 2 Container
which removes any deposits on nozzle vanes and 3 Air valve 4 working air inlet
turbine blades. 5 Exhaust pipe 6 Snap coupling
Dry cleaning can be executed at full engine load and Fig 1 Arrangement of dry cleaning of turbocharger - Turbine.
does not require any subsequent operating period of
the engine in order to dry out the exhaust system.
Experience has shown that regular cleaning intervals

08028-0D/H5250/94.08.12
are essential to successful cleaning, as ex-cessive

fouling is thus avoided. For cleaning intervals see the
instruction book.
The cleaning intervals can be shorter or longer based

on operational experience.
00.11 - NG
MAN B&W Diesel
Cleaning the Turbocharger in Service 1665763-5.2
B 16 01 1 Dry Cleaning - Turbine Page 2 (3)
General
Dry cleaning of turbochargers
Suppliers of cleaning agents:
1. "Solf Blast Grit, Grade 14/25"
TURCO Products B.V.

Verl. Blokkenweg 12, 617 AD EDE - Holland
Tel.:08380 - 31380, Fax.: 08380 - 37069
2. Designation unknown
Neptunes Vinke B.V.

Schuttevaerweg 24, 3044 BB Rotterdam
Potbus 11032, 3004 E.A. Rotterdam, Holland
Tel.: 010 - 4373166 Fax.: 4623466
3. "Grade 16/10"
FA. Poul Auer GmbH

Strahltechnik
D-6800 Mainheim 31, Germany
4. "Granulated Nut Shells"
Eisenwerke Würth GmbH + Co.

4107 Bad Friederichshall, Germany
Tel.: 0 71 36-60 01
5. "Soft Blasting Grade 12/3a"
H.S. Hansen Eftf. Kattegatvej 2

2100 Copenhagen Ø, Denmark
Tel.:(31) 29 97 00 Telex: 19038
08028-0D/H5250/94.08.12
6. "Crushed Nutshells"
Brigantine, Hong Kong
7. "Turbine Wash"
Ishikawajima-Harima Heavy Industries Co.

Ishiko Bldg., 2-9-7 Yassu, Chuo-Ku
Tokyo 104, Japan
Tel.: 03-2 77-42 91
00.11 - NG
MAN B&W Diesel
1665763-5.2 Cleaning the Turbocharger in Service

Page 3 (3)
Dry Cleaning - Turbine B 16 01 1
General
8. "A-C Cleaner" (Activated Coal)
Mitsui Kozan Co. Ltd. (Fuel Dept.)

Yamaguchi Bldg., 2-1-1 Nihonbashi
Muromachi, Chuo-Ku
Tokyo 103, Japan
9. "OMT-701"
Marix KK
Kimura Bldg., 6-2-1 Shinbashi
Minato-Ku, Tokyo 105, Japan
Tel.: 03-4 36-63 71, Telex: 242-7232 MAIX J
10. "OMT-701"
OMT Incorporated
4F, Kiji Bldg., 2-8 Hatchobori,
4-chome, Chuo-Ku, Tokyo 104, Japan
Tel.: 03-5 53-50 77, Telex: 252-2747 OMTINC J
11. "Marine Grid No. 14" (Walnut)
Hikawa Marine
Kaigan-Dori 1-1-1, Kobe 650, Japan
Tel.: 0 78-3 21-66 56
12. "Marine Grid No. 14"
Mashin Shokai
Irie-Dori, 3-1-13, Hyogo-Ku
Kobe 652, Japan
Tel.: 0 78-6 51-15 81
13. Granulate
08028-0D/H5250/94.08.12
MAN B&W Diesel A/S

Teglholmsgade 41 2450 København SV, Danmark
Tel.: +45 33 851100 Fax.: +45 33 851030
The list is for guidance only and must not be considered complete. We
undertake no responsibility that might be caused by these or other
products.
00.11 - NG
MAN Diesel & Turbo
1689481-3.1
Page 1 (1) Position of Gas outlet on Turbocharger B 16 02 0
L27/38
x x x x
x x B
x
x x = 15°
x
C
CL -Crankshaft
1180
CL -Engine
Dimensions
Engine type A B C
5L27/38 (TCR18) 775.5 880.2 2532
6L27/38 (TCR18) 775.5 880.2 2532
7L27/38 (TCR20) 775.5 939.8 2719
8L27/38 (TCR20) 775.5 939.8 2719
9L27/38 (TCR20) 775.5 939.8 2719
( ) Type of turbocharger
Exhaust flange D. mating dimensions
Engine type DN (mm) OD (mm) T (mm) PCD (mm) Hole size (mm) No of holes
5L27/38 (TCR18) 500 645 16 600 22 20
6L27/38 (TCR18) 500 645 16 600 22 20
7L27/38 (TCR18) 600 754 20 700 22 20
8L27/38 (TCR20) 600 754 20 700 22 20
9L27/38 (TCR20) 600 754 20 700 22 20
All flange dimensions in accordance with DIN 86 044.
11.10 - Tier II
MAN B&W Diesel
1665775-5.5
Page 1 (1) Silencer without Spark Arrestor, Damping 25 dB (A) E 16 04 2
L27/38
Design Installation
The operating of the silencer is based on the absorp- The silencer may be installed, vertically, horizon-
tion system. The Gasflow passes straight-through a tally or in any position close to the end of the piping.
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenu- 100
ation over a wide frequency range. 80
60
The silencer is delivered without insulation and
fastening fittings. 40
Pressure loss (mm w ~ 10 Pa) at T300° C.

30
Pressure Loss 20
15
The pressure loss will not be more then in a straight
tube having the same lenght and bore as the silencer. 10
Graphic shows pressure loss in relation to velocity. 8
6
5
4
A E
B H G H 3
2
F
D Nxd 1
I
C Flanges according to DIN 86 044
10 15 20 30 40 60 80 100
Gas velocity (m/s)
Silencer type (A)
Damping Weight
Cyl. type DN A B C D E F G H I Nxd
dB (A) kg
25 5L27/38
6L27/38 (720 rpm) 450 1040 595 550 461 3300 1000 3000 150 16 16xø22 700
25 6L27/38 (750 rpm)

7-8L27/38 500 1140 645 600 512 3500 1100 3200 150 16 20xø22 900
25 9L27/38 600 1340 754 700 614 3800 1300 3500 150 20 20xø22 1250
Silencer type (B)

08028-0D/H5250/94.08.12
Damping Weight
dB (A) kg
25 5L27/38
6L27/38 (720 rpm) 450 830 595 550 461 3400 800 3100 150 16 16xø22 473
25 6L27/38 (750 rpm)

7-8L27/38 500 930 645 600 512 3600 900 3300 150 16 20xø22 597
25 9L27/38 600 1130 754 700 614 4000 1100 3700 150 20 20xø22 1020
Dimension for flanges for exhaust pipes is according to DIN 86 044
02.13
MAN B&W Diesel
1665776-7.5
Page 1 (1) Silencer without Spark Arrestor, Damping 35 dB (A) E 16 04 3
L27/38
Design Installation
The operating of the silencer is based on the absorp- The silencer may be installed, vertically, horizon-
tion system. The Gasflow passes straight-through a tally or in any position close to the end of the piping.
60
The silencer is delivered without insulation and
40

fastening fittings.
30
Pressure Loss 20
15
The pressure loss will not be more then in a straight
10
tube having the same lenght and bore as the silencer.
Graphic shows pressure loss in relation to velocity. 8
6
5
A E 4
B H G H
3
2
F
D Nxd 1
I
C Flanges according to DIN 86 044
10 15 20 30 40 60 80 100
Gas velocity (m/s)
Silencer type (A)
Damping Weight
dB (A) kg
35 5L27/38
6L27/38 (720 rpm) 450 1040 595 550 461 4300 1000 4000 150 16 16xø22 900
35 6L27/38 (750 rpm)

7-8L27/38 500 1140 645 600 512 4500 1100 4200 150 16 20xø22 1100
35 9L27/38 600 1340 754 700 614 4800 1300 4500 150 20 20xø22 1550
Silencer type (B)

08028-0D/H5250/94.08.12
Damping Weight
dB (A) kg
35 5L27/38 450 1080 595 550 461 4200 1050 3900 150 16 16xø22 1015
6L27/38 (720 rpm)
35 6L27/38 (750 rpm)

7-8L27/38 500 1130 645 600 512 4200 1100 3900 150 16 20xø22 1093
35 9L27/38 600 1280 754 700 614 4600 1250 4300 150 20 20xø22 1392
02.13
MAN B&W Diesel
1665777-9.6
Page 1 (1) Silencer with Spark Arrestor, Damping 25 dB (A) E 16 04 5
L27/38
Design Installation
The operating of the silencer is based on the absorp- The silencer/spark arrestor has to be installed as
tion system. The Gasflow passes straight-through a close to the end of the exhaust pipe as possible.
600
The operation of the spark arrestor is based on the
centrifugal system. The gases are forced into a 400

rotary movement by means of a number of fixed
300
blades. The solid particles in the gases are thrown
against the wall of the spark arrestor and collected 200
in the soot box. (Pressure loss, see graphic)
150
The silencer is delivered without insulation and 100

60
50
E A
H G H 40
B
30
20
F
Spark-arrestor type B Spark-arrestor type A

Nxd
I 10
Flanges L
K J J K according D
to DIN C 10 15 20 30 40 60 80 100
86 044 Gas velocity (m/s)
Silencer type (A)
Damping Weight
Cyl. type DN A B C D E F G H I J K L Nxd
dB (A) kg
25 5L27/38*
6L27/38 (720 rpm) 450 1040 595 550 461 3700 1000 3400 150 16 1000 100 300 16xø22 800
25 6L27/38 (750 rpm)

7-8L27/38* 500 1140 645 600 512 4000 1100 3700 150 16 1000 150 310 20xø22 1000
25 9L27/38* 600 1340 754 700 614 4400 1300 4100 150 20 1100 150 350 20xø22 1400
Silencer type (B)

08028-0D/H5250/94.08.12
Damping Weight
dB (A) Cyl. type DN A B C D E F G H I J K L Nxd
kg
25 5L27/38*
6L27/38 (720 rpm) 450 830 595 550 461 3400 800 3100 150 16 800 100 350 16xø22 526
25 6L27/38 (750 rpm)

7-8L27/38* 500 930 645 600 512 3600 900 3300 150 16 900 100 350 20xø22 643
25 9L27/38* 600 1130 754 700 614 4000 1100 3700 150 20 1100 100 400 20xø22 1037

* = 720/750 rpm
02.13
MAN B&W Diesel
1665778-0.5
Page 1 (1) Silencer with Spark Arrestor, Damping 35 dB (A) E 16 04 6
L27/38
Design Installation
The operating of the silencer is based on the absorp- The silencer/spark arrestor has to be installed as
tion system. The Gasflow passes straight-through a close to the end of the exhaust pipe as possible.
600
The operation of the spark arrestor is based on the
centrifugal system. The gases are forced into a 400

rotary movement by means of a number of fixed 300
blades. The solid particles in the gases are thrown
against the wall of the spark arrestor and collected 200
in the soot box. (Pressure loss, see graphic) 150
The silencer is delivered without insulation and 100

60
E A 50
H G H B 40
30
F
20
Spark-arrestor type B Spark-arrestor type A
Nxd
I
Flanges L 10
K J J K according D
to DIN C
10 15 20 30 40 60 80 100
86 044
Gas velocity (m/s)
Silencer type (A)
Damping Weight
Cyl. type DN A B C D E F G H I J K L Nxd
dB (A) kg
35 5L27/38
6L27/38 (720 rpm) 450 1040 595 550 461 4700 1000 4400 150 16 1000 100 300 16xø22 1000
35 6L27/38 (750 rpm)

7-8L27/38 500 1140 645 600 512 5000 1100 4700 150 16 1000 150 310 20xø22 1250
35 9L27/38 600 1340 754 700 614 5400 1300 5100 150 20 1100 150 350 20xø22 1750
Silencer type (B)

