Engine Selection Guide-MAN

Engine Selection Guide
Two-stroke MC/MC-C Engines
This book describes the general technical features of the MC Programme
This Engine Selection Guide is intended as a ‘tool’ for assistance in the initial
stages of a project.
As differences may appear in the individual suppliers’ extent of delivery, please

contact the relevant engine supplier for a confirmation of the actual execution and
extent of delivery.
For further informatoin see the Project Guide for the relevant engine type.
This Engine Selection Guide, the most of the Project Guides and the ‘Extent of
Delivery’ are available on a CD ROM and can also be found at the Internet address
www.manbw.dk under ‘Libraries’.
The data and other information given is subject to change without notice.
6th Edition
January 2002
Contents:
Engine Design 1
Engine Layout and Load Diagrams, SFOC 2
Turbocharger Choice 3
Electricity Production 4
Installation Aspects 5
Auxiliary Systems 6
Vibration Aspects 7
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Contents
Subject Page
1 Engine Design
Engine data, engine power 1.01-1.02
Power and speed, K98MC, K98MC-C, S90MC-C, L90MC-C 1.03
Power and speed, K90MC, K90MC-C, S80MC-C, S80MC, L80MC 1.04
Power and speed, K80MC-C, S70MC-C, S70MC, L70MC-C, L70MC 1.05
Power and speed, S60MC-C, S60MC, L60MC-C, L60MC, S50MC-C 1.06
Power and speed, S50MC, L50MC, S46MC-C, S42MC, L42MC 1.07
Power and speed, S35MC, L35MC, S26MC 1.08
Fuel and lubricating oil consumption 1.09-1.15
Engine cross section, K98MC 1.16
Engine cross section, S80MC 1.17
Engine cross section, S70MC-C 1.18
Engine cross section, S50MC-C 1.20
Engine cross section, L42MC 1.21
2 Engine Layout and Load Diagrams, SFOC

Propulsion and engine running points 2.01-2.04
Engine layout diagram 2.05-2.06
Optimising point 2.07
Load diagram 2.08-2.10
Examples of use of the load diagram 2.10-2.18
Emission control 2.19
Specific fuel oil consumption 2.20-2.21
SFOC, K98MC, K98MC-C 2.22-2.23
SFOC, S90MC-C 2.24-2.25
SFOC, K90MC-C, K80MC-C, L70MC-C, L60MC-C 2.26-2.27
SFOC, L90MC-C, K90MC, S80MC-C, S80MC, L80MC, S70MC-C, S70MC, L70MC,
S60MC-C, S60MC, L60MC, S50MC-C, S50MC, L50MC 2.28-2.29
SFOC, S46MC-C, S42MC, L42MC, S35MC, L35MC, S26MC 2.30-2.31
Example SFOC 6S60MC-C 2.32
Fuel consumption at an arbitrary load 2.33
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1
Subject Page
3 Turbocharger Choice
Turbocharger types 3.01
MAN B&W high efficiency turbochargers, type TCA 3.02
MAN B&W high efficiency turbochargers, type NA 3.03
ABB high efficiency turbochargers, type TPL 3.04
ABB high efficiency turbochargers, type VTR 3.05
Mitsubishi high efficiency turbochargers 3.06
MAN B&W conventional turbochargers, type TCA 3.07
MAN B&W conventional turbochargers, type NA 3.08
ABB conventional turbochargers, type TPL 3.09
ABB conventional turbochargers, type VTR 3.10
Mitsubishi conventional turbochargers 3.11
Turbocharger exhaust gas by-pass system 3.12
Exhaust gas reciever with variable by-pass 3.12
Exhaust gas reciever with total by-pass flange and blank counter flange 3.12
Turbocharger cut-system 3.12
Engine with selective catalytic reduction system (SCR) 3.13-3.14
4 Electricity Production
Power Take Off (PTO) 4.01
Types of PTO 4.02
Designation of PTO 4.03
PTO/RCF 4.04-4.06
Arrangement of PTO/RCF 4.07
Preparation on engine for PTO/RCF 4.08-4.09
Lubricating oil system for PTO/RCF 4.10
DMG/CFE generators 4.11-4.13
Power Take Off/Gear Constant Ratio, BW IV/GCR 4.14
Auxiliary propulsion system/Take Home System 4.15-4.16
Power Take Off/Gear Constant Ratio, BW II/GCR 4.16
Holeby GenSets, L16/24 4.17-4.18
Holeby GenSets, L23/30H 4.21-4.22
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2
Subject Page
5 Installation Aspects
5.01 Space requirements and overhaul heights 5.01.01-5.01.06
5.02 Engine outlin, galleries and pipe connections 5.02.01
5.03 Engine seating and holding down bolts 5.03.01-5.03.02
5.04 Engine top bracings 5.04.01-5.04.06
5.05 MAN B&W controllable pitch propeller (CPP), remote control and earthing device 5.05.01-5.05.12
6 Auxiliary Systems
6.01 List of capacities for engines fulfilling IMO NOx emission limitations 6.01.01
Cooling water systems 6.01.01
Heat radiation 6.01.01
List of capacities, K98MC 6.01.02-6.01.03
List of capacities, K98MC-C 6.01.04-6.01.05
List of capacities, S90MC- C 6.01.06-6.01.07
List of capacities, L90MC-C 6.01.08-6.01.09
List of capacities, S80MC-C 6.01.14-6.01.15
List of capacities, S80MC 6.01.16-6.01.17
List of capacities, L80MC 6.01.18-6.01.19
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3
Subject Page

