2010 - MAN Project Guide 6S90ME

MAN B&W S90ME-C8-TII
Project Guide
Electronically Controlled
Twostroke Engines
This Project Guide is intended to provide the information necessary for the layout of a marine propulsion
plant.
The information is to be considered as preliminary. It is intended for the project stage only and subject to
modification in the interest of technical progress. The Project Guide provides the general technical data
available at the date of issue.
It should be noted that all figures, values, measurements or information about performance stated in this
project guide are for guidance only and should not be used for detailed design purposes or as a substi-
tute for specific drawings and instructions prepared for such purposes.
Data updates
Data not finally calculated at the time of issue is marked ‘Available on request’. Such data may be made
available at a later date, however, for a specific project the data can be requested. Pages and table entries
marked ‘Not applicable’ represent an option, function or selection which is not valid.
The latest, most current version of the individual Project Guide sections are available on the Internet at:
www.mandieselturbo.com under ‘Products’ → ‘Marine Engines & Systems’ → ‘Low Speed’.
Extent of Delivery
The final and binding design and outlines are to be supplied by our licensee, the engine maker, see Chap-
ter 20 of this Project Guide.
In order to facilitate negotiations between the yard, the engine maker and the customer, a set of ‘Extent of
Delivery’ forms is available in which the basic and the optional executions are specified.
Electronic versions
This Project Guide book and the ‘Extent of Delivery’ forms are available on a DVD and can also be found
on the Internet at: www.mandieselturbo.com under ‘Products’ → ‘Marine Engines & Systems’ → ‘Low
Speed’, where they can be downloaded.
1st Edition
April 2010
MAN B&W S90ME-C8-TII 198 76 10-7.1
This document, and more, is available for download from Martin's Marine Engineering Page - www.dieselduck.net
All data provided in this document is non-binding. This data serves informational purposes only and is espe-
cially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will
be assessed and determined individually for each project. This will depend on the particular characteristics of
each individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation, the
English text shall prevail.
MAN Diesel & Turbo

Teglholmsgade 41
DK2450 Copenhagen SV
Denmark
Telephone +45 33 85 11 00
Telefax +45 33 85 10 30
mandiesel-cph@mandiesel.com
www.mandieselturbo.com
Copyright 2010 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
7020-0131-00ppr Apr 2010
MAN B&W S90ME-C8-TII 198 76 10-7.1
MAN B&W Contents
Engine Design ....................................................................... 1

Engine Layout and Load Diagrams, SFOC .............................. 2
Turbocharger Selection & Exhaust Gas By-pass ..................... 3
Electricity Production ............................................................. 4
Installation Aspects . .............................................................. 5
List of Capacities: Pumps, Coolers & Exhaust Gas .................. 6
Fuel ....................................................................................... 7
Lubricating Oil ....................................................................... 8
Cylinder Lubrication . ............................................................. 9
Piston Rod Stuffing Box Drain Oil ........................................... 10
Central Cooling Water System . .............................................. 11
Seawater Cooling .................................................................. 12
Starting and Control Air . ........................................................ 13
Scavenge Air ......................................................................... 14
Exhaust Gas .......................................................................... 15
Engine Control System . ......................................................... 16
Vibration Aspects ................................................................... 17
Monitoring Systems and Instrumentation ............................... 18
Dispatch Pattern, Testing, Spares and Tools ........................... 19
Project Support and Documentation . ..................................... 20
Appendix ............................................................................... A
MAN Diesel
MAN B&W Contents
Chapter Section
1 Engine Design
The ME Tier II Engine 1.01 1987469-4.0
Engine type designation 1.02 1983824-3.6
Power, speed, SFOC 1.03 1987381-7.0
Engine power range and fuel oil consumption 1.04 1984634-3.4
Performance curves 1.05 1985331-6.1
ME Engine description 1.06 1984613-9.5
Engine cross section Engine Layout and Load Diagrams, SFOC 1.07 1984916-0.0

2 Engine Layout and Load Diagrams, SFOC
Engine layout and load diagrams 2.01 1983833-8.4
Propeller diameter and pitch, influence on optimum propeller speed 2.02 1983878-2.5
Layout diagram sizes 2.03 1986911-0.0
Engine layout and load diagrams, ME/ME-C/ME-GI/ME-B engines 2.04 1986993-5.1
Diagram for actual project 2.05 1987891-0.0
Specific fuel oil consumption, ME versus MC engines 2.06 1983836-3.3
SFOC for high efficiency turbochargers 2.07 1987017-7.0
SFOC, reference conditions and guarantee 2.08 1987045-2.1
Examples of graphic calculation of SFOC 2.08 1987020-0.0
SFOC calculations (80%-85%) 2.09 1986851-0.1
SFOC calculations, example 2.10 1986951-6.1
Fuel consumption at an arbitrary load 2.11 1983843-4.4
Emission control 2.12 1987540-0.0

3 Turbocharger Selection & Exhaust Gas By-pass
Turbocharger selection 3.01 1987539-0.0
Exhaust gas by-pass 3.02 1985629-0.1
NOx Reduction by SCR 3.03 1985894-7.1

4 Electricity Production
Electricity production 4.01 1984155-0.2
Designation of PTO 4.01 1984286-7.3
PTO/RCF 4.01 1984300-0.2
Space requirements for side mounted PTO/RCF 4.02 1984304-8.1
Engine preparations for PTO 4.03 1984315-6.2
PTO/BW GCR 4.04 1984758-9.0
Waste Heat Recovery Systems (WHR) 4.05 1985798-9.2
WHR output 4.05 1985803-8.2
GenSet data 4.06-8 1984792-3.0
L27/38 GenSet data 4.09 1984209-1.5
L28/32H GenSet data 4.10 1984210-1.5
L32/40 GenSet data 4.11 1984211-3.2

MAN B&W S90ME-C8

MAN Diesel
MAN B&W Contents
Chapter Section
5 Installation Aspects
Space requirements and overhaul heights 5.01 1984375-4.6
Space requirement 5.02 1987441-7.0
Crane beam for overhaul of turbochargers 5.03 1987493-2.0
Crane beam for turbochargers 5.03 1984848-8.2
Engine room crane 5.04 1984503-7.2
Overhaul with Double-Jib crane 5.04 1984534-8.4
Double-Jib crane 5.04 1984541-9.2
Engine outline, galleries and pipe connections 5.05 1984715-8.3
Engine and gallery outline 5.06 1987881-4.0
Centre of gravity 5.07 1987742-5.0
Water and oil in engine 5.08 1987639-6.0
Engine pipe connections 5.09 1987894-6.0
Counterflanges 5.10 1987005-7.0
Counterflanges, Connection D 5.10 1986670-0.2
Counterflanges, Connection E 5.10 1987027-3.0
Engine seating and holding down bolts 5.11 1984176-5.7
Epoxy chocks arrangement 5.12 1984179-0.2
Engine seating profile 5.12 1984193-2.3
Engine top bracing 5.13 1984672-5.8
Mechanical top bracing 5.14 1984764-8.3
Hydraulic top bracing arrangement 5.15 1987766-5.0
Components for Engine Control System 5.16 1984697-7.4
Shaftline earthing device 5.17 1984929-2.4
MAN Diesels Alpha Controllable Pitch (CP) propeller 5.18 1986157-3.1

6 List of Capacities: Pumps, Coolers & Exhaust Gas
Calculation of capacities 6.01 1987067-9.1
List of capacities and cooling water systems 6.02 1987463-3.0
List of capacities, S90ME-C8 6.03 1987125-5.0
Auxiliary system capacities for derated engines 6.04 1987152-9.0
Pump capacities, pressures and flow velocities 6.04 1984380-1.2
Example 1, Pumps and Cooler Capacity 6.04 1987313-6.0
Freshwater generator 6.04 1987145-8.0
Example 2, Fresh Water Production 6.04 1987314-8.0
Calculation of exhaust gas amount and temperature 6.04 1984318-1.2
Diagram for change of exhaust gas amount 6.04 1984420-9.2
Example 3, Expected Exhaust Gas 6.04 1987316-1.0

7 Fuel
Pressurised fuel oil system 7.01 1984228-2.7
Fuel oil system 7.01 1987660-9.0
Fuel oils 7.02 1983880-4.5
Fuel oil pipes and drain pipes 7.03 1983948-9.4
Fuel oil pipe insulation 7.04 1984051-8.3
Components for fuel oil system 7.05 1983951-2.6
Components for fuel oil system, venting box 7.05 1984735-0.2
Water in fuel emulsification 7.06 1983882-8.3

MAN B&W S90ME-C8

MAN Diesel
MAN B&W Contents
Chapter Section
8 Lubricating Oil
Lubricating and cooling oil system 8.01 1984230-4.3
Hydraulic Power Supply unit 8.02 1984231-6.1
Lubricating oil pipes for turbochargers 8.03 1984232-8.3
Lubricating oil centrifuges and list of lubricating oils 8.04 1983886-5.6
Components for lube oil system 8.05 1984237-7.4
Lubricating oil outlet 8.05 1987034-4.0
Lubricating oil tank 8.06 1984246-1.1
Crankcase venting and bedplate drain pipes 8.07 1984259-3.2
Hydraulic oil back-flushing 8.08 1984829-7.3
Separate system for hydraulic control unit 8.09 1984852-3.2
Hydraulic control oil system 8.09 1987929-6.0

9 Cylinder Lubrication
Cylinder lubricating oil system 9.01 1984822-4.6
MAN B&W Alpha cylinder lubrication system 9.02 1983889-0.8
Cylinder oil pipe heating 9.02 1987612-0.0
MAN B&W Alpha cylinder lubrication system 9.02 1985520-9.1

10 Piston Rod Stuffing Box Drain Oil
Stuffing box drain oil system 10.01 1983974-0.5

11 Central Cooling Water System
Central cooling water system 11.01 /02 1984696-5.3
Components for central cooling water system 11.03 1983987-2.4

12 Seawater Cooling
Seawater systems 12.01 1983892-4.4
Seawater cooling system 12.02 1983893-6.5
Seawater cooling pipes 12.03 1983976-4.3
Components for seawater cooling system 12.04 1983981-1.3
Jacket cooling water system 12.05 1983894-8.6
Jacket cooling water pipes 12.06 1983983-5.3
Components for jacket cooling water system 12.07 1984056-7.3
Deaerating tank 12.07 1984061-4.2
Temperature at start of engine 12.08 1983986-0.2

13 Starting and Control Air
Starting and control air systems 13.01 1983996-7.4
Components for starting air system 13.02 1986057-8.1
Starting and control air pipes 13.03 1984000-4.5
Electric motor for turning gear 13.04 1984127-5.1

MAN B&W S90ME-C8

MAN Diesel
MAN B&W Contents
Chapter Section
14 Scavenge Air
Scavenge air system 14.01 1984002-8.4
Auxiliary blowers 14.02 1984009-0.2
Scavenge air pipes 14.03 1984013-6.2
Electric motor for auxiliary blower 14.04 1986211-2.0
Scavenge air cooler cleaning system 14.05 1987684-9.0
Scavenge air box drain system 14.06 1984029-3.3
Fire extinguishing system for scavenge air space 14.07 1984036-4.5
Fire extinguishing pipes in scavenge air space 14.07 1987681-3.0

15 Exhaust Gas
Exhaust gas system 15.01 1984047-2.5
Exhaust gas pipes 15.02 1984070-9.3
Cleaning systems, MAN Diesel 15.02 1984071-0.5
Cleaning systems, ABB and Mitsubishi 15.02 1984072-2.3
Exhaust gas system for main engine 15.03 1984074-6.3
Components of the exhaust gas system 15.04 1984075-8.7
Exhaust gas silencer 15.04 1984081-7.1
Calculation of exhaust gas back-pressure 15.05 1984094-9.3
Forces and moments at turbocharger 15.06 1984144-2.1
Diameter of exhaust gas pipe 15.07 1984101-1.2

16 Engine Control System
Engine Control System ME/ME-C 16.01 1984847-6.6
Engine Control System layout 16.01 1987923-5.1
Mechanical-hydraulic system with HPS unit 16.01 1987924-7.0
Engine Control System interface to surrounding systems 16.01 1987925-9.0
Pneumatic manoeuvring diagram 16.01 1987926-0.0

17 Vibration Aspects
Vibration aspects 17.01 1984140-5.3
2nd order moments on 6-cylinder engines 17.02 1984219-8.4
Electrically driven moment compensator 17.03 1984222-1.5
Power Related Unbalance (PRU) 17.04 1987029-7.0
Guide force moments 17.05 1984223-3.4
Guide force moments, data 17.05 1984517-0.7
Axial vibrations 17.06 1984225-7.6
Critical running 17.06 1984226-9.2
External forces and moments in layout point 17.07 1986036-3.1

18 Monitoring Systems and Instrumentation
Monitoring systems and instrumentation 18.01 1984580-2.3
PMI system, type PT/S off-line 18.02 1984581-4.4
CoCoS systems 18.03 1984582-6.6
Alarm - slow down and shut down system 18.04 1987040-3.0
Class and MAN Diesel requirements 18.04 1984583-8.5
Local instruments 18.05 1984586-3.5
Other alarm functions 18.06 1984587-5.7
Control devices 18.06 1986728-9.1
Identification of instruments 18.07 1984585-1.5

MAN B&W S90ME-C8

MAN Diesel
MAN B&W Contents
Chapter Section
19 Dispatch Pattern, Testing, Spares and Tools
Dispatch pattern, testing, spares and tools 19.01 1987620-3.0
Specification for painting of main engine 19.02 1984516-9.3
Dispatch Pattern 19.03 1987632-3.0
Dispatch pattern, list of masses and dimensions 19.04 1984763-6.0
Shop test 19.05 1984612-7.5
List of spare parts, unrestricted service 19.06 1986416-2.3
Additional spares 19.07 1984636-7.6
Wearing parts 19.08 1984637-9.3
Large spare parts, dimension and masses 19.09 1984642-6.2
List of standard tools for maintenance 19.10 1987798-8.0
Tool panels 19.11 1987813-3.0

20 Project Support and Documentation
Engine Selection Guide and Project Guide 20.01 1984588-7.4
Computerised Engine Application System (CEAS) 20.02 1984590-9.2
Extent of Delivery 20.03 1984591-0.3
Installation documentation 20.04 1984592-2.3

A Appendix
Symbols for piping A 1983866-2.3
MAN B&W S90ME-C8

MAN Diesel
MAN B&W Index
Subject Section Subject Section

2nd order moments on 6-cylinder engines..............17.02 C
CCU, Cylinder Control Unit......................................16.01
A CEAS (Computerised Engine Application System)..20.02
ACU, Auxiliary Control Unit......................................16.01 Central cooler...........................................................11.03
Additional spares......................................................19.07 Central cooling system, advantages of....................11.01
Air cooler cleaning pipes..........................................14.05 Central cooling system, disadvantages of...............11.01
Air cooler cleaning unit.............................................14.05 Central cooling water pumps...................................11.03
Air spring, exhaust valve..........................................13.03 Central cooling water system............................ 11.01 -02
Alarm - slow down and shut down system .............18.04 Central cooling water thermostatic valve.................11.03
Alarm system............................................................16.01 Centre of gravity.........................................................5.07
Alarms for UMS – Class and MAN Diesel Centrifuges, fuel oil.....................................................7.05
requirements........................................................18.04 Class and MAN Diesel requirements........................18.04
Alpha ACC, Alpha Adaptive Cylinder Oil Control.......9.02 Class and MAN Diesel requirements, alarms,
Alpha ACC, basic and minimum setting with.............9.02 slow and shut down.............................................18.04
Alpha Adaptive Cylinder Oil Control (Alpha ACC)......9.02 Classes A and B, dispatch pattern...........................19.03
Alpha Controllable Pitch (CP) propeller, Cleaning systems, ABB and Mitsubishi ..................15.02
MAN Diesel’s..........................................................5.18 Cleaning systems, MAN Diesel................................15.02
Arctic running condition.............................................3.02 CoCoS systems........................................................18.03
Auto Pump Overboard System................................14.05 CoCoS-EDS sensor list............................................18.03
Auxiliary blower...............................................1.06, 14.02 Combined turbines.....................................................4.05
Auxiliary blower control............................................14.02 Common Control Cabinet, Engine Control
Auxiliary blower, electric motor for...........................14.04 System Layout with.............................................16.01
Auxiliary blower, operation panel for........................14.02 Compensator solutions, 2nd order moments..........17.02
Auxiliary blowers, emergency running......................14.02 Compensators (2nd order moments),
Auxiliary Control Unit (ACU).....................................16.01 preparation for.....................................................17.02
Auxiliary equipment system.....................................16.01 Components for central cooling water system........11.03
Auxiliary system capacities for derated engines........6.04 Components for Engine Control System....................5.16
Axial vibration damper................................................1.06 Components for fuel oil system.................................7.05
Axial vibrations.........................................................17.06 Components for fuel oil system, venting box.............7.05
Components for jacket cooling water system..........12.07
B Components for lube oil system................................8.05
Back-flushing, hydraulic oil........................................8.08 Components for seawater cooling system...............12.04
Balancing other forces and moments......................17.03 Components for starting air system.........................13.02
Basic and minimum setting with Alpha ACC.............9.02 Components of the exhaust gas system..................15.04
Bearing condition monitoring...................................18.06 Computerised Engine Application System (CEAS)..20.02
Bearing Temperature Monitoring system (BTM).......18.06 Connecting rod...........................................................1.06
Bearing Wear Monitoring system (BWM).................18.06 Constant ship speed lines..........................................2.01
Bedplate.....................................................................1.06 Consumption, cylinder oil...........................................1.03
Bedplate drain pipes..................................................8.07 Consumption, lubricating oil......................................1.03
Boiler, exhaust gas...................................................15.04 Continuous service rating (S).....................................2.04
Control devices........................................................18.06
C Control network, for ECS.........................................16.01
Cabinet for EICU, Engine Control System Cooler heat dissipations.............................................6.04
Layout with..........................................................16.01 Cooler, central cooling..............................................11.03
Calculation of capacities ...........................................6.01 Cooler, jacket water.......................................11.03, 12.04
Calculation of exhaust data for derated engine.........6.04 Cooler, lubricating oil.......................................8.05, 11.03
Calculation of exhaust gas amount and temp...........6.04 Cooler, scavenge air......................................11.03, 12.04
Calculation of exhaust gas back-pressure...............15.05 Cooling water systems, list of capacities and............6.02
Capacities of the engine, calculation of.....................6.04 Cooling water temperature, recommended...............2.08
Capacities, calculation of...........................................6.01 Copenhagen Standard Extent of Delivery................20.03
MAN B&W S90ME-C8

MAN Diesel
MAN B&W Index

C D
Counterflanges...........................................................5.10 Documentation, tools...............................................20.04
Counterflanges, Connection D...................................5.10 Double-Jib crane........................................................5.04
Counterflanges, Connection E...................................5.10 Drain box for fuel oil leakage alarm..........................18.06
Crane beam for overhaul of air cooler........................5.03 Drain from water mist catcher..................................14.05
Crane beam for overhaul of turbochargers................5.03 Drain of clean fuel oil from HCU, pumps, pipes.........7.01
Crane beam for turbochargers...................................5.03 Drain of contaminated fuel etc...................................7.01
Crankcase venting and bedplate drain pipes.............8.07 Drain oil system, stuffing box...................................10.01
Crankshaft..................................................................1.06 Drains, bedplate.........................................................8.07
Critical running.........................................................17.06
Cross section, engine.................................................1.07 E
Crosshead..................................................................1.06 Earthing device, shaftline...........................................5.17
Cylinder Control Unit (CCU).....................................16.01 ECS, Engine Control System....................................16.01
Cylinder cover............................................................1.06 ECU, Engine Control Unit.........................................16.01
Cylinder frame............................................................1.06 EIAPP certificate.......................................................19.05
Cylinder liner...............................................................1.06 EICU, Engine Interface Control Unit.........................16.01
Cylinder lubricating oil pipes......................................9.02 Electric motor for auxiliary blower............................14.04
Cylinder lubricating oil system ..................................9.01 Electric motor for turning gear.................................13.04
Cylinder lubricating system with dual service tanks..9.02 Electrical system, general outline.............................18.04
Cylinder Lubrication System, MAN B&W Alpha.........9.02 Electrically driven moment compensator.................17.03
Cylinder oil consumption............................................1.03 Electricity production.................................................4.01
Cylinder oil feed rate, dosage....................................9.01 Emission control.........................................................2.12
Cylinder oil pipe heating.............................................9.02 Emission limits, IMO NOx...........................................2.12
Cylinder oils................................................................9.01 Emulsification, Water In Fuel (WIF).............................7.06
Engine and gallery outline..........................................5.06
D Engine configurations related to SFOC......................6.01
Damper, axial vibration...............................................1.06 Engine Control System interface to surrounding
Damper, torsional vibration........................................1.06 systems................................................................16.01
Deaerating tank........................................................12.07 Engine Control System layout..................................16.01
Delivery test..............................................................19.01 Engine Control System ME/ME-C............................16.01
Delivery test, minimum.............................................19.05 Engine Control System, components for...................5.16
Designation of PTO....................................................4.01 Engine Control Unit (ECU)........................................16.01
Diagram for actual project..........................................2.05 Engine cross section..................................................1.07
Diagram for change of exhaust gas amount..............6.04 Engine Layout and Load Diagrams, SFOC.......2.01, 2.04
Diagrams of manoeuvring system............................16.01 Engine design and IMO regulation compliance.........1.01
Diameter of exhaust gas pipe..................................15.07 Engine Interface Control Unit (EICU)........................16.01
Dimensions and masses of tools.............................19.10 Engine layout (heavy propeller)..................................2.01
Dimensions and masses, large spare parts.............19.09 Engine layout and load diagrams......................2.01, 2.04
Dispatch Pattern.......................................................19.03 Engine load diagram..................................................2.04
Dispatch pattern, list of masses and dimensions....19.04 Engine margin.............................................................2.01
Dispatch pattern, testing, spares and tools.............19.01 Engine masses and centre of gravity.........................5.05
DMG/CFE Generators................................................4.03 Engine outline.............................................................5.05
Documentation, engine production..........................20.04 Engine outline, galleries and pipe connections . .......5.05
Documentation, engine room-relevant.....................20.04 Engine pipe connections...................................5.05, 5.09
Documentation, Engine Selection Guides................20.01 Engine power.............................................................1.04
Documentation, engine-relevant..............................20.04 Engine power range and fuel oil consumption . ........1.04
Documentation, Extent of Delivery...........................20.03 Engine preparations for PTO......................................4.03
Documentation, installation-relevant........................20.04 Engine room crane.....................................................5.04
Documentation, Project Guides...............................20.01 Engine running points, propulsion..............................2.01
Documentation, symbols for piping................................A Engine seating and holding down bolts.....................5.11
MAN B&W S90ME-C8

MAN Diesel
MAN B&W Index

E F
Engine seating profile.................................................5.12 Fouled hull..................................................................2.01
Engine Selection Guide and Project Guide..............20.01 Frame box..................................................................1.06
Engine space requirements........................................5.01 Fresh water treatment..............................................12.07
Engine top bracing.....................................................5.13 Freshwater generator......................................6.04, 12.07
Engine type designation.............................................1.02 Freshwater production for derated engine,
EoD (Extent of Delivery)............................................20.03 calculation of..........................................................6.04
Epoxy chocks arrangement.......................................5.12 Fuel and lubricating oil consumption.........................1.03
Example 1, Pumps and Cooler Capacity...................6.04 Fuel consumption at an arbitrary load ......................2.11
Example 2, Fresh Water Production...........................6.04 Fuel flow velocity and viscosity..................................7.01
Example 3, Expected Exhaust Gas............................6.04 Fuel oil centrifuges.....................................................7.05
Examples of graphic calculation of SFOC.................2.08 Fuel oil circulating pumps..........................................7.05
Exhaust data for derated engine, calculation of.........6.04 Fuel oil filter................................................................7.05
Exhaust gas amount and temperature.......................6.04 Fuel oil flow meter......................................................7.05
Exhaust gas back pressure, calculation of...............15.05 Fuel oil heater.............................................................7.05
Exhaust gas boiler....................................................15.04 Fuel oil leakage alarm, drain box..............................18.06
Exhaust gas by-pass . ...............................................3.02 Fuel oil pipe heat tracing............................................7.04
Exhaust gas compensator after turbocharger..........15.04 Fuel oil pipe insulation................................................7.04
Exhaust gas correction formula ................................6.04 Fuel oil pipes and drain pipes....................................7.03
Exhaust gas data......................................................15.05 Fuel oil pressure booster............................................1.06
Exhaust gas data at specified MCR (ISO)..................6.04 Fuel oil supply pumps................................................7.05
Exhaust gas pipes....................................................15.02 Fuel oil system............................................................7.01
Exhaust gas pipes, diameter of................................15.07 Fuel oil system components......................................7.05
Exhaust gas pipes, mass flow at Fuel oil system, flushing of.........................................7.05
various velocities.................................................15.07 Fuel oil venting box....................................................7.05
Exhaust gas receiver with variable by-pass...............3.02 Fuel oils......................................................................7.02
Exhaust gas silencer................................................15.04 Fuel valves..................................................................1.06
Exhaust gas system........................................1.06, 15.01
Exhaust gas system for main engine.......................15.03 G
Exhaust gas velocity.................................................15.05 Gallery arrangement...................................................1.06
Exhaust gas, mass density of..................................15.05 Gallery outline....................................................5.05, 5.06
Exhaust turbocharger.................................................1.06 GenSet data........................................................... 4.06-8
Exhaust valve.............................................................1.06 Governor tests, etc...................................................19.05
Exhaust valve air spring pipes..................................13.03 Graphic calculation of SFOC, examples....................2.08
Expansion tank, jacket water system.......................12.07 Guide force moments...............................................17.05
Extended load diagram for speed derated engines...2.04 Guide force moments, data ....................................17.05
Extent of Delivery.....................................................20.03 Guiding heavy fuel oil specification............................7.02
External forces and moments in layout point...........17.07
External unbalanced moments.................................17.01 H
Extreme ambient conditions.......................................3.02 HCU, Hydraulic Cylinder Unit.....................................1.06
Heat loss in piping......................................................7.04
F Heat radiation and air consumption...........................6.02
Filter, fuel oil...............................................................7.05 Heat tracing, fuel oil pipe...........................................7.04
Fire extinguishing pipes in scavenge air space........14.07 Heater, fuel oil.............................................................7.05
Fire extinguishing system for scavenge air space...14.07 Heating of fuel drain pipes.........................................7.01
Flow meter, fuel oil.....................................................7.05 Heating, cylinder oil pipe............................................9.02
Flow velocities............................................................6.04 Heavy fuel oil (HFO)....................................................7.01
Flushing of lube oil system.........................................8.05 Heavy fuel oil specification, guiding...........................7.02
Flushing of the fuel oil system....................................7.05 Holding down bolts, engine seating and....................5.11
Forces and moments at turbocharger . ...................15.06 HPS, Hydraulic Power Supply..................................16.01
MAN B&W S90ME-C8

MAN Diesel
MAN B&W Index

H L
H-type guide force moment.....................................17.05 Lubricating of turbochargers......................................8.01
Hydraulic control oil system.......................................8.09 Lubricating oil centrifuges and list of
Hydraulic Cylinder Unit, HCU.....................................1.06 lubricating oils........................................................8.04
Hydraulic oil back-flushing.........................................8.08 Lubricating oil consumption.......................................1.03
Hydraulic Power Supply (HPS).................................16.01 Lubricating oil cooler.......................................8.05, 11.03
Hydraulic Power Supply unit......................................8.02 Lubricating oil data.....................................................1.04
Hydraulic Power Supply unit and lubricating oil Lubricating oil full flow filter........................................8.05
pipes......................................................................8.02 Lubricating oil outlet...................................................8.05
Hydraulic top bracing arrangement............................5.15 Lubricating oil pipes for turbochargers .....................8.03
Lubricating oil pipes, Hydraulic Power Supply
I unit and..................................................................8.02
Identification of instruments.....................................18.07 Lubricating oil pump...................................................8.05
IMO NOx emission limits............................................2.12 Lubricating oil tank.....................................................8.06
Indicator cock.............................................................1.06 Lubricating oil temperature control valve...................8.05
Influence on the optimum propeller speed................2.02 Lubricating oils, list of................................................8.04
Installation documentation.......................................20.04 Lubricator control system..........................................9.02
Instrumentation, monitoring systems and................18.01
Instruments, identification........................................18.07 M
Insulation, fuel oil pipe................................................7.04 Main bearing...............................................................1.06
Main Operating Panel (MOP)....................................16.01
J MAN B&W Alpha Cylinder Lubrication..............1.06, 9.02
Jacket cooling water pipes......................................12.06 MAN B&W Alpha Cylinder Lubrication, wiring
Jacket cooling water system....................................12.05 diagram..................................................................9.02
Jacket cooling water temperature control..................6.04 MAN B&W Alpha Cylinder Lubricators on engine......9.02
Jacket water cooler.......................................11.03, 12.04 MAN Diesels Alpha Controllable Pitch (CP)
Jacket water cooling pump...........................11.03, 12.07 propeller.................................................................5.18
Jacket water preheater.............................................12.07 Marine diesel oil.........................................................7.01
Jacket water system................................................11.03 Mass of tools and panels, total................................19.11
Jacket water thermostatic valve...............................12.07 Mass of water and oil.................................................5.08
Masses and dimensions, list of, for dispatch
L pattern.................................................................19.04
L27/38 GenSet data...................................................4.09 Matching point (O)......................................................2.04
L28/32H GenSet data.................................................4.10 ME advantages...........................................................1.01
L32/40 GenSet data...................................................4.11 ME Engine description...............................................1.06
Large spare parts, dimension and masses..............19.09 Measuring Back Pressure, exhaust..........................15.05
Layout diagram sizes.................................................2.03 Mechanical top bracing..............................................5.14
Limits for continuous operation, operating curves.....2.04 Mechanical-hydraulic system with HPS unit............16.01
Liner Wall Monitoring system (LWM)........................18.06 Moment compensators (2nd order), basic design
List of capacities and cooling water systems............6.02 regarding..............................................................17.02
List of capacities........................................................6.03 Moment compensators (2nd order), determine
List of spare parts, unrestricted service...................19.06 the need...............................................................17.02
List of standard tools for maintenance.....................19.10 Monitoring systems and instrumentation.................18.01
Load diagram, examples of the use of.......................2.04 MOP, Main Operating Panel.....................................16.01
Local instruments.....................................................18.05
Local Operating Panel (LOP)....................................16.01 N
LOP, Local Operating Panel.....................................16.01 Nodes and Compensators.......................................17.03
Low load operation, limits..........................................2.04 NOx reduction............................................................2.12
Lube oil system, flushing of........................................8.05 NOx Reduction by SCR ............................................3.03
Lubricating and cooling oil system.............................8.01 NOx reduction methods.............................................2.12
MAN B&W S90ME-C8

MAN Diesel
MAN B&W Index

O P
Oil mist detector.......................................................18.06 Propeller diameter and pitch, influence on
Oil, masses of.............................................................5.08 optimum propeller speed.......................................2.02
Operating curves and limits for continuous Propulsion and engine running points........................2.01
operation................................................................2.04 Propulsion Control System, Alphatronic 2000...........5.18
Other alarm functions . ............................................18.06 PTG, Power Turbine Generator..................................4.05
Outline, engine...........................................................5.05 PTO, engine preparations for.....................................4.03
Overcritical running..................................................17.06 PTO/BW GCR.............................................................4.04
Overhaul of engine, space requirements....................5.01 PTO/RCF....................................................................4.01
Overhaul with Double-Jib crane . ..............................5.04 Pump capacities, pressures and flow velocities........6.04
Overload operation, limits..........................................2.04 Pump, jacket water cooling...........................11.03, 12.04
Pump, seawater cooling...........................................12.04
P Pumps, central cooling.............................................11.03
Painting of main engine............................................19.01 Pumps, fuel oil circulating..........................................7.05
Painting specification, for engine.............................19.02 Pumps, fuel oil supply................................................7.05
Performance curves...................................................1.05 Pumps, jacket water cooling....................................12.07
Pipe connections, engine..................................5.05, 5.09 Pumps, lubricating oil.................................................8.05
Pipes, air cooler cleaning.........................................14.05 Pumps, seawater cooling.........................................11.03
Pipes, bedplate drain.................................................8.07
Pipes, exhaust gas...................................................15.02 R
Pipes, exhaust valve air spring.................................13.03 Recommendation for operation.................................2.04
Pipes, fire extinguishing for scavenge air space......14.07 Reduction station, control and safety air.................13.02
Pipes, jacket water cooling......................................12.06 Reduction valve, turbocharger cleaning etc.............13.02
Pipes, scavenge air..................................................14.03 Remote control system............................................16.01
Pipes, seawater cooling...........................................12.03 Remote sensors.......................................................18.05
Pipes, starting air......................................................13.03 Reversing....................................................................1.06
Pipes, turbocharger lubricating oil.............................8.03
Piping arrangements..................................................1.06 S
Piping, symbols for..........................................................A Safety system...........................................................16.01
Piston.........................................................................1.06 Scavenge air box drain system................................14.06
Piston rod...................................................................1.06 Scavenge air cooler..............................1.06, 11.03, 12.04
PMI System, Off-line and On-line versions..............18.02 Scavenge air cooler cleaning system.......................14.05
PMI system, type PT/S off-line.................................18.02 Scavenge air cooler requirements............................14.02
Pneumatic manoeuvring diagram............................16.01 Scavenge air pipes...................................................14.03
Power management system.....................................16.01 Scavenge air system.......................................1.06, 14.01
Power Related Unbalance (PRU).............................17.04 Sea margin and heavy weather..................................2.01
Power Take Off (PTO).................................................4.01 Seawater cooling pipes............................................12.03
Power Turbine Generator (PTG).................................4.05 Seawater cooling pumps...............................11.03, 12.04
Power, speed, SFOC..................................................1.03 Seawater cooling system.........................................12.02
Preheater, jacket water.............................................12.07 Seawater systems....................................................12.01
Preheating of diesel engine......................................12.08 Seawater thermostatic valve....................................12.04
Pressure losses across components, exhaust.........15.05 Selective Catalytic Reduction (SCR)..........................3.03
Pressure losses and coefficients of resistance, Separate system for hydraulic control unit................8.09
exhaust pipes.......................................................15.05 SFOC calculations......................................................2.09
Pressure losses in pipes, exhaust............................15.05 SFOC calculations, example......................................2.10
Pressurised fuel oil system.........................................7.01 SFOC for high efficiency turbochargers.....................2.07
Project Guides..........................................................20.01 SFOC guarantee.........................................................2.08
Propeller curve...........................................................2.01 SFOC, engine configurations related to.....................6.01
Propeller design point................................................2.01 SFOC, reference conditions and guarantee...............2.08
SFOC, with constant speed.......................................2.09
MAN B&W S90ME-C8

MAN Diesel
MAN B&W Index

S S
SFOC, with fixed pitch propeller................................2.09 System, fire extinguishing for scavenge air space...14.07
Shaftline earthing device............................................5.17 System, fuel oil...........................................................7.01
Shop test..................................................................19.05 System, jacket cooling water...................................12.05
Shop trials................................................................19.01 System, jacket water................................................11.03
Shut down for AMS and UMS – Class and System, lubricating and cooling oil............................8.01
MAN Diesel requirements....................................18.04 System, MAN B&W Alpha Cylinder Lubrication.........9.02
Side mounted PTO/RCF, space requirement.............4.02 System, manoeuvring...............................................16.01
Silencer, exhaust gas...............................................15.04 System, scavenge air...............................................14.01
Slow down and shut down system, alarm...............18.04 System, scavenge air box drain...............................14.06
Slow down for UMS – Class and MAN Diesel System, scavenge air cooler cleaning......................14.05
requirements........................................................18.04 System, seawater.....................................................12.01
Slow down system...................................................16.01 System, seawater cooling........................................12.02
Small heating box with filter, suggestion for..............9.02 System, stuffing box drain oil...................................10.01
SMG/CFE Generators................................................4.03 Systems, control and starting air.............................13.01
Soft blast cleaning, turbocharger cleaning...............15.02 Systems, monitoring and instrumentation...............18.01
Space requirement.....................................................5.02 Systems, starting air.................................................13.01
Space requirements and overhaul heights.................5.01 Systems, turbocharger cleaning...............................15.02
Space requirements for side mounted PTO/RCF......4.02
Spare parts...............................................................19.01 T
Spare parts, additional parts....................................19.07 Tank, deaerating.......................................................12.07
Spare parts, unrestricted service.............................19.06 Tank, lubricating oil.....................................................8.06
Spare parts, wearing parts.......................................19.08 Telegraph system.....................................................16.01
Spark arrester, exhaust gas......................................15.04 Temperature at start of engine ................................12.08
Specific Fuel Oil Consumption (SFOC)......................1.04 Temperature control valve, lubricating oil...................8.05
Specific fuel oil consumption, ME versus MC The Hydraulic Power Supply......................................1.06
engines..................................................................2.06 The ME Tier II Engine.................................................1.01
Specification for painting of main engine.................19.02 Thermostatic valve, central cooling..........................11.03
Specified maximum continuous rating (M).................2.04 Thermostatic valve, jacket water..............................12.07
Spray shields, fuel oil and lubricating oil pipe............7.04 Thermostatic valve, seawater...................................12.04
Standard tools for maintenance, list of....................19.10 Thrust bearing............................................................1.06
Standard tools, dimensions and masses.................19.10 Tool panels...............................................................19.11
Start of engine, temperature at................................12.08 Tools.........................................................................19.01
Starting air compressors..........................................13.02 Tools, dimensions and masses of............................19.10
Starting air receivers.................................................13.02 Top bracing, engine.........................................5.13, 17.05
Starting air systems, components for......................13.02 Torsional vibration damper.........................................1.06
Starting air valve.........................................................1.06 Torsional vibrations...................................................17.06
Starting and control air pipes...................................13.03 Total back-pressure, exhaust...................................15.05
Starting and control air systems .............................13.01 Tuning wheel...............................................................1.06
Static converter, frequency........................................4.03 Turbines, combined....................................................4.05
Steam Turbine Generator (STG).................................4.05 Turbocharger arrangement and cleaning.................15.01
Step-up gear..............................................................1.06 Turbocharger selection...............................................3.01
STG, Steam Turbine Generator..................................4.05 Turbocharger, exhaust................................................1.06
Stuffing box................................................................1.06 Turbochargers, lubricating of......................................8.01
Stuffing box drain oil system....................................10.01 Turning gear.....................................................1.06, 13.02
Symbols for piping..........................................................A Turning gear, electric motor for................................13.04
System, cylinder lubricating oil..................................9.01 Turning wheel.............................................................1.06
System, Engine Control............................................16.01
System, exhaust gas................................................15.01 U
System, exhaust gas for main engine...........15.03, 15.04 Undercritical running................................................17.06
MAN B&W S90ME-C8

MAN Diesel
MAN B&W Index

V
Vectors of thermal expansion, turbocharger
outlet flange.........................................................15.06
Venting box, fuel oil....................................................7.05
Vibration aspects . ...................................................17.01
Vibration limits valid for single order harmonics......17.05
W
Waste Heat Recovery Systems (WHR).......................4.05
Water and oil in engine...............................................5.08
Water in fuel emulsification........................................7.06
Water In Oil Monitoring system (WIO)......................18.06
Water mist catcher, drain from.................................14.05
Water washing, turbocharger cleaning.....................15.02
Water, masses of........................................................5.08
Wearing parts...........................................................19.08
WHR output . .............................................................4.05
Wiring diagram, MAN B&W Alpha Cylinder
Lubrication.............................................................9.02
X
X-type guide force moment......................................17.05
MAN B&W S90ME-C8

MAN Diesel
MAN B&W
Engine Design

1
MAN Diesel
MAN B&W 1.01
Page 1 of 3
The ME Tier II Engine
The ever valid requirement of ship operators is The starting valves are opened pneumatically by
to obtain the lowest total operational costs, and electronically controlled ‘On/Off’ valves, which
especially the lowest possible specific fuel oil make it possible to dispense with the mechani
consumption at any load, and under the prevailing cally activated starting air distributor.
operating conditions.
By electronic control of the above valves accord
However, lowspeed twostroke main engines of ing to the measured instantaneous crankshaft po
the MC type, with a chain driven camshaft, have sition, the Engine Control System fully controls the
limited flexibility with regard to fuel injection and combustion process.
exhaust valve activation, which are the two most
important factors in adjusting the engine to match System flexibility is obtained by means of different
the prevailing operating conditions. ‘Engine running modes’, which are selected either
automatically, depending on the operating condi
A system with electronically controlled hydraulic tions, or manually by the operator to meet specific
activation provides the required flexibility, and goals. The basic running mode is ‘Fuel economy
such systems form the core of the ME ‘Engine mode’ to comply with IMO NOx emission limita
Control System’, described later in detail in Chap tion.
ter 16.
Engine design and IMO regulation compli-

Concept of the ME engine ance
The ME engine concept consists of a hydraulic The ME-C engine is the shorter, more compact
mechanical system for activation of the fuel injec version of the MC engine. It is well suited wherev
tion and the exhaust valves. The actuators are er a small engine room is requested, for instance
electronically controlled by a number of control in container vessels.
units forming the complete Engine Control Sys
tem. The ME-GI is a dual fuel engine burning natural
gas, otherwise sharing the same compact design
MAN Diesel has specifically developed both the as the ME-C engine. It is designed for the highly
hardware and the software inhouse, in order to specialised LNG carrier market.
obtain an integrated solution for the Engine Con
trol System. For MAN B&W ME/ME-C/ME-GI-TII designated
engines, the design and performance parameters
The fuel pressure booster consists of a simple have been upgraded and optimised to comply
plunger powered by a hydraulic piston activated with the International Maritime Organisation (IMO)
by oil pressure. The oil pressure is controlled by Tier II emission regulations.
an electronically controlled proportional valve.
The potential derating and part load SFOC figures
The exhaust valve is opened hydraulically by for the Tier II engines have also been updated.
means of a twostage exhaust valve actuator
activated by the control oil from an electronically For engines built to comply with IMO Tier I emis
controlled proportional valve. The exhaust valves sion regulations, please refer to the Marine Engine
are closed by the ‘air spring’. IMO Tier I Project Guide.
In the hydraulic system, the normal lube oil is used

as the medium. It is filtered and pressurised by a
Hydraulic Power Supply unit mounted on the en
gine or placed in the engine room.
MAN B&W ME/MEC/MEGI-TII engines

MAN Diesel 198 74 69-4.0
MAN B&W 1.01
Page 2 of 3
ME Advantages Differences between MC/MC-C and

ME/ME-C engines
The advantages of the ME range of engines are
quite comprehensive, as seen below: The electrohydraulic control mechanisms of the
ME engine replace the following components of
• Lower SFOC and better performance param the conventional MC engine:
eters thanks to variable electronically controlled
timing of fuel injection and exhaust valves at any • Chain drive for camshaft
load
• Camshaft with fuel cams, exhaust cams and
• Appropriate fuel injection pressure and rate indicator cams
shaping at any load
• Fuel pump actuating gear, including roller
• Improved emission characteristics, with smoke guides and reversing mechanism
less operation
• Conventional fuel pressure booster and VIT system
• Easy change of operating mode during opera
tion • Exhaust valve actuating gear and roller guides
• Simplicity of mechanical system with well- • Engine driven starting air distributor
proven simple fuel injection technology familiar
to any crew • Electronic governor with actuator
• Control system with more precise timing, giving • Regulating shaft

better engine balance with equalized thermal
load in and between cylinders • Engine side control console
• System comprising performance, adequate • Mechanical cylinder lubricators.

monitoring and diagnostics of engine for longer
time between overhauls The Engine Control System of the ME engine
comprises:
• Lower rpm possible for manoeuvring
• Control units
• Better acceleration, astern and crash stop per
formance • Hydraulic power supply unit
• Integrated Alpha Cylinder Lubricators • Hydraulic cylinder units, including:

• Electronically controlled fuel injection, and
• Upgradable to software development over the • Electronically controlled exhaust valve activa
lifetime of the engine tion
It is a natural consequence of the above that more • Electronically controlled starting air valves
features and operating modes are feasible with
our fully integrated control system and, as such, • Electronically controlled auxiliary blowers
will be retrofittable and eventually offered to own
ers of ME engines. • Integrated electronic governor functions
• Tacho system
• Electronically controlled Alpha lubricators

MAN Diesel 198 74 69-4.0
MAN B&W 1.01
Page 3 of 3
• Local Operating Panel (LOP)
• MAN Diesel PMI system, type PT/S offline,

cylinder pressure monitoring system.
The system can be further extended by optional

systems, such as:
• Condition Monitoring System, CoCoSEDS

online
The main features of the ME engine are described

on the following pages.

MAN Diesel 198 74 69-4.0
MAN B&W 1.02
Page 1 of 1
Engine Type Designation
6 S 70 M E B/C 7 -GI -TII
Emission regulation TII IMO Tier level
(blank) Fuel oil only

Fuel injection concept GI Gas injection
Mark version
B Exhaust valve controlled

Design by camshaft
C Compact engine
Concept E Electronically controlled

C Camshaft controlled
Engine programme
Diameter of piston in cm
S Super long stroke

Stroke/bore ratio L Long stroke
K Short stroke
Number of cylinders
MAN B&W MC/MC-C, ME/MEC/MEB/-GI engines 198 38 243.6
MAN B&W 1.03
Page 1 of 1
Power, Speed and Lubricating Oil
Power and Speed
Cyl. L1 kW
MEP SFOC
bar g/kWh
Minimum at
MCR
Part Load
kW/cyl.
L1 20.0 170 166
6 31,620 5,270
Stroke: 7 36,890 4,460
L3
3,188 mm 8 42,160 4,220 16.0 164 160
L2
9 47,430
3,570 L4
66 78 r/min
MEP SFOC
bar g/kWh
Minimum at
MCR
Part Load
kW/cyl.
L1 20.0 173 170
6 31,620 5,270
Stroke:
Fuel and lubricating oil consumption
3,188 mm 7 36,890 4,460
L3
8 42,160 4,220 16.0 167 164
Specific fuel oil L2
consumption
9 47,430 Lubricating oil consumption
3,570 g/kWH
L
At load 4
With high efficiency turbocharger System oil
Layout point MAN B&W Alpha cylin-
66 78 r/min Approximate
100% 70% der lubricator
g/kWH
L1 and L2 170 166
0.1 0.65
L3 and L4 164 160
MC-C8
Fig 1.03.01: Power, speed, fuel and lubrication oil

MAN Diesel 198 73 81-7.0
MAN B&W 1.04
Page 1 of 1
Engine Power Range and Fuel Oil Consumption
Engine Power
The following tables contain data regarding the Specific Fuel Oil Consumption (SFOC)
power, speed and specific fuel oil consumption of
the engine. The figures given in this folder represent the val-
ues obtained when the engine and turbocharger
Engine power is specified in kW for each cylinder are matched with a view to obtaining the lowest
number and layout points L1, L2, L3 and L4: possible SFOC values while also fulfilling the IMO
NOX Tier II emission limitations.
Discrepancies between kW and metric horsepow-
er (1 BHP = 75 kpm/s = 0.7355 kW) are a conse- Stricter emission limits can be met on request, us-
quence of the rounding off of the BHP values. ing proven technologies.
L1 designates nominal maximum continuous rating The SFOC figures are given in g/kWh with a toler-
(nominal MCR), at 100% engine power and 100% ance of 5% and are based on the use of fuel with
engine speed. a lower calorific value of 42,700 kJ/kg (~10,200
kcal/kg) at ISO conditions:
L2, L3 and L4 designate layout points at the other
three corners of the layout area, chosen for easy Ambient air pressure..............................1,000 mbar
reference. Ambient air temperature................................. 25 °C
Cooling water temperature............................. 25 °C
Power L1
Although the engine will develop the power speci-
L3 fied up to tropical ambient conditions, specific
fuel oil consumption varies with ambient condi-
L2 tions and fuel oil lower calorific value. For calcula-
tion of these changes, see Chapter 2.
L4
Speed Lubricating oil data
178 51 489.0
The cylinder oil consumption figures stated in the

Fig. 1.04.01: Layout diagram for engine power and speed tables are valid under normal conditions.
Overload corresponds to 110% of the power at During runningin periods and under special con-
MCR, and may be permitted for a limited period of ditions, feed rates of up to 1.5 times the stated
one hour every 12 hours. values should be used.
The engine power figures given in the tables re-

main valid up to tropical conditions at sea level as
stated in IACS M28 (1978), i.e.:
Blower inlet temperature................................. 45 °C

Blower inlet pressure..............................1000 mbar
Seawater temperature..................................... 32 °C
Relative humidity...............................................60%
MAN B&W ME/ME-B/MEC engines

MAN Diesel 198 46 343.4
MAN B&W 1.05
Page 1 of 1
Performance Curves
This section is available on request
Updated engine and capacities data is available from the CEAS

program on www.mandiesel.com under ‘Marine’ → ‘Low speed’
→ ‘CEAS Engine Room Dimensions’.
MAN Diesel 198 53 31-6.1
MAN B&W 1.06
Page 1 of 6
ME Engine Description
Please note that engines built by our licensees Frame Box

are in accordance with MAN Diesel drawings and
standards but, in certain cases, some local stand- The frame box is of welded design. On the ex-
ards may be applied; however, all spare parts are haust side, it is provided with relief valves for each
interchangeable with MAN Diesel designed parts. cylinder while, on the manoeuvring side, it is pro-
vided with a large hinged door for each cylinder.
Some components may differ from MAN Diesel’s The crosshead guides are welded on to the frame
design because of local production facilities or box.
the application of local standard components.
The frame box is bolted to the bedplate. The bed-
In the following, reference is made to the item plate, frame box and cylinder frame are tightened
numbers specified in the ‘Extent of Delivery’ (EoD) together by stay bolts.
forms, both for the ‘Basic’ delivery extent and for
some ‘Options’.
Cylinder Frame and Stuffing Box
Bedplate and Main Bearing The cylinder frame is cast, with the exception of
the S65MEC which is welded, and is provided
The bedplate is made with the thrust bearing in with access covers for cleaning the scavenge air
the aft end of the engine. The bedplate consists space, if required, and for inspection of scavenge
of high, welded, longitudinal girders and welded ports and piston rings from the manoeuvring side.
cross girders with cast steel bearing supports. Together with the cylinder liner it forms the scav-
enge air space.
For fitting to the engine seating in the ship, long,
elastic holdingdown bolts, and hydraulic tighten- The cylinder frame is fitted with pipes for the pis-
ing tools are used. ton cooling oil inlet. The scavenge air receiver, tur-
bocharger, air cooler box and gallery brackets are
The bedplate is made without taper for engines located on the cylinder frame. At the bottom of the
mounted on epoxy chocks. cylinder frame there is a piston rod stuffing box,
provided with sealing rings for scavenge air, and
The oil pan, which is made of steel plate and is with oil scraper rings which prevent crankcase oil
welded to the bedplate, collects the return oil from from coming up into the scavenge air space.
the forced lubricating and cooling oil system. The
oil outlets from the oil pan are normally vertical Drains from the scavenge air space and the piston
and are provided with gratings. rod stuffing box are located at the bottom of the
cylinder frame.
Horizontal outlets at both ends can be arranged
for some cylinder numbers, however this must be
confirmed by the engine builder.
The main bearings consist of thin walled steel

shells lined with bearing metal. The main bearing
bottom shell can be rotated out and in by means
of special tools in combination with hydraulic tools
for lifting the crankshaft. The shells are kept in po-
sition by a bearing cap.
MAN B&W ME/MEC engines

MAN Diesel 198 46 139.5
MAN B&W 1.06
Page 2 of 6
Cylinder Liner Thrust Bearing
The cylinder liner is made of alloyed cast iron The propeller thrust is transferred through the
and is suspended in the cylinder frame with a thrust collar, the segments, and the bedplate, to
lowsituated flange. The top of the cylinder liner the end chocks and engine seating, and thus to
is fitted with a cooling jacket. The cylinder liner the ship’s hull.
has scavenge ports and drilled holes for cylinder
lubrication. The thrust bearing is located in the aft end of the
engine. The thrust bearing is of the B&WMichell
Cylinder liners prepared for installation of tem- type, and consists primarily of a thrust collar on
perature sensors is basic execution on engines the crankshaft, a bearing support, and segments
type 98 and 90 as well as on K80ME-C9 while an of steel lined with white metal.
option on all other engines.
Engines type 60 and larger with 9 cylinders or
more will be specified with the 360º degree type
Cylinder Cover thrust bearing, while the 240º degree type is used
in all other engines. MAN Diesel’s flexible thrust
The cylinder cover is of forged steel, made in one cam design is used for the thrust collar on a range
piece, and has bores for cooling water. It has a of engine types.
central bore for the exhaust valve, and bores for
the fuel valves, a starting valve and an indicator The thrust shaft is an integrated part of the crank-
valve. shaft and it is lubricated by the engine’s lubricat-
ing oil system.
The cylinder cover is attached to the cylinder
frame with studs and nuts tightened with hydraulic
jacks. Stepup Gear
In case of engine driven HPS, the hydraulic oil

Crankshaft pumps are mounted on the aft of the engine, and
are driven from the crankshaft via stepup gear.
The crankshaft is of the semibuilt type, made The stepup gear is lubricated from the main engine
from forged or cast steel throws. For engines with system.
9 cylinders or more, the crankshaft is supplied in
two parts.
Turning Gear and Turning Wheel
At the aft end, the crankshaft is provided with the
collar for the thrust bearing, a flange for fitting the The turning wheel is fitted to the thrust shaft, and
gear wheel for the stepup gear to the hydraulic it is driven by a pinion on the terminal shaft of the
power supply unit if fitted on the engine, and the turning gear, which is mounted on the bedplate.
flange for the turning wheel and for the coupling The turning gear is driven by an electric motor
bolts to an intermediate shaft. with builtin gear with brake.
At the front end, the crankshaft is fitted with the A blocking device prevents the main engine from
collar for the axial vibration damper and a flange starting when the turning gear is engaged. En-
for the fitting of a tuning wheel. The flange can gagement and disengagement of the turning gear
also be used for a Power Take Off, if so desired. is effected manually by an axial movement of the
pinion.
Coupling bolts and nuts for joining the crankshaft
together with the intermediate shaft are not nor- The control device for the turning gear, consisting
mally supplied. of starter and manual control box, can be ordered
as an option.

MAN Diesel 198 46 139.5
MAN B&W 1.06
Page 3 of 6
Axial Vibration Damper The piston has four ring grooves which are
hardchrome plated on both the upper and lower
The engine is fitted with an axial vibration damper, surfaces of the grooves. The uppermost piston
mounted on the fore end of the crankshaft. The ring is of the CPR type (Controlled Pressure Re-
damper consists of a piston and a splittype hous- lief), whereas the other three piston rings all have
ing located forward of the foremost main bearing. an oblique cut. The uppermost piston ring is high-
er than the others. All four rings are alu-coated on
The piston is made as an integrated collar on the the outer surface for running-in.
main crank journal, and the housing is fixed to
the main bearing support. For functional check of
the vibration damper a mechanical guide is fitted, The piston skirt is made of cast iron with a bronze
while an electronic vibration monitor can be sup- band.
plied as an option.
Piston Rod
Tuning Wheel / Torsional Vibration Damper
The piston rod is of forged steel and is surface-
A tuning wheel or torsional vibration damper may hardened on the running surface for the stuffing
have to be ordered separately, depending on the box. The piston rod is connected to the crosshead
final torsional vibration calculations. with four bolts. The piston rod has a central bore
which, in conjunction with a cooling oil pipe, forms
the inlet and outlet for cooling oil.
Connecting Rod
The connecting rod is made of forged or cast Crosshead

steel and provided with bearing caps for the
crosshead and crankpin bearings. The crosshead is of forged steel and is provided
with cast steel guide shoes with white metal on
The crosshead and crankpin bearing caps are se- the running surface.
cured to the connecting rod with studs and nuts
tightened by means of hydraulic jacks. The telescopic pipe for oil inlet and the pipe for oil
outlet are mounted on the guide shoes.
The crosshead bearing consists of a set of
thinwalled steel shells, lined with bearing metal.
The crosshead bearing cap is in one piece, with Scavenge Air System
an angular cutout for the piston rod.
The air intake to the turbocharger takes place
The crankpin bearing is provided with thinwalled directly from the engine room through the turbo-
steel shells, lined with bearing metal. Lube oil is charger intake silencer. From the turbocharger,
supplied through ducts in the crosshead and con- the air is led via the charging air pipe, air cooler
necting rod. and scavenge air receiver to the scavenge ports
of the cylinder liners, see Chapter 14.
Piston
The piston consists of a piston crown and piston

skirt. The piston crown is made of heatresistant
steel. A piston cleaning ring located in the very
top of the cylinder liner scrapes off excessive ash
and carbon formations on the piston topland.

MAN Diesel 198 46 139.5
MAN B&W 1.06
Page 4 of 6
Scavenge Air Cooler Exhaust Turbocharger
For each turbocharger is fitted a scavenge air The engines can be fitted with either MAN, ABB or
cooler of the monoblock type designed for sea- MHI turbochargers. As an option, MAN TCA and
water cooling, alternatively, a central cooling sys- ABB A100-L turbochargers can be delivered with
tem with freshwater can be chosen. The working variable nozzle technology that reduces the fuel
pressure is up to 4.5 bar. consumption at part load by controlling the scav-
enge air pressure.
The scavenge air cooler is so designed that the
difference between the scavenge air temperature The turbocharger choice selection is described in
and the water inlet temperature at specified MCR Chapter 3, and the exhaust gas system in Chapter
can be kept at about 12 °C. 15.
Auxiliary Blower Reversing
The engine is provided with electricallydriven Reversing of the engine is performed electronical-
scavenge air blowers. The suction side of the ly and controlled by the Engine Control System,
blowers is connected to the scavenge air space by changing the timing of the fuel injection, the
after the air cooler. exhaust valve activation and the starting valves.
Between the air cooler and the scavenge air re-

ceiver, nonreturn valves are fitted which auto- The Hydraulic Power Supply
matically close when the auxiliary blowers supply
the air. The hydraulic power supply (HPS) filters and pres-
The auxiliary blowers will start operating con- surises the lube oil for use in the hydraulic system.
secutively before the engine is started in order to Depending on the engine type, the HPS consists
ensure sufficient scavenge air pressure to obtain of 2-4 pumps driven either mechanically by the
a safe start. engine or electrically. The hydraulic pressure is
300 bar.
Further information is given in Chapter 14.
An electrically driven HPS can be mounted on the
engine, usually aft, or in the engine room.
Exhaust Gas System
The engine driven HPS is mounted aft for engines
From the exhaust valves, exhaust gas is led to with chain drive aft (8 cylinders or less), and at the
the exhaust gas receiver where the fluctuating middle for engines with chain drive located in the
pressure from the individual cylinders is equal- middle (9 cylinders or more).
ised, and the total volume of gas is led to the
turbocharger(s). After the turbocharger(s), the gas A combined HPS, mechanically driven with elec-
is led to the external exhaust pipe system. trically driven start-up/back-up pumps for take-
home power, is available as an option for ME/
Compensators are fitted between the exhaust ME-C engines type 98-60 while basic execution
valves and the receiver, and between the receiver for S50ME-C.
and the turbocharger(s).
The exhaust gas receiver and exhaust pipes are

provided with insulation, covered by galvanised
steel plating.
A protective grating is installed between the ex-

haust gas receiver and the turbocharger.

MAN Diesel 198 46 139.5
MAN B&W 1.06
Page 5 of 6
Hydraulic Cylinder Unit The mechanically driven starting air distributor

used on the MC engines has been replaced by
The hydraulic cylinder unit (HCU), one per cylin- one solenoid valve per cylinder, controlled by the
der, consists of a base plate on which a distributor CCUs of the Engine Control System.
block is mounted. The distributor block is fitted
with one or more accumulators to ensure that the Slow turning before starting is a program incorpo-
necessary hydraulic oil peak flow is available dur- rated in the basic Engine Control System.
ing the fuel injection sequence.
The starting air system is described in detail in
The distributor block serves as a mechanical sup- Section 13.01.
port for the hydraulically activated fuel pressure
booster and the hydraulically activated exhaust The starting valve is opened by control air and is
valve actuator. closed by a spring. The integrated Engine Control
System controls the starting valve timing.
Fuel Oil Pressure Booster

Exhaust Valve
The engine is provided with one hydraulically acti-
vated fuel oil pressure booster for each cylinder. The exhaust valve consists of the valve housing
and the valve spindle. The valve housing is made
Fuel injection is activated by a multi-way valve of cast iron and is arranged for water cooling. The
(FIVA), which is electronically controlled by the housing is provided with a water cooled bottom
Cylinder Control Unit (CCU) of the Engine Control piece of steel with a flame hardened seat of the
System. W-seat design. The exhaust valve spindle is made
of Nimonic. The housing is provided with a spindle
Further information is given in Section 7.01. guide.
The exhaust valve is tightened to the cylinder

Fuel Valves and Starting Air Valve cover with studs and nuts. The exhaust valve is
opened hydraulically by the electronic valve acti-
The cylinder cover is equipped with two or three vation system and is closed by means of air pres-
fuel valves, starting air valve, and indicator cock. sure.
The opening of the fuel valves is controlled by The operation of the exhaust valve is controlled
the high pressure fuel oil created by the fuel oil by the proportional valve which also activates the
pressure booster, and the valves are closed by a fuel injection.
spring.
In operation, the valve spindle slowly rotates, driv-
An automatic vent slide allows circulation of fuel en by the exhaust gas acting on small vanes fixed
oil through the valve and high pressure pipes to the spindle.
when the engine is stopped. The vent slide also
prevents the compression chamber from being Sealing of the exhaust valve spindle guide is pro-
filled up with fuel oil in the event that the valve vided by means of Controlled Oil Level (COL), an
spindle sticks. Oil from the vent slide and other oil bath in the bottom of the air cylinder, above the
drains is led away in a closed system. sealing ring. This oil bath lubricates the exhaust
valve spindle guide and sealing ring as well.
The fuel oil highpressure pipes are of the double-
wall type with built-in conical support. The pipes
are insulated but not heated.

MAN Diesel 198 46 139.5
MAN B&W 1.06
Page 6 of 6
Indicator Cock Piping Arrangements
The engine is fitted with an indicator cock to The engine is delivered with piping arrangements
which the PMI pressure transducer can be con- for:
nected.
• Fuel oil
• Heating of fuel oil pipes
MAN B&W Alpha Cylinder Lubrication • Lubricating oil, piston cooling oil and
hydraulic oil pipes
The electronically controlled MAN B&W Alpha • Cylinder lubricating oil
cylinder lubrication system is applied to the ME • Cooling water to scavenge air cooler
engines, and controlled by the ME Engine Control • Jacket and turbocharger cooling water
System. • Cleaning of turbocharger
• Fire extinguishing in scavenge air space
The main advantages of the MAN B&W Alpha cyl- • Starting air
inder lubrication system, compared with the con- • Control air
ventional mechanical lubricator, are: • Oil mist detector
• Various drain pipes.
• Improved injection timing
• Increased dosage flexibility All piping arrangements are made of steel piping,
• Constant injection pressure except the control air and steam heating of fuel
• Improved oil distribution in the cylinder liner pipes, which are made of copper.
• Possibility for prelubrication before starting.
The pipes are provided with sockets for local
More details about the cylinder lubrication system instruments, alarm and safety equipment and,
can be found in Chapter 9. furthermore, with a number of sockets for supple-
mentary signal equipment. Chapter 18 deals with
the instrumentation.
Gallery Arrangement
The engine is provided with gallery brackets,

stanchions, railings and platforms (exclusive of
ladders). The brackets are placed at such a height
as to provide the best possible overhauling and
inspection conditions.
Some main pipes of the engine are suspended

from the gallery brackets, and the topmost gallery
platform on the manoeuvring side is provided with
overhauling holes for the pistons.
The engine is prepared for top bracings on the ex-

haust side, or on the manoeuvring side.