08028-0D/H5250/94.08.12
Damping Weight
dB (A) Cyl. type DN A B C D E F G H I J K L Nxd
kg
35 5L27/39
6L27/38 (720 rpm) 450 1080 595 550 461 4650 1050 4350 150 16 800 100 350 16xø22 1140
35 6L27/38 (750 rpm)

7-8L27/38 500 1130 645 600 512 4700 1100 4400 150 16 900 100 350 20xø22 1204
35 9L27/38 600 1280 754 700 614 5200 1250 4900 150 20 1100 100 400 20xø22 1609
02.13
Speed Control System
B 17
MAN Diesel
1655204-8.7
Page 1 (1) Starting of Engine B 17 00 0
General
Load %
100
C B
50
A
0 1 2 3 12 minutes
The engine can be started and loaded according to If the engine normally runs on HFO, preheated fuel
the following procedure: must be circulated through the engine while prehea-
ting, although the engine has run or has been flushed
A) Normal start without preheated cooling wa- on MDO for a short period.
ter. Only on MDO. Continuous lubri-
cating. Starting on MDO
B) Normal start with preheated cooling water. For starting on MDO there are no restrictions except
On MDO or HFO. Continuous lubricating. for the lub. oil viscosity which may not be higher than
1500 cSt (10° C SAE 40).
C) Stand-by engine. Emergency start, with pre-
08028-0D/H5250/94.08.12
heated cooling water, continuous prelubri- Initial ignition may be difficult if the engine and the
cating. On MDO or HFO. ambient temperature are lower than 5° C and the
cooling water temperature is lower than 15° C.
Above curves indicates the absolute shortes time
and we advise that loading to 100% takes some Prelubricating
more minutes.
Continuous prelubricating is standard. Intermittent
Starting on HFO prelubricating is not allowed for stand-by engines.
During shorter stops or if the engine is in a stand- If the prelubrication has been switch-off for more than
by position on HFO, the engine must be preheated 20 minutes the start valve will be blocked.
and HFO viscosity must be in the range 12-18 cSt.
11.02 - NG
MAN Diesel & Turbo
1689459-9.0
Page฀1฀(2) Engine operation under arctic conditions B 17 00 0
L16/24, L21/31, L27/38
Engine operation under arctic conditions These components have to be stored at places,
where the temperature is above –15° C.
Arctic condition is defined as:
฀ •฀ A฀minimum฀operating฀temperature฀of฀≥ +5°
Ambient air temperature below +5° C C has to be ensured. That’s why an optional
electric heating has to be used.
If engines operate under arctic conditions (intermit-
tently or permanently), the engine equipment and
plant installation have to meet special design features Alternators
and requirements. They depend on the possible
minimum air intake temperature of the engine and Alternator operation is possible according to sup-
the specification of the fuel used. pliers specification.
Special engine design requirements Plant installation
฀ •฀ If฀ arctic฀ fuel฀ oil฀ (with฀ very฀ low฀ lubricating฀ Intake air conditioning
properties) is used, the following actions are
required: ฀ •฀ Air฀ intake฀ of฀ the฀ engine฀ and฀ power฀ house/
engine room ventilation have to be two diffe-
- Fuel injection pump: rent฀systems฀to฀ensure฀that฀the฀power฀house/
engine room temperature is not too low caused
> The maximum allowable fuel temperatures by the ambient air temperature.
have to be kept.
฀ •฀ It฀is฀necessary฀to฀ensure฀that฀the฀charge฀air฀
> Only in case of conventional injection sy- cooler cannot freeze when the engine is out
stem, dependent on engine type installation of operation (and the cold air is at the air inlet
and activation of sealing oil system may be side).
necessary, because low viscosity of the fuel
can cause an increased leakage and the lube ฀ •฀ An air intake temperature of the engine ≥
oil will possibly being contaminated. 5° C has to be ensured by preheating.
Engine equipment Minimum power house/engine room tem-

perature
SaCoS/SaCoSone
฀ •฀ Ventilation฀of฀power฀house/engine฀room
฀ •฀ SaCoS/SaCoSone equipment is suitable to be The฀ air฀ of฀ the฀ power฀ house/engine฀ room฀
stored at minimum ambient temperatures of ventilation must not be too cold (preheating is
–15° C. necessary) to avoid the freezing of the liquids
in฀the฀power฀house/engine฀room)฀systems.
฀ •฀ In฀case฀these฀conditions฀cannot฀be฀met.฀Pro-
tective measures against climatic influences ฀ •฀ Minimum฀powerhouse/engine฀room฀tempera-
have to be taken for the following electronic ture for design ≥ +5° C
components:
฀ •฀ Coolant฀and฀lube฀oil฀systems
฀ -฀ EDS฀Databox฀APC620
- HT and lube oil system has to be preheated
- TFT-touchscreen display as specified in the relevant chapters of the
project guide for each individual engine.
- Emergency switch module BD5937
11.12฀-฀NG
MAN Diesel & Turbo
1689459-9.0
B 17 00 0 Engine operation under arctic conditions Page฀2฀(2)
L16/24, L21/31, L27/38
- If a concentration of anti-freezing agents of > Note!

50฀%฀is฀needed,฀please฀contact฀MAN฀Diesel฀ A preheating of the lube oil has to be ensured. If the
& Turbo for approval. plant is not equipped with a lube oil separator (e.g.
plants฀only฀operation฀on฀MGO)฀alternative฀equipment฀
- For information regarding engine cooling water for preheating of the lube oil to be provided.
please see chapter "Cooling water system".
For plants taken out of operation and cooled down
฀ •฀ Insulation below temperatures of +5° C additional special
measures are needed - in this case please contact
The design of the insulation of the piping MAN฀Diesel฀&฀Turbo.
systems and other plant parts (tanks, heat
exchanger etc.) has to be modified and de-
signed for the special requirements of arctic
conditions.
฀ •฀ Heat฀tracing
To support the restart procedures in cold

condition (e.g. after unmanned survival mode
during winter), it is recommended to install a
heat tracing system in the piping to the engine.
11.12฀-฀NG
MAN Diesel
1689484-9.0
Page 1 (1) Actuators B 17 01 2
General
Actuator types
As standard, the engines are equipped with an

electro-hydraulic actuator, make Regulateurs Europa,
type 2800; or make Woodward, type UG25+. Speed
Control is carried out via SaCoSone GENSET.
Actuator signal
Actuator input signal
Regulateurs Europa, 0-1 A nominal operating

type 2800 range
Woodward, 4-20mA nominal operating
type UG25+ range
Speed adjustment range
Speed adjustment range is adjustable in SaCoSone.
Droop
Droop is adjustable in SaCoSone.

08028-0D/H5250/94.08.12
10.14
Safety and Control
System
B 19
MAN Diesel & Turbo
3700061-5.0
Page 1 (4) Operation Data & Set Points - SaCoSone B 19 00 0
L27/38
Acceptable Alarm Set point

Normal Value at Full value at shop
load at ISO conditions test or after Autostop of engine
Delay
repair sec.
Lubricating Oil System
Temp. after cooler

(inlet filter) SAE 40 TI 21 68-73° C <73° C TAH 21 80° C 3
Pressure after filter(inlet engine) PI 22 4.2-5.0 bar >4.5 bar PAL 22 3.5 bar 3 PSL 22 3.0 bar
PSL 22 2.5 bar (D)
Pressure drop across filter PDAH 0.1-1 bar <0.5 bar PDAH 1.5 bar 3
21-22 21-22
Prelubricating pressure (PI 22) 0.14-1.4 bar <1.0 bar PAL 25 0.12 bar (H) 60
Pressure inlet turbocharger PI 23 1.3 - 2.2 bar >1.3 bar PAL 23 0.9 bar 3
(C)
Lub. oil level in base frame LAL 28 Low level 30
LAH 28 High level 30
Pressure before filter PI 21 4.5-5.5 bar
Crankcase protection (M) LAH 92 High level 3 LSH 92 High level
TAH 58 95° C 3 TSH 58 100° C
TDAH 58 4K 3 TDSH 58 6K
Temp. main bearing TI 29 80-95° C TAH 29 100° C 3 TSH 29 105° C
Fuel Oil System
Pressure after filter MDO PI 40 3-6 bar PAL 40 2 bar 5

HFO PI 40 5-16 bar (A) PAL 40 4-6 bar (E) 5
Leaking oil LAH 42 High level 5
Temperature inlet engine MDO TI 40 30-40°C
HFO TI 40 110-140°C
Cooling Water System
Press. LT system, inlet engine PI 01 2.5-4.5 bar >1.8 bar PAL 01 0.4 + (B) bar 3
Press. HT system, inlet engine PI 10 2.0-4.0 bar >1.8-<6 bar PAL 10 0.4 + (B) bar 3
Temp. HT system, outlet engine TI 12 75-85°C <85° C TAH 12 90° C 3 TSH 12 95° C (D)
Temp. LT system, inlet engine TI 01 30-40°C
Exhaust Gas and Charge Air
Exh. gas temp. before TC TI 62 480-530° C TAH 62 570° C 10

Exh. gas temp. outlet cyl. TI 60 350-450° C TAH 60 465° C 10
Diff. between individual cyl. average average TAD 60 average (K) 60
± 30° C ±25° C ± 50° C
± 100° C
Exh. gas temp. after TC
330 kW/cyl TI 61 275-400° C TAH 61 450° C 3
300-320 kW/cyl TI 61 275-375° C TAH 61 450° C 3
Ch. air press. after cooler PI 31 2.8-3.1 bar
Ch. air temp. after cooler TI 31 40-55° C <55° C
Press. inlet engine PI 70 8- 10 bar >7.5-<10 bar PAL 70 7.5 bar 15
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
11.13 - Tier II
MAN Diesel & Turbo
3700061-5.0
B 19 00 0 Operating Data and Set Points - SaCoSone Page 2 (4)
L27/38
Acceptable Alarm Set point

Normal Value at Full value at shop
load at ISO conditions test or after Autostop of engine
Delay
repair sec.
Speed Control System
Engine speed elec. SI 90 750 rpm SAH 81 850 rpm 3 SSH 81 862 rpm (D)
SI 90 720 rpm SAH 81 815 rpm 3 SSH 81 828 rpm (D)

Turbocharger speed SI 89 (L) SAH 89 (J) 3
Alternator
Cooling water leakage LAH98 LAH98 switch 3

Winding temperature TI 98 100° C TAH 98 130° C 3
Bearing temperature TI 27 40-60° C TAH 27 85° C 3
Miscellaneous
Start failure SX 83 switch (G) 10

Stop signal SS 84 switch (F) 0
Stop failure SX 84 switch 30
Engine run SI 90 720/750 rpm SS 90A (I)
Ready to start SS 87 switch 0
For these alarms (with underscore) there are alarm cut-out at engine standstill.
11.13 - Tier II
MAN Diesel & Turbo
3700061-5.0
Page 3 (4) Operation Data & Set Points - SaCoSone B 19 00 0
L27/38
Remarks to Individual Parameters F. Start Interlock
The following signals are used for start interlock/

A. Fuel Oil Pressure, HFO-operation blocking:
When operating on HFO, the system pressure must 1) Turning must not be engaged
be sufficient to depress any tendency to gasification 2) Engine must not be running
of the hot fuel. 3) "Remote" must be activated
4) No shutdowns must be activated.
The system pressure has to be adjusted according 5) The prelub. oil pressure must be OK, 20 min.
to the fuel oil preheating temperature. after stop.
6) "Stop" signal must not be activated
B. Cooling Water Pressure, Alarm Set Points
G. Start Failure
As the system pressure in case of pump failure will
depend on the height of the expansion tank above Start failure is generated if engine speed has not
the engine, the alarm set point has to be adjusted to exceeded the ignition speed limit within a defined
0.4 bar plus the static pressure. The static pressure span of time or engine speed has not exceeded the
set point can be adjusted in the display module. minimum speed limit within a defined span time.
C. Lub. Oil Pressure, Offset Adjustment Start failure alarm is automatically reset after engine
is standstill.
The read outs of lub. oil pressure has an offset
adjustment because of the transmitter placement. H. Alarm Hysterese and Set Point
This has to be taken into account in case of test and
calibration of the transmitter. On all alarm points (except prelub. oil pressure) a
hysterese of 0.1 bar are present. On prelub. oil pres-
D. Software Created Signal sure alarm the hysterese is 0.02 bar.
Software created signal from PI 22, TI 12, SI 90. The alarm set point for prelub. oil pressure is only
valid if lubricating oil temperature is below 62° C.
E. Set Points depending on Fuel Temperature
I. Engine Run Signal
The signal SS90A indicates engine running for exter-

nal systems like Power Management System.
The engine run signal SS90A is set if engine exceeds