Capacities of starting air receivers and compressors 6.01.56-6.01.60
Auxiliary system capacities for derated engines 6.01.61-6.01.64
Freshwater generator 6.01.65-6.01.67
Calculation of exhaust gas amount and temperature 6.01.67-6.01.72
Basic symbols for piping 6.01.73-6.01.75
6.02 Fuel oil system 6.02.01-6.02.06
6.03 Lube oil system 6.03.01-6.03.02
6.04 Cylinder lubricating oil system 6.04.01-6.04.04
6.05 Stuffing box drain oil system 6.05.01-6.05.02
6.06 Cooling water systems 6.06.01-6.06.05
Seawater cooling system 6.06.02-6-06.03
Jacket cooling water system 6.06.04-6.06.05
6.07 Central cooling water system 6.07.01-6.07.03
6.08 Starting and control air system 6.08.01-6.08.02
6.09 Scavenge air system 6.09.01-6.09.04
6.10 Exhaust gas system 6.10.01-6.10.04
6.11 Manoeuvring system 6.11.01-6.11.05
7 Vibration Aspects
External unbalanced moments 7.01
First order moments on 4-cylinder engines 7.02-7.03
Second order moments on 4, 5, 6-cylinder engines 7.04-7.05
Power related unbalance 7.06-7.08
Guide force moments 7.09-7.10
Top bracing 7.09
Axial vibrations 7.11
Torsional vibrations 7.11-7.12
External forces, K98MC, K98MC-C 7.13-7.14
External forces, S90MC-C, L90MC-C, K90MC, K90MC-C 7.15-7.18
External forces, S80MC-C, S80MC, L80MC, K80MC-C 7.19-7.22
External forces, S70MC-C, S70MC, L70MC-C, L70MC 7.23-7.26
External forces, S50MC-C, S50MC, L50MC 7.31-7.33
External forces, S46MC-C, L42MC, L42MC 7.34-7.36
External forces, S35MC, L35MC, S26MC 7.37-7.39
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4
Index
Subject Page
A ABB conventional turbochargers, type TPL 3.09

ABB conventional turbochargers, type VTR 3.10
ABB high efficiency turbochargers, type TPL 3.04
ABB high efficiency turbochargers, type VTR 3.05
Air cooler cleaning 6.09.02
Alpha MAN B&W cylinder lubrication system 6.04.02
Alphatronic 2000, remote control system 5.05.09
Arrangement of PTO/RCF 4.07
Auxiliary blowers 6.09.02
Auxiliary engines, Holeby GenSets 4.17-4.28
Auxiliary propulsion system/Take Home System 4.15-4.16
Auxiliary system capacities for derated engines 6.01.61-6.01.64
Axial vibrations 7.11
B Basic symbols for piping 6.01.73-6.01.75

BW II 4.14
BW III 4.04-4.10
BW IV 4.14-4.15
C Calculation of exhaust gas amount and temperature 6.01.67-6.01.72