MAN Diesel 198 46 139.5
MAN B&W 1.07
Page 1 of 1
Engine Cross Section of S90MEC
178 52 592.0
Fig.: 1.07.01
MAN B&W S90MEC 198 49 160.0
MAN B&W
Engine Layout and Load

Diagrams, SFOC
2
MAN Diesel
MAN B&W 2.01
Page 1 of 2
Engine Layout and Load Diagrams

y=log(P)
Introduction i
P=n xc
i=0
The effective power ‘P’ of a diesel engine is pro- log (P) = i x log (n) + log (c)
portional to the mean effective pressure pe and
engine speed ‘n’, i.e. when using ‘c’ as a constant: i=1
P = c x pe x n
i=2
so, for constant mep, the power is proportional to
the speed:
P = c x n1 (for constant mep) i=3

x = log (n)
178 05 403.1
When running with a Fixed Pitch Propeller (FPP),
the power may be expressed according to the Fig. 2.01.02: Power function curves in logarithmic scales
propeller law as:
Thus, propeller curves will be parallel to lines hav-
P = c x n3 (propeller law) ing the inclination i = 3, and lines with constant
mep will be parallel to lines with the inclination i = 1.
Thus, for the above examples, the power P may
be expressed as a power function of the speed ‘n’ Therefore, in the Layout Diagrams and Load Dia-
to the power of ‘i’, i.e.: grams for diesel engines, logarithmic scales are
used, giving simple diagrams with straight lines.
P = c x ni
Fig. 2.01.01 shows the relationship for the linear Propulsion and Engine Running Points
functions, y = ax + b, using linear scales.
Propeller curve
The power functions P = c x ni will be linear func-
tions when using logarithmic scales: The relation between power and propeller speed
for a fixed pitch propeller is as mentioned above
log (P) = i x log (n) + log (c) described by means of the propeller law, i.e. the
y third power curve:
P = c x n3, in which:
y=ax+b P = engine power for propulsion

2
n = propeller speed
c = constant
a
Propeller design point
1
Normally, estimates of the necessary propeller

b power and speed are based on theoretical cal-
culations for loaded ship, and often experimental
0 x tank tests, both assuming optimum operating
0 1 2
conditions, i.e. a clean hull and good weather. The
178 05 403.0 combination of speed and power obtained may
Fig. 2.01.01: Straight lines in linear scales be called the ship’s propeller design point (PD),
MAN B&W MC/MCC, ME/MEGI/ME-B engines

MAN Diesel 198 38 338.4
MAN B&W 2.01
Page 2 of 2
placed on the light running propeller curve 6. See the socalled sea margin, which is traditionally
below figure. On the other hand, some shipyards, about 15% of the propeller design (PD) power.
and/or propeller manufacturers sometimes use a
propeller design point (PD) that incorporates all or Engine layout (heavy propeller)
part of the socalled sea margin described below.
When determining the necessary engine layout
Power, % af L1 speed that considers the influence of a heavy run-
100%
= 0,20
= 0,15 L1 ning propeller for operating at high extra ship resis-
= 0,25 = 0,30
tance, it is (compared to line 6) recommended to
choose a heavier propeller line 2. The propeller
L3 MP
curve for clean hull and calm weather line 6 may
Engine margin
(SP=90% of MP)
SP
PD
then be said to represent a ‘light running’ (LR)
Sea margin
L2 (15% of PD) propeller.
PD
Compared to the heavy engine layout line 2, we

L4
HR
recommend using a light running of 3.07.0% for
2 6 LR
design of the propeller.
Engine speed, % of L 1
100% Engine margin

Line 2 Propulsion curve, fouled hull and heavy weather
(heavy running), recommended for engine layout
Line 6 Propulsion curve, clean hull and calm weather (light
Besides the sea margin, a socalled ‘engine mar-
running), for propeller layout gin’ of some 10% or 15% is frequently added. The
MP Specified MCR for propulsion corresponding point is called the ‘specified MCR
SP Continuous service rating for propulsion
PD Propeller design point
for propulsion’ (MP), and refers to the fact that the
HR Heavy running power for point SP is 10% or 15% lower than for
LR Light running
178 05 415.3
point MP.
Fig. 2.01.03: Ship propulsion running points and engine
Point MP is identical to the engine’s specified
layout
MCR point (M) unless a main engine driven shaft
generator is installed. In such a case, the extra
Fouled hull power demand of the shaft generator must also
be considered.
When the ship has sailed for some time, the hull
and propeller become fouled and the hull’s re- Constant ship speed lines
sistance will increase. Consequently, the ship’s
speed will be reduced unless the engine delivers The constant ship speed lines ∝, are shown at
more power to the propeller, i.e. the propeller will the very top of the figure. They indicate the power
be further loaded and will be heavy running (HR). required at various propeller speeds in order to
keep the same ship speed. It is assumed that, for
As modern vessels with a relatively high service each ship speed, the optimum propeller diameter
speed are prepared with very smooth propeller is used, taking into consideration the total propul-
and hull surfaces, the gradual fouling after sea sion efficiency. See definition of ∝ in Section 2.02.
trial will increase the hull’s resistance and make
the propeller heavier running. Note:
Light/heavy running, fouling and sea margin are
Sea margin and heavy weather overlapping terms. Light/heavy running of the
propeller refers to hull and propeller deterioration
If, at the same time the weather is bad, with head and heavy weather, whereas sea margin i.e. extra
winds, the ship’s resistance may increase com- power to the propeller, refers to the influence of
pared to operating in calm weather conditions. the wind and the sea. However, the degree of light
When determining the necessary engine power, it running must be decided upon experience from
is normal practice to add an extra power margin, the actual trade and hull design of the vessel.
MAN B&W MC/MCC, ME/MEGI/ME-B engines

MAN Diesel 198 38 338.4
MAN B&W 2.02
Page 1 of 2
Propeller diameter and pitch, influence on the optimum propeller speed
In general, the larger the propeller diameter D, Once an optimum propeller diameter of maximum
the lower is the optimum propeller speed and the 7.2 m has been chosen, the corresponding op-
kW required for a certain design draught and ship timum pitch in this point is given for the design
speed, see curve D in the figure below. speed of 14.5 knots, i.e. P/D = 0.70.
The maximum possible propeller diameter de- However, if the optimum propeller speed of 100
pends on the given design draught of the ship, r/min does not suit the preferred / selected main
and the clearance needed between the propeller engine speed, a change of pitch away from opti-
and the aft body hull and the keel. mum will only cause a relatively small extra power
demand, keeping the same maximum propeller
The example shown in the figure is an 80,000 dwt diameter:
crude oil tanker with a design draught of 12.2 m
and a design speed of 14.5 knots. • going from 100 to 110 r/min (P/D = 0.62) requires
8,900 kW i.e. an extra power demand of 80 kW.
When the optimum propeller diameter D is in-
creased from 6.6 m to 7.2. m, the power demand • going from 100 to 91 r/min (P/D = 0.81) requires
is reduced from about 9,290 kW to 8,820 kW, and 8,900 kW i.e. an extra power demand of 80 kW.
the optimum propeller speed is reduced from 120
r/min to 100 r/min, corresponding to the constant In both cases the extra power demand is only
ship speed coefficient ∝ = 0.28 (see definition of of 0.9%, and the corresponding ‘equal speed
∝ in Section 2.02, page 2). curves’ are ∝ =+0.1 and ∝ =0.1, respectively, so
there is a certain interval of propeller speeds in
which the ‘power penalty’ is very limited.
Shaft power
kW
9.500
D = Optimum propeller diameters
9.400 P/D = Pitch/diameter ratio
D P/D
0.50
9.300 6.6m
P/D
1.00
9.200
6.8m
0.95
9.100
0.55
0.90
9.000
7.0m
0.85
8.900 0.60
0.80 7.2m
0.75 0.65
8.800 0.70
8.700 7.4m
8.600 D
Propeller
8.500
speed
70 80 90 100 110 120 130 r/min
178 47 032.0
Fig. 2.02.01: Influence of diameter and pitch on propeller design
MAN B&W MC/MC-C, ME/ME-GI/ME-B engines

MAN Diesel 198 38 782.5
MAN B&W 2.02
Page 2 of 2
Constant ship speed lines area and parallel to one of the ∝lines, another
specified propulsion MCR point ‘MP2’ upon this
The constant ship speed lines ∝, are shown at line can be chosen to give the ship the same
the very top of Fig. 2.02.02. These lines indicate speed for the new combination of engine power
the power required at various propeller speeds to and speed.
keep the same ship speed provided that the op-
timum propeller diameter with an optimum pitch Fig. 2.02.02 shows an example of the required
diameter ratio is used at any given speed, taking power speed point MP1, through which a constant
into consideration the total propulsion efficiency. ship speed curve ∝= 0.25 is drawn, obtaining
point MP2 with a lower engine power and a lower
Normally, the following relation between neces- engine speed but achieving the same ship speed.
sary power and propeller speed can be assumed:
Provided the optimum pitch/diameter ratio is used
P2 = P1 x (n2 /n1)∝ for a given propeller diameter the following data
applies when changing the propeller diameter:
where:
P = Propulsion power for general cargo, bulk carriers and tankers
n = Propeller speed, and ∝= 0.25 0.30
∝= the constant ship speed coefficient.
and for reefers and container vessels
For any combination of power and speed, each ∝= 0.15 0.25
point on lines parallel to the ship speed lines gives
the same ship speed. When changing the propeller speed by changing
the pitch diameter ratio, the ∝ constant will be dif-
When such a constant ship speed line is drawn ferent, see above.
into the layout diagram through a specified pro-
pulsion MCR point ‘MP1’, selected in the layout
Power
110%
=0,15
speed lines
=0,20
=0,25 Constant ship 100%
=0,30 1
90%
MP1
=0,25 80%
MP2
3
me p
% 70%
100
95%
90%
2
85% 60%
80%
75%
70% 50%
4 Nominal propeller curve
40%
75% 80% 85% 90% 95% 100% 105%

Engine speed
178 05 667.0
Fig. 2.02.02: Layout diagram and constant ship speed lines
MAN B&W MC/MC-C, ME/ME-GI/ME-B engines

MAN Diesel 198 38 782.5
MAN B&W 2.03
Page 1 of 1
Layout Diagram Sizes
Power Power 100  80% power Powerand Power 100  80% power and
L1 100  75% speed L 1 range L1 L1 100  85% speed range
valid for the types: valid for the types:
S80MC-C/ME-C7, L3 L3 K90MC-C/6
L2 S80MC6, L2 L2 L2 K80MC-C/ME-C6,
L3 L3
S70MC-C/ME-C7, L4 L4
L60MC-C/ME-C7/8,
S70MC6, S46MC-C8, S46ME-B8,
L4 L4 S60MC-C/ME-C7, S42MC7, S40ME-B9,
S60MC6, S35MC7, S35ME-B9,
S50MC-C/ME-C7, L35MC6, S26MC6,
Speed S50MC6 Speed Speed Speed S90MC-C/ME-C8,
S80MC-C8, S80ME-C8/9,
S70MC-C/ME-C/ME-GI8,
S65ME-C/ME-GI8,
S60MC-C/ME-C/ME-GI8,
S60ME-B8,
S50MC-C/ME-C8,
S50ME-B8/9
L1 100  80% speed L 1 range L1 L1 100  90% speed range
valid for the types: L3 L3
valid for the types:
S90MC-C/ME-C7 K98MC/MC-C6,
L3 LL3 L2 L2 L2
2 K98ME/ME-C6,
L4 L4 K90ME/ME-C9,
L4 L4 K80ME-C9
Speed Speed Speed Speed
L1
100  84% speed L1
range L1 L1 100  93% speed range
valid for the types: L3 L3 valid for the types:
L3 LL70MC-C/ME-C7/8,
3 K98MC/MC-C7,
L2 L2 L2 L2 K98ME/ME-C7
S46MC-C7
L4 L4
L4 L4
Speed Speed Speed Speed
178 60 45-2.0
See also Section 2.05 for actual project.
Fig. 2.03.01 Layout diagram sizes
MAN B&W MC/MC-C/ME/ME-C/ME-GI/ME-B-TII engines

MAN Diesel 198 69 11-0.0
MAN B&W 2.04
Page 1 of 10
Engine Layout and Load Diagram
Engine Layout Diagram Matching point (O)
An engine’s layout diagram is limited by two con- For practical reasons we have chosen to use the
stant mean effective pressure (mep) lines L1– L3 designation ‘O’ for the matching point.
and L2– L4, and by two constant engine speed
lines L1– L2 and L3 – L4. The L1 point refers to the The matching point O is placed on line 1 of the
engine’s nominal maximum continuous rating, see load diagram, see Fig. 2.04.01, and for technical
Fig. 2.04.01. reasons the power of O always has to be equal to
the power of M. Point O normally coincides with
Within the layout area there is full freedom to se- point M.
lect the engine’s specified SMCR point M which
suits the demand for propeller power and speed For ME, ME-C and ME-GI engines, the timing of
for the ship. the fuel injection and the exhaust valve activation
are electronically optimised over a wide operat-
On the horizontal axis the engine speed and on ing range of the engine. Therefore the selection of
the vertical axis the engine power are shown on matching point only has a meaning in connection
percentage scales. The scales are logarithmic with the turbocharger matching and the compres-
which means that, in this diagram, power function sion ratio.
curves like propeller curves (3rd power), constant
mean effective pressure curves (1st power) and For ME-B engines, only the fuel injection (and not
constant ship speed curves (0.15 to 0.30 power) the exhaust valve activation) is electronically con-
are straight lines. trolled over a wide operating range of the engine,
and the compression ratio is nearly constant as
for an MC engine.
Specified maximum continuous rating (M)
The lowest specific fuel oil consumption for the
Based on the propulsion and engine running ME, ME-C and ME-GI engines is optained at 70%
points, as previously found, the layout diagram and for ME-B engines at 80% of the matching
of a relevant main engine may be drawnin. The point (O).
SMCR point (M) must be inside the limitation lines
of the layout diagram; if it is not, the propeller
speed will have to be changed or another main
Power
engine type must be chosen. L1
O=M
Continuous service rating (S) L3
S
The continuous service rating is the power need- 1 L2

ed in service – including the specified sea margin
and heavy/light running factor of the propeller
– at which the engine is to operate, and point S L4
is identical to the service propulsion point (SP)
unless a main engine driven shaft generator is Speed
installed.
178 60 85-8.0
Fig. 2.04.01: Engine layout diagram
MAN B&W ME/ME-C/ME-GI/ME-B-TII engines

MAN Diesel 198 69 93-5.1
MAN B&W 2.04
Page 2 of 10
Engine Load Diagram
Definitions Engine shaft power, % of A
110
The engine’s load diagram, see Fig. 2.04.02, de- 105 7
O=A=M
100 7
fines the power and speed limits for continuous as 95 5 5
well as overload operation of an installed engine 90 4

85 1 2 6
having a matching point O and a specified MCR 80
point M that confirms the ship’s specification. 75
70
Point A is a 100% speed and power reference 65
point of the load diagram, and is defined as the 60
point on the propeller curve (line 1), through the 55
matching point O, having the specified MCR 8 4 1 6 3
50
power. Normally, point M is equal to point A, but 2 9
in special cases, for example if a shaft generator 45
is installed, point M may be placed to the right of
40
point A on line 7. 60 65 70 75 80 85 90 95 100 105 110
Engine speed, % of A
The service points of the installed engine incorpo-
rate the engine power required for ship propulsion
and shaft generator, if installed. Regarding ‘i’ in the power function P = c x ni, see page 2.01.
A 100% reference point

M Specified MCR point
Operating curves and limits for continuous O Matching point
operation
Line 1 Propeller curve through matching point (i = 3)
(engine layout curve)
The continuous service range is limited by four Line 2 Propeller curve, fouled hull and heavy weather
lines: 4, 5, 7 and 3 (9), see Fig. 2.04.02. The pro- – heavy running (i = 3)
Line 3 Speed limit
peller curves, line 1, 2 and 6 in the load diagram Line 4 Torque/speed limit (i = 2)
are also described below. Line 5 Mean effective pressure limit (i = 1)
Line 6 Propeller curve, clean hull and calm weather
– light running (i = 3), for propeller layout
Line 1: Line 7 Power limit for continuous running (i = 0)
Propeller curve through specified MCR (M) engine Line 8 Overload limit
layout curve. Line 9 Speed limit at sea trial
Point M to be located on line 7 (normally in point A)

Line 2: 178 05 427.5
Propeller curve, fouled hull and heavy weather Fig. 2.04.02: Standard engine load diagram
– heavy running.
Line 3 and line 9:

Line 3 represents the maximum acceptable speed
for continuous operation, i.e. 105% of A. The overspeed setpoint is 109% of the speed
in A, however, it may be moved to 109% of the
During trial conditions the maximum speed may nominal speed in L1, provided that torsional vibra-
be extended to 107% of A, see line 9. tion conditions permit.
The above limits may in general be extended to Running at low load above 100% of the nominal L1
105% and during trial conditions to 107% of the speed of the engine is, however, to be avoided for
nominal L1 speed of the engine, provided the tor- extended periods. Only plants with controllable
sional vibration conditions permit. pitch propellers can reach this light running area.

MAN Diesel 198 69 93-5.1
MAN B&W 2.04
Page 3 of 10
Line 4: Recommendation
Represents the limit at which an ample air supply
is available for combustion and imposes a limita- Continuous operation without limitations is al-
tion on the maximum combination of torque and lowed only within the area limited by lines 4, 5,
speed. 7 and 3 of the load diagram, except on low load
operation for CP propeller plants mentioned in the
Line 5: previous section.
Represents the maximum mean effective pres-
sure level (mep), which can be accepted for con- The area between lines 4 and 1 is available for
tinuous operation. operation in shallow waters, heavy weather and
during acceleration, i.e. for nonsteady operation
Line 6: without any strict time limitation.
Propeller curve, clean hull and calm weather – light
running, used for propeller layout/design. After some time in operation, the ship’s hull and
propeller will be fouled, resulting in heavier run-
Line 7: ning of the propeller, i.e. the propeller curve will
Represents the maximum power for continuous move to the left from line 6 towards line 2, and
operation. extra power is required for propulsion in order to
keep the ship’s speed.
Limits for overload operation In calm weather conditions, the extent of heavy
running of the propeller will indicate the need for
The overload service range is limited as follows: cleaning the hull and possibly polishing the pro-
peller.
Line 8:
Represents the overload operation limitations. Once the specified MCR (and the matching point)
have been chosen, the capacities of the auxiliary
The area between lines 4, 5, 7 and the heavy equipment will be adapted to the specified MCR,
dashed line 8 is available for overload running for and the turbocharger specification and the com-
limited periods only (1 hour per 12 hours). pression ratio will be selected.
Line 9: If the specified MCR (and the matching point) is to

Speed limit at sea trial. be increased later on, this may involve a change
of the pump and cooler capacities, change of the
fuel valve nozzles, adjusting of the cylinder liner
Limits for low load running cooling, as well as rematching of the turbocharger
or even a change to a larger size of turbocharger.
As the fuel injection is automatically controlled In some cases it can also require larger dimen-
over the entire power range, the engine is able to sions of the piping systems.
operate down to around 15% of the nominal L1
speed. It is therefore of utmost importance to consider,
already at the project stage, if the specification
should be prepared for a later power increase.
This is to be indicated in the Extent of Delivery.

MAN Diesel 198 69 93-5.1
MAN B&W 2.04
Page 4 of 10
Extended load diagram for ships operating in extreme heavy running conditions
When a ship with fixed pitch propeller is operat- Extended load diagram for speed derated en-
ing in normal sea service, it will in general be gines with increased light running
operating in the hatched area around the design
propeller curve 6, as shown on the standard load The maximum speed limit (line 3) of the engines is
diagram in Fig. 2.04.02. 105% of the SMCR (Specified Maximum Continu-
ous Rating) speed, as shown in Fig. 2.04.02.
Sometimes, when operating in heavy weather, the
fixed pitch propeller performance will be more However, for speed and, thereby, power derated
heavy running, i.e. for equal power absorption of engines it is possible to extend the maximum
the propeller, the propeller speed will be lower speed limit to 105% of the engine’s nominal MCR
and the propeller curve will move to the left. speed, line 3’, but only provided that the torsional
vibration conditions permit this. Thus, the shaft-
As the low speed main engines are directly cou- ing, with regard to torsional vibrations, has to be
pled to the propeller, the engine has to follow the approved by the classification society in question,
propeller performance, i.e. also in heavy running based on the extended maximum speed limit.
propeller situations. For this type of operation,
there is normally enough margin in the load area When choosing an increased light running to be
between line 6 and the normal torque/speed limi- used for the design of the propeller, the load dia-
tation line 4, see Fig. 2.04.02. To the left of line 4 gram area may be extended from line 3 to line 3’,
in torquerich operation, the engine will lack air as shown in Fig. 2.04.03, and the propeller/main
from the turbocharger to the combustion process, engine operating curve 6 may have a correspond-
i.e. the heat load limits may be exceeded and ingly increased heavy running margin before ex-
bearing loads might also become too high. ceeding the torque/speed limit, line 4.
For some special ships and operating conditions, A corresponding slight reduction of the propel-
it would be an advantage  when occasionally ler efficiency may be the result, due to the higher
needed  to be able to operate the propeller/main propeller design speed used.
engine as much as possible to the left of line 6,
but inside the torque/speed limit, line 4.
Such cases could be for:
• ships sailing in areas with very heavy weather

• ships operating in ice
• ships with two fixed pitch propellers/two main
engines, where one propeller/one engine is de-
clutched for one or the other reason.
The increase of the operating speed range be-

tween line 6 and line 4 of the standard load dia-
gram, see Fig. 2.04.02, may be carried out as
shown for the following engine Example with an
extended load diagram for speed derated engine
with increased light running.

MAN Diesel 198 69 93-5.1
MAN B&W 2.04
Page 5 of 10
Engine shaft power, % A L1
110 A 100% reference point Examples of the use of the Load Diagram
M Specified engine MCR A=O=M 5%
100 O Matching point 5 7
L2
90 L3
Heavy
In the following are some examples illustrating the
80
running Normal flexibility of the layout and load diagrams.
operation L4 operation
70
• Example 1 shows how to place the load diagram

60
4 for an engine without shaft generator coupled to
1 6 3 3 a fixed pitch propeller.
50
2
• Example 2 are diagrams for the same configura-
40 tion, but choosing a matching point on the left
55 60 65 70 75 80 85 90 95 100 105 110 115 120
Engine speed, % A
of the heavy running propeller curve (2) provid-
Normal load Extended light ing an extra engine margin for heavy running
diagram area running area
similar to the case in Fig. 2.04.03.
Line 1: Propeller curve through matching point (O) • Example 3 shows the same layout for an engine
 layout curve for engine with fixed pitch propeller (example 1), but with a
Line 2: Heavy propeller curve
 fouled hull and heavy seas shaft generator.
Line 3: Speed limit
Line 3’: Extended speed limit, provided torsional vibration
conditions permit
• Example 4 is a special case of example 3, where
Line 4: Torque/speed limit the specified MCR is placed near the top of the
Line 5: Mean effective pressure limit layout diagram.
Line 6: Increased light running propeller curve
 clean hull and calm weather
In this case the shaft generator is cut off,
 layout curve for propeller and the GenSets used when the engine runs
Line 7: Power limit for continuous running at specified MCR. This makes it possible to
178 60 79-9.0 choose a smaller engine with a lower power out-
put.
Fig. 2.04.03: Extended load diagram for speed derated
engine with increased light running • Example 5 shows diagrams for an engine
coupled to a controllable pitch propeller, with
or without a shaft generator, constant speed or
combinator curve operation.
For a specific project, the layout diagram for actu-

al project shown later in this chapter may be used
for construction of the actual load diagram.

MAN Diesel 198 69 93-5.1
MAN B&W 2.04
Page 6 of 10
Example 1: Normal running conditions.

Engine coupled to fixed pitch propeller (FPP) and without shaft generator
Layout diagram Load diagram
Power, % of L1 Power, % of L1 3.3%A 5%A

100% 7
L1 100%
L1
5
4
1 2 6
L3 A=O=M=MP
7 L3 A=O=M
5
7
S=SP 5%L1
S
1 6 L2 4 1 6 L2
2 2
3 3
L4 Propulsion and engine L4 Propulsion and engine

service curve for fouled service curve for fouled
hull and heavy weather hull and heavy weather
Engine speed, % of L1 100% Engine speed, % of L1 100%
M Specified MCR of engine Point A of load diagram is found:

S Continuous service rating of engine Line 1 Propeller curve through matching point (O)
O Matching point of engine is equal to line 2
A Reference point of load diagram Line 7 Constant power line through specified MCR (M)
MP Specified MCR for propulsion Point A Intersection between line 1 and 7
SP Continuous service rating of propulsion
The specified MCR (M) and the matching point O and its pro- Once point A has been found in the layout diagram, the load
peller curve 1 will normally be selected on the engine service diagram can be drawn, as shown in the figure, and hence the
curve 2. actual load limitation lines of the diesel engine may be found
by using the inclinations from the construction lines and the
Point A is then found at the intersection between propeller %figures stated.
curve 1 (2) and the constant power curve through M, line 7. In
this case point A is equal to point M and point O. 178 05 440.8
Fig. 2.04.04: Normal running conditions. Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator

MAN Diesel 198 69 93-5.1
MAN B&W 2.04
Page 7 of 10
Example 2: Special running conditions.

Engine coupled to fixed pitch propeller (FPP) and without shaft generator
Power, % of L 1 Power, % of L 1 3.3%A 5%A

100% 7
L1
100%
L1
5
1 2 6
L3 A=O
7
L3 A=O
7
M=MP 5 M
5%L1
S=SP S
1 2 6
L2 4 1 2 6
L2
3 3
L4 Propulsion and engine

L4 Propulsion and engine
service curve for fouled service curve for fouled
Engine speed, % of L 1 100% Engine speed, % of L 1 100%

O Matching point of engine placed to the left of line 2
A Reference point of load diagram Line 7 Constant power line through specified MCR (M)
MP Specified MCR for propulsion Point A Intersection between line 1 and 7
In this example, the matching point O has been selected more

to the left than in example 1, providing an extra engine margin
for heavy running operation in heavy weather conditions. In
principle, the light running margin has been increased for this
case.
178 05 464.8
Fig. 2.04.05: Special running conditions. Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator

MAN Diesel 198 69 93-5.1
MAN B&W 2.04
Page 8 of 10
Example 3: Normal running conditions.

Engine coupled to fixed pitch propeller (FPP) and with shaft generator
3.3%A 5%A
Power, % of L 1 Power, % of L 1
100% 7
L1
100%
L1
5 Engine service curve for
fouled hull and heavy
4 A=O=M A=O=M
7 weather incl. shaft 7
generator 5
1 2 6
S SG 5%L 1
L3 L3 S
SG MP MP
Engine
service 4
curve SP SP
1 2 6
L2 1 2 6
L2
3 3
L4 L4
Propulsion curve for fouled Propulsion curve for fouled

O Matching point of engine Line 7 Constant power line through specified MCR (M)
A Reference point of load diagram Point A Intersection between line 1 and 7
MP Specified MCR for propulsion
SG Shaft generator power
In example 3 a shaft generator (SG) is installed, and therefore The matching point O = A = M will be chosen on this curve, as
the service power of the engine also has to incorporate the shown.
extra shaft power required for the shaft generator’s electrical
power production. Point A is then found in the same way as in example 1 and the
load diagram can be drawn as shown in the figure.
In the figure, the engine service curve shown for heavy run-
ning incorporates this extra power.
178 05 488.8
Fig. 2.04.06: Normal running conditions. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator

MAN Diesel 198 69 93-5.1
MAN B&W 2.04
Page 9 of 10
Example 4: Special running conditions.

Engine coupled to fixed pitch propeller (FPP) and with shaft generator
Layout diagram Load diagram 3.3%A 5%A
Power, % of L 1 L1 Power, % of L 1 L1
M M
100% 7 100%
A=O Engine service curve for fouled A=O
5 7 7
M hull and heavy weather M
S S
4 incl. shaft generator
MP MP
SG SG
1 2 6
5%L 1
L3 SP
L3 4
SP
1 2 6 1 2 6 L2
L2
3 3
L4 Propulsion curve
L4 Propulsion curve
for fouled hull for fouled hull
and heavy weather and heavy weather
M Specified MCR of engine Point A and M of the load diagram are found:
S Continuous service rating of engine Line 1 Propeller curve through point S
O Matching point of engine Point A Intersection between line 1 and line L1 – L3
A Reference point of load diagram Point M Located on constant power line 7
MP Specified MCR for propulsion through point A and with MP’s speed
SP Continuous service rating of propulsion Point O Equal to point A
SG Shaft generator
Also for this special case in example 4, a shaft generator is In choosing the latter solution, the required specified MCR
installed but, compared to example 3, this case has a speci- power can be reduced from point M’ to point M as shown.
fied MCR for propulsion, MP, placed at the top of the layout Therefore, when running in the upper propulsion power range,
diagram. a diesel generator has to take over all or part of the electrical
power production.
This involves that the intended specified MCR of the engine
M’ will be placed outside the top of the layout diagram. However, such a situation will seldom occur, as ships are
rather infrequently running in the upper propulsion power
One solution could be to choose a larger diesel engine with range.
an extra cylinder, but another and cheaper solution is to re-
duce the electrical power production of the shaft generator Point A, having the highest possible power, is then found at
when running in the upper propulsion power range. the intersection of line L1– L3 with line 1 and the correspond-
ing load diagram is drawn. Point M is found on line 7 at MP’s
speed, and point O=A.
178 06 351.8
Fig. 2.04.07: Special running conditions. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator

MAN Diesel 198 69 93-5.1
MAN B&W 2.04
Page 10 of 10
Example 5: Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
Power
7
Layout diagram  with shaft generator
5
3.3%A 5%A The hatched area shows the recommended speed
4 L1 range between 100% and 96.7% of the specified
1 2 6 MCR speed for an engine with shaft generator
running at constant speed.
L3 A=O=M
5
7 The service point S can be located at any point
5%L1 within the hatched area.
S
4 1
L2 The procedure shown in examples 3 and 4 for
engines with FPP can also be applied here for en-
3
gines with CPP running with a combinator curve.
L4 The matching point O

O may, as earlier described, be chosen equal to
Min. speed Max. speed
point M, see below.
Combinator curve for Recommended range for
loaded ship and incl. shaft generator operation
sea margin with constant speed Load diagram
Therefore, when the engine’s specified MCR point
Engine speed (M) has been chosen including engine margin,
M Specified MCR of engine sea margin and the power for a shaft generator, if
O Matching point of engine installed, point M may be used as point A of the
A Reference point of load diagram load diagram, which can then be drawn.
S Continous service rating of engine
178 39 314.4
The position of the combinator curve ensures the

maximum load range within the permitted speed
Fig. 2.04.08: Engine with Controllable Pitch Propeller range for engine operation, and it still leaves a
(CPP), with or without a shaft generator reasonable margin to the limit indicated by curves
4 and 5.
Layout diagram  without shaft generator
If a controllable pitch propeller (CPP) is applied,
the combinator curve (of the propeller) will nor-
mally be selected for loaded ship including sea
margin.
The combinator curve may for a given propeller

speed have a given propeller pitch, and this may
be heavy running in heavy weather like for a fixed
pitch propeller.
Therefore it is recommended to use a light run-

ning combinator curve (the dotted curve which
includes the sea power margin) as shown in the
figure to obtain an increased operation margin of
the diesel engine in heavy weather to the limit indi-
cated by curves 4 and 5.

MAN Diesel 198 69 93-5.1
MAN B&W 2.05
Page 1 of 1
Diagram for actual project
This figure contains a layout diagram that can

be used for constructing the load diagram for an
actual project, using the %figures stated and the
inclinations of the lines.
3.3%A 5%A
A
7
7 5
5
4
4
1 2 6
Power, % of L 1
110%
100%
L1
L3 5%L1
90%
L2
L4
80%
70%
60%
50%
40%
70% 75% 80% 85% 90% 95% 100% 105% 110%
Engine s peed, % of L 1
178 6177-0.0
Fig. 2.05.01: Construction of layout diagram
MAN B&W S90MC-C/ME-C8-TII, S80ME-C9-TII, S80MC-C/ME-C8-TII

MAN Diesel 198 78 91-0.0
MAN B&W 2.06
Page 1 of 1
Specific Fuel Oil Consumption, ME versus MC engines
As previously mentioned the main feature of the For the ME engine only the turbocharger matching
ME engine is that the fuel injection and the ex- and the compression ratio (shims under the piston
haust valve timing are optimised automatically rod) remain as variables to be determined by the
over the entire power range, and with a minimum engine maker / MAN Diesel.
speed down to around 15% of the L1 speed.
The calculation of the expected specific fuel oil
Comparing the specific fuel oil comsumption consumption (SFOC) can be carried out by means
(SFOC) of the ME and the MC engines, it can be of the following figures for fixed pitch propel-
seen from the figure below that the great advan- ler and for controllable pitch propeller, constant
tage of the ME engine is a lower SFOC at part speed. Throughout the whole load area the SFOC
loads. of the engine depends on where the matching
point (O) is chosen.
It is also noted that the lowest SFOC for the ME
engine is at 70% of O, whereas it was at 80% of O
for the MC engine.
SFOC
g/kWh
+3
+2
+1
0
-1
MC
-2
-3
ME
-4
-5
50% 60% 70% 80% 90% 100% 110%
Engine power, % of matching point O
198 97 389.2
Fig. 2.06.01: Example of part load SFOC curves for ME and MC with fixed pitch propeller
MAN B&W ME/ME-C/ME-GI

MAN Diesel 198 38 36-3.3
MAN B&W 2.07
Page 1 of 1
SFOC for High Efficiency Turbochargers
All engine types 50 and larger are as standard Consumption (SFOC) values, see example in
fitted with high efficiency turbochargers, option: Fig. 2.07.01.
4 59 104.
At part load running the lowest SFOC may be
The high efficiency turbocharger is applied to obtained at 70% of the matched power = 70%
the engine in the basic design with the view to of the specified MCR.
obtaining the lowest possible Specific Fuel Oil
SFOC
g/kWh
+2
High efficiency turbocharger

0
2
4
50% 60% 70% 80% 90% 100%
Engine power, % of matching point O
178 60 95-4.0
Fig. 2.07.01: Example of part load SFOC curves for high efficiency turbochargers
MAN B&W ME/ME-C/ME-GI-TII engines

MAN Diesel 198 70 17-7.0
MAN B&W 2.08
Page 1 of 2
SFOC reference conditions and guarantee
SFOC at reference conditions SFOC guarantee
The SFOC is given in g/kWh based on The SFOC guarantee refers to the above ISO ref-
the reference ambient conditions stated in erence conditions and lower calorific value and is
ISO 3046-1:2002(E) and ISO 15550:2002(E): valid for one running point only. The guaranteed
running point is equal to the powerspeed com-
1,000 mbar ambient air pressure bination in the matching point (O) = 100% SMCR
25 °C ambient air temperature but, if requested, a running point between 85%
25 °C scavenge air coolant temperature and 100% SMCR can be selected.
and is related to a fuel oil with a lower calorific The SFOC guarantee is given with a tolerance
value of 42,700 kJ/kg (~10,200 kcal/kg). of 5%.
Any discrepancies between g/kWh and g/BHPh

are due to the rounding of numbers for the latter. Recommended cooling water temperature
during normal operation
For lower calorific values and for ambient condi-
tions that are different from the ISO reference In general, it is recommended to operate the main
conditions, the SFOC will be adjusted according engine with the lowest possible cooling water
to the conversion factors in the table below. temperature to the air coolers, as this will reduce
the fuel consumption of the engine, i.e. the engine
With Without performance will be improved.
pmax pmax
adjusted adjusted
Condition SFOC SFOC
However, shipyards often specify a constant
Parameter change change change (maximum) central cooling water temperature
Scav. air coolant of 36 °C, not only for tropical ambient tempera-
per 10 °C rise + 0.60% + 0.41%
temperature ture conditions, but also for lower ambient tem-
Blower inlet temperature conditions. The purpose is probably to
per 10 °C rise + 0.20% + 0.71%
perature reduce the electric power consumption of the
Blower inlet per 10 mbar cooling water pumps and/or to reduce water con-
 0.02%  0.05%
pressure rise densation in the air coolers.
Fuel oil lower rise 1%
1.00%  1.00%
calorific value (42,700 kJ/kg) Thus, when operating with 36 °C cooling water
instead of for example 10 °C (to the air coolers),
With for instance 1 °C increase of the scavenge the specific fuel oil consumption will increase by
air coolant temperature, a corresponding 1 °C in- approx. 2 g/kWh.
crease of the scavenge air temperature will occur
and involves an SFOC increase of 0.06% if pmax is
adjusted to the same value.
MAN B&W ME/ME-C/ME-GI/ME-B TII-engines

MAN Diesel 198 70 45-2.1
MAN B&W 2.08
Page 2 of 2
Examples of Graphic Calculation of SFOC
The following diagrams a, b and c, valid for fixed

pitch propeller (b) and constant speed (c), respec-
tively, show the reduction of SFOC in g/kWh, rela-
tive to the SFOC for the nominal MCR L1 rating.
The solid lines are valid at 100%, 70% and 50% of

matching point (O).
Point O is drawn into the abovementioned Dia-

grams b or c. A straight line along the constant
mep curves (parallel to L1L3) is drawn through
point O. The intersections of this line and the
curves indicate the reduction in specific fuel oil
consumption at 100, 70 and 50% of the matching
point, related to the SFOC stated for the nominal
MCR L1 rating.
An example of the calculated SFOC curves are

shown in Diagram a, and is valid for an engine
with fixed pitch propeller, see Fig. 2.10.01.
MAN B&W ME/ME-C/ME-GI-TII engines

MAN Diesel 198 70 20-0.0
MAN B&W 2.09
Page 1 of 2
SFOC Calculations for S90ME-C8
Data at nominel MCR (L1) SFOC at nominal MCR (L1)

High efficiency TC
Engine kW r/min g/kWh
6 S90ME-C8 31,620
7 S90ME-C8 36,890
78 168
8 S90ME-C8 42,160
9 S90ME-C8 47,430
Data matching point (O=M): Diagram a

SFOC SFOC
cyl. No. g/kWh Part Load SFOC curve g/kWh
+4
Power: 100% of (O) kW
+3
Speed: 100% of (O) r/min
+2 170
SFOC found: g/kWh
+1
0 Nominal SFOC 168
1
2
3 165
4
5
6
7
8 160
9
10
11
12
13 155
14
15
16
40% 50% 60% 70% 80% 90% 100% 110%
% of matching point
178 61 40-9.0
Fig. 2.09.01

MAN Diesel 198 68 51-0.1
MAN B&W 2.09
Page 2 of 2
SFOC for S90ME-C8 with fixed pitch propeller

Power, % of L1
=0.15 lines
ship speed
=0.20 Constant 100%
=0.25 =0.30
90%
Diagram b 80%
in L1
m ina l t
e no ing
poin mep
et o th a tc h 10 0% 70%
%m
lativ
3
10 0
re 2 95%
/ kWh poin
t 1
in g
0 9 0%
ing
SF OC m a tc h 7 60%
n of 70% 6
u c tio poin
t 5
Re d tchin
g
*) 4
ma
50% 3
2
*) 1 50%
Nominal propeller curve
40%
75% 80% 85% 90% 95% 100% 105%
Speed, % of L1
178 61 79-4.0
Fig. 2.09.02
SFOC for S90ME-C8 with constant speed
Power, % of L1
=0.15 lines
ship speed
=0.20 Constant 100%
=0.25 =0.30
90%
Diagram c 80%
in L 1
na l
en omi g po
int mep
to t h mat
chin 10 0% 70%
i ve 3
elat
%
10 0 2 95%
h r 1
in g / kW ing
p oint 0 9 0%
fS FO C m a tc h 7 60%
70%
ti on o 6
uc po int 5
Re d a tc hing *) 4
m
50% 2
1
*) 0 50%
40%
75% 80% 85% 90% 95% 100% 105%
Speed, % of L1
178 61 78-2.0
Fig. 2.09.03
*) At reduced SMCR/matching speed nO lower than 76 r/min the total SFOC at 50% and 70% to be
increased with ∆ SFOC = +1.0 *  ____
76 - n
76 - 72

  
  O

MAN Diesel 198 68 51-0.1
MAN B&W 2.10
Page 1 of 2
SFOC calculations, example
Data at nominel MCR (L1): 6S90ME-C8

Power 100% 31,620 kW
Speed 100% 78 r/min
Nominal SFOC:
• High efficiency turbocharger 168 g/kWh
Example of specified MCR = M

Power 28,458 kW (90% L1)
Speed 74.1 r/min (95% L1)
Turbocharger type High efficiency
SFOC found in O=M 166.4 g/kWh
The matching point O used in the above example for

the SFOC calculations:
O = 100% M = 90% L1 power and 95% L1 speed

MAN Diesel 198 69 51-6.1
MAN B&W 2.10
Page 2 of 2
Power, % of L1
=0.15 lines
ship speed
=0.20 Constant 100%
=0.25 =0.30
90%
Diagram b 80%
in L 1
nal
en omi poin
t
mep
ing
to t h a tc h 10 0% 70%
i ve %m 3
r elat 10 0 2 95%
/ kWh int
1
in g g po
0 9 0%
fS FO C mat
chin
7 60%
70%
on o 6
uc ti poin
t 5
Re d a tc h
ing 4
m
50% 3
2
1 50%
40%
75% 80% 85% 90% 95% 100% 105%
Speed, % of L1
*) As nO < 76 r/min then ∆SFOC at 50% and 70% 178 61 80-4.0
matching power = +1.0 * _____

 7676--74.1
72  = +0.5 g/kWh
 
The reductions, see diagram b and above ∆SFOC, in Diagram a

SFOC SFOC
g/kWh compared to SFOC in L1: g/kWh Part Load SFOC curve g/kWh
+6
Power in Part load SFOC ∆SFOC SFOC
points g/kWh g/kWh g/kWh +5
100% O 1 100% M -1.6 0.0 166.4 +4
+3
70% O 2 70% M -5.6 +0.5 162.9
+2 170
50% O 3 50% M -2.1 +0.5 166.4
+1
0 Nominal SFOC 168

1
2
3 165
4
5
6
7
8 160
9
10
11
30% 40% 50% 60% 70% 80% 90% 100% 110%
% of specified MCR
178 61 81-6.0
Fig. 2.10.01: Example of SFOC for derated 6S90ME-C8 with fixed pitch propeller and high efficiency turbocharger

MAN Diesel 198 69 51-6.1
MAN B&W 2.11
Page 1 of 1
Fuel Consumption at an Arbitrary Load
Once the matching point (O) of the engine has The SFOC curve through points S2, on the left
been chosen, the specific fuel oil consumption at of point 1, is symmetrical about point 1, i.e. at
an arbitrary point S1, S2 or S3 can be estimated speeds lower than that of point 1, the SFOC will
based on the SFOC at point ‘1’ and ‘2’. also increase.
These SFOC values can be calculated by using The abovementioned method provides only an
the graphs for the relevant engine type for the approximate value. A more precise indication of
propeller curve I and for the constant speed curve the expected SFOC at any load can be calculated
II, giving the SFOC at points 1 and 2, respectively. by using our computer program. This is a service
which is available to our customers on request.
Next the SFOC for point S1 can be calculated as
an interpolation between the SFOC in points ‘1’
and ‘2’, and for point S3 as an extrapolation.
Power, % of A (M)
110%
A=M
7 100%
5
1 2
90%
S2 S1 S3
4 3
80%
I II
70%
80% 90% 100% 110%

Speed, % of A
198 95 962.2
Fig. 2.11.01: SFOC at an arbitrary load
MAN B&W ME/ME-C/ME-GI/ME-B engines

MAN Diesel 198 38 43-4.4
MAN B&W 2.12
Page 1 of 1
Emission Control
IMO NOx emission limits 3050% NOx reduction
All ME, ME-B, ME-C and ME-GI engines are, as Water emulsification of the heavy fuel oil is a well
standard, delivered in compliance with the IMO proven primary method. The type of homogeni-
speed dependent NOx limit, measured accord- zer is either ultrasonic or mechanical, using water
ing to ISO 8178 Test Cycles E2/E3 for Heavy Duty from the freshwater generator and the water mist
Diesel Engines. These are referred to in the Extent catcher.
of Delivery as EoD: 4 06 060 Economy mode with
the options: 4 06 060a Engine test cycle E3 or 4 The pressure of the homogenised fuel has to be
06 060b Engine test cycle E2. increased to prevent the formation of steam and
cavitation. It may be necessary to modify some of
the engine components such as the fuel oil pres-
NOx reduction methods sure booster, fuel injection valves and the engine
control system.
The NOx content in the exhaust gas can be re-
duced with primary and/or secondary reduction
methods. Up to 9598% NOx reduction
The primary methods affect the combustion pro- This reduction can be achieved by means of
cess directly by reducing the maximum combus- secondary methods, such as the SCR (Selec-
tion temperature, whereas the secondary me- tive Catalytic Reduction), which involves an
thods are means of reducing the emission level aftertreatment of the exhaust gas, see Section
without changing the engine performance, using 3.02.
external equipment.
Plants designed according to this method have
been in service since 1990 on five vessels, using
030% NOx reduction Haldor Topsøe catalysts and ammonia as the re-
ducing agent, urea can also be used.
The ME engines can be delivered with several
operation modes, options: 4 06 063 Port load, 4 The SCR unit can be located separately in the
06 064 Special emission, 4 06 065 Other emission engine room or horizontally on top of the engine.
limit, and 4 06 066 Dual fuel. The compact SCR reactor is mounted before
the turbocharger(s) in order to have the optimum
These operation modes may include a ‘Low NOx working temperature for the catalyst. However at-
mode’ for operation in, for instance, areas with re- tention have to be given to the type of HFO to be
striction in NOx emission. used.
For further information on engine operation For further information about emission control,
modes, see Extent of Delivery. please refer to our publication:
Exhaust Gas Emission Control Today and Tomorrow
The publication is available at: www.mandiesel.com

under ‘Quicklinks’ → ‘Technical Papers’.
MAN B&W ME/MEC/MEGI/ME-B-TII engines

MAN Diesel 198 75 40-0.0
MAN B&W
Turbocharger Selection &

Exhaust Gas By-pass
3
MAN Diesel
MAN B&W 3.01
Page 1 of 1
Turbocharger Selection
Updated turbocharger data based on the latest The engines are, as standard, equipped with as
information from the turbocharger makers are few turbochargers as possible, see the table in
available from the Turbocharger Selection Fig. 3.01.01.
program on www.mandiesel.com under
‘Turbocharger’ → ‘Overview’ → ‘Turbocharger One more turbocharger can be applied, than the
Selection’. number stated in the tables, if this is desirable due
to space requirements, or for other reasons. Ad-
The data specified in the printed edition are valid ditional costs are to be expected.
at the time of publishing.
However, we recommend the ‘Turbocharger se-
The MC/ME engines are designed for the applica- lection’ programme on the Internet, which can be
tion of either MAN Diesel, ABB or Mitsubishi (MHI) used to identify a list of applicable turbochargers
turbochargers. for a specific engine layout.
The turbocharger choice is made with a view to For information about turbocharger arrangement
obtaining the lowest possible Specific Fuel Oil and cleaning systems, see Section 15.01.
Consumption (SFOC) values at the nominal MCR
by applying high efficiency turbochargers.
High efficiency turbochargers for the S90MC-C/ME-C8-TII engines  L1 output

Cyl. MAN (TCA) ABB (TPL) ABB (A100) MHI (MET)
6 2 x TCA77-21 2 x TPL85-B14 2 x A185-L34 2 x MET71MA
Fig. 3.01.01: High efficiency turbochargers
MAN B&W S90MC-C/ME-C8-TII

MAN Diesel 198 75 39-0.0
MAN B&W 3.02
Page of 1
Exhaust Gas Bypass
Extreme Ambient Conditions Exhaust gas receiver with variable

bypass
As mentioned in Chapter 1, the engine power fig- option: 4 60 118
ures are valid for tropical conditions at sea level:
45 °C air at 1000 mbar and 32 °C sea water, Compensation for low ambient temperature can
whereas the reference fuel consumption is giv- be obtained by using exhaust gas bypass sys-
en at ISO conditions: 25 °C air at 1000 mbar and tem.
25 °C charge air coolant temperature.
This arrangement ensures that only part of the ex-
Marine diesel engines are, however, exposed to haust gas goes via the turbine of the turbocharg-
greatly varying climatic temperatures winter and er, thus supplying less energy to the compressor
summer in arctic as well as tropical areas. These which, in turn, reduces the air supply to the en-
variations cause changes of the scavenge air gine.
pressure, the maximum combustion pressure, the
exhaust gas amount and temperatures as well as Please note that if an exhaust gas bypass is ap-
the specific fuel oil consumption. plied the turbocharger size and specification has
to be determined by other means than stated in
For further information about the possible coun- this Chapter.
termeasures, please refer to our publication titled:
Influence of Ambient Temperature Conditions

under ‘Quicklinks’ → ‘Technical Papers’
Arctic running condition
For air inlet temperatures below 10 °C the pre-

cautions to be taken depend very much on the
operating profile of the vessel. The following al-
ternative is one of the possible countermeasures.
The selection of countermeasures, however, must
be evaluated in each individual case.
MAN B&W K98MC/MC-C/ME/MEC, S90MC-C/MEC,

K90MC-C/ME/MEC MAN Diesel 198 56 29-0.1
MAN B&W 3.03
Page 1 of 2
NOx Reduction by SCR
The NOx in the exhaust gas can be reduced with

primary or secondary reduction methods. Primary
methods affect the engine combustion process
directly, whereas secondary methods reduce the
emission level without changing the engine per-
formance using equipment that does not form
part of the engine itself.
For further information about emission control we

refer to our publication:
Exhaust Gas Emission Control Today and Tomorrow
The publication is available at www.mandiesel.com

Engine with Selective Catalytic Reduction System

Option: 4 60 135
If a reduction between 50 and 98% of NOx is re-

quired, the Selective Catalytic Reduction (SCR)
system has to be applied by adding ammonia or
urea to the exhaust gas before it enters a catalytic
converter.
The exhaust gas must be mixed with ammonia be-

fore passing through the catalyst, and in order to
encourage the chemical reaction the temperature
level has to be between 300 and 400 °C. During
this process the NOx is reduced to N2 and water.
This means that the SCR unit has to be located

before the turbocharger on twostroke engines
because of their high thermal efficiency and there-
by a relatively low exhaust gas temperature.
The amount of ammonia injected into the ex-

haust gas is controlled by a process computer
and is based on the NOx production at different
loads measured during the testbed running. Fig.
3.03.01.
As the ammonia is a combustible gas, it is sup-

plied through a doublewalled pipe system, with
appropriate venting and fitted with an ammonia
leak detector (Fig. 3.03.01) which shows a simpli-
fied system layout of the SCR installation.
MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B Engines

MAN Diesel 198 58 94-7.1
MAN B&W 3.03
Page 2 of 2
Air
Process
computer
Evaporator Ammonia
tank
SCR reactor
Air intake
Air outlet
Exhaust gas outlet
Deck
Support
Static mixer
NOx and O2 analysers
Air
Orifice
High efficiency turbocharger
Preheating and sealing oil
Engine
198 99 271.0
Fig. 3.03.01: Layout of SCR system
MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B Engines

MAN Diesel 198 58 94-7.1
MAN B&W
Electricity Production

4
MAN Diesel
MAN B&W 4.01
Page of 6
Electricity Production
Introduction
Next to power for propulsion, electricity produc- The DMG/CFE (Direct Mounted Generator/Con-
tion is the largest fuel consumer on board. The stant Frequency Electrical) and the SMG/CFE
electricity is produced by using one or more of the (Shaft Mounted Generator/Constant Frequency
following types of machinery, either running alone Electrical) are special designs within the PTO/CFE
or in parrallel: group in which the generator is coupled directly to
the main engine crankshaft and the intermediate
• Auxiliary diesel generating sets shaft, respectively, without a gear. The electrical
output of the generator is controlled by electrical
• Main engine driven generators frequency control.
• Exhaust gas- or steam driven turbo generator Within each PTO system, several designs are
utilising exhaust gas waste heat (Thermo Effi- available, depending on the positioning of the
ciency System) gear:
• Emergency diesel generating sets. • BW I:

Gear with a vertical generator mounted onto the
The machinery installed should be selected on the fore end of the diesel engine, without any con-
basis of an economic evaluation of first cost, ope- nections to the ship structure.
rating costs, and the demand for man-hours for
maintenance. • BW II:
A freestanding gear mounted on the tank top
In the following, technical information is given re- and connected to the fore end of the diesel en-
garding main engine driven generators (PTO), dif- gine, with a vertical or horizontal generator.
ferent configurations with exhaust gas and steam
driven turbo generators, and the auxiliary diesel • BW III:
generating sets produced by MAN Diesel. A crankshaft gear mounted onto the fore end of
the diesel engine, with a sidemounted genera-
tor without any connections to the ship struc-
Power Take Off ture.
With a generator coupled to a Power Take Off • BW IV:

(PTO) from the main engine, electrical power A freestanding stepup gear connected to the
can be produced based on the main engine’s intermediate shaft, with a horizontal generator.
low SFOC and the use of heavy fuel oil. Several
standardised PTO systems are available, see Fig. The most popular of the gear based alternatives
4.01.01 and the designations in Fig. 4.01.02: are the BW III/RCF type for plants with a fixed
pitch propeller (FPP). The BW III/RCF requires no
• PTO/RCF separate seating in the ship and only little atten-
(Power Take Off/Renk Constant Frequency): tion from the shipyard with respect to alignment.
Generator giving constant frequency, based on
mechanicalhydraulical speed control.
• PTO/CFE
(Power Take Off/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.
MAN B&W K108ME-C6, K98MC/MC-C/ME/ME-C6/7,

S90MC-C/ME/ME-C7/8, K90ME/ME-C9, K90MC-C/ME-C6, S80MC6,
S80MC-C7/8, S80ME-C7/8/9, K80ME-C9, K80MC-C/ME-C6
MAN Diesel 198 41 55-0.2
MAN B&W 4.01
Page of 6
æ æ æ æ æ 4OTAL
!LTERNATIVE¬TYPES¬AND¬LAYOUTS¬OF¬SHAFT¬GENERATORS¬ $ESIGN¬ 3EATING¬ ¬EFFICIENCY¬
æ Aæ Bæ "7æ)2#&æ /NæENGINEæ ç

æ æ æ æ VERTICALæGENERATOR
æ Aæ Bæ "7æ))2#&æ /NæTANKæTOPæ ç

04/2#&
æ Aæ Bæ "7æ)))2#&æ /NæENGINEæ ç
æ Aæ Bæ "7æ)62#&æ /NæTANKæTOPæ ç
æ Aæ Bæ $-'#&%æ /NæENGINEæ ç

04/#&%
æ Aæ Bæ 3-'#&%æ /NæTANKæTOPæ ç
178 57 12-1.0
Fig. 4.01.01: Types of PTO
MAN B&W K108ME-C6, K98MC/MC-C/ME/ME-C6/7,

S90MC-C/ME/ME-C7/8, K90ME/ME-C9, K90MC-C/ME-C6, S80MC6,
S80MC-C7/8, S80ME-C7/8/9, K80ME-C9, K80MC-C/ME-C6
MAN Diesel 198 41 55-0.2
MAN B&W 4.01
Page of 6
Designation of PTO
For further information, please refer to our publi-
cation titled:
Shaft Generators for MC and ME engines

178 06 490.0
Power take off:
BW III S90MEC7/RCF 70060
50: 50 Hz
60: 60 Hz
kW on generator terminals
RCF: Renk constant frequency unit

CFE: Electrically frequency controlled unit
Mark version
Engine type on which it is applied
Layout of PTO: See Fig. 4.01.01
Make: MAN Diesel
178 39 556.0
Fig. 4.01.02: Example of designation of PTO
MAN B&W K108ME-C6, K98ME/ME-C6/7, S90ME/ME-C7/8,

K90ME/ME-C9, K90ME-C6, S80ME-C7/8/9, K80ME-C9, K80ME-C6 MAN Diesel 198 42 867.3
MAN B&W 4.01
Page 4 of 6
PTO/RCF
Side mounted generator, BWIII/RCF is bolted directly to the frame box of the main
(Fig. 4.01.01, Alternative 3) engine. The bearings of the three gear wheels
are mounted in the gear box so that the weight of
The PTO/RCF generator systems have been de- the wheels is not carried by the crankshaft. In the
veloped in close cooperation with the German frame box, between the crankcase and the gear
gear manufacturer RENK. A complete package drive, space is available for tuning wheel, counter-
solution is offered, comprising a flexible coupling, weights, axial vibration damper, etc.
a stepup gear, an epicyclic, variableratio gear
with builtin clutch, hydraulic pump and motor, The first gear wheel is connected to the crank-
and a standard generator, see Fig. 4.01.03. shaft via a special flexible coupling made in one
piece with a tooth coupling driving the crankshaft
For marine engines with controllable pitch pro- gear, thus isolating it against torsional and axial
pellers running at constant engine speed, the vibrations.
hydraulic system can be dispensed with, i.e. a
PTO/GCR design is normally used. By means of a simple arrangement, the shaft in
the crankshaft gear carrying the first gear wheel
Fig. 4.01.03 shows the principles of the PTO/RCF and the female part of the toothed coupling can
arrangement. As can be seen, a stepup gear box be moved forward, thus disconnecting the two
(called crankshaft gear) with three gear wheels parts of the toothed coupling.
Operating panel
in switchboard
Servo valve
Hydrostatic motor
Toothed
coupling Generator
RCFController
Hydrostatic pump
Annulus ring
Multidisc clutch Sun wheel
Planetary gear wheel
Toothed coupling
Crankshaft
Elastic damping coupling
Crankshaft gear
Toothed coupling
178 23 222.1
Fig. 4.01.03: Power take off with RENK constant frequency gear: BW III/RCF, option: 4 85 253
MAN B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,

K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,
S70MC/MCC/ME-C/ME-GI, L70MCC/ME-C, S65ME-C/ME-GI,
MAN Diesel 198 43 000.2
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,
S50MC/MC-C/ME-C/ME-B
MAN B&W 4.01
Page 5 of 6
The power from the crankshaft gear is trans- Extent of delivery for BWIII/RCF units
ferred, via a multidisc clutch, to an epicyclic
variableratio gear and the generator. These are The delivery comprises a complete unit ready to
mounted on a common bedplate, bolted to brack- be builton to the main engine. Fig. 4.02.01 shows
ets integrated with the engine bedplate. the required space and the standard electrical
output range on the generator terminals.
The BWIII/RCF unit is an epicyclic gear with a
hydrostatic superposition drive. The hydrostatic Standard sizes of the crankshaft gears and the
input drives the annulus of the epicyclic gear in RCF units are designed for:
either direction of rotation, hence continuously 700, 1200, 1800 and 2600 kW, while the generator
varying the gearing ratio to keep the genera- sizes of make A. van Kaick are:
tor speed constant throughout an engine speed
variation of 30%. In the standard layout, this is 440 V 60 Hz 380 V 50 Hz
between 100% and 70% of the engine speed at Type
1800 r/min 1500 r/min
DSG
specified MCR, but it can be placed in a lower kVA kW kVA kW
range if required. 62 M24 707 566 627 501
62 L14 855 684 761 609
The input power to the gear is divided into two
62 L24 1,056 845 940 752
paths – one mechanical and the other hydrostatic
74 M14 1,271 1,017 1,137 909
– and the epicyclic differential combines the
power of the two paths and transmits the com- 74 M24 1,432 1,146 1,280 1,024
bined power to the output shaft, connected to the 74 L14 1,651 1,321 1,468 1,174
generator. The gear is equipped with a hydrostatic 74 L24 1,924 1,539 1,709 1,368
motor driven by a pump, and controlled by an 86 K14 1,942 1,554 1,844 1,475
electronic control unit. This keeps the generator 86 M14 2,345 1,876 2,148 1,718
speed constant during single running as well as 86 L24 2,792 2,234 2,542 2,033
when running in parallel with other generators. 99 K14 3,222 2,578 2,989 2,391
178 34 893.1
The multidisc clutch, integrated into the gear in-
put shaft, permits the engaging and disengaging In the event that a larger generator is required,
of the epicyclic gear, and thus the generator, from please contact MAN Diesel.
the main engine during operation.
If a main engine speed other than the nominal is
An electronic control system with a RENK control- required as a basis for the PTO operation, it must
ler ensures that the control signals to the main be taken into consideration when determining the
electrical switchboard are identical to those for ratio of the crankshaft gear. However, it has no
the normal auxiliary generator sets. This applies influence on the space required for the gears and
to ships with automatic synchronising and load the generator.
sharing, as well as to ships with manual switch-
board operation. The PTO can be operated as a motor (PTI) as well
as a generator by making some minor modifica-
Internal control circuits and interlocking functions tions.
between the epicyclic gear and the electronic
control box provide automatic control of the func-
tions necessary for the reliable operation and
protection of the BWIII/RCF unit. If any monitored
value exceeds the normal operation limits, a warn-
ing or an alarm is given depending upon the ori-
gin, severity and the extent of deviation from the
permissible values. The cause of a warning or an
alarm is shown on a digital display.

MAN Diesel 198 43 000.2
MAN B&W 4.01
Page 6 of 6
Yard deliveries are: Additional capacities required for BWIII/RCF
1. Cooling water pipes to the builton lubricating The capacities stated in the ‘List of capacities’ for
oil cooling system, including the valves. the main engine in question are to be increased
by the additional capacities for the crankshaft
2. Electrical power supply to the lubricating oil gear and the RCF gear stated in Fig. 4.03.02.
standby pump built on to the RCF unit.
3. Wiring between the generator and the operator

control panel in the switchboard.
4. An external permanent lubricating oil fillingup

connection can be established in connection
with the RCF unit. The system is shown in Fig.
4.03.03 ‘Lubricating oil system for RCF gear’.
The dosage tank and the pertaining piping
are to be delivered by the yard. The size of the
dosage tank is stated in the table for RCF gear
in ‘Necessary capacities for PTO/RCF’ (Fig.
4.03.02).
The necessary preparations to be made on

the engine are specified in Figs. 4.03.01a and
4.03.01b.