"95% of engine nominal speed".
The engine run signal SS90A is used to release the
generator synchronizing.
J. Limits for Turbocharger Overspeed Alarm

(SAH 89)
Engine type 720 rpm 750 rpm

5L27/38 / TCR18 39,285 39,285
6L27/38 / TCR18 39,285 39,285
Fig 1 Set point curve.
7L27/38 / TCR20 32,786 32,786
8L27/38 / TCR20 32,786 32,786
9L27/38 / TCR20 32,786 32,786
11.13 - Tier II
MAN Diesel & Turbo
3700061-5.0
B 19 00 0 Operating Data and Set Points - SaCoSone Page 4 (4)
L27/38
K. Exhaust Gas Temperatures M. Crankcase Protection
The exhaust gas temperature deviation alarm is For engines above 2250 kW or bore > 300 mm,
normally: crankcase protection is standard for marine appli-
cation. The system is optional for smaller engines.
Engine load < 59% TAD = ± 100° C
This will be done by an oil mist detector (LAH/LSH
Engine load > 59% TAD = ± 50° C 92) as standard or with a splash oil/crankcase pro-
tection system (TAH/TSH/TDAH/TDSH 58 + TAH/
L. Turbocharger Speed TSH 29) as option.
Normal value at full load of the turbocharger is de-

pendent on engine type (cyl. no) and engine rpm.
The value given is just a guide line. Actual values
can be found in the acceptance test protocol.
11.13 - Tier II
MAN Diesel & Turbo
1689469-5.0
Page 1 (7) Safety, Control and Monitoring System B 19 00 0
L16/24, L21/31
L27/38
General information Furthermore, the Control Unit is equipped with a
Display Module. This module consists of a touch-
The document is valid for the following engine screen and a integrated PLC for the safety system.
types: L16/24, L21/31, and L27/38. The Display Module also acts as safety system for
over speed, low lubrication oil pressure and high
The monitoring and safety system SaCoSone serves cooling water temperature.
for complete engine operation, control, monitoring
and safety of GenSets. All sensors and operating The Display Module provides the following func-
devices are wired to the engine-attached units. tions:
The SaCoSone design is based on high reliable and ·฀ safety system

approved components as well as modules specially ·฀ visualisation of measured values and opera-
designed for installation on medium speed engines. ting values on a touchscreen
The used components are harmonised to a homo- ·฀ engine operation via touchscreen
genously system. The whole system is attached to
the engine cushioned against vibration. The safety system is electrically separated from the
control system due to requirements of the classifi-
cation societies.
For engine operation, additional hardwired switches

are available for relevant functions.
The system configuration can be edited via an

Ethernet interface at the Display Module.
SaCoSone GenSet mounted on a L16/24 GenSet

(Probable Layout)
Control Unit
The Control Unit includes a highly integrated

Control Module for engine control, monitoring and Prototype of the SaCoSone GenSet
alarm system (alarm limits and delay). The module
collects engines measuring data and transfers the
most measurements and data to the ship alarm Connection Box
system via Modbus.
The Connection Box is the central connecting and
distribution point for the 24VDC power supply of the
whole system.
10.12 - Tier II
MAN Diesel & Turbo
1689469-5.0
B 19 00 0 Safety, Control and Monitoring System Page 2 (7)
L16/24, L21/31
L27/38
Furthermore it connects the Control Unit with the
GenSet, the ship alarm system and the optional
crankcase monitoring.
System bus
The SaCoSone system is equipped with a redundant The control module operates directly with electro-
bus based on CAN. The bus connects all system hydraulic actuator.
modules. This redundant bus system provides the
basis data exchange between the modules.
el.-hydraulic
governor
• engine control control RS422/RS485 ship alarm

• speed control
• alarm system
module system
control bus
display system
• display
• operation module Ethernet configuration
• safety system (via SaCoSone
EXPERT)
safety system
10.12 - Tier II
MAN Diesel & Turbo
1689469-5.0
L16/24, L21/31
L27/38
Technical data
Example shows the dimensions of L16/24
L16/24 L21/31 L27/38

Width (mm) 400 400 400
Height (mm) 480 565 480
Length (mm) 869 1168 1323
Length overall (mm) 902 1201 1356
Weight (kg) 60 60 65
10.12 - Tier II
MAN Diesel & Turbo
1689469-5.0
L16/24, L21/31
L27/38
System Description Alarm/Monitoring System
Safety System Alarming

The alarm function of SaCoSone supervises all
Safety functions necessary parameters and generates alarms to
The safety system monitors all operating data of the indicate discrepancies when required. The alarms
engine and initiates the required actions, i.e. engine will be transferred to ship alarm system via Modbus
shut-down, in case the limit values are exceeded. data communication.
The safety system is integrated the Display Module.
The safety system directly actuates the emergency Self-monitoring
shut-down device and the stop facility of the speed SaCoSone carries out independent self-monitoring
governor. functions. Thus, for example the connected sensors
are checked constantly for function and wire break.
Auto shutdown In case of a fault SaCoSone reports the occurred
Auto shutdown is an engine shutdown initiated by malfunctions in single system components via sys-
any automatic supervision of engine internal para- tem alarms.
meters.
Control
Emergency stop SaCoSone controls all engine-internal functions as
Emergency stop is an engine shutdown initiated by well as external components, for example:
an operator manual action like pressing an emer-
gency stop button. An emergency stop button is  Start/stop sequences:
placed at the Control Unit on engine. For connection  Local and remote start/stop sequence for
of an external emergency stop button there is one the GenSet.
input channel at the Connection Box.  Activation of start device. Control (auto
start/stop signal) regarding prelubrication
Engine shutdown oil pump.
If an engine shutdown is triggered by the safety  Monitoring and control of the acceleration
system, the emergency stop signal has an immedi- period.
ate effect on the emergency shut-down device and
the speed control. At the same time the emergency  Jet system:
stop is triggered, SaCoSone issues a signal resulting  For air fuel ratio control purposes, com-
in the generator switch to be opened. pressed air is lead to the turbocharger at
start and at load steps.
Shutdown criteria
·฀ Engine overspeed  Control signals for external functions:
·฀ Failure of both engine speed sensors  HT cooling water preheating unit
·฀ Lube oil pressure at engine inlet low  Prelubrication oil pump control
·฀ HT cooling water temperature outlet too high
·฀ High bearing temperature/deviation from  Redundant shutdown functions:
Crankcase Monitoring System. (optional)  Engine overspeed
·฀ High oilmist concentration in crankcase.  Low lub. oil pressure inlet engine
(optional)  High cooling water temperature outlet
·฀ Remote Shutdown. (optional) engine
- Differential protection (optional)
- Earth connector closed (optional)
- Gas leakage (optional)
10.12 - Tier II
MAN Diesel & Turbo
1689469-5.0
L16/24, L21/31
L27/38
Speed Control System Remote speed setting is either possible via 4-20mA
signal or by using hardwired lower/raise commands.
Governor
The engine electronic speed control is realized Speed adjustment range
by the Control Module. As standard, the engine is Between -5% and +10% of the nominal speed at
equipped with an electro-hydraulic actuator. idle running.
Engine speed indication is carried out by means of Droop

redundant pick-ups at the camshaft. Adjustable by parameterisation tool from 0-5%
droop.
Instead of electronic speed governing the system
can optionally be equipped with a mechanical Load distribution
governor. By droop setting.
Speed adjustment Engine stop

Local, manual speed setting is possible at the con- Engine stop can be initiated local at the display
trol unit with a turn switch. module and remote via a hardware channel or the
bus interface.
10.12 - Tier II
MAN Diesel & Turbo
1689469-5.0
L16/24, L21/31
L27/38
Interfaces to External Systems
Overview
A detailed signal description is available on the GS Product page in the document “B 19 00 0, Interface
Description"
10.12 - Tier II
MAN Diesel & Turbo
1689469-5.0
L16/24, L21/31
L27/38
Data Machinery Interface Generator Control
This interface serves for data exchange to ship SaCoSone provides inputs for all temperature signals
alarm systems or integrated automation systems for the temperatures of the generator bearings and
(IAS). generator windings.
The status messages, alarms and safety actions, Power Management

which are generated in the system, can be transfer-
red. All measuring values and alarms acquired by Hardwired interface for remote start/stop, speed
SaCoSone GenSet are available for transfer. setting, alternator circuit breaker trip etc.
The following MODBUS protocols are available: Remote Control
•฀ MODBUS RTU (Standard) For remote control several digital inputs are avail-
•฀ MODBUS ASCII (for retrofits) able.
For a detailed description of these protocols see Ethernet Interface

the document “B 19 00 0, Communication from the
GenSet”. The Ethernet interface at the Display Module can
be used for the connection of SaCoSone EXPERT.
main emergency
switchboard switchboard Serial Interface
CoCoS-EDS can be connected to a serial RS485

AC 24VDC
AC interface.
Yard supply
DC DC Power Supply
24VDC uninterruptible
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
10 A
16 A
SaCoSone.
Crankcase Monitoring Unit (optional)

MAN supply
Control Module
SaCoSone GenSet provides an interface to an opti-
onal Crankcase Monitoring Unit. This unit is not part
Display Module of SaCoSone GenSets and is not standard scope
of supply. If applied, it is delivered as stand-alone
Connection Box Control Unit
system in an extra control cabinet.
10.12 - Tier II
MAN Diesel & turbo
1689468-3.1
Page 1 (4) Communication from the GenSet B 19 00 0
L16/24, L21/31
L27/38, L32/40
Data Bus Interface (Machinery Alarm Sys- Settings
tem)
The communication parameters are set as follows:
This interface serves for data exchange to ship alarm
systems or integrated automation systems (IAS). Modbus Slave SaCoS
Modbus Master Machinery alarm system
The status messages, alarms and safety actions, Slave ID (default) 1
which are generated in the system, can be trans-
Data rate (default) 57600 baud
ferred. All measuring values and alarms acquired by
SaCoSone GenSet are available for transfer. Data rate (optionally available) 4800 baud
9600 baud
19200 baud
The following Modbus protocols are available: 38400 baud
115200 baud
·฀ Modbus RTU (Standard) Data bits 8
Stop bits 1
·฀ Modbus ASCII
Parity None
Transmission mode Modbus RTU
The Modbus RTU protocol is the standard protocol
used for the communication from the GenSet. For
the integration in older automation system, Modbus
ASCII is also available. Function Codes
The following function codes are available to gather

Modbus RTU Protocol data from the SaCoSone controllers:
The Modbus RTU protocol is the standard protocol

Func- Function
used for the communication from the GenSet. tion Code (hexa- Description
Code decimal)
The bus interface provides a serial connection. The 1 0x01 read coils
protocol is implemented according to the following
3 0x03 read holding registers
definitions:
5 0x05 write coil
·฀ Modbus application protocol specification, 6 0x06 write single register
Modbus over serial line specification and im- 15 0x0F write multiple coils
plementation guide, 16 0x10 write multiple registers
22 0x16 mask write register
There are two serial interface standards available:
23 0x17 read write multiple registers
·฀ RS422 – Standard, 4 + 2 wire