Capacity, lists 6.01.01
Capacities of starting air receivers and compressors 6.01.56-6.01.60
Central cooling water system 6.07.01-6.07.03
Centrifuges, lube oil 6.03.02
Constant Frequency Electrical 4.11-4.13
Constant speed lines 2.04
Continuous operating limits 2.08
Continuous service rating 2.07
Control air, starting air system 6.08.01-6.08.02
Control room console 6.11.02
Controllable pitch propeller (CPP), MAN B&W 5.05.01-5.05.04
Cooling water system 6.06.01-6.06.05
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Subject Page
Cooling water systems 6.01.01

Cylinder lubrication 6.04.01
Cylinder oil feed rates 6.04.01
Cylinder oils 6.04.01
D Data sheet for propeller 5.05.05-5.05.06

Derated engines, calculations 6.01.61-6.01.64
Designation of PTO 4.03
Directly Mounted Generators 4.11-4.13
DMG/CFE generators 4.11-4.13
E Earthing device 5.05.11-5.05.12

Emission control 2.19
Engine cross sections 1.16-1.22
Engine data, engine power 1.01-1.02
Engine layout diagram 2.05-2.06
Engine margin 2.02
Engine masses 5.01.01, 5.01.02-5.01.04
Engine programme, layout diagrams 2.06
Engine seating, arrangement of holding down bolts 5.03.01, 5.03.02
Engine side manoeuvring console 6.11.02
Examples of use of the load diagram 2.10-2.18
Example SFOC 6L60MC-C 2.32
Exhaust gas boiler 6.10.03
Exhaust gas silencer 6.10.04
Exhaust gas, calculation 6.01.67-6.01.72
Exhaust gas system on engine 6.10.01
External forces, K98MC, K98MC-C 7.13-7.14
External forces, S90MC-C, L90MC-C, K90MC, K90MC-C 7.15-7.18
External forces, S80MC-C, S80MC, L80MC, K80MC-C 7.19-7.22
External forces, S70MC-C, S70MC, L70MC-C, L70MC, 7.23-7.26
External forces, S50MC-C, S50MC, L50MC 7.31-7.33
External forces, S46MC-C, L42MC, L42MC 7.34-7.36
External forces, S35MC, L35MC, S26MC 7.37-7.39
External unbalanced moments 7.01
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6
Subject Page
F Feed rates, cylinder oil 6.04.01

Fire extinguishing system 6.09.04
First order moments on 4-cylinder engines 7.02-7.03
Fixed pitch propeller 6.11.02
Flushing of lubricating oil system 6.03.02
Freshwater generator 6.01.65-6.01.67
Fuel and lubricating oil consumption 1.09-1.15
Fuel consumption at an arbitrary load 2.33
Fuel Oils 6.02.04
Fuel oil system 6.02.01-6.02.04
G Governors 6.11.01
Guide force moments 7.09-7.10
H Heat radiation 6.01.01

Heavy fuel oils 6.02.04
Hydraulic top bracing 5.04.02, 5.04.04-5.04.06
I Influence propeller diameter/pitch 2.03

IMO NOx emission limitations 2.19
J Jacket cooling water system 6.06.04-6.06.05
L Layout diagram 2.05-2.06

List of capacities for engines fulfilling IMO NOx emission limitations 6.01.01-6.01.72
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Subject Page

Load diagram 2.08-2.10
Lubricating oils 6.03.02
Lubricating oils for cylinders 6.04.01
Lubricating oil centrifuges 6.03.02
Lubricating oil system 6.03.01-6.03.02
Lubricating oil system for PTO/RCF 4.10
M MAN B&W Alpha cylinder lubrication system 6.04.01

MAN B&W conventional turbochargers 3.07-3.08
MAN B&W high efficiency turbochargers 3.02-3.03
Manoeuvring diagram, 98, 90, 80-types 6.11.03
Manoeuvring diagram, 70, 60-types 6.11.04
Manoeuvring diagram, 50, 46, 42, 35, 26-types 6.11.05
Manoeuvring system 6.11.01-6.11.05
MC programme, layout diagrams 2.06
Mechanical cylinder lubricators, Hans Jensen 6.04.03
Mechanical top bracing 5.04.01
Mitsubishi conventional turbochargers 3.10
Mitsubishi high efficiency turbochargers 3.06
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8
Subject Page
O Optimising point 2.07