MAN Diesel 198 43 000.2
MAN B&W 4.02
Page of 1
$ ( ' 3
!
&
"
178 36 29-6.1
kW generator
700 kW 1200 kW 1800 kW 2600 kW
A 3,342 3,342 3,482 3,482
B 623 623 623 623
C 4,002 4,002 4,282 4,282
D 4,294 4,294 4,574 4,574
F 1,673 1,793 1,913 2,023
G 3,029 3,029 3,389 3,389
H 1,449 1,951 2,326 3,656
S 430 530 620 710
System mass (kg) with generator:
36,250 41,500 55,100 71,550
System mass (kg) without generator:
34,250 38,850 50,800 66,350
The stated kW at the generator terminals is available between 70% and 100% of the engine speed at specified MCR
Space requirements have to be investigated case by case on plants with 2600 kW generator.
Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23,
frequency = 60 Hz, speed = 1800 r/min
Fig. 4.02.01: Space requirement for side mounted generator PTO/RCF type BWlll S90C/RCF
MAN B&W S90MC-C/ME-C7/8

MAN Diesel 198 43 04-8.1
MAN B&W 4.03
Page 1 of 6
Engine preparations for PTO
3 4 5
2
9
2
15
19
8
13
2
14 18
11
12 10 21 6
17 20
Toothed coupling
Alternator
22
Bedframe
RCFgear
(if ordered)
16
Crankshaft gear
Fig. 4.03.01a: Engine preparations for PTO 178 57 15-7.0

MAN Diesel 198 43 156.2
MAN B&W 4.03
Page 2 of 6
Pos.
1 Special face on bedplate and frame box
2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator housing
3 Machined washers placed on frame box part of face to ensure that it is flush with the face on the bedplate
4 Rubber gasket placed on frame box part of face
5 Shim placed on frame box part of face to ensure that it is flush with the face of the bedplate
6 Distance tubes and long bolts
7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO maker
8 Flange of crankshaft, normally the standard execution can be used
9 Studs and nuts for crankshaft flange
10 Free flange end at lubricating oil inlet pipe (incl. blank flange)
11 Oil outlet flange welded to bedplate (incl. blank flange)
12 Face for brackets
13 Brackets
14 Studs for mounting the brackets
15 Studs, nuts and shims for mounting of RCF/generator unit on the brackets
16 Shims, studs and nuts for connection between crankshaft gear and RCF/generator unit
17 Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO
18 Intermediate shaft between crankshaft and PTO
19 Oil sealing for intermediate shaft
20 Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box
21 Plug box for electronic measuring instrument for checking condition of axial vibration damper
22 Tacho encoder for ME control system or Alpha lubrication system on MC engine
23 Tacho trigger ring for ME control system or Alpha lubrication system on MC engine
Pos. no: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
BWIII/RCF A A A A B A B A A A A A B B A A A
BWIII/CFE A A A A B A B A A A A A B B A A A
BWII/RCF A A A A A A A
BWII/CFE A A A A A A A
BWI/RCF A A A A B A B A A A
BWI/CFE A A A A B A B A A A A A
DMG/CFE A A A B C A B A A A
A: Preparations to be carried out by engine builder
B: Parts supplied by PTOmaker
C: See text of pos. no.
178 89 342.0
Fig. 4.03.01b: Engine preparations for PTO

MAN Diesel 198 43 156.2
MAN B&W 4.03
Page 3 of 6
Crankshaft gear lubricated from the main engine lubricating oil system
The figures are to be added to the main engine capacity list:
Nominal output of generator kW 700 1,200 1,800 2,600
Lubricating oil flow m /h
3
4.1 4.1 4.9 6.2
Heat dissipation kW 12.1 20.8 31.1 45.0
RCF gear with separate lubricating oil system:

Nominal output of generator kW 700 1,200 1,800 2,600
Cooling water quantity m3/h 14.1 22.1 30.0 39.0
Heat dissipation kW 55 92 134 180
El. power for oil pump kW 11.0 15.0 18.0 21.0
Dosage tank capacity m 3
0.40 0.51 0.69 0.95
El. power for Renkcontroller 24V DC ± 10%, 8 amp
From main engine: Cooling water inlet temperature: 36 °C

Design lube oil pressure: 2.25 bar Pressure drop across cooler: approximately 0.5 bar
Lube oil pressure at crankshaft gear: min. 1 bar Fill pipe for lube oil system store tank (~ø32)
Lube oil working temperature: 50 °C Drain pipe to lube oil system drain tank (~ø40)
Lube oil type: SAE 30 Electric cable between Renk terminal at gearbox
and operator control panel in switchboard: Cable
type FMGCG 19 x 2 x 0.5
178 33 850.0
Fig. 4.03.02: Necessary capacities for PTO/RCF, BW III/RCF system
Deck
Filling pipe
The dimensions
of dosage tank
depend on actual
type of gear Engine
oil
To main engine
Main
engine DR
DS
S S The letters refer to the ‘List of flanges’,
C/D C/D which will be extended by the engine builder,
when PTO systems are built on the main engine
From purifier
To purifier
Lube oil
bottom tank
178 25 235.0
Fig. 4.03.03: Lubricating oil system for RCF gear

MAN Diesel 198 43 156.2
MAN B&W 4.03
Page 4 of 6
DMG/CFE Generators
Option: 4 85 259
Fig. 4.01.01 alternative 5, shows the DMG/CFE For generators in the normal output range, the
(Direct Mounted Generator/Constant Frequency mass of the rotor can normally be carried by the
Electrical) which is a low speed generator with foremost main bearing without exceeding the per-
its rotor mounted directly on the crankshaft and missible bearing load (see Fig. 4.03.05), but this
its stator bolted on to the frame box as shown in must be checked by the engine manufacturer in
Figs. 4.03.04 and 4.03.05. each case.
The DMG/CFE is separated from the crankcase If the permissible load on the foremost main bear-
by a plate and a labyrinth stuffing box. ing is exceeded, e.g. because a tuning wheel
is needed, this does not preclude the use of a
The DMG/CFE system has been developed in co- DMG/CFE.
operation with the German generator manufactur-
ers Siemens and AEG, but similar types of gene-
rator can be supplied by others, e.g. Fuji, Taiyo
and Nishishiba in Japan.
Static frequency converter system
Cubicles:
Distributor
Synchronous To switchboard
condenser Converter
Excitation
Control
Cooler
Oil seal cover

Support
bearing
Rotor
Stator housing
178 06 733.1
Fig. 4.03.04: Standard engine, with direct mounted generator (DMG/CFE)

MAN Diesel 198 43 156.2
MAN B&W 4.03
Page 5 of 6
Stator shell Stator shell
Stuffing box Stuffing box
Crankshaft Crankshaft
Air cooler Air cooler
Support
bearing
Pole wheel
Main bearing No. 1 Main bearing No. 1
Pole wheel
Tuning wheel
Standard engine, with direct Standard engine, with direct mounted

mounted generator (DMG/CFE) generator and tuning wheel
178 06 637.1
Fig. 4.03.05: Standard engine, with direct mounted generator and tuning wheel
Mains, constant frequency
Synchronous
condenser
Excitation converter
DMG
Smoothing reactor
Diesel engine Static converter
178 56 553.1
Fig. 4.03.06: Diagram of DMG/CFE with static converter

MAN Diesel 198 43 156.2
MAN B&W 4.03
Page 6 of 6
In such a case, the problem is solved by installing Yard deliveries are:

a small, elastically supported bearing in front of
the stator housing, as shown in Fig. 4.03.05. 1. Installation, i.e. seating in the ship for the syn-
chronous condenser unit and for the static
As the DMG type is directly connected to the converter cubicles
crankshaft, it has a very low rotational speed and,
consequently, the electric output current has a 2. Cooling water pipes to the generator if water
low frequency – normally of the order of 15 Hz. cooling is applied
Therefore, it is necessary to use a static fre- 3. Cabling.

quency converter between the DMG and the main
switchboard. The DMG/CFE is, as standard, laid The necessary preparations to be made on
out for operation with full output between 100% the engine are specified in Figs. 4.03.01a and
and 70% and with reduced output between 70% 4.03.01b.
and 50% of the engine speed at specified MCR.
SMG/CFE Generators
Static converter
The PTO SMG/CFE (see Fig. 4.01.01 alternative 6)
The static frequency converter system (see Fig. has the same working principle as the PTO DMG/
4.03.06) consists of a static part, i.e. thyristors and CFE, but instead of being located on the front end
control equipment, and a rotary electric machine. of the engine, the alternator is installed aft of the
engine, with the rotor integrated on the intermedi-
The DMG produces a threephase alternating ate shaft.
current with a low frequency, which varies in ac-
cordance with the main engine speed. This alter- In addition to the yard deliveries mentioned for the
nating current is rectified and led to a thyristor in- PTO DMG/CFE, the shipyard must also provide
verter producing a threephase alternating current the foundation for the stator housing in the case
with constant frequency. of the PTO SMG/CFE.
Since the frequency converter system uses a DC The engine needs no preparation for the installa-
intermediate link, no reactive power can be sup- tion of this PTO system.
plied to the electric mains. To supply this reactive
power, a synchronous condenser is used. The
synchronous condenser consists of an ordinary
synchronous generator coupled to the electric
mains.
Extent of delivery for DMG/CFE units
The delivery extent is a generator fully builton

to the main engine including the synchronous
condenser unit and the static converter cubicles
which are to be installed in the engine room.
The DMG/CFE can, with a small modification,

be operated both as a generator and as a motor
(PTI).

MAN Diesel 198 43 156.2
MAN B&W 4.04
Page of 1
PTO/BW GCR
This section is not applicable
MAN Diesel 198 47 58-9.0
MAN B&W 4.05
Page of 8
Waste Heat Recovery Systems (WHR)
Due to the increasing fuel prices seen from 2004 The PTG system will produce power equivalent to
and onwards many shipowners have shown inter- approx. 4% of the main engine SMCR, when the
est in efficiency improvements of the power sys- engine is running at SMCR. For the STG system
tems on board their ships. A modern two-stroke this value is between 5 and 7% depending on
diesel engine has one of the highest thermal effi- the system installed. When combining the two
ciencies of today’s power systems, but even this systems, a power output equivalent to 10% of the
high efficiency can be improved by combining the main engine’s SMCR is possible, when the engine
diesel engine with other power systems. is running at SMCR.
One of the possibilities for improving the efficien- As the electrical power produced by the system
cy is to install one or more systems utilising some needs to be used on board the ship, specifying
of the energy in the exhaust gas after the two- the correct size system for a specific project must
stroke engine, which in MAN Diesel terms is des- be considered carefully. In cases where the elec-
ignated as WHR (Waste Heat Recovery Systems). trical power consumption on board the ship is
low, a smaller system than possible for the engine
WHR can be divided into different types of sub- type may be considered. Another possibility is to
systems, depending on how the system utilises install a shaft generator/motor to absorb excess
the exhaust gas energy. Choosing the right sys- power produced by the WHR. The main engine
tem for a specific project depends on the electric- will then be unloaded, or it will be possible to in-
ity demand on board the ship and the acceptable crease the speed of the ship, without penalising
first cost for the complete installation. MAN Diesel the fuelbill.
uses the following designations for the current
systems on the market: Because the energy from WHR is taken from
the exhaust gas of the main engine, this power
• PTG (Power Turbine Generator): produced can be considered as ”free”. In reality,
An exhaust gas driven turbine connected to a the main engine SFOC will increase slightly, but
generator via a gearbox. the gain in electricity production on board the
ship will far surpass this increase in SFOC. As an
• STG (Steam Turbine Generator): example, the SFOC of the combined output of
A steam driven turbine connected to a generator both the engine and the system with power and
via a gearbox. The steam is produced in a large steam turbine can be calculated to be as low as
exhaust gas driven boiler installed on the main 155 g/kWh (ref. LCV 42,700 kJ/kg).
engine exhaust gas piping system.
• Combined Turbines:
A combination of the two first systems. The ar-
rangement is often that the power turbine is
connected to the steam turbine via a gearbox
and the steam turbine is further connected to a
large generator, which absorbs the power from
both turbines.
MAN B&W S90MC-C/ME-C7/8, K90ME9,

K90MC-C/ME-C6 MAN Diesel 198 57 98-9.2
MAN B&W 4.05
Page of 8
Power Turbine Generator (PTG)
The power turbines of today are based on the dif- The performance of the PTG and the main engine
ferent turbocharger suppliers’ newest designs of will depend on a careful matching of the engine
high-efficiency turbochargers, i.e. MAN Diesel’s turbochargers and the power turbine, for which
TCA, ABB’s TPL and Mitsubishi’s MA turbocharg- reason the turbocharger/s and the power turbine
ers. need to be from the same manufacturer. In Fig.
4.05.01, a simple diagram of the PTG arrangement
The power turbine basically is the turbine side of is shown. The quick-opening and quick-closing
a normal high-efficient turbocharger with some valves are used in the event of a blackout of the
modifications to the bearings and the turbine grid, in which case the exhaust gas will bypass
shaft. This is in order to be able to connect it to the power turbine.
a gearbox instead of the normal connection to
the compressor side. The power turbine will be The newest generation of high-efficiency turbo-
installed on a separate exhaust gas pipe from the chargers allows bypassing of some of the main
exhaust gas receiver, which bypasses the turbo- engine exhaust gas, thereby creating a new bal-
chargers. ance of the air flow through the engine. In this
way, it is possible to extract power from the power
turbine equivalent to 4% of the main engine’s
SMCR, when the engine is running at SMCR.
0IPE -AIN
SWITCHBOARD
%LECTRICALæWIRING 4OæFUNNEL
'EN3ET
'EN3ET
1UICK
CLOSING
VALVE
0OWER
TURBINE
1UICK
OPENING
VALVE
'EARBOX
%XHAUSTæGASæRECEIVER
"UTTERFLY 1UICK
VALVE CLOSING
VALVE
-AINæENGINE
3HAFT
GENERATOR
MOTOR
178 57 09-8.0
Fig. 4.05.01: PTG diagram

MAN B&W 4.05
Page of 8
-AINTENANCEæSPACE
æçææM æçææM
2EDUCTIONæGEAR
0OWERæTURBINE 'ENERATOR
æM
7IDTHææçææM
178 56 93-9.0
Fig. 4.05.02: The size of a 2,000 kW PTG system depending on the supplier

MAN B&W 4.05
Page of 8
Steam Turbine Generator (STG)
In most cases the exhaust gas pipe system of The extra steam produced in the boiler can be
the main engine is equipped with a boiler system. utilised in a steam turbine, which can be used to
With this boiler, some of the energy in the exhaust drive a generator for power production on board
gas is utilised to produce steam for use on board the ship. An STG system could be arranged as
the ship. shown in Fig. 4.05.04, where a typical system size
is shown with the outline dimensions.
If the engine is WHR matched, the exhaust gas
temperature will be between 50°C and 65°C The steam turbine can either be a single or dual
higher than on a conventional engine, which pressure turbine, depending on the size of the
makes it possible to install a larger boiler system system. Steam pressure for a single pressure sys-
and, thereby, produce more steam. In short, MAN tem is 7 to 10 bara, and for the dual pressure sys-
Diesel designates this system STG. Fig. 4.05.03 tem the high-pressure cycle will be 9 to 10 bara
shows an example of the arrangement of STG. and the low-pressure cycle will be 4 to 5 bara.
For WHR matching the engine, a bypass is in-

stalled to increase the temperature of the exhaust
gas and improve the boiler output.
4OæFUNNEL
0IPE
%LECTRICALæWIRING
,0æSTEAM -AINæSWITCHBOARD
3TEAM
%CONOMISER 'EN3ET
(0æSTEAM 'EN3ET
'EN3ET
3TEAMæ
REGULATINGæ
VALVE 3TEAMæ
TURBINE
"UTTERFLY
6ALVE 'EARBOX
4OæECONOMISER #OOLING
#ONDENSER 7ATER
-AINæENGINE
3HAFT
'ENERATOR &EEDWATERæ
-OTOR PUMP (OTWELL
178 56 96-4.0
Fig. 4.05.03: Steam diagram

MAN B&W 4.05
Page of 8
-AINTENANCEæSPACE
æçææM ææçææM
3TEAMæTURBINE 2EDUCTIONæGEAR 'ENERATOR
/VERHAULæHEIGHT
æçææM
%XPANSIONæJOINT #ONDENSER
æçææM
#ONDENSATEæPUMP
-AINTENANCEæSPACE
APPROXææçææM æçæM
7IDTHææçææM
178 57 00-1.0
Fig. 4.05.04: Typical system size for 3.000 kW STG system

MAN B&W 4.05
Page of 8
Combined Turbines
Because the installation of the power turbine also For marine installations the power turbine is, in
will result in an increase of the exhaust gas tem- most cases, connected to the steam turbine via a
perature after the turbochargers, it is possible to gearbox, and the steam turbine is then connected
install both the power turbine, the larger boiler to the generator. It is also possible to have a gen-
and steam turbine on the same engine. This way, erator with connections in both ends, and then
the energy from the exhaust gas is utilised in the connect the power turbine in one end and the
best way possible by today’s components. steam turbine in the other. In both cases control of
one generator only is needed.
When looking at the system with both power and
steam turbine, quite often the power turbine and For dimensions of a typical system see
the steam turbine are connected to the same Fig. 4.05.06.
generator. In some cases, it is also possible to
have each turbine on a separate generator. This As mentioned, the systems with steam turbines
is, however, mostly seen on stationary engines, require a larger boiler to be installed. The size
where the frequency control is simpler because of of the boiler system will be roughly three to four
the large grid to which the generator is coupled. times the size of an ordinary boiler system, but
the actual boiler size has to be calculated from
case to case.
4OæFUNNEL
0IPE -AINæSWITCHBOARD
%LECTRICALæWIRING 'EN3ET
,0æSTEAM
3TEAM
%CONOMISER
'EN3ET
(0æSTEAM
3TEAMæ
1UICKæCLOSINGæVALVE REGULATINGæ
VALVE
0OWERæ 3TEAMæ
1UICK TURBINE
/PENING TURBINE
'EARBOX
6ALVE
'EARBOX
"UTTERFLYæ 1UICKæ
VALVE CLOSINGæ
VALVE
4OæECONOMISER #ONDENSER #OOLINGæ
WATER
-AINæENGINE
3HAFT
GENERATOR &EEDWATERæ
MOTOR PUMP (OTWELL
178 57 03-7.0
Fig. 4.05.05: Combined turbines diagram

MAN B&W 4.05
Page of 8
-AINTENANCEæSPACE
æçææM æçææM
2EDUCTIONæGEAR
0OWERæTURBINE 3TEAMæTURBINE 2EDUCTIONæGEAR 'ENERATOR
/VERHAULæHEIGHT
ææææçææM
%XPANSIONæJOINT #ONDENSER
æçææM
#ONDENSATEæPUMP
-AINTENANCEæSPACE
æçææM æçææM
7IDTHæçææM
178 57 06-2.0
Fig. 4.05.06: Typical system size for 4,000 kW combined turbines

MAN B&W 4.05
Page of 8
WHR output
Because all the components come from different Detailed information on the different systems is
manufacturers, the final output and the system found in our paper ‘Thermo Efficiency System’,
efficiency has to be calculated from case to case. where the different systems are described in
However, Fig. 4.05.07 shows a guidance of pos- greater detail. The paper is available at: www.
sible outputs based on theoretically calculated mandiesel.com under ‘Quicklinks’ → ‘Technical
outputs from the system. Papers’, from where it can be downloaded.
Guidance output of WHR for S90MC-C/ME-C8 engine rated in L1 at ISO conditions

Engine power PTG STG Combined Turbines
Cyl.
% SMCR kWe kWe kWe
100 1,242 1,800 2,799
6
80 792 1,269 1,872
100 1,449 2,115 3,276
7
80 927 1,494 2,187
100 1,656 2,421 3,753
8
80 1,053 1,719 2,502
100 1,872 2,736 4,239
9
80 1,188 1,944 2,835
Table 4.05.07: Theoretically calculated outputs
MAN B&W S90MC-C/ME-C8

MAN Diesel 198 58 03-8.2
MAN B&W 4.06-8
Page of 1
GenSet Data
MAN Diesel 198 47 923.0
MAN Diesel 4.09
Page 1 of 3
L27/38 GenSet Data

Bore: 270 mm Stroke: 380 mm
Power layout
720/750 r/min 60/50 Hz
720 r/min 60 Hz 750 r/min 50 Hz
(MGO/MDO) (MGO/MDO)
Eng. kW Gen. kW Eng. kW Gen. kW Eng. kW Gen. kW
5L27/38 1,500 1,440 1,600 1,536 - -
6L27/38 1,980 1,900 1,980 1,900 2,100 2,016
7L27/38 2,310 2,218 2,310 2,218 2,450 2,352
8L27/38 2,640 2,534 2,640 2,534 2,800 2,688
9L27/38 2,970 2,851 2,970 2,851 3,150 3,054
H P
A B 1,480 1,770
C Q 1,285
178 23 079.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 4,346 2,486 6,832 3,628 42.3
5 (750 r/min) 4,346 2,486 6,832 3,628 42.3
6 (720 r/min) 4,791 2,766 7,557 3,712 45.8
6 (750 r/min) 4,791 2,766 7,557 3,712 46.1
7 (720 r/min) 5,236 2,766 8,002 3,712 52.1
7 (750 r/min) 5,236 2,766 8,002 3,712 52.1
8 (720 r/min) 5,681 2,986 8,667 3,899 56.3
8 (750 r/min) 5,681 2,986 8,667 3,899 58.3
9 (720 r/min) 6,126 2,986 9,112 3,899 63.9
9 (750 r/min) 6,126 2,986 9,112 3,899 63.9
P Free passage between the engines, width 600 mm and height 2,000 mm 178 33 898.2
Q Min. distance between engines: 2,900 mm (without gallery) and 3,100 mm (with gallery)
* Depending on alternator
** Weight includes a standard alternator
All dimensions and masses are approximate and subject to change without prior notice.
Fig. 4.09.01: Power and outline of L27/38
MAN B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C, K90MC-C/ME/ME-C,

S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,
L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,
MAN Diesel 198 42 091.5
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46ME-B, S40ME-B, S35ME-B
MAN Diesel 4.09
Page 2 of 3
L27/38 GenSet Data
Cyl. 5 6 7 8 9
Max continues rating 720 RPM kW 1,500 1,980 2,310 2,640 2,970
Engine driven pumps:

LT cooling water pump (2.5 bar) m³/h 58 58 58 58 58
HT cooling water pump (2.5 bar) m³/h 58 58 58 58 58
Lubricating oil main pump (8 bar) m³/h 64 64 92 92 92
Separate pumps:
Max. Delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 1.02 1.33 1.55 1.77 2.00
Fuel oil Supply pump (4 bar at discharge pressure) m³/h 0.50 0.66 0.76 0.87 0.98
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 1.03 1.35 1.57 1.80 2.02
Cooling capacity:
Lubricating oil kW 206 283 328 376 420
Charge air LT kW 144 392 436 473 504
Total LT system kW 350 675 764 849 924
Flow LT at 36°C inlet and 44°C outlet m³/h 38 58 58 58 58
Jacket cooling kW 287 486 573 664 754
Charge air HT kW 390 558 640 722 802
Total HT system kW 677 1,044 1,213 1,386 1,556
Flow HT at 44°Cinlet and 80°C outlet m³/h 16 22 27 32 38
Total from engine kW 1,027 1,719 1,977 2,235 2,480
LT flow at 36°C inlet m³/h 38 58 58 58 58
LT temp. Outlet engine °C 59 58 61 64 68
(at 36°C and 1 string cooling water system)
Gas Data:
Exhaust gas flow kg/h 10,476 15,000 17,400 19,900 22,400
Exhaust gas temp. °C 330 295 295 295 295
Max. Allowable back press. bar 0,025 0,025 0,025 0,025 0,025
Air consumption kg/h 10,177 14,600 17,000 19,400 21,800
Starting Air System:
Air consumption per start Nm3 2,5 2,9 3,3 3,8 4,3
Heat Radiation:
Engine kW 53 64 75 68 73
Alternator kW (see separate data from the alternator maker)
The stated heat balances are based on tropical conditions.

The exhaust gas data (exhaust gas flow, exhaust gas temp.
and air consumption). are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and

44°C for the LT water
At different inlet temperature the flow will change accordingly.

178 48 636.1
Example: If the inlet temperature is 25°C then the LT flow will

change to (46-36)/(46-25)*100 = 53% of the original flow.
The HT flow will not change.
Fig. 4.09.02a: List of capacities for L27/38, 720 rpm, IMO Tier I. Tier II values available on request.

MAN Diesel 198 42 091.5
MAN Diesel 4.09
Page 3 of 3
L27/38 GenSet Data
Cyl. 5 6 7 8 9
Max continues rating 750 RPM kW 1,600 1,980 2,310 2,640 2,970
LT cooling water pump 2.5 bar m³/h 70 70 70 70 70
HT cooling water pump 2.5 bar m³/h 70 70 70 70 70
Lubricating oil main pump 8 bar m³/h 66 66 96 96 96
Separate pumps:
Max. Delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 1.10 1.34 1.57 1.79 2.01
Fuel oil supply pump (4 bar discharge pressure) m³/h 0.54 0.66 0.77 0.88 0.99
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 1.11 1.36 1.59 1.81 2.04
Cooling capacity:
Lubricating oil kW 217 283 328 376 420
Charge air LT kW 155 392 436 473 504
Total LT system kW 372 675 764 849 924
Flow LT at 36°C inlet and 44°C outlet m³/h 40 70 70 70 70
Jacket cooling kW 402 486 573 664 754
Charge air HT kW 457 558 640 722 802
Total HT system kW 859 1,044 1,213 1,386 1,556
Flow HT at 44°Cinlet and 80°C outlet m³/h 21 22 27 32 38
Total from engine kW 1,231 1,719 1,977 2,235 2,480
LT flow at 36°C inlet m³/h 40 70 70 70 70
LT temp. Outlet engine °C 62 55 58 61 64
(at 36°C and 1 string cooling water system)
Gas Data:
Max. Allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 11,662 14,600 17,000 19,400 21,800
Air consumption per start Nm3 2.5 2.9 3.3 3.8 4.3
Heat Radiation:
Engine kW 54 64 75 68 73
Alternator kW (see separate data from the alternator maker)
The stated heat balances are based on tropical conditions.

The exhaust gas data (exhaust gas flow, exhaust gas temp.
and air consumption). are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and

44°C for the LT water
At different inlet temperature the flow will change accordingly.

178 48 636.1
Example: If the inlet temperature is 25°C then the LT flow will

change to (46-36)/(46-25)*100 = 53% of the original flow.
The HT flow will not change.
Fig. 4.09.02b: List of capacities for L27/38, 750 rpm, IMO Tier I. Tier II values available on request.

MAN Diesel 198 42 091.5
MAN Diesel 4.10
Page 1 of 2
L28/32H GenSet Data

Power layout
720 r/min 60 Hz 750 r/min 50 Hz
Eng. kW Gen. kW Eng. kW Gen. kW
5L28/32H 1,050 1,000 1,100 1,045
6L28/32H 1,260 1,200 1,320 1,255
7L28/32H 1,470 1,400 1,540 1,465
8L28/32H 1,680 1,600 1,760 1,670
9L28/32H 1,890 1,800 1,980 1,880
H P
A B 1,490 1,800
C Q 1,126
178 23 092.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 4,279 2,400 6,679 3,184 32.6
5 (750 r/min) 4,279 2,400 6,679 3,184 32.6
6 (720 r/min) 4,759 2,510 7,269 3,184 36.3
6 (750 r/min) 4,759 2,510 7,269 3,184 36.3
7 (720 r/min) 5,499 2,680 8,179 3,374 39.4
7 (750 r/min) 5,499 2,680 8,179 3,374 39.4
8 (720 r/min) 5,979 2,770 8,749 3,374 40.7
8 (750 r/min) 5,979 2,770 8,749 3,374 40.7
9 (720 r/min) 6,199 2,690 8,889 3,534 47.1
9 (750 r/min) 6,199 2,690 8,889 3,534 47.1
P Free passage between the engines, width 600 mm and height 2,000 mm
** Weight includes a standard alternator, make A. van Kaick
All dimensions and masses are approximate and subject to change without prior notice. 178 33 921.3
Fig. 4.10.01: Power and outline of L28/32H

MAN Diesel 198 42 101.5
MAN Diesel 4.10
Page 2 of 2
L28/32H GenSet Data

Cyl. 5 6 7 8 9
720/ 1,050/ 1,260/ 1,470/ 1,680/ 1,890/
Max. continuous rating at kW
750 RPM 1,100 1,320 1,540 1,760 1,980
Engine-driven Pumps:
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.4 1.4 1.4 1.4 1.4
L.T. cooling water pump (1-2.5 bar) m3/h 45 60 75 75 75
H.T. cooling water pump (1-2.5 bar) m3/h 45 45 60 60 60
Lub. oil main pump (3-5 bar) m3/h 23 23 31 31 31
Separate Pumps:
Diesel oil Pump (4 bar at fuel oil inlet A1) m³/h 0.73/0.77 0.88/0.92 1.02/1.08 1.17/1.23 1.32/1.38
Fuel oil supply pump *** (4 bar discharge pressure) m3/h 0.36/0.38 0.43/0.45 0.50/0.53 0.57/0.60 0.64/0.68
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.74/0.78 0.89/0.93 1.04/1.09 1.18/1.25 1.33/1.40
L.T. cooling water pump* (1-2.5 bar) m3/h 45 54 65 77 89
L.T. cooling water pump** (1-2.5 bar) m3/h 65 73 95 105 115
H.T. cooling water pump (1-2.5 bar) m3/h 37 45 50 55 60
Lub. oil stand-by pump (3-5 bar) m3/h 22 23 25 27 28
Cooling Capacities:
Lubricating Oil:
Heat dissipation kW 105 127 149 172 194
L.T. cooling water quantity* m3/h 7.8 9.4 11.0 12.7 14.4
SW L.T. cooling water quantity** m3/h 28 28 40 40 40
Lub. oil temp. inlet cooler °C 67 67 67 67 67
L.T. cooling water temp. inlet cooler °C 36 36 36 36 36
Charge Air:
L.T. cooling water quantity m3/h 37 45 55 65 75
L.T. cooling water inlet cooler °C 36 36 36 36 36
Jacket Cooling:
H.T. cooling water quantity m3/h 37 45 50 55 60
H.T. cooling water temp. inlet cooler °C 77 77 77 77 77
Gas Data:
Max. allowable back. press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/s 2.51 3.02 3.52 4.02 4.53

Air consumption per start Nm3 2.5 2.5 2.5 2.5 2.5
Heat Radiation:
Engine kW 26 32 38 44 50
Generator kW (See separat data from generator maker)
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump capaci-
ties at 750 RPM are 4% higher than stated. If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36°C.
Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
* Only valid for engines equipped with internal basic cooling water system nos. 1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.
*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption
is multiplied by 1.45.
Fig. 4.10.02: List of capacities for L28/32H, IMO Tier I.

MAN Diesel 198 42 101.5
MAN Diesel 4.11
Page 1 of 2
L32/40 GenSet Data

Power layout
720 r/min 60 Hz 750 r/min 50 Hz
Eng. kW Gen. kW Eng. kW Gen. kW
6L32/40 3,000 2,895 3,000 2,895
7L32/40 3,500 3,380 3,500 3,380
8L32/40 4,000 3,860 4,000 3,860
9L32/40 4,500 4,345 4,500 4,345
H
P
A B 2,360 2,584
C Q 1,527
178 23 102.0
**Dry weight
No of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
6 (720 r/min) 6,340 3,415 9,755 4,510 75.0
6 (750 r/min) 6,340 3,415 9,755 4,510 75.0
7 (720 r/min) 6,870 3,415 10,285 4,510 79.0
7 (750 r/min) 6,870 3,415 10,285 4,510 79.0
8 (720 r/min) 7,400 3,635 11,035 4,780 87.0
8 (750 r/min) 7,400 3,635 11,035 4,780 87.0
9 (720 r/min) 7,930 3,635 11,565 4,780 91.0
9 (750 r/min) 7,930 3,635 11,565 4,780 91.0
P Free passage between the engines, width 600 mm and height 2,000 mm
** Weight includes an alternator, Type B16, Make Siemens
All dimensions and masses are approximate and subject to change without prior notice.
178 34 557.3
Fig. 4.11.01: Power and outline of 32/40
MAN B&W K98MC/MC-C/ME/ME-C,

S90MC-C/ME-C, K90MC-C/ME/ME-C MAN Diesel 198 42 113.2
MAN Diesel 4.11
Page 2 of 2
L32/40 GenSet Data
500 kW/cyl
Cyl. 6 7 8 9
Max continues rating at: 720 RPM kW 3,000 3,500 4,000 4,500
750 RPM kW 3,000 3,500 4,000 4,500
LT cooling water pump 4.5 bar m³/h 70 70 140 140
HT cooling water pump 4.5 bar m³/h 70 70 70 70
Lubricating oil main pump 8 bar m³/h 115 115 135 135
Pre-lubrication oil pump 1.5 bar m³/h 21 21 27 34
Separate pumps:
Diesel oil pump (4 bar at fuel oil inlet A1) m³/h 1.99 2.32 2.65 2.98
Fuel oil supply pump (4 bar discarge pressure) m³/h 0.97 1.14 1.30 1.46
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 2.01 2.35 2.68 3.02
Fuel nozzle pump 3 bar m³/h 1,0 1,2 1,4 1,6
LT cooling water pump 3 bar m³/h 57 70 74 85
HT cooling water pump 4.3 bar m³/h 42 49 56 63
Cooling capacity:
LT charge air kW 379 442 517 581
Lubrication oil engine kW 456 532 608 684
Lub. Seperator heat kW 25 29 33 38
Total Lub. Oil heat kW 481 561 641 721
Total heat dissipated LT side incl. Heat from Lub. Seperator kW 860 1,003 1,158 1,303
LT flow at 36°C inlet engine m³/h 57 70 74 85
Lub. Oil m³/h 100 + z 110 + z 120 + z 130 + z
HT charge air kW 774 871 1011 1105
Jacket cooling kW 436 508 581 654
Total heat from HT side kW 1210 1380 1592 1759
HT temp. Inlet engine °C 60 60 60 61
HT flow at 85°C outlet engine m³/h 42 49 56 63
Nozzel cooling kW 12 14 16 18
Gas Data:
Air consumption kg/h 21,600 25,200 28,800 32,400
Exhaust gas flow kg/h 22,200 25,900 29,600 33,300
Exhaust gas temperature at turbine outlet °C 336 336 336 336
Starting air system:
Air consumption per start incl. Air for jet assist Nm³ 2,4 2,5 3,6 3,7
Heat ratiation:
Engine kW 109 127 145 164
Alternator kW (See separate data from alternator maker)
The stated heat balances are based on 100% load and tropical condition.
The mass flows and exhaust gas temperature are based on ISO ambient
condition.
Pump capacities of engine-driven pumps at 750 RPM are 4% higher than
stated.
z = Flushing oil of automatic filter.
Fig. 4.11.02: List of capacities for L32/40, IMO Tier I. 178 23 11-4.0
MAN B&W K98MC/MC-C/ME/ME-C,

S90MC-C/ME-C, K90MC-C/ME/ME-C MAN Diesel 198 42 113.2
MAN B&W
Installation Aspects

5
MAN Diesel
MAN B&W 5.01
Page 1 of 1
Space Requirements and Overhaul Heights
The latest version of most of the drawings of this A special crane beam for dismantling the turbo-
section is available for download at www.mandie- charger must be fitted. The lifting capacity of the
sel.com under ‘Marine’ → ‘Low Speed’ → ‘Instal- crane beam for dismantling the turbocharger is
lation Drawings’. First choose engine series, then stated in Section 5.03.
engine type and select from the list of drawings
available for download. The overhaul tools for the engine are designed
to be used with a crane hook according to DIN
15400, June 1990, material class M and load ca-
Space Requirements for the Engine pacity 1Am and dimensions of the single hook
type according to DIN 15401, part 1.
The space requirements stated in Section 5.02
are valid for engines rated at nominal MCR (L1). The total length of the engine at the crankshaft
level may vary depending on the equipment to
The additional space needed for engines be fitted on the fore end of the engine, such as
equipped with PTO is stated in Chapter 4. adjustable counterweights, tuning wheel, moment
compensators or PTO.
If, during the project stage, the outer dimensions
of the turbocharger seem to cause problems, it
is possible, for the same number of cylinders, to
use turbochargers with smaller dimensions by
increasing the indicated number of turbochargers
by one, see Chapter 3.
Overhaul of Engine
The distances stated from the centre of the crank-

shaft to the crane hook are for the normal lifting
procedure and the reduced height lifting proce-
dure (involving tilting of main components). The
lifting capacity of a normal engine room crane can
be found in Fig. 5.04.01.
The area covered by the engine room crane shall

be wide enough to reach any heavy spare part re-
quired in the engine room.
A lower overhaul height is, however, available by

using the MAN B&W DoubleJib crane, built by
Danish Crane Building A/S, shown in Figs. 5.04.02
and 5.04.03.
Please note that the distance ‘E’ in Fig. 5.02.01,

given for a doublejib crane is from the centre
of the crankshaft to the lower edge of the deck
beam.
MAN B&W MC/MCC, ME/MEC/MEGI/ME-B engines

MAN Diesel 198 43 754.6
MAN B&W 5.02
Page 1 of 2
Space Requirement
F G
Deck beam
Engine room crane
0
Cyl. 1
E
V˚
H1/H2
P
H3
D
A
B
I J
Tank top
Cofferdam
Cofferdam
C
Lub. oil tank Cofferdam
K L M N
A
Free space
for maintenance
Minimum access conditions around the engine to be used for an escape route is 600 mm.
The dimensions are given in mm, and are for guidance only. If the dimensions cannot be fulfilled, please contact MAN Diesel or our
local representative.
Fig. 5.02.01a: Space requirement for the engine, turbocharger on exhaust side (4 59 122) 515 90 52-7.1.0

MAN Diesel 198 74 41-7.0
MAN B&W 5.02
Page 2 of 2
Cyl. No. 5 6 7 8
A 1,602 Cylinder distance
B 1,850 Distance from crankshaft centre line to foundation
The dimension includes a cofferdam of 600 mm and must fulfil minimum
C 4,630 4,680 4,745 4,825
height to tank top according to classification rules
8,870 8,733 8,733 8,733 MAN Diesel TCA
Dimensions according to turbocharger choice at nomi-
D* 8,710 8,710 8,710 - ABB TPL
nal MCR
8,652 8,652 8,652 8,788 Mitsubishi MET
4,605 5,125 5,367 5,487 MAN Diesel TCA
Dimensions according to turbocharger choice at nomi-
E* 4,617 4,963 5,205 5,584 ABB TPL
nal MCR
4,547 4,893 5,135 5,410 Mitsubishi MET
F 4,700 See drawing: ‘Engine Top Bracing’, if top bracing fitted on camshaft side
- - - - MAN Diesel TCA
The required space to the engine room casing includes
G 5,870 5,870 5,870 - ABB TPL
mechanical top bracing
5,990 5,990 5,990 - Mitsubishi MET
H1* 14,500 Minimum overhaul height, normal lifting procedure
H2* 13,650 Minimum overhaul height, reduced height lifting procedure
The minimum distance from crankshaft centre line to lower edge of deck
H3* 14,100
beam, when using MAN B&W Double Jib Crane
I 2,500 Length from crankshaft centre line to outer side bedplate
J 640 Space for tightening control of holding down bolts
K must be equal to or larger than the propeller shaft, if the propeller shaft is
K See text
to be drawn into the engine room
L* 13,138 14,740 16,342 18,046 Minimum length of a basic engine, without 2nd order moment compensators
M ≈ 800 Free space in front of engine

N 5,838 Distance between outer foundation girders
O 3,600 Minimum crane operation area
P See tekst See drawing: ‘Crane beam for Turbocharger’ for overhaul of turbocharger
Maximum 30° when engine room has minimum headroom above the turbo-
V 0°, 15°, 30°, 45°, 60°, 75°, 90°
charger
* The min. engine room crane height is ie. dependent on the choice of crane, see the actual heights “H1”, “H2” or
“H3”.

The min. engine room height is dependent on “H1”, “H2”, “H3” or “E+D”.
Max. length of engine see the engine outline drawing
Length of engine with PTO see corresponding space requirement
Fig. 5.02.01b: Space requirement for the engine 516 32 28-6.1.0

MAN Diesel 198 74 41-7.0
MAN B&W 5.03
Page 1 of 3
Crane beam for overhaul of turbocharger
For the overhaul of a turbocharger, a crane beam The crane beam can be bolted to brackets that
with trolleys is required at each end of the turbo- are fastened to the ship structure or to columns
charger. that are located on the top platform of the engine.
Two trolleys are to be available at the compressor The lifting capacity of the crane beam for the
end and one trolley is needed at the gas inlet end. heaviest component ‘W’, is indicated in Fig.
5.03.01b for the various turbocharger makes. The
Crane beam no. 1 is for dismantling of turbocharg- crane beam shall be dimensioned for lifting the
er components. weight ‘W’ with a deflection of some 5 mm only.
Crane beam no. 2 is for transporting turbocharger
components. HB indicates the position of the crane hook in the
See Figs. 5.03.01a and 5.03.02. vertical plane related to the centre of the turbo-
charger. HB and b also specifies the minimum
The crane beams can be omitted if the main engine space for dismantling.
room crane also covers the turbocharger area.
For engines with the turbocharger(s) located on
The crane beams are used and dimensioned for the exhaust side, EoD No. 4 59 122, the letter
lifting the following components: ‘a’ indicates the distance between vertical cen-
trelines of the engine and the turbocharger.
• Exhaust gas inlet casing
• Turbocharger inlet silencer MAN B&W
• Compressor casing Units TCA77 TCA88
• Turbine rotor with bearings W kg 2,000 3,000
HB mm 1,800 2,000
The crane beams are to be placed in relation to the b m 800 1,000
turbocharger(s) so that the components around the
gas outlet casing can be removed in connection
ABB
with overhaul of the turbocharger(s).
Units TPL80 TPL85
a Crane beam for W kg 1,500 3,000
transportation of
Crane beam for Crane beam components HB mm 1,900 2,200
dismantling of
components
b m 800 1,000
Crane hook
Main engine/aft cylinder
ABB
Engine room side
Units A180 A185 A190

Gas outlet flange
Turbocharger W kg
HB mm Available on request
b m
HB
b
Mitsubishi
Units MET66 MET71 MET83
W kg 1,500 1,800 2,700
HB mm 1,800 1,800 2,200
b m 800 800 800
The figures ‘a’ are stated on the ‘Engine and Gallery Outline’
drawing, Section 5.06.
178 52 340.1
Fig. 5.03.01a: Required height and distance Fig. 5.03.01b: Required height and distance and weight
MAN B&W S90ME-C7-Tll, S90MC-C8-Tll

MAN Diesel 198 74 93-2.0
MAN B&W 5.03
Page 2 of 3
Crane beam for turbochargers
Crane beam for transportation of components
Crane beam for dismantling of components
Spares
Crane beam for dismantling of components
Crane beam for transportation of components
178 52 746.0
Fig. 5.03.02: Crane beam for turbocharger
MAN B&W K98MC/ME6/7, K98MC-C/MEC6/7, S90MC-C/MEC7/8,

K90MC-C/ME-C6, K90ME/MEC9, S80MC6, 80MC-C7/8, S
80MEC7/8/9, K80MC-C6, K80MEC6/9, S70MC6,
MAN Diesel 198 48 488.2
S70MC-C/MEC/MEGI7/8, L70MC-C/MEC7/8, S65MEC/MEGI7/8,

S60MEC/MEGI7/8, S60MEB8, L60MEC7/8
MAN B&W 5.03
Page 3 of 3
Crane beam for overhaul of air cooler

Overhaul/exchange of scavenge air cooler.
6. Lower down the cooler insert between the gal-

Valid for air cooler design for the following engines lery brackets and down to the engine room
with more than one turbochargers mounted on the floor.
exhaust side. Make sure that the cooler insert is supported,
e.g. on a wooden support.
1. Dismantle all the pipes in the area around the
air cooler. 7. Move the air cooler insert to an area covered
by the engine room crane using the lifting
2. Dismantle all the pipes around the inlet cover beam mounted below the lower gallery of the
for the cooler. engine.
3. Take out the cooler insert by using the above 8. By using the engine room crane the air cooler
placed crane beam mounted on the engine. insert can be lifted out of the engine room.
4. Turn the cooler insert to an upright position.
5. Dismantle the platforms below the air cooler.
Engine room crane

5
1 2 3
Fig.: 5.03.03: Crane beam for overhaul of air cooler, turbochargers located on exhaust side of the engine 178 52 734.0
MAN B&W K98MC/ME6/7, K98MC-C/MEC6/7, S90MC-C/MEC7/8,

K90MC-C/ME-C6, K90ME/MEC9, S80MC6, 80MC-C7/8, S
80MEC7/8/9, K80MC-C6, K80MEC6/9, S70MC6,
MAN Diesel 198 48 488.2
S70MC-C/MEC/MEGI7/8, L70MC-C/MEC7/8, S65MEC/MEGI7/8,

S60MEC/MEGI7/8, S60MEB8, L60MEC7/8
MAN B&W 5.04
Page 1 of 3
Engine room crane
The crane hook travelling area must cover at least The crane hook should at least be able to reach
the full length of the engine and a width in accord- down to a level corresponding to the centre line of
ance with dimension A given on the drawing (see the crankshaft.
cross-hatched area).
For overhaul of the turbocharger(s), trolley mount-
It is furthermore recommended that the engine ed chain hoists must be installed on a separate
room crane be used for transport of heavy spare crane beam or, alternatively, in combination with
parts from the engine room hatch to the spare the engine room crane structure, see separate
part stores and to the engine. drawing with information about the required lifting
See example on this drawing. capacity for overhaul of turbochargers.
MAN B&W Doublejib Crane

Recommended area to be covered
D
2) Spares
by the engine room crane
Normal crane
1)
Deck Deck
B1/B2
Deck beam
A
Deck beam
C
A A
Crankshaft Crankshaft
Minimum area
Engine room hatch to be covered
by the engine
room crane
078 07 96-5.5.0
Fig. 5.04.01: Engine room crane
1) The lifting tools for the engine are designed to fit together with a standard crane hook with a lifting capacity in accordance with
the figure stated in the table. If a larger crane hook is used, it may not fit directly to the overhaul tools, and the use of an interme-
diate shackle or similar between the lifting tool and the crane hook will affect the requirements for the minimum lifting height in
the engine room (dimension B).
2) The hatched area shows the height where an MAN B&W Double-Jib Crane has to be used.
Normal Crane
Height to crane hook in MAN B&W Double-Jib Crane
mm for:
Crane capacity in
Crane
tons selected Reduced
Mass in kg including operating
in accordance with height lifting
lifting tools width
DIN and JIS Normal procedure
in mm Building-in height
standard capacities lifting involving
in mm
procedure tilting of main
components
(option)
Cylinder Cylinder Piston Normal MAN B&W A H1 H2 H3 D

cover liner with with crane DoubleJib Minimum Minimum Minimum height Minimum Additional height
complete cooling rod and Crane distance height from from centre line height from required for
with jacket stuffing centre line crankshaft to centre line removal of exhaust
exhaust box crankshaft centre line crankshaft valve complete
valve to centre line crane hook to underside without removing
crane hook deck beam any exhaust stud
8,850 9,150 5,400 10.0 2x6.3 3,600 14,500 13,650 14,100 350
MAN B&W S90ME-C7/8

MAN Diesel 198 45 03-7.2
MAN B&W 5.04
Page 2 of 3
Overhaul with MAN B&W DoubleJib Crane

Deck beam
MAN B&W DoubleJib crane
The MAN B&W DoubleJib

crane is available from:
Centre line crankshaft
Danish Crane Building A/S

P.O. Box 54
Østerlandsvej 2
DK9240 Nibe, Denmark
Telephone: + 45 98 35 31 33
Telefax: + 45 98 35 30 33
Email: dcb@dcb.dk
178 24 863.2
Fig. 5.04.02: Overhaul with DoubleJib crane

MAN Diesel 198 45 348.4
MAN B&W 5.04
Page 3 of 3
MAN B&W DoubleJib Crane
Deck beam
30
M
Chain collecting box
178 37 30-1.1
This crane is adapted to the special tool for low overhaul.
Dimensions are available on request.
Fig. 5.04.03: MAN B&W DoubleJib crane, option: 4 88 701
MAN B&W MC/MCC, ME/MEC/ME-GI/ME-B engines

MAN Diesel 198 45 419.2
MAN B&W 5.05
Page 1 of 1
Engine Outline, Galleries and Pipe Connections
Engine outline
The total length of the engine at the crankshaft

level may vary depending on the equipment to
be fitted on the fore end of the engine, such as
adjustable counterweights, tuning wheel, moment
compensators or PTO, which are shown as alter-
natives in Section 5.06
Engine masses and centre of gravity
The partial and total engine masses appear from

Section 19.04, ‘Dispatch Pattern’, to which the
masses of water and oil in the engine, Section
5.08, are to be added. The centre of gravity is
shown in Section 5.07, in both cases including the
water and oil in the engine, but without moment
compensators or PTO.
Gallery outline
Section 5.06 show the gallery outline for engines

rated at nominal MCR (L1).
Engine pipe connections
The positions of the external pipe connections on

the engine are stated in Section 5.09, and the cor-
responding lists of counterflanges for pipes and
turbocharger in Section 5.10.
The flange connection on the turbocharger gas

outlet is rectangular, but a transition piece to a cir-
cular form can be supplied as an option: 4 60 601.

MAN Diesel 198 47 158.3
MAN B&W 5.06
Page 1 of 3
Engine and Gallery Outline
2,550 8,010 2,850

Fore
4,400
2,186
c2
0
Cyl. 1
cyl.
Aft
c1
12,304
9,700
8,010
5,500
3,695
3,900
3,000
ø4,730
2,166 1,916
Space for
2,252 maintenance
3,925
3,725
2,500
1,700
1,672
1,672
1,700
2,876
2,600
Regarding pitch circle diameter, number and
size of bolts for the intermediate shaft, Space for
contact the engine builder turning wheel.
TC type a b c1 c2 d
MAN TCA77 3,876 8,870 1,136 7,544 5,600
ABB A185 Available on request
MHI MET71 3,856 8,585 978 7,386 5,500
Fig. 5.06.01a: Engine outline, 6S90MEC8 with two turbochargers on exhaust side 315 82 112.9.0
MAN B&W S90MEC8

MAN Diesel 198 78 81-4.0
MAN B&W 5.06
Page 2 of 3
Fore
4,400
2,186
Cyl. 1
Aft cyl.
Fore
d
0
1,602
12,304 2 holes for piston
11,919
600x45º
10,833
9,700
4,400
8,010
7,455
6,475
5,500
3,695 3,895
d
1,035
ø4,730
0 0
1,800
2,660
Space for
maintenance
3,925
3,725
2,500
1,700
1,672
1,672
1,700
2,500
5,300
ECS control panel
Space for
turning wheel.
2,750
Please note that the latest version of the dimensioned drawing is available for download at www.mandieselturbo.com under ‘Marine
Engines & Systems’ → ‘Low Speed’ → ‘Installation Drawings’. First choose engine series, then engine type and select ‘Outline draw-
ing’ for the actual number of cylinders and type of turbocharger installation in the list of drawings available for download.
315 82 112.9.0
Fig. 5.06.01b: Engine outline, 6S90MEC8 with two turbochargers on exhaust side
MAN B&W S90MEC8

MAN Diesel 198 78 81-4.0
MAN B&W 5.06
Page 3 of 3
Aft cyl.
UPPER PLATFORM
2 holes for piston overhauling Floor plate 6 mm
2,250
2,550
600x45º 600x45º
3,518
4,400
3,000
1,764
6 5 4 3 2 1
Y
Y
d
1,000
Y
65
Y 600x45º
600x45º
2,850
Stanchion and handrail
rol panel
CENTRE PLATFORM
3,900 Floor plate 6 mm 3,000
1,200x45º
T
T
3,725
T
T
6 5 4 3 2 1
2,750
3,150
3,825
5,300
cooler
cooler
Air
Air
Y
70
Y
600x45º
1,000x45º
Please note that the latest version of the dimensioned drawing is available for download at www.mandieselturbo.com under ‘Marine
Engines & Systems’ → ‘Low Speed’ → ‘Installation Drawings’. First choose engine series, then engine type and select ‘Outline draw-
ing’ for the actual number of cylinders and type of turbocharger installation in the list of drawings available for download.
Fig. 5.06.01c: Gallery outline, 6S90MEC8 with two turbochargers on exhaust side 315 82 112.9.0
MAN B&W S90MEC8

MAN Diesel 198 78 81-4.0
MAN B&W 5.07
Page 1 of 1
Centre of Gravity
X
Centre of gravity
Aft. Fore. Crankshaft
Y Aft.
Cyl. 1
519 45 71-7.0.0
For engines with two turbochargers*

No. of cylinders 6 7 8 9
Distance X mm -223
Distance Y mm Available on request 4,246
Distance Z mm 3,604
All values stated are approximate.
* Data for engines with a different number of turbochargers is available on request.
Fig. 5.07: Centre of gravity, turbocharger located on exhaust side of engine
MAN B&W S90ME-C8

MAN Diesel 198 77 42-5.0
MAN B&W 5.08
Page 1 of 1
Mass of Water and Oil
Mass of water and oil in engine in service

No. of Mass of water Mass of oil
cylinders
Jacket cooling Scavenge air Total Engine system Oil pan Total
water cooling water
kg kg kg kg kg kg
6 1,758 899 2,657 2,022 1,736 3,758
7 1,969 1,545 3,514 2,527 2,043 4,570
8 2,205 1,775 3,980 3,159 2,451 5,610
9 2,470 2,041 4,511 3,949 2,942 6,891
Fig. 5.08.01: Water and oil in engine
MAN B&W S90ME-C 198 76 39-6.0
MAN B&W 5.09
Page 1 of 1
Engine Pipe Connections
MAN B&W S90ME-C8

MAN Diesel 198 78 94-6.0
MAN B&W 5.10
Page 1 of 1
Counterflanges
Refe Flange Bolts

Cyl. no.* Description
rence Diam. PCD Thickn. Diam. No.
A 6-7 325 275 58 M24 12 Starting air inlet
B 6-7 Coupling for 20 mm pipe Control air inlet
D 6-7 See Fig. 5.10.02 Exhaust gas outlet
E 6-7 See Fig. 5.10.03 Venting of lub. oil discharge pipe for turbochargers
F 6-7 225 185 34 M20 8 Fuel oil outlet
K 6-7 320 280 20 M20 8 Jacket cooling water inlet
L 6-7 320 280 20 M20 8 Jacketcooling water outlet
M 6-7 95 75 10 M10 4 Cooling water deaeration
N 6-7 385 345 22 M20 12 Cooling water inlet to air cooler (Central cooling water)
P 6-7 385 345 22 M20 12 Cooling water outlet from air cooler (Central cooling water)
6 385 345 22 M20 12
N Cooling water inlet to air cooler (Sea water)
7 430 390 22 M22 12
6 385 345 22 M20 12
P Cooling water outlet from air cooler (Sea water)
7 430 390 22 M22 12
S 6-7 See special drawing of outlet System oil outlet to bottom tank
X 6-7 225 185 34 M20 8 Fuel oil inlet
RU 6-7 480 435 24 M22 12 System oil inlet
TCA77 235 200 16 M16 8
TCA88 200 165 16 M16 8
AB TPL85 235 200 16 M16 8
Lubricating oil outlet from MAn, ABB & MHI turbochargers
2xTC A185
A190 Available on request
MET83MA
AC 6-7 Coupling for 30 mm pipe Lubricating oil inlet to electronic cylinder lubricator
AD 6-7 115 90 12 M12 4 Fuel oil return from umbrella sealing
AE 6-7 115 90 12 M12 4 Drain from bedplate / cleaning turbocharger
AF 6-7 115 90 12 M12 4 Fuel oil to drain tank
AH 6-7 115 90 12 M12 4 Fresh cooling water drain
AK 6-7 Coupling for 30 mm pipe Inlet cleaning air cooler
AL 6-7 130 105 14 M12 4 Drain air cooler cleaning / water mist catcher
AM 6-7 130 105 14 M12 4 Drain air cooler to chemical cleaning tank
AN 6-7 Coupling for 30 mm pipe Water washing inlet for cleaning turbocharger
AP 6-7 Coupling for 30 mm pipe Air inlet for dry cleaning of turbocharger
AR 6-7 180 145 14 M16 4 Oil vapour disharge
AS 6-7 Coupling for 30 mm pipe Cooling water drain, air cooler
AT 6-7 Coupling for 30 mm pipe Steam mist extinguishing of fire in scavenge air box
AV 6-7 180 145 14 M16 4 Drain from scavenge air box to closed drain tank
BD 6-7 Coupling for 16 mm pipe Fresh water outlet for heating fuel oil drain pipes
BX 6-7 Coupling for 16 mm pipe Steam inlet for heating fuel oil pipes
BF 6-7 Coupling for 16 mm pipe Steam outlet for heating fuel oil pipes
BV 6-7 Coupling for 16 mm pipe Steam inlet for cleaning of drain scavenge air box
RW 6-7 200 165 16 M16 8 System oil back flushing
DX 6-7 120 95 12 M12 4 Drain A/C after water mist catcher
* Data for 8-9 cylinder engines available on request

Table 5.10.01a: List of counterflanges, 6-7S90ME-C8, according to JIS standards, option: 4 30 202. Reference is made
to section 5.09 Engine Pipe Connections.
515 43 48-5.2.0
MAN B&W S90ME-C8

MAN Diesel 198 70 05-7.0
MAN B&W 5.10
Page 1 of 3
Counterflanges, Connection D
MAN Diesel Type TCA/TCR
Dia 1
L
A
PC
D
a2
IW
Di
F
B
W
D
IL
G
C
E N x diameter (O) N x diameter (O)
Type TCA series - Retangular type

T.C. L W IL IW A B C D E F G N O
TCA44 1,012 430 910 328 962 286 854 - 972 96 122 24 ø13
TCA55 1,206 516 1,080 390 1,143 360 1,000 472 1,155 120 125 26 ø18
TCA66 1,433 613 1,283 463 1,358 420 1,200 560 1,373 140 150 26 ø18
TCA77 1,694 720 1,524 550 1,612 480 1,280 664 1,628 160 160 34 ø22
TCA88 2,012 855 1,810 653 1,914 570 1,710 788 1,934 160 190 28 ø22
TCA99 2,207 938 1,985 717 2,100 624 1,872 866 2,120 208 208 28 ø22
Type TCR series - Round type

T.C. Dia 1 Dia 2 PCD N L
O
A 22 x ø14
TCR18 425 310 395 12 ø22
TCR22 595 434 550 16 ø22
IW
F
4x90
390
300
D
B
IL
710
G 7x110
C Nx Thread (0) 800
MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines

MAN Diesel 198 66 70-0.2
MAN B&W 5.10
Page 2 of 3
ABB Type TPL/A100
Dia 1
L
A
PC
D a2
IW
Di
W
B
D
F
IL
G
C N x diameter (O) N x diameter (O)
Type TPL - Retangular type

L
T.C. L W IL IW
A A B C D F G N O
TPL73 1,168 550 984 381 1,092 324 972 492 108 108 28 ø26
IW
TPL77 1,372 638 1,176 462 1,294 390 1,170 580 130 130 28 ø26
W
D
B
F
TPL80 1,580 729 1,364 538

IL 1,494 450 1,350 668 150 150 28 ø30
TPL85 1,910 857 1,740 690
G
1,812 700 1,540 796 140 140 36 ø30
C N x diameter (O)
TPL91 2,226 958 2,006 770 2,134 625 1,875 896 125 125 48 ø22
Type TPL - Round type

T.C. Dia 1 Dia 2 PCD N O
TPL69 650 500 600 20 ø22
TPL65 540 400 495 16 ø22
Type A100 series

T.C. Dia 1 Dia 2 PCD N O
A165
A170
A175
Available on request
A180
A185
A190

MAN Diesel 198 66 70-0.2
Dia 1
L
A
PC
MAN B&W D a2 5.10
IW
Di
W
B
D
F
IL Page 3 of 3
MHI Type MET G

C N x diameter (O) N x diameter (O)
L
A
IW
W
D
B
F
IL
G
C N x diameter (O)
Type MET
T.C. L W IL IW A B C D F G N O
MET33MA Available on request
MET42MA 883 365 793 275 850 240 630 335 80 90 24 ø15
MET53MA 1,122 465 1,006 349 1,073 300 945 420 100 105 28 ø20
MET60MA 1,230 660 1,120 388 1,190 315 1,050 500 105 105 30 ø20
MET66MA 1,380 560 1,254 434 1,330 345 1,200 510 115 120 30 ø24
MET71MA 1,520 700 1,400 480 1,475 345 1,265 640 115 115 34 ø20
MET83MA 1,740 700 1,586 550 1,680 450 1,500 640 150 150 30 ø24
MET90MA 1,910 755 1,750 595 1,850 480 1,650 695 160 165 30 ø24
503 26 38-6.0.1
Fig. 5.10.02: Turbocharger, exhaust outlet

MAN Diesel 198 66 70-0.2
MAN B&W 5.10
Page 1 of 3
Counterflanges, Connection E
MAN Diesel Type TCA

Dia
Dia
L
L
W W
N x diameter (O)
N x diameter (O)
Type TCA series

T.C. Dia L W N O Thickness of flanges
TCA77 116 126 72 4 20 18
TCA88 141.5 150 86 4 20 18
TCA99 141.5 164 94 4 22 24
Dia 1
TCA
Dia
Dia
L
L
N x diameter (O) PCD
W W
N x diameter (O)
N x diameter (O)
Type TCA series

T.C. Dia L W N O Thickness of flanges
TCA55 77.5 86 76 4 16 15
Dia 2
TCA66 W 90.5 110 90 4 18 16
Dia 1
Dia 1
TPL
Dia
B
L
N x diameter (O) PCD A

Dia 2
W
Dia 1
MET
MAN Diesel 198 70 27-3.0
Dia

TCA
Dia
Dia
L
L
MAN B&W W W
5.10
N x diameter (O)
N x diameter (O)
Page 2 of 3
ABB Type TPL
Dia 1
TPL
Type TPL series

T.C. Dia 1 PCD N O Thickness of flanges
TPL65B 165 125 4 18 18
TPL69B 185 145 4 18 18 Dia 2
W
TPL73B11/12/13 185 145 4 18 Dia 1 18
MET
TPL77B11/12/13
TPL80B11/12/13
185
200
145
160
4
8
18
18
18
20
Dia
TPL85B11/12/13 200 165 8 19 16

TPL85B14/15/16 200 160 8 16 14
TPL91B 210 175 8 18 19

MAN Diesel 198 70 27-3.0
Dia 1
TPL
MAN B&W 5.10
N x diameter (O) PCD Page 3 of 3
MHI Type MET

Dia
Dia
L
L
Dia 2
W
Dia 1
MET W
N x diameter (O)
Dia
W
N x diameter (O)
B
L
Type MET series

Dia 1T.C. Dia PCD L W N O Thickness of flanges
MET33MA 43.5 95 95 95 4 14 12
MET42MA 61.5 105 105 105 4 14 14
MET53MA 77 130 125 125 4 14 14
MET60MA 90 145 140 140 4 18 14
MET66MA
N x diameter (O) PCD 90 145 140 140 4 18 14
MET71MA 90 145 140 140 4 18 14
MET90MA 115 155 155 155 4 18 14
Dia 2
W
Dia 1
Dia
B
L

Type MET series - Round type

T.C. Dia 1 Dia 2 PCD B N O Thickness of flanges (A)
MET83MA 180 90 145 114.3 4 18 14
Fig. 5.10.03: Venting of lubbricating oil discharge pipe for turbochargers

MAN Diesel 198 70 27-3.0
MAN B&W 5.11
Page 1 of 1
Engine Seating and Holding Down Bolts
The latest version of most of the drawings of this

section is available for download at www.mandie-
sel.com under ‘Marine’ → ‘Low Speed’ → ‘Instal-
lation Drawings’. First choose engine series, then
engine type and select ‘Engine seating’ in the
general section of the list of drawings available for
download.
Engine seating and arrangement of holding

down bolts
The dimensions of the seating stated in Figs.

5.12.01 and 5.12.02 are for guidance only.
The engine is designed for mounting on epoxy

chocks, EoD: 4 82 102, in which case the under-
side of the bedplate’s lower flanges has no taper.
The epoxy types approved by MAN Diesel are:
• ‘Chockfast Orange PR 610 TCF’ from

ITW Philadelphia Resins Corporation, USA
• ‘Durasin’ from Daemmstoff

Industrie Korea Ltd
• ‘Epocast 36’ from

H.A. Springer - Kiel, Germany.
MAN B&W MC/MCC, ME/ME-C/MEGI/MEB engines

MAN Diesel 198 41 765.7
MAN B&W 5.12
Page of 3
Epoxy Chocks Arrangement
!LLæHOTæWORKæONæTHEæTANKTOPæMUSTæBEæFINISHEDæBEFOREæTHEæEPOXYæISæCAST
)FæMEASURINGæPINSæAREæREQUIREDæWEæRECOMMENDæTHATæTHEYæAREæINSTALLED
ATæTHEæPOSITIONSæMARKEDæBYæ
æMMæFREEæSPACESæFORæSUPPORTINGæWEDGES æMMæTHICKæDAMMINGS
!

!