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

or state information of the engine.
10.48 (02.08.2010) - Tier II

MAN Diesel & Turbo
1689468-3.1
B 19 00 0 Communication from the GenSet Page 2 (4)
L16/24, L21/31
L27/38, L32/40
Measured values are digitized analogue values of Pre-alarms, shutdowns and state information from
sensors, which are stored in a fixed register of the the SaCoSone system are available as single bits in
Control Module Small. Measured values include fixed registers. The data type used is unsigned of
media values (pressures, temperatures) where, ac- size 16 bit. The corresponding bits of alarm or state
cording to the rules of classification, monitoring has information are set to the binary value „1“, if the
to be done by the machinery alarm system. The data event is active.
type used is signed integer of size 16 bit. Measured
values are scaled by a constant factor in order to Contents of List of Signals
provide decimals of the measured.
For detailed information about the transferred data,
please refer to the ”list of signals“ of the engine’s
documentation set. This list contains the following
information:
Field Description
Address The address (e.g.: MW15488) is the software address used in the Control Module Small.
HEX The hexadecimal value (e.g.: 3C80) of the software address that has to be used by the MODBUS master
when collecting the specific data.
Bit Information of alarms, reduce load, shutdown, etc. are available as single bits. Bits in each register are counted
0 to 15.
Meas. Point The dedicated denomination of the measuring point or limit value as listed in the „list of measuring and control
devices“.
Description A short description of the measuring point or limit value.
Unit Information about how the value of the data has to be evaluated by the Modbus master (e.g. „°C/100“ means:
reading a data value of „4156“ corresponds to 41,56 °C).
Origin Name of the system where the specific sensor is connected to, or the alarm is generated.
Signal range The range of measured value.
Life Bit
In order to enable the alarm system to check whether

the communication with SaCoS is working, a life bit is
provided in the list of signals (MW15861; Bit2). This
Bit is alternated every 10 seconds by SaCoS. Thus,
if it remains unchanged for more than 10 seconds,
the communication is down.
10.48 (02.08.2010) - Tier II

MAN Diesel & turbo
1689468-3.1
Page 3 (4) Communication from the GenSet B 19 00 0
L16/24, L21/31
L27/38, L32/40
Modbus ASCII Protocol FCT = 03H: Read n words
The master transmits an inquiry to the slave (CMS)
General to read a number (n) of datawords from a given
address. The slave (CMS) replies with the required
The communication setup is: 9600 baud, 8 databits, number (n) of datawords. To read a single register
1 stopbit, no parity. (n) must be set to 1. To read block type register (n)
must be in the range 1...32.
The Modbus protocol accepts one command (Func-
tion Code 03) for reading analogue and digital input Request (master):
values one at a time, or as a block of up to 32 inputs. [DATA] = [ADR][n]
[ADR]=Word stating the address in HEX.
The following chapter describes the commands in [n]=Word stating the number of words to
the Modbus protocol, which are implemented, and be read.
how they work.
Answer (slave-CMS):
Protocol Description [DATA] = [bb][1. word][2. word]....[n. word]
[bb]=Byte, stating number of subsequent
bytes.
The ASCII and RTU version of the Modbus protocol
[1. word]=1. dataword
is used, where the CMS/DM works as Modbus slave.
[n. word]=No n. dataword
All data bytes will be converted to 2-ASCII charac-
ters (hex-values). Thus, when below is referred to
FCT = 10H: Write n words
“bytes“ or “words“, these will fill out 2 or 4 characters,
The master sends data to the slave (CMS/DM) start-
respectively in the protocol. The general “message
ing from a particular address. The slave (CMS/DM)
frame format“ has the following outlook:
returns the written number of bytes, plus echoes
the address.
[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]
– [:] 1 char. Begin of frame
Write data (master):
– [SLAVE] 2 char. Modbus slave ad-
[DATA] = [ADR][n] [bb][1. word][2. word]....[n word]
dress (Selected on DIP-
[ADR] = Word that gives the address in
switch at Display Module)
HEX.
– [FCT] 2 char. Function code
[n] = Word indicating number of words to
– [DATA] n X 2 chars data.
be written.
– [CHECKSUM] 2 char checksum (LRC)
[bb] = Byte that gives the number of bytes
– [CR] 1 char CR
to follow (2*n)
– [LF] 1 char LF (end of frame)
Please note that 8bb9 is byte size!
The following function codes (FCT) is accepted:
– 03H: Read n words at specific address.
– 10H: Write n words at specific address.
In response to the message frame, the slave (CMS)

Answer (slave-CMS/DM):
must answer with appropriate data. If this is not pos-
[DATA] = [ADR][bb*2]
sible, a package with the most important bit in FCT
[ADR]= Word HEX that gives the address
set to 1 will be returned, followed by an exception
in HEX
code, where the following is supported:
[bb*2]=Number of words written.
– 01: Illegal function
– 02: Illegal data address
– 03: Illegal data value
– 06: BUSY. Message rejected
10.48 (02.08.2010) - Tier II

MAN Diesel & Turbo
1689468-3.1
B 19 00 0 Communication from the GenSet Page 4 (4)
L16/24, L21/31
L27/38, L32/40
Data Format MODBUS block addresses
The following types of data format have been cho- In order to be able to read from the different I/O
sen: and data areas, they have to be supplied with an
„address“. In the MODBUS protocol each address
Digital: Consists of 1 word (register): refers to a word or „register“. For the GenSet there
1 word: [0000H]=OFF are following I/O registers:
[FFFFH]=ON
·฀ Block (multiple) I/O registers occupying up to
Integer: Consists of 1 word (register): 32 word of registers
1 word: 12 bit signed data
(second complement): This list specifies the addresses assigned for MOD-
[0000H]=0 BUS Block data, which enables the user to read up
[0FFFH]=100% of range to 32 signals/alarms/inputs in a single MODBUS
[F000H]=-100% of range request.
Notice: 12 bit data format must be used no matter General) All alarm signals are already performed
what dissolution a signal is sampled with. All meas- with necessary time delay. F.ex. lub. oil level
uring values will be scaled to 12 bit signed. alarms (LAL/LAH28) includes 30 sec. alarm
delay. Start air alarm (PAL70) includes 15 sec.
alarm delay. No further delay are needed.
10.48 (02.08.2010) - Tier II

MAN Diesel & turbo
3700054-4.0
Page 1 (5) Modbus List B 19 00 0
L16/24, L21/31
L27/38, L32/40
The Modbus list is valid for Modbus ASCII and Modbus RTU.
Signal
Adress Hex Bit Meas. Point Description Unit Origin
range
MW 0 0 TE60-1 Exhaust gas temperature cylinder A1 °C CMS 0 - 700
MW 10 A TE62 Exhaust gas temperature before turbocharger A °C CMS 0 - 700
MW 11 B TE61 Exhaust gas temperature after turbocharger A °C CMS 0 - 700
MW 15 F Exhaust gas temperature mean value °C CMS 0 - 700
MW 16 10 0 Sensor fault TE60-1 : Exhaust gas temp. cylinder A1 SF=1 CMS binary
1 Sensor fault TE60-2 : Exhaust gas temp. cylinder A2 SF=1 CMS binary
10 Sensor fault TE62 : Exhaust gas temp. before TC A SF=1 CMS binary
11 Sensor fault TE61 : Exhaust gas temp. after TC A SF=1 CMS binary
MW 17 11 0 TAH60-1 Alarm: High exhaust gas temperature cylinder A1 active=1 CMS binary
1 TAH60-2 Alarm: High exhaust gas temperature cylinder A2 active=1 CMS binary
10 TAH62 Alarm: High exhaust gas temp. before turbocharger A active=1 CMS binary
11 TAH61 Alarm: High exhaust gas temp. after turbocharger A active=1 CMS binary
MW 18 12 0 TAD60-1 Alarm: Mean value deviation exhaust gas temp. cyl. A1 active=1 CMS binary
1 TAD60-2 Alarm: Mean value deviation exhaust gas temp. cyl. A2 active=1 CMS binary
10.48 (02.08.2010) - Tier II

MAN Diesel & Turbo
3700054-4.0
B 19 00 0 Modbus List Page 2 (5)
L16/24, L21/31
L27/38, L32/40
Signal
range
9 TAD60-10 Alarm: Mean value deviation exh. gas temp. cyl. A10 active=1 CMS binary
MW 32 20 TE12 H.T. cooling water temperature engine outlet °C / 100 CMS 0 - 200
MW 33 21 TE01 L.T. cooling water temperature air cooler inlet °C / 100 CMS 0 - 200
MW 34 22 TE21 Lube oil temperature filter inlet °C / 100 CMS 0 - 200
MW 35 23 TE40 Fuel oil temperature engine inlet °C / 100 CMS 0 - 200
MW 36 24 TE31 Charge air temperature cooler outlet °C / 100 CMS 0 - 200
MW 37 25 TE98-1 Alternator windwing temperature L1 °C / 100 CMS 0 - 200
MW 40 28 TE38 Ambient air temperature °C / 100 CMS 0 - 200
MW 41 29 TE10 H.T. cooling water temperature engine inlet °C / 100 CMS 0 - 200
MW 42 2A TE27-1 Alternator front bearing temperature °C / 100 CMS 0 - 200
MW 43 2B TE27-2 Alternator rear bearing temperature °C / 100 CMS 0 - 200
MW 48 30 0 Sensor fault TE12 : H.T. cool water temp. engine outlet SF=1 CMS binary
1 Sensor fault TE01 : L.T. cool water temp. air cooler inlet SF=1 CMS binary
2 Sensor fault TE21 : Lube oil temperature filter inlet SF=1 CMS binary
3 Sensor fault TE40 : Fuel oil temperature engine inlet SF=1 CMS binary
4 Sensor fault TE31 : Charge air temp. cooler outlet SF=1 CMS binary
5 Sensor fault TE98-1 : Alternator windwing temp. L1 SF=1 CMS binary
8 Sensor fault TE38 : Ambient air temperature SF=1 CMS binary
9 Sensor fault TE10 : H.T. cool. water temp. engine inlet SF=1 CMS binary
10 Sensor fault TE27-1 : Alternator front bearing temp. SF=1 CMS binary
11 Sensor fault TE27-2 : Alternator rear bearing temp. SF=1 CMS binary
MW 64 40 PT10 H.T. cooling water pressure bar / 100 CMS
MW 65 41 PT01 L.T. cooling water pressure bar / 100 CMS
MW 66 42 PT21 Lube oil pressure filter inlet bar / 100 CMS
MW 67 43 PT22 Lube oil pressure filter outlet bar / 100 CMS
MW 68 44 PT23 Lube oil pressure TC bar / 100 CMS
MW 69 45 PT40 Fuel oil pressure engine inlet bar / 100 CMS
MW 70 46 PT31 Charge air pressure cooler outlet bar / 100 CMS
MW 71 47 PT70 Start air pressure bar / 100 CMS
MW 72 48 PT43 Fuel oil pressure filter inlet bar / 100 CMS
MW 73 49 ZT59 Alternator load % CMS
MW 74 4A ZT45 Fuel rack position % CMS
MW 75 4B PT38 Ambient air pressure mbar CMS
MW 76 4C Analog speed setpoint % CMS
MW 80 50 0 Sensor fault PT10 : H.T. cooling water pressure SF=1 CMS binary
1 Sensor fault PT01 : L.T. cooling water pressure SF=1 CMS binary
2 Sensor fault PT21 : Lube oil pressure filter inlet SF=1 CMS binary
3 Sensor fault PT22 : Lube oil pressure filter outlet SF=1 CMS binary
4 Sensor fault PT23 : Lube oil pressure TC SF=1 CMS binary
5 Sensor fault PT40 : Fuel oil pressure engine inlet SF=1 CMS binary
10.48 (02.08.2010) - Tier II