Overhaul of engine 5.01.01-5.01.05
Overload operation limits 2.08
P Piston rod stuffing box drain oil system 6.05.01-6.05.02

Power and speed, K98MC, K98MC-C, S90MC-C, L90MC-C 1.03
Power and speed, K90MC, K90MC-C, S80MC-C, S80MC, L80MC 1.04
Power and speed, K80MC-C, S70MC-C, S70CM, L70CM-C, L70MC 1.05
Power and speed, S60MC-C, S60MC, L60MC-C, L60MC, S50MC-C 1.06
Power and speed, S50MC, L50MC, S46MC-C, S42MC-C, L42MC 1.07
Power and speed, S35MC, L35MC, S26MC 1.08
Power related unbalance 7.06-7.08
Power Take Home system 4.16
Power Take Off (PTO) 4.01
Power Take Off/Gear Constant Ratio, BW IV/GSR 4.14
Power Take Off/Gear Constant Ratio, BW II/GCR 4.14
Preparation on engine for PTO/RCF 4.08-4.09
Pressurised fuel oil system 6.02.01
Propeller clearance (CPP) 5.05.06
Propeller design point 2.01
Propeller diameter / pitch, influence 2.03
Propulsion control system (CPP) 5.05.10
Propulsion and engine running points 2.01-2.04
PTO/RCF 4.04-4.06
R Remote control system (CPP) 5.05.09

Renk Constant Frequency 4.04-4.10
S Scavenge air system 6.09.01-6.09.04

Sea margin at heavy weather 2.01
Seawater cooling system 6.06.01
Second order moments on 4, 5, 6-cylinder engines 7.04-7.05
Servo oil system (CPP) 5.05.07
SFOC, K98MC, K98MC-C 2.22-2.23
SFOC, S90MC-C 2.24-2.25
SFOC, K90MC-C, K80MC-C, L70MC-C, L60MC-C 2.26-2.27
SFOC, L90MC-L, K90MC, L50-80MC, S50-80MC-C, S50-80MC 2.28-2.29
SFOC, S46MC-C, S/L42MC, S/L35MC, S26MC 2.30-2.31
SFOC at an arbitrary load 2.33
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Subject Page
SFOC, guarantee 2.21

SFOC, reference conditions 2.21
Shut down system 6.11.01
Slow turning 6.11.01
Space requirements for the engine 5.01.01-5.01.05
Spark arrester for exhaust gas 6.10.04
Specific fuel oil consumption 2.20-2.21
Specified MCR 2.05
SCR engine with selective catalytic reduction system 3.13
Symbols for piping 6.01.73-6.01.75
Starting and control air system 6.08.01-6.08.02
Stuffing box drain oil system 6.05.01-6.05.02
T Top bracing design 5.04.01-5.04.06

Top bracing, vibration aspects 7.09
Torsional vibrations 7.11-7.12
Total by-pass for emergency running 3.12
Turbocharger arrangement 6.10.01
Turbocharger cut-out system 3.12
Turbocharger types 3.01
Types of PTO 4.02
U Uni-lubricating oil system 6.06.01-6.03.02
V Valve for partial by-pass 3.12

VIT, engines with / without 2.07
W Water mist catcher 6.09.02
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10
Engine Design 1
1 Engine Data
Engine Power Specific fuel oil consumption (SFOC)
Engine power is specified in both kW and BHP, in Specific fuel oil consumption values refer to brake
rounded figures, for each cylinder number and lay- power, and the following reference conditions:
out points L1, L2, L3 and L4:
ISO 3046/1-1995:
L1 designates nominal maximum continuous rating Blower inlet temperature . . . . . . . . . . . . . . . . 25 °C
(nominal MCR), at 100% engine power and 100% Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
engine speed. Charge air coolant temperature . . . . . . . . . . . 25 °C
Fuel oil lower calorific value . . . . . . . . 42,700 kJ/kg
L2, L3 and L4 designate layout points at the other (10,200 kcal/kg)
three corners of the layout area, chosen for easy ref-
erence. Although the engine will develop the power speci-
fied up to tropical ambient conditions, specific fuel
Power oil consumption varies with ambient conditions and
L1
fuel oil lower calorific value. For calculation of these
changes, see section 2.
L3
L2 SFOC guarantee
The figures given in this project guide represent the