¢

æææ!FTæCYL
æææ4HRUST
æBEARING

æææ%NGINE
æææCYL
æææCYL
æææCYL
æææCYL

¢

4HEæWIDTHæOFæMACHININGæON
THEæUNDERSIDEæOFæBEDPLATE
æ¢
æ¢
¢
¢
¢
¢
¢
¢
¢
¢
¢
¢
æ
æ
XæOFFææHOLES æHOLESæINæTHEæBEDPLATEæANDææHOLESæINæTHEæTOPæPLATE
%NDæFLANGEæOFæTHRUSTæSHAFT
!ç!
%FFECTIVEæ æTOææææENGINE
%POXYæWEDGESæTOæBE
CHISELLEDæAFTER
CURINGæTOæENABLE
MOUNTINGæOFæSIDE
CHOCKæLINERS

178 19 89-1.2
For details of chocks and bolts see special drawings. 1) The engine builder drills the holes for holding
down bolts in the bedplate while observing the
For securing of supporting chocks see special toleranced locations indicated on MAN B&W
drawing. drawings for machining the bedplate
This drawing may, subject to the written consent of 2) The shipyard drills the holes for holding down
the actual engine builder concerned, be used as a bolts in the top plates while observing the toler-
basis for markingoff and drilling the holes for hold- anced locations given on the present drawing
ing down bolts in the top plates, provided that:
3) The holding down bolts are made in accord-
ance with MAN B&W drawings of these bolts.
Fig. 5.12.01: Arrangement of epoxy chocks and holding down bolts
MAN B&W S90MC-C/ME-C

MAN Diesel 198 41 79-0.2
MAN B&W 5.12
Page of 3
Engine Seating Profile
Section A-A
4HISæSPACEæTOæBEæKEPTæFREEæFROMæPIPESæETCæALONGæBOTHæSIDES
OFæTHEæENGINEæINæORDERæTOæFACILITATEæTHEæOVERHAULæWORKæON
HOLDINGæDOWNæBOLTSæSUPPORTINGæCHOCKSæANDæSIDEæCHOCKS
#ENTRELINE
CRANKSHAFT

#ENTRELINEæENGINE

$
æç
æææ
"

)FæREQUIREDæBYæCLASSIFICATION

SOCIETYæAPPLYæTHISæBRACKET
4HICKNESSæOFæBRACKETæISæTHE

SAMEæASæTHICKNESSæOFæ
FLOORPLATES

"

2

2

4HICKNESSæOFæFLOORPLATESæBETWEENæMAIN 3LOTSæTOæBEæCUTæINæVERTICAL
ENGINEæGIRDERSææMM FLOORPLATESæTOæCLEARæNUTS
WHENæNECESSARY
Holding down bolts, option: 4 82 602 include:

1. Protecting cap
2. Spherical nut
3. Spherical washer
4. Distance pipe
5. Round nut 178 19 85-4.3
6. Holding down bolt
Fig.5.12.02a: Profile of engine seating with vertical oil outlet

MAN Diesel 198 41 93-2.3
MAN B&W 5.12
Page of 3
3ECTION¬" "
Side chock brackets, option: 4 82 622 includes:
1. Side chock brackets
#ENTREæOFæ
MAINæBEARING Side chock liners, option: 4 82 620 includes:
2. Liner for side chock
3. Lock plate
4. Washer
5. Hexagon socket set screw
$ETAIL¬$
!

178 57 34-8.0
Fig. 5.12.02b: Profile of engine seating, end chocks, option: 4 82 620

End chock bolts, option: 4 82 610 includes:
4APERææ
1. Stud for end chock bolt
2. Round nut
3. Round nut
4. Spherical washer
ABOUTæ
5. Spherical washer
6. Protecting cap

End chock liner, option: 4 82 612 includes:

3PACEæFORæHYDRAULIC
TIGHTENINGæJACK 7. Liner for end chock
End chock brackets, option: 4 82 614 includes:

8. End chock bracket
178 57 30-0.0
Fig. 5.12.02c: Profile of engine seating, end chocks, option: 4 82 610

MAN Diesel 198 41 93-2.3
MAN B&W 5.13
Page 1 of 2
Engine Top Bracing
The so-called guide force moments are caused by Without top bracing, the natural frequency of
the transverse reaction forces acting on the cross- the vibrating system comprising engine, ship’s
heads due to the connecting rod and crankshaft bottom, and ship’s side is often so low that reso-
mechanism. When the piston of a cylinder is not nance with the excitation source (the guide force
exactly in its top or bottom position the gas force moment) can occur close to the normal speed
from the combustion, transferred through the con- range, resulting in the risk of vibration.
necting rod, will have a component acting on the
crosshead and the crankshaft perpendicularly to With top bracing, such a resonance will occur
the axis of the cylinder. Its resultant is acting on above the normal speed range, as the natural fre-
the guide shoe and together they form a guide quencies of the double bottom/main engine sys-
force moment. tem will increase. The impact of vibration is thus
lowered.
The moments may excite engine vibrations mov-
ing the engine top athwart ships and causing a The top bracing is normally installed on the ex-
rocking (excited by H-moment) or twisting (excited haust side of the engine, but can alternatively be
by X-moment) movement of the engine. For en- installed on the manoeuvring side. A combination
gines with less than seven cylinders, this guide of exhaust side and manoeuvring side installation
force moment tends to rock the engine in the is also possible.
transverse direction, and for engines with seven
cylinders or more, it tends to twist the engine. The top bracing system is installed either as a
mechanical top bracing or a hydraulic top bracing.
The guide force moments are harmless to the Both systems are described below.
engine except when resonance vibrations occur
in the engine/double bottom system. They may,
however, cause annoying vibrations in the super- Mechanical top bracing
structure and/or engine room, if proper counter-
measures are not taken. The mechanical top bracing comprises stiff con-
nections between the engine and the hull.
As a detailed calculation of this system is normally
not available, MAN Diesel recommends that top The top bracing stiffener consists of a double
bracing is installed between the engine’s upper bar tightened with friction shims at each end of
platform brackets and the casing side. the mounting positions. The friction shims al-
low the top bracing stiffener to move in case of
However, the top bracing is not needed in all displacements caused by thermal expansion of
cases. In some cases the vibration level is lower if the engine or different loading conditions of the
the top bracing is not installed. This has normally vessel. Furthermore, the tightening is made with a
to be checked by measurements, i.e. with and well-defined force on the friction shims, using disc
without top bracing. springs, to prevent overloading of the system in
case of an excessive vibration level.
If a vibration measurement in the first vessel of a
series shows that the vibration level is acceptable
without the top bracing, we have no objection to
the top bracing being removed and the rest of
the series produced without top bracing. It is our
experience that especially the 7-cylinder engine
will often have a lower vibration level without top
bracing.

MAN Diesel 198 46 725.8
MAN B&W 5.13
Page 2 of 2
The mechanical top bracing is to be made by the By a different pre-setting of the relief valve, the
shipyard in accordance with MAN Diesel instruc- top bracing is delivered in a low-pressure version
tions. (26 bar) or a high-pressure version (40 bar).
A
The top bracing unit is designed to allow dis-
A placements between the hull and engine caused
by thermal expansion of the engine or different
loading conditions of the vessel.
AA
Oil Accumulator
Hydraulic Control Unit

178 23 61-6.1
Fig. 5.13.01: Mechanical top bracing stiffener.

Option: 4 83 112
684
Cylinder Unit
Hydraulic top bracing
The hydraulic top bracing is an alternative to the

mechanical top bracing used mainly on engines
280
320
with a cylinder bore of 50 or more. The installation

normally features two, four or six independently
working top bracing units.
The top bracing unit consists of a single-acting hy-

draulic cylinder with a hydraulic control unit and an 475
accumulator mounted directly on the cylinder unit. Hull side Engine side
The top bracing is controlled by an automatic

switch in a control panel, which activates the top
bracing when the engine is running. It is possi-
ble to programme the switch to choose a certain
rpm range, at which the top bracing is active. For
14
service purposes, manual control from the control

350
250
panel is also possible.
When active, the hydraulic cylinder provides a

pressure on the engine in proportion to the vibra-
tion level. When the distance between the hull and
engine increases, oil flows into the cylinder under
178 57 48-8.0
pressure from the accumulator. When the dis-
tance decreases, a non-return valve prevents the Fig. 5.13.02: Outline of a hydraulic top bracing unit.
oil from flowing back to the accumulator, and the The unit is installed with the oil accumulator pointing
pressure rises. If the pressure reaches a preset either up or down. Option: 4 83 123
maximum value, a relief valve allows the oil to flow
back to the accumulator, hereby maintaining the
force on the engine below the specified value.

MAN Diesel 198 46 725.8
MAN B&W 5.14
Page 1 of 1
Mechanical Top Bracing
MAN B&W K98MC6/7, K98MC-C6/7, S35MC-C9, L35MC6, S26MC6,

ME/ME-B/MEC/MEGI engines MAN Diesel 198 47 648.3
MAN B&W 5.15
Page 1 of 1
Hydraulic Top Bracing Arrangement
MAN Diesel 198 77 66-5.0
MAN B&W 5.16
Page 1 of 4
Components for Engine Control System
Installation of ECS in the Engine Control Room The EICU functions as an interface unit to ECR
related systems such as AMS (Alarm and Monitor-
The following items are to be installed in the ECR ing System), RCS (Remote Control System) and
(Engine Control Room): Safety System. On ME-B engines the EICU also
controls the HPS.
• 2 pcs EICU (Engine Interface Control Unit)
(1 pcs only for ME-B engines) The MOP is the operator’s interface to the ECS.
• 1 pcs MOP (Main Operating Panel) From there the operator can control and see sta-
Touch display, 15” tus of the engine and the ECS. The MOP is a PC
PC unit with a flat touch screen.
• 1 pcs Track ball for MOP
• 1 pcs PMI system The Backup MOP consists of a PC unit with
Display, 19” keyboard and display and serves as a backup in
PC unit case the MOP should break down.
• 1 pcs Backup MOP
Display, 15” The PMI offline system is equipped with a stand-
PC unit ard PC. The PMI system serves as a pressure
Keyboard analyse system. See Section 18.02.
• 1 pcs Printer
• 1 pcs Ethernet Hub Optional items to be mounted in the ECR include
the CoCoSEDS which can be purchased sepa-
rately and applied on the PC for the PMI offline
system. See Section 18.03.
ECS Network A
ECS Network B
MOP A MOP B
PMI/CoCoS PC HUB
Ship LAN # ¤ Ethernet ¤ Ethernet

¤ Ethernet
Serial AMS #
¤ Ethernet (AMS) ¤ Ethernet, supply with HUB, cable length 10 meter

Printer # Yard Supply
178 57 50-3.0
Fig. 5.16.01 Network and PC components for the ME/ME-B Engine Control System
MAN B&W ME/ME-C/ME-GI/MEB engines

MAN Diesel 198 46 977.4
MAN B&W 5.16
Page 2 of 4
MOP (Main Operating Panel)
412 104.5
345
11.4
40
Track ball
110
115
30
60 17
178 57 48-1.0
Fig. 5.16.02 MOP and track ball for the ME/ME-B Engine Control System

MAN Diesel 198 46 977.4
MAN B&W 5.16
Page 3 of 4
EICU (Engine Interface Control Unit) Cabinet
500
400 210
MOP PC unit
Note 2
Note 3
381
478 528
457.8
420
Note:
2 Clearance for air cooling 50mm
250
3 Clearance for Cable 150 mm

66
178 50 147.1
Fig. 5.16.03 The EICU cabinet and MOP PC unit for the ME/ME-B Engine Control System

MAN Diesel 198 46 977.4
MAN B&W 5.16
Page 4 of 4
PC parts for PMI/CoCoS
19” Display
343 413
404.72
205 238
PC unit
458 442
211
Printer
537 450
144
178 57 49-3.0
Fig. 5.16.04 PMI/CoCoS PC unit, display and printer for the ME/ME-B Engine Control System

MAN Diesel 198 46 977.4
MAN B&W 5.17
Page 1 of 3
Shaftline Earthing Device
Scope and field of application Cabling of the shaftline earthing device to the hull
must be with a cable with a cross section not less
A difference in the electrical potential between the than 45 mm². The length of the cable to the hull
hull and the propeller shaft will be generated due should be as short as possible.
to the difference in materials and to the propeller
being immersed in sea water. Monitoring equipment should have a 4-20 mA
signal for alarm and a mV-meter with a switch for
In some cases, the difference in the electrical changing range. Primary range from 0 to 50 mV
potential has caused spark erosion on the thrust, DC and secondary range from 0 to 300 mV DC.
main bearings and journals of the crankshaft of
the engine. When the shaftline earthing device is working
correctly, the electrical potential will normally be
In order to reduce the electrical potential between within the range of 10-50 mV DC depending of
the crankshaft and the hull and thus prevent spark propeller size and revolutions.
erosion, a highly efficient shaftline earthing device
must be installed. The alarm set-point should be 80 mV for a high
alarm. The alarm signals with an alarm delay of 30
The shaftline earthing device should be able to seconds and an alarm cut-off, when the engine is
keep the electrical potential difference below 50 stopped, must be connected to the alarm system.
mV DC. A shaft-to-hull monitoring equipment with
a mV-meter and with an output signal to the alarm Connection of cables is shown in the sketch, see
system must be installed so that the potential and Fig. 5.17.01.
thus the correct function of the shaftline earthing
device can be monitored.
Note that only one shaftline earthing device is

needed in the propeller shaft system.
Design description
The shaftline earthing device consists of two silver

slip rings, two arrangements for holding brushes
including connecting cables and monitoring
equipment with a mV-meter and an output signal
for alarm.
The slip rings should be made of solid silver or

back-up rings of cobber with a silver layer all over.
The expected life span of the silver layer on the
slip rings should be minimum 5 years.
The brushes should be made of minimum 80%

silver and 20% graphite to ensure a sufficient
electrical conducting capability.
Resistivity of the silver should be less than 0.1μ

Ohm x m. The total resistance from the shaft to
the hull must not exceed 0.001 Ohm.

MAN Diesel 198 49 292.4
MAN B&W 5.17
Page 2 of 3
Cable
connected
to the hull
Brush holder
arrangement
Monitoring
equipment
with mVmeter Cable
connected
to the hull
Slip ring Cable

to alarm
system
Slip ring
for monitoring
equipment Brush holder
arrangement
079 21 82-1.3.1.0
Fig. 5.17.01: Connection of cables for the shaftline earthing device
Shaftline earthing device installations
The shaftline earthing device slip rings must be

mounted on the foremost intermediate shaft as
close to the engine as possible, see Fig. 5.17.02
Rudder
Voltage monitoring
for shafthull potential
Propeller difference
Shaftline
earthing device
Current Main bearings
Propeller shaft Thrust bearing
Intermediate shaft Intermediate shaft bearing
079 21 82-1.3.2.0
Fig. 5.17.02: Installation of shaftline earthing device in an engine plant without shaft-mounted generator

MAN Diesel 198 49 292.4
MAN B&W 5.17
Page 3 of 3
When a generator is fitted in the propeller shaft

system, where the rotor of the generator is part of
the intermediate shaft, the shaftline earthing de-
vice must be mounted between the generator and
the engine, see Fig. 5.17.03
Rudder
Voltage monitoring
for shafthull potential
Propeller difference
Shaftline
earthing device
Current Main bearings
Propeller shaft Thrust bearing
Intermediate shaft Shaft mounted alternator

where the rotor is part of
the intermediate shaft
Intermediate shaft bearing
079 21 82-1.3.3.0
Fig. 5.17.03: Installation of shaftline earthing device in an engine plant with shaft-mounted generator

MAN Diesel 198 49 292.4
MAN B&W 5.18
Page 1 of 1
MAN Diesel’s Alpha Controllable Pitch Propeller and Alphatronic Propulsion Control
MAN Diesel 198 61 57-3 .1
MAN B&W
List of Capacities:
Pumps, Coolers &
Exhaust Gas

6
MAN Diesel
MAN B&W 6.01
Page 1 of 1
Calculation of List of Capacities and Exhaust Gas Data
Updated engine and capacities data is available nominally rated MCR point, the list of capacities
from the CEAS program on www.mandiesel.com will be different from the nominal capacities.
under ‘Marine’ → ‘Low speed’ → ‘CEAS Engine
Room Dimensions’. Furthermore, among others, the exhaust gas data
depends on the ambient temperature conditions.
This chapter describes the necessary auxiliary ma-
chinery capacities to be used for a nominally rated Based on examples for a derated engine, the way
engine. The capacities given are valid for seawater of how to calculate the derated capacities, fresh-
cooling system and central cooling water system, water production and exhaust gas amounts and
respectively. For derated engine, i.e. with a speci- temperatures will be described in details.
fied MCR and/or matching point different from the
Nomenclature
In the following description and examples of the auxiliary machinery capacities, freshwater generator pro-
duction and exhaust gas data, the below nomenclatures are used:
Engine ratings Point / Index Power Speed

Nominal MCR point L1 PL1 nL1
Specified MCR point M PM nM
Matching point O PO nO
Service point S PS nS
Fig. 6.01.01: Nomenclature of basic engine ratings
Parameters Cooler index Flow index

Q = Heat dissipation air scavenge air cooler sw seawater flow
V = Volume flow lub lube oil cooler cw cooling/central water flow
M = Mass flow jw jacket water cooler exh exhaust gas
T = Temperature cent central cooler fw freshwater
Fig. 6.01.02: Nomenclature of coolers and volume flows, etc.
Engine configurations related to SFOC
K98ME/ME-C, S90ME-C, K90ME/ME-C, For S46ME-B, S40ME-B and S35ME-B

S80MEC, K80MEC, S70MEC/MEGI,
L70MEC, S65MEC/MEGI, S60MEC/MEGI, The engine type is available in the following ver-
L60MEC, S50MEC, S60ME-B, S50ME-B sion with respect to the efficiency of the turbo-
charger alone:
The engine type is available in the following ver-
sion with respect to the efficiency of the turbo- • B) With conventional turbocharger:
charger alone: Which is the basic design and for which the lists
of capacities Section 6.03 are calculated.
• A) With high efficiency turbocharger:
which is the basic design and for which the lists For this engine type the matching point O has to
of capacities Section 6.03 are calculated. be equal to the specified MCR point M.
MAN B&W ME/ME-B/MEC-TII Engine Selection Guide

MAN Diesel 198 70 67-9.1
MAN B&W 6.02
Page 1 of 1
List of Capacities and Cooling Water Systems
The List of Capacities contain data regarding the The capacities for the starting air receivers and
necessary capacities of the auxiliary machinery the compressors are stated in Fig. 6.03.01.
for the main engine only, and refer to a nominally
rated engine. Complying with IMO Tier II NOx limi-
tations. Heat radiation and air consumption
The heat dissipation figures include 10% extra The radiation and convection heat losses to the
margin for overload running except for the scav- engine room is around 1% of the engine nominal
enge air cooler, which is an integrated part of the power (kW in L1).
diesel engine.
The air consumption is approximately 98.2%
of the calculated exhaust gas amount, ie.
Cooling Water Systems Mair = Mexh x 0.982.
The capacities given in the tables are based on

tropical ambient reference conditions and refer to Flanges on engine, etc.
engines with high efficiency/conventional turbo-
charger running at nominal MCR (L1) for: The location of the flanges on the engine are
shown in: ‘Engine pipe connections’, and the flang-
• Seawater cooling system, es are identified by reference letters stated in the
See diagram, Fig. 6.02.01 and nominal capaci- ‘List of flanges’; both can be found in Chapter 5.
ties in Fig. 6.03.01
The diagrams use the ‘Basic symbols for piping’,
• Central cooling water system, whereas the symbols for instrumentation accord-
See diagram, Fig. 6.02.02 and nominal capaci- ing to ‘ISO 12191’ and ‘ISO 12192’ and the in-
ties in Fig. 6.03.01 strumentation list found in Appendix A.
Scavenge air cooler
45 C
Seawater Seawater outlet

32 C 38 C
Lubricating oil cooler Jacket water cooler
80 C
Fig. 6.02.01: Diagram for seawater cooling system 178 11 264.1
Seawater outlet
80 C
Jaket
water
Central cooler
cooler
Scavenge
air 43 C
cooler (s)
Lubricating
45 C oil
cooler
Central coolant
Seawater inlet 36 C
32 C
Fig. 6.02.02: Diagram for central cooling water system 178 11 276.1
MAN B&W MC/MC-C/ME/ME-C/ME-B/ME-GI-TII engines

MAN Diesel 198 74 63-3.0
MAN B&W 6.03
Page 1 of 4
List of Capacities for 6S90ME-C8-TII at NMCR - IMO NOx Tier II compliance
Seawater cooling Central cooling

Conventional TC High eff. TC Conventional TC High eff. TC
2 x MET83MA
2 x MET83MA
2 x TCA77-21
2 x TCA77-21
2 x A185-L34
2 x A185-L34
-
-
Pumps
Fuel oil circulation m³/h N.A. N.A. N.A. 12.4 12.4 12.4 N.A. N.A. N.A. 12.4 12.4 12.4
Fuel oil supply m³/h N.A. N.A. N.A. 7.8 7.8 7.8 N.A. N.A. N.A. 7.8 7.8 7.8
Jacket cooling m³/h N.A. N.A. N.A. 245.0 245.0 245.0 N.A. N.A. N.A. 245.0 245.0 245.0
Seawater cooling * m³/h N.A. N.A. N.A. 980.0 990.0 990.0 N.A. N.A. N.A. 980.0 980.0 990.0
Main lubrication oil * m³/h N.A. N.A. N.A. 540.0 530.0 550.0 N.A. N.A. N.A. 540.0 530.0 550.0
Central cooling * m³/h - - - - - - - - - 770 770 770
Scavenge air cooler(s)

Heat diss. app. kW N.A. N.A. N.A. 13,370 13,370 13,370 N.A. N.A. N.A. 13,300 13,300 13,300
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 447 447 447
Seawater flow m³/h N.A. N.A. N.A. 654 654 654 N.A. N.A. N.A. - - -
Lubricating oil cooler

Heat diss. app. * kW N.A. N.A. N.A. 2,370 2,430 2,460 N.A. N.A. N.A. 2,370 2,430 2,460
Lube oil flow * m³/h N.A. N.A. N.A. 540.0 530.0 550.0 N.A. N.A. N.A. 540.0 530.0 550.0
Jacket water cooler

Jacket water flow m³/h N.A. N.A. N.A. 245 245 245 N.A. N.A. N.A. 245 245 245
Central cooler
Heat diss. app. * kW N.A. N.A. N.A. - - - N.A. N.A. N.A. 19,940 20,000 20,030
Seawater flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 980 980 990
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume m³ N.A. N.A. N.A. 2 x 15.0 2 x 15.0 2 x 15.0 N.A. N.A. N.A. 2 x 15.0 2 x 15.0 2 x 15.0
Compressor cap. m³ N.A. N.A. N.A. 900 900 900 N.A. N.A. N.A. 900 900 900
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Other values
Fuel oil heater kW N.A. N.A. N.A. 325 325 325 N.A. N.A. N.A. 325 325 325
Exh. gas temp. °C N.A. N.A. N.A. 245 245 245 N.A. N.A. N.A. 245 245 245
Exh. gas amount kg/h N.A. N.A. N.A. 286,800 286,800 286,800 N.A. N.A. N.A. 286,800 286,800 286,800
Air consumption kg/h N.A. N.A. N.A. 78.2 78.2 78.2 N.A. N.A. N.A. 78.2 78.2 78.2
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel recommended type and/or torsional vibration
damper the engine's capacities must be increased by those stated for the actual system
For List of Capacities for derated engines and performance data at part load please visit http://www.manbw.dk/ceas/erd/
Table 6.03.01f: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN B&W S90mE-C8-TII

MAN Diesel 198 71 25-5.0
MAN B&W 6.03
Page 2 of 4

2 x MET83MA
2 x MET83MA
2 x TCA88-21
2 x TCA88-21
2 x A190-L34
2 x A190-L34
-
-
Pumps
Central cooling * m³/h - - - - - - - - - 890 900 900


Jacket water cooler

Central cooler
Seawater flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 1,150 1,150 1,150
Other values
Table 6.03.01g: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR

MAN Diesel 198 71 25-5.0
MAN B&W 6.03
Page 3 of 4

2 x MET83MA
2 x MET83MA
2 x TCA88-21
2 x TCA88-21
2 x A190-L35
2 x A190-L35
-
-
Pumps
Central cooling * m³/h - - - - - - - - - 1,020 1,020 1,020


Jacket water cooler

Central cooler
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 1,020 1,020 1,020
Other values
Table 6.03.01h: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR

MAN Diesel 198 71 25-5.0
MAN B&W 6.03
Page 4 of 4

2 x TPL91-B12
2 x TPL91-B12
2 x MET90MA
2 x MET90MA
2 x TCA88-21
2 x TCA88-21
-
-
Pumps
Central cooling * m³/h - - - - - - - - - 1,150 1,150 1,150


Jacket water cooler

Central cooler
Central water flow m³/h N.A. N.A. N.A. - - - N.A. N.A. N.A. 1,150 1,150 1,150
Other values
Table 6.03.01i: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR

MAN Diesel 198 71 25-5.0
MAN B&W 6.04
Page 1 of 12
Auxiliary Machinery Capacities

The dimensioning of heat exchangers (coolers) The percentage power (PM%) and speed (nM%) of L1
and pumps for derated engines can be calculated ie: PM% = PM/PL1 x 100%
on the basis of the heat dissipation values found nM% = nM/nL1 x 100%
by using the following description and diagrams. for specified MCR (M) of the derated engine is
Those for the nominal MCR (L1), may also be used used as input in the abovementioned diagrams,
if wanted. giving the % heat dissipation figures relative to
those in the ‘List of Capacities’,
The nomenclature of the basic engine ratings and
Specified MCR power, % of L1
coolers, etc. used in this section is shown in Fig. PM%
6.01.01 and 6.01.02. 110%
L1
100% 100%
98%
Cooler heat dissipations 94%
90%
For the specified MCR (M) the following three dia- L3 90% O=M
Qjw%
grams in Figs. 6.04.01, 6.04.02 and 6.04.03 show 86%
80%
reduction factors for the corresponding heat dis- 82% L2
sipations for the coolers, relative to the values 78%
70%
stated in the ‘List of Capacities’ valid for nominal L4
MCR (L1).
60%
Specified MCR power, % of L1 80% 85% 90% 95% 100% 105% 110% nM%
PM%
Specified MCR engine speed, % of L1
110%
L1 Qjw% = e (– 0.0811 x ln (n
M%
) + 0.8072 x ln (P
M%
) + 1.2614) 178 59 46-9.0
100% 100%
90% Fig. 6.04.02: Jacket water cooler, heat dissipation Qjw%

90% in point M, in % of the L1 value Qjw, L1
80%
L3 M
Qair% 70% 80% Specified MCR power, % of L1

L2 PM%
110%
65%
70% L1
100%
L4 98%
100%
96%
94%
92%
90% 90%
60% 88%
80% 85% 90% 95% 100% 105% 110% nM% L3 M
Specified MCR engine speed, % of L1 80%

178 53 75-3.1
Qlub% L2
Qair% = 100 x (PM/PL1)1.68 x (nM/nL1) – 0.83 x kO 70%

L4
kO = 1 + 0.27 x (1 – PO/PM) = 1
60%
80% 85% 90% 95% 100% 105% 110% nM%
Fig. 6.04.01: Scavenge air cooler, heat dissipation Qair% in
Specified MCR engine speed, % of L1
point M, in % of the L1 value Qair, L1 and valid for PO = PM..
As matching point O = M, correction kO = 1 178 53 77-7.1
Qlub% = 67.3009 x ln (nM%) + 7.6304 x ln (PM%)

 245.0714
Fig. 6.04.03: Lubricating oil cooler, heat dissipation

Qlub% in point M, in % of the L1 value Qlub, L1
MAN B&W S90ME-C8-T-II, S80ME-C8/9-T-II,

K80ME-C6-T-II, S70ME-C/ME-GI8-T-II,
S65ME-C/ME-GI8-T-II, S60ME-C/ME-GI8-T-II,
MAN Diesel 198 71 52-9.0
L60ME-C7/8-T-II, S50ME-C8-T-II
MAN B&W 6.04
Page 2 of 12
The derated cooler capacities may then be found order to avoid too low a water velocity in the scav-
by means of following equations: enge air cooler pipes.
Qair, M = Qair, L1 x (Qair% / 100)
As the jacket water cooler is connected in series
Qjw, M = Qjw, L1 x (Qjw% / 100)
with the lube oil cooler, the seawater flow capac-
Qlub, M = Qlub, L1 x (Qlub% / 100) ity for the latter is used also for the jacket water
and for a central cooling water system the central cooler.
cooler heat dissipation is:
Qcent,M = Qair,M + Qjw,M + Qlub,M
Central cooling water system
Pump capacities If a central cooler is used, the above still applies,

but the central cooling water capacities are used
The pump capacities given in the ‘List of Capaci- instead of the above seawater capacities. The
ties’ refer to engines rated at nominal MCR (L1). seawater flow capacity for the central cooler can
For lower rated engines, only a marginal saving in be reduced in proportion to the reduction of the
the pump capacities is obtainable. total cooler heat dissipation, i.e. as follows:
Vcw,air,M = Vcw,air,L1 x (Qair% / 100)
To ensure proper lubrication, the lubricating oil
Vcw,lub,M = Vcw,lub,L1 x (Qlub% / 100)
pump must remain unchanged.
Vcw,jw,M = Vcw,lub,M
Also, the fuel oil circulating and supply pumps Vcw,cent,M = Vcw,air,M + Vcw,lub,M
should remain unchanged. Vsw,cent,M = Vsw,cent,L1 x Qcent,M / Qcent,L1
In order to ensure reliable starting, the starting air

compressors and the starting air receivers must
also remain unchanged. Pump pressures
The jacket cooling water pump capacity is rela- Irrespective of the capacities selected as per the
tively low. Practically no saving is possible, and it above guidelines, the belowmentioned pump
is therefore unchanged. heads at the mentioned maximum working tem-
peratures for each system shall be kept:
Seawater cooling system Pump Max. working

head bar temp. ºC
The derated seawater pump capacity is equal to Fuel oil supply pump 4 100
the sum of the below found derated seawater flow Fuel oil circulating pump 6 150
capacities through the scavenge air and lube oil Lubricating oil pump 4.7 70
coolers, as these are connected in parallel. Seawater pump 2.5 50
Central cooling water pump 2.5 80
The seawater flow capacity for each of the scav-
Jacket water pump 3.0 100
enge air, lube oil and jacket water coolers can
be reduced proportionally to the reduced heat
dissipations found in Figs. 6.04.01, 6.04.02 and Flow velocities
6.04.03, respectively i.e. as follows:
Vsw,air,M = Vsw,air,L1 x (Qair% / 100) For external pipe connections, we prescribe the
following maximum velocities:
Vsw,lub,M = Vsw,lub.L1 x Qlub% / 100)
Vsw,jw,M = Vsw,lub,M Marine diesel oil .......................................... 1.0 m/s
Heavy fuel oil . ............................................. 0.6 m/s
However, regarding the scavenge air cooler(s), Lubricating oil . ............................................ 1.8 m/s
the engine maker has to approve this reduction in Cooling water .............................................. 3.0 m/s
MAN B&W K90ME9, S80ME-C9, S90MC-C/ME-C7/8

MAN Diesel 198 43 80-1.2
MAN B&W 6.04
Page 3 of 12
Calculation of List of Capacities for Derated Engine

Example 1:
Pump and cooler capacities for a derated 6S90ME-C8-TII with high efficiency MAN Diesel turbocharger
type TCA, fixed pitch propeller and central cooling water system.
Nominal MCR, (L1) PL1: 31,620 kW (100.0%) and 78.0 r/min (100.0%)
Specified MCR, (M) PM: 26,877 kW (85.0%) and 70.2 r/min (90.0%)
Matching point, (O) PO: 26,877 kW (85.0%) and 70.2 r/min (90.0%), PO = 100.0% of PM
The method of calculating the reduced capaci- Total cooling water flow through scavenge air
ties for point M (nM% = 90.0% and PM% = 85.0%) is coolers
shown below. Vcw,air,M = Vcw,air,L1 x Qair% / 100

The values valid for the nominal rated engine are Vcw,air,M = 447 x 0.831 = 371 m3/h
found in the ‘List of Capacities’, Figs. 6.03.01 and
6.03.02, and are listed together with the result in Cooling water flow through lubricating oil cooler
the figure on the next page. Vcw,lub,M = Vcw,lub,L1x Qlub% / 100
Heat dissipation of scavenge air cooler Vcw,lub,M = 323 x 0.917 = 296 m3/h
Fig. 6.04.01 which approximately indicates a Qair%
= 83.1% heat dissipation, i.e.: Cooling water flow through central cooler
Qair,M =Qair,L1 x Qair% / 100 (Central cooling water pump)
Vcw,cent,M = Vcw,air,M + Vcw,lub,M
Qair,M = 13,300 x 0.831 = 11,052 kW
Vcw,cent,M = 371 + 296 = 667 m3/h
Heat dissipation of jacket water cooler
Fig. 6.04.02 indicates a Qjw% = 88.5% heat dissi- Cooling water flow through jacket water cooler
pation; i.e.: (as for lube oil cooler)
Qjw,M = Qjw,L1 x Qjw% / 100 Vcw,jw,M = Vcw,lub,M
Qjw,M = 4,270 x 0.885 = 3,779 kW Vcw,jw,M = 296 m3/h
Heat dissipation of lube oil cooler Seawater pump for central cooler
Fig. 6.04.03 indicates a Qlub% = 91.7% heat dissi- As the seawater pump capacity and the central
pation; i.e.: cooler heat dissipation for the nominal rated en-
Qlub,M = Qlub, L1 x Qlub% / 100 gine found in the ‘List of Capacities’ are 980 m3/h
and 19,940 kW the derated seawater pump flow
Qlub,M = 2,370 x 0.917 = 2,173 kW equals:
Heat dissipation of central water cooler Seawater pump:

Qcent,M = Qair,M + Qjw,M + Qlub, M Vsw,cent,M = Vsw,cent,L1 x Qcent,M / Qcent,L1
Qcent,M = 11,052 + 3,779 + 2,173 = 17,004 kW = 980 x 17,004 / 19,940 = 836 m3/h

MAN Diesel 198 73 13-6.0
MAN B&W 6.04
Page 4 of 12
Nominal rated engine (L1)

Example 1
High efficiency
Specified MCR (M)
turbocharger (TCA)
Shaft power at MCR 31,620 kW 26,877 kW
Engine speed at MCR at 78.0 r/min at 70.2 r/min
Power of matching point %MCR 100% 90%
Pumps:
Fuel oil circulating pump m3/h 12.4 12.4
Fuel oil supply pump m3/h 7.8 7.8
Jacket cooling water pump m3/h 245 245
Central cooling water pump m3/h 770 667
Seawater pump m3/h 980 836
Lubricating oil pump m3/h 540 540
Coolers:
Scavenge air cooler
Heat dissipation kW 13,300 11,052
Central water quantity m3/h 447 371
Lub. oil cooler
Lubricating oil quantity m3/h 540 540
Jacket water cooler
Jacket cooling water quantity m3/h 245 245
Central cooler
Seawater quantity m3/h 980 836
Fuel oil heater: kW 325 325
Gases at ISO ambient conditions*

Exhaust gas amount kg/h 286,800 244,400
Exhaust gas temperature °C 245 237.8
Air consumption kg/s 78.2 66.7
Starting air system: 30 bar (gauge)
Reversible engine
Receiver volume (12 starts) m3 2 x 15.0 2 x 15.0
Compressor capacity, total m3/h 900 900
Non-reversible engine
Receiver volume (6 starts) m3 2 x 8.0 2 x 8.0
Compressor capacity, total m3/h 480 480
Exhaust gas tolerances: temperature ±15 °C and amount ±5%
The air consumption and exhaust gas figures are expected and refer to 100% specified MCR,
ISO ambient reference conditions and the exhaust gas back pressure 300 mm WC
The exhaust gas temperatures refer to after turbocharger
* Calculated in example 3, in this chapter
Example 1 – Capacities of derated 6S90ME-C8-TII with high efficiency MAN Diesel turbocharger type TCA and
central cooling water system.

MAN Diesel 198 73 13-6.0
MAN B&W 6.04
Page 5 of 12
Freshwater Generator
If a freshwater generator is installed and is utilis- At part load operation, lower than matching pow-
ing the heat in the jacket water cooling system, er, the actual jacket water heat dissipation will be
it should be noted that the actual available heat reduced according to the curves for fixed pitch
in the jacket cooling water system is lower than propeller (FPP) or for constant speed, controllable
indicated by the heat dissipation figures valid for pitch propeller (CPP), respectively, in Fig. 6.04.04.
nominal MCR (L1) given in the List of Capacities.
This is because the latter figures are used for With reference to the above, the heat actually
dimensioning the jacket water cooler and hence available for a derated diesel engine may then be
incorporate a safety margin which can be needed found as follows:
when the engine is operating under conditions
such as, e.g. overload. Normally, this margin is 1. Engine power equal to specified power M
10% at nominal MCR. (equal to matching point O).
Calculation Method For specified MCR (M) = matching power (O),

the diagram Fig. 6.04.02 is to be used, i.e.
For a derated diesel engine, i.e. an engine having giving the percentage correction factor ‘Qjw%’
a specified MCR (M) equal to matching point (O) and hence for matching power PO:
different from L1, the relative jacket water heat dis- Qjw%
sipation for point M and O may be found, as previ- Qjw,O = Qjw,L1 x  ___
100
x 0.9 (0.88)
 
   [1]
ously described, by means of Fig. 6.04.02.
2. Engine power lower than matching power.
Part load correction factor for jacket
cooling water heat dissipation
For powers lower than the matching power,
kp
the value Qjw,O found for point O by means of
1.0
the above equation [1] is to be multiplied by
0.9 the correction factor kp found in Fig. 6.04.04
0.8 and hence
0.7
Qjw = Qjw,O x kp 15%/0% [2]
0.6
FPP
0.5 where
CPP Qjw = jacket water heat dissipation
0.4
Qjw,L1= jacket water heat dissipation at nominal
0.3 MCR (L1)
0.2 Qjw% = percentage correction factor from
Fig. 6.04.02
0.1
Qjw,O = jacket water heat dissipation at matching
0 power (O), found by means of equation [1]
0 10 20 30 40 50 60 70 80 90 100% kp = part load correction factor from Fig. 6.04.04
Engine load, % of matching power (O)
0.9 = factor for safety margin of cooler, tropical
FPP : Fixed pitch propeller
ambient conditions
CPP : Controllable pitch propeller, constant speed
178 06 643.2
The heat dissipation is assumed to be more or less
PS
FPP : kp = 0.742 x  __
PO
   + 0.258 independent of the ambient temperature conditions,
yet the safety margin/ambient condition factor of
PS
CPP : kp = 0.822 x  __
P
   + 0.178 about 0.88 instead of 0.90 will be more accurate for
O
ambient conditions corresponding to ISO tempera-
Fig. 6.04.04: Correction factor ‘kp’ for jacket cooling tures or lower. The heat dissipation tolerance from
water heat dissipation at part load, relative to heat dis- 15% to 0% stated above is based on experience.
sipation at matching power
MAN B&W K98ME/ME-C-T-II, S90ME-C-T-II, K90ME/ME-C-T-II,

S80ME-C-T-II, K80ME-C-T-II, S70ME-C/ME-GI-T-II, L70ME-C-T-II,
S65ME-C/ME-GI-T-II, S60ME-C/ME-B/ME-GI-T-II,L60ME-C-T-II
MAN Diesel 198 71 45-8.0
MAN B&W 6.04
Page 6 of 12
Freshwater generator system Jacket cooling water system
Expansion tank
Seawater
In Out Jacket cooling
water circuit
Condensator min max

Tjw Tjw L
M
Produced
freshwater
Evaporator B K
A
Brine out
Deaerating tank
Jacket water Jacket water pumps
cooler
Main engine
Cooling
water
Valve A: ensures that Tjw < 85° C

Valve B: ensures that Tjw > 85 – 5° C = 80° C
Valve B and the corresponding bypass may be omitted if, for example, the freshwater generator is equipped with an automatic
start/stop function for too low jacket cooling water temperature
If necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature control system
ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level
178 23 700.0
Fig. 6.04.05: Freshwater generators. Jacket cooling water heat recovery flow diagram
Jacket Cooling Water Temperature Control If necessary, all the actually available jacket cool-
ing water heat may be used provided that a special
When using a normal freshwater generator of the temperature control system ensures that the jacket
singleeffect vacuum evaporator type, the fresh- cooling water temperature at the outlet from the
water production may, for guidance, be estimated engine does not fall below a certain level. Such a
as 0.03 t/24h per 1 kW heat, i.e.: temperature control system may consist, e.g., of a
special bypass pipe installed in the jacket cooling
Mfw = 0.03 x Qjw t/24h 15%/0% [3] water system, see Fig. 6.04.05, or a special builtin
temperature control in the freshwater generator,
where e.g., an automatic start/stop function, or similar.
Mfw is the freshwater production in tons per 24 If such a special temperature control is not applied,
hours we recommend limiting the heat utilised to maxi-
mum 50% of the heat actually available at specified
and MCR, and only using the freshwater generator at
engine loads above 50%. Considering the cooler
Qjw is to be stated in kW margin of 10% and the minus tolerance of 15%,
this heat corresponds to 50 x(1.000.15)x0.9 = 38%
of the jacket water cooler capacity Qjw,M used for
dimensioning of the jacket water cooler.
MAN B&W K98ME/ME-C-T-II, S90ME-C-T-II, K90ME/ME-C-T-II,

S80ME-C-T-II, K80ME-C-T-II, S70ME-C/ME-GI-T-II, L70ME-C-T-II,
S65ME-C/ME-GI-T-II, S60ME-C/ME-B/ME-GI-T-II,L60ME-C-T-II
MAN Diesel 198 71 45-8.0
MAN B&W 6.04
Page 7 of 12
Calculation of Freshwater Production for Derated Engine

Example 2:
Freshwater production from a derated 6S90ME-C8-TII with high efficiency MAN Diesel turbocharger type
TCA and fixed pitch propeller.
Based on the engine ratings below, this example will show how to calculate the expected available jacket
cooling water heat removed from the diesel engine, together with the corresponding freshwater production
from a freshwater generator.
The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.
Service rating, (S) PS: 21,502 kW and 65.2 r/min, PS = 80.0% of PM and PS = 80.0% of PO
Ambient reference conditions: 20 °C air and 18 °C cooling water.
The expected available jacket cooling water heat For the service point the corresponding expected
at service rating is found as follows: obtainable freshwater production from a freshwa-
ter generator of the single effect vacuum evapora-
Qjw,L1 = 4,270 kW from List of Capacities tor type is then found from equation [3]:
Qjw% = 88.5% using 85.0% power and 90.0%
speed for O in Fig. 6.04.02 Mfw = 0.03 x Qjw = 0.03 x 2,833 = 85.0 t/24h
15%/0%
By means of equation [1], and using factor 0.88 for
actual ambient condition the heat dissipation in
the matching point (O) is found:
Qjw%
Qjw,O = Qjw,L1 x  ___
100
x 0.88
 
  
= 4,270 x  ___
88.5
100
x 0.88 = 3,325 kW
 
  
By means of equation [2], the heat dissipation in

the service point (S) i.e. for 80.0% of matching
power, is found:
kp = 0.852 using 80.0% in Fig. 6.04.04

Qjw = Qjw,O x kp = 3,325 x 0.852 = 2,833 kW
15%/0%

MAN Diesel 198 73 14-8.0
MAN B&W 6.04
Page of 12
Exhaust Gas Amount and Temperature

Influencing factors
The exhaust gas data to be expected in practice b) The ambient conditions, and exhaust gas
depends, primarily, on the following three factors: backpressure:
a) The specified MCR point of the engine (point M): Tair : actual ambient air temperature, in °C
pbar : actual barometric pressure, in mbar
PM : power in kW at SMCR point TCW : actual scavenge air coolant temperature,
nM : speed in r/min at SMCR point in °C
∆pM : exhaust gas backpressure in mm WC at
and to a certain degree on the matching point O specified MCR
with the percentage power PO% = % of SMCR
power: c) The continuous service rating of the engine
(point S), valid for fixed pitch propeller or control-
PO% = (PO/PM) x 100% lable pitch propeller (constant engine speed):
PS : continuous service rating of engine, in kW
Calculation Method
To enable the project engineer to estimate the ac- The partial calculations based on the above influ-
tual exhaust gas data at an arbitrary service rating, encing factors have been summarised in equations
the following method of calculation may be used. [4] and [5].
Mexh : exhaust gas amount in kg/h, to be found

Texh : exhaust gas temperature in °C, to be found
PM  ______ ∆m   ∆Mamb%   ∆ms%  ____ P

Mexh = ML1 x ___ x 1 + M%
 1 + _______
 x
 x 1 + _____  x S%

kg/h +/5% [4]
PL1  100   100   100  100

Texh = TL1 + ∆TM + ∆TO + ∆Tamb + ∆TS °C /+15 °C [5]
where, according to ‘List of capacities’, i.e. referring to ISO ambient conditions and 300 mm WC
backpressure and specified/matched in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
TL1: exhaust gas temperature after turbocharger in °C at nominal MCR (L1)
Fig. 6.04.06: Summarising equations for exhaust gas amounts and temperatures
The partial calculations based on the influencing changes in specific exhaust gas amount and
factors are described in the following: temperature are found by using as input in dia-
grams the corresponding percentage values (of
a) Correction for choice of specified MCR point L1) for specified MCR power PM% and speed nM%:
PM% = PM/PL1 x 100%
When choosing a specified MCR point ‘M’ other nM% = nM/nL1 x 100%
than the nominal MCR point ‘L1’, the resulting
MAN B&W ME-B, ME/MEC, MEGI engines

MAN Diesel 198 43 181.2
MAN B&W 6.04
Page 9 of 12
Specified MCR power, % of L1 Specified MCR power, % of L1

P M% PM%
110% 110%
L1
0% L1
100% 100%
0 °C
1% 1%
2% 90% 90%

M M
L3 L3 2 °C
3%
80% 80%
L2 4 °C
6 °C L
2
∆mM% ∆Tm 8 °C
70% 10 °C
70%
12 °C
L4 L4
60% 60%
80% 85% 90% 95% 100% 105% 110% n M% 80% 85% 90% 95% 100% 105% 110% n M%
Specified MCR engine speed, % of L1 Specified MCR engine speed, % of L1
∆mM% = 14 x ln (PM/PL1) – 24 x ln (nM/nL1) ∆TM = 15 x ln (PM/PL1) + 45 x ln (nM/nL1)

178 51 130.2
178 51 117.2
Fig. 6.04.07: Change of specific exhaust gas amount, Fig. 6.04.08: Change of exhaust gas temperature, ∆TM
∆mM% in % of L1 value and independent of PO in point M, in °C after turbocharger relative to L1 value
and valid for PO = PM
∆mM% : change of specific exhaust gas amount, in b) Correction for actual ambient conditions and
% of specific gas amount at nominal MCR backpressure
(L1), see Fig. 6.04.07.
For ambient conditions other than ISO
∆TM : change in exhaust gas temperature after 3046-1:2002 (E) and ISO 15550:2002 (E), and
turbocharger relative to the L1 value, in °C, backpressure other than 300 mm WC at
see Fig. 6.04.08. (PO = PM) specified MCR point (M), the correction fac-
tors stated in the table in Fig. 6.04.09 may
∆TO : extra change in exhaust gas temperature be used as a guide, and the corresponding
when matching point O lower than 100% M: relative change in the exhaust gas data may
PO% = (PO/PM) x 100%. be found from equations [7] and [8], shown in
Fig. 6.04.10.
∆TO =  0.3 x (100  PO%) [6]
Change of Change of
exhaust gas exhaust gas
Parameter Change temperature amount
Blower inlet temperature + 10° C + 16.0° C  4.1 %
Blower inlet pressure (barometric pressure) + 10 mbar  0.1° C + 0.3 %
Charge air coolant temperature (seawater temperature) + 10° C + 1.0° C + 1.9 %
Exhaust gas back pressure at the specified MCR point + 100 mm WC + 5.0° C 1.1 %
Fig. 6.04.09: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
MAN B&W S90ME-C8, S80ME-C8/9, K80ME-C6,

S70ME-C/ME-GI8, S65ME-C/ME-GI8, S60ME-C/ME-GI8,
L60ME-C7/8, S50ME-C8
MAN Diesel 198 44 20-9.2
MAN B&W 6.04
Page 10 of 12
∆Mamb% =  0.41 x (Tair  25) + 0.03 x (pbar  1000) + 0.19 x (TCW  25 )  0.011 x (∆pM  300) % [7]
∆Tamb = 1.6 x (Tair  25)  0.01 x (pbar  1000) +0.1 x (TCW  25) + 0.05 x (∆pM  300) °C [8]
where the following nomenclature is used:
∆Mamb% : change in exhaust gas amount, in % of amount at ISO conditions
∆Tamb : change in exhaust gas temperature, in °C compared with temperatures at ISO conditions
Fig. 6.04.10: Exhaust gas correction formula for ambient conditions and exhaust gas back pressure
mS% TS °C
20 20
18 15
16
10
14
5
12 M
0
10
-5
8
-10
6
-15
4
-20
2
M
0 -25
50 60 70 80 90 100 110 PS%
2 Engine load, % specified MCR power
4
50 60 70 80 90 100 110 PS%
Engine load, % specified MCR power
178 24 623.0 178 24 635.0
PS% = (PS/PM) x 100% PS% = (PS/PM) x 100%
∆mS%= 37 x (PS/PM)3  87 x (PS/PM)2 + 31 x (PS/PM) + 19 ∆TS = 280 x (PS/PM)2  410 x (PS/PM) + 130
Fig. 6.04.11: Change of specific exhaust gas amount, ∆ms% Fig. 6.04.12: Change of exhaust gas temperature, ∆TS in
in % at part load, and valid for FPP and CPP °C at part load, and valid for FPP and CPP
c) Correction for engine load
Figs. 6.04.11 and 6.04.12 may be used, as ∆ms% : change in specific exhaust gas amount,
guidance, to determine the relative changes in % of specific amount at specified MCR
in the specific exhaust gas data when running point, see Fig. 6.04.11.
at part load, compared to the values in the
specified MCR point, i.e. using as input PS% = ∆Ts : change in exhaust gas temperature, in °C,
(PS/PM) x 100%: see Fig. 6.04.12.
MAN B&W MC/MCC, ME/ME-B/MEC/MEGI-T-II engines

MAN Diesel 198 71 40-9.0
MAN B&W 6.04
Page 11 of 12
Calculation of Exhaust Data for Derated Engine

Example 3:
Expected exhaust gas data for a derated 6S90ME-C8-TII with high efficiency MAN Diesel turbocharger
type TCA and fixed pitch propeller.
Based on the engine ratings below, and by means of an example, this chapter will show how to calculate
the expected exhaust gas amount and temperature at service rating, and for a given ambient reference
condition different from ISO.
The calculation is made for the service rating (S) being 80% of the specified MCR power of the diesel engine.
Service rating, (S) PS: 21,502 kW and 65.2 r/min, PS = 80.0% of PM
Reference conditions
Air temperature Tair ......................................... 20 °C b) Correction for ambient conditions and

Scavenge air coolant temperature TCW .......... 18 °C backpressure:
Barometric pressure pbar ........................ 1,013 mbar
Exhaust gas backpressure By means of equations [7] and [8]:
at specified MCR ∆pM .......................... 300 mm WC
∆Mamb% =  0.41 x (20  25) + 0.03 x (1,013  1,000)
a) Correction for choice of specified MCR point M + 0.19 x (18  25)  0.011 x (300  300)%
and matching point O:
∆Mamb% = + 1.11%
26,877
PM% =  _____
31,620
 
  x 100 = 85.0%
∆Tamb = 1.6 x (20  25)  0.01 x (1,013  1,000)
nM% =  ___
70.2
78.0
x 100 = 90.0%
  
  + 0.1 x (18  25) + 0.05 x (300  300) °C
∆Tamb =  8.8 °C
By means of Figs. 6.04.07 and 6.04.08:
c) Correction for the engine load:
∆mM% = + 0.25%
∆TM =  7.2 °C Service rating = 80% of specified MCR power
By means of Figs. 6.04.11 and 6.04.12:
As the engine is matched in O lower than 100% M,
and PO% = 100.0% of PM ∆mS% = + 7.1%
we get by means of equation [6] ∆TS =  18.8 °C
∆TO =  0.3 x (100  100.0) =  0.0 °C

MAN Diesel 198 73 16-1.0
MAN B&W 6.04
Page 12 of 12
Final calculation Exhaust gas data at specified MCR (ISO)
By means of equations [4] and [5], the final result is At specified MCR (M), the running point may be in
found taking the exhaust gas flow ML1 and tempera- equations [4] and [5] considered as a service point
ture TL1 from the ‘List of Capacities’: where PS% = 100, ∆ms% = 0.0 and ∆Ts = 0.0.
ML1 = 286,800 kg/h For ISO ambient reference conditions where

∆Mamb% = 0.0 and ∆Tamb = 0.0, the corresponding
26,877
Mexh = 286,800 x  _____
31,620
  x (1 +  ____
  +0.25
100
) x
 
   calculations will be as follows:
26,877
(1 + ___
1.11
 100 ) x (1 + ___
 
    7.1   ) x  ___
100 100
80
= 211,717 kg/h
    Mexh,M = 286,800 x  _____
31,620
x (1 +  ____
 
  
+0.25
100
) x (1 +  ___
 
  
0.0
100
)
   
Mexh = 211,700 kg/h ±5% x (1 +  ___

0.0
100
) x  ____
   
100.0
100
= 244,389 kg/h
 
  
Mexh,M = 244,400 kg/h ±5%

The exhaust gas temperature
Texh,M = 245  7.2  0.0 + 0 + 0 = 237.8 °C
TL1 = 245 °C
Texh,M = 237.8 °C 15 °C
Texh = 245  7.2  0.0  8.8  18.8 = 210.2 °C
The air consumption will be:
Texh = 210.2 °C 15 °C
244,389 x 0.982 kg/h = 239,990 kg/h <=>
239,990/3,600 kg/s = 66.7 kg/s

MAN Diesel 198 73 16-1.0
MAN B&W
Fuel
7
MAN Diesel
MAN B&W 7.01
Page 1 of 3
Pressurised Fuel Oil System
The system is so arranged that both diesel oil and Fuel considerations
heavy fuel oil can be used, see Fig. 7.01.01.
When the engine is stopped, the circulating
From the service tank the fuel is led to an electri- pump will continue to circulate heated heavy fuel
cally driven supply pump by means of which a through the fuel oil system on the engine, thereby
pressure of approximately 4 bar can be main- keeping the fuel pumps heated and the fuel valves
tained in the low pressure part of the fuel circulat- deaerated. This automatic circulation of preheated
ing system, thus avoiding gasification of the fuel in fuel during engine standstill is the background for
the venting box in the temperature ranges applied. our recommendation:
The venting box is connected to the service tank Constant operation on heavy fuel
via an automatic deaerating valve, which will re-
lease any gases present, but will retain liquids. In addition, if this recommendation was not fol-
lowed, there would be a latent risk of diesel oil and
From the low pressure part of the fuel system the heavy fuels of marginal quality forming incompat-
fuel oil is led to an electricallydriven circulating ible blends during fuel change over or when oper-
pump, which pumps the fuel oil through a heater ating in areas with restrictions on sulpher content
and a full flow filter situated immediately before in fuel oil due to exhaust gas emission control.
the inlet to the engine.
In special circumstances a changeover to diesel
The fuel injection is performed by the electroni- oil may become necessary – and this can be per-
cally controlled pressure booster located on the formed at any time, even when the engine is not
Hydraulic Cylinder Unit (HCU), one per cylinder, running. Such a changeover may become neces-
which also contains the actuator for the electronic sary if, for instance, the vessel is expected to be
exhaust valve activation. inactive for a prolonged period with cold engine
e.g. due to:
The Cylinder Control Units (CCU) of the Engine
Control System (described in Section 16.01) cal- • docking
culate the timing of the fuel injection and the ex- • stop for more than five days
haust valve activation. • major repairs of the fuel system, etc.
To ensure ample filling of the HCU, the capacity of The builton overflow valves, if any, at the supply
the electricallydriven circulating pump is higher pumps are to be adjusted to 5 bar, whereas the
than the amount of fuel consumed by the diesel external bypass valve is adjusted to 4 bar. The
engine. Surplus fuel oil is recirculated from the en- pipes between the tanks and the supply pumps
gine through the venting box. shall have minimum 50% larger passage area than
the pipe between the supply pump and the circu-
To ensure a constant fuel pressure to the fuel lating pump.
injection pumps during all engine loads, a spring
loaded overflow valve is inserted in the fuel oil If the fuel oil pipe ‘X’ at inlet to engine is made as
system on the engine. a straight line immediately at the end of the en-
gine, it will be necessary to mount an expansion
The fuel oil pressure measured on the engine (at joint. If the connection is made as indicated, with
fuel pump level) should be 78 bar, equivalent to a a bend immediately at the end of the engine, no
circulating pump pressure of 10 bar. expansion joint is required.
MAN B&W ME/MEC/MEGI/ME-B engines

MAN Diesel 198 42 282.7
MAN B&W 7.01
Page 2 of 3
Fuel Oil System
From centrifuges # )
Aut. deaerating valve

Deck
Venting tank
Arr. of main engine fuel oil system.
(See Fig. 7.03.01)
Top of fuel oil service tank Diesel
Heavy fuel oil oil
service tank service
AD F tank
AF If the fuel oil pipe to engine is made as a straight line D* )
immediately before the engine, it will be necessary to
X mount an expansion unit. If the connection is made
BD as indicated, with a bend immediately before the
No valve in drain pipe engine, no expansion unit is required.
between engine and tank D* )
TE 8005 PT 8002
32 mm Nominal bore
PI PI TI TI Overflow valve
To HFO settling tank Adjusted to 4 bar
a) b)
Fuel oil
drain tank a)
overflow tank To jacket water d* )
Heater Circulating pumps Supply pumps
cooling pump
VT 8004
To sludge tank
Full flow filter.
For filter type see engine spec.
#) Approximately the following quantity of fuel oil should be treated in

the centrifuges: 0.23 l/kwh as explained in Section 7.05. The capacity of
the centrifuges to be according to manufacturer’s recommendation.
* ) D to have min. 50% larger passage area than d.
178 52 197.4
Diesel oil
Heavy fuel oil
Heated pipe with insulation
a) Tracing fuel oil lines: Max.150°C
b) Tracing drain lines: By jacket cooling water
The letters refer to the list of ‘Counterflanges’
Fig. 7.01.01: Fuel oil system
MAN B&W K98ME/ME-C, S90ME-C, K90ME/ME-C,

S80ME-C, K80ME-C, S70ME-C/ME-GI, L70ME-C,
S65ME-C/ME-GI, S60ME-C/ME-GI/ME-B, L60ME-C
MAN Diesel 198 76 609.0
MAN B&W 7.01
Page 3 of 3
Drain of clean fuel oil from HCU, pumps, pipes Heating of fuel drain pipes
The HCU Fuel Oil Pressure Booster has a leakage Owing to the relatively high viscosity of the heavy
drain of clean fuel oil from the umbrella sealing fuel oil, it is recommended that the drain pipes
through ‘AD’ to the fuel oil drain tank. and the fuel oil drain tank are heated to min. 50 °C,
but max. 100 °C.
The flow rate in litres is approximately as listed in
Table 7.01.01. The drain pipes between engine and tanks can
be heated by the jacket water, as shown in Fig.
7.01.01 ‘Fuel pipe heating’ as flange ‘BD’.
Flow rate,
Engine litres/cyl. h.
K98ME/ME-C, S90ME-C 1.25 Fuel oil flow velocity and viscosity
K90ME/ME-C, S/K80ME-C, S70ME-C/
ME-GI, L70ME-C, S65ME-C/ME-GI 0.75 For external pipe connections, we prescribe the
S/L60ME-C, S60ME-GI 0.60 following maximum flow velocities:
Marine diesel oil........................................... 1.0 m/s

Table 7.01.01: Approximate flow in HCU leakage drain. Heavy fuel oil................................................ 0.6 m/s
The fuel viscosity is influenced by factors such as

This drained clean oil will, of course, influence the emulsification of water into the fuel for reducing
measured SFOC, but the oil is not wasted, and the the NOx emission. This is further described in Sec-
quantity is well within the measuring accuracy of tion 7.06.
the flowmeters normally used.
An emulsification arrangement for the main engine
The main purpose of the drain ‘AF’ is to collect is described in our publication:
pure fuel oil from the fuel pumps as well as the
unintentional leakage from the high pressure Exhaust Gas Emission Control Today and
pipes. The drain oil is led to a sludge tank and can Tomorrow
be pumped to the Heavy Fuel Oil service tank or
to the settling tank. Further information about fuel oil specifications is
available in our publication:
The ‘AF’ drain is provided with a box for giving
alarm in case of leakage in a high pressure pipe. Guidelines for Fuels and Lubes Purchasing
The size of the sludge tank is determined on the The publications are available at:
basis of the draining intervals, the classification www.mandiesel.com under
society rules, and on whether it may be vented ‘Quicklinks’ → ‘Technical Papers’.
directly to the engine room.
Drains ‘AD’ and ‘AF’ are shown in Fig. 7.03.01.
Drain of contaminated fuel etc.
Leakage oil, in shape of fuel and lubricating oil

contaminated with water, dirt etc. and collected
by the HCU Base Plate top plate, is drained off
through the bedplate drains ‘AE’.
Drain ‘AE’ is shown in Fig. 8.07.02.

MAN Diesel 198 76 609.0
MAN B&W 7.02
Page 1 of 1
Fuel Oils
Marine diesel oil: Guiding heavy fuel oil specification
Marine diesel oil ISO 8217, Class DMB Based on our general service experience we have,
British Standard 6843, Class DMB as a supplement to the above mentioned stand-
Similar oils may also be used ards, drawn up the guiding HFO specification
shown below.
Heavy fuel oil (HFO) Heavy fuel oils limited by this specification have,
to the extent of the commercial availability, been
Most commercially available HFO with a viscosity used with satisfactory results on MAN B&W
below 700 cSt at 50 °C (7,000 sec. Redwood I at twostroke low speed diesel engines.
100 °F) can be used.
The data refers to the fuel as supplied i.e. before
For guidance on purchase, reference is made any on-board cleaning.
to ISO 8217:1996 and ISO 8217:2005, British
Standard 6843 and to CIMAC recommendations Guiding specification (maximum values)
regarding requirements for heavy fuel for diesel
engines, fourth edition 2003, in which the maxi-
Density at 15 °C kg/m3 < 1.010*
mum acceptable grades are RMH 700 and RMK Kinematic viscosity
700. The abovementioned ISO and BS standards at 100 °C cSt < 55
supersede BSMA 100 in which the limit was M9.
at 50 °C cSt < 700
The data in the above HFO standards and speci- Flash point °C > 60
fications refer to fuel as delivered to the ship, i.e. Pour point °C < 30
before on-board cleaning. Carbon residue % (m/m) < 22
Ash % (m/m) < 0.15
In order to ensure effective and sufficient cleaning
of the HFO, i.e. removal of water and solid con- Total sediment potential % (m/m) < 0.10
taminants, the fuel oil specific gravity at 15 °C (60 Water % (v/v) < 0.5
°F) should be below 0.991, unless modern types Sulphur % (m/m) < 4.5
of centrifuges with adequate cleaning abilities are
Vanadium mg/kg < 600
used.
Aluminum + Silicon mg/kg < 80
Higher densities can be allowed if special treat- Equal to ISO 8217:2005 - RMK 700
ment systems are installed. / CIMAC recommendation No. 21 - K700
* Provided automatic clarifiers are installed
Current analysis information is not sufficient for
m/m = mass v/v = volume
estimating the combustion properties of the oil.
This means that service results depend on oil
properties which cannot be known beforehand. If heavy fuel oils with analysis data exceeding the
This especially applies to the tendency of the oil above figures are to be used, especially with re-
to form deposits in combustion chambers, gas gard to viscosity and specific gravity, the engine
passages and turbines. It may, therefore, be nec- builder should be contacted for advice regarding
essary to rule out some oils that cause difficulties. possible fuel oil system changes.