MAN Diesel & turbo
3700054-4.0
L16/24, L21/31
L27/38, L32/40
Signal
range
6 Sensor fault PT31 : Charge air pressure cooler outlet SF=1 CMS binary
7 Sensor fault PT70 : Start air pressure SF=1 CMS binary
8 Sensor fault PT43 : Fuel oil pressure filter inlet SF=1 CMS binary
9 Sensor fault ZT59 : Alternator load SF=1 CMS binary
10 Sensor fault ZT45 : Fuel rack position SF=1 CMS binary
11 Sensor fault PT38 : Ambient air pressure SF=1 CMS binary
12 Sensor fault : Analog speed setpoint SF=1 CMS binary
MW 96 60 SE90 Engine speed rpm CMS 0..2000
MW 97 61 SE89 TC speed rpm/10 CMS 0..70000
MW 112 70 0 SE90-1 Sensor fault engine speed pick up 1 SF=1 CMS binary
1 SE90-2 Sensor fault engine speed pick up 2 SF=1 CMS binary
2 SE90-1 Sensor fault engine speed pick up 1 SF=1 DM binary
3 SE90-2 Sensor fault engine speed pick up 2 SF=1 DM binary
4 SE89 Sensor fault TC speed pick up SF=1 CMS binary
MW 113 71 0 Signal fault ZS82 : Emergency stop (pushbutton) SF=1 CMS binary
1 Signal fault ZS75 : Turning gear disengaged SF=1 CMS binary
2 Signal fault SS84 : Remote stop SF=1 CMS binary
3 Signal fault SS83 : Remote start SF=1 CMS binary
4 Signal fault LAH28 : Lube oil level high SF=1 CMS binary
5 Signal fault LAL28 : Lube oil level low SF=1 CMS binary
6 Signal fault LAH42 : Fuel oil leakage high SF=1 CMS binary
7 Signal fault ZS97 : Remote switch SF=1 CMS binary
8 Signal fault LAH92 : OMD alarm SF=1 CMS binary
9 Signal fault TAH 29-27 : CCMON alarm SF=1 CMS binary
10 Signal fault : Remote reset SF=1 CMS binary
11 Signal fault LAH98 : Alternator cool. water leakage alarm SF=1 CMS binary
12 Signal fault : Emergency generator mode SF=1 CMS binary
13 Signal fault : Speed raise SF=1 CMS binary
14 Signal fault : Speed lower SF=1 CMS binary
15 Signal fault : Switch droop / isochronous mode SF=1 CMS binary
MW 114 72 0 Spare SF=1 CMS binary
4 Signal fault : Actuator signal SF=1 CMS binary
13 Signal fault SS83 : Start solenoid valve SF=1 CMS binary
15 Signal fault SS32 : Jet system valve SF=1 CMS binary
MW 115 73 0 Spare SF=1 CMS binary
2 Signal fault ZS34-1 : Charge air blow off valve 1 SF=1 CMS binary
3 Signal fault ZS34-2 : Charge air blow off valve 2 SF=1 CMS binary
4 Signal fault: VIT feedback position SF=1 CMS binary
MW 116 74 0 Sensor fault TSH12 : H.T. cool. water engine outlet termostate SF=1 DM binary
1 Sensor fault PSL22 : Lube oil eng. inlet pressostate SF=1 DM binary
2 Sensor fault ZS82 : Emergency stop (pushbutton) SF=1 DM binary
3 Sensor fault LSH92 : OMD shutdown SF=1 DM binary
4 Sensor fault TSH27-29 : CCMON shutdown SF=1 DM binary
5 Sensor fault ZX92 : OMD system failure SF=1 DM binary
6 Sensor fault ZX27-29 : CCMON system failure SF=1 DM binary
7 Sensor fault : Remote shutdown SF=1 DM binary
10.48 (02.08.2010) - Tier II

MAN Diesel & Turbo
3700054-4.0
B 19 00 0 Modbus List Page 4 (5)
L16/24, L21/31
L27/38, L32/40
Signal
range
9 Sensor fault ZS30-2 : Charge air press. relief valve SF=1 DM binary
10 Sensor fault ZS30-1 : Charge air shut off flap SF=1 DM binary
11 Sensor fault SS86-1 : Emergency stop valve SF=1 DM binary
12 Signal fault ZS82 : Emergency stop (pushbutton) SF=1 DM binary
MW 117 75 0 CAN-1 error active=1 DM binary
1 CAN-2 error active=1 DM binary
2 Communication error to CMS active=1 DM binary
3 Backlight error active=1 DM binary
4 Ethernet communication error active=1 DM binary
5 Wirebrake supervision of remote signals disabled active=1 DM binary
MW 118 76 0 CAN-1 error active=1 CMS binary
1 CAN-2 error active=1 CMS binary
2 CAN-3 error active=1 CMS binary
3 Communication error to DM active=1 CMS binary
10 Emergency generator mode active=1 CMS binary
11 MDO used active=1 CMS binary
12 HFO used active=1 CMS binary
15 Live-Bit (status changes at least every 5 seconds) CMS binary
MW 119 77 0 Shutdown : H.T. cool. water temp. engine outlet high active=1 CMS binary
1 Shutdown overridden : H.T. cool. water temp. eng. outlet high active=1 CMS binary
2 Shutdown : Lube oil pressure filter outlet low active=1 CMS binary
3 Shutdown overridden : Lube oil press. filter outl. low active=1 CMS binary
4 Shutdown : Engine overspeed active=1 CMS binary
5 Shutdown : Actuator Error active=1 CMS binary
6 Shutdown : Double Pick-Up Error active=1 CMS binary
7 Shutdown : Stop failure active=1 CMS binary
MW 120 78 0 Shutdown : H.T. cool. water temp. engine outlet high active=1 DM binary
1 Shutdown overridden : H.T. cool. water temp. eng. outlet high active=1 DM binary
2 Shutdown : Lube oil pressure filter outlet low active=1 DM binary
3 Shutdown overridden : Lube oil press. filter outl. low active=1 DM binary
4 Shutdown : Engine overspeed active=1 DM binary
5 Shutdown : OMD active=1 DM binary
6 Shutdown overridden : OMD active=1 DM binary
7 Shutdown : CCMON active=1 DM binary
8 Shutdown overridden : CCMON active=1 DM binary
DM/
9 Shutdown : Emergency stop active active=1 binary
CMS
10 Shutdown : Remote Shutdown active=1 DM binary
MW 121 79 0 Alarm : H.T. cooling water temp. engine outlet high active=1 CMS binary
1 Alarm : Lube oil pressure filter outlet low active=1 CMS binary
2 Alarm : Engine overspeed active=1 CMS binary
3 Alarm LAH28 : Lube oil level high active=1 CMS binary
4 Alarm LAL28 : Lube oil level low active=1 CMS binary
5 Alarm LAH42 : Fuel oil leakage active=1 CMS binary
6 Alarm FE94 : Cylinder lubrication no flow active=1 CMS binary
7 Alarm LAL98 : Alternator cooling water leakage active=1 CMS binary
8 Alarm : Start failure active=1 CMS binary
10.48 (02.08.2010) - Tier II

MAN Diesel & turbo
3700054-4.0
L16/24, L21/31
L27/38, L32/40
Signal
range
9 Alarm PAL25: Prelub. Oil pressure low active=1 CMS binary
11 Alarm : Startpreparation failure active=1 CMS binary
12 Alarm : Engine running error active=1 CMS binary
13 Alarm PAL01 : L.T. cooling water pressure low active=1 CMS binary
14 Alarm PAL10 : H.T. cooling water pressure low active=1 CMS binary
15 Alarm PDAH21-22 : Diff. pressure lube oil filter high active=1 CMS binary
MW 122 7A 0 Alarm TAH21 : Lube oil temperature filter inlet high active=1 CMS binary
1 Alarm PAL23 : Lube oil pressure TC low active=1 CMS binary
2 Alarm PDAH40-43 : Diff. pressure fuel oil filter high active=1 CMS binary
3 Alarm PAL40 : Fuel oil pressure engine inlet low active=1 CMS binary
4 Alarm PAL70 : Start air pressure low active=1 CMS binary
5 Alarm TAH98-1 : Alternator winding temp. L1 high active=1 CMS binary
8 Alarm TAH29-1 : Alternator front bearing temp. high active=1 CMS binary
9 Alarm TAH29-2 : Alternator rear bearing temp. high active=1 CMS binary
10 Alarm : OMD active=1 CMS binary
11 Alarm : CCMON active=1 CMS binary
12 Alarm : TC Overspeed active=1 CMS binary
14 Alarm: Cylinder Lubrication Error active=1 CMS binary
15 Alarm: Prelube pressure low active=1 CMS binary
MW 123 7B 0 Alarm ZX92 : OMD system failure active=1 DM binary
1 Alarm ZX27-29 : CCMON system failure active=1 DM binary
2 Alarm: VIT positioning Error active=1 DM binary
3 Alarm: CAN 3 Error - VIT communication Error active=1 DM binary
5 Alarm: Jet System Error active=1 DM binary
MW 124 7C Operating hour counter h CMS 0..65535
MW 125 7D Overload hour counter h CMS 0..65535
MW 126 7E 0 Load reduction request: VIT emergency mode error active=1 DM binary
1 Load reduction request overridden : VIT emerg. mode error active=1 DM binary
MW 127 7F Start of spare
MW 1799 707 End of spare
10.48 (02.08.2010) - Tier II

MAN Diesel
1699190-5.0
Page 1 (1) Oil Mist Detector B 19 22 1
General
Description
The oil mist detector type Tufmon from company Dr.

Horn is standard on the 7, 8 and 9L27/38 engine
types and option for all other engine types.
The oil mist detector is based on direct measurement

of the oil mist concentration in the natural flow from
the crankcase to the atmosphere.
The detector is developed in close cooperation

between the manufacturer Dr. Horn and us and it
has have been tested under realistic conditions at
our testbed.
The oil mist sensor is mounted on the venting pipe

together with the electronic board. At first the sensor
will activate an alarm, and secondly the engine will
be stopped, in case of critical oil mist concentration.
Furthermore there is an alarm in case of sensor
failure. To avoid false alarms direct heating of the Fig 1 Oil mist detector.
optical sensor is implemented. The installation is
integrated on the engine. No extra piping/cabling
is required.
Tecnical Data
Power supply : 24 V DC +30% / -25%

Power consumption : 1 A
Operating temperature : 0° C....+70° C
Enclosure according to DIN 40050:

Analyzer : IP54
Speed fuel rack and
optical sensors : IP67
Supply box and connectors : IP65
08028-0D/H5250/94.08.12
06.47
MAN Diesel
1699867-7.0 Combined Box with Prelubricating Oil Pump, Nozzle

Page 1 (2) Conditioning Pump, Preheater and El Turning Device E 19 07 2
General
Description The pump starter can be arranged for continuous or

intermittent running. (For engine types L16/24, L21/31
The box is a combined box with starters for prelubri- & L27/38 only continuous running is accepted).
cating oil pump, nozzle conditioning pump, preheater See also B 12 07 0, Prelubricating Pump.
and el turning device.
The preheater control is for controlling the electric
The starter for prelubricating oil pump is for automatic heater built onto the engine for preheating of the
controlling start/stop of the prelubricating oil pump engines jacket cooling water during stand-still.
built onto the engine.
On the front of the cabinet there is a lamp for "heater
The starter for nozzle conditioning pump is for auto- on" and a off/auto switch. Furthermore there is over-
matic controlling start/stop of the nozzle pump. The load protection for the heater element.
pump can be built on the engine or be a separate
unit. The temperature is controlled by means of an on/
off thermostat mounted in the common HT-outlet
Common for both pump starters in the cabinet is, pipe. Furthermore the control system secures that
overload protection and automatic control system. On the heater is activated only when the engine is in
the front of the cabinet there is a lamp for "pump on", stand-still.
a change-over switch for manual start and automatic
start of the pump; furthermore there is a common The box also include the control of el turning device.
main cut-off switch. There is a "running" indication lamp and a on/off
power switch on the front. The control for the turning
gear is prepared with to contactors for forward and
reverse control. The turning gear control has also
overload protection.
630
1AE1 1AE2 1AE3 1AE5

PRELUB. OIL PUMP NOZZLE COOL.PUMP H.T. WATER PREHEATER TURNING MOTOR
ENGINE ENGINE ENGINE ENGINE
4H8 4S5 4H12 4S9 5H2 5S1 5H13 5S4