L4 values obtained when the engine and turbocharger
Speed
are matched with a view to obtaining the lowest
possible SFOC values and fulfilling the IMO NOx
Fig. 1.01: Layout diagram for engine power and speed
emission limitations.
Overload corresponds to 110% of the power at The Specific Fuel Oil Consumption (SFOC) is guar-
MCR, and may be permitted for a limited period of anteed for one engine load (power-speed combina-
one hour every 12 hours. tion), this being the one in which the engine is opti-
mised.
The table (Fig. 1.03) contains data regarding the en-
gine power and speed of the MC Programme of the The guarantee is given with a margin of 5%.
engines.
As SFOC and NOx are interrelated parameters, an
The engine power figures given in the tables remain engine offered without fulfilling the IMO NOx limita-
valid up to tropical conditions at sea level, ie.: tions is subject to a tolerance of only 3% of the
SFOC.
Blower inlet temperature . . . . . . . . . . . . . . . . 45 °C
Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
Seawater temperature . . . . . . . . . . . . . . . . . . 32 °C Lubricating oil data
The cylinder oil consumption figures stated in the

tables are valid under normal conditions.
During running-in periods and under special condi-
tions, feed rates of up to 1.5 times the stated values
should be used.
430100 400 198 28 82
1.01
The engine types of the MC programme are

identified by the following letters and figures
6 L 60 MC - C Mk 7
Mark: engine version