MAN Diesel 198 38 80-4.5
MAN B&W 7.03
Page 1 of 1
Fuel Oil Pipes and Drain Pipes
Cyl.1 Cyl.1
Fuel valve Fuel valve
High pressure pipes Bypass valve
Hydraulic Cylinder Unit

F
PT 8001 I AL
PI 8001 Local operation panel

TE 8005 I TI 8005
PI 8001
LS 8006 AH
X
AD Drain box with
leakage alarm
ZV 8020 Z
AF
Fuel cutout system
Only for Germanischer Lloyd
To sludge tank
The letters refer to list of ‘Counterflanges’
The item No. refer to ‘Guidance values automation’
126 40 91-7.8.0a
Fig. 7.03.01: Fuel oil and drain pipes

K80ME-C MAN Diesel 198 39 48-9.4
MAN B&W 7.04
Page of 3
Fuel Oil Pipe Insulation
Insulation of fuel oil pipes and fuel oil drain pipes Flanges and valves
should not be carried out until the piping systems
have been subjected to the pressure tests speci- The flanges and valves are to be insulated by
fied and approved by the respective classification means of removable pads. Flange and valve pads
society and/or authorities, Fig. 7.04.01. are made of glass cloth, minimum 400 g/m2,
containing mineral wool stuffed to minimum 150
The directions mentioned below include insulation kg/m3.
of hot pipes, flanges and valves with a surface
temperature of the complete insulation of maxi- Thickness of the pads to be:
mum 55 °C at a room temperature of maximum 38 Fuel oil pipes................................................. 20 mm
°C. As for the choice of material and, if required, Fuel oil pipes and heating pipes together..... 30 mm
approval for the specific purpose, reference is
made to the respective classification society. The pads are to be fitted so that they lap over the
pipe insulating material by the pad thickness. At
flanged joints, insulating material on pipes should
Fuel oil pipes not be fitted closer than corresponding to the
minimum bolt length.
The pipes are to be insulated with 20 mm mineral
wool of minimum 150 kg/m3 and covered with
glass cloth of minimum 400 g/m2. Mounting
Mounting of the insulation is to be carried out in

Fuel oil pipes and heating pipes together accordance with the supplier’s instructions.
Two or more pipes can be insulated with 30 mm

wired mats of mineral wool of minimum 150 kg/m3
covered with glass cloth of minimum 400 g/m2.
!ç!
"ç"
&ORE &UELæOILæINLET
! #YLæ "
%
&UNNELæANDæ
8 & PIPEæMM
NOTæTOæBEæINSULATED &UELæOILæDRAIN
"&æ"8 ! " UMBRELLA
$RAINæPIPEæFUELæOIL
&UELæOILæOUTLET
!ç!
&UELæOILæINLET
(EATINGæPIPE
% &UELæOILæOUTLET
3EENæFROMæCYLæSIDE
(EATINGæPIPE
#YLæ &ORE
!$
!&
"$
Fig. 7.04.01: Details of fuel oil pipes insulation, option: 4 35 121. Example from 98-50 MC engine 178 50 65 0.2
MAN B&W MC/MCC, ME/ME-C/ME-GI/ME-B engines,

Engine Selection Guide MAN Diesel 198 40 518.3
MAN B&W 7.04
Page of 3
Heat Loss in Piping
Temperature difference between pipe and room

°C
20
30
s
es
40
kn
ic
50
th
n
60
tio
su 70 0
la
In 8 0
9 0
10 0
12
0
16
0
20
Heat loss watt/meter pipe

Pipe diameter mm
178 50 602.0
Fig. 7.04.02: Heat loss/Pipe cover
MAN B&W MC/MCC, ME/ME-C/ME-GI/ME-B engines,

MAN B&W 7.04
Page 3 of 3
Fuel Oil Pipe Heat Tracing
The steam tracing of the fuel oil pipes is intended 2. When the circulation pump is stopped with
to operate in two situations: heavy fuel oil in the piping and the pipes have
cooled down to engine room temperature, as
1. When the circulation pump is running, there it is not possible to pump the heavy fuel oil.
will be a temperature loss in the piping, see In this situation the fuel oil must be heated to
Fig. 7.04.02. This loss is very small, therefore pumping temperature of about 50 ºC.
tracing in this situation is only necessary with
very long fuel supply lines. To heat the pipe to pumping level we recom-
mend to use 100 watt leaking/meter pipe.
Fresh cooling
L
Cyl. 1 water outlet
Fuel valve
Shock absorber Drain cyl. frame
See drawing
Fuel pump
Fuel oil pipes insulation
F
BX
AF
AD
BD
X
BF

178 50 625.0
Fig. 7.04.03: Fuel oil pipe heat tracing
Fuel Oil and Lubricating Oil Pipe Spray Shields
In order to fulfil IMO regulations, fuel oil and lubri- To avoid leaks, the spray shields are to be in-
cating oil pipe assemblies are to be enclosed by stalled after pressure testing of the pipe system.
spray shields as shown in Fig. 7.04.04a and b.
Antisplashing tape Clamping bands
Overlap
The tape is to be wrapped in accordance with Plate 0,5 mm. thickness The width is to cover
the makers instruction for class approval head of bolts and nuts
178 52 555.2
Fig. 7.04.04a: Spray Shields by anti-splashing tape Fig. 7.04.04b: Spray Shields by clamping bands
MAN B&W K98MC/MCC, K98ME/ME-C, S90MC-C, S90ME-C,

K90MC-C, K90ME/ME-C, S80MC/MC-C, S80ME-C, K80MC-C,
K80ME-C, S70MC, S/L70MC-C, S/L70ME-C, S70ME-GI, S65ME-GI,
MAN Diesel 198 67 68-4.1
S60MC, S/L60MC-C, S/L60ME-C, S60ME-B, S60ME-GI, S50MC,

Engine Selection Guide
MAN B&W 7.05
Page 1 of 3
Components for Fuel Oil System
Fuel oil centrifuges If it is decided after all to install an individual puri-

fier for MDO on board, the capacity should be
The manual cleaning type of centrifuges are not to based on the above recommendation, or it should
be recommended, neither for attended machinery be a centrifuge of the same size as that for HFO.
spaces (AMS) nor for unattended machinery spac-
es (UMS). Centrifuges must be selfcleaning, either The Nominal MCR is used to determine the to-
with total discharge or with partial discharge. tal installed capacity. Any derating can be taken
into consideration in borderline cases where the
Distinction must be made between installations for: centrifuge that is one step smaller is able to cover
Specified MCR.
• Specific gravities < 0.991 (corresponding to ISO
8217 and British Standard 6843 from RMA to
RMH, and CIMAC from A to Hgrades Fuel oil supply pump
• Specific gravities > 0.991 and (corresponding to This is to be of the screw or gear wheel type.
CIMAC Kgrades).
Fuel oil viscosity, specified..... up to 700 cSt at 50 °C
For the latter specific gravities, the manufacturers Fuel oil viscosity maximum........................1000 cSt
have developed special types of centrifuges, e.g.: Pump head.......................................................4 bar
Fuel oil flow......................... see ‘List of Capacities’
Alfa Laval.........................................................Alcap Delivery pressure.............................................4 bar
Westfalia........................................................ Unitrol Working temperature.................................... 100 °C
Mitsubishi............................................... EHidens II Minimum temperature..................................... 50 °C
The centrifuge should be able to treat approxi- The capacity stated in ‘List of Capacities’ is to be ful-
mately the following quantity of oil: filled with a tolerance of: ÷0% to +15% and shall also
be able to cover the backflushing, see ‘Fuel oil filter’.
0.23 litres/kWh
This figure includes a margin for: Fuel oil circulating pump
• Water content in fuel oil This is to be of the screw or gear wheel type.
• Possible sludge, ash and other impurities in the
fuel oil Fuel oil viscosity, specified..... up to 700 cSt at 50 °C
• Increased fuel oil consumption, in connection Fuel oil viscosity normal.................................20 cSt
with other conditions than ISO standard condi- Fuel oil viscosity maximum........................1000 cSt
tion Fuel oil flow......................... see ‘List of Capacities’
• Purifier service for cleaning and maintenance. Pump head.......................................................6 bar
Delivery pressure........................................... 10 bar
The size of the centrifuge has to be chosen ac- Working temperature.................................... 150 °C
cording to the supplier’s table valid for the select-
ed viscosity of the Heavy Fuel Oil. Normally, two The capacity stated in ‘List of Capacities’ is to be ful-
centrifuges are installed for Heavy Fuel Oil (HFO), filled with a tolerance of: ÷0% to +15% and shall also
each with adequate capacity to comply with the be able to cover the backflushing, see ‘Fuel oil filter’.
above recommendation.
Pump head is based on a total pressure drop in
A centrifuge for Marine Diesel Oil (MDO) is not a filter and preheater of maximum 1.5 bar.
must. However, MAN Diesel recommends that at
least one of the HFO purifiers can also treat MDO.
MAN B&W MC/MC-C, ME/MEC/MEGI/ME-B engines

MAN Diesel 198 39 512.6
MAN B&W 7.05
Page 2 of 3
Fuel Oil Heater
The heater is to be of the tube or plate heat ex- Fuel oil viscosity specified.... up to 700 cSt at 50°C
changer type. Fuel oil flow..................................... see capacity of
fuel oil circulating pump
The required heating temperature for different oil Heat dissipation.................. see ‘List of Capacities’
viscosities will appear from the ‘Fuel oil heating Pressure drop on fuel oil side.........maximum 1 bar
chart’, Fig. 7.05.01. The chart is based on informa- Working pressure........................................... 10 bar
tion from oil suppliers regarding typical marine Fuel oil inlet temperature..................approx. 100 °C
fuels with viscosity index 7080. Fuel oil outlet temperature............................ 150 °C
Steam supply, saturated...........................7 bar abs
Since the viscosity after the heater is the control-
led parameter, the heating temperature may vary, To maintain a correct and constant viscosity of
depending on the viscosity and viscosity index of the fuel oil at the inlet to the main engine, the
the fuel. steam supply shall be automatically controlled,
usually based on a pneumatic or an electrically
Recommended viscosity meter setting is 1015 cSt. controlled system.
Approximate viscosity
after heater
Temperature cSt. sec.

after heater Rw.
C
7 43
170
Normal heating limit 10 52
160
12 59
150
15 69
140
20 87
130
120
30 125
110
100
90
80
70
60
Approximate pumping limit
50
40
30
10 15 25 35 45 55 cST/100˚C
30 60 100 180 380 600 cST/50˚C
200 400 800 1500 3500 6000 sec.Rw/100˚ F
178 06 280.1
Fig. 7.05.01: Fuel oil heating chart

MAN Diesel 198 39 512.6
MAN B&W 7.05
Page of 3
Fuel oil filter Fuel oil venting box
The filter can be of the manually cleaned duplex The design of the Fuel oil venting box is shown in
type or an automatic filter with a manually cleaned Fig. 7.05.02. The size is chosen according to the
bypass filter. maximum flow of the fuel oil circulation pump,
which is listed in section 6.03.
If a double filter (duplex) is installed, it should
have sufficient capacity to allow the specified full 6ENTæPIPE
NOMINALæ$
amount of oil to flow through each side of the filter
at a given working temperature with a max. 0.3
bar pressure drop across the filter (clean filter). #ONE
(

If a filter with backflushing arrangement is
installed, the following should be noted. The re-
quired oil flow specified in the ‘List of capacities’,

i.e. the delivery rate of the fuel oil supply pump and
the fuel oil circulating pump, should be increased
by the amount of oil used for the backflushing, so 4OPæOFæFUELæOILæ
SERVICEæTANK
that the fuel oil pressure at the inlet to the main en-
(
gine can be maintained during cleaning. )NLETæPIPE

NOMINALæ$
(
In those cases where an automatically cleaned
(
filter is installed, it should be noted that in order
to activate the cleaning process, certain makers of
filters require a greater oil pressure at the inlet to
the filter than the pump pressure specified. There- 0IPE
NOMINALæ$
fore, the pump capacity should be adequate for
this purpose, too.
(
The fuel oil filter should be based on heavy fuel oil /UTLETæPIPE
NOMINALæ$
of: 130 cSt at 80 °C = 700 cSt at 50 °C = 7000 sec
178 38 393.3
Redwood I/100 °F.
Flow m3/h Dimensions in mm
Fuel oil flow.......................... see ‘List of capacities’ Q (max.)* D1 D2 D3 H1 H2 H3 H4 H5
Working pressure........................................... 10 bar 1.3 150 32 15 100 600 171.3 1,000 550
Test pressure....................... according to class rule 2.1 150 40 15 100 600 171.3 1,000 550
Absolute fineness........................................... 50 µm 5.0 200 65 15 100 600 171.3 1,000 550
Working temperature................... maximum 150 °C 8.4 400 80 15 150 1,200 333.5 1,800 1,100
Oil viscosity at working temperature.............15 cSt 11.5 400 90 15 150 1,200 333.5 1,800 1,100
Pressure drop at clean filter.........maximum 0.3 bar 19.5 400 125 15 150 1,200 333.5 1,800 1,100
29.4 500 150 15 150 1,500 402.4 2,150 1,350
Filter to be cleaned at a pressure
43.0 500 200 15 150 1,500 402.4 2,150 1,350
drop of . .......................................maximum 0.5 bar
* The maximum flow of the fuel oil circulation pump
Note: Fig. 07.05.02: Fuel oil venting box

Absolute fineness corresponds to a nominal fine-
ness of approximately 35 µm at a retaining rate of
90%. Flushing of the fuel oil system
The filter housing shall be fitted with a steam jack- Before starting the engine for the first time, the
et for heat tracing. system on board has to be flushed in accordance
with MAN Diesel’s recommendations ‘Flushing of
Fuel Oil System’ which is available on request.
MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines,

MC/ME Engine selection guides MAN Diesel 198 47 35-0.2
MAN B&W 7.06
Page 1 of 2
Water In Fuel Emulsification
The emulsification of water into the fuel oil reduc- Safety system
es the NOx emission with about 1% per 1% water
added to the fuel up to about 20% without modifi- In case the pressure in the fuel oil line drops, the
cation of the engine fuel injection equipment. water homogenised into the Water In Fuel emul-
sion will evaporate, damaging the emulsion and
A Water In Fuel emulsion (WIF) mixed for this pur- creating supply problems. This situation is avoid-
pose and based on Heavy Fuel Oil (HFO) is stable ed by installing a third, air driven supply pump,
for a long time, whereas a WIF based on Marine which keeps the pressure as long as air is left in
Diesel Oil is only stable for a short period of time the tank ‘S’, see Fig. 7.06.01.
unless an emulsifying agent is applied.
Before the tank ‘S’ is empty, an alarm is given and
As both the MAN B&W twostroke main engine the drain valve is opened, which will drain off the
and the MAN Diesel GenSets are designed to run WIF and replace it with HFO or diesel oil from the
on emulsified HFO, it can be used for a common service tank.
system.
The drain system is kept at atmospheric pressure,
It is supposed below, that both the main engine so the water will evaporate when the hot emulsion
and GenSets are running on the same fuel, either enters the safety tank. The safety tank shall be
HFO or a homogenised HFO-based WIF. designed accordingly.
Special arrangements are available on request for

a more sophisticated system in which the GenSets Impact on the auxiliary systems
can run with or without a homogenised HFO-
based WIF, if the main engine is running on that. Please note that if the engine operates on Water
In Fuel emulsion (WIF), in order to reduce the NOx
Please note that the fuel pump injection capacity emission, the exhaust gas temperature will de-
shall be confirmed for the main engine as well as crease due to the reduced air / exhaust gas ratio
the GenSets for the selected percentage of water and the increased specific heat of the exhaust gas.
in the WIF.
Depending on the water content, this will have an
impact on the calculation and design of the fol-
Temperature and pressure lowing items:
When water is added by emulsification, the fuel • Freshwater generators

viscosity increases. In order to keep the injection • Energy for production of freshwater
viscosity at 10-15 cSt and still be able to operate • Jacket water system
on up to 700 cSt fuel oil, the heating temperature • Waste heat recovery system
has to be increased to about 170 °C depending on • Exhaust gas boiler
the water content. • Storage tank for freshwater
The higher temperature calls for a higher pressure For further information about emulsification of wa-
to prevent cavitation and steam formation in the ter into the fuel and use of Water In Fuel emulsion
system. The inlet pressure is thus set to 13 bar. (WIF), please refer to our publication titled:
In order to avoid temperature chock when mixing Exhaust Gas Emission Control Today and
water into the fuel in the homogeniser, the water Tomorrow
inlet temperature is to be set to 7090 °C.
under ‘Quicklinks’ → ‘Technical Papers

MAN Diesel 198 38 828.3
MAN B&W 7.06
Page 2 of 2
From
centrifuges Deck
Automatic
To special deaerating Deaerating to be
safety tank valve controlled against
expansion of water
Venting box
Diesel BX F
Heavy fuel oil
oil service
service tank
tank
X
To HFO BF AD
F. O. special service or
safety tank AF BD
settling tank
Common fuel oil supply unit 32 mm

Nom.
Overflow valve bore
adjusted to b)
12 bar Full flow a)
Homogeniser filter Main engine
Supply pumps
Water in oil F.O.
measuring drain
Filter
Booster tank
pump To HFO service
or settling tank
Circulating Heater
Fresh water
Compressed pumps
supply
air
‘S’ Safety pump
Supply air tank air operated
A2 A2 A2
A1 A1 A1
A3 A3 A3
GenSet GenSet GenSet
Fuel oil
To HFO service sludge tank To freshwater cooling
or settling tank pump suction
– – – – – – – – – Diesel oil Number of auxiliary engines, pumps, coolers, etc.

Heavy fuel oil are subject to alterations according to the actual
Heated pipe with insulation plant specification.
a) Tracing fuel oil lines: Max. 150 °C The letters refer to the list of ‘Counterflanges’.
b) Tracing fuel oil drain lines: Max. 90 °C,
min. 50 °C for installations with jacket cooling water
198 99 018.3
Fig. 7.06.01: System for emulsification of water into the fuel common to the main engine and MAN Diesel GenSets

MAN Diesel 198 38 828.3
MAN B&W
Lubricating Oil

8
MAN Diesel
MAN B&W 8.01
Page 1 of 1
Lubricating and Cooling Oil System
The lubricating oil is pumped from a bottom tank has a drain arrangement so that oil condensed in
by means of the main lubricating oil pump to the the pipe can be led to a drain tank, see details in
lubricating oil cooler, a thermostatic valve and, Fig. 8.07.01.
through a fullflow filter, to the engine inlet RU, Fig.
8.01.01. Drains from the engine bedplate ‘AE’ are fitted on
both sides, see Fig. 8.07.02 ‘Bedplate drain pipes’.
RU lubricates main bearings, thrust bearing, axial
vibration damper, piston cooling, crosshead bear- For external pipe connections, we prescribe a
ings, crankpin bearings. It also supplies oil to the maximum oil velocity of 1.8 m/s.
Hydraulic Power Supply unit and to moment com-
pensator and torsional vibration damper.
Lubrication of turbochargers
From the engine, the oil collects in the oil pan,
from where it is drained off to the bottom tank, Turbochargers with slide bearings are normally
see Fig. 8.06.01a and b ‘Lubricating oil tank, with lubricated from the main engine system. AB is
cofferdam’. By class demand, a cofferdam must outlet from the turbocharger, see Figs. 8.03.01 to
be placed underneath the lubricating oil tank. 8.03.04, which are shown with sensors for UMS.
The engine crankcase is vented through ‘AR’ by a Figs. 8.03.01 to 8.03.04 show the lube oil pipe ar-
pipe which extends directly to the deck. This pipe rangements for different turbocharger makes.
Deck
Engine
oil
To drain tank
*
Min. 15°
Thermostatic valve Pos. 005: throttle valve

E
TI TI TI PI PI RU
AR
Feeler, 45 °C Fullflow filter AB
Lube. oil
cooler Deaeration
RW S S
For initial fillling of pumps

Lube oil bottom tank
Pos. 006: 25 mm valve with cofferdam
for cleaning process From purifier To purifier
Lube oil pumps Servo oil backflushing
see Section 8.08

* Venting for MAN Diesel or Mitsubishi turbochargers only
198 99 844.5
Fig. 8.01.01 Lubricating and cooling oil system
MAN B&W ME/MEC/MEGI engines

MAN Diesel 198 42 304.3
MAN B&W 8.02
Page of 2
Hydraulic Power Supply Unit
Internally on the engine RU is connected to the The Hydraulic power supply is available
Hydraulic Power Supply unit (HPS) which supplies in 2 versions
the hydraulic oil to the Hydraulic Cylinder Units The standard version, EoD 4 40 660, is the clas-
(HCUs). The HPS unit can be either mounted onto sic ME power supply where the hydraulic power
the engine and engine driven (EoD 4 40 160) or is generated by engine driven pumps and start up
delivered separately electrically driven, option 4 pressure is created by electric driven start pumps.
40 660. See figs. 16.01.02 and 16.01.03 respec- The capacity of the start up pumps is only suf-
tively. ficient to make the start up pressure. The engine
can not run with the engine driven pumps out of
The hydraulic power supply unit shown in Fig. operation.
8.02.01, consists of:
The optional version, EoD 4 40 661 is similar to
• an automatic main filter with a redundance filter, the standard version, but the electric driven start
in parallel up pumps have a capacity sufficient to give Take
• two electrically driven pumps Home power at least 15% engine power. The
• three engine driven pumps electric power consumption should be taken into
• an safety and accumulator block consideration in the specification of the auxilliary
machinery capacity.
RW is the oil outlet from the automatic backflush-
ing filter.
At start one of the two electrically driven startup

pumps is activated, and it is stopped as soon as
the three engine driven pumps have taken over
the hydraulic oil supply.
The hydraulic oil is supplied to the Hydraulic Cyl-

inder Units (HCU) located at each cylinder, where
it is diverted to the electronic Fuel Injection sys-
tem, and to the electronic exhaust Valve Activa-
tion (FIVA) system, which perform the fuel injec-
tion and opens the exhaust valve. The exhaust
valve is closed by the conventional ‘air spring’.
The electronic signals to the FIVA valves are given

by the Engine Control System, see Chapter 16,
Engine Control System (ECS).
MAN B&W ME/ME-C/ME-GI engines

MAN Diesel 198 42 31-6.1
MAN B&W
To hydraulic LS 1234 AH TI 8113

TI 8106
cylinder unit

FS 8114 AL Y TI 8113 i AH
TE 8106 I AH Y
Crosshead bearings & piston Main bearings
TE 8106 Z
Hydraulic oil
S Fore
Hydraulic Power Supply unit Aft
AR
Safety and accumulator block
System oil outlet
Engine Electrically driven PI 8108

driven pumps Axial vibration damper
pumps PI 8108 I AL Y WI 8812
Fig. 8.02.01: Engine driven hydraulic power supply unit

PI 8108 Z WT 8812 I AH Y
M M
Hydraulic power supply unit, Engine Driven
MAN Diesel
Filter unit
Automatic
by-pass
valve
Back-flushing oil
Main filter RW
Redundance filter TE 8106 I AH
TI 8112
The letters refer to ‘List of flanges’
LS 1235 AH LS 1236 AH Z
The pos. numbers refer to ‘List of instruments’
RU Lube oil to turbocharger
The piping is delivered with and fitted onto the engine
198 42 31-6.1
178 48 134.1
Page of 2
8.02
MAN B&W 8.03
Page 1 of 2
Lubricating Oil Pipes for Turbochargers
From system oil
PI 8103
MAN Diesel TCA

turbocharger
TI 8117 PT 8103 I AL
TE 8117 I AH
AB
121 14 96-6.1.0
Fig. 8.03.01: MAN Diesel turbocharger type TCA
From system oil
PI 8103
PT 8103 I AL
ABB TPL TI 8117

turbocharger
TE 8117 I AH
AB
126 40 85-8.3.0
Fig. 8.03.02: ABB turbocharger type TPL
MAN B&W MC/MCC, ME/MEC/MEGI/ME-B engines,

MAN B&W 8.03
Page 2 of 2
From system oil
PI 8103
E
MET turbocharger
TI 8117
TE 8117 I AH
AB
126 40 87-1.2.0
Fig. 8.03.03: Mitsubishi turbocharger type MET
MAN B&W MC/MCC, ME/MEC/MEGI/ME-B engines,

MAN B&W 8.04
Page 1 of 1
Lubricating Oil Centrifuges and List of Lubricating Oils
For Unattended Machinery Spaces (UMS), auto-

matic centrifuges with total discharge or partial
discharge are to be used. Manual cleaning cen-
trifuges can only be used for Attended Machinery
Spaces (AMS).
The nominal capacity of the centrifuge is to be

according to the supplier’s recommendation for
lubricating oil, based on the figure:
0.136 litre/kWh
The Nominal MCR is used as the total installed

power.
List of lubricating oils
The circulating oil (lubricating and cooling oil)

must be of the rust and oxidation inhibited type of
oil of SAE 30 viscosity grade.
In order to keep the crankcase and piston cooling

spaces clean of deposits, the oil should have ad-
equate dispersion and detergent properties.
Alkaline circulating oils are generally superior in

this respect.
The oils listed below have all given long-term sat-

isfactory service in MAN B&W engine installations:
Circulating oil
Company SAE 30, BN 510
BP Energol OEHT 30
Castrol CDX 30
Chevron *) Veritas 800 Marine 30
ExxonMobil Mobilgard 300
Shell Melina 30 / S 30
Total Atlanta Marine D 3005
*) Includes Caltex, Chevron and Texaco
Also other brands have been used with satisfac-

tory results.
MAN B&W MC/MC-C, ME/MEC/MEGI/ME-B engines,

MAN B&W 8.05
Page 1 of 3
Components for Lubricating Oil System
Lubricating oil pump Lubricating oil cooler
The lubricating oil pump can be of the displace- The lubricating oil cooler must be of the shell and
ment wheel, or the centrifugal type: tube type made of seawater resistant material, or
a plate type heat exchanger with plate material
Lubricating oil viscosity, specified....75 cSt at 50 °C of titanium, unless freshwater is used in a central
Lubricating oil viscosity............ maximum 400 cSt * cooling water system.
Lubricating oil flow............... see ‘List of capacities’
Design pump head........................................4.6 bar Lubricating oil viscosity, specified....75 cSt at 50 °C
Delivery pressure..........................................4.6 bar Lubricating oil flow............... see ‘List of capacities’
Max. working temperature.............................. 70 °C Heat dissipation................... see ‘List of capacities’
Lubricating oil temperature, outlet cooler....... 45 °C
* 400 cSt is specified, as it is normal practice when Working pressure on oil side.........................4.6 bar
starting on cold oil, to partly open the bypass Pressure drop on oil side.............maximum 0.5 bar
valves of the lubricating oil pumps, so as to reduce Cooling water flow................ see ‘List of capacities’
the electric power requirements for the pumps. Cooling water temperature at inlet:
seawater.......................................................... 32 °C
The flow capacity must be within a range from freshwater........................................................ 36 °C
100 to 112% of the capacity stated. Pressure drop on water side........maximum 0.2 bar
The pump head is based on a total pressure drop The lubricating oil flow capacity must be within a
across cooler and filter of maximum 1 bar. range from 100 to 112% of the capacity stated.
Referring to Fig. 8.01.01, the bypass valve shown The cooling water flow capacity must be within a
between the main lubricating oil pumps may be range from 100 to 110% of the capacity stated.
omitted in cases where the pumps have a builtin
bypass or if centrifugal pumps are used. To ensure the correct functioning of the lubricat-
ing oil cooler, we recommend that the seawater
If centrifugal pumps are used, it is recommended temperature is regulated so that it will not be
to install a throttle valve at position ‘005’ to prevent lower than 10 °C.
an excessive oil level in the oil pan if the centrifugal
pump is supplying too much oil to the engine. The pressure drop may be larger, depending on
the actual cooler design.
During trials, the valve should be adjusted by
means of a device which permits the valve to be
closed only to the extent that the minimum flow Lubricating oil temperature control valve
area through the valve gives the specified lubri-
cating oil pressure at the inlet to the engine at full The temperature control system can, by means of
normal load conditions. It should be possible to a threeway valve unit, bypass the cooler totally
fully open the valve, e.g. when starting the engine or partly.
with cold oil.
Lubricating oil viscosity, specified.....75 cSt at 50 °C
It is recommended to install a 25 mm valve (pos. Lubricating oil flow............... see ‘List of capacities’
006), with a hose connection after the main lubri- Temperature range, inlet to engine..........40  47 °C
cating oil pumps, for checking the cleanliness of
the lubricating oil system during the flushing pro-
cedure. The valve is to be located on the under-
side of a horizontal pipe just after the discharge
from the lubricating oil pumps.
MAN B&W S90MC-C7/8, S90MEC7/8,

K90ME9, K90MEC9, S80MEC7/8/9 MAN Diesel 198 42 377.4
MAN B&W 8.05
Page 2 of 3
Lubricating oil full flow filter
Lubricating oil flow............... see ‘List of capacities’ If a filter with a backflushing arrangement is in-
Working pressure..........................................4.6 bar stalled, the following should be noted:
Test pressure......................according to class rules
Absolute fineness..........................................50 µm* • The required oil flow, specified in the ‘List of
Working temperature.............. approximately 45 °C capacities’, should be increased by the amount
Oil viscosity at working temp............... 90  100 cSt of oil used for the backflushing, so that the
Pressure drop with clean filter.....maximum 0.2 bar lubricating oil pressure at the inlet to the main
Filter to be cleaned engine can be maintained during cleaning.
at a pressure drop........................maximum 0.5 bar
• If an automatically cleaned filter is installed, it
* The absolute fineness corresponds to a nominal should be noted that in order to activate the
fineness of approximately 35 µm at a retaining cleaning process, certain makes of filter require
rate of 90%. a higher oil pressure at the inlet to the filter than
the pump pressure specified. Therefore, the
The flow capacity must be within a range from pump capacity should be adequate for this pur-
100 to 112% of the capacity stated. pose, too.
The fullflow filter should be located as close as

possible to the main engine. Flushing of lube oil system
If a double filter (duplex) is installed, it should Before starting the engine for the first time, the lu-
have sufficient capacity to allow the specified full bricating oil system on board has to be cleaned in
amount of oil to flow through each side of the filter accordance with MAN Diesel’s recommendations:
at a given working temperature with a pressure ‘Flushing of Main Lubricating Oil System’, which is
drop across the filter of maximum 0.2 bar (clean available on request.
filter).
MAN B&W S90MC-C7/8, S90MEC7/8,

K90ME9, K90MEC9, S80MEC7/8/9 MAN Diesel 198 42 377.4
MAN B&W 8.05
Page 3 of 3
Lubricating oil outlet
A protecting ring position 14 is to be installed if

required, by class rules, and is placed loose on
the tanktop and guided by the hole in the flange.
In the vertical direction it is secured by means of

screw position 4, in order to prevent wear of the
rubber plate.
Engine builder’s supply
2 3 4
Oil and temperature resistant

rubber (3 layers), yard’s supply
178 07 416.1
Fig. 8.05.01: Lubricating oil outlet
MAN B&W K98MC/MC-C, K98ME/MEC, S90MC-C, S90ME-C,

K90MC-C, K90ME/ME-C, S80MC/MC-C, S80ME-C, K80MC-C,
K80ME-C, S70MC/MC-C, S70ME-C/ME-GI, L70MC-C, L70ME-C,
MAN Diesel 198 70 344.0
S65ME-C/ME-GI, S60MC/MC-C, S60ME-C/ME-GI/ME-B,

S50MC/MC-C, S50ME-C/ME-B, S40MC-C, S40ME-B
MAN B&W 8.06
Page of 2
Lubricating Oil Tank
3EEN¬FROM¬! !
#YLæ
#YLæ
! "
/ILæLEVELæWITHæ1M æ
OILæINæBOTTOMæTANKæ
ANDæWITHæPUMPSæ
STOPPED

/,

! "

,
/UTLETæFROMæENGINEææMMæ
HAVINGæITSæBOTTOMæEDGEæBELOWæ
THEæOILæLEVELæTOæOBTAINæGASæSEALæ
BETWEENæCRANKCASEæANDæ
BOTTOMæTANK
3EEN¬FROM¬! !
MMæAIRæPIPE
æCYL
æMMæAIRæPIPE
,UBæOIL
/ILæOUTLETæFROMæ PUMPæSUCTION
TURBOCHARGER
$
æCYL
-INæHEIGHTæ
ACCæTOæCLASSæ
REQUIREMENT
æCYL

æCYL

178 19 925.1
Fig. 8.06.01a: Lubricating oil tank, with cofferdam
MAN B&W S90MCC7/8, S90MEC7/8

MAN Diesel 198 42 461.1
MAN B&W 8.06
Page of 2
Note: If the system outside the engine is so designed

When calculating the tank heights, allowance has that an amount of the lubricating oil is drained
not been made for the possibility that a quantity of back to the tank, when the pumps are stopped,
oil in the lubricating oil system outside the engine the height of the bottom tank indicated in Table
may be returned to the bottom tank, when the 8.06.01b has to be increased to include this quan-
pumps are stopped. tity. If space is limited, however, other solutions
are possible.
Drain at
Cylinder No. D0 H0 L OL Qm3
cylinder No.
6 25 350 1,230 11,200 1,130 45.5
7 257 375 1,280 12,800 1,180 53.0
8 2-5-8 400 1,345 14,400 1,245 63.0
9 258 425 1,425 16,800 1,320 78.0
Table 8.06.01b: Lubricating oil tank, with cofferdam
Lubricating oil tank operating conditions
The lubricating oil bottom tank complies with the

rules of the classification societies by operation
under the following conditions:
Angle of inclination, degrees

Athwartships Fore and aft
Static Dynamic Static Dynamic
15 22.5 5 7.5
MAN B&W S90MCC7/8, S90MEC7/8

MAN Diesel 198 42 461.1
MAN B&W 8.07
Page 1 of 1
Crankcase Venting and Bedplate Drain Pipes
Crankcase venting
The engine crankcase is vented through ‘AR’
through a pipe extending directly to the deck. This
pipe has a drain arrangement that permits oil con-
densed in the pipe to be led to a drain tank, see
Fig. 8.01.01. Deck
Inside diam. of pipe: 125 mm

To drain tank
To be laid with inclination
Venting from crankcase inside
diam. of pipe: 80 mm
Hole diam.: 90 mm
To be equipped with flame screen AR
if required by class rules
This pipe to be
delivered with the engine
Drain cowl
Inside diameter of drain pipe: 10 mm
198 97 101.4a
Fig. 8.07.01: Crankcase venting
Drains
Drains from the engine bedplate ‘AE’ are fitted on For external pipe connections, we specify a maxi-
both sides of the engine, see Fig. 8.08.01. mum oil velocity of 1.8 m/s.
From the engine the oil collects in the oil pan from
where it is drained off to the bottom tank.
Cyl. 1 Drain, turbocharger cleaning AE
LS 1235 AH
LS 1236 AH Z
Hydraulic power
Drain, cylinder frame

supply unit
Fore
Hydraulic Cylinder Unit

LS 4112 AH
AE
121 15 351.2.0
Fig. 8.07.02: Bedplate drain pipes
MAN B&W K98ME/MEC, S90ME-C, K90ME/MEC

MAN Diesel 198 42 593.2
MAN B&W 8.08
Page 1 of 1
Hydraulic Oil Backflushing
The special suction arrangement for purifier suc- This special arrangement for purifier suction will
tion in connection with the ME engine (Integrated ensure that a good cleaning effect on the lubrica-
system). tion oil is obtained.
The back-flushing oil from the self cleaning 6 µm If found profitable the back-flushed lubricating oil
hydraulic control oil filter unit built onto the engine from the main lubricating oil filter (normally a 50 or
is contaminated and it is therefore not expedient to 40 µm filter) can also be returned into the special
lead it directly into the lubricating oil sump tank. back-flushing oil drain tank.
The amount of back-flushed oil is large, and it Purifier

suction pipe
Lubricating
oil tank top
Backflushed hydraulic
control oil from self
is considered to be too expensive to discard Venting
cleaning 6 µm filter
it. Therefore, we suggest that the lubricating holes
8XØ50
oil sump tank is modified for the ME engines in
order not to have this contaminated lubricating
50
hydraulic control oil mixed up in the total amount Oil level
of lubricating oil. The lubricating oil sump tank is
designed with a small ‘back-flushing hydraulic Branch pipe to
control oil drain tank’ to which the back-flushed backflushing
hydraulic control
Sump
hydraulic control oil is led and from which the lu- oil drain tank
D
tank
bricating oil purifier can also suck. D
Backflushing
hydraulic control
D/3
This is explained in detail below and the principle D/3 oil drain tank
is shown in Fig. 8.08.01. Three suggestions for the
arrangement of the drain tank in the sump tank Lubricating Pipe ø400
oil tank bottom or 400
are shown in Fig. 8.08.02 illustrates another sug- 178 52 496.2
gestion for a back-flushing oil drain tank. Fig. 8.08.01: Backflushing servo oil drain tank
The special suction arrangement for the purifier is

Purifier Backflushed hydraulic
consisting of two connected tanks (lubricating oil suction pipe controloil from self
cleaning 6 µm filter
sump tank and back-flushing oil drain tank) and Lubricating
of this reason the oil level will be the same in both oil tank top
tanks, as explained in detail below.

Oil level Support
The oil level in the two tanks will be equalizing
through the ‘branch pipe to back-flushing oil drain
tank’, see Fig. 8.08.01. As the pipes have the
same diameters but a different length, the resis-
tance is larger in the ‘branch pipe to back-flushing Venting holes
Sump
oil drain tank’, and therefore the purifier will suck tank
Backflushing
primarily from the sump tank. hydraulic control
oil drain tank
The oil level in the sump tank and the back-flush-

ing oil drain tank will remain to be about equal be-
cause the tanks are interconnected at the top. D D
D/3
When hydraulic control oil is back-flushed from

D/3
the filter, it will give a higher oil level in the back-

flushing hydraulic control oil drain tank and the
Lubricating oil tank bottom
purifier will suck from this tank until the oil level is 178 52 518.2
the same in both tanks. After that, the purifier will Fig. 8.08.02: Alternative design for the
suck from the sump tank, as mentioned above. backflushing servo oil drain tank

ME Engine Selection Guide MAN Diesel 198 48 297.3
MAN B&W 8.09
Page of 4
Separate System for Hydraulic Control Unit
As an option, the engine can be prepared for the The hydraulic control oil tank is to be placed at
use of a separate hydraulic control oil system least 1 m below the hydraulic oil outlet flange, RZ.
Fig. 8.09.01.
Hydraulic control oil pump
The separate hydraulic control oil system can be The pump must be of the displacement type (e.g.
built as a unit, or be built streamlined in the engine gear wheel or screw wheel pump).
room with the various components placed and The following data is specified in Fig. 8.09.02:
fastened to the steel structure of the engine room. • Pump capacity
• Pump head
The design and the dimensioning of the various • Delivery pressure
components are based on the aim of having a reli- • Working temperature
able system that is able to supply lowpressure oil • Oil viscosity range.
to the inlet of the enginemounted highpressure
hydraulic control oil pumps at a constant pres- Pressure control valve
sure, both at engine standby and at various en- The valve is to be of the selfoperating flow control-
gine loads. The quality of the hydraulic control oil ling type, which bases the flow on the predefined
must fulfil the same grade as for our standard in- pressure set point. The valve must be able to react
tegrated lube/cooling/hydrauliccontrol oil system, quickly from the fullyclosed to the fullyopen posi-
i.e. ISO 4406 XX/16/13 equivalent to NAS 1638 tion (tmax= 4 sec), and the capacity must be the
Class 7. same as for the hydraulic control oil lowpressure
pumps. The set point of the valve has to be within
The hydraulic control oil system comprises: the adjustable range specified on a separate
1 Hydraulic control oil tank drawing.
2 Hydraulic control oil pumps (one for standby) The following data is specified in Fig. 8.09.02:
1 Pressure control valve • Flow rate
1 Hydraulic control oil cooler, watercooled by the • Adjustable differential pressure range across
low temperature cooling water the valve
1 Threeway valve, temperature controlled • Oil viscosity range.
1 Hydraulic control oil filter, duplex type or auto-
matic selfcleaning type Hydraulic control oil cooler
1 Hydraulic control oil fine filter with pump The cooler must be of the plate heat exchanger or
1 Temperature indicator shell and tube type.
1 Pressure indicator The following data is specified in Fig. 8.09.02:
2 Level alarms • Heat dissipation
Valves and cocks • Oil flow rate
Piping. • Oil outlet temperature
• Maximum oil pressure drop across the cooler
Hydraulic control oil tank • Cooling water flow rate
The tank can be made of mild steel plate or be a • Water inlet temperature
part of the ship structure. • Maximum water pressure drop across the cooler.
The tank is to be equipped with flange connec- Temperature controlled threeway valve
tions and the items listed below: The valve must act as a control valve, with an ex-
1 Oil filling pipe ternal sensor.
1 Outlet pipe for pump suctions The following data is specified in Fig. 8.09.02:
1 Return pipe from engine • Capacity
1 Drain pipe • Adjustable temperature range
1 Vent pipe. • Maximum pressure drop across the valve.

MAN Diesel 198 48 523.2
MAN B&W 8.09
Page of 4
Hydraulic control oil filter Level alarm

The filter is to be of the duplex full flow type with The hydraulic control oil tank has to have level
manual change over and manual cleaning or of alarms for high and low oil level.
the automatic self cleaning type.
Piping
A differential pressure gauge is fitted onto the The pipes can be made of mild steel.
filter The design oil pressure is to be 10 bar.
The following data is specified in Fig. 8.09.02: The return pipes are to be placed vertical or laid
• Filter capacity with a downwards inclination of minimum 15°.
• Maximum pressure drop across the filter
• Filter mesh size (absolute)
• Oil viscosity
• Design temperature.
Off-line hydraulic control oil fine filter or purifier

Fig. 8.09.01
The off-line fine filter unit or purifier must be able
to treat 15-20% of the total oil volume per hour.
The fine filter is an off-line filter and removes me-

tallic and non-metallic particles larger than 0,8
µm as well as water and oxidation. The filter has a
pertaining pump and is to be fitted on the top of
the hydraulic control oil tank.
A suitable fine filter unit is:

Make: CJC, C.C. Jensen A/S, Svendborg,
Denmark - www.cjc.dk.
For oil volume <10,000 litres:

HDU 27/-MZ-Z with a pump flow of 15-20% of the
total oil volume per hour.
For oil volume >10,000 litres:

HDU 27/-GP-DZ with a pump flow of 15-20% of
the total oil volume per hour.
Temperature indicator
The temperature indicator is to be of the liquid
straight type.
Pressure indicator
The pressure indicator is to be of the dial type.

MAN Diesel 198 48 523.2
MAN B&W 8.09
Page of 4
0$3 !( 0) ) 4) )

%NGINE
-ANUALæFILTER
4EMPERATUREæ#ONTROL
/ILæ#OOLER 6ALVE 29
!UTO
FILTER
#OOLINGæWATER
INLET
4OæBEæPOSITIONEDæASæCLOSEæ
ASæPOSSIBLEæTOæTHEæENGINE
/ILæ&ILLING
#OOLINGæWATER 0IPE
OUTLET
0URIFIERæOR
&INEæ&ILTERæ5NIT 6ENTæ0IPE
0) ) 2:
,3 !(æ!,
/ILæ4ANK -ANHOLE $RAINæTOæ7ASTE

/ILæ4ANK
178 53 395.0
Fig. 8.09.01: Hydraulic control oil system, manual filter

MAN Diesel 198 48 523.2
MAN B&W 8.09
Page 4 of 4
Hydraulic Control Oil System
MAN Diesel 198 79 29-6.0
MAN B&W
Cylinder Lubrication

9
MAN Diesel
MAN B&W 9.01
Page 1 of 1
Cylinder Lubricating Oil System
The cost of the cylinder lubricating oil is one of the Cylinder oil feed rate (dosage)
largest contributions to total operating costs, next
to the fuel oil cost. Another aspect is that the lu- Adjustment of the cylinder oil dosage to the sul-
brication rate has a great influence on the cylinder phur content in the fuel being burnt is further ex-
condition, and thus on the overhauling schedules plained in Section 9.02.
and maintenance costs.
It is therefore of the utmost importance that the

cylinder lubricating oil system as well as its opera-
tion is optimised.
Cylinder oils
Cylinder oils should, preferably, be of the SAE 50

viscosity grade.
Modern highrated twostroke engines have a

relatively great demand for detergency in the cyl-
inder oil. Therefore cylinder oils should be chosen
according to the below list.
A BN 70 cylinder oil is to be used as the default

choice of oil and it may be used on all fuel types.
However, in case of the engine running on fuel
with sulphur content lower than 1.5% for more
than 1 to 2 weeks, we recommend to change to a
lower BN cylinder oil such as BN 40-50.
The cylinder oils listed below have all given long-

term satisfactory service during heavy fuel opera-
tion in MAN B&W engine installations:
Company Cylinder oil Cylinder oil

SAE 50, BN 60-80 SAE 50, BN 40-50
BP Energol CLO 50 M Energol CL 505
Energol CL 605 Energol CL-DX 405
Castrol Cyltech 70 / 80AW Cyltech 40 SX / 50 S
Chevron *) Taro Special HT 70 Taro Special HT LS 40
ExxonMobil Mobilgard 570 Mobilgard L540
Shell Alexia 50 Alexia LS
Total Talusia Universal Talusia LS 40
Talusia HR 70
*) Includes Caltex, Chevron and Texaco
Also other brands have been used with satisfac-

tory results.
MAN B&W ME/MEC/ME-B engines

MAN Diesel 198 48 224.6
MAN B&W 9.02
Page 1 of 6
MAN B&W Alpha Cylinder Lubrication System
The MAN B&W Alpha cylinder lubrication system, Alpha Adaptive Cylinder Oil
see Figs. 9.02.02a and 9.02.02b, is designed to Control (Alpha ACC)
supply cylinder oil intermittently, e.g. every four
engine revolutions with electronically controlled It is a wellknown fact that the actual need for
timing and dosage at a defined position. cylinder oil quantity varies with the operational
conditions such as load and fuel oil quality. Con-
The cylinder lubricating oil is pumped from the sequently, in order to perform the optimal lubrica-
cylinder oil storage tank to the service tank, the tion – costeffectively as well as technically – the
size of which depends on the owner’s and the cylinder lubricating oil dosage should follow such
yard’s requirements,  it is normally dimensioned operational variations accordingly.
for minimum two days’ cylinder lubricating oil
consumption. The Alpha lubricating system offers the possibility
of saving a considerable amount of cylinder lubri-
Cylinder lubricating oil is fed to the Alpha cylinder cating oil per year and, at the same time, to obtain
lubrication system by gravity from the service a safer and more predictable cylinder condition.
tank.
The storage tank and the service tank may alter- Working principle
natively be one and the same tank.
The basic feed rate control should be adjusted in
The oil fed to the injectors is pressurised by relation to the actual fuel quality and amount be-
means of the Alpha Lubricator which is placed ing burnt at any given time. The sulphur percent-
on the HCU and equipped with small multipiston age is a good indicator in relation to wear, and an
pumps. oil dosage proportional to the sulphur level will
give the best overall cylinder condition.
The oil pipes fitted on the engine is shown in Fig.
9.02.04. The following two criteria determine the control:
The whole system is controlled by the Cylinder • The cylinder oil dosage shall be proportional to
Control Unit (CCU) which controls the injection the sulphur percentage in the fuel
frequency on the basis of the enginespeed signal
given by the tacho signal and the fuel index. • The cylinder oil dosage shall be proportional to
the engine load (i.e. the amount of fuel entering
Prior to start-up, the cylinders can be prelubric the cylinders).
ated and, during the runningin period, the opera-
tor can choose to increase the lubricating oil feed The implementation of the above two criteria will
rate to a max. setting of 200%. lead to an optimal cylinder oil dosage, proportion-
al to the amount of sulphur entering the cylinders.
The MAN B&W Alpha Cylinder Lubricator is pref-
erably to be controlled in accordance with the Al-
pha ACC (Adaptive Cylinder oil Control) feed rate
system.
The yard supply should be according to the items

shown in Fig. 9.02.02a within the broken line. With
regard to the filter and the small box, plese see
Fig. 9.02.05.
MAN B&W K98ME/MEC, S90ME-C, K90ME/ME-C,

MAN Diesel 198 38 890.8
MAN B&W 9.02
Page 2 of 6
Basic and minimum setting with Alpha ACC
The recommendations are valid for all plants, Due to the sulphur dependency, the average cyl-
whether controllable pitch or fixed pitch propellers inder oil dosages rely on the sulphur distribution
are used. in worldwide fuel bunkers. Based on deliveries all
over the world, the resulting yearly specific cylin-
Safe and very lubricatingeconomical control after der oil dosage is close to 0.65 g/kWh.
running-in is obtained with a basic setting accord-
ing to the formula: Further information on cylinder oil as a function of
fuel oil sulphur content and alkalinity of lubricating
Basic lubricating oil setting = 0.20 g/kWh x S% oil is available from MAN Diesel.
with a minimum setting of 0.60 g/kWh, i.e. the set-

ting should be kept constant from about 3% sul-
phur and downwards.
Absolute dosage (g/kWh)

1.40
1.30
1.20
1.10
1.00
0.90
0.80
0.70
0.60
0.50
0.40
0.30
0.20
0.10
0.00
0 0.5 1 1.5 2 2.5 3 3.5 4
Sulphur %
178 61 196.0
Fig 9.02.01: Cylinder lubricating oil dosage with Alpha ACC at all loads (BN 70 cylinder oil) after running-in
MAN B&W K98ME/MEC, S90ME-C, K90ME/ME-C,

MAN Diesel 198 38 890.8
MAN B&W 9.02
Page 3 of 6
Cylinder Oil Pipe Heating
In case of low engine room temperature, it can be The engine builder is to make the insulation and
difficult to keep the cylinder oil temperature at 45 heating on the main cylinder oil pipe on the en-
°C at the MAN B&W Alpha Lubricator, mounted on gine. Moreover, the engine builder is to mount the
the hydraulic cylinder. junction box and the thermostat on the engine.
See Fig. 9.02.03.
Therefore the cylinder oil pipe from the small tank,
see Figs. 9.02.02a and 9.02.02b, in the vessel and The ship yard is to make the insulation of the
of the main cylinder oil pipe on the engine is insu- cylinder oil pipe in the engine room. The heat-
lated and electricallly heated. ing cable supplied by the engine builder is to be
mounted from the small tank to the juntion box on
the engine. See Figs. 9.02.02a and 9.02.02b.
Deck
Filling pipe Filling pipe

TBN TBN
70/80 30/40
Cylinder oil Cylinder oil

storage or storage or
service tank service tank
Insulation
Sensor
Internal connection Lubricating
Level changes both at the oil pipe
alarm same time
Min. 3,000 mm
LS 8212 AL
Heater with set
point of 45°C
TI
Small box for

Ship builder
heater element
Min. 2,000 mm
Heating cable
100 101
engine builder
supply Alutape
Heating cable
AC
Pipe with insulation and

el. heat tracing
Terminal box
El. connection
0079 33 17-1.0.0
Fig. 9.02.02a: Cylinder lubricating oil system with dual service tanks for two different TBN cylinder oils

MAN Diesel 198 76 120.0
MAN B&W 9.02
Page 4 of 6
Cylinder Cylinder
liner liner
Flow sensor Flow sensor
Feedback sensor
Lubricator
Feedback sensor Lubricator
Solenoid valve Solenoid valve

200 bar To other
system oil cylinders
Hydraulic Hydraulic
Cylinder Unit Cylinder Unit
Cylinder Cylinder
Control Unit Control Unit
178 49 834.6b
Fig. 9.02.02b: Cylinder lubricating oil system. Example from 80/70/65ME-C engines
Temperature switch
AC Cylinder lubrication
Forward cyl
Terminal box
Aft cyl
Power Input
Heating cable
ship builder
supply
Power
Input
Heating cable
ship builder
supply
Terminal box
Temperature
switch
178 53 716.0
Fig. 9.02.03: Electric heating of cylinder oil pipes

MAN Diesel 198 55 20-9.1
MAN B&W 9.02
Page 5 of 6
6050MEC 8065MEC 9890ME/MEC
Flow sensor
ZV 8204 C Solonoid valve
Lubricator
ZT 8203 C Feedback sensor
AC TE 8202 I AH
Drain
The item No refer to ‘Guidance Values Automation’
178 54 68-8.3
Fig. 9.02.04: Cylinder lubricating oil pipes

MAN Diesel 198 55 20-9.1
MAN B&W 9.02
Page 6 of 6
From cylinder oil service To venting of cylinder

tank/storage tank oil service tank
Flange: ø140 Flange: ø140
4xø18 PCD 100 460 4xø18 PCD 100
(EN36F00420) (EN36F00420)
113
4xø19
for mounting
154
Coupling box for

heating element
250µ
and level switch
mesh filter
Level switch Temperature

indicator
XC 8212 AL
925
To engine
connection AC
Flange ø140
4xø18 PCD 100
(EN362F0042)
Heating element 750 W

Set point 40 ºC Box, 37 l
112
74
425 91
260
850 268
920 410
Drain from tray G 3/8

193
239
178 52 758.1
Fig. 9.02.05: Suggestion for small heating box with filter

MAN Diesel 198 55 20-9.1
MAN B&W
Piston Rod Stuffing

Box Drain Oil
10
MAN Diesel
MAN B&W 10.01
Page 1 of 1
Stuffing Box Drain Oil System
For engines running on heavy fuel, it is important

that the oil drained from the piston rod stuffing
boxes is not led directly into the system oil, as
the oil drained from the stuffing box is mixed with
sludge from the scavenge air space.
The performance of the piston rod stuffing box on

the engines has proved to be very efficient, pri- Yard’s supply
marily because the hardened piston rod allows a AG
higher scraper ring pressure. 32 mm
nom. bore
The amount of drain oil from the stuffing boxes is

about 5  10 litres/24 hours per cylinder during
normal service. In the runningin period, it can be
higher. LS AH
The relatively small amount of drain oil is led to Oily waste drain tank
Drain
the general oily waste drain tank or is burnt in the tank
incinerator, Fig. 10.01.01. (Yard’s supply).

198 97 448.1
Fig. 10.01.01: Stuffing box drain oil system

MAN Diesel 198 39 740.5
MAN B&W
Central Cooling
Water System
11
MAN Diesel
MAN B&W 11.01
Page 1 of 1
Central Cooling Water System
The water cooling can be arranged in several con- For information on the alternative Seawater Cool-
figurations, the most common system choice being System, see Chapter 12.
ing a Central cooling water system.
Advantages of the central cooling system: An arrangement common for the main engine
and MAN Diesel auxiliary engines is available on
• Only one heat exchanger cooled by seawater, request.
and thus, only one exchanger to be overhauled
For further information about common cooling
• All other heat exchangers are freshwater cooled water system for main engines and auxiliary en-
and can, therefore, be made of a less expensive gines please refer to our publication:
material
Uniconcept Auxiliary Systems for Twostroke Main
• Few noncorrosive pipes to be installed
• Reduced maintenance of coolers and compo- under ‘Quicklinks’ → ‘Technical Papers’
nents
• Increased heat utilisation.
Disadvantages of the central cooling system:
• Three sets of cooling water pumps (seawater,

central water and jacket water.
• Higher first cost.

MAN Diesel 198 46 965.3
MAN B&W 11.02
Page 1 of 1
Central Cooling Water System
The central cooling water system is characterised air cooler as low as possible also applies to the
by having only one heat exchanger cooled by central cooling system. This means that the tem-
seawater, and by the other coolers, including the perature control valve in the central cooling water
jacket water cooler, being cooled by central cool- circuit is to be set to minimum 10 °C, whereby the
ing water. temperature follows the outboard seawater tem-
perature when central cooling water temperature
In order to prevent too high a scavenge air tem- exceeds 10 °C.
perature, the cooling water design temperature
in the central cooling water system is normally 36 For external pipe connections, we prescribe the
°C, corresponding to a maximum seawater tem- following maximum water velocities:
perature of 32 °C.
Jacket water................................................. 3.0 m/s
Our recommendation of keeping the cooling water Central cooling water................................... 3.0 m/s
inlet temperature to the main engine scavenge Seawater...................................................... 3.0 m/s
Expansion tank
central cooling water
PT 8421 AL
These valves to be provided

TI 8431 TE 8431 I AL with graduated scale
Seawater
outlet
Regarding the lubricating oil coolers, TI

this valve should be adjusted so that
the inlet temperature of the cooling TI TI
Lubricating
water is not below 10 °C N
oil cooler
Central AS
Air pockets, if any, in the pipe line P
cooler TI
between the pumps, must be vented
to the expansion tank
PI TI PI TI
Seawater Central cooling Jacket water Main

pumps water pumps cooler engine
PI TI
Cooling water
drain air cooler
Seawater
inlet
Seawater
inlet
Jacket cooling water

Sea water
Fuel oil
The letters refer to list of ‘Counterflanges’, Fig. 5.10.01

178 52 771.1
Fig. 11.02.01: Central cooling water system

MAN Diesel 198 40 579.5
MAN B&W 11.03
Page 1 of 2
Components for Central Cooling Water System
Seawater cooling pumps Central cooling water pumps
The pumps are to be of the centrifugal type. The pumps are to be of the centrifugal type.
Seawater flow...................... see ‘List of Capacities’ Central cooling water flow.... see ‘List of Capacities’
Pump head....................................................2.5 bar Pump head....................................................2.5 bar
Test pressure......................according to class rules Delivery pressure................depends on location of
Working temperature, normal......................032 °C expansion tank
Working temperature..................... maximum 50 °C Test pressure......................according to class rules
Working temperature...................................... 80 °C
The flow capacity must be within a range from Design temperature....................................... 100 °C
100 to 110% of the capacity stated.
The flow capacity must be within a range from
The differential pressure of the pumps is to be de- 100 to 110% of the capacity stated.
termined on the basis of the total actual pressure
drop across the cooling water system. The ‘List of Capacities’ covers the main engine
only. The differential pressure provided by the
pumps is to be determined on the basis of the to-
Central cooler tal actual pressure drop across the cooling water
system.
The cooler is to be of the shell and tube or plate
heat exchanger type, made of seawater resistant
material. Central cooling water thermostatic valve
Heat dissipation...................... see ‘List of Capacities’ The low temperature cooling system is to be
Central cooling water flow...... see ‘List of Capacities’ equipped with a threeway valve, mounted as a
Central cooling water temperature, outlet.......... 36 °C mixing valve, which bypasses all or part of the
Pressure drop on central cooling side.....max. 0.2 bar fresh water around the central cooler.
Seawater flow......................... see ‘List of Capacities’
Seawater temperature, inlet.............................. 32 °C The sensor is to be located at the outlet pipe from
Pressure drop on the thermostatic valve and is set so as to keep a
seawater side................................. maximum 0.2 bar temperature level of minimum 10 °C.
The pressure drop may be larger, depending on

the actual cooler design.
The heat dissipation and the seawater flow figures

are based on MCR output at tropical conditions,
i.e. a seawater temperature of 32 °C and an ambi-
ent air temperature of 45 °C.
Overload running at tropical conditions will slightly

increase the temperature level in the cooling sys-
tem, and will also slightly influence the engine
performance.

MAN Diesel 198 39 872.4
MAN B&W 11.03
Page 2 of 2
Jacket water system Lubricating oil cooler
Due to the central cooler the cooling water inlet See Chapter 8 ‘Lubricating Oil’.
temperature is about 4 °C higher for for this sys-
tem compared to the seawater cooling system.
The input data are therefore different for the scav- Jacket water cooler
enge air cooler, the lube oil cooler and the jacket
water cooler. The cooler is to be of the shell and tube or plate
heat exchanger type.
The heat dissipation and the central cooling water
flow figures are based on an MCR output at tropi- Heat dissipation.................. see ‘List of Capacities’
cal conditions, i.e. a maximum seawater tempera- Jacket water flow................ see ‘List of Capacities’
ture of 32 °C and an ambient air temperature of Jacket water temperature, inlet....................... 80 °C
45 °C. Pressure drop on jacket water side.....max. 0.2 bar
Central cooling water flow.... see ‘List of Capacities’
Central cooling water
Jacket water cooling pump temperature, inlet...............................approx. 42 °C
Pressure drop on Central
The pumps are to be of the centrifugal type. cooling water side.................................max. 0.2 bar
Jacket water flow................ see ‘List of Capacities’
Pump head....................................................3.0 bar The other data for the jacket cooling water system
Delivery pressure................depends on location of can be found in chapter 12.
expansion tank
Test pressure......................according to class rules For further information about a common cooling
Working temperature...................................... 80 °C water system for main engines and MAN Diesel
Design temperature....................................... 100 °C auxiliary engines, please refer to our publication:
The flow capacity must be within a range from Uniconcept Auxiliary Systems for Twostroke Main
100 to 110% of the capacity stated.
The stated of capacities cover the main engine under ‘Quicklinks’ → ‘Technical Papers’
only. The pump head of the pumps is to be de-
termined on the basis of the total actual pressure
drop across the cooling water system.
Scavenge air cooler
The scavenge air cooler is an integrated part of

the main engine.
Heat dissipation...................... see ‘List of Capacities’

Central cooling water flow...... see ‘List of Capacities’
Central cooling temperature, inlet..................... 36 °C
Pressure drop on FWLT water side..... approx. 0.5 bar

MAN Diesel 198 39 872.4
MAN B&W
Seawater
Cooling System
12
MAN Diesel
MAN B&W 12.01
Page 1 of 1
Seawater Systems
The water cooling can be arranged in several con-

figurations, the most simple system choices being
seawater and central cooling water system:
• A seawater cooling system and a jacket cool-

ing water system
• The advantages of the seawater cooling system

are mainly related to first cost, viz:
• Only two sets of cooling water pumps (seawater

and jacket water)
• Simple installation with few piping systems.
Whereas the disadvantages are:
• Seawater to all coolers and thereby higher

maintenance cost
• Expensive seawater piping of noncorrosive ma-

terials such as galvanised steel pipes or CuNi
pipes.

MAN Diesel 198 38 924.4
MAN B&W 12.02
Page 1 of 1
Seawater Cooling System
The seawater cooling system is used for cooling, The interrelated positioning of the coolers in the
the main engine lubricating oil cooler, the jacket system serves to achieve:
water cooler and the scavenge air cooler, see Fig.
12.02.01. • The lowest possible cooling water inlet tem-
perature to the lubricating oil cooler in order to
The lubricating oil cooler for a PTO stepup gear obtain the cheapest cooler. On the other hand,
should be connected in parallel with the other in order to prevent the lubricating oil from stiff-
coolers. The capacity of the seawater pump is ening in cold services, the inlet cooling water
based on the outlet temperature of the seawater temperature should not be lower than 10 °C
being maximum 50 °C after passing through the
coolers – with an inlet temperature of maximum • The lowest possible cooling water inlet tempera-
32 °C (tropical conditions), i.e. a maximum tem- ture to the scavenge air cooler, in order to keep
perature increase of 18 °C. the fuel oil consumption as low as possible.
The valves located in the system fitted to adjust

the distribution of cooling water flow are to be
provided with graduated scales.
Lubricating
Seawater oil cooler
pumps
Thermostatic
valve P
Seawater
outlet
Scavenge
air cooler
Jacket water
cooler
Seawater
inlet
Seawater
inlet
198 98 132.5
Fig. 12.02.01: Seawater cooling system

MAN Diesel 198 38 936.5
MAN B&W 12.03
Page of 1
Seawater Cooling Pipes
04ææææ)ææ!(ææ!, 4)ææ
0)ææ 4%ææææ)ææ!(
0
4)ææç 4)ææç
4%ææçææ)ææ!( 4%ææçææ)ææ!(
3CAVENGE 3CAVENGE
AIRæCOOLER AIRæCOOLER
!3 !3
178 50 375.1

Fig. 12.03.01: Seawater cooling pipes for engines with two or more turbochargers
MAN B&W K108MEC6, K98MC/MCC6/7, K98ME/MEC6/7,

S90MC-C7/8, S90MEC7/8, K90MC-C6, K90ME9, K90ME-C6/9 MAN Diesel 198 39 764.3
MAN B&W 12.04
Page 1 of 1
Components for Seawater Cooling System
Seawater cooling pump Scavenge air cooler
The pumps are to be of the centrifugal type. The scavenge air cooler is an integrated part of
the main engine.
Seawater flow...................... see ‘List of Capacities’
Pump head....................................................2.5 bar Heat dissipation.................. see ‘List of Capacities’
Test pressure....................... according to class rule Seawater flow . ................... see ‘List of Capacities’
Working temperature..................... maximum 50 °C Seawater temperature,
for seawater cooling inlet, max....................... 32 °C
The flow capacity must be within a range from Pressure drop on
100 to 110% of the capacity stated. cooling water side............ between 0.1 and 0.5 bar
The heat dissipation and the seawater flow are

Lubricating oil cooler based on an MCR output at tropical conditions,
i.e. seawater temperature of 32 °C and an ambient
See Chapter 8 ‘Lubricating Oil’. air temperature of 45 °C.
Jacket water cooler Seawater thermostatic valve
The cooler is to be of the shell and tube or plate The temperature control valve is a threeway valve
heat exchanger type, made of seawater resistant which can recirculate all or part of the seawater to
material. the pump’s suction side. The sensor is to be locat-
ed at the seawater inlet to the lubricating oil cooler,
Heat dissipation.................. see ‘List of Capacities’ and the temperature level must be a minimum of
Jacket water flow................ see ‘List of Capacities’ +10 °C.
Jacket water temperature, inlet....................... 80 °C
Pressure drop Seawater flow...................... see ‘List of Capacities’
on jacket water side.....................maximum 0.2 bar Temperature range,
Seawater flow...................... see ‘List of Capacities’ adjustable within..................................+5 to +32 °C
Seawater temperature, inlet ........................... 38 °C
Pressure drop on
seawater side...............................maximum 0.2 bar
The heat dissipation and the seawater flow are

based on an MCR output at tropical conditions,
i.e. seawater temperature of 32 °C and an ambient
air temperature of 45 °C.