MAN. AUTO. MAN. AUTO. POWER
PUMP ON OFF PUMP ON OFF HEATER ON OFF. AUTO. TURNING ON OFF - ON
560
08028-0D/H5250/94.08.12
2S1
1AE4
Fig 1 Dimensions.
08.09
MAN Diesel
Combined Box with Prelubricating Oil Pump, Nozzle 1699867-7.0
E 19 07 2 Conditioning Pump, Preheater and El Turning Device Page 2 (2)
General
1 2 3 4 5 6 7 8 9 10 11 12 13
BASEPLATE
2F4 1 3 5 2F7 1 3 5 2F10 1 3 5

10A 10A 40A
2 4 6 2 4 6 2 4 6
FRONTPLATE
1,5mm 2
1,5mm 2
10mm 2
10 mm 2
PANEL
1 3 5 1 3 5 1 3 5
4Q5 4Q9 5Q1
2 4 6 2 4 6 2 4 6
4F5 4F9
L1 L2 L3 6,0-6,7-8,5 1,3-1,6-1,8
2S1
T1 T2 T3
PE
1 2 3 4 5 6 10 11 12
MAX. 50A
3*415V
POWER SUPPLY
ENGINE 3.0 kW
PRELUB. OIL PUMP
ENGINE 0.75 KW
NOZZLE COOL.PUMP
ENGINE 24 kW
H.T. WATER PREHEATER
1 2 3 4 5 6 7 8 9 10 11 12 13
3F4 1 3 5
10A
2 4 6
1,5mm 2
1 3 5
5Q4
2 4 6
5F4
1,0-1,2-1,4
FORWARD 1 3 5 REVERSE 1 3 5
5Q7 5Q9
2 4 6 2 4 6
08028-0D/H5250/94.08.12
7 8 9
ENGINE 0.55 kW
TURNING MOTOR
Fig 2 Wiring diagram.
08.09
MAN B&W Diesel
1631477-3.3
Page 1 (2) Prelubricating Oil Pump Starting Box E 19 11 0
General
Description The pump can be arranged for continuous or inter-

mittent running. (For L16/24, L21/31 & L27/38 only
The prelubricating oil pump box is for controlling the continuous running is accepted).
prelubricating oil pump built onto the engine.
Depending on the number of engines in the plant, the
The control box consists of a cabinet with starter, control box can be for one or several engines.
overload protection and control system. On the front
of the cabinet there is a lamp for "pump on", a The prelubricating oil pump starting box can be
change-over switch for manual start and automatic combined with the high temperature preheater con-
start of the pump, furthermore there is a main switch. trol box.
See also B 12 07 0, Prelubricating Pump.
Ø10.2
Pre.lub. oil pump Pre.lub. oil pump Pre.lub. oil pump

Engine 1 Engine 2 Engine 3
Pump Man Auto Pump Man Auto Pump Man Auto

ON OFF ON OFF ON OFF
560
630 220
08028-0D/H5250/94.08.12
Fig 1 Dimensions.
01.10
MAN B&W Diesel
1631477-3.3
E 19 11 0 Prelubricating Oil Pump Starting Box Page 2 (2)
General
08028-0D/H5250/94.08.12
Fig 2 Wiring diagram.
01.10
Foundation
B 20
MAN Diesel & Turbo
1613565-0.3 Recommendations Concerning Steel Foundations B 20 01 0

Page 1 (1)
for Resilient Mounted GenSets
L23/30H, L27/38,
L28/32H
Foundation Recommendations
When the generating sets are installed on a transverse

stiffened deck structure, it is generally recommended
to strengthen the deck by a longitudinal stiffener inline
with the resilient supports, see fig 2.
For longitudinal stiffened decks it is recommended

to add transverse stiffening below the resilient sup-
ports.
It is a general recommendation that the steel foun-

dations is in line with both the supporting transverse
and longitudinal deck structure , fig 1, in order to
obtain sufficient stiffness in the support of the resi-
lient mounted generating sets. Fig 1 Transverse stiff deck structure.
The strength and the stiffness of the deck structure

has to be based on the actual deck load, i.e. weight
of machinery, tanks etc. and furthermore, resonance
with the free forces and moments from especially the
propulsion system have to be avoided.
08028-0D/H5250/94.08.12
Fig 2 Resilient supports.
02.23
MAN Diesel & Turbo
1665780-2.3
Page 1 (2) Resilient Mounting of Generating Sets B 20 01 3
L27/38
Resilient Mounting of Generating Sets 1) The support between the bottom flange of the
conical mounting and the foundation is made
On resiliently mounted generating sets, the diesel with a loose steel shim. This steel shim is ad-
engine and the alternator are placed on a common justed to an exact measurement (min 40 mm)
rigid base frame mounted on the ship's/machine for each conical mounting.
house's foundation by means of resilient supports,
type conical. 2) The support can also be made by means of
two steel shims, at the top a loose steel shim
All connections from the generating set to the external of at least 40 mm and below a steel shim of at
systems should be equipped with flexible connections least 10 mm which is adjusted for each conical
and pipes, gangway etc must not be welded to the mounting and then welded to the foundation.
external part of the installation.
Method 1
Resilient Support
min 40 mm
A resilient mounting of the generating set is made
with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. These conical mountings are bolted to Steel
brackets on the base frame (see fig 1). Shim
The setting from unloaded to loaded condition is Foundation

normally 5-11 mm for the conical mounting.
The support of the individual conical mounting can Method 2

be made in one of the following three ways:
min 40 mm
min 10 mm
Supporting
Steel Shim
Steel Shim
CL - Engine
Foundation
175 mm*
min 60 mm**
400 mm
Method 3
Steel shim
Foundation
min 40 mm
Deck
08028-0D/H5250/94.08.12
min 10 mm
min 35 mm * Unloaded
** Minimum distance Supporting
Steel Shim
Steel Shim
Chockfast
Fig 1 Resilient mounting of generating sets
Foundation
Fig 2 Support of conicals.
10.33
MAN Diesel & Turbo
1665780-2.3
B 20 01 3 Resilient Mounting of Generating Sets Page 2 (2)
L27/38
3) Finally, the support can be made by means Check of Crankshaft Deflection
of chockfast. It is necessary to use two steel
shims, the top steel shim should be loose The resiliently mounted generating set is normally
and have a minimum thickness of 40 mm, the delivered from the factory with engine and Alternator
bottom steel shim should be cast in chockfast mounted on the common base frame.
with a thickness of at least 10 mm. Eventhough engine and alternator have been ad-
justed by the engine builder, with the alternator rotor
Irrespective of the method of support, the 40 mm placed correctly in the stator and the crankshaft de-
steel shim is necessary to facilitate a possible future flection of the engine (autolog) within the prescribed
replacement of the conical mountings, which are tolerances, it is recommended to check the crankshaft
always replaced in pairs. deflection ( autolog) before starting up the GenSet.
08028-0D/H5250/94.08.12
10.33
Test running
B 21
MAN Diesel & Turbo
1356501-5.7
Page 1 (1) Shop Test Programme for Marine GenSets B 21 01 1
General
MAN Diesel
Operating points ABS BV DNV GL LR RINA NK IACS & Turbo
programme
1) Starting attempts X X - X X X X X X
2) Governor test (see B 17 00 0 - Load Requirements) X X X X X X X X X
3) Test of safety and monitoring system X X X X X X X X X
4) Load acceptance test (value in minutes)
Continuous rating
Constant speed
(MCR)
100% 1* 60 60 M 60 60 60 120 2* 60 60
110% 30 45 M 45 45 45 45 3* 30 45
Engines driving alternators
75% M M M M M M 30 M 30
50% M M M M M M 30 M 30
25% M M - M M M - M 30
Idling = 0% M M - M M M - M 30
Continuous rating
Constant speed
(MCR)
100% 1* 60 60 M 60 60 60 120 2* 50 60
110% 30 45 M 45 45 45 45 3* 30 45
Engines driving alternators for 90% - - M - - - - - 30
electric propulsion
75% M M M M M M 30 M 30
50% M M M M M M 30 M 30
25% M M - M M M - M 30
Idling = 0% M M - M M M - M 30
5) Verification of GenSet parallel running, if possible (cos j = 1, unless otherwise stated).
6a) Crankshaft deflection measurement of engines with rigid coupling in both cold and warm condition.
6b) Crankshaft deflection measurement of engines with flexible coupling only in cold condition.
7) Inspection of lubricating oil filter cartridges of each engine.
8) General inspection.
1* Two service recordings at an interval of 30 minutes.

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

BV = Bureau Veritas
DNV = Det Norske Veritas
GL = Germanischer Lloyd
LR = Lloyds Register
RINA = Registro Italiano Navale
NK = Nippon Kaiji Kyokai
IACS = International Association of Classification Societies
The operating values to be measured and recorded during the acceptance test have been specified in ac-
cordance with ISO 3046-1:2002 and with the rules of the classification societies.
The operation values are to be confirmed by the customer or his representative, the classification's repre-
sentative and the person responsible for the acceptance test by their signature on the test report.
After the acceptance test components will be checked so far it is possible without dismantling.
Dismantling of components is carried out on the customer's or the classification representative's request.
07.47
Spare Parts
E 23
MAN Diesel
1689476-6.1
Page 1 (3) Weight and Dimensions of Principal Parts E 23 00 0
L27/38
Ø270
4 55
428
515
Cylinder head incl. rocker arms approx. 300 kg Piston approx. 43 kg
Ø362
775
08028-0D/H5250/94.08.12
Cylinder liner approx. 150 kg Charge air cooler approx. 490 kg
10.13
MAN Diesel
1689476-6.1
E 23 00 0 Weight and Dimensions of Principal Parts Page 2 (3)
L27/38
70
755
Ø1 Ø1
41 41
Connecting rod approx. 52 kg
Ø2
62
Connecting rod with marine head approx. 115 kg
88
2
751
1435
8
45
08028-0D/H5250/94.08.12
Cylinder unit approx. 700 kg
10.13
MAN Diesel
1689476-6.1
Page 3 (3) Weight and Dimensions of Principal Parts E 23 00 0
L27/38
TCR18
A B
C
TCR20
A B
C
Turbocharger A B C* Weight**
size mm mm mm kg
TCR18 1293 714 960 440

TCR20 1566 714 1093 740
* with TC foot ** without TC foot
08028-0D/H5250/94.08.12
10.13
MAN Diesel & Turbo
3700022-1.1
Page 1 (1) Spare Parts for Unrestricted Service P 23 01 1
L27/38
Spare parts for unrestricted service, according to the classification societies requirements/recommendations
and/or MAN Diesel & Turbo standard.
Description Plate 1) Item 1) Qty. 2)

Cylinder Head
Valve seat ring, inlet 50501 123 2
O-ring 50501 172 2
Valve seat ring, outlet 50501 184 4
Valve spindles and valve gear

Conical ring 50502 178 6
Rotocap complete 50502 191 6
Spring 50502 201 6
Valve spindle, outlet 50502 262 4
Valve spindle, inlet 50502 274 2
Piston and connecting rod

Piston ring packet 50601 306 1
Piston pin 50601 019 1
Retaining ring 50601 032 2
Bush for connecting rod 50601 056 1
Connecting rod bearing 2/2 50601 139 1
Screw for connecting rod 50601 152 2
Nut 50601 164 2
Screw for connecting rod 50601 211 4
Nut 50601 188 4
Frame with main bearings

Main bearing shell, 2/2 51101 242 1
Thrust bearing ring 51101 253 2
Fuel injecting pump

Fuel injecting pump, complete 51401 565 1
Fuel injection valve

O-ring 51402 033 5
O-ring 51402 189 5
Fuel valve 51402 116 5
08028-0D/H5250/94.08.12
Fuel injection pipe

Fuel injection pipe, complete 51404 117 1
Cooling water connections

Seal ring 51630 212 8
Gaskets
Kit for cylinder unit 51704 021 1
1) Plate No. and Item No. refer to the spare parts plates in the instruction book.
2) Quantity is in force per engine type per plant.
11.21, Tier II
Tools
P 24
MAN Diesel & turbo
3700125-2.0
Page 1 (9) Standard Tools for Normal Maintenance P 24 01 1
L27/38
Supply per Ship