MAN Diesel 198 39 811.3
MAN B&W 12.05
Page 1 of 1
Jacket Cooling Water System
The jacket cooling water system is used for cool- The venting pipe in the expansion tank should end
ing the cylinder liners, cylinder covers and ex- just below the lowest water level, and the expan-
haust valves of the main engine and heating of the sion tank must be located at least 5 m above the
fuel oil drain pipes, see Fig. 12.05.01. engine cooling water outlet pipe.
The jacket water pump) draws water from the The freshwater generator, if installed, may be con-
jacket water cooler outlet and delivers it to the nected to the seawater system if the generator
engine. does not have a separate cooling water pump.
The generator must be coupled in and out slowly
At the inlet to the jacket water cooler there is a over a period of at least 3 minutes.
thermostatically controlled regulating valve, with
a sensor at the engine cooling water outlet, which For external pipe connections, we prescribe the
keeps the main engine cooling water outlet at a following maximum water velocities:
temperature of 80 °C.
Jacket water................................................. 3.0 m/s
The engine jacket water must be carefully treated, Seawater...................................................... 3.0 m/s
maintained and monitored so as to avoid corro-
sion, corrosion fatigue, cavitation and scale for-
mation. It is recommended to install a preheater
if preheating is not available from the auxiliary
engines jacket cooling water system.
High level alarm

Venting pipe or automatic Alarm must be given if excess air
venting valve to be arranged is separated from the water in the Expansion tank
in one end of discharge pipe. deaerating tank
(Opposite end of discharge
to pump) Low level alarm
LS 8412 AL
Orifice for adjustment of Alarm device box, Normally closed valve.

PT 8413 I cooling water pressure see Fig. 12.07.02 To be opened when the
M L system is filled with
cooling water. (Manually
Tracing of fuel oil
or automatically)
drain pipe
Preheater
Preheater pump
AN Regulating valve
AF
*) BD TI
AH
PI
K
TI TI
AE AE PI
Deaerating tank, Freshwater
Jacket water
Jacket water pumps, see Fig. 12.07.01 generator
cooler
3 bar head
Main
engine
From tracing of fuel oil drain pipe *)
Water inlet for
cleaning turbocharger
Drain from bedplate/cleaning
turbocharger to waste tank Fresh cooling water drain
Jacket cooling water *) Flange BD and the tracing line are not applicable on MC/MCC engines type 42 and smaller
Sea water
Fuel oil
The letters refer to list of ‘Counterflanges’, Fig. 5.10.01

178 50 172.5
Fig. 12.05.01: Jacket cooling water system

MAN Diesel 198 38 948.6
MAN B&W 12.06
Page of 1
Jacket Cooling Water Pipes
7ATERæLEVELæCHECKæVALVE
#YLæ
4%ææææ)ææ!(ææ9(
4)ææ
0$3ææææ!,
,
-
4)ææ
!(
4)ææ
4%ææææ)ææ!,
04ææææ)ææ!,ææ9,
0)ææ ,OCALæOPERATIONæPANEL
03ææææ: /NLYæ',
178 50 446.1

Fig. 12.06.01: Jacket cooling water pipes for engines with MAN Diesel turbochargers, type TCA, ABB turbochargers,
type TPL, Mitsubishi turbochargers, type MET
MAN B&W S90MC-C7/8, S90MEC7/8, K90MC-C6,

K90ME9, K90MEC6/9, S80MC-C7/8, S80MEC7/8/9,
K80MC-C6, K80MEC6/9
MAN Diesel 198 39 835.3
MAN B&W 12.07
Page 1 of 2
Components for Jacket Cooling Water System
Jacket water cooling pump The sensor is to be located at the outlet from the
main engine, and the temperature level must be
The pumps are to be of the centrifugal type. adjustable in the range of 7090 °C.
Jacket water flow................ see ‘List of Capacities’

Pump head....................................................3.0 bar Jacket water preheater
Delivery pressure....................depends on position
of expansion tank When a preheater, see Fig. 12.05.01, is installed in
Test pressure....................... according to class rule the jacket cooling water system, its water flow, and
Working temperature,.............. 80 °C, max. 100 °C thus the preheater pump capacity, should be about
10% of the jacket water main pump capacity.
The flow capacity must be within a range from
100 to 110% of the capacity stated. Based on experience, it is recommended that the
pressure drop across the preheater should be
The stated capacities cover the main engine only. approx. 0.2 bar. The preheater pump and main
The pump head of the pumps is to be determined pump should be electrically interlocked to avoid
based on the total actual pressure drop across the risk of simultaneous operation.
the cooling water system.
The preheater capacity depends on the required
preheating time and the required temperature
Freshwater generator increase of the engine jacket water. The tempera-
ture and time relations are shown in Fig. 12.08.01.
If a generator is installed in the ship for produc-
tion of freshwater by utilising the heat in the jacket In general, a temperature increase of about 35 °C
water cooling system it should be noted that the (from 15 °C to 50 °C) is required, and a preheating
actual available heat in the jacket water system is time of 12 hours requires a preheater capacity of
lower than indicated by the heat dissipation figures about 1% of the engine`s nominal MCR power.
given in the ‘List of Capacities‘. This is because
the latter figures are used for dimensioning the
jacket water cooler and hence incorporate a safety Deaerating tank
margin which can be needed when the engine is
operating under conditions such as, e.g. overload. Design and dimensions of the deaerating tank
Normally, this margin is 10% at nominal MCR. are shown in Fig. 12.07.01 ‘Deaerating tank‘ and
the corresponding alarm device is shown in Fig.
The calculation of the heat actually available at 12.07.02 ‘Deaerating tank, alarm device‘.
specified MCR for a derated diesel engine is stat-
ed in Chapter 6 ‘List of Capacities‘.
Expansion tank
For illustration of installation of fresh water gen-
erator see Fig. 12.05.01. The total expansion tank volume has to be ap-
proximate 10% of the total jacket cooling water
amount in the system.
Jacket water thermostatic valve
The temperature control system is equipped with Fresh water treatment

a threeway valve mounted as a diverting valve,
which bypass all or part of the jacket water The MAN Diesel recommendations for treatment
around the jacket water cooler. of the jacket water/freshwater are available on re-
quest.

MAN Diesel 198 40 567.3
MAN B&W 12.07
Page of 2
Deaerating tank
*
Deaerating tank dimensions

Tank size 0.16 m3 0.70 m3
"
Max. jacket water capacity 300 m /h 3

700 m3/h
Dimensions in mm
Max. nominal diameter 200 300
A 800 1,200
&
(
B 210 340
!
%
'
C 5 8
D 150 200
$
E 500 800
+

F 1,195 1,728
)
G 350 550
øH 500 800
øI 520 820
øJ ND 80 ND 100
øK ND 50 ND 80
ND: Nominal diameter

$IAMETERæCORRESPONDINGæTO
PIPEæDIAMETERæINæENGINEæROOM Working pressure is according to actual piping arrangement.
178 06 279.2 In order not to impede the rotation of water, the pipe connec-
tion must end flush with the tank, so that no internal edges are
Fig. 12.07.01: Deaerating tank, option: 4 46 640 protruding.
%XPANSIONæTANK

,3ææææææ!,
,EVELæSWITCHæFLOAT
!LARMæDEVICE
,EVELæSWITCH
,EVELæSWITCHæFLOAT ,EVELæSWITCHæFLOAT
INæPOSITIONæFORæALARM INæNORMALæPOSITIONæçæNOæALARM
&ROMæDEAERATINGæTANK
198 97 091.1
Fig. 12.07.02: Deaerating tank, alarm device, option: 4 46 645
MAN B&W K98MC/MC-C6/7, K98ME/MEC6/7, S90MC-C7/8,

S90MEC7/8, K90MC-C6, K90ME9, K90MEC6/9, S80MC6,
K80MC-C6, K80MEC6/9
MAN Diesel 198 40 614.2
MAN B&W 12.08
Page 1 of 1
Temperature at Start of Engine
In order to protect the engine, some minimum Temperature Preheater

temperature restrictions have to be considered increase of
jacket water
capacity in
% of nominal
before starting the engine and, in order to avoid MCR power
corrosive attacks on the cylinder liners during C 1.25%
starting. 60
1.50% 1.00% 0.75%
Normal start of engine 50
0.50%
Normally, a minimum engine jacket water temper-
ature of 50 °C is recommended before the engine 40
is started and run up gradually to 90% of speci-
fied MCR speed.
30
For running between 90% and 100% of specified
MCR speed, it is recommended that the load be
increased slowly – i.e. over a period of 30 minutes. 20
Start of cold engine 10
In exceptional circumstances where it is not pos-

sible to comply with the above-mentioned recom- 0
mendation, a minimum of 20 °C can be accepted 0 10 20 30 40 50 60 70
before the engine is started and run up slowly to hours

Preheating time
90% of specified MCR speed.
178 16 631.0
However, before exceeding 90% specified MCR Fig. 12.08.01: Jacket water preheater
speed, a minimum engine temperature of 50 °C
should be obtained and, increased slowly – i.e.
over a period of at least 30 minutes. Preheating of diesel engine
The time period required for increasing the jacket

water temperature from 20 °C to 50 °C will de- Preheating during standstill periods
pend on the amount of water in the jacket cooling
water system, and the engine load. During short stays in port (i.e. less than 45 days),
it is recommended that the engine is kept pre-
Note: heated, the purpose being to prevent temperature
The above considerations are based on the as- variation in the engine structure and correspond-
sumption that the engine has already been well ing variation in thermal expansions and possible
runin. leakages.
The jacket cooling water outlet temperature should

be kept as high as possible and should – before
startingup – be increased to at least 50 °C, either
by means of cooling water from the auxiliary en-
gines, or by means of a builtin preheater in the
jacket cooling water system, or a combination.

MAN Diesel 198 39 860.2
MAN B&W
Starting and Control Air

13
MAN Diesel
MAN B&W 13.01
Page 1 of 1
Starting and Control Air Systems
The starting air of 30 bar is supplied by the start- The components of the starting and control air
ing air compressors to the starting air receivers systems are further desribed in Section 13.02.
and from these to the main engine inlet ‘A’.
For information about a common starting air sys-
Through a reduction station, filtered compressed tem for main engines and MAN Diesel auxiliary
air at 7 bar is supplied to the control air for ex- engines, please refer to our publication:
haust valve air springs, through engine inlet ‘B’
Uni-concept Auxiliary Systems for Two-Stroke Main
Through a reduction valve, compressed air is sup- Engines and Four-Stroke Auxiliary Engines
plied at 10 bar to ‘AP’ for turbocharger cleaning
(soft blast), and a minor volume used for the fuel The publication is available at www.mandiesel.com
valve testing unit. under ‘Quicklinks’ → ‘Technical Papers’
Please note that the air consumption for control

air, safety air, turbocharger cleaning, sealing air
for exhaust valve and for fuel valve testing unit are
momentary requirements of the consumers.
Reduction valve
Reduction station
Pipe, DN25 mm To fuel valve
testing unit
Starting air
Filter, receiver 30 bar
40 µm
Pipe, DN25 mm PI
To
bilge
B AP
A
Main Pipe a, DN *)
engine
Oil & water

separator
Starting air
receiver 30 bar
PI
To bilge
Air compressors

*) Pipe a nominal dimension: DN175 mm
078 83 76-7.2.0
Fig. 13.01.01: Starting and control air systems
MAN B&W S90MEC, K90ME, K90MEC

MAN Diesel 198 39 967.4
MAN B&W 13.02
Page 1 of 1
Components for Starting Air System
Starting air compressors Reduction valve for turbocharger cleaning etc
The starting air compressors are to be of the Reduction ...........................from 3010 bar to 7 bar
watercooled, twostage type with intercooling. (Tolerance ±10%)
More than two compressors may be installed to Flow rate, free air ............. 2,600 Normal liters/min
supply the total capacity stated. equal to 0.043 m3/s
Air intake quantity: The consumption of compressed air for control air,
Reversible engine, exhaust valve air springs and safety air as well as
for 12 starts ........................ see ‘List of capacities’ air for turbocharger cleaning and fuel valve testing
Nonreversible engine, is covered by the capacities stated for air receiv-
for 6 starts .......................... see ‘List of capacities’ ers and compressors in the list of capacities.
Delivery pressure ......................................... 30 bar
Starting and control air pipes

Starting air receivers
The piping delivered with and fitted onto the main
The volume of the two receivers is: engine is shown in the following figures in Section
Reversible engine, 13.03:
for 12 starts ...................... see ‘List of capacities’ *
Nonreversible engine, Fig. 13.03.01 Starting air pipes
for 6 starts ........................ see ‘List of capacities’ * Fig. 13.03.02 Air spring pipes, exhaust valves
Working pressure ......................................... 30 bar
Test pressure . ................... according to class rule
Turning gear
* The volume stated is at 25 °C and 1,000 mbar
The turning wheel has cylindrical teeth and is fit-
ted to the thrust shaft. The turning wheel is driven
Reduction station for control and safety air by a pinion on the terminal shaft of the turning
gear, which is mounted on the bedplate.
In normal operating, each of the two lines supplies
one engine inlet. During maintenance, three isolat- Engagement and disengagement of the turning
ing valves in the reduction station allow one of the gear is effected by displacing the pinion and ter-
two lines to be shut down while the other line sup- minal shaft axially. To prevent the main engine
plies both engine inlets, see Fig. 13.01.01. from starting when the turning gear is engaged,
the turning gear is equipped with a safety arrange-
Reduction .......................... from 3010 bar to 7 bar ment which interlocks with the starting air system.
(Tolerance ±10%)
The turning gear is driven by an electric motor
Flow rate, free air .............. 2,100 Normal liters/min with a builtin gear and brake. Key specifications
equal to 0.035 m3/s of the electric motor and brake are stated in Sec-
Filter, fineness .............................................. 40 µm tion 13.04.
MAN B&W ME/MEC/MEGI,

S60ME-B, S50ME-B MAN Diesel 198 60 578.1
MAN B&W 13.03
Page of 2
Starting and Control Air Pipes
:6æææç.æææ#
!CTIVATEæPILOTæPRESSURE
TOæSTARTINGæVALVES
#YLæ
3TARTINGæVALVE
"URSTINGæCAP
:3ææç!æææ)æææ#
:3æææç!ææ#
:3æææç"ææ#
"LOWæOFF :3ææç!æææ)æææ# "LOWæOFF
:3ææç"æææ)æææ#
:3ææç!æææ)æææ#
3LOWæTURNING
ææ
04æææç!æææ)æææ!,
04æææç"æææ)æææ!,
!
0)æææ ,OCALæOPERATINGæPANEL

The item Nos. refer to ‘Guidance values automation’
198 98 215.3
Fig. 13.03.01: Starting air pipes
The starting air pipes, Fig. 13.03.01, contain a and compressors in the ‘List of Capacities’ cover
main starting valve (a ball valve with actuator), a all the main engine requirements and starting of
nonreturn valve, a solenoid valve and a starting the auxiliary engines.
valve. The main starting valve is controlled by the
Engine Control System. Slow turning before start For information about a common starting air
of engine (4 50 140) is included in the basic de- system for main engines and auxiliary engines,
sign. please refer to the Engine Selection Guide or to
our publication:
The Engine Control System regulates the supply
of control air to the starting valves in accordance Uniconcept Auxiliary Systems for Twostroke Main
with the correct firing sequence and the timing.
Please note that the air consumption for control under ‘Quicklinks’ → ‘Technical Papers’
air, turbocharger cleaning and for fuel valve test-
ing unit are momentary requirements of the con-
sumers. The capacities stated for the air receivers

MAN Diesel 198 40 004.5
MAN B&W 13.03
Page of 2
Exhaust Valve Air Spring Pipes
The exhaust valve is opened hydraulically by the The compressed air is taken from the control air
Fuel Injection Valve Actuator (FIVA) system which supply, see Fig. 13.03.02.
is activated by the Engine Control System, and
the closing force is provided by an ‘air spring’
which leaves the valve spindle free to rotate.
04æææç!æææ)æææ!,æææ9 04æææç"æææ)æææ!,æææ9
"
#ONTROLæAIRæSUPPLYæFROM 3AFETYæRELIEFæVALVE 3AFETYæRELIEFæVALVE 3AFETYæRELIEFæVALVE

THEæPNEUMATICæSYSTEM
!IR
SPRING
The item Nos. refer to ‘Guidance values automation’

121 36 87-1.1.0c
Fig. 13.03.02: Air spring pipes for exhaust valves

MAN Diesel 198 40 004.5
MAN B&W 13.04
Page of 1
Electric Motor for Turning Gear
MAN Diesel delivers a turning gear with built-in Turning gear with electric motor of other protec-
disc brake, option 40 80 101. Two basic executions tion or insulation classes can be ordered, option
are available for power supply frequencies of 60 40 80 103. Information about the alternative ex-
and 50 Hz respectively. Nominal power and cur- ecutions is available on request.
rent consumption of the motors are listed below.
Electric motor and brake, voltage............. 3 x 440 V Electric motor and brake, voltage............. 3 x 380 V
Electric motor and brake, frequency..............60 Hz Electric motor and brake, frequency..............50 Hz
Protection, electric motor / brake........ IP 55 / IP 54 Protection, electric motor / brake........ IP 55 / IP 54
Insulation class ..................................................... F Insulation class ..................................................... F
Number of Electric motor Number of Electric motor

cylinders Nominal power, kW Normal current, A cylinders Nominal power, kW Normal current, A
6-9 9.0 14.8 6-9 7.5 14.8
,æ
,æ
,æ
,æ &æ &æ
ç&æ
ç&æ
ç3æ
,æçæ
æ
,æçæ
æ 6æ
ç3æ ç+æ ç+æ
ç3æ
0%æ æ
ç+æ ç+æ
ç+æ ç+æ
ç+æ ç+æ ç(æ ç(æ

&æ
,æ
çæ æ æ æ æ æ æ æ æ æ æ
2UNNINGæ 2UNNINGæ
&æ
Xçæ Xçæ FORWARDæ REVERSEæ
0%æ
çæ çæ çæ çæ
çæ 5æ 6æ 7æ 0%æ
7æ -æ
6æ
æ
5æ
æ æ
178 31 309.1
Fig. 13.04.01: Electric motor for turning gear, option: 40 80 101
MAN B&W S90MC-C7/8, S90ME-C7/8

MAN Diesel 198 41 27-5.1
MAN B&W
Scavenge Air

14
MAN Diesel
MAN B&W 14.01
Page 1 of 1
Scavenge Air System
Scavenge air is supplied to the engine by two or The scavenge air system (see Figs. 14.01.01 and
more turbochargers, located on the exhaust side 14.02.01) is an integrated part of the main engine.
of the engine.
The engine power figures and the data in the list
The compressor of the turbocharger draws air of capacities are based on MCR at tropical con-
from the engine room, through an air filter, and ditions, i.e. a seawater temperature of 32 °C, or
the compressed air is cooled by the scavenge freshwater temperature of 36 °C, and an ambient
air cooler, one per turbocharger. The scavenge air inlet temperature of 45 °C.
air cooler is provided with a water mist catcher,
which prevents condensate water from being car-
ried with the air into the scavenge air receiver and
to the combustion chamber.
Exhaust gas
receiver
Exhaust valve
Turbocharger
Cylinder liner
Scavenge air
receiver
Scavenge air
cooler
Water mist
catcher
178 25 188.1
Fig. 14.01.01: Scavenge Air System
MAN B&W K98MC/MC-C, K98ME/MEC, S90MC-C, S90MEC,

K90MC-C, K90ME/MEC, K80MEC9 MAN Diesel 198 40 028.4
MAN B&W 14.02
Page 1 of 2
Auxiliary Blowers
The engine is provided with a minimum of two During operation of the engine, the auxiliary blow-
electrically driven auxiliary blowers, the actual ers will start automatically whenever the blower
number depending on the number of cylinders as inlet pressure drops below a preset pressure,
well as the turbocharger make and amount. corresponding to an engine load of approximately
25-35%.
The auxiliary blowers are fitted onto the main
engine. Between the scavenge air cooler and the The blowers will continue to operate until the
scavenge air receiver, nonreturn valves are fit- blower inlet pressure again exceeds the preset
ted which close automatically when the auxiliary pressure plus an appropriate hysteresis (i.e. taking
blowers start supplying the scavenge air. recent pressure history into account), correspond-
ing to an engine load of approximately 30-40%.
Auxiliary blower operation

Emergency running
The auxiliary blowers start operating consecu-
tively before the engine is started and will ensure If one of the auxiliary blowers is out of function,
complete scavenging of the cylinders in the start- the other auxiliary blower will function in the sys-
ing phase, thus providing the best conditions for a tem, without any manual adjustment of the valves
safe start. being necessary.
Running with auxiliary blower
Running with turbocharger
178 44 705.1
Fig. 14.02.01: Scavenge air system

MAN Diesel 198 40 09-0.2
MAN B&W 14.02
Page 2 of 2
Control of the Auxiliary Blowers The starter panels with starters for the auxiliary
blower motors are not included, they can be or-
The control system for the auxiliary blowers is dered as an option: 4 55 653. (The starter panel
integrated in the Engine Control System. The aux- design and function is according to MAN Diesel’s
iliary blowers can be controlled in either automatic diagram, however, the physical layout and choice
(default) or manual mode. of components has to be decided by the manu-
facturer).
In automatic mode, the auxiliary blowers are
started sequentially at the moment the engine is Heaters for the blower motors are available as an
commanded to start. During engine running, the option: 4 55 155.
blowers are started and stopped according to
preset scavenge air pressure limits.
Scavenge air cooler requirements
When the engine stops, the blowers are stopped
after 10 minutes to prevent overheating of the The data for the scavenge air cooler is specified in
blowers. When a start is ordered, the blower will the description of the cooling water system chosen.
be started in the normal sequence and the actual
start of the engine will be delayed until the blow- For further information, please refer to our publi-
ers have started. cation titled:
In manual mode, the blowers can be controlled Influence of Ambient Temperature Conditions
individually from the ECR (Engine Control Room)
panel irrespective of the engine condition. The publication is available at: www.mandiesel.com
Referring to Fig. 14.02.02, the Auxiliary Blower
Starter Panels control and protect the Auxiliary
Blower motors, one panel with starter per blower.
Engine Control System
Engine room
Aux. blower Aux. blower Aux. blower Aux. blower Aux. blower
starter panel 1 starter panel 2 starter panel 3 starter panel 4 starter panel 5
M M M M M
Auxiliary Motor Auxiliary Motor Auxiliary Motor Auxiliary Motor Auxiliary Motor
blower heater blower heater blower heater blower heater blower heater
Power Power Power Power Power

cable cable cable cable cable
178 61 30-2.0
Fig. 14.02.02: Diagram of auxiliary blower control system

MAN Diesel 198 40 09-0.2
MAN B&W 14.03
Page 1 of 1
Scavenge Air Pipes

Two Turbochargers or more
Turbocharger CoCos PDT 8607 I AH
CoCos TE 8612 I
PT 8601B TE 8605 I
Scavenge air cooler
PT 8601A Scavenge air cooler TI 8605
PDI 8606
E 1180 E 1180
Auxiliary blower TE 8609 I AH Y TI 8608

PDT 8606 I AH CoCos
TI 8609
TE 8608 I
PI 8601 Scavenge air receiver PDI 8606
PI 8601
PI 8706
Spare
Cyl. 1
Exh. receiver
121 15 25-5.6.0
The item No. refer to ‘Guidance Values Automation’
Fig. 14.03.01: Scavenge air pipes
Scavenge air space, drain pipes
Air cooler
Scavenge air receiver Auxiliary blowers
Cyl. 1
AV
BV
121 36 91-7.2.0
Fig. 14.03.02: Scavenge air space, drain pipes
MAN B&W K98ME/MEC, S90MEC, K90ME/MEC,

S80MEC, K80MEC, S70MEC/MEGI, L70MEC,
S65MEC/MEGI, S60MEC/MEGI/ME-B, L60MEC
MAN Diesel 198 40 136.2
MAN B&W 14.04
Page of 1
Electric Motor for Auxiliary Blower
The number of auxiliary blowers in a propulsion For typical engine configurations, the required
plant may vary depending on the actual amount of power of the auxiliary blowers as well as the in-
turbochargers as well as space requirements. stalled size of the electric motors are listed in Ta-
ble 14.04.01.
Number of Number of auxiliary Required power/blower Installed power/blower

cylinders blowers kW kW
6 120 125
2
7 140 155
8 107 125
3
9 120 125
The installed power of the electric motors are based on a voltage supply of 3x440V at 60Hz.
The electric motors are delivered with and fitted onto the engine.
Table 14.04.01: Electric motor for auxiliary blower
MAN B&W S90MC-C8, S90ME-C8

MAN Diesel 198 62 11-2.0
MAN B&W 14.05
Page 1 of 2
Scavenge Air Cooler Cleaning System
The air side of the scavenge air cooler can be The system is equipped with a drain box with a
cleaned by injecting a grease dissolving media level switch, indicating any excessive water level.
through ‘AK’ to a spray pipe arrangement fitted to
the air chamber above the air cooler element. The piping delivered with and fitted on the engine
is shown in Fig 14.05.01.
Drain from water mist catcher

Auto Pump Overboard System
Sludge is drained through ‘AL’ to the drain water
collecting tank and the polluted grease dissolvent It is common practice on board to lead drain wa-
returns from ‘AM’, through a filter, to the chemical ter directly overboard via a collecting tank. Before
cleaning tank. The cleaning must be carried out pumping the drain water overboard, it is recom-
while the engine is at standstill. mended to measure the oil content. If above
15ppm, the drain water should be lead to the
Dirty water collected after the water mist catcher clean bilge tank / bilge holding tank.
is drained through ‘DX’ and led to the bilge tank
via an open funnel, see Fig. 14.05.02. If required by the owner, a system for automatic
disposal of drain water with oil content monitoring
The ‘AL’ drain line is, during running, used as a could be built as outlined in Fig. 14.05.02.
permanent drain from the air cooler water mist
catcher. The water is led through an orifice to pre-
vent major losses of scavenge air.
AK AK
LS 8611 AH
DX
AL AM DX
The letters refer to list of ‘Counterflanges‘

The item no refer to ‘Guidance values automation’
178 56 35-4.2
Fig. 14.05.01: Air cooler cleaning pipes
MAN B&W K98MC/MC-C/ME/MEC, S90MC-C/MEC,

K90MC-C/ME/MEC, S80MC/MC-C/MEC, K80MC-C/MEC,
S70MC/MC-C/MEC/MEGI, L70MC-C/MEC, S65MEC/MEGI,
MAN Diesel 198 76 84-9.0
S60MC/MC-C/MEC/MEGI/ME-B, L60MC-C/MEC, S50ME-B9
MAN B&W 14.05
Page 2 of 2
Auto Pump Overboard System
DX AL
Oil in water
Drain water High level alarm
monitor
Hull
collecting tank (15ppm oil)
Start pump
Stop pump
Low level alarm
Overboard
Clean bilge tank /

To oily water bilge holding tank
separator
079 21 94-1.0.0c
Fig. 14.05.02: Suggested automatic disposal of drain water, if required by owner (not a demand from MAN Diesel)
Air Cooler Cleaning Unit
AK
PI
DN=25 mm
Air cooler Air cooler
Freshwater
(from hydrophor)
DX AL
Recirculation
DN=50 mm
AM
DN=50 mm
TI
Circulation pump
Chemical
cleaning tank Filter Drain from air cooler
1 mm mesh size cleaning & water mist
catcher in air cooler
Heating coil
To fit the chemical

makers requirement Sludge pump suction
No. of cylinders
The letters refer to list of ‘Counterflanges‘
6-8 9
Chemical tank capacity 0.9 m3 1.5 m3
Circulation pump capacity at 3 bar 3 m3/h 5 m3/h
079 21 94-1.0.0a
Fig. 14.05.03: Air cooler cleaning system with Air Cooler Cleaning Unit, option: 4 55 665
MAN B&W S90MC-C, S90MEC

MAN Diesel 198 40 232.2
MAN B&W 14.06
Page 1 of 1
Scavenge Air Box Drain System
The scavenge air box is continuously drained The pressurised drain tank must be designed to
through ‘AV’ to a small pressurised drain tank, withstand full scavenge air pressure and, if steam
from where the sludge is led to the sludge tank. is applied, to withstand the steam pressure avail-
Steam can be applied through ‘BV’, if required, to able.
facilitate the draining. See Fig. 14.06.01.
The system delivered with and fitted on the engine
The continuous drain from the scavenge air box is shown in Fig. 14.03.02 Scavenge air space,
must not be directly connected to the sludge tank drain pipes.
owing to the scavenge air pressure.
Deck/Roof
DN 50 mm
Min. 15°
DN 15 mm
Normally open.
BV AV To be closed in case of fire
in the scavenge air box.
Orifice 10 mm
Min. distance
1,000 mm
Steam inlet pressure 310 bar. DN 65 mm

If steam is not available, 7 bar
compressed air can be used.
DN 50 mm
Drain
tank
Normally closed.
Sludge tank Tank to be emptied
for fuel oil during service with
centrifuges valve open.
No. of cylinders
6 7-9
Drain tank capacity 0.8 m3 1.1 m3

079 61 03-0.2.0
Fig. 14.06.01: Scavenge air box drain system
MAN B&W MAN B&W S90MC-C, S90MEC,

S80MEC9 MAN Diesel 198 40 29-3.3
MAN B&W 14.07
Page 1 of 2
Fire Extinguishing System for Scavenge Air Space
Fire in the scavenge air space can be extinguished The key specifications of the fire extinguishing
by steam, this being the basic solution, or, option- agents are:
ally, by water mist or CO2.
Steam fire extinguishing for scavenge air space
The external system, pipe and flange connections Max. test pressure: 15 bar
are shown in Fig. 14.07.01 and the piping fitted Steam quantity, approx.: 7.8 kg/cyl.
onto the engine in Fig. 14.07.02.
Water mist fire extinguishing for scavenge air space
In the Extent of Delivery, the fire extinguishing sys- Max. test pressure: 10 bar
tem for scavenge air space is selected by the fire Freshwater quantity, approx.: 6.3 kg/cyl.
extinguishing agent:
CO2 fire extinguishing for scavenge air space
• basic solution: 4 55 140 Steam Max. test pressure: 150 bar
• option: 4 55 142 Water mist CO2 quantity, approx.: 15.7 kg/cyl.
• option: 4 55 143 CO2
Basic solution: Steam extinguishing Option: CO 2 extinguishing

Steam pressure: 310 bar CO 2 test pressure: 150 bar
AT AT
DN 40mm
Normal position
open to bilge DN 20mm
CO 2 bottles
Option: Water mist extinguishing CO 2

Fresh water presssure: min. 3.5 bar
At least two bottles ought to be installed.
In most cases, one bottle should be sufficient
to extinguish fire in three cylilnders, while two
or more bottles would be required to extinguish
AT fire in all cylinders.
DN 40mm To prevent the fire from spreading to the next
cylinder(s), the ballvalve of the neighbouring
Normal position cylinder(s) should be opened in the event of
open to bilge fire in one cylinder.
079 61 029.0.0a
Fig. 14.07.01: Fire extinguishing system for scavenge air space
MAN B&W S90MC-C, S90MEC, K90MC-C, K90ME/ME-C

MAN Diesel 198 40 364.5
MAN B&W 14.07
Page 2 of 2
Fire Extinguishing Pipes in Scavenge Air Space
Exhaust side
Cyl. 1
Manoeuvering side
TE 8610 I AH Y Extinguishing agent:
CO2, Steam or Freshwater
AT
Drain pipe, bedplate

(Only for steam or freshwater)
126 40 81-0.6.0a
Fig. 14.07.02: Fire extinguishing pipes in scavenge air space
MAN B&W K98MC/MC-C/ME/MEC, S90MC-C/MEC, K90ME/MEC,

S80MC/MC-C/MEC, K80MEC, S70MC/MC-C/MEC/MEGI,
L70MC-C/MEC, S65MEC/MEGI, S60MC-C/MEC/MEGI/ME-B,
MAN Diesel 198 76 813.0
L60MC-C/MEC, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B,

S42MC, S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC
MAN B&W
Exhaust Gas

15
MAN Diesel
MAN B&W 15.01
Page 1 of 1
Exhaust Gas System
The exhaust gas is led from the cylinders to the Turbocharger arrangement and cleaning systems
exhaust gas receiver where the fluctuating pres-
sures from the cylinders are equalised and from The turbochargers are located on the exhaust
where the gas is led further on to the turbocharger side of the engine.
at a constant pressure. See fig. 15.01.01.
The engine is designed for the installation of the
Compensators are fitted between the exhaust MAN Diesel turbocharger type TCA, option: 4 59
valve housings and the exhaust gas receiver and 101, ABB turbocharger types TPL or A100, option:
between the receiver and the turbocharger. A pro- 4 59 102, or MHI turbocharger type MET, option:
tective grating is placed between the exhaust gas 4 59 103.
receiver and the turbocharger. The turbocharger
is fitted with a pickup for monitoring and remote All makes of turbochargers are fitted with an ar-
indication of the turbocharger speed. rangement for water washing of the compressor
side, and soft blast cleaning of the turbine side,
The exhaust gas receiver and the exhaust pipes see Figs. 15.02.02, 15.02.03 and 15.02.04. Wash-
are provided with insulation, covered by steel ing of the turbine side is only applicable on MAN
plating. Diesel and ABB turbochargers.
Exhaust gas
receiver
Exhaust valve
Turbocharger
Cylinder liner
Scavenge air
receiver
Scavenge
air cooler
Water mist
catcher
178 07 274.1
Fig. 15.01.01: Exhaust gas system on engine
MAN B&W K98MC/MC-C, K98ME/MEC, S90MC-C/MEC,

K90MC-C, K90ME/MEC, S80MC, S80MC-C, S80MEC,
K80MC-C, K80MEC, S70MC, S70MC-C/MEC/MEGI,
MAN Diesel 198 40 472.5
L70MC-C/MEC, S65MC-C/MEC/MEGI,
S60MEC/MEGI, L60MEC
MAN B&W 15.02
Page 1 of 3
Exhaust Gas Pipes
*)
TC 8702 I AH AL YH YL Cyl. 1
To scavenge air receiver
TI 8702 PI 8601
PI 8706
Exhaust gas receiver
Turbocharger
TI 8701
TC 8701 I AH YH ST 8801 I
Flange connection D
*) AL: Deviation alarm/Cylinder ±50ºC
TI 8707 YL: Deviation alarm/Cylinder ±60ºC

The item no. refer to ‘Guidance Values Automation’
121 15 27-9.2.0
Fig. 15.02.01: Exhaust gas pipes
MAN B&W K98MC/MC-C, K98ME/MEC, S90MC-C/MEC,

K90MC-C, K90ME/MEC, S80MC/MC-C, S80MEC,
K80MC-C, K80MEC, S70MC/MC-C, S70MEC/MEGI,
MAN Diesel 198 40 709.3
L70MC-C, L70MEC, S60ME-C/ME-G, L60ME-C
MAN B&W 15.02
Page 2 of 3
Cleaning Systems
PI 8804
AN
Compressor cleaning
MAN Diesel TCA turbocharger
To bedplate drain, AE
121 15 21-8.0.0
Fig. 15.02.02: MAN Diesel TCA turbocharger, water washing of turbine side
MAN B&W K98MC/MC-C, K98ME/MEC, S90MC-C, S90MEC,

K90MC-C, K90ME/ME-C, S80MC/MC-C, S80MEC, K80MC-C,
K80MEC, S70MC, S/L70MC-C, S/L70MEC, S70MEGI,
MAN Diesel 198 40 710.5
S65ME-C/ME-GI, S60MC, S/L60MC-C, S/L60MEC,

S60ME-GI/ME-B
MAN B&W 15.02
Page 3 of 3
Cleaning Systems
PI 8804
AN
Water inlet
Inlet valve
ABB TPL Turbocharger
Drain cock
Compressor cleaning
Water cleaning nozzle
To bedplate drain, AE
121 36 75-1.0.0
Fig. 15.02.03: Water washing of turbine and compressor sides for ABB, TPL turbochargers
PI 8803
AP
Drain
Dry cleaning turbine side
Scavenge air receiver
121 36 88-3.2.0
Fig. 15.02.04: Soft blast cleaning of turbine side
MAN B&W K98MC/MC-C, K98ME/MEC, S90MC-C,

S90MEC, K90MC-C, K90ME/ME-C, S80MC/MC-C,
S80MEC, K80MC-C, K80MEC
MAN Diesel 198 40 722.3
MAN B&W 15.03
Page of 1
Exhaust Gas System for Main Engine
At the specified MCR of the engine, the total The exhaust system for the main engine com-
backpressure in the exhaust gas system after the prises:
turbocharger (as indicated by the static pressure
measured in the piping after the turbocharger) • Exhaust gas pipes
must not exceed 350 mm WC (0.035 bar). • Exhaust gas boiler
• Silencer
In order to have a backpressure margin for the • Spark arrester (if needed)
final system, it is recommended at the design • Expansion joints (compensators)
stage to initially use a value of about 300 mm WC • Pipe bracings.
(0.030 bar).
In connection with dimensioning the exhaust gas
The actual backpressure in the exhaust gas piping system, the following parameters must be
system at specified MCR depends on the gas observed:
velocity, i.e. it is proportional to the square of the
exhaust gas velocity, and hence inversely propor- • Exhaust gas flow rate
tional to the pipe diameter to the 4th power. It has • Exhaust gas temperature at turbocharger outlet
by now become normal practice in order to avoid • Maximum pressure drop through exhaust gas
too much pressure loss in the pipings to have an system
exhaust gas velocity at specified MCR of about • Maximum noise level at gas outlet to atmos-
35 m/sec, but not higher than 50 m/sec. phere
• Maximum force from exhaust piping on
For dimensioning of the external exhaust pipe turbocharger(s)
connections, see the exhaust pipe diameters for • Sufficient axial and lateral elongation ability of
35 m/sec, 40 m/sec, 45 m/sec and 50 m/sec re- expansion joints
spectively, shown in Table 15.07.02. • Utilisation of the heat energy of the exhaust gas.
As long as the total backpressure of the exhaust Items that are to be calculated or read from tables
gas system (incorporating all resistance losses are:
from pipes and components) complies with the
abovementioned requirements, the pressure • Exhaust gas mass flow rate, temperature and max-
losses across each component may be chosen in- imum back pressure at turbocharger gas outlet
dependently, see proposed measuring points (M) • Diameter of exhaust gas pipes
in Fig. 15.05.01. The general design guidelines for • Utilisation of the exhaust gas energy
each component, described below, can be used • Attenuation of noise from the exhaust pipe outlet
for guidance purposes at the initial project stage. • Pressure drop across the exhaust gas system
• Expansion joints.
Exhaust gas piping system for main engine
The exhaust gas piping system conveys the gas

from the outlet of the turbocharger(s) to the at-
mosphere.
The exhaust piping is shown schematically in

Fig. 15.04.01.

MAN Diesel 198 40 746.3
MAN B&W 15.04
Page 1 of 2
Components of the Exhaust Gas System
Exhaust gas compensator after turbocharger Exhaust gas boiler
When dimensioning the compensator, option: Engine plants are usually designed for utilisation of
4 60 610, for the expansion joint on the turbochar- the heat energy of the exhaust gas for steam pro-
ger gas outlet transition piece, option: 4 60 601, duction or for heating the thermal oil system. The
the exhaust gas piece and components, are to be exhaust gas passes an exhaust gas boiler which is
so arranged that the thermal expansions are ab- usually placed near the engine top or in the funnel.
sorbed by expansion joints. The heat expansion of
the pipes and the components is to be calculated It should be noted that the exhaust gas tempera-
based on a temperature increase from 20 °C to ture and flow rate are influenced by the ambient
250 °C. The max. expected vertical, transversal conditions, for which reason this should be con-
and longitudinal heat expansion of the engine sidered when the exhaust gas boiler is planned. At
measured at the top of the exhaust gas transition specified MCR, the maximum recommended pres-
piece of the turbocharger outlet are indicated in sure loss across the exhaust gas boiler is normally
Fig. 15.06.01 and Table 15.06.02 as DA, DB and DC. 150 mm WC.
The movements stated are related to the engine This pressure loss depends on the pressure losses
seating, for DC, however, to the engine centre. The in the rest of the system as mentioned above.
figures indicate the axial and the lateral movements Therefore, if an exhaust gas silencer/spark ar-
related to the orientation of the expansion joints. rester is not installed, the acceptable pressure loss
across the boiler may be somewhat higher than the
The expansion joints are to be chosen with an elas- max. of 150 mm WC, whereas, if an exhaust gas
ticity that limits the forces and the moments of the silencer/spark arrester is installed, it may be neces-
exhaust gas outlet flange of the turbocharger as sary to reduce the maximum pressure loss.
stated for each of the turbocharger makers in Table
15.06.04. The orientation of the maximum permis- The above mentioned pressure loss across the
sible forces and moments on the gas outlet flange exhaust gas boiler must include the pressure
of the turbocharger is shown in Fig. 15.06.03. losses from the inlet and outlet transition pieces.
D4
Exhaust gas outlet D0 Exhaust gas outlet

to the atmosphere
to the atmosphere
Exhaust gas Exhaust gas

silencer silencer
D4
D0
Slide support Exhaust gas

Exhaust gas boiler
Slide support boiler
Fixed support
Fixed support D4
D0 Exhaust gas compensator

D4
Exhaust gas compensator
Transition piece
Turbocharger gas
outlet flange D0
Main engine with
turbocharger on aft end
Main engine with turbochargers
on exhaust side
178 42 783.2 178 33 467.4
Fig. 15.04.01a: Exhaust gas system, one turbocharger Fig. 15.04.01b: Exhaust gas system, two or more TCs

MAN Diesel 198 40 758.7
MAN B&W 15.04
Page of 2
Exhaust gas silencer

D" D"æ!
The typical octave band sound pressure levels

from the diesel engine’s exhaust gas system – at a
distance of one meter from the top of the exhaust

gas uptake – are shown in Fig.15.04.02.

3-#ç#-%ç#
The need for an exhaust gas silencer can be de- 3-#ç#-%ç#

cided based on the requirement of a maximum
permissible noise level at a specific position.

The exhaust gas noise data is valid for an exhaust
gas system without boiler and silencer, etc.

The noise level is at nominal MCR at a distance of

one metre from the exhaust gas pipe outlet edge

at an angle of 30° to the gas flow direction. .2

For each doubling of the distance, the noise level K K K K(Z
will be reduced by about 6 dB (farfield law). #ENTREæFREQUENCIESæOFæOCTAVEæBANDS
178 51 16-6.1
When the noise level at the exhaust gas outlet to
the atmosphere needs to be silenced, a silencer Fig. 15.04.02: ISO’s NR curves and typical sound pres-
can be placed in the exhaust gas piping system sure levels from the engine’s exhaust gas system. The
after the exhaust gas boiler. noise levels at nominal MCR and a distance of 1 metre
from the edge of the exhaust gas pipe opening at an an-
The exhaust gas silencer is usually of the absorp- gle of 30 degrees to the gas flow and valid for an exhaust
tion type and is dimensioned for a gas velocity of gas system – without boiler and silencer, etc. Data for a
approximately 35 m/s through the central tube of specific engine and cylinder no. is available on request.
the silencer.
An exhaust gas silencer can be designed based Spark arrester

on the required damping of noise from the ex-
haust gas given on the graph. To prevent sparks from the exhaust gas being
spread over deck houses, a spark arrester can be
In the event that an exhaust gas silencer is re- fitted as the last component in the exhaust gas
quired – this depends on the actual noise level system.
requirement on the bridge wing, which is normally
maximum 6070 dB(A) – a simple flow silencer of It should be noted that a spark arrester contrib-
the absorption type is recommended. Depending utes with a considerable pressure drop, which is
on the manufacturer, this type of silencer nor- often a disadvantage.
mally has a pressure loss of around 20 mm WC at
specified MCR. It is recommended that the combined pressure
loss across the silencer and/or spark arrester
should not be allowed to exceed 100 mm WC at
specified MCR. This depends, of course, on the
pressure loss in the remaining part of the system,
thus if no exhaust gas boiler is installed, 200 mm
WC might be allowed.
MAN B&W S90MC-C/ME-C7/8

MAN Diesel 198 40 81-7.1
MAN B&W 15.05
Page of 3
Calculation of Exhaust Gas BackPressure
The exhaust gas back pressure after the turbo Exhaust gas velocity (v)
charger(s) depends on the total pressure drop in
the exhaust gas piping system. In a pipe with diameter D the exhaust gas velocity is:
The components, exhaust gas boiler, silencer, and v = __

M _____4
ρ x π x D 2
in m/s
spark arrester, if fitted, usually contribute with a
major part of the dynamic pressure drop through Pressure losses in pipes (∆p)
the entire exhaust gas piping system.
For a pipe element, like a bend etc., with the resist-
The components mentioned are to be specified ance coefficient ζ, the corresponding pressure
so that the sum of the dynamic pressure drop loss is:
through the different components should, if pos- ∆p = ζ x ½ ρ v2 x ___ 1
9.81 in mm WC

sible, approach 200 mm WC at an exhaust gas
flow volume corresponding to the specified MCR where the expression after ζ is the dynamic pres-
at tropical ambient conditions. Then there will be sure of the flow in the pipe.
a pressure drop of 100 mm WC for distribution
among the remaining piping system. The friction losses in the straight pipes may, as a
guidance, be estimated as :
Fig. 15.05.01 shows some guidelines regarding
resistance coefficients and backpressure loss 1 mm WC per 1 diameter length
calculations which can be used, if the maker’s
data for backpressure is not available at an early whereas the positive influence of the updraught
stage of the project. in the vertical pipe is normally negligible.
The pressure loss calculations have to be based

on the actual exhaust gas amount and tempera- Pressure losses across components (∆p)
ture valid for specified MCR. Some general formu-
las and definitions are given in the following. The pressure loss ∆p across silencer, exhaust
gas boiler, spark arrester, rain water trap, etc., to
be measured/ stated as shown in Fig. 15.05.01 (at
Exhaust gas data specified MCR) is normally given by the relevant
manufacturer.
M: exhaust gas amount at specified MCR in kg/sec.
T: exhaust gas temperature at specified MCR in °C
Total backpressure (∆pM)
Please note that the actual exhaust gas tempera-
ture is different before and after the boiler. The The total backpressure, measured/stated as the stat-
exhaust gas data valid after the turbocharger may ic pressure in the pipe after the turbocharger, is then:
be found in Chapter 6.
∆pM = Σ ∆p
Mass density of exhaust gas (ρ) where ∆p incorporates all pipe elements and
components etc. as described:
ρ ≅ 1.293 x ______
273
273
+T
x 1.015 in kg/m3
∆pM has to be lower than 350 mm WC.
The factor 1.015 refers to the average backpres-
sure of 150 mm WC (0.015 bar) in the exhaust gas (At design stage it is recommended to use max.
system. 300 mm WC in order to have some margin for
fouling).

MAN Diesel 198 40 949.3
MAN B&W 15.05
Page of 3
Measuring Back Pressure
At any given position in the exhaust gas system,

the total pressure of the flow can be divided into
dynamic pressure (referring to the gas velocity)
and static pressure (referring to the wall pressure,
where the gas velocity is zero).
At a given total pressure of the gas flow, the

combination of dynamic and static pressure may
change, depending on the actual gas velocity. The
measurements, in principle, give an indication of
the wall pressure, i.e., the static pressure of the
gas flow.
It is, therefore, very important that the back pres-

sure measuring points are located on a straight
part of the exhaust gas pipe, and at some dis-
tance from an ‘obstruction‘, i.e. at a point where
the gas flow, and thereby also the static pressure,
is stable. Taking measurements, for example, in a
transition piece, may lead to an unreliable meas-
urement of the static pressure.
In consideration of the above, therefore, the total

back pressure of the system has to be measured
after the turbocharger in the circular pipe and not
in the transition piece. The same considerations
apply to the measuring points before and after the
exhaust gas boiler, etc.

MAN Diesel 198 40 949.3
MAN B&W 15.05
Page of 3
Pressure losses and coefficients of resistance in exhaust pipes
a a
60 b
Changeover valves 90 R = D ζ = 0.28
90 R = 1.5D ζ = 0.20
c Changeover valve D
R = 2D ζ = 0.17
of type with con- R
stant cross section

ζa = 0.6 to 1.2
60
20 ζb = 1.0 to 1.5 R = D ζ = 0.16
a b
ζc = 1.5 to 2.0 R = 1.5D ζ = 0.12
D
R
R = 2D ζ = 0.11
Changeover valve
of type with volume

ζa = ζb = about 2.0 30

ζ = 0.05
D

M
90

p Spark
arrester D
M
R = D ζ = 0.45
R
R = 1.5D ζ = 0.35
R = 2D ζ = 0.30
p2 Silencer
45

ptc
M
D

M ζ = 0.14

Exhaust
p3 gas boiler

M
Outlet from ζ = 1.00
top of exhaust
gas uptake

Mtc Mtc
Inlet (from
T/C turbocharger) ζ = – 1.00
M: Measuring points
178 32 091.0 178 06 853.0
Fig. 15.05.01: Pressure losses and coefficients of resistance in exhaust pipes

MAN Diesel 198 40 949.3
MAN B&W 15.06
Page of 2
Forces and Moments at Turbocharger
$!
$"
$"
$#
DA: Max. movement of the turbocharger flange in the vertical direction

DB: Max. movement of the turbocharger flange in the transversal direction
DC: Max. movement of the turbocharger flange in the longitudinal direction
078 87 11-1.0.0b
Fig. 15.06.01: Vectors of thermal expansion at the turbocharger exhaust gas outlet flange
No. of cylinders 6-9 6 7 8 9

Turbocharger DA DB DC DC DC DC
Make Type mm mm mm mm mm mm
MAN Diesel NA70 10.1 1.6 2.4 2.7 3.0 3.4
TPL80 8.7 1.6 2.4 2.7 3.0 3.4
ABB
TPL85 9.6 1.6 2.4 2.7 3.0 3.4
MET71 9.0 1.6 2.4 2.7 3.0 3.4
MHI
MET83 9.7 1.6 2.4 2.7 3.0 3.4
Table 15.06.02: Max. expected movements of the exhaust gas flange resulting from thermal expansion

MAN Diesel 198 41 44-2.1
MAN B&W 15.06
Page of 2
-!.æ$IESEL !""æ40,
& &
- - - -
& & & &
-ITSUBISHI
& - -
& &
078 38 48-6.2.0
Fig. 15.06.03: Forces and moments on the turbochargers’ exhaust gas outlet flange
Table 15.06.04 indicates the maximum permis

sible forces (F1, F2 and F3) and moments (M1 and
M3), on the exhaust gas outlet flange of the turbo
charger(s). Reference is made to Fig. 15.06.03.
Turbocharger M1 M3 F1 F2 F3
Make Type Nm Nm N N N
MAN Diesel NA70 5,300 3,500 8,800 8,800 3,500
TPL80 11,000 11,000 15,000 13,000 13,000
ABB
TPL85 16,000 16,000 19,000 15,000 15,000
MET71 7,000 3,500 9,600 3,300 3,100
MHI
MET83 9,800 4,900 11,700 4,100 3,700
Table 15.06.04: The max. permissible forces and moments on the turbocharger’s gas outlet flanges

MAN Diesel 198 41 44-2.1
MAN B&W 15.07
Page of 1
Diameter of Exhaust Gas Pipes
The exhaust gas pipe diameters listed in Table The exhaust gas velocities and mass flow listed
15.07.02 are based on the exhaust gas flow ca- apply to collector pipe D4. The table also lists the
pacity according to ISO ambient conditions and diameters of the corresponding exhaust gas pipes
an exhaust gas temperature of 250 ºC. D0 for various numbers of turbochargers installed.
%XPANSIONæJOINT
OPTIONæææ
$ $
$
4RANSITIONæPIECE $
OPTIONæææ
#ENTREæLINEæTURBOCHARGER
178 09 395.2
Fig. 15.07.01: Exhaust pipe system, with turbocharger located on exhaust side of engine
Gas velocity Exhaust gas pipe diameters

35 m/s 40 m/s 45 m/s 50 m/s D0 D4
Gas mass flow 1 T/C 2 T/C 3 T/C 4 T/C
kg/s kg/s kg/s kg/s [DN] [DN] [DN] [DN] [DN]
67.0 76.5 86.1 95.7 N.A. 1,300 1,100 950 1,900
74.2 84.8 95.4 106.0 N.A. 1,400 1,150 1,000 2,000
81.8 93.5 105.2 116.9 N.A. 1,500 1,200 1,050 2,100
89.8 102.6 115.5 128.3 N.A. 1,600 1,300 1,100 2,200
98.1 112.2 126.2 140.2 N.A. 1,600 1,300 1,150 2,300
106.9 122.1 137.4 152.7 N.A. 1,700 1,400 1,200 2,400
116.0 132.5 149.1 165.6 N.A. 1,800 1,400 1,300 2,500
125.4 143.3 161.2 179.2 N.A. 1,800 1,500 1,300 2,600
Table 15.07.02: Exhaust gas pipe diameters and exhaust gas mass flow at various velocities
MAN B&W S90MC-C8, S90ME-C8

MAN Diesel 198 41 01-1.2
MAN B&W

16
MAN Diesel
MAN B&W 16.01
Page 1 of 9
Engine Control System ME
The Engine Control System for the ME engine is The ECUs perform such tasks as:
prepared for conventional remote control, having
an interface to the Bridge Control system and the • Speed governor functions, start/stop sequenc-
Local Operating Panel (LOP). es, timing of fuel injection, timing of exhaust
valve activation, timing of starting valves, etc.
A Multi-Purpose Controller (MPC) is applied as
control unit for specific tasks described below: • Continuous running control of auxiliary func-
ACU, CCU, ECU, and EICU. The control units are tions handled by the ACUs
all built on the same identical piece of hardware
and differ only in the software installed. • Alternative running modes and programs.
The layout of the Engine Control System is shown

in Figs. 16.01.01a and b, the mechanicalhydraulic Cylinder Control Unit (CCU)
system is shown in Figs. 16.01.02a and b, and the
pneumatic system, shown in Fig. 16.01.03. The control system includes one CCU per cyl-
inder. The CCU controls the electronic exhaust
The ME system has a high level of redundancy. Valve Activation (FIVA) and the Starting Air Valves
It has been a requirement to its design that no (SAV), in accordance with the commands received
single failure related to the system may cause the from the ECU.
engine to stop. Furthermore, the ME system has
been designed so that a single failure in most cas- All the CCUs are identical, and in the event of a
es will not, or only slightly, affect the performance failure of the CCU for one cylinder only this cylin-
or power availability. der will automatically be put out of operation.
It should be noted that any electronic part could

Main Operating Panel (MOP) be replaced without stopping the engine, which
will revert to normal operation immediately after
In the engine control room a MOP screen is lo- the replacement of the defective unit.
cated, which is a Personal Computer with a touch
screen as well as a trackball from where the engi-
neer can carry out engine commands, adjust the Auxiliary Control Unit (ACU)
engine parameters, select the running modes, and
observe the status of the control system. The control of the auxiliary equipment on the en-
gine is normally divided among three ACUs so
A conventional marine approved PC is also lo- that, in the event of a failure of one unit, there is
cated in the engine control room serving as a sufficient redundancy to permit continuous opera-
backup unit for the MOP. tion of the engine.
The ACUs perform the control of the auxiliary

Engine Control Unit (ECU) blowers, the control of the electrically and engine
driven hydraulic oil pumps of the Hydraulic Power
For redundancy purposes, the control system Supply (HPS) unit, etc.
comprises two ECUs operating in parallel and
performing the same task, one being a hot
standby for the other. If one of the ECUs fail, the
other unit will take over the control without any
interruption.

MAN Diesel 198 48 476.6
MAN B&W 16.01
Page 2 of 9
Engine Interface Control Unit (EICU) Should the layout of the ship make longer Control
Network cabling necessary, a Control Network
The two EICUs perform such tasks as interface Repeater must be inserted to amplify the signals
with the surrounding control systems, see Fig. and divide the cable into segments no longer than
16.01.01a and b. The two redundant EICU units 160 meter. For instance, where the Engine Control
operate in parallel. Room and the engine room are located far apart.
The EICUs are located either in the Engine Control

Room (ECR) or in the engine room. Power Supply
In basic execution, the EICUs are a placed in the Supply voltage, nominal 24 V DC
Cabinet for EICUs, EoD: 4 65 601. Optionally, the Supply voltage, operational 20 V - 30 V
EICUs can be placed in the ECS Common Control limits
Cabinet, option: 4 65 602, with the ACUs, CCUs
Supply voltage, max. ripple ± 1 Vpp or 1 Vrms,
and ECUs. See Figs. 16.01a and b. voltage whichever is lowest
Local Operating Panel (LOP)

Hydraulic Power Supply (HPS)
In normal operating the engine can be controlled
from either the bridge or from the engine control The purpose of the HPS unit is to deliver the
room. necessary high pressure hydraulic oil flow to the
Hydraulic Cylinder Units (HCU) on the engine at
Alternatively, the LOP can be activated. This re- the required pressure (approx. 300 bar) during
dundant control is to be considered as a substi- startup as well as in normal service.
tute for the previous Engine Side Control console
mounted directly onto the MC engine. As hydraulic medium, normal lubricating oil is
used, and it is in the standard execution taken
The LOP is as standard placed on the engine. from the main lubricating oil system of the engine.
From the LOP, the basic functions are available, The HPS unit can be driven either mechanically
such as starting, engine speed control, stopping, from the engine crankshaft, see Fig. 16.01.02.
reversing, and the most important engine data are
displayed. The multiple pump configuration with standby
pumps ensures redundancy with regard to the
hydraulic power supply. The control of the engine
Control Network driven pumps and electrical pumps are divided
between the three ACUs.
The MOP, the backup MOP and the MPCs are
interconnected by means of the doubled Control The high pressure pipes between the HPS unit
Network, A and B respectively. and the HCU are of the double walled type, hav-
ing a leak detector. Emergency running is possible
The maximum length of Control Network cabling using the outer pipe as pressure containment for
between the furthermost units on the engine and the high pressure oil supply.
in the Engine Control Room (an EICU or a MOP) is
160 meter. The sizes and capacities of the HPS unit depend
on the engine type. Further details about the HPS
and the lubricating oil/hydraulic oil system can be
found in Chapter 8.

MAN Diesel 198 48 476.6
MAN B&W 16.01
Page 3 of 9
Engine Control System Layout with Cabinet for EICU

On Bridge
Bridge Panel
In Engine Control Room
Backup Operation Panel Main Operation Panel

MOP A ECR Panel
MOP B
EICU A Cabinet for EICU EICU B
In Engine Room/On Engine Local Operation

Panel LOP
ECU A ECU B
CCU CCU
ACU 1 ACU 2 ACU 3 Cylinder 1 Cylinder n
Se nsors
S en sors
A ctua tors
Actu ators
Fuel Exhaust
valve Fuel Exhaust
booster
position position booster valve
position position
Cylinder 1 Cylinder 1
FIVA Cylinder n Cylinder n FIVA
AL SAV Valve AL SAV Valve
Cylinder 1 Cylinder 1 Cylinder 1 Cylinder n Cylinder n Cylinder n
Auxiliary Auxiliary
M Pump 1
M Pump 2
Pump 1
Pump 2
Pump 3
Pump 4
Pump 5
Blower 1 Blower 2
M
M
M
M
M
Marker Sensor
Auxiliary Auxiliary
Blower 3 Blower 4
Angle Encoders
178 61 91-2.0
Fig. 16.01.01a: Engine Control System layout with cabinet for EICU for mounting in
ECR or ER, EoD: 4 65 601

MAN Diesel 198 79 23-5.1
MAN B&W 16.01
Page 4 of 9
Engine Control System Layout with Common Control Cabinet

On Bridge
Bridge Panel
In Engine Control Room
Backup Operation Panel Main Operation Panel

MOP A ECR Panel
MOP B
ME ECS Common Control Cabinet

in Engine Control Room/Engine Room EICU A EICU B
ECU A ECU B
CCU CCU
ACU 1 ACU 2 ACU 3 Cylinder 1 Cylinder n
In Engine Room/On Engine Local Operation

Panel LOP
Se nsors
S en sors
A ctua tors
Actu ators
Fuel Exhaust
valve Fuel Exhaust
booster
position position booster valve
position position
Cylinder 1 Cylinder 1
FIVA Cylinder n Cylinder n FIVA
AL SAV Valve AL SAV Valve
Cylinder 1 Cylinder 1 Cylinder 1 Cylinder n Cylinder n Cylinder n
Auxiliary Auxiliary
M Pump 1
M Pump 2
Pump 1
Pump 2
Pump 3
Pump 4
Pump 5
Blower 1 Blower 2
M
M
M
M
M
Marker Sensor
Auxiliary Auxiliary
Blower 3 Blower 4
Angle Encoders
178 61 76-9.1
Fig. 16.01.01b: Engine Control System layout with ECS Common Control Cabinet for mounting in
ECR or ER, option: 4 65 602

MAN Diesel 198 79 23-5.1
MAN B&W 16.01
Page 5 of 9
Mechanicalhydraulic System with Hydraulic Power Supply Unit on Engine
ZT 4111 C
Exhaust valve Oil supply to

hydraulic 'pushrod'
for exhaust valve
Fuel valves
High pressure pipes Return to Return to Return to

tank tank tank
Fuel pump
Exhaust Hydraulic pushrod
Return oil Valve
X Fuel oil inlet standpipe Actuator
Fuel oil outlet
F Activation
Fuel oil drain I ZT 4114 C
AD piston
Umbrella Hydraulic
Hydraulic piston sealing piston Hydraulic
piston
Return to tank
FIVA
with pilot valve
Distributor block LS 8208 C
ME lubricator
ZV 8204 C
ZT 8203 C
LS 4112 AH
To AE
Alarm box
ZV 1202 B
ZV 1202 A
Safety and PT 12011 C

accumulator block PT 12012 C
PT 12013 C
ZV 1243 C
HPS unit Electrically

PT 12043 ZL
PT 1204n ZL
PT 12042 ZL
PT 12041 ZL
driven
pumps
Engine
driven
pumps M M
Stepup gear
Stepup
TE 1270 I AH Y Only 98 engine
Filter unit
XC 1231 AL
Backflushing oil
Main filter RW
Lubricating Alarm box Main tank

and cooling LS 1235 AH
oil pipes To AE
LS 1236 AH Z
RU

Th item No. refer to ‘Guidance Values Automation’ 515 75 30-9.2.0
Fig. 16.01.02: Mechanicalhydraulic System with Hydraulic Power Supply Unit on Engine, 300 bar, common supply

MAN Diesel 198 79 24-7.0
MAN B&W 16.01
Page 6 of 9
Mechanicalhydraulic System with Hydraulic Power Supply Unit in Ship
ZT 4111 C
Exhaust valve Oil supply to

hydraulic 'pushrod'
for exhaust valve
Fuel valves
High pressure pipes Return to Return to Return to

tank tank tank
Fuel pump
Exhaust Hydraulic pushrod
Return oil Valve
X Fuel oil inlet standpipe Actuator
Fuel oil outlet
F Activation
Fuel oil drain I ZT 4114 C
AD piston
Umbrella Hydraulic
Hydraulic piston sealing piston Hydraulic
piston
Return to tank
FIVA
with pilot valve
Distributor block LS 8208 C
ME lubricator
ZV 8204 C
ZT 8203 C
LS 4112 AH
To AE
Alarm box
Safety and PT 12011 C

accumulator block PT 12012 C
PT 12013 C
PT 12043 ZL
PT 12042 ZL
PT 12041 ZL
ZV 1243 C
HPS unit
PT 1204n ZL
M M M M
Stepup gear
Filter unit
XC 1231 AL
Backflushing oil
Main filter RW
Lubricating Alarm box Main tank

and cooling LS 1235 AH
oil pipes To AE
LS 1236 AH Z
RU

Th item No. refer to ‘Guidance Values Automation’ 515 75 49-1.1.0
Fig. 16.01.02b: Mechanicalhydraulic System with Hydraulic Power Supply Unit in ship, 300 bar, common supply.
Example from S90/80ME-C engine

MAN Diesel 198 79 24-7.0
MAN B&W 16.01
Page 7 of 9
Engine Control System Interface to Surrounding Systems
To support the navigator, the vessels are Telegraph system

equipped with a ship control system, which in-
cludes subsystems to supervise and protect the This system enables the navigator to transfer the
main propulsion engine. commands of engine speed and direction of rota-
tion from the Bridge, the engine control room or
the Local Operating Panel (LOP), and it provides
Alarm system signals for speed setting and stop to the ECS.
The alarm system has no direct effect on the ECS. The engine control room and the LOP are pro-
The alarm alerts the operator of an abnormal con- vided with combined telegraph and speed setting
dition. units.
The alarm system is an independent system, in

general covering more than the main engine itself, Remote Control system
and its task is to monitor the service condition
and to activate the alarms if a normal service limit The remote control system normally has two alter-
is exceeded. native control stations:
The signals from the alarm sensors can be used • the bridge control
for the slow down function as well as for remote • the engine control room control
indication.
The remote control system is to be delivered by
an approved supplier and it must be compatible
Slow down system with the safety system.
Some of the signals given by the sensors of the

alarm system are used for the ‘Slow down re- Power Management System
quest’ signal to the ECS of the main engine.
The system handles the supply of electrical power
onboard, i. e. the starting and stopping of the gen-
Safety system erating sets as well as the activation / deactivation
of the main engine Shaft Generator (SG), if fitted.
The engine safety system is an independent sys-
tem with its respective sensors on the main en- The normal function involves starting, synchro-
gine, fulfilling the requirements of the respective nising, phasingin, transfer of electrical load and
classification society and MAN Diesel. stopping of the generators based on the electrical
load of the grid on board.
If a critical value is reached for one of the meas-
uring points, the input signal from the safety The activation / deactivation of the SG is to be
system must cause either a cancellable or a done within the engine speed range which fulfils
noncancellable shut down signal to the ECS. the specified limits of the electrical frequency.
The safety system must be compatible with the

remote control system.

MAN Diesel 198 79 259.0
MAN B&W 16.01
Page 8 of 9
Auxiliary equipment system
The input signals for ‘Auxiliary system ready’ are

given partly through the Remote Control system
based on the status for:
• fuel oil system

• lube oil system
• cooling water systems
and partly from the ECS itself:
• turning gear disengaged

• main starting valve ‘open’
• control air valve for sealing air ‘open’
• control air valve for air spring ‘open’
• auxiliary blowers running
• hydraulic power supply ready.
Monitoring systems
In addition to the PMI system type PT/S offline

required for the installation of the ME engine, PMI
online and CoCoSEDS can be used to improve
the monitoring of the engine.
A description of the systems can be found in

Chapter 18 of this project guide.
Instrumentation
Chapter 18 in the Project Guide for the specific

engine type includes lists of instrumentation for:
• The CoCoSEDS online system

• The class requirements and MAN Diesel’s re-
quirements for alarms, slow down and shut
down for Unattended Machinery Spaces.

MAN Diesel 198 79 259.0
MAN B&W 16.01
Page 9 of 9
Pneumatic Manoeuvring Diagram
ZS 1111A+B C
39 38
Service/blocked ZS 1112A+B C Starting air

supply 30 bar
A
58 50
Open
ø15x2
ZS 1116A+B C Main starting
valve
59 41
ZS 1117A+B C 40 PT 8501B IAC
ø15x2
Slow turning
51 ZV 11201 C valve PT 8501A IAC
Starting
valves
Open
ZV 1121A C
30
34
35
PT 8505 AL YL
11 32
10 Exhaust valve
15 ZV 1121B C
ZV 1114 C
36
Safety relief 37
valve
Connected to
oil mist detector
ø16x2
Turning gear
ø16x2
Control 1 5 20
air supply 29
7 bar ø20x2.5 ø20x2.5 ZS 1110A+B C
B ø16x2
ø20x2.5
28
2
ZS 1109A+B C
PT 8503A IALC
PT 8503B IALC 3 4 6
178 49 738.2
Fig. 16.01.03: Pneumatic Manoeuvring Diagram

MAN Diesel 198 79 260.0
MAN B&W
Vibration Aspects

17
MAN Diesel
MAN B&W 17.01
Page 1 of 1
C C
Vibration Aspects
The vibration characteristics of the twostroke low A

speed diesel engines can for practical purposes
be split up into four categories, and if the adequate
countermeasures are considered from the early
project stage, the influence of the excitation sour
ces can be minimised or fully compensated. B
In general, the marine diesel engine may influence

the hull with the following:
• External unbalanced moments
These can be classified as unbalanced 1st and
2nd order external moments, which need to be
considered only for certain cylinder numbers
• Guide force moments D
• Axial vibrations in the shaft system
• Torsional vibrations in the shaft system.
The external unbalanced moments and guide force A – Combustion pressure

moments are illustrated in Fig. 17.01.01. B – Guide force
C – Staybolt force
In the following, a brief description is given of their D – Main bearing force
origin and of the proper countermeasures needed
to render them harmless.
1st order moment vertical 1 cycle/rev.
2nd order moment, vertical 2 cycle/rev.
External unbalanced moments
The inertia forces originating from the unbalanced

rotating and reciprocating masses of the engine
create unbalanced external moments although the 1st order moment, horizontal
external forces are zero. 1 cycle/rev.
Of these moments, the 1st order (one cycle per revo-

lution) and the 2nd order (two cycles per revolution)
need to be considered for engines with a low num
ber of cylinders. On 7cylinder engines, also the 4th
order external moment may have to be examined. Guide force moment,
The inertia forces on engines with more than 6 cylin H transverse Z cycles/rev.
ders tend, more or less, to neutralise themselves. Z is 1 or 2 times number of cylinder
Countermeasures have to be taken if hull resonance

occurs in the operating speed range, and if the vibra
tion level leads to higher accelerations and/or veloci
ties than the guidance values given by international
Guide force moment,
standards or recommendations (for instance related X transverse Z cycles/rev.
to special agreement between shipowner and ship Z = 1, 2, 3 ... 11, 12, 14
yard). The natural frequency of the hull depends
on the hull’s rigidity and distribution of masses, 178 06 828.2
whereas the vibration level at resonance depends
mainly on the magnitude of the external moment Fig. 17.01.01: External unbalanced moments and guide
and the engine’s position in relation to the vibration force moments
nodes of the ship.

MAN Diesel 198 41 405.3
MAN B&W 17.02
Page 1 of 2
2nd Order Moments on 6cylinder Engines
The 2nd order moment acts only in the vertical Compensator solutions
direction. Precautions need only to be considered
for 6-cylinder engines in general. Several solutions are available to cope with the
2nd order moment, as shown in Fig. 17.03.02, out
Resonance with the 2nd order moment may oc- of which the most cost efficient one can be cho-
cur in the event of hull vibrations with more than sen in the individual case, e.g.:
3 nodes. Contrary to the calculation of natural
frequency with 2 and 3 nodes, the calculation of 1) No compensators, if considered unnecessary
the 4 and 5-node natural frequencies for the hull on the basis of natural frequency, nodal point
is a rather comprehensive procedure and often and size of the 2nd order moment.
not very accurate, despite advanced calculation
methods. 2) A compensator mounted on the aft end of the
engine, driven by chain, option: 4 31 203.
A 2nd order moment compensator comprises two
counterrotating masses running at twice the en- 3) A compensator mounted on the fore end,
gine speed. driven from the crankshaft through a separate
chain drive, option: 4 31 213.
As standard, the compensators reduce the exter-

nal 2nd order moment to a level as for a 7-cylinder
Cycles/min. *) Natural frequency engine or less.
cycles/min.
300
Briefly speaking, solution 1) is applicable if the
node is located far from the engine, or the engine
S50MEC
250
is positioned more or less between nodes. Solu-
tion 2) or 3) should be considered where one of
S60MEC 5n
200
od the engine ends is positioned in a node or close to
e
S70MEC it, since a compensator is inefficient in a node or
S80MEC close to it and therefore superfluous.
S90MEC 150
4 no
de
A decision regarding the vibrational aspects and
100
3 n od the possible use of compensators must be taken
e
at the contract stage. If no experience is available
50
2 n od
e
from sister ships, which would be the best basis
dwt for deciding whether compensators are necessary
or not, it is advisable to make calculations to de-
20,000 40,000 60,000 80,000 termine which of the solutions should be applied.
*) Frequency of engine moment
M2V = 2 x engine speed
178 60 91-7.0
Fig. 17.02.01: Statistics of vertical hull vibrations in tank-

ers and bulk carriers

S80MEC, K80MEC MAN Diesel 198 42 198.4
MAN B&W 17.02
Page 2 of 2
Preparation for compensators
If compensator(s) are initially omitted, the engine

can be delivered prepared for compensators to be
fitted on engine fore end later on, but the decision
to prepare or not must be taken at the contract
stage, option: 4 31 212. Measurements taken dur-
ing the sea trial, or later in service and with fully
loaded ship, will be able to show if compensator(s)
have to be fitted at all.
If no calculations are available at the contract

stage, we advise to make preparations for the
fitting of a compensator in the steering compart-
ment, see Section 17.03.
Basic design regarding compensators
For 6-cylinder engines with mechanically driven

HPS, the basic design regarding 2nd order mo-
ment compensators is:
• With compensator aft, EoD: 4 31 203

• Prepared for compensator fore, EoD: 4 31 212
For 6-cylinder engines with electrically driven

HPS, the basic design regarding 2nd order mo-
ment compensators is:
• With electric balancer RotComp, EoD: 4 31 255

• Prepared for compensator fore, EoD: 4 31 212
The available options are listed in the Extent of

Delivery.

S80MEC, K80MEC MAN Diesel 198 42 198.4
MAN B&W 17.03
Page 1 of 2
Electrically Driven Moment Compensator
If it is decided not to use chain driven moment • The decision whether or not to install compen-
compensators and, furthermore, not to prepare sators can be taken at a much later stage of a
the main engine for compensators to be fitted project, since no special version of the engine
later, another solution can be used, if annoying structure has to be ordered for the installation.
2nd order vibrations should occur: An electrically
driven moment compensator synchronised to the • No preparation for a later installation nor an ex-
correct phase relative to the external force or mo- tra chain drive for the compensator on the fore
ment can neutralise the excitation. end of the engine is required. This saves the
cost of such preparation, often left unused.
This type of compensator needs an extra seating
fitted, preferably, in the steering gear room where • Compensators could be retrofit, even on ships
vibratory deflections are largest and the effect of in service, and also be applied to engines with a
the compensator will therefore be greatest. higher number of cylinders than is normally con-
sidered relevant, if found necessary.
The electrically driven compensator will not give
rise to distorting stresses in the hull, but it is more • The compensator only needs to be active at
expensive than the engine-mounted compensa- speeds critical for the hull girder vibration. Thus,
tors. It does, however, offer several advantages it may be activated or deactivated at specified
over the engine mounted solutions: speeds automatically or manually.
• When placed in the steering gear room, the • Combinations with and without moment com-
compensator is not as sensitive to the position- pensators are not required in torsional and axial
ing of the node as the compensators 2) and 3) vibration calculations, since the electrically
mentioned in Section 17.02. driven moment compensator is not part of the
mass-elastic system of the crankshaft.
Furthermore, by using the compensator as a vi-

bration exciter a ship’s vibration pattern can easily
be identified without having the engine running,
e.g. on newbuildings at an advanced stage of
construction. If it is verified that a ship does not
need the compensator, it can be removed and re-
used on another ship.
It is a condition for the application of the rotating

force moment compensator that no annoying lon-
gitudinal hull girder vibration modes are excited.
Based on our present knowledge, and confirmed
by actual vibration measurements onboard a ship,
we do not expect such problems.
Further to compensating 2nd order moments,

electrically driven moment compensators are also
available for balancing other forces and moments.
The available options are listed in the Extent of
178 57 45-6.0
Delivery.
Fig. 17.03.01: MAN Diesel 2nd order electrically driven moment compensator, separately mounted,
option: 4 31 255

S70MC/MC-C/ME-C/ME-GI, L70MC-C/ME-C, S65ME-C/ME-GI,
MAN Diesel 198 42 221.5
S50MC/MC-C/ME-B8, S46MC-C/ME-B, S42MC, S/L35MC, S26MC
MAN B&W 17.03
Page 2 of 2
Moment compensator Compensating moment

Aft end, option: 4 31 203 F2C x Lnode
outbalances M2V
2
M2V
2 Node AFT
F2C
Lnode
Moment from compensator

M2C reduces M2V
Moment compensator
Fore end, option: 4 31 213 M2V
M2C
2 2
Electrically driven moment compensator
Compensating moment
FD x Lnode
outbalances M2V
Centre line
crankshaft M2V
FD
Node Aft
3 and 4node vertical hull girder mode
L n
D od
4 Node e
3 Node
178 27 104.1
Fig. 17.03.02: Compensation of 2nd order vertical external moments

S70MC/MC-C/ME-C/ME-GI, L70MC-C/ME-C, S65ME-C/ME-GI,
MAN Diesel 198 42 221.5
S50MC/MC-C/ME-B8, S46MC-C/ME-B, S42MC, S/L35MC, S26MC
MAN B&W 17.04
Page of 1
Power Related Unbalance
To evaluate if there is a risk that 1st and 2nd or- Based on service experience from a great number
der external moments will excite disturbing hull of large ships with engines of different types and
vibrations, the concept Power Related Unbal- cylinder numbers, the PRUvalues have been
ance (PRU) can be used as a guidance, see classified in four groups as follows:
Table 17.04.01 below.
PRU Nm/kW Need for compensator
___________
PRU = External moment
Nm/kW 0 - 60 Not relevant
Engine power
60 - 120 Unlikely
With the PRUvalue, stating the external moment 120 - 220 Likely
relative to the engine power, it is possible to give 220 - Most likely
an estimate of the risk of hull vibrations for a spe-
cific engine.
S90ME-C8 – 5,270 kW/cyl at 78 r/min

5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl. 14 cyl.
PRU acc. to 1st order, Nm/kW N.a. 0.0 10.8 2.1 29.0 N.a. N.a. N.a. N.a.
PRU acc. to 2nd order, Nm/kW N.a. 169.7 42.2 0.0 36.9 N.a. N.a. N.a. N.a.
Based on external moments in layout point L1

N.a. Not applicable
Table 17.04.01: Power Related Unbalance (PRU) values in Nm/kW
Calculation of External Moments
In the table at the end of this chapter, the exter-

nal moments (M1) are stated at the speed (n1) and
MCR rating in point L1 of the layout diagram. For
other speeds (nA), the corresponding external mo-
ments (MA) are calculated by means of the formula:
{ }
nA 2
MA = M1 x __
n kNm
1
(The tolerance on the calculated values is 2.5%).
MAN B&W S90ME-C8

MAN Diesel 198 70 29-7.0
MAN B&W 17.05
Page 1 of 3
Guide Force Moments
The socalled guide force moments are caused We recommend using the hydraulic top bracing
by the transverse reaction forces acting on the which allow adjustment to the loading conditions
crossheads due to the connecting rod/crankshaft of the ship. Mechanical top bracings with stiff
mechanism. These moments may excite engine connections are available on request.
vibrations, moving the engine top athwartships
and causing a rocking (excited by Hmoment) or With both types of top bracing, the above-men-
twisting (excited by Xmoment) movement of the tioned natural frequency will increase to a level
engine as illustrated in Fig. 17.05.01. where resonance will occur above the normal en-
gine speed. Details of the top bracings are shown
The guide force moments corresponding to the in Chapter 05.
MCR rating (L1) are stated in Table 17.07.01.
Definition of Guide Force Moments

Top bracing
Over the years it has been discussed how to de-
The guide force moments are harmless except fine the guide force moments. Especially now that
when resonance vibrations occur in the engine/ complete FEMmodels are made to predict hull/
double bottom system. engine interaction, the propeller definition of these
moments has become increasingly important.
As this system is very difficult to calculate with the
necessary accuracy, MAN Diesel strongly recom-
mend, as standard, that top bracing is installed Htype Guide Force Moment (MH)
between the engine’s upper platform brackets
and the casing side. Each cylinder unit produces a force couple con-
sisting of:
The vibration level on the engine when installed in 1. A force at crankshaft level
the vessel must comply with MAN Diesel vibration 2. Another force at crosshead guide level. The po-
limits as stated in Fig. 17.05.02. sition of the force changes over one revolution
as the guide shoe reciprocates on the guide.
Htype Xtype
Top bracing level
Middle position of guide plane
Lz MH Lz DistX
L L Cyl.X M x
Crankshaft centre line
Lx Lx Engine seating level
Z X
178 06 816.4
Fig. 17.05.01: Htype and Xtype guide force moments

MAN Diesel 198 42 233.4
MAN B&W 17.05
Page 2 of 3
Vibration Limits Valid for Single Order Harmonics
m
m
m
10
1
5x10 2 mm/s
ΙΙΙ
10
5
m
m
/s 2
10 2 mm/s
m
m
1
10
±50mm/s
t
en
em
ΙΙ
±1
ac
0m
pl
/s
is
2
m
D
m
±2
±25mm/s
m
m
±1
10
Velocity Ι 4
m
m
/s 2
10 mm/s
m
m
2
10
Ac
ce
le
ra
tio
n
10
3
m
m
/s 2
1 mm/s
m
m
3
10
5x10 1 mm/s
60 100 10 1.000 10 6.000 c/min
m 2
m
m m
/s 2 /s 2
1 Hz 10 Hz Frequency 100 Hz
Zone Ι: Acceptable
Zone ΙΙ: Vibration will not damage the main engine, however,
under adverse conditions, annoying/harmful vibration
responses may appear in the connected structures
Zone ΙΙΙ: Not acceptable
078 81 27-6.1
Fig.17.05.02: Vibration limits

MAN Diesel 198 42 233.4
MAN B&W 17.05
Page 3 of 3
As the deflection shape for the Htype is equal The Xtype guide force moment is then defined
for each cylinder, the Nth order Htype guide force as:
moment for an Ncylinder engine with regular fir-
ing order is: MX = ‘BiMoment’/L kNm
N x MH(one cylinder) For modelling purpose, the size of the four (4)
forces can be calculated:
For modelling purposes, the size of the forces in
the force couple is: Force = MX /L X [kN]
Force = MH/L [kN] where:
where L is the distance between crankshaft level L X is the horizontal length between ‘force points’.
and the middle position of the crosshead guide
(i.e. the length of the connecting rod). Similar to the situation for the Htype guide force
moment, the forces may be applied in positions
As the interaction between engine and hull is at suitable for the FEM model of the hull. Thus the
the engine seating and the top bracing positions, forces may be referred to another vertical level
this force couple may alternatively be applied in L Z above the crankshaft centre line. These forces
those positions with a vertical distance of (L Z). can be calculated as follows:
Then the force can be calculated as:
M xL
ForceZ = MH/L Z [kN] ForceZ, one point = _____
 Lxx L  
[kN]
Any other vertical distance may be applied so as

to accomodate the actual hull (FEM) model. In order to calculate the forces, it is necessary
to know the lengths of the connecting rods = L,
The force couple may be distributed at any which are:
number of points in the longitudinal direction. A
reasonable way of dividing the couple is by the
number of top bracing and then applying the forc- Engine Type L in mm Engine Type L in mm
es at those points. K98ME6/7 3,220 S65MEC8 2,730
K98MEC6/7 3,090 S65MEGI8 2,730
ForceZ, one point = ForceZ, total/Ntop bracing, total [kN]
S90MEC7/8 3,270 S60MEC7/8 2,460
K90ME9 3,320 S60MEGI8 2,460
Xtype Guide Force Moment (MX ) K90ME-C9 3,120 S60MEB8 2,460
K90ME-C6 3,159 L60MEC7/8 2,280
The Xtype guide force moment is calculated S80MEC9 3,450 S50MEC7/8 2,050
based on the same force couple as described
S80MEC7/8 3,280 S50ME-B9 2,114
above. However, as the deflection shape is twist-
ing the engine, each cylinder unit does not con- K80MEC9 2,975 S50ME-B8 2,050
tribute with an equal amount. The centre units K80MEC6 2,920 S46ME-B8 1,980
do not contribute very much whereas the units at S70ME-C7/8 2,870 S40ME-B9 1,770
each end contributes much. S70MEGI8 2,870 S35ME-B9 1,550
L70MEC7/8 2,660
A socalled ‘Bimoment’ can be calculated (Fig.
17.05.01):
‘Bimoment’ = Σ [forcecouple(cyl.X) x distX]

in kNm2

MAN Diesel 198 45 170.7
MAN B&W 17.06
Page 1 of 2
Axial Vibrations
When the crank throw is loaded by the gas pres- The socalled QPT (Quick Passage of a barred
sure through the connecting rod mechanism, the speed range Technique), is an alternative to a
arms of the crank throw deflect in the axial direction torsional vibration damper, on a plant equipped
of the crankshaft, exciting axial vibrations. Through with a controllable pitch propeller. The QPT could
the thrust bearing, the system is connected to the be implemented in the governor in order to limit
ship’s hull. the vibratory stresses during the passage of the
barred speed range.
Generally, only zeronode axial vibrations are of
interest. Thus the effect of the additional bending The application of the QPT, option: 4 31 108, has to
stresses in the crankshaft and possible vibrations be decided by the engine maker and MAN Diesel
of the ship`s structure due to the reaction force in based on final torsional vibration calculations.
the thrust bearing are to be considered.
Sixcylinder engines, require special attention.
An axial damper is fitted as standard on all engines, On account of the heavy excitation, the natural
minimising the effects of the axial vibrations, 4 31 111. frequency of the system with one-node vibration
should be situated away from the normal operat-
ing speed range, to avoid its effect. This can be
Torsional Vibrations achieved by changing the masses and/or the stiff-
ness of the system so as to give a much higher, or
The reciprocating and rotating masses of the en- much lower, natural frequency, called undercritical
gine including the crankshaft, the thrust shaft, the or overcritical running, respectively.
intermediate shaft(s), the propeller shaft and the
propeller are for calculation purposes considered Owing to the very large variety of possible shaft-
as a system of rotating masses (inertias) intercon- ing arrangements that may be used in combina-
nected by torsional springs. The gas pressure of tion with a specific engine, only detailed torsional
the engine acts through the connecting rod mech- vibration calculations of the specific plant can
anism with a varying torque on each crank throw, determine whether or not a torsional vibration
exciting torsional vibration in the system with dif- damper is necessary.
ferent frequencies.
Undercritical running
In general, only torsional vibrations with one and
two nodes need to be considered. The main The natural frequency of the one-node vibration
critical order, causing the largest extra stresses is so adjusted that resonance with the main criti-
in the shaft line, is normally the vibration with cal order occurs about 3545% above the engine
order equal to the number of cylinders, i.e., six speed at specified MCR.
cycles per revolution on a six cylinder engine.
This resonance is positioned at the engine speed Such undercritical conditions can be realised by
corresponding to the natural torsional frequency choosing a rigid shaft system, leading to a rela-
divided by the number of cylinders. tively high natural frequency.
The torsional vibration conditions may, for certain The characteristics of an undercritical system are
installations require a torsional vibration damper, normally:
option: 4 31 105. • Relatively short shafting system
• Probably no tuning wheel
Based on our statistics, this need may arise for • Turning wheel with relatively low inertia
the following types of installation: • Large diameters of shafting, enabling the use of
• Plants with controllable pitch propeller shafting material with a moderate ultimate ten-
• Plants with unusual shafting layout and for spe- sile strength, but requiring careful shaft align-
cial owner/yard requirements ment, (due to relatively high bending stiffness)
• Plants with 8cylinder engines. • Without barred speed range
MAN B&W S90MC-C/MEC, S80MC-C/MEC, S70MC/MC-C/MEC/MEGI,

L70MC-C/MEC, S65MEC/MEGI, S60MC/MC-C/MEC/MEGI/ME-B,
L60MC-C/MEC, S50MC/MCC/ME-B/ME-C, S46MC-C/ME-B, S42MC,
MAN Diesel 198 42 257.6
S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC
MAN B&W 17.06
Page 2 of 2
Critical Running
When running undercritical, significant varying Torsional vibrations in overcritical conditions may,
torque at MCR conditions of about 100150% of in special cases, have to be eliminated by the use
the mean torque is to be expected. of a torsional vibration damper.
This torque (propeller torsional amplitude) induces Overcritical layout is normally applied for engines
a significant varying propeller thrust which, under with more than four cylinders.
adverse conditions, might excite annoying longi-
tudinal vibrations on engine/double bottom and/or Please note:
deck house. We do not include any tuning wheel or torsional
vibration damper in the standard scope of supply,
The yard should be aware of this and ensure that as the proper countermeasure has to be found af-
the complete aft body structure of the ship, inter torsional vibration calculations for the specific
cluding the double bottom in the engine room, is plant, and after the decision has been taken if and
designed to be able to cope with the described where a barred speed range might be acceptable.
phenomena.
For further information about vibration aspects,
please refer to our publications:
Overcritical running
An Introduction to Vibration Aspects
The natural frequency of the onenode vibration
is so adjusted that resonance with the main criti- Vibration Characteristics of Two-stroke Engines
cal order occurs about 3070% below the engine
speed at specified MCR. Such overcritical con- The publications are available at
ditions can be realised by choosing an elastic www.mandiesel.com under
shaft system, leading to a relatively low natural ‘Quicklinks’ → ‘Technical Papers’
frequency.
The characteristics of overcritical conditions are:
• Tuning wheel may be necessary on crankshaft

fore end
• Turning wheel with relatively high inertia
• Shafts with relatively small diameters, requiring

shafting material with a relatively high ultimate
tensile strength
• With barred speed range, EoD: 4 07 015, of

about ±10% with respect to the critical engine
speed.
MAN B&W MC/MC-C/ME/ME-B/MEC/MEGI engines

MAN Diesel 198 42 269.2
MAN B&W 17.07
Page of 1
External Forces and Moments, S90ME-C8 Layout point L1 - SFOC
No of cylinder : 6 7 8 9
Firing type : 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-3-4-7-2-5-6 1-6-7-3-5-8-2-4-9
External forces [kN] :

1. Order : Horizontal 0 0 0 0
1. Order : Vertical 0 0 0 0
External moments [kNm] :
1. Order : Horizontal a) 0 398 88 1,374
1. Order : Vertical a) 0 398 88 1,374
2. Order : Vertical 5,370 c) 1,559 0 1,753
4. Order : Vertical 362 1,027 417 520
Guide force H-moments in [kNm] :
1 x No. of cyl. 2,900 2,143 1,523 958
2 x No. of cyl. 113 139 141 -
3 x No. of cyl. - - - -
Guide force X-moments in [kNm] :
1. Order : 0 310 68 1,069
2. Order : 736 214 0 240
3. Order : 1,424 1,557 2,316 2,790
4. Order : 1,451 4,123 1,675 2,089
5. Order : 0 388 5,655 1,926
6. Order : 0 63 0 4,176
7. Order : 0 0 9 170
8. Order : 323 25 0 86
9. Order : 469 52 3 61
10. Order : 108 306 0 29
11. Order : 0 166 246 19
12. Order : 0 9 37 163
13. Order : 0 2 127 43
14. Order : 34 0 0 49
15. Order : 82 2 1 160
16. Order : 30 9 0 10
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for
all cylinder numbers.
c) 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, reducing the 2nd
order external moment.
Table 17.07.01
MAN B&W S90ME-C8

MAN Diesel 198 60 36-3.1
MAN B&W
Monitoring Systems and

Instrumentation
18
MAN Diesel
MAN B&W 18.01
Page of 1
Monitoring Systems and Instrumentation
The Engine Control System (ECS) can be sup‑

ported by the computerised PMI system and
the CoCoSEDS online (Computer Controlled
SurveillanceEngine Diagnostics System), both of
which have been in service since 1994.
The monitoring system measures the main para‑

meters of the engine and makes an evaluation of
the general engine condition, indicating the coun‑
termeasures to be taken. This ensures that the
engine performance is kept within the prescribed
limits throughout the engine’s lifetime.
In its basic design the MEengine instrumentation

consists of:
• Engine Control System

• Shutdown sensors, option: 4 75 124
• PMI system type PT/S offline, option: 4 75 208
The optional extras are:
• CoCoS system
type EDS online, option: 4 09 660
• PMI system, online, option: 4 75 215
As most engines are sold for Unattended Machin‑

ery Spaces (UMS), the following option is normally
included:
• Sensors for alarm, slow down and remote indi‑

cation according to the classification society’s
and MAN Diesel’s requirements for UMS,
option: 4 75 127, see Section 18.04.
Sensors for CoCoS can be ordered, if required, as

option: 4 75 129. They are listed in Section 18.03.
All instruments are identified by a combination of

symbols and a position number as shown in Sec‑
tion 18.07.
MAN B&W ME/ME-C/ME-GI/ME-B engines

MAN Diesel 198 45 802.3
MAN B&W 18.02
Page of 2
PMI System, Type PT/S Offline
On the MEengines, the mechanical indicator sys- mounted on the indicator valve. The transducer
tem is replaced by a Pressure Analyser System is moved from one cylinder to another in order to
for measurement of the cylinder combustion pres- complete measurements on all cylinders.
sure.
The crankshaft position is determined by means
The PMI pressure analyser systems measures the of the same trigger system as for the engine con-
engine’s main parameters, such as cylinder pres- trol system.
sure, scavenge air pressure, engine speed etc.
enabling the engineer to run the diesel engine at The PMI system compensates automatically for
its optimum performance. the twisting experienced by each section of the
crankshaft due to the torque generated at differ-
This system gets its data from a high performance ent loads.
piezoelectric pressure transducer which is to be
0RESSUREæTRANSDUCER
0-)æCONTOLLERæBOX
*UNCTIONæBOX
)NDICATORæCOCK
#YLINDERæCOVER

æ3UPPLY
æ6æ$#æM!
0RINTER
)NTERMEDIATEæBOX
0#
/THERæEQUIPMENT
23 23 &ORE
"RACKETæMOUNTINGæOFæENCODER
!NGLEæENCODER
#ONVERTERæBOX

#/.42/,æ2//- %.').%æ2//-

æ#ABLEæDELIVEREDæBYæ9ARD
178 59 577.0
Fig. 18.02.01: PMI type PT/S offline, 4 75 208

MAN Diesel 198 45 814.4
MAN B&W 18.02
Page of 2
PMI System, Type Online
PMI PMI
MasterUnit Slave Unit
Scavenge Air 24V DC
Pressure Sensor Power Supply
Trigger Pulses
SC1 from Crank Angle
Pickup, Angle
Calibration Box Encoder, etc.
CJB
with 8m cable
CA1 CA2 CA3 Calibration

Transducer
ENGINE ROOM
Cyl.1 Cyl.2 Cyl.3
SC2 ENGINE CONTROL ROOM
CA4 CA5 CA6
Cyl.4 Cyl.5 Cyl.6
PC with PMI Online System

Software
SC3
CA7 Abbreviations:
CA: Charge Amplifier
SC: Signal Conditioner
Cyl.7 Cyl: Engine Cylinder Sensor
CJB: Calibration Junction Box
178 51 477.0
Fig. 18.02.02: PMI type online, 4 75 215

MAN Diesel 198 45 814.4
MAN B&W 18.03
Page of 2
CoCoS Systems
The Computer Controlled Surveillance system is

the family name of the software application prod-
ucts from the MAN Diesel group.
In order to obtain an easier, more versatile and

continuous diagnostics system, the Engine Con-
trol System and the PMI System is recommended
extended by the CoCoSEDS products.
CoCoSEDS
CoCoSEDS, option: 4 09 660, assists in engine

performance evaluation and provides detailed en-
gine operation surveillance.
Key features are: online data logging, monitoring,

trending, diagnostics and reporting.
Table 18.03.01 lists the sensors required to enable

online diagnostics for the CoCoSEDS, option:
4 75 129.

MAN Diesel 198 45 826.6
MAN B&W 18.03
Page of 2
CoCoSEDS Sensor List
Sensors required for the CoCoS-EDS online engine performance analysis, option: 4 75 129, see Table
18.03.01. All pressure gauges are measuring relative pressure, except for ‘PT 8802 Ambient pressure’.
No. Recommended Resolu-

Sensor Parameter name Remark
sensors range tion 3)
Fuel oil system data

PT 8001 Inlet pressure 1 0  10 bar 0.1 bar
TE 8005 Inlet temperature 1 0  200 °C 0.1 °C
Cooling water system

PT 8421 Pressure air cooler inlet A/C 0 - 4 bar 0.1 bar
TE 8422 Temperature air cooler inlet 1 0  100 °C 0.1 °C
TE 8423 Temperature air cooler outlet A/C 0  100 °C 0.1 °C
PDT 8424 dP cooling water across air cooler A/C 0 - 800 mbar 0.1 mbar
Scavenging air system

PT 8601 Scavenge air receiver pressure Rec. 0  4 bar 1 mbar 1)
TE 8605 Scavenge air cooler air inlet temperature A/C 0  200 °C 0.1 °C
PDT 8606 dP air across scavenge air cooler A/C 0  100 mbar 0.1 mbar
PDT 8607 dP air across T/C air intake filter T/C 0 - 100 mbar 0.1 mbar
TE 8608 Scavenge air cooler air outlet temperature A/C 0  100 °C 0.1 °C Optional if one T/C
TE 8609 Scavenge air receiver temperature Rec. 0  100 °C 0.1 °C
TE 8612 T/C air intake temperature T/C 0  100 °C 0.1 °C
Exhaust gas system

TC 8701 Exhaust gas temperature at turbine inlet T/C 0 - 600 °C 0.1 °C
TC 8702 Exhaust gas temperature after exhaust valve Cyl. 0 - 600 °C 0.1 °C
PT 8706 Exhaust gas receiver pressure Rec. 0 - 4 bar 0.01 bar
TC 8707 Exhaust gas temperature at turbine outlet T/C 0 - 600 °C 0.1 °C
PT 8708 Turbine back presssure T/C 0 - 100 mbar 0.1 mbar
General data
ZT 8801 Turbocharger speed T/C rpm 1 rpm
PT 8802 Ambient pressure 1 900  1,100 mbar 1 mbar Absolute!
ZT 4020 Engine speed 1 rpm 0.1 rpm 1)
XC 8810 Governor index (relative) 1 % 0.1 % 1)
– Power take off/in from main engine shaft 1 kW 1 kW With option
(PTO/PTI) installed
Pressure measurement
XC1401 Mean Indicated Pressure, MIP Cyl. bar 0.01 bar 2)
XC1402 Maximum Pressure, Pmax Cyl. bar 0.1 bar 2)
XC1403 Compression Pressure, Pcomp Cyl. bar 0.1 bar 2)
– PMI online engine speed Cyl. rpm 0.1 rpm 2)
1) Signal acquired from Engine Control System (ECS)

2) In case of MAN Diesel PMI system: signal from PMI system. Other MIP systems: signal from manual input
3) Resolution of signals transferred to CoCoS-EDS (from the Alarm Monitoring System).
Table 18.03.01: List of sensors for CoCoS-EDS

MAN Diesel 198 45 826.6
MAN B&W 18.04
Page of 7
Alarm – Slow Down and Shut Down System
The shut down system must be electrically sepa- Alarm, slow down and remote indication sensors
rated from other systems by using independent
sensors, or sensors common for the alarm system The International Association of Classification So-
but with galvanically separated electrical circuits, cieties (IACS) indicates that a common sensor can
i.e. one sensor with two sets of electrically inde- be used for alarm, slow down and remote indica-
pendent terminals. The list of sensors are shown tion.
in Table 18.04.04.
A general view of the alarm, slow down and shut
down systems is shown in Fig. 18.04.01.
Basic safety system design and supply
Tables 18.04.02 and 18.04.03 show the require-
The basic safety sensors for a MAN Diesel engine ments by MAN Diesel for alarm and slow down
are designed for Unattended Machinery Space and for UMS by the classification societies (Class),
(UMS) and comprises: as well as IACS’ recommendations.
• the temperature sensors and pressure sensors The number of sensors to be applied to a specific
that are specified in the ‘MAN Diesel’ column plant for UMS is the sum of requirements of the
for shut down in Table 18.04.04. classification society, the Buyer and MAN Diesel.
These sensors are included in the basic Extent of If further analogue sensors are required, they can
Delivery, EOD: 4 75 124. be ordered as option: 4 75 128.
Alarm and slow down system design and supply Slow down functions
The basic alarm and slow down sensors for a The slow down functions are designed to safe-
MAN Diesel engine are designed for Unattended guard the engine components against overloading
Machinery Space (UMS) and comprises: during normal service conditions and to keep the
ship manoeuvrable if fault conditions occur.
• the sensors for alarm and slow down, option: 4
75 127. The slow down sequence must be adapted to the
actual plant parameters, such as for FPP or CPP,
The shut down and slow down panels can be or- engine with or without shaft generator, and to the
dered as options: 4 75 610, 4 75 614 or 4 75 615 required operating mode.
whereas the alarm panel is yard’s supply, as it
normally includes several other alarms than those
for the main engine.
For practical reasons, the sensors for the engine

itself are normally delivered from the engine sup-
plier, so they can be wired to terminal boxes on
the engine.
The number and position of the terminal boxes

depends on the degree of dismantling specified in
the Dispatch Pattern for the transportation of the
engine based on the lifting capacities available at
the engine maker and at the yard.

MAN Diesel 198 70 403.0
MAN B&W 18.04
Page of 7
General outline of the electrical system
The figure shows the concept approved by all One common power supply might be used, in-
classification societies. stead of the three indicated, provided that the
systems are equipped with separate fuses.
The shut down panel and slow down panel can be
combined for some makers.
The classification societies permit having com-

mon sensors for slow down, alarm and remote
indication.
/UTPUTæSIGNALS /UTPUTæSIGNALS 3LOWæDOWNæPANEL

AND
3HUTæDOWNæPANEL
!LARM 3LOWæDOWN /PTION
PANEL PANEL ææ
9ARDæS OR
SUPPLY ææ
OR
0OWERæSUPPLYæ ææ
2EQUIREDæBY
2EMOTE "INARYæSENSOR CLASSIFICATIONæ
INDICATION SOCIETYæAND
-!.æ$IESEL
!NALOGæSENSOR
OPTIONæææ
!DDITIONALæSENSORS
"INARYæSENSOR OPTION
ææ
!NALOGæSENSOR OR
ææ
/UTPUTæSIGNALS
3HUTæDOWN
0OWERæSUPPLYæ PANEL
"INARYæSENSORS
)NCLUDEDæIN
OPTIONæææ
!NALOGæSENSORS
0OWERæSUPPLYæ
178 30 100.5
Fig. 18.04.01: Panels and sensors for alarm and safety systems

MAN Diesel 198 70 403.0
MAN B&W 18.04
Page of 7
Alarms for UMS – Class and MAN Diesel requirements
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR
function Point of location

Fuel oil
1 1 1 1 1 1 1 1 1 1 1 1 PT 8001 AL Fuel oil, inlet engine
1 1 1 1 1 1 1 1 1 1 1 1 LS 8006 AH Leakage from high pressure pipes
Lubricating oil
1 1 1 1 1 1 1 1 1 1 1 1 TE 8106 AH Thrust bearing segment
1 1 1 1 1 1 1 1 1 1 1 1 PT 8108 AL Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 1 TE 8112 AH Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 TE 8113 AH Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 1 FS 8114 AL Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 TE 8117 AH Turbocharger lubricating oil outlet from
turbocharger/turbocharger
1 TE 8123 AH Main bearing oil outlet temperature/main bearing
(S40/35ME-B9 only)
1 XC 8126 AH Bearing wear (All types except S40/35ME-B9); sensor
common for XC 8126/27
1 XS 8127 A Bearing wear detector failure (All types except S40/
35ME-B)
1 1 1 1 1 PDS 8140 AH Lubricating oil differential pressure – cross filter
1 XS 8150 AH Water in lubricating oil; sensor common for XS
8150/51/52
1 XS 8151 AH Water in lubricating oil – too high
1 XS 8152 A Water in lubricating oil sensor not ready
MAN B&W Alpha Lubrication

1 LS 8212 AL Small box for heating element, low level
1 Indicates that the sensor is required.

The sensors in the MAN Diesel column are included for Unattended Machinery Spaces (UMS), option: 4 75 127.
The sensor identification codes and functions are listed in Table 18.07.01.
The tables are liable to change without notice, and are subject to latest class requirements.
Table 18.04.02a: Alarm functions for UMS

MAN Diesel 198 45 838.5
MAN B&W 18.04
Page of 7
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR

Hydraulic Power Supply
1 XC 1231 A Automatic main lube oil filter, failure (Boll & Kirch)
Cooling water
1 1 1 1 1 1 1 1 1 1 1 1 PT 8401 AL Jacket cooling water inlet
1 PDS/PDT Jacket cooling water across engine; to be calculated
8403 AL in alarm system from sensor no. 8402 and 8413
1 1 TE 8407 AL Jacket cooling water inlet
1 1 1 1 1 1 1 1 1 1 1 1 TE 8408 AH Jacket cooling water outlet, cylinder
1 PT 8413 I Jacket cooling water outlet, common pipe
1 1 1 1 1 1 1 1 1 1 1 PT 8421 AL Cooling water inlet air cooler
1 1 TE 8422 AH Cooling water inlet air cooler/air cooler
Compressed air
1 1 1 1 1 1 1 1 1 1 1 PT 8501 AL Starting air inlet to main starting valve
1 1 1 1 1 1 1 1 1+ 1 1 1 PT 8503 AL Control air inlet and finished with engine
1 1 PT 8505 AL Air inlet to air cylinder for exhaust valve
Scavenge air
1 1 1 PS 8604 AL Scavenge air, auxiliary blower, failure (Only ME-B)
1 1 1 1÷ 1 TE 8609 AH Scavenge air receiver
1 1 1 1 1 1 1 1 1 1 1 1 TE 8610 AH Scavenge air box – fire alarm, cylinder/cylinder
1 1 1 1 1 1 1 1 1 1 1 LS 8611 AH Water mist catcher – water level

Select one of the alternatives

+ Alarm for high pressure, too
÷ Alarm for low pressure, too
Table 18.04.02b: Alarm functions for UMS

MAN Diesel 198 45 838.5
MAN B&W 18.04
Page of 7
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR

Exhaust gas
1 1 1 1 1 1 (1) 1 1 1 1 1 TC 8701 AH Exhaust gas before turbocharger/turbocharger
1 1 1 1 1 1 1 1 1 1 TC 8702 AH Exhaust gas after exhaust valve, cylinder/cylinder
Exhaust gas outlet turbocharger/turbocharger (Yard’s
1 1 1 1 1 1 1 1 1 1 1 TC 8707 AH
supply)
Miscellaneous
1 ZT 8801 AH Turbocharger overspeed
1 WT 8805 AH Vibration of turbocharger
1 WT 8812 AH Axial vibration monitor 2)
1 1 1 1 1 1 1 1 1 1 1 XS 8813 AH Oil mist in crankcase/cylinder; sensor common for
XS 8813/14
1 1 XS 8814 AL Oil mist detector failure
1 XC 8816 I Shaftline earthing device
1 TE 8820 AH Cylinder liner monitoring/cylinder 3)

1 1 1 1 1 1 1 1 1 1 1 1 XC 2201 A Power failure
1 1 1 1 1 1 1 1 1 1 XC 2202 A ME common failure
Power Supply Units to Alarm System

1 XC 2901 A Low voltage ME power supply A
1 XC 2902 A Low voltage ME power supply B
1 XC 2903 A Earth failure ME power supply

(1) May be combined with TC 8702 AH where turbocharger is mounted directly on the exhaust manifold.
2) Required for: K-ME-C6/7 and K98ME6/7 engines with 11 and 14 cylinders.

S-ME-C7/8, S-ME-GI7/8, and L-ME-C7/8 engines with 5 and 6 cylinders.
S-ME-B8/9 engines with 5 and 6 cylinders mainly.
(For K90ME9, K/S-ME-C9, and S50ME-B9 data is available on request).
3) Required for: K98ME/ME-C6/7, S90ME-C7/8, K90ME/ME-C9 and K80ME-C9 engines
Alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
Table 18.04.02c: Alarm functions for UMS

MAN Diesel 198 45 838.5
MAN B&W 18.04
Page of 7
Slow down for UMS – Class and MAN Diesel requirements
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR

1 1 1 1 1 1 1 1 1 1 1 1 TE 8106 YH Thrust bearing segment
1 1 1 1* 1 1 1 1 1 1 1 1 PT 8108 YL Lubricating oil inlet to main engine
1 1 TE 8112 YH Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 TE 8113 YH Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 1 FS 8114 YL Piston cooling oil outlet/cylinder
1 TE 8123 YH Main bearing oil outlet temperature/main bearing
(S40/35ME-B9 only)
1 XC 8126 YH Bearing wear (All except S40/35ME-B9)
1 1 1 1 1 1 1 1 1 1 1 PT 8401 YL Jacket cooling water inlet
1 1 1 1 1 1 1 1 1 1 1 1 TE 8408 YH Jacket cooling water outlet, cylinder/cylinder
1 1 1 TE 8609 YH Scavenge air receiver
1 1 1 1 1 1 1 1 1 1 1 1 TE 8610 YH Scavenge air box fire-alarm, cylinder/cylinder
1 1 1 TC 8701 YH Exhaust gas before turbocharger/turbocharger
1 1 1 1 1 1 1 1 1 1 1 TC 8702 YH Exhaust gas after exhaust valve, cylinder/cylinder
1 1 TC 8702 YH Exhaust gas after exhaust valve, cylinder/cylinder,
deviation from average
1 WT 8812 YH Axial vibration monitor 2)
1 1 1* 1 1 1 1 1 1 1 XS 8813 YH Oil mist in crankcase/cylinder

2) Required for: K-ME-C6/7 and K98ME6/7 engines with 11 and 14 cylinders.

S-ME-C7/8, S-ME-GI7/8, and L-ME-C7/8 engines with 5 and 6 cylinders.
S-ME-B8/9 engines with 5 and 6 cylinders mainly.
(For K90ME9, K/S-ME-C9, and S50ME-B9 data is available on request).
Select one of the alternatives * Or shut down
Or alarm for low flow * Or shut down
Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.04: Shut down functions for AMS and UMS
Table 18.04.03: Slow down functions for UMS

MAN Diesel 198 45 838.5
MAN B&W 18.04
Page of 7
Shut down for AMS and UMS – Class and MAN Diesel requirements
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR

1 1 1 1* 1 1 1 1 1 1 1 1 PS/PT 8109 Z Lubricating oil inlet to main engine and thrust
bearing
1 1 1 1* 1 1 1 1 1 1 1 1 ZT 4020 Z Engine overspeed
1 1 1 1 1 1 1 1 TE/TS 8107 Z Thrust bearing segment
1 PS/PT 8402 Z Jacket cooling water inlet
* 1 XS 8813 Z Oil mist in crankcase/cylinder

Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.03: Slow down functions for UMS
* Or slow down
International Association of Classification Societies
The members of the International Association of Classification Societies, IACS, have agreed that the stated sensors are
their common recommendation, apart from each class’ requirements.
The members of IACS are:

ABS American Bureau of Shipping
BV Bureau Veritas
CCS China Classification Society
DNV Det Norske Veritas
GL Germanischer Lloyd
KR Korean Register
LR Lloyd’s Register
NK Nippon Kaiji Kyokai
RINA Registro Italiano Navale
RS Russian Maritime Register of Shipping
and the assosiated member is:

IRS Indian Register of Shipping
Table 18.04.04: Shut down functions for AMS and UMS, option: 4 75 124

MAN Diesel 198 45 838.5
MAN B&W 18.05
Page 1 of 3
Local Instruments
The basic local instrumentation on the engine, options: 4 70 119 comprises thermometers, pressure gaug-
es and other indicators located on the piping or mounted on panels on the engine. The tables 18.05.01a, b
and c list those as well as sensors for slow down, alarm and remote indication, option: 4 75 127.
Local instruments Remote sensors Point of location

Thermometer, Temperature
stem type element/switch
Hydraulic power supply
TE 1270 HPS bearing temperature (Only K98ME/ME-C with HPS in centre position)
Fuel oil
TI 8005 TE 8005 Fuel oil, inlet engine
Lubricating oil
TI 8106 TE 8106 Thrust bearing segment
TE/TS 8107 Thrust bearing segment
TI 8112 TE 8112 Lubricating oil inlet to main engine
TI 8113 TE 8113 Piston cooling oil outlet/cylinder
TI 8117 TE 8117 Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
TE 8123 Main bearing oil outlet temperature/main bearing (S40/35ME-B9 only)
Cylinder lubricating oil

TE 8202 Cylinder lubricating oil inlet
TS 8213 Cylinder lubricating heating
High temperature cooling water, jacket cooling water

TI 8407 TE 8407 Jacket cooling water inlet
TI 8408 TE 8408 Jacket cooling water outlet, cylinder/cylinder
TI 8409 TE 8409 Jacket cooling water outlet/turbocharger
Low temperature cooling water, seawater or freshwater for central cooling

TI 8422 TE 8422 Cooling water inlet, air cooler
TI 8423 TE 8423 Cooling water outlet, air cooler/air cooler
Scavenge air
TI 8605 TE 8605 Scavenge air before air cooler/air cooler
TI 8608 TE 8608 Scavenge air after air cooler/air cooler
TI 8609 TE 8609 Scavenge air receiver
TE 8610 Scavenge air box – fire alarm, cylinder/cylinder
Thermometer, Thermo couple

dial type
Exhaust gas
TI 8701 TC 8701 Exhaust gas before turbocharger/turbocharger
TI 8702 TC 8702 Exhaust gas after exhaust valve, cylinder/cylinder
TC 8704 Exhaust gas inlet exhaust gas receiver
TI 8707 TC 8707 Exhaust gas outlet turbocharger
Table 18.05.01a: Local thermometers on engine, options 4 70 119, and remote indication sensors, option: 4 75 127
MAN B&W ME/MEC/MEGI/MEB engines

MAN Diesel 198 45 863.5
MAN B&W 18.05
Page 2 of 3

Pressure gauge Pressure
(manometer) transmitter/switch
Fuel oil
PI 8001 PT 8001 Fuel oil, inlet engine
Lubricating oil
PI 8103 PT 8103 Lubricating oil inlet to turbocharger/turbocharger
PI 8108 PT 8108 Lubricating oil inlet to main engine
PS/PT 8109 Lubricating oil inlet to main engine and thrust bearing
PDS 8140 Lubricating oil differential pressure – cross filter
High temperature jacket cooling water, jacket cooling water

PI 8401 PT 8401 Jacket cooling water inlet
PS/PT 8402 Jacket cooling water inlet (Only Germanischer Lloyd)
PDS/PDT 8403 Jacket cooling water across engine
PT 8413 Jacket cooling water outlet, common pipe
Low temperature cooling water, seawater or freshwater for central cooling

PI 8421 PT 8421 Cooling water inlet, air cooler
Compressed air
PI 8501 PT 8501 Starting air inlet to main starting valve
PI 8503 PT 8503 Control air inlet
PT 8505 Air inlet to air cylinder for exhaust valve
Scavenge air
PI 8601 PT 8601 Scavenge air receiver (PI 8601 instrument same as PI 8706)
PDI 8606 PDT 8606 Pressure drop of air across cooler/air cooler
PDT 8607 Pressure drop across blower filter of turbocharger (ABB turbochargers only)
PI 8613 Pressure compressor spiral housing/turbocharger
PDI 8614 Pressure drop across compressor spiral housing
Exhaust gas
PI 8706 Exhaust gas receiver/Exhaust gas outlet turbocharger
Miscellaneous functions
PI 8803 Air inlet for dry cleaning of turbocharger
PI 8804 Water inlet for cleaning of turbocharger
Table 18.05.01b: Local pressure gauges on engine, options: 4 70 119, and remote indication sensors, option: 4 75 127

MAN Diesel 198 45 863.5
MAN B&W 18.05
Page 3 of 3

Other indicators Other transmitters/
switches
XC 1231 Automatic main lube oil filter, failure (Boll & Kirch)
LS 1235 Leakage oil from hydraulic system
LS 1236 Leakage oil from hydraulic system
Engine cylinder components

LS 4112 Leakage from hydraulic cylinder unit
Fuel oil
LS 8006 Leakage from high pressure pipes
Lubricating oil
FS 8114 Piston cooling oil outlet/cylinder
XC 8126 Bearing wear (All types except S40/35ME-B9)
XS 8127 Bearing wear detector failure (All types except S40-35ME-B9)
XS 8150 Water in lubricating oil
XS 8151 Water in lubricating oil – too high
XS 8152 Water in lubricating oil sensor not ready
Cylinder lube oil

LS 8208 Level switch
LS 8212 Small box for heating element, low level
Scavenge air
LS 8611 Water mist catcher – water level
Miscellaneous functions
ZT 8801 I Turbocharger speed/turbocharger
WI 8812 WT 8812 Axial vibration monitor (For certain engines only, see note in Table 18.04.04)
(WI 8812 instrument is part of the transmitter WT 8812)
XS 8813 Oil mist in crankcase/cylinder
XS 8814 Oil mist detector failure
XC 8816 Shaftline earthing device
Table 18.05.01c: Other indicators on engine, options: 4 70 119, and remote indication sensors, option: 4 75 127

MAN Diesel 198 45 863.5
MAN B&W 18.06
Page 1 of 5
Other Alarm Functions
Drain Box for Fuel Oil Leakage Alarm Oil Mist Detector
Any leakage from the fuel oil high pressure pipes The oil mist detector system constantly measures
of any cylinder is drained to a common drain box samples of the atmosphere in the crankcase com-
fitted with a level alarm. This is included for both partments and registers the results on an opti-
Attended Machinery Space (AMS) and Unattend- cal measuring track, where the opacity (degree
ed Machinery Space (UMS). of haziness) is compared with the opacity of the
atmospheric air. If an increased difference is re-
corded, a slow down is activated (a shut down in
Bearing Condition Monitoring case of Germanischer Lloyd).
Based on our experience we decided in 1990 that Furthermore, for shop trials only MAN Diesel re-
all plants, whether constructed for AMS or for quires that the oil mist detector is connected to
UMS, must include an oil mist detector specified the shut down system.
by MAN Diesel. Since then an Oil Mist Detec-
tor (OMD) and optionally some extent of Bearing Four alternative oil mist detectors are available:
Temperature Monitoring (BTM) equipment have
made up the warning arrangements for prevention 4 75 161 Oil mist detector Graviner MK6.
of crankcase explosions on two-stroke engines. Make: Kidde Fire Protection
Both warning systems are approved by the clas- 4 75 163 Oil mist detector Visatron VN 215/93.
sification societies. Make: Schaller Automation
4 75 165 Oil mist detector QMI.
In order to achieve a response to damage faster Make: Quality Monitoring Instruments Ltd.
than possible with Oil Mist Detection and Bearing
Temperature Monitoring alone we introduce Bear- 4 75 166 Oil mist detector MD-SX.
Make: Daihatsu Diesel Mfg. Co., Ltd.
ing Wear Monitoring (BWM) systems. By monitor-
ing the actual bearing wear continuously, mechani- 4 75 167 Oil mist detector Vision III C.
cal damage to the crank-train bearings (main-, Make: Specs Corporation
crank- and crosshead bearings) can be predicted
in time to react and avoid damaging the journal Diagrams of the two of them are shown for refer-
and bearing housing. ence in Figs. 18.06.01a and 18.06.01b.
If the oil supply to a main bearing fails, the bearing

temperature will rise and in such a case a Bear-
ing Temperature Monitoring system will trigger
an alarm before wear actually takes place. For
that reason the ultimate protection against severe
bearing damage and the optimum way of provid-
ing early warning, is a combined bearing wear and
temperature monitoring system.
For all types of error situations detected by the

different bearing condition monitoring systems
applies that in addition to damaging the compo-
nents, in extreme cases, a risk of a crankcase
explosion exists.

MAN Diesel 198 45 875.7
MAN B&W 18.06
Page 2 of 5
XS 8813 AH Y
Cables Junction box
Detector head
178 49 809.3
Fig. 18.06.01a: Oil mist detector pipes on engine, type Graviner MK6 from Kidde Fire Protection (4 75 161)
XS 8813 AH Y
Driving air connection

Siphonblock
Exhaust air connection to crank space
178 49 810.3
Fig. 18.06.01b: Oil mist detector pipes on engine, type Visatron VN215/93 from Schaller Automation (4 75 163)

MAN Diesel 198 45 875.7
MAN B&W 18.06
Page 3 of 5
Bearing Wear Monitoring System Bearing Temperature Monitoring System
The Bearing Wear Monitoring (BWM) system mon- The Bearing Temperature Monitoring (BTM) sys-
itors all three principal crank-train bearings using tem continuously monitors the temperature of the
two proximity sensors forward/aft per cylinder bearing. Some systems measure the temperature
unit and placed inside the frame box. on the backside of the bearing shell directly, other
systems detect it by sampling a small part of the
Targeting the guide shoe bottom ends continu- return oil from each bearing in the crankcase.
ously, the sensors measure the distance to the
crosshead in Bottom Dead Center (BDC). Signals In case a specified temperature is recorded, either
are computed and digitally presented to computer a bearing shell/housing temperature or bearing oil
hardware, from which a useable and easily inter- outlet temperature alarm is triggered.
pretable interface is presented to the user.
In main bearings, the shell/housing temperature
The measuring precision is more than adequate to or the oil outlet temperature is monitored depend-
obtain an alarm well before steel-to-steel contact ing on how the temperature sensor of the BTM
in the bearings occur. Also the long-term stability system, option: 4 75 133, is installed.
of the measurements has shown to be excellent.
In crankpin and crosshead bearings, the shell/
In fact, BWM is expected to provide long-term housing temperature or the oil outlet temperature
wear data at better precision and reliability than is monitored depending on which BTM system is
the manual vertical clearance measurements nor- installed, options: 4 75 134 or 4 75 135.
mally performed by the crew during regular serv-
ice checks. For shell/housing temperature in main, crankpin
and crosshead bearings two high temperature
For the above reasons, we consider unscheduled alarm levels apply. The first level alarm is indi-
open-up inspections of the crank-train bearings to cated in the alarm panel while the second level
be superfluous, given BWM has been installed. activates a slow down.
Two BWM ‘high wear’ alarm levels including devi- For oil outlet temperature in main, crankpin and
ation alarm apply. The first level of the high wear / crosshead bearings two high temperature alarm
deviation alarm is indicated in the alarm panel only levels including deviation alarm apply. The first
while the second level also activates a slow down. level of the high temperature / deviation alarm is
indicated in the alarm panel while the second level
The Extent of Delivery lists four Bearing Wear activates a slow down.
Monitoring options of which the two systems from
Dr. E. Horn and Kongsberg Maritime could also In the Extent of Delivery, there are three options:
include Bearing Temperature Monitoring:
4 75 133 Temperature sensors fitted to main bear-
4 75 142 Bearing Wear Monitoring System XTSW. ings
Make: AMOT 4 75 134 Temperature sensors fitted to main bear-
4 75 143 Bearing Wear Monitoring System BDMS. ings, crankpin bearings, crosshead bear-
Make: Dr. E. Horn ings and for moment compensator, if any
4 75 144 Bearing Wear Monitoring System PS-10. 4 75 135 Temperature sensors fitted to main bear-
Make: Kongsberg Maritime ings, crankpin bearings and crosshead
bearings
4 75 147 Bearing Wear Monitoring System OPEN-
predictor. Make: Rovsing Dynamics
ME, ME-C and ME-GI engines are as standard spe-

cified with Bearing Wear Monitoring for which any
of the above mentioned options could be chosen.

MAN Diesel 198 67 265.3
MAN B&W 18.06
Page 4 of 5
Water In Oil Monitoring System Liner Wall Monitoring System
In case the lubricating oil becomes contaminated The Liner Wall Monitoring (LWM) system moni-
with an amount of water exceeding our limit of tors the temperature of each cylinder liner. It is to
0.2%, acute corrosive wear of the crosshead bear- be regarded as a tool providing the engine room
ing overlayer may occur. The higher the water con- crew the possibility to react with appropriate
tent, the faster the wear rate. countermeasures in case the cylinder oil film is
indicating early signs of breakdown.
To prevent water from accumulating in the lube
oil and, thereby, causing damage to the bearings, In doing so, the LWM system can assist the crew
the oil should be monitored manually or automati- in the recognition phase and help avoid conse-
cally by means of a Water In Oil (WIO) monitoring quential scuffing of the cylinder liner and piston
system connected to the engine alarm and moni- rings.
toring system. In case of water contamination
the source should be found and the equipment Signs of oil film breakdown in a cylinder liner
inspected and repaired accordingly. will appear by way of increased and fluctuating
temperatures. Therefore, recording a preset max
The WIO system should trigger an alarm when allowable absolute temperature for the individual
the water content exceeds 0.2%, and preferably cylinder or a max allowed deviation from a calcu-
again when exceeding 0.35% measured as abso- lated average of all sensors will trigger a cylinder
lute water content. liner temperature alarm.
Some WIO systems measure water activity, ie The LWM system includes two sensors placed in
the relative availability of water in a substance the manoeuvring and exhaust side of the liners,
expressed in ‘aw’ on a scale from 0 to 1. Here, ‘0’ near the piston skirt TDC position. The sensors
indicates oil totally free of water and ‘1’ oil fully are interfaced to the ship alarm system which
saturated by water. The correlation to absolute monitors the liner temperatures.
water content in normal running as well as alarm
condition is as follows: For each individual engine, the max and deviation
alarm levels are optimised by monitoring the tem-
Engine condition Abs. water Water perature level of each sensor during normal serv-
content, % activity, aw ice operation and setting the levels accordingly.
High alarm level 0.2 0.5
High High alarm level 0.35 0.9 The temperature data is logged on a PC for one
week at least and preferably for the duration of a
ME, ME-C and ME-GI engines are as standard round trip for reference of temperature develop-
specified with Water In Oil monitoring system. ment.
Please note: Corrosion of the overlayer is a poten- All types 98 and 90 ME and ME-C engines as well
tial problem only for crosshead bearings, because as K80ME-C9 are as standard specified with Liner
only crosshead bearings are designed with an Wall Monitoring system. For all other engines, the
overlayer. Main and crankpin bearings may also LWM system is available as an option: 4 75 136.
suffer irreparable damage from water contamina-
tion, but the damage mechanism would be differ-
ent and not as acute.