Name Sketch Plate Item no Remarks
Working Spare
Valve spring tightening 1 52000 014

device
Lifting tool for cylinder 1 52000 038

unit
Removing device for 1 52000 021

flame ring
Guide bush for piston 1 52000 045
11.21 - Tier II
MAN Diesel & Turbo
3700125-2.0
P 24 01 1 Standard Tools for Normal Maintenance Page 2 (9)
L27/38
Supply per Ship

Working Spare
Fit and removal device 1 52000 069

for conn. rod bearing,
incl. eye screws (2 pcs)
Lifting device for cylin- 1 52000 082

der liner
Lifting device for piston 1 52000 104

and connecting rod
Piston ring opener 1 52000 190
11.21 - Tier II
MAN Diesel & turbo
3700125-2.0
L27/38
Supply per Ship

Working Spare
Supporting device for ø316 1 52000 212

connecting rod and
piston in the cylinder
liner, incl fork 1 52000 221
153
221
Feeler gauge 1 52000 010
Socket wrench 311 1 52000 652

218
Socket wrench and 1 52000 664

482.5
torque spanner 1 52000 676
Dismantling tool for 1 52000 035

main bearing upper
shell
11.21 - Tier II
MAN Diesel & Turbo
3700125-2.0
L27/38
Supply per Ship

Working Spare
444.5
Tool for fixing of marine 1 52000 060
head for counterweight
83.5
Eye screw for lifting 1 52000 036
Container complete 1 51205 318

for water washing of
compressor side
Blowgun for dry clea- 1 51210 136

ning of turbocharger
11.21 - Tier II
MAN Diesel & turbo
3700125-2.0
L27/38
Supply per Ship

Working Spare
Broad chissel 1 52000 473
Cleaning tool for fuel 1 52000 013

injector
Pressure testing tool 050 1 52000 050

051
052
Clamping bracket for fuel
injector 1 52000 051
Clamping bracket for fuel

053
injection pump 1 52000 052
054
Fuel pipe 1 52000 053
Fuel pipe 1 52000 054
200
Grinding device for 1 52000 074

nozzle seat
Grinding paper 747 1 52000 747
Plier
637
759
1 52000 759
Loctite 1 52000 760

760
Loctite
11.21 - Tier II
MAN Diesel & Turbo
3700125-2.0
L27/38
Supply per Ship

Working Spare
Extractor device for 1 52000 407

injector valve
Eye screw for lifting 1 52000 032
Combination spanner, 1 52000 772

36 mm
Crow foot, 36 mm 1 52000 784
Pressure pump, com- 1 52000 011

plete
11.21 - Tier II
MAN Diesel & turbo
3700125-2.0
L27/38
Supply per Ship

Working Spare
Hydraulic tools com- 52000 806

plete consisting of the
following 3 boxes:
059 118 633

Hydraulic tools box 1+2 52000 633
consisting of:
Pressure part, long 4 52000 059

M39 x 2
Pressure part, short 2 52000 072

M39 x 2
Tension screw 4 52000 118

M39 x 2
Hydraulic tightening 4 52000 263

cylinder M39 x 2
263 072
11.21 - Tier II
MAN Diesel & Turbo
3700125-2.0
L27/38
Supply per Ship

Working Spare
w) Hydraulic tools box 3 143 383 167 358 180/202 52000 581
consisting of:
Pressure part 2 52000 096

M24/27 x 2 581
Tension screw 2 52000 131

M24/27 x 2 096
Distribution piece, cylin- 1 52000 143

der head 371
Distribution piece, main 131 1 52000 167

bearing
246
Hose with unions for 4 52000 180
cylinder head
Hose with unions for 1 52000 202

connecting of oil pump
and distributing block
Spare parts for hydrau- 275 287 556 334 226 1 52000 226
lic tool M39 x 2 238
251
322
Spare parts for hydrau- 1 52000 238
lic tool M36 x 2

lic tool M30 x 2

lic tool M24 x 2

cylinder M24/27 x 2

cylinder M36 x 2

cylinder M30 x 2
11.21 - Tier II
MAN Diesel & turbo
3700125-2.0
L27/38
Supply per Ship

Working Spare
Angle piece 2 52000 358
Tommy bar 1 52000 334
Tommy bar 1 52000 556

M36 x 2

M30 x 2
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
Page 1 (10) Additional tools P 24 03 9
L27/38
Supply per Ship

Working Spare
Fit and removal device 1 52000 069

for conn. rod bearing,
incl. eye screws (2 pcs)
Lifting device for cylin- 1 52000 082

der liner
Lifting device for piston 1 52000 104

and connecting rod
Plier for piston pin lock 1 52000 759

ring
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
P 24 03 9 Additional tools Page 2 (10)
L27/38
Supply per Ship

Working Spare
Piston ring opener 1 52000 190
ø316
153
Supporting device for 1 52000 212

connecting rod and
piston in the cylinder
liner, incl. fork 1 52000 221
221
Dismantling tool for 1 52000 035

main bearing upper
shell
Tool for fixing of marine 1 52000 060

head for counterweight
Eye screw for lifting of 1 52000 036

charge air cooler
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
L27/38
Supply per Ship

Working Spare
Eye screw for lifting lub- 1 52000 032

ricating oil cooler
Grinding tool for cylin- 1 52002 126

der head/liner
Max. pressure indicator 1 52002 138
Handle for indicator 1 52002 498

valve
Testing mandrel for 1 52002 151

piston ring grooves,
6.43 mm
Testing mandrel for 1 52002 163

piston ring grooves,
8.43 mm
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
L27/38
Supply per Ship

Working Spare
Crankshaft alignment, 1 52002 067

gauge (autolog)
1 52002 508
Mandrel for lubricating
oil cooler
Fitting device for lubri- 1 52002 521

cating oil cooler
Resetting device for 1 52002 092

hydraulic cylinder
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
L27/38
Supply per Ship

Working Spare
Measuring device 2 52002 533
Lifting straps for main 1 52002 545

bearing cap
Lifting handle for main 1 52002 557

bearing cap
Fit and removing de- 1 52002 569

vice for connecting rod
bearing
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
L27/38
Supply per Ship

Working Spare
Support for connecting 1 52002 570

rod
Turning device for cylin- 1 52002 114

der unit
Grinding machine 1 52002 199

for valve seat rings
Mandrel 1 52002 209
Cutting tool 1 52002 210

209
210
Wooden box
L x B x H = 450 x 380 x 190 mm
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
L27/38
Supply per Ship

Working Spare
Grinding machine 1 52002 222

for valve seat rings
Stone 1 52002 234
Guide 1 52002 246

234
246
Fit and removing device 1 52002 258

for valve guides
Touching bow for inlet 1 52002 582

valve
Touching bow for 1 52002 594

exhaust valve
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
L27/38
Supply per Ship

Working Spare
Fitting device for valve 1 52002 295

seat rings
Plate 1 52002 317

(used with item 329)
Extractor for valve seat 1 52002 329

rings
Fit and removing device 1 52002 342

for fuel injection pump
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
L27/38
Supply per Ship

Working Spare
Setting device for 1 52002 366

fuel injection pump
Cleaning needles for fuel

injector (5 pcs) 1 52002 378
Fit and removing de-

vice for cooler insert 1 52002 401
Micrometer screw 1 52002 425
Closing cover (TCR20) 1 52002 486

(standard with only one
propulsion engine)
11.21 - Tier II
MAN Diesel & Turbo
3700126-4.0
L27/38
Supply per Ship

Working Spare
Closing cover (TCR18) 1 52002 450

(standard with only one
propulsion engine)
Lifting tool for cylinder 1 52002 474

unit (low dismantling
height)
11.21 - Tier II
MAN Diesel & Turbo
3700067-6.0
Page 1 (2) Hand Tools P 24 05 1
L16/24
L21/31, L27/38
Socket spanner set

019 Designation Size [mm]
Rachet
Extension 125
Extension 250
Universal
Socket - double hexagon 10
Socket for internal hexagon 5
Socket - screwdriver 1.6 x 10
Socket - cross head screw 2
Socket - cross head screw 3
Item Size [mm] Socket - cross head screw 4
331 7
343 8
355 Hexagon key Combination spanner
10
367 12
379 14 Item Size [mm]
380 17 032 10
392 19 044 12
056 13 139
068 14
223 16
081 17
235 18
093 19
103 22
140 272 115 24
284 127 30
296
152
164 176 188 247 259 260
24 mm 30 mm 36 mm 8 mm 10 mm 12 mm
11.01
MAN Diesel & Turbo
3700067-6.0
P 24 05 1 Hand Tools Page 2 (2)
L16/24
L21/31, L27/38
Item Item
no Qty Designation Benævnelse no Qty Designation Benævnelse
019 1/E Set of tools Topnøglesæt 260 1/E Bit, hexagon socket Unbrakotop, str 12 0
screw, square drive
032 1/E Combination spanner, Ring-gaffelnøgle,
10 mm 10 mm 272 1/E Torque spanner, Momentnøgle, 0
20-120 Nm - 1/2" 20-120 Nm - 1/2"
40-200 Nm - 1/2" 40-200 Nm - 1/2"
30-320 Nm - 1/2" 30-320 Nm - 1/2"
14 mm 14 mm 331 1/E Hexagon key 7 mm Unbrakonøgle 7 mm 0
081 1/E Combination spanner, Ring-gaffelnøgle, 343 1/E Hexagon key 8 mm Unbrakonøgle 8 mm 08
17 mm 17 mm
355 1/E Hexagon key 10 mm Unbrakonøgle 10 mm 08
103 1/E Combination spanner, Ring-gaffelnøgle, 379 1/E Hexagon key 14 mm Unbrakonøgle 14 mm 08
22 mm 22 mm
380 1/E Hexagon key 17 mm Unbrakonøgle 17 mm 08

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

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

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

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

re drive, size 36

16 mm 16 mm

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

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

screw, square drive
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50.
* = Only available as part of a spare parts kit / * = Kun tilgængelig som en del af et reservedelssæt /
not avail separately ikke tilgængelig alene
Qty/C = Qty/Cylinder Qty/C = Qty/Cylinder
11.01
G 50 Alternator
B 50
MAN Diesel & Turbo
1699895-2.0
Page 1 (2) Alternators for GenSets B 50 00 0
L16/24
L21/31
GenSet L27/38
A GenSet is a joined unit with a diesel engine, an In both cases the alternator stator housing is con-
alternator and a common base frame. The alternator nected to the diesel engine with bolts, however,
has a stator housing with a front flange which is con- with two-bearing alternators an intermediate piece
nected to the diesel engine with bolts. Similar to this with bolt flanges is used which at the same time is
the alternator has foot flanges with bolt connection shielding the flexible rubber coupling.
to the base frame. The base frame is anchored to
the foundation with a variable number of rubber The bearing type can be ball bearing, roller bearing
dampers. or sleeve bearing.
Note: The engine types 8L21/31, 9L21/31, 8L27/38