MAN Diesel 198 67 265.3
MAN B&W 18.06
Page of 5
Control Devices
The control devices mainly include a position switch (ZS) or a position transmitter (ZT) and solenoid valves
(ZV) which are listed in Table 18.06.02 below. The sensor identification codes are listed in Table 18.07.01.
Sensor Point of location

Manoeuvring system
ZS 1109A/B C Turning gear – disengaged
ZS 1110A/B C Turning gear – engaged
ZS 1111A/B C Main starting valve – blocked
ZS 1112A/B C Main starting valve – in service
ZV 1114 C Slow turning valve
ZS 1116A/B C Start air distribution system – in service
ZS 1117A/B C Start air distribution system – blocked
ZV 1120 C Activate pilot press air to starting valves
ZS 1121A/B C Activate main starting valves - open
E 1180 Electric motor, auxiliary blower
E 1181 Electric motor, turning gear
E 1185 C LOP, Local Operator Panel

PT 12011/2/3 C Hydraulic oil pressure, after non-return valve
ZV 1202A/B C Force-driven pump by-pass
PS/PT 12041/2/3 C Lubricating oil pressure after filter, suction side
Tacho/crankshaft position
ZT 4020 Tacho for safety
Engine cylinder components

XC 4108 C ELVA NC valve
ZT 4111 C Exhaust valve position
ZT 4114 C Fuel plunger, position 1
Fuel oil
ZV 8020 Z Fuel oil cut-off at engine inlet (shut down), Germanischer Lloyd only
Cylinder lubricating oil

ZT 8203 C Confirm cylinder lubricator piston movement, cyl/cyl
ZV 8204 C Activate cylinder lubricator, cyl/cyl
Scavenge air
PS 8603 C Scavenge air receiver, auxiliary blower control
Table 18.06.02: Control devices on engine

MAN Diesel 198 67 28-9 .1
MAN B&W 18.07
Page of 1
Identification of Instruments
The instruments and sensors are identified by a 54xx VOC, engine related components
position number which is made up of a combina- 80xx Fuel oil system
tion of letters and an identification number: 81xx Lubricating oil system
82xx Cylinder lube oil system
Measured variables 83xx Stuffing box drain system
First letters: 84xx Cooling water systems
DS Density switch 85xx Compressed air systems
DT Density transmitter 86xx Scavenge air system
FT Flow transmitter 87xx Exhaust gas system
FS Flow switch 88xx Miscellaneous functions
GT Gauging transmitter (Index, load) 90xx Project specific functions
LI Level indication, local
LS Level switch xxxxA Alternative redundant sensors
LT Level transmitter xxxx1 Cylinder/turbocharger numbers
PDI Pressure difference indication, local
PDS Pressure difference switch ECS: Engine Control System
PDT Pressure difference transmitter VOC: Volatile Organic Compound
PI Pressure indication, local
PS Pressure switch Functions
PT Pressure transmitter Secondary letters:
ST Speed transmitter A Alarm
TC Thermo couple (NiCrNi) AH Alarm, high
TE Temperature element (Pt 100) AL Alarm, low
TI Temperature indication, local C Control
TS Temperature switch H High
VS Viscosity switch I Indication
VT Viscosity transmitter L Low
WI Vibration indication, local R Recording
WS Vibration switch S Switching
WT Vibration transmitter X Unclassified function
XC Unclassified control Y Slow down
XS Unclassified switch Z Shut down
XT Unclassified transmitter
Repeated signals
ZS Position switch
Signals which are repeated for example for each cylin-
ZT Position transmitter (proximity switch)
ZV Position valve (solenoid valve) der or turbocharger are provided with a suffix number
indicating the location, ‘1’ for cylinder 1, etc.
Location of measuring point
Ident. number: If redundant sensors are applied for the same measur-
11xx Manoeuvring system ing point, the suffix is a letter: A, B, C, etc.
12xx Hydraulic power supply system
14xx Combustion pressure supervision Examples:
20xx ECS to/from safety system TI 8005 indicates a local temperature indication (ther-
21xx ECS to/from remote control system mometer) in the fuel oil system.
22xx ECS to/from alarm system
30xx ECS miscellaneous input/output
ZS 1112A C and ZS 1112B C indicate that there are
40xx Tacho/crankshaft position system
41xx Engine cylinder components two position switches in the manoeuvring system, A
50xx VOC, supply system and B for control of the main starting air valve position.
51xx VOC, sealing oil system
52xx VOC, control oil system PT 8501 I AL Y indicates a pressure transmitter locat-
53xx VOC, other related systems ed in the control air supply for remote indication, alarm
for low pressure and slow down for low pressure.
Table 18.07.01: Identification of instruments

MAN Diesel 198 45 851.5
MAN B&W
Dispatch Pattern, Testing,

Spares and Tools
19
MAN Diesel
MAN B&W 19.01
Page 1 of 2
Dispatch Pattern, Testing, Spares and Tools
Painting of Main Engine Note:

Long term preservation and seaworthy packing
The painting specification, Section 19.02, indicates are always to be used for class B.
the minimum requirements regarding the quality
and the dry film thickness of the coats of, as well Furthermore, the dispatch patterns are divided
as the standard colours applied on MAN B&W en- into several degrees of dismantling in which ‘1’
gines built in accordance with the ‘Copenhagen’ comprises the complete or almost complete en-
standard. gine. Other degrees of dismantling can be agreed
upon in each case.
Paints according to builder’s standard may be
used provided they at least fulfil the requirements When determining the degree of dismantling, con-
stated. sideration should be given to the lifting capacities
and number of crane hooks available at the engine
maker and, in particular, at the yard (purchaser).
Dispatch Pattern
The approximate masses of the sections appear
The dispatch patterns are divided into two class- in Section 19.04. The masses can vary up to 10%
es, see Section 19.03: depending on the design and options chosen.
A: Short distance transportation and short term Lifting tools and lifting instructions are required
storage for all levels of dispatch pattern. The lifting tools,
B: Overseas or long distance transportation or options: 4 12 110 or 4 12 111, are to be specified
long term storage. when ordering and it should be agreed whether
the tools are to be returned to the engine maker,
Short distance transportation (A) is limited by a option: 4 12 120, or not, option: 4 12 121.
duration of a few days from delivery ex works until
installation, or a distance of approximately 1,000 MAN Diesel’s recommendations for preservation
km and short term storage. of disassembled / assembled engines are avail-
able on request.
The duration from engine delivery until installation
must not exceed 8 weeks. Furthermore, it must be considered whether a
drying machine, option: 4 12 601, is to be installed
Dismantling of the engine is limited as much as during the transportation and/or storage period.
possible.
Overseas or long distance transportation or Shop trials/Delivery Test

long term storage require a class B dispatch pat-
tern. Before leaving the engine maker’s works, the en-
gine is to be carefully tested on diesel oil in the
The duration from engine delivery until installation presence of representatives of the yard, the ship-
is assumed to be between 8 weeks and maximum owner and the classification society.
6 months.
The shop trial test is to be carried out in accord-
Dismantling is effected to a certain degree with ance with the requirements of the relevant clas-
the aim of reducing the transportation volume of sification society, however a minimum as stated in
the individual units to a suitable extent. Section 19.05.

MAN Diesel 198 76 203.0
MAN B&W 19.01
Page 2 of 2
MAN Diesel’s recommendations for shop trial, The wearing parts that, based on our service
quay trial and sea trial are available on request. experience, are estimated to be required, are di-
vided into groups and listed with service hours in
In connection with the shop trial test, it is required Tables 19.08.01 and 19.08.02.
to perform a pre-certification survey on engine
plants with FPP or CPP, options: 4 06 060a Engine
test cycle E3 or 4 06 060b Engine test cycle E2 Large spare parts, dimensions and masses
respectively.
The approximate dimensions and masses of the
larger spare parts are indicated in Section 19.09.
Spare Parts A complete list will be delivered by the engine
maker.
List of spare parts, unrestricted service
The tendency today is for the classification societ- Tools

ies to change their rules such that required spare
parts are changed into recommended spare parts. List of standard tools
MAN Diesel, however, has decided to keep a set The engine is delivered with the necessary special
of spare parts included in the basic extent of de- tools for overhauling purposes. The extent, di-
livery, EoD: 4 87 601, covering the requirements mensions and masses of the main tools is stated
and recommendations of the major classification in Section 19.10. A complete list will be delivered
societies, see Section 19.06. by the engine maker.
This amount is to be considered as minimum

safety stock for emergency situations. Tool Panels
Most of the tools are arranged on steel plate pan-

Additional spare parts recommended by els, EoD: 4 88 660, see Section 19.11 ‘Tool Panels’.
MAN Diesel
It is recommended to place the panels close to the
The abovementioned set of spare parts can be location where the overhaul is to be carried out.
extended with the ‘Additional Spare Parts Recom-
mended by MAN Diesel’, option: 4 87 603, which
facilitates maintenance because, in that case, all
the components such as gaskets, sealings, etc.
required for an overhaul will be readily available,
see Section 19.07.
Wearing parts
The consumable spare parts for a certain period

are not included in the above mentioned sets, but
can be ordered for the first 1, 2, up to 10 years’
service of a new engine, option: 4 87 629, a ser-
vice year being assumed to be 6,000 running
hours.

MAN Diesel 198 76 203.0
MAN B&W 19.02
Page 1 of 1
Specification for painting of main engine
Components to be painted before Type of paint No. of coats/ Colour:

shipment from workshop Total dry film RAL 840HR
thickness DIN 6164
µm MUNSELL
Component/surfaces, inside engine,
exposed to oil and air
1. Unmachined surfaces all over. However Engine alkyd primer, weather 2/80 Free
cast type crankthrows, main bearing cap, resistant
crosshead bearing cap, crankpin bearing Oil and acid resistant alkyd paint. 1/30 White:
cap, pipes inside crankcase and chainwheel Temperature resistant to mini- RAL 9010
need not to be painted but the cast surface mum 80 °C. DIN N:0:0.5
must be cleaned of sand and scales and MUNSELL N9.5
kept free of rust.
Components, outside engine
2. Engine body, pipes, gallery, brackets etc. Engine alkyd primer, weather 2/80 Free
resistant.
Delivery standard is in a primed and finally Final alkyd paint resistant to salt 1/30 Light green:
painted condition, unless otherwise stated water and oil, option: 4 81 103. RAL 6019
in the contract. DIN 23:2:2
MUNSELL10GY 8/4
Heat affected components:
3. Supports for exhaust receiver Paint, heat resistant to minimum 2/60 Alu:
Scavenge airpipe outside. 200 °C. RAL 9006
Air cooler housing inside and outside. DIN N:0:2
MUNSELL N7.5
Components affected by water and
cleaning agents
4. Scavenge air cooler box inside. protection of the components 2/75 Free
exposed to moderately to
severely corrosive environment
and abrasion.
5. Gallery plates topside. Engine alkyd primer, weather 2/80 Free
resistant.
6. Purchased equipment and instruments
painted in makers colour are acceptable
unless otherwise stated in the contract.
Tools
Unmachined surfaces all over on handtools Oil resistant paint. 2/60 Orange red:
and lifting tools. RAL 2004
DIN:6:7:2
Purchased equipment painted in makers MUNSELL N7.5r 6/12
colour is acceptable, unless otherwise
stated in the contract/drawing.
Tool panels Oil resistant paint. 2/60 Light grey:
RAL 7038
DIN:24:1:2
MUNSELL N7.5
Note: All paints are to be of good quality. Paints according to builder‘s standard may be used provided they at least
fulfil the above requirements.
The data stated are only to be considered as guidelines. Preparation, number of coats, film thickness per coat,
etc. have to be in accordance with the paint manufacturer’s specifications.
178 30 207.4
Fig. 19.02.01: Painting of main engine: option 4 81 101, 4 81 102 or 4 81 103
MAN B&W MC/MCC, ME/ME-B/MEC/MEGI engines

MAN Diesel 198 45 169.3
MAN B&W 19.03
Page 1 of 3
Dispatch Pattern
A1 + B1
The relevant engine supplier is responsible for the

actual execution and delivery extent. As differenc-
es may appear in the individual suppliers’ extent
and dispatch variants.
Class A (option 4 12 020):

Short distance transportation limited by duration
of transportation time within a few days or a dis-
tance of approximately 1000 km and short term
storage.
Duration from engine delivery to installation must
not exceed eight weeks.
Dismantling must be limited.
Class B (option 4 12 030):

Overseas and other long distance transportation,
as well as long-term storage.
Engine complete
Dismantling is effected to reduce the transport
volume to a suitable extent. A2 + B2
Long-term preservation and seaworthy packing
must always be used.
Classes A + B comprise the following basic

variants:
A1 + B1 (option 4 12 021 + 4 12 031)

Engine complete, i.e. not disassembled
A2 + B2 (option 4 12 022 + 4 12 032)

• Top section including cylinder frame complete,
Top section
cylinder covers complete, scavenge air re-
ceiver including cooler box and cooler insert,
turbocharger(s), piston complete and galleries
with pipes, HCU units and oil filter
• Bottom section including bedplate complete,
frame box complete, connecting rods, turning
gear, crankshaft complete and galleries
• Remaining parts including stay bolts, chains,
FIVA valves etc.
Bottom section
074 27 27-7.0.0a
Fig. 19.03.01: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
MAN B&W K98ME/ME-C6/7, S90ME-C7/8,

K90ME/ME-C9, S80ME-C7/8/9, K80ME-C6/9 MAN Diesel 198 76 32-3.0
MAN B&W 19.03
Page 2 of 3
A3 + B3 (option 4 12 023 + 4 12 033) A3 + B3

cylinder covers complete, scavenge air re-
ceiver including cooler box and cooler insert,
turbocharger(s), piston complete and galleries
with pipes, HCU Units
• Frame box section including frame box com-
plete, chain drive, connecting rods and galleries,
gearbox for hydraulic power supply, hydraulic
pump station and oil flter
• Bedplate/crankshaft section including bedplate
complete, crankshaft complete with chain-
Top section
wheels and turning gear
• Remaining parts including stay bolts, chains
FIVA valves, etc.
Frame box section
Bedplate/crankshaft section
074 27 27-7.0.0b

MAN B&W 19.03
Page 3 of 3
A4 + B4 (option 4 12 024 + 4 12 034)

cylinder covers complete, piston complete and
galleries with pipes on manoeuvre side, HCU
units
• Exhaust receiver with pipes
• Scavenge air receiver with galleries and pipes
• Turbocharger
• Air cooler box with cooler insert
• Frame box section including frame box com- Top section Scavenge air receiver
plete, chain drive, connecting rods and galleries,
gearbox for hydraulic power supply, hydraulic
power station and oil flter
• Crankshaft with chain wheels
• Bedplate with pipes and turning gear
• Remaining parts including stay bolts, auxiliary
blowers, chains FIVA valves etc.
Exhaust receiver Turbocharger
Note
The engine supplier is responsible for the nec-
essary lifting tools and lifting instructions for Frame box section Air cooler box
transportation purposes to the yard. The deliv-
ery extent of lifting tools, ownership and lend/
lease conditions are to be stated in the contract.
(Options: 4 12 120 or 4 12 121)
Furthermore, it must be stated whether a drying

machine is to be installed during the transporta-
tion and/or storage period. (Option: 4 12 601)
Bedplate section
Crankshaft section
074 27 27-7.0.0c

MAN B&W 19.04
Page of 1
Dispatch Pattern, List of Masses and Dimensions
MAN Diesel 198 47 63-6.0
MAN B&W 19.05
Page 1 of 1
Shop Test
Minimum delivery test EIAPP certificate
The minimum delivery test, EoD: 4 14 001, involves: All marine engines are required by IMO to have
an ‘Engine International Air Pollution Prevention’
• Starting and manoeuvring test at no load (EIAPP) Certificate. Therefore, a pre-certification
• Load test survey is to be carried out for all engines accord-
Engine to be started and run up to 50% of ing to the performance parameters recorded in
Specified MCR (M) in 1 hour the engine’s Unified Technical File (UTF), which is
prepared by MAN Diesel.
Followed by:
The EIAPP certificate documents that the specific
• 0.50 hour running at 25% of specified MCR engine meets the international NOx emission limi-
• 0.50 hour running at 50% of specified MCR tations specified in Regulation 13 of MARPOL An-
• 0.50 hour running at 75% of specified MCR nex VI. The basic engine ‘Economy running mode’,
• 1.00 hour running at 100% of specified MCR EoD: 4 06 060, complies with these limitations.
• 0.50 hour running at 110% of specified MCR
The pre-certification survey for a ‘Parent’ or an
Only for Germanischer Lloyd: ‘Individual’ engine includes NOx measurements
during the delivery test. For ‘Member’ engines, a
• 0.75 hour running at 110% of specified MCR parameter check according to the UTF for the en-
gine group, based on the delivery test, is needed.
Governor tests, etc:
The tests, if required, are:
• Governor test
• Minimum speed test • E3, marine engine, propeller law for FPP, option:
• Overspeed test 4 06 060a
• Shut down test or
• Starting and reversing test • E2, marine engine, constant speed for CPP, op-
• Turning gear blocking device test tion: 4 06 060b.
• Start, stop and reversing from the Local
Operating Panel (LOP) For further information and options regarding
shop test, see Extent of Delivery.
Before leaving the factory, the engine is to be
carefully tested on diesel oil in the presence of
representatives of Yard, Shipowner, Classification
Society, and MAN Diesel.
At each load change, all temperature and pres-

sure levels etc. should stabilise before taking new
engine load readings.
Fuel oil analysis is to be presented.
All tests are to be carried out on diesel or gas oil.
Fig. 9.05.01: Shop trial running/delivery test: 4 14 001

MAN Diesel 198 46 127.5
MAN B&W 19.06
Page 1 of 1
List of Spare Parts, Unrestricted Service
Spare parts are requested by the following Classes 1 Encoder

only: GL, KR, NK and RS, while just recommended by: 1 Fuse kit
ABS, DNV and LR, but neither requested nor recom-
mended by: BV, CCS and RINA. Starting valve, plate 907
1 Starting valve, complete
Cylinder cover, plate 901 and others 1 Solenoid valve 2)
1 Cylinder cover with fuel, exhaust and starting
valves, indicator valve and sealing rings (disas- Hydraulic cylinder unit, plate 907 1 and 2)
sembled) 1 Fuel booster barrel, complete with plunger
½ set Studs for 1 cylinder cover 1 FIVA valve complete
1 Suction valve complete
Piston, plate 902
1 set Flex pipes, one of each size
1 Piston complete (with cooling pipe), piston rod,
piston rings and stuffing box, studs and nuts 1 High-pressure pipe kit
1 set Piston rings for 1 cylinder 1 Packing kit
Cylinder liner, plate 903 Exhaust valve, plate 908
1 Cylinder liner inclusive of sealing rings and 2 Exhaust valves complete. 1 only for GL
gaskets. 1 Highpressure pipe from actuator to exhaust valve
1 Exhaust valve position sensor
Cylinder lubricating oil system, plate 903 1)
Fuel valve, plate 909
1 set Spares for lubricating oil system for 1 cyl.
1 set Fuel valves for all cylinders on one engine for BV,
2 Lubricator backup cable
CCS, DNV, GL, KR, NK, RINA, RS and IACS
1 set Fuel valves for half the number of cylinders on
Connecting rod, and crosshead bearing, plate 904
the engine for ABS
1 Telescopic pipe with bushing for 1 cylinder 1 Highpressure pipe, from fuel oil pressure
1 Crankpin bearing shells in 2/2 with studs and nuts booster to fuel valve
1 Crosshead bearing shell lower part with studs
and nuts Turbocharger, plate 910
2 Thrust pieces 1 Set of maker’s standard spare parts
1 a) Spare rotor for one turbocharger, including
Thrust block, plate 905 compressor wheel, rotor shaft with turbine
1 set Thrust pads for ‘ahead’ blades and partition wall, if any
For NK also one set ‘astern’ if different from
‘ahead’ Scavenge air blower, plate 910
1 set Rotor, rotor shaft, gear wheel or equivalent
HPS  Hydraulic Power Supply, plate 906 1 and 2) working parts
1 Proportional valve for hydraulic pumps 1 set Bearings for electric motor
1 Leak indicator 1 set Bearing for blower wheel
1 Safety coupling for hydraulic pump 1 Belt, if applied
1 Accumulator 1 set Packing for blower wheel
6 Chain links. Only for ABS, LR and NK
1 set Flex pipes, one of each size Bedplate, plate 912
1 Electric motor 1 Main bearing shell in 2/2 of each size
1 set Studs and nuts for 1 main bearing
Engine control system, plate 906 2)
1 Multi Purpose Controller 1
) MD required spare parts.
1 Amplifier for Auxiliary Control Unit 2
) All spare parts are requested by all Classes.
1 Position Amplifier
1 Trigger sensor for tacho system, only if a) Only required for RS. To be ordered separately as
trigger ring option: 4 87 660 for other classification societies.
1 Marker sensor for tacho system
1 Tacho signal amplifier Please note: Plate number refers to Instruction Book,
1 IDkey Vol. III containing plates with spare parts
Fig. 19.06.01: List of spare parts, unrestricted service: 4 87 601

MAN Diesel 198 64 162.3
MAN B&W 19.07
Page 1 of 2
Additional Spares
Beyond class requirements or recommendation, for easier maintenance and increased security in operation.
Cylinder cover, section 90101 Cylinder Lubricating Oil System, section 90306
4 Studs for exhaust valve 1 set Spares for MAN B&W Alpha lubricating oil
4 Nuts for exhaust valve system for 1cyl.
½ set Orings for cooling jacket 1 Lubricator
1 Cooling jacket 2 Feed back sensor, complete
½ set Sealing between cylinder cover and liner 1 Complete sets of Orings for lubricator
4 Spring housings for fuel valve (depending on number of lubricating nozzles
per cylinder)
Hydraulic tool for cylinder cover, section 90161
1 set Hydraulic hoses with protection hose Connecting rod and crosshead, section 90401
complete with couplings 1 Telescopic pipe
8 pcs Orings with backup rings, upper 2 Thrust piece
8 pcs Orings with backup rings, lower
HPS Hydaulic Power Supply, section 906
Piston and piston rod, section 90201 1 Delivery pump
1 box Locking wire, L=63 m 1 Start up pump
5 Piston rings of each kind 1 Pressure relief valve
2 Drings for piston skirt 1 Pumps short cutting valve
2 Drings for piston rod 1 set Check valve Cartridge (3 pcs)
Piston rod stuffing box, section 90205 Engine Control System, section 906
15 Self-locking nuts 1 set Fuses for MPC, TSA, CNR
5 Orings 1 Segment for triggerring
5 Top scraper rings
15 Pack sealing rings HCU Hydraulic Cylinder Unit, section 906
10 Cover sealing rings 1 set Packings
120 Lamellas for scraper rings
30 Springs for top scraper and sealing rings Main starting valve, section 90702
20 Springs for scraper rings 1 Repair kit for main actuator
1 Repair kit for main ball valve
Cylinder frame, section 90301 1 *) Repair kit for actuator, slow turning
½ set Studs for cylinder cover for one cyl. 1 *) Repair kit for ball valve, slow turning
1 Bushing
*) if fitted
Cylinder liner and cooling jacket, section 90302
1 Cooling jacket of each kind Starting valve, section 90704
4 Non return valves 2 Locking plates
1 set Orings for one cylinder liner 2 Piston
½ set Gaskets for cooling water connection 2 Spring
½ set Orings for cooling water pipes 2 Bushing
1 set Cooling water pipes between liner and cover 1 set Oring
for one cylinder 1 Valve spindle
Fig. 19.07.01a: Additional spare parts beyond class requirements or recommendation, option: 4 87 603

MAN Diesel 198 46 367.6
MAN B&W 19.07
Page 2 of 2
Exhaust valve, section 90801 Fuel oil high pressure pipes, section 90913
1 Exhaust valve spindle 1 High pressure pipe, from fuel oil pressure
1 Exhaust valve seat booster to fuel valve
½ set Oring exhaust valve/cylinder cover 1 High pressure pipe from actuator to exhaust
4 Piston rings valve
½ set Guide rings 1 set Orings for high pressure pipes
½ set Sealing rings
½ set Safety valves Overflow valve, section 90915
1 set Gaskets and Orings for safety valve 1 Overflow valve, complete
1 Piston complete 1 Orings of each kind
1 Damper piston
1 set Orings and sealings between air piston and Turbocharger, section 91000
exhaust valve housing/spindle 1 Spare rotor, complete with bearings
1 Liner for spindle guide 1 Spare part set for turbocharger
1 set Gaskets and Orings for cooling water
connection Scavenge air receiver, section 91001
1 Conical ring in 2/2 2 Nonreturn valves complete
1 set Orings for spindle/air piston 1 Compensator
1 set Nonreturn valve
Exhaust pipes and receiver, section 91003
Exhaust valve, section 90802 1 Compensator between TC and receiver
1 Sealing oil control unit 2 Compensator between exhaust valve and re-
ceiver
Exhaust valve actuator, section 90805 1 set Gaskets for each compensator
1 Hydraulic exhaust valve actuator complete for
1 cylinder Air cooler, section 91005
1 Electronic exhaust valve control valve 16 Iron blocks (Corrosion blocks)
Cooling water outlet, section 90810 Safety valve, section 91101

2 Ball valve 1 set Gasket for safety valve
1 Butterfly valve 2 Safety valve, complete
1 Compensator
1 set Gaskets for butterfly valve and compensator Arrangement of safety cap, section 91104
1 set Bursting disc
Fuel injection system, section 90901
1 Fuel oil pressure booster complete, for 1 cyl. Engine Lubricating System, section 912
1 Hydraulic cylinder unit 1 set 6µ filter
1 set Gaskets and sealings
1 Electronic fuel injection cotrol valve
Fuel valve, section 90910

1 set Fuel nozzles
1 set Orings for fuel valve
3 Spindle guides, complete
½ set Springs
½ set Discs, +30 bar
3 Thrust spindles
3 Non return valve (if mounted)
Note: Section numbers refer to Instruction Book, Vol. III containing plates with spare parts
Fig. 19.07.01b: Additional spare parts beyond class requirements or recommendation, option: 4 87 603

MAN Diesel 198 46 367.6
MAN B&W 19.08
Page of 2
Wearing parts
The wearing parts are divided into 20 groups, each in- In order to find the expected consumption of spare
cluding the components stated in Table A. parts:
The average expected consumption of spare parts is Multiply the quantity stated in Table A with the factor in
stated in Table B for 1, 2, 3... 10 years’ service of a new Table B for a given number of service hours.
engine, a service year being assumed to be of 6000
hours.
Table A:
Group No. Section Quantity Descriptions
1 90101 ½ set Orings and gaskets for 1 cylinder
2 ¼ set Spring housing, complete for 1 cylinder
90103 ¼ set Indicator valves, Orings and gaskets for 1 cylinder
3 90161 ½ set Oring W / Backup ring for 1 cylinder
4 ½ set Hose with union for 1 cylinder
5 90201 1 box Locking wire 1,0MM L=63
1 set Piston rings for 1 cylinder
1 set Orings for 1 cylinder
6 90205 1 set Orings for 1 cylinder
1 set Lamella rings 3/3 for 1 cylinder
½ set Top scraper rings 4/4 for 1 cylinder
½ set Pack Sealing rings 4/4 for 1 cylinder
½ set Cover Sealing rings 4/4 for 1 cylinder
½ set Springs of each kind for 1 cylinder
7 90302 ½ set Orings / Sealing rings for Cylinder liner
1 set Orings, Packings and Gaskets for cooling water connections
8 1 pcs Cylinder liner
1 pcs Piston cleaning ring (if Mounted)
10 9063545 1 set Packings and Gaskets for 1 Engine
12 90702 ½ set Repair Kit for each type of valve for 1 Engine
13 90704 1 set Orings, Packings and Gaskets for 1 Engine
14 90801 ¼ set Exhaust valve spindle for 1 Engine
¼ set Exhaust valve Wbottom piece for 1 Engine
15 1 set Piston rings for exhaust valve air piston and oil piston for 1 Engine
1 set Orings for water connections for 1 Engine
1 set Gasket for cooling for water connections for 1 Engine
1 set Orings for oil connections for 1 Engine
1 pcs Spindle guide
2 pcs Air sealing ring
½ set Guide sealing rings
1 set Orings for bottom piece for 1 Engine
17 90910 ½ set Fuel valve nozzle for 1 cylinder
¼ set Spindle guide complete and nonreturn valve for 1 cylinder
2 set Orings for 1 cylinder
18 90917 ¼ set Plunger and housing for fuel oil booster for 1 Engine
½ set Suction valve complete for 1 Cylinder
1 set Sealing rings, Orings and Gaskets for 1 cylinder
19 91000 1 Slide bearing for turbocharger for 1 engine (roller bearings)
1 Guide bearing for turbocharger for 1 engine (roller bearings)
20 91000 1 Slide bearing for turbocharger for 1 engine (slide bearings)
1 Guide bearing for turbocharger for 1 engine (slide bearings)
Note: Section numbers refers to Instruction Book, Vol. III containing plates with spare parts
Fig. 19.08.01: Table A

MAN Diesel 198 46 379.3
MAN B&W 19.08
Page of 2
Table B:
Service hours: 0 0 0 0 0 0 0 0 0 0
6000 12000 18000 24000 3000 36000 42000 48000 54000 60000
Group. Section
No. No. Description Factor for number of cylinders
1 90101 Orings and gaskets 1 2 3 4 5 6 7 8 9 10
2 Spring housing 0 1 1 1 2 1 1 1 1 1
90103 Packing and Gaskets 1 2 3 4 5 6 7 8 9 10
3 90161 Oring W / Backup ring 1 2 3 4 5 6 7 8 9 10
4 Hose with union 0 0 1 1 1 2 1 2 1 2
5 90201 Set of piston rings 0 1 1 2 3 4 3 4 4 4
6 90205 St. box, lamella / sealing rings 0 1 1 2 2 3 3 4 3 4
7 90302 Orings / Sealing rings Cyl. liner 0 1 1 2 1 2 2 4 1 2
8 Cylinder liners 0 0 0 0 0 0 0 0 0 0
9 90610 Bearing Shells and Guide Disc 0 0 0 1 1 2 1 2 1 2
10 9063545 Packings and Gaskets 1 2 3 4 5 6 7 8 7 8
12 90702 Repair Kit for each type of valve 0 1 1 2 3 4 3 4 3 4
13 90704 Orings, Packings and Gaskets 1 2 3 4 5 6 7 8 9 10
Exhaust valve spindles /
14 90801 0 0 1 1 1 2 1 2 1 2
bottom pieces
15 Exhaust valve guide bushings 0 1 1 2 2 4 2 4 2 4
Orings for exhaust valve 1 2 3 4 5 6 7 8 9 10
17 90910 Fuel valve guides and nozzles 0 1 1 2 4 4 5 5 3 3
Plunger and housing for fuel
18 90917 0 0 0 0 0 1 1 1 1 1
oil booster
Suction/puncture valves,
Sealing rings
and Gaskets 0 1 1 2 2 3 3 4 3 3
Set bearings per TC
19 91000 0 0 1 set 2 set 2 set 3 set 3 set 4 set 4 set 5 set
(roller bearings) *)
Set bearings per TC
20 91000 0 0 0 1 set 1 set 1 set 1 set 2 set 2 set 2 set
(slide bearings) *)
*) Not depending on number of cylinders.
Note:
Section numbers refers to Instruction Book, Vol. III containing plates with spare parts
Fig. 19.08.02: Table B

MAN Diesel 198 46 379.3
MAN B&W 19.09
Page of 1
Large spare parts, dimensions and masses
! !

"
"
#
# ! $
"
$ # %
"

!
" !
178 51 597.1
Mass Dimensions (mm)

Pos Sec. Description
(kg) A B C D E
1 Cylinder liner, incl. cooling jacket 7,916 ø1,270 ø1,080 3,610 ø1,008
2 Exhaust valve 2,400 2,283 1,151 994
3 Piston complete, with piston rod 4,823 ø900 645 ø350 4,620 576
4 Cylinder cover, incl. valves 7,747 ø1,700 727 ø1,220
5 Rotor for turbocharger, TCA 77-20/21 360 ø750 1,360
5 Rotor for turbocharger, TCA 88-20/21 610 ø890 1,630
5 Rotor for turbocharger, TCA 88-25 750 ø890 1,630
5 Rotor for turbocharger, TPL80-B12/CL 300 ø699 1,319
5 Rotor for turbocharger, TPL85-B14/15/16 550 ø855 1,613
5 Rotor for turbocharger, MET71MA 400 ø790 1,318
5 Rotor for turbocharger, MET83MA 600 ø924 1,555
5 Rotor for turbocharger, MET90MA 850 ø1,020 1,723
Fig. 19.09.01: Large spare parts, dimensions and masses
MAN B&W S90MC-C7/8, S90MEC7/8

MAN Diesel 198 46 42 6.2
MAN B&W 19.10
Page 1 of 12
List of Standard Tools for Maintenance
The engine is delivered with all necessary special tools for scheduled maintenance. The extent of the tools
is stated below. Most of the tools are arranged on steel plate panels. It is recommended to place them
close to the location where the overhaul is to be carried out, see Section 19.11.
All measurements are for guidance only.
Cylinder Cover, MF/SF 21-9010 Fuel Oil System Tools, MF/SF 21-9042
1 pcs Tool panel incl. lifting chains, grinding mandrels, 1 pcs Tool panel incl. grinding, lifting, adjustment and
extractor tools etc. assembly tools etc.
1 pcs Cylinder cover rack 1 set Fuel valve nozzle tools
1 set Cylinder cover tightening tools 1 set Toolbox for fitting of fuel pump seals
1 pcs Probe light
Cylinder Unit Tools, MF/SF 21-9014 1 pcs Test rig for fuel valve
1 pcs Tool panel incl. pressure testing tool, piston ring
expander, stuffing box tools, templates etc. Turbocharger System Tools, MF/SF 21-9046
1 pcs Guide ring for piston
1 set Air cooler cleaning tool
1 pcs Lifting tool for piston
1 set Guide rails, air cooler element
1 pcs Support iron for piston
1 pcs Compensator, dismantling tool
1 pcs Crossbar for cylinder liner, piston
1 pcs Travelling trolley
1 set Measuring tool for cylinder liner
1 pcs Blanking plate
1 set Test equipment for accumulator
1 pcs ECU temporary backup cable for indicator
General Tools, MF/SF 21-9058
1 set Pump for hydraulic jacks incl. hydraulic
Crosshead and Connection Rod Tools, MF/SF 21-9022 accessories
1 pcs Tool panel incl. suspension and lifting tools, 1 set Set of tackles, trolleys, eye bolts, shackles, wire
protection in crankcase etc. ropes
1 pcs Crankpin shell, lifting tool 1 set Instruments incl. mechanical / digital measuring
tools
1 set Working platforms incl. supports
Crankshaft and Thrust Bearing Tools, MF/SF 21-9026
1 pcs Tool panel incl. lifting, testing and retaining 1 set Hand tools incl. wrenches, pliers and spanners
tools etc.
1 pcs Lifting tool for crankshaft Hydraulic Jacks, MF/SF 21-94
1 pcs Lifting tool for thrust shaft It is important to notice, that some jacks are used on
1 pcs Main bearing shell, lifting tool different components on the engine, Fig. 19.10.07
1 set Feeler gauges
Personal Safety Equipment, MF/SF 21-9070
1 pcs Fall arrest block and rescue harness
Control Gear Tools, MF/SF 21-9030
1 pcs Tool panel incl. pin gauges, chain assembly 1 pcs Fall arrest equipment - Optional
tools, camshaft tools etc.
1 set Hook wrenches for accumulator Optional Tools
1 pcs Collar ring for piston
Exhaust Valve Tools, MF/SF 21-9038 1 pcs Safety ring for cylinder cover
1 pcs Tool panel incl. grinding-, lifting-, adjustment- 1 pcs Support for tilting tool
and test tools etc. 1 pcs Valve seat and spindle grinder
1 pcs Wave cutting machine for cylinder liner
1 pcs Wear ridge milling machine
1 pcs Work table for exhaust valve
Mass of the complete set of tools: Approximately 6,800 kg
MAN B&W S90ME-C8

MAN Diesel 198 77 98-8.0
MAN B&W 19.10
Page 2 of 12
1 3
B
B
A
122 66 40-0.1.0
122 66 72-3.1.0
2 B
A
C
B
A
122 66 59-3.1.0
178 51 25-0.0

Pos. Description
(kg) A B C D
1 Cylinder cover tightening tools 622 1,665 1,560
2 Cylinder cover rack 115 1,405 632 1,384
3 Guide ring for piston 75 100 1,020
4 Lifting tool for piston 409 470 ø965 48 90
Fig. 19.10.01: Dimensions and masses of tools
MAN B&W S90ME-C8

MAN Diesel 198 77 98-8.0
MAN B&W 19.10
Page 3 of 12
1 3
B
C
C
A
122 66 29-4.1.0 310 21 51-7.2.0
D
B
B
E
C
A
A
C
122 66 25-5.1.0
312 69 54-1.4.0

Pos. Description
(kg) A B C D E
1 Support iron for piston 190 917 1,000 1,000
2 Crossbar for cylinder liner, piston 108 1,362 250 220 65 90
3 Crankpin shell, lifting tool 12 1,050 475 505
4 Lifting tool for crankshaft 185 1,450 545 150
MAN B&W S90ME-C8

MAN Diesel 198 77 98-8.0
MAN B&W 19.10
Page 4 of 12
1 3
A
B
C
513 02 17-3.1.0
B 501 35 55-5.3.0
093 82 82-8.2.0

Pos. Description
(kg) A B C
1 Lifting tool for thrust shaft 98 1,500 160 160
2 Main bearing shell, lifting tool 4 1,072 370
3 Hook wrenches for accumulator 45 524 330 300
MAN B&W S90ME-C8

MAN Diesel 198 77 98-8.0
MAN B&W 19.10
Page 5 of 12
1
Control box
C
2
508 83 09-8.0.0
316 79 10-8.3.0

Pos. Description
(kg) A B C
1 Test rig for fuel valve, separated hydraulic pump 70 1,025 420 1,630
2 Test rig for fuel valve, integrated hydraulic pump 120 940 520 1,540
MAN B&W S90ME-C8

MAN Diesel 198 77 98-8.0
MAN B&W 19.10
Page 6 of 12
1 3
The tools for air cooler, compensator and the tools for the Depending on the turbocharger type choosen for the engine,
turbocharger system are to be stored in a storage room e.g. the blanking plates will vary in size from approx. 380 mm in
a drawer. up to 1,180 mm in diameter.
Thickness: 10 to 16 mm.
Required space for these tools are approx.:
1,000 × 500 × 300 mm. Only engines with two or more turbochargers will be supplied
504 59 65-3.1.0
with blanking plates.
504 59 85-6.1.0
Dimensions varies depending on compensator size.
310 20 96-6.1.0
Pos. Description
1 Air cooler cleaning tool
2 Compensator, dismantling tool
3 Blanking plate
MAN B&W S90ME-C8

MAN Diesel 198 77 98-8.0
MAN B&W 19.10
Page 7 of 12
504 60 81-4.1.0
340 00 47-5.3.0

Pos. Description
(kg) A B
1 Working platforms incl. supports 120 approx. 2,100 300
2 Pump for hydraulic jacks 30
MAN B&W S90ME-C8

MAN Diesel 198 77 98-8.0
MAN B&W 19.10
Page 8 of 12
Number of Size
MF-SF
boxes required
Hydraulic Jacks:
21-9410 Cylinder cover On tool
21-9420 Piston crown
21-9421 Piston rod 1 1
21-9430 Crosshead 1 2
21-9431 Connecting rod 1 2
21-9440 Main bearing 1 2
21-9441 Tuning wheel
21-9442 Turning wheel
21-9443 Chain wheel
21-9444 AVD
21-9445 Segment stopper
310 18 3-9.3.0
21-9446 Counter weight
Example of a box containing hydraulic jacks for con- 21-9447 Torsion damper
necting rod and end chocks.
21-9450 Chain tightener 1 1
The exact design and dimensions will be specified by 21-9451 Intermediate shaft
the engine builder or subsupplier.
21-9452 Camshaft bearing
However, as a minimum, the boxes must be provided 21-9453 Main Hydra.pipe
with the following: 21-9454 Moment compensator 1 1
• supports 21-9460 Exhaust spindle 1 2

• rigid handles 21-9461 Exhaust valve 1 2
• rigid locks
• reinforced corners 21-9462 Exhaust valve actuator
• be resistant to water and oil 21-9463 HPU block
• hydraulic jacks must be secured in the box.
21-9464 HCU block
The table indicates the scope and estimated size of 21-9470 Fuel pump
boxes for hydraulic jacks. 21-9480 Stay bolts 1 2
Hydraulic jacks are often used at different locations, 21-9481 Complete set
which is why not all fields have been filled in. 21-9490 Holding down bolts /
1 1
End chock
21-9491 End Chock
Approx. dimensions in mm. Total number of boxes
10
containing hydraulic jacks
Size 1.: 300 mm x 400 mm x 500 mm
Size 2.: 500 mm x 700 mm x 500 mm
Size 3.: 900 mm x 1,200 mm x 500 mm
MAN B&W S90ME-C8

MAN Diesel 198 77 98-8.0
MAN B&W 19.10
Page 9 of 12
1
Necessary headroom min. 3,040 mm
A A
A-A
586
480 4 x ø18 holes in floor
Hole in floor
ø150
480
586
290
300.5 150
513 13 74-6.0.0
Pos. Description
1 Valve seat and spindle grinder
MAN B&W S90ME-C8

MAN Diesel 198 77 98-8.0
MAN B&W 19.10
Page 10 of 12
1 2
D
A
116 55 06-8.1.0

Pos. Description
(kg) A B C D E
1 Work table for exhaust valve 482 2,960 1,700 800
2 Suggested working area 1,800 2,300
MAN B&W S90ME-C8

MAN Diesel 198 77 98-8.0
MAN B&W 19.10
Page 11 of 12
1 2
B
B
A
141 32 19-4.1.0
517 18 59-4.1.0

Pos. Description
(kg) A B
1 Wear ridge milling machine 57 ø1,000 450
2 Safety ring for cylinder cover 20 ø600 285
MAN B&W S90ME-C8

MAN Diesel 198 77 98-8.0
MAN B&W 19.10
Page 12 of 12
1 2
A
B
B
503 27 57-2.2.0
122 66 26-9.1.0

Pos. Description
(kg) A B C D
1 Collar ring for piston 175 482 995 538 1,486
2 Wave cutting machine for cylinder liner 230 1,060 1,075
MAN B&W S90ME-C8

MAN Diesel 198 77 98-8.0
MAN B&W 19.11
Page 1 of 1
Tool Panels
Proposal for placing of tool panels
219010 219014
Top Level
219038
219042
219030
Middle Level
Bottom Level
219022 219026
Standard sizes of tool panels

1,800
1,350
900
450
900 900 900 900
178 61 48-3.0
Total mass of tools

Section Tool Panel
and panels in kg
Cylinder Cover
21-9010 290
Panel incl. lifting chains, grinding mandrels, extractor tools etc.
Cylinder Unit Tools,
21-9014 1,200
Panel incl. pressure testing tool, piston ring expander, stuffing box tools, templates etc.
Exhaust valve Tools
21-9038 120
Panel incl. grinding-, lifting-, adjustment- and test tools, etc.
Fuel oil system Tools
21-9042 120
Panel incl. grinding-, lifting-, adjustment- and assembly tools, etc.
Control gear Tools
21-9030 180
Panel incl. pin gauges, chain assembly tools, camshaft tools, etc.
Crosshead and Connection rod Tools
21-9022 260
Panel incl. suspension-, lifting tools, protection in crank case, etc.
Crankshaft and Thrust bearing Tools
21-9026 390
Panel incl. lifting-, testing- and retaining tools, etc.
Fig. 19.11.01 Tool Panels. 4 88 660
MAN B&W S90ME-C8

MAN Diesel 198 78 13-3.0
MAN B&W
Project Suppport and

Documentation
20
MAN Diesel
MAN B&W 20.01
Page 1 of 1
Project Support and Documentation
The selection of the ideal propulsion plant for a After selecting the engine type on the basis of
specific newbuilding is a comprehensive task. this general information, and after making sure
However, as this selection is a key factor for the that the engine fits into the ship’s design, then a
profitability of the ship, it is of the utmost impor- more detailed project can be carried out based
tance for the enduser that the right choice is made. on the ‘Project Guide’ for the specific engine type
selected.
MAN Diesel is able to provide a wide variety of
support for the shipping and shipbuilding indus-
tries all over the world. Project Guides
The knowledge accumulated over many decades For each engine type of MC or ME design a
by MAN Diesel covering such fields as the selec- ‘Project Guide’ has been prepared, describing the
tion of the best propulsion machinery, optimisa- general technical features of that specific engine
tion of the engine installation, choice and suit- type, and also including some optional features
ability of a Power Take Off for a specific project, and equipment.
vibration aspects, environmental control etc., is
available to shipowners, shipbuilders and ship de- The information is general, and some deviations
signers alike. may appear in a final engine documentation, de-
pending on the content specified in the contract
Part of this information can be found in the follow- and on the individual licensee supplying the en-
ing documentation: gine. The Project Guides comprise an extension
of the general information in the Engine Selection
• Installation Drawings Guide, as well as specific information on such
• CEAS - Engine Room Dimensioning subjects as:
• Project Guides
• Extent of Delivery (EOD) • Engine Design
• Technical Papers • Engine Layout and Load Diagrams, SFOC
• Turbocharger Selection & Exhaust Gas Bypass
The publications are available at: • Electricity Production
www.mandiesel.com → ‘Marine’ → ‘Low Speed’ • Installation Aspects
• List of Capacities: Pumps, Coolers & Exhaust Gas
• Fuel Oil
Engine Selection Guides • Lubricating Oil
• Cylinder Lubrication
The ‘Engine Selection Guides’ are intended as a • Piston Rod Stuffing Box Drain Oil
tool to provide assistance at the very initial stage • Central Cooling Water System
of the project work. The guides give a general • Seawater Cooling
view of the MAN B&W twostroke Programme for • Starting and Control Air
MC as well as for ME engines and include infor- • Scavenge Air
mation on the following subjects: • Exhaust Gas
• Engine Control System
• Engine data • Vibration Aspects
• Engine layout and load diagrams • Monitoring Systems and Instrumentation
specific fuel oil consumption • Dispatch Pattern, Testing, Spares and Tools
• Turbocharger selection • Project Support and Documentation.
• Electricity production, including power take off
• Installation aspects
• Auxiliary systems
• Vibration aspects.

MAN Diesel 198 45 887.4
MAN B&W 20.02
Page 1 of 1
Computerised Engine Application System (CEAS)
Further customised information can be obtained

from MAN Diesel as project support and, for this
purpose, we have developed a ‘Computerised
Engine Application System’ (CEAS), by means of
which specific calculations can be made during
the project stage, such as:
• Estimation of ship’s dimensions

• Propeller calculation and power prediction
• Selection of main engine
• Main engines comparison
• Layout/load diagrams of engine
• Maintenance and spare parts costs of the en-
gine
• Total economy – comparison of engine rooms
• Steam and electrical power – ships’ requirement
• Auxiliary machinery capacities for derated en-
gine
• Fuel and lube oil consumption – exhaust gas
data
• Heat dissipation of engine
• Utilisation of exhaust gas heat
• Water condensation separation in air coolers
• Noise – engine room, exhaust gas, structure
borne
• Preheating of diesel engine
• Utilisation of jacket cooling water heat, fresh
water production
• Starting air system
• Exhaust gas back pressure
• Engine room data: pumps, coolers, tanks.
For further information, please refer to

www.mandiesel.com under ‘Marine’ → ‘Low speed’
→ ‘CEAS Engine Room Dimensions’.
MAN B&W MC/MCC, ME/ME-BMEC/MEGI engines

MAN Diesel 198 45 909.2
MAN B&W 20.03
Page 1 of 2
Extent of Delivery
The ‘Extent of Delivery’ (EoD) sheets have been Diesel engine

compiled in order to facilitate communication be- 4 30 xxx Diesel engine
tween owner, consultants, yard and engine maker 4 31 xxx Torsional and axial vibrations
during the project stage, regarding the scope of 4 35 xxx Fuel oil piping
supply and the alternatives (options) available for 4 40 xxx Lubricating oil piping
MAN B&W twostroke engines. 4 42 xxx Cylinder lubricating oil piping
4 43 xxx Piston rod stuffing box drain piping
We provide four different EoDs: 4 45 xxx Low temperature cooling water piping
4 46 xxx Jacket cooling water piping
EoD 98  50 MC Type Engine 4 50 xxx Starting and control air piping
EoD 46  26 MC Type Engines 4 54 xxx Scavenge air cooler
EoD 98  50 ME Type Engines 4 55 xxx Scavenge air piping
EoD 60  35 ME-B Type Engines 4 59 xxx Turbocharger
4 60 xxx Exhaust gas piping
These publications are available at: 4 65 xxx Engine control system
www.mandiesel.com under ‘Marine’ → ‘Low speed’ 4 70 xxx Local instrumentation
→ ‘Project Guides and Extent of Delivery (EOD)’ 4 75 xxx Monitoring, safety, alarm and
remote indication
4 78 xxx Electrical wiring on engine
Content of Extent of Delivery
Miscellaneous
The ‘Extent of Delivery’ includes a list of the basic 4 80 xxx Miscellaneous
items and the options of the main engine and aux- 4 81 xxx Painting
iliary equipment and, it is divided into the systems 4 82 xxx Engine seating
and volumes stated below: 4 83 xxx Galleries
4 85 xxx Power Take Off
General information 4 87 xxx Spare parts
4 00 xxx General information 4 88 xxx Tools
4 02 xxx Rating
4 03 xxx Direction of rotation Remote control system
4 06 xxx Rules and regulations 4 95 xxx Bridge control system
4 07 xxx Calculation of torsional and axial
vibrations
4 09 xxx Documentation Description of the ‘Extent of Delivery’
4 11 xxx Voltage on board for electrical
consumers The ‘Extent of Delivery’ (EoD) is the basis for
4 12 xxx Dismantling, packing and shipping specifying the scope of supply for a specific order.
of engine
4 14 xxx Testing of diesel engine The list consists of ‘Basic’ and ‘Optional’ items.
4 17 xxx Supervisors and advisory work
4 20 xxx Propeller The ‘Basic’ items define the simplest engine, de-
4 21 xxx Propeller hub signed for attended machinery space (AMS), with-
4 22 xxx Stern tube out taking into consideration any specific require
4 23 xxx Propeller shaft ments from the classification society, the yard, the
4 24 xxx Intermediate shaft owner or any specific regulations.
4 25 xxx Propeller shaftline
4 26 xxx Propeller, miscellaneous The ‘Options’ are extra items that can be alternatives
to the ‘Basic’, or additional items available to fulfil
the requirements/functions for a specific project.

MAN Diesel 198 45 910.3
MAN B&W 20.03
Page 2 of 2
Copenhagen Standard Extent of Delivery
We base our first quotations on a ‘mostly re-

quired’ scope of supply, which is the so called
‘Copenhagen Standard EoD’, which are marked
with an asterisk *.
This includes:
• Items for Unattended Machinery Space

• Minimum of alarm sensors recommended by
the classification societies and MAN Diesel
• Moment compensator for certain numbers of
cylinders
• MAN Diesel turbochargers
• The basic Engine Control System
• CoCoSEDS online
• Spare parts either required or recommended by
the classification societies and MAN Diesel
• Tools required or recommended by the classifi-
cation societies and MAN Diesel.
The filledin EoD is often used as an integral part

of the final contract.

MAN Diesel 198 45 910.3
MAN B&W 20.04
Page 1 of 4
Installation Documentation
When a final contract is signed, a complete set of Enginerelevant documentation

documentation, in the following called ‘Installation
Documentation’, will be supplied to the buyer by Main Section 901 Engine data
the engine maker. External forces and moments
Guide force moments
The ‘Installation Documentation’ is normally di- Water and oil in engine
vided into the ‘A’ and ‘B’ volumes mentioned in Centre of gravity
the ‘Extent of Delivery’ under items: Basic symbols for piping
Instrument symbols for piping
4 09 602 Volume ‘A’: Balancing
Mainly comprises general guiding system draw-
ings for the engine room Main Section 915 Engine connections
Scaled engine outline
4 09 603 Volume ‘B’: Engine outline
Mainly comprises specific drawings for the main List of flanges/counterflanges
engine itself Engine pipe connections
Gallery outline
Most of the documentation in volume ‘A’ are simi-
lar to those contained in the respective Project Main Section 921 Engine instrumentation
Guides, but the Installation Documentation will List of instruments
only cover the orderrelevant designs. These will Connections for electric components
be forwarded within 4 weeks from order. Guidance values for automation
The engine layout drawings in volume ‘B’ will, in Main Section 923 Engine Control System
each case, be customised according to the buy- Engine Control System, description
er’s requirements and the engine manufacturer’s Engine Control System, diagrams
production facilities. The documentation will be Pneumatic system
forwarded, as soon as it is ready, normally within Speed correlation to telegraph
36 months from order. List of components
Sequence diagram
As MAN Diesel and most of our licensees are us-
ing computerised drawings UniGraphics, Cadam Main Section 924 Oil mist detector
and TIFF format, the documentation forwarded Oil mist detector
will normally be in size A4 or A3. The maximum
size available is A1. Main Section 925 Control equipment for
auxiliary blower
The drawings of volume ‘A’ are available on CD Electric wiring diagram
ROM. Auxiliary blower
Starter for electric motors
The following list is intended to show an example
of such a set of Installation Documentation, but Main Section 932 Shaft line
the extent may vary from order to order. Crankshaft driving end
Fitted bolts
Main Section 934 Turning gear

Turning gear arrangement
Turning gear, control system
Turning gear, with motor

MAN Diesel 198 45 922.3
MAN B&W 20.04
Page 2 of 4
Main Section 939 Engine paint Engine roomrelevant documentation

Specification of paint
Main Section 901 Engine data
Main Section 940 Gaskets, sealings, Orings List of capacities
Instructions Basic symbols for piping
Packings Instrument symbols for piping
Gaskets, sealings, Orings
Main Section 902 Lube and cooling oil
Main Section 950 Engine pipe diagrams Lube oil bottom tank
Engine pipe diagrams Lubricating oil filter
Bedplate drain pipes Crankcase venting
Instrument symbols for piping Lubricating and hydraulic oil system
Basic symbols for piping Lube oil outlet
Lube oil, cooling oil and hydraulic oil piping
Cylinder lube oil pipes Main Section 904 Cylinder lubrication
Stuffing box drain pipes Cylinder lube oil system
Cooling water pipes, air cooler
Jacket water cooling pipes Main Section 905 Piston rod stuffing box
Fuel oil drain pipes Stuffing box drain oil cleaning system
Fuel oil pipes
Control air pipes Main Section 906 Seawater cooling
Starting air pipes Seawater cooling system
Turbocharger cleaning pipe
Scavenge air space, drain pipes Main Section 907 Jacket water cooling
Scavenge air pipes Jacket water cooling system
Air cooler cleaning pipes Deaerating tank
Exhaust gas pipes Deaerating tank, alarm device
Steam extinguishing, in scav.box
Oil mist detector pipes Main Section 909 Central cooling system
Pressure gauge pipes Central cooling water system
Deaerating tank
Deaerating tank, alarm device
Main Section 910 Fuel oil system

Fuel oil heating chart
Fuel oil system
Fuel oil venting box
Fuel oil filter
Main Section 911 Compressed air

Starting air system
Main Section 912 Scavenge air

Scavenge air drain system
Main Section 913 Air cooler cleaning

Air cooler cleaning system
Main Section 914 Exhaust gas

Exhaust pipes, bracing
Exhaust pipe system, dimensions

MAN Diesel 198 45 922.3
MAN B&W 20.04
Page 3 of 4
Main Section 917 Engine room crane Main Section 931 Top bracing of engine
Engine room crane capacity, overhauling space Top bracing outline
Top bracing arrangement
Main Section 918 Torsiograph arrangement Frictionmaterials
Torsiograph arrangement Top bracing instructions
Top bracing forces
Main Section 919 Shaft earthing device Top bracing tension data
Earthing device
Main Section 932 Shaft line
Main Section 920 Fire extinguishing in Static thrust shaft load
scavenge air space Fitted bolt
Fire extinguishing in scavenge air space
Main Section 933 Power TakeOff
Main Section 921 Instrumentation List of capacities
Axial vibration monitor PTO/RCF arrangement, if fitted
Main Section 926 Engine seating Main Section 936 Spare parts dimensions
Profile of engine seating Connecting rod studs
Epoxy chocks Cooling jacket
Alignment screws Crankpin bearing shell
Crosshead bearing
Main Section 927 Holdingdown bolts Cylinder cover stud
Holdingdown bolt Cylinder cover
Round nut Cylinder liner
Distance pipe Exhaust valve
Spherical washer Exhaust valve bottom piece
Spherical nut Exhaust valve spindle
Assembly of holdingdown bolt Exhaust valve studs
Protecting cap Fuel valve
Arrangement of holdingdown bolts Main bearing shell
Main bearing studs
Main Section 928 Supporting chocks Piston complete
Supporting chocks Starting valve
Securing of supporting chocks Telescope pipe
Thrust block segment
Main Section 929 Side chocks Turbocharger rotor
Side chocks
Liner for side chocks, starboard Main Section 940 Gaskets, sealings, Orings
Liner for side chocks, port side Gaskets, sealings, Orings
Main Section 930 End chocks Main Section 949 Material sheets
Stud for end chock bolt MAN B&W Standard Sheets Nos:
End chock
Round nut • S19R
Spherical washer, concave • S45R
Spherical washer, convex • S25Cr1
Assembly of end chock bolt • S34Cr1R
Liner for end chock • C4
Protecting cap

MAN Diesel 198 45 922.3
MAN B&W 20.04
Page 4 of 4
Engine production and Tools

installationrelevant documentation
Main Section 926 Engine seating
Main Section 935 Main engine production Hydraulic jack for holding down bolts
records, engine installation drawings Hydraulic jack for end chock bolts
Installation of engine on board
Dispatch pattern 1, or Main Section 937 Engine tools
Dispatch pattern 2 List of tools
Check of alignment and bearing clearances Outline dimensions, main tools
Optical instrument or laser
Reference sag line for piano wire Main Section 938 Tool panel
Alignment of bedplate Tool panels
Piano wire measurement of bedplate
Check of twist of bedplate Auxiliary equipment
Crankshaft alignment reading 980 Fuel oil supply unit, if ordered
Bearing clearances 990 Exhaust silencer, if ordered
Check of reciprocating parts 995 Other auxiliary equipment
Production schedule
Inspection after shop trials
Dispatch pattern, outline
Preservation instructions
Main Section 941 Shop trials

Shop trials, delivery test
Shop trial report
Main Section 942 Quay trial and sea trial

Stuffing box drain cleaning
Fuel oil preheating chart
Flushing of lube oil system
Freshwater system treatment
Freshwater system preheating
Quay trial and sea trial
Adjustment of control air system
Adjustment of fuel pump
Heavy fuel operation
Guidance values – automation
Main Section 945 Flushing procedures

Lubricating oil system cleaning instruction

MAN Diesel 198 45 922.3
MAN B&W
Appendix

A
MAN Diesel
MAN B&W Appendix A
Page 1 of 3
Symbols for Piping
No. Symbol Symbol designation No. Symbol Symbol designation
1 General conventional symbols 2.14 Spectacle flange
1.1 Pipe 2.15 Bulkhead fitting water tight, flange
1.2 Pipe with indication of direction of flow 2.16 Bulkhead crossing, nonwatertight
1.3 Valves, gate valves, cocks and flaps 2.17 Pipe going upwards
1.4 Appliances 2.18 Pipe going downwards
1.5 Indicating and measuring instruments 2.19 Orifice
2 Pipes and pipe joints 3 Valves, gate valves, cocks and flaps
2.1 Crossing pipes, not connected 3.1 Valve, straight through
2.2 Crossing pipes, connected 3.2 Valves, angle
2.3 Tee pipe 3.3 Valves, three way
2.4 Flexible pipe 3.4 Nonreturn valve (flap), straight
2.5 Expansion pipe (corrugated) general 3.5 Nonreturn valve (flap), angle
Nonreturn valve (flap), straight, screw

2.6 Joint, screwed 3.6
down
Nonreturn valve (flap), angle, screw

2.7 Joint, flanged 3.7
down
2.8 Joint, sleeve 3.8 Flap, straight through
2.9 Joint, quickreleasing 3.9 Flap, angle
2.10 Expansion joint with gland 3.10 Reduction valve
2.11 Expansion pipe 3.11 Safety valve
2.12 Cap nut 3.12 Angle safety valve
2.13 Blank flange 3.13 Selfclosing valve

MAN Diesel 198 38 662.3
MAN B&W Appendix A
Page 2 of 3
3.14 Quickopening valve 4 Control and regulation parts
3.15 Quickclosing valve 4.1 Handoperated
3.16 Regulating valve 4.2 Remote control
3.17 Kingston valve 4.3 Spring
3.18 Ballvalve (cock) 4.4 Mass
3.19 Butterfly valve 4.5 Float
3.20 Gate valve 4.6 Piston
3.21 Doubleseated changeover valve 4.7 Membrane
3.22 Suction valve chest 4.8 Electric motor
Suction valve chest with nonreturn

3.23 4.9 Electromagnetic
valves
Doubleseated changeover valve,

3.24 5 Appliances
straight
3.25 Doubleseated changeover valve, angle 5.1 Mudbox
3.26 Cock, straight through 5.2 Filter or strainer
3.27 Cock, angle 5.3 Magnetic filter
3.28 Cock, threeway, Lport in plug 5.4 Separator
3.29 Cock, threeway, Tport in plug 5.5 Steam trap
3.30 Cock, fourway, straight through in plug 5.6 Centrifugal pump
3.31 Cock with bottom connection 5.7 Gear or screw pump
Cock, straight through, with bottom

3.32 5.8 Hand pump (bucket)
conn.
3.33 Cock, angle, with bottom connection 5.9 Ejector
Cock, threeway, with bottom connec-

3.34 5.10 Various accessories (text to be added)
tion

MAN Diesel 198 38 662.3
MAN B&W Appendix A
Page 3 of 3
Indicating instruments with ordinary

5.11 Piston pump 7
symbol designations
6 Fittings 7.1 Sight flow indicator
6.1 Funnel 7.2 Observation glass
6.2 Bellmounted pipe end 7.3 Level indicator
6.3 Air pipe 7.4 Distance level indicator
6.4 Air pipe with net 7.5 Counter (indicate function)
6.5 Air pipe with cover 7.6 Recorder
6.6 Air pipe with cover and net
6.7 Air pipe with pressure vacuum valve
Air pipe with pressure vacuum valve with

6.8
net
6.9 Deck fittings for sounding or filling pipe
Short sounding pipe with selfclosing

6.10
cock
6.11 Stop for sounding rod
The symbols used are in accordance with ISO/R 5381967, except symbol No. 2.19
178 30 614.1
Fig. A.01.01: Symbols for piping

MAN Diesel 198 38 662.3

2010 - MAN Project Guide 6S90ME

Uploaded by

Copyright:

Available Formats

2010 - MAN Project Guide 6S90ME

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

2010 - MAN Project Guide 6S90ME

Uploaded by

Copyright:

Available Formats

MAN B&W S90ME-C8-TII

MAN B&W S90ME-C8-TII 198 76 10-7.1

MAN Diesel & Turbo

MAN B&W S90ME-C8-TII 198 76 10-7.1

Engine Design ....................................................................... 1

MAN B&W S90ME-C8

MAN B&W S90ME-C8

MAN B&W S90ME-C8

MAN B&W S90ME-C8

MAN B&W S90ME-C8

Subject Section Subject Section

MAN B&W S90ME-C8

Subject Section Subject Section

MAN B&W S90ME-C8

Subject Section Subject Section

MAN B&W S90ME-C8

Subject Section Subject Section

MAN B&W S90ME-C8

Subject Section Subject Section

MAN B&W S90ME-C8

Subject Section Subject Section

MAN B&W S90ME-C8

Subject Section Subject Section

MAN B&W S90ME-C8

The ME Tier II Engine

Engine design and IMO regulation compli-

In the hydraulic system, the normal lube oil is used

MAN B&W ME/MEC/MEGI-TII engines

ME Advantages Differences between MC/MC-C and

• Control system with more precise timing, giving • Regulating shaft

• System comprising performance, adequate • Mechanical cylinder lubricators.

• Integrated Alpha Cylinder Lubricators • Hydraulic cylinder units, including:

• Electronically controlled Alpha lubricators

MAN B&W ME/MEC/MEGI-TII engines

• Local Operating Panel (LOP)

• MAN Diesel PMI system, type PT/S offline,

The system can be further extended by optional

• Condition Monitoring System, CoCoSEDS

The main features of the ME engine are described

MAN B&W ME/MEC/MEGI-TII engines

Engine Type Designation

6 S 70 M E B/C 7 -GI -TII

Emission regulation TII IMO Tier level

(blank) Fuel oil only

B Exhaust valve controlled

Concept E Electronically controlled

S Super long stroke

MAN B&W MC/MC-C, ME/MEC/MEB/-GI engines 198 38 243.6

Power, Speed and Lubricating Oil

MAN B&W S90ME-C8-TII

Power and Speed

Fig 1.03.01: Power, speed, fuel and lubrication oil

MAN B&W S90ME-C8-TII

Engine Power Range and Fuel Oil Consumption

The cylinder oil consumption figures stated in the

The engine power figures given in the tables re-

Blower inlet temperature................................. 45 °C

MAN B&W ME/ME-B/MEC engines

This section is available on request

Updated engine and capacities data is available from the CEAS

MAN B&W MC/MC-C, ME/ME-GI/ME-B engines

MAN B&W MC/MC-C, ME/ME-GI/ME-B engines