Mechanical alternator design and 9L27/38 only use two-bearing alternators to keep
the load on the engine’s rear crankshaft bearing on
The rotor in the alternator is installed with either a low level.
one or two bearings. On one-bearing alternators
the rotor is connected to the flywheel of the diesel The alternator can be delivered air-cooled with in-
engine with a flex disc. The one-bearing alternator sulation class IP23 or water-cooled with insulation
does not have a front bearing and in this case the class IP44.
rotor is carried by the crankshaft of the engine. On
two-bearing alternators the connection is a flexible The air-cooled alternator takes air in through filters;
rubber coupling, and the rotor front is seated in the leads the air through the alternator by means of a
stator housing of the alternator. built-in ventilator and out of the alternator again.
Alternator Intermediate piece Diesel engine
Baseframe
08028-0D/H5250/94.08.12
Fig 1 GenSet
08.39
MAN Diesel & Turbo
1699895-2.0
B 50 00 0 Alternators for GenSets Page 2 (2)
L16/24
L21/31
L27/38
The water-cooled alternator circulates air internally in According to the GL classification rules the alternator
the alternator by means of the ventilator. The airflow must as maximum be used up to 155° C operating
passes through a built-in water cooler, removing temperature – corresponding to insulation class F.
the heat from the alternator through the connected It may also be a customer requirement to keep the
cooling water system. efficiency below class H.
The entrance to the electrical main cables can be The windings have tropical resistance against high
placed on the right or left side of the alternator with humidity.
a horizontal or vertical inlet.
The alternator is equipped with anti-condensate
standstill heater.
Electrical alternator design
For temperature surveillance in the windings, the
The alternator is a three-phase AC synchronous alter- alternator is equipped with 2x3 PT100 sensors.
nator – brushless with built-in exciter and automatic, PT100 sensors are also installed for surveillance of
electronic voltage regulator (AVR) with potentiometer the bearing temperature, and possibly also equipped
for remote control. (The potentiometer for final ad- with visual thermometers on bearings.
justment of the voltage is included in the standard
delivery and normally part of the control panel). The alternator can be delivered for the voltages
380 VAC to 13.8 KVAC. The frequencies are 50 Hz
The alternator is intended for parallel running. or 60 Hz.
The insulation class for the windings can be H/H or The alternator fulfils the requirements for electro-
lower. H/H corresponds to 180° C on the windings magnetic compatibility protection EMC, is designed
and 180° C operating temperature. and tested according to IEC34 and fulfils the DIN
EN 60034 / VDE0530 requirements.
08028-0D/H5250/94.08.12
08.39
MAN Diesel & Turbo
1699865-3.1 B 50 00 0
Page 1 (3) Alternator cable installation G 50 00 0
General
Main Cables The free cable length from the cable tray to the at-
tachment on the alternator, must be appropriate to
The flexible mounting of the GenSet must be taken compensate for the relative movements, between
into consideration when installing alternator cables. the GenSet and foundation.
The cables must be installed so that no forces have Following can be used as a guideline:
an effect on the alternator's terminal box. The fix point of the alternator cables must be as close
as possible to the center line of the rotor.
A discharge bracket can be welded on the engine's
base frame. If this solution is chosen, the flexibility Bending of the cables must follow the recommen-
in the cables must be between the cable tray and dations of the cable supplier as regards minimum
the discharge bracket. bending radius for movable cables.
If questions arise concerning the above, please do

not hesitate to contact MAN Diesel & Turbo.
m
ax
30
0
Center line
m
m
Fix point
Free cable length

08028-0D/H5250/94.08.12
Fig 1 Connection of cables
10.39
MAN Diesel & Turbo
B 50 00 0 1699865-3.1
G 50 00 0 Alternator cable installation Page 2 (3)
General
Earth cable connection Engine, base frame and alternator have internal
metallic contact to ensure earth connection.
It is important to establish an electrical bypass over The size of the earth cable is to be calculated on
the electrical insulating rubber dampers. the basis of output and safety conditions in each
The earth cable must be installed as a connection specific case; or must have minimum the same size
between alternator and ship hull for marine operation, as the main cables.
and as connection between alternator and foundation
for stationary operation.
For stationary operation, the contractor must ensure
that the foundation is grounded according to the rules
from local authorities.
Engine Alternator
Base frame Rubber damper Part of ship hull Earth cable

08028-0D/H5250/94.08.12
Fig 2 Marine operation
10.39
MAN Diesel & Turbo
1699865-3.1 B 50 00 0
Page 3 (3) Alternator cable installation G 50 00 0
General
Engine
Alternator
Earth cable
Base frame Rubber damper Foundation Earth connection
Fig 3 Stationary operation

08028-0D/H5250/94.08.12
10.39
MAN Diesel & Turbo
3700084-3.0
Combinations of engine- and alternator layout B 50 00 0
Page 1 (2) G 50 00 0
General
For a GenSet the engine and alternator are fixed on Comments to possible combinations:
a common base frame, which is flexibly installed.
This is to isolate the GenSet vibration-wise from •฀ :฀
Standard
the environment. As part of the GenSet design a full # :
Option
FEM calculation has been done and due to this and X :
Not recommended
our experience some combinations of engine type 1) :
Only in combination with "top bracing"
and alternator type concerning one - or two bearings between engine crankcase and alternator frame
must be avoided. In the below list all combinations 2) : Need for 'topbracing' to be evaluated case by
can be found. case
water cooled
water cooled
water cooled
water cooled
1-bearing,
1-bearing,
2-bearing,
2-bearing,
1-bearing,
1-bearing,
2-bearing,
2-bearing,
air cooled
air cooled
air cooled
air cooled
L16/24 L28/32H
5 Cyl. 1000 RPM · # # # 5 Cyl. 720 RPM · # # #
5 Cyl. 1200 RPM · # # # 5 Cyl. 750 RPM · # # #
6 Cyl. 1000 RPM · # # # 6 Cyl. 720 RPM · # # #
6 Cyl. 1200 RPM · # # # 6 Cyl. 750 RPM · # # #
7 Cyl. 1000 RPM · # # # 7 Cyl. 720 RPM X X · #
7 Cyl. 1200 RPM · # # # 7 Cyl. 750 RPM X X · #
8 Cyl. 1000 RPM · # # # 8 Cyl. 720 RPM X X · #
8 Cyl. 1200 RPM · # # # 8 Cyl. 750 RPM X X · #
9 Cyl. 1000 RPM · # # # 9 Cyl. 720 RPM · # # #
9 Cyl. 1200 RPM · # # # 9 Cyl. 750 RPM · # # #
water cooled
water cooled
water cooled
water cooled
1-bearing,
1-bearing,
2-bearing,
2-bearing,
1-bearing,
1-bearing,
2-bearing,
2-bearing,
air cooled
air cooled
air cooled
air cooled
L23/30H L21/31
5 Cyl. 720 RPM · 1) 2) 1) 5 Cyl. 900 RPM · # # #
5 Cyl. 750 RPM · 1) 2) 1) 5 Cyl. 1000 RPM · # # #
5 Cyl. 900 RPM · 1) 2) 1) 6 Cyl. 900 RPM · # # #
6 Cyl. 720 RPM · # # # 6 Cyl. 1000 RPM · # # #
6 Cyl. 750 RPM · # # # 7 Cyl. 900 RPM · # # #
6 Cyl. 900 RPM · # # # 7 Cyl. 1000 RPM · # # #
7 Cyl. 720 RPM · # # # 8 Cyl. 900 RPM X X · #
7 Cyl. 750 RPM · # # # 8 Cyl. 1000 RPM X X · #
7 Cyl. 900 RPM · # # # 9 Cyl. 900 RPM X X · #
8 Cyl. 720 RPM · # # # 9 Cyl. 1000 RPM X X · #
8 Cyl. 750 RPM · # # #
8 Cyl. 900 RPM · # # #
11.11
MAN Diesel & Turbo
B 50 00 0 3700084-3.0
G 50 00 0 Combinations of engine- and alternator layout Page 2 (2)
General
water cooled
water cooled
water cooled
water cooled
1-bearing,
1-bearing,
2-bearing,
2-bearing,
1-bearing,
1-bearing,
2-bearing,
2-bearing,
air cooled
air cooled
air cooled
air cooled
L32/40
L27/38 L32/40CR
5 Cyl. 720 RPM · # # # 6 Cyl. 720 RPM · # # #
5 Cyl. 750 RPM · # # # 6 Cyl. 750 RPM · # # #
6 Cyl. 720 RPM · # # # 7 Cyl. 720 RPM · # # #
6 Cyl. 750 RPM · # # # 7 Cyl. 750 RPM · # # #
7 Cyl. 720 RPM · # # # 8 Cyl. 720 RPM X X · #
7 Cyl. 750 RPM · # # # 8 Cyl. 750 RPM X X · #
8 Cyl. 720 RPM X X · # 9 Cyl. 720 RPM X X · #
8 Cyl. 750 RPM X X · # 9 Cyl. 750 RPM X X · #
9 Cyl. 720 RPM X X · #
9 Cyl. 750 RPM X X · #
water cooled
water cooled
1-bearing,
1-bearing,
2-bearing,
2-bearing,
air cooled
air cooled
V28/32S
12 Cyl. 720 RPM X X · 1)
12 Cyl. 750 RPM X X · 1)
16 Cyl. 720 RPM X X · 1)
16 Cyl. 750 RPM X X · 1)
18 Cyl. 720 RPM X X · 1)
18 Cyl. 750 RPM X X · 1)
11.11
B 25 Preservation and
Packing
B 98
MAN Diesel & Turbo
1679796-1.1
Page 1 (1) Lifting Instruction P 98 05 1
L27/38
Lifting of Complete Generating Sets.
The generating sets 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 instal-

lation, and the protective caps should be fitted.
Wire
Shackle
Beam
Nut
Tools
If necessary, placement of wire

and shackles to be adjusted
after test lift.
Fig. 1. Lifting tools
Engine Type 2x4 bolt to be mounted

over cover of Cyl. no.
5L27/38 3 cyl. 5 cyl.
6L27/38 4 cyl. 6 cyl.
7L27/38 5 cyl. 7 cyl.
8L27/38 5 cyl. 7 cyl.

08028-0D/H5250/94.08.12
9L27/38 6 cyl. 8 cyl.
Note: Based on MAN Diesel

standard alternator
Fig. 2. Lifting tools' and wires placing on engine.
09.23

L27 38 Project Guide Marine Four Stroke

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L27 38 Project Guide Marine Four Stroke

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L27/38

Project Guide - Marine

Project Guides Index

Text Index Drawing No.

Introduction to project guide I 00 00 0 1643483-5.4

List of capacities D 10 05 0 1689471-7.2

Basic Diesel Engine B 10

Power, outputs, speed B 10 01 1 1689467-1.0

Fuel Oil System B 11

Internal fuel oil system B 11 00 0 1665730-0.4

Lubrication Oil System B 12

Internal lubricating oil system B 12 00 0 1665732-4.9

Index Project Guides

Text Index Drawing No.

Cooling Water System B 13

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

Compressed Air System B 14

Compressed air system B 14 00 0 1665734-8.7

Combustion Air System B 15

Combustion air system B 15 00 0 3700090-2.0

Exhaust Gas System B 16

Exhaust gas system B 16 00 0 1655213-2.3

Speed Control System B 17

Starting of engine B 17 00 0 1655204-8.7

Safety and Control System B 19

Operation data & set points - SaCoSone B 19 00 0 3700061-5.0

Project Guides Index

Text Index Drawing No.

Combined box with prelubricating oil pump, nozzle conditioning E 19 07 2 1699867-7.0

Recommendations concerning steel foundations for resilient B 20 01 0 1613565-0.3

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

Weight and dimensions of principal parts E 23 00 0 1689476-6.1

Standard tools for normal maintenance P 24 01 1 3700125-2.0

Alternators for GenSets B 50 00 0 1699895-2.0

B 25 Preservation and Packing B 98

Lifting instruction P 98 05 1 1679796-1.1

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

B : Basic Diesel engine / built-on engine

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

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

0 : General information 1 : Standard

Four-stroke diesel engine programme for marine

Engine Power [MW]

Engine Type Identification

MCR : Maximum continuous rating

Front end Flywheel end

Exhaust side / Right side

Service side / Fuel Pump side / Left side

Temperature Alarm High

Speciication of letter code for measuring devices

Lubricating Oil System

Charging Air System

Fuel Oil System

Nozzle Cooling System

Exhaust Gas System

Compressed Air System

No Symbol Symbol designation No Symbol Symbol designation

1. GENERAL CONVENTIONAL SYMBOLS 2.14 Spectacle flange

1.1 Pipe 2.15 Orifice

1.2 Pipe with indication of direction of flow 2.16 Orifice

1.4 Appliances 2.18. Snap coupling

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

1.7 Tracing 3.1 Valve, straight through