Design C Compact engine, if applicable
C Camshaft controlled
Concept
E Electronically controlled
Engine programme
Diameter of piston in cm
S Super long stroke approximately 4.0
Stroke/bore ratio L Long stroke approximately 3.3
K Short stroke approximately 2.8
Number of cylinders
Fig. 1.01: Engine type designation
430100 400 198 28 82
1.02
kW
Power
BHP
Mean
Engine Layout Engine
effective Number of cylinders
type point speed
pressure
r/min bar 6 7 8 9 10 11 12 13 14
L1 34320 40040 45760 51480 57200 62920 68640 74360 80080
K98MC 94 18.2
46680 54460 62240 70020 77800 85580 93360 101140 108920
Bore L2 94 14.6 27540 32130 36720 41310 45900 50490 55080 59670 64260
980 mm
Stroke L3 84 18.2 30660 35770 40880 45990 51100 56210 61320 66430 71540
2660 mm
L4 84 14.6 24600 28700 32800 36900 41000 45100 49200 53200 57400
L1 34260 39970 45680 51390 57100 62810 68520 74230 79940
K98MC-C 104 18.2
46560 54320 62080 69840 77600 85360 93120 100880 108640
Bore L2 104 14.6 27480 32060 36640 41220 45800 50380 54960 59540 64120
980 mm
Stroke L3 94 18.2 30960 36120 41280 46440 51600 56760 61920 67080 72240
2400 mm
L4 94 14.6 24840 28980 33120 37260 41400 45540 49680 53820 57960
L1 29340 34230 39120 44010
S90MC-C 76 19.0
39900 46550 53200 59850
Bore L2 76 15.2 23520 27440 31360 35280
900 mm
Stroke L3 61 19.0 23580 27510 31440 35370
3188 mm
L4 61 15.2 18840 21980 25120 28260
L1 29280 34160 39040 43920 48800 53680 58560
L90MC-C 83 19.0
39780 46410 53040 59670 66300 72930 79560
Bore L2 83 12.2 18870 21910 25040 28170 31300 34430 37560
900 mm
Stroke L3 62 19.0 21840 25480 29120 32760 36400 40040 43680
2916 mm
L4 62 12.2 14040 16380 18720 21060 23400 25740 28080
178 46 78-9.1
Fig. 1.03a: Power and speed
430100 400 198 28 82
1.03
kW
Power
BHP
Mean
type point speed
pressure
r/min bar 4 5 6 7 8 9 10 11 12
L1 18280 22850 27420 31990 36560 41130 45700 50270 54840
K90MC 94 18.0
24880 31100 37320 43540 49760 55980 62200 68420 74640
Bore L2 94 11.5 11680 14600 17520 20440 23360 26280 29200 32120 35040
900 mm
Stroke L3 71 18.0 13840 17300 20760 24220 27680 31140 34600 38060 41520
2550 mm
L4 71 11.5 8840 11050 13260 15470 17680 19890 22100 24310 26520
L1 27420 31990 36560 41130 45700 50270 54840
K90MC-C 104 18.0
37260 43470 49680 55890 62100 68310 74520
Bore L2 104 14.4 21900 25550 29200 32850 36500 40150 43800
900 mm
Stroke L3 89 18.0 23460 27370 31280 35190 39100 43010 46920
2300 mm
L4 89 14.4 18780 21910 25040 28170 31300 34430 37560
L1 23280 27160 31040
S80MC-C 76 19.0
31680 36960 42240
Bore L2 76 12.2 14880 17360 19840
800 mm
Stroke L3 57 19.0 17460 20370 23280
3200 mm
L4 57 12.2 11160 13020 14880
L1 14560 18200 21840 25480 29120 32760 36400 40040 43680
S80MC 79 18.0
19800 24750 29700 34650 39600 44550 49500 54450 59400
Bore L2 79 11.5 9320 11650 13980 16310 18640 20970 23300 25630 27960
800 mm
Stroke L3 59 18.0 10880 13600 16320 19040 21760 24480 27200 39920 32640
3056 mm
L4 59 11.5 6960 8700 10440 12180 13920 15660 17400 19140 20880
L1 14560 18200 21840 25480 29120 32760 36400
L80MC 93 18.0
19760 24700 29640 34580 39520 44460 49400
Bore L2 93 11.5 9280 11600 13920 16240 18560 20880 23200
800 mm
Stroke L3 70 18.0 10960 13700 16440 19180 21920 24660 27400
2592 mm
L4 70 11.5 7000 8750 10500 12250 14000 15750 17500
178 46 78-9.1
Fig. 1.03b: Power and speed
430100 400 198 28 82
1.04
MAN B&W Diesel A/S Engine Selection Guide
kW
Power
BHP
Mean
type point speed
pressure
r/min bar 4 5 6 7 8 9 10 11 12
L1 21660 25270 28880 32490 36100 39710 43320
K80MC-C 104 18.0
29400 34300 39200 44100 49000 53900 58800
Bore L2 104 14.4 17340 20230 23120 26010 28900 31790 34680
800 mm
Stroke L3 89 18.0 18540 21630 24720 27810 30900 33990 37080
2300 mm
L4 89 14.4 14820 17290 19760 22230 24700 27170 29640
L1 12440 15550 18660 21770 24880
S70MC-C 91 19.0
16880 21100 25320 29540 33760
Bore L2 91 12.2 7960 9950 11940 13930 15920
700 mm
Stroke L3 68 19.0 9280 11600 13920 16240 18560
2800 mm
L4 68 12.2 5960 7450 8940 10430 11920
L1 11240 14050 16860 19670 22480
S70MC 91 18.0
15280 19100 22920 26740 30560
Bore L2 91 11.5 7160 8950 10740 12530 14320
700 mm
Stroke L3 68 18.0 8400 10500 12600 14700 16800
2674 mm
L4 68 11.5 5360 6700 8040 9380 10720
L1 12440 15550 18660 21770 24880
L70MC-C 108 19.0
16880 21100 25320 29540 33760
Bore L2 108 15.2 9920 12400 14880 17360 19840
700 mm
Stroke L3 91 19.0 10480 13100 15720 18340 20960
2360 mm
L4 91 15.2 8360 10450 12540 14630 16720
L1 11320 14150 16980 19810 22640
L70MC 108 18.0
15360 19200 23040 26880 30720
Bore L2 108 11.5 7240 9050 10860 12670 14480
700 mm
Stroke L3 81 18.0 8480 10600 12720 14840 16960
2268 mm
L4 81 11.5 5440 6800 8160 9520 10880
178 46 78-9.1
Fig. 1.03c: Power and speed
430100 400 198 28 82
1.05
kW
Power
BHP
Mean
type point speed
pressure
r/min bar 4 5 6 7 8 9 10 11 12
L1 9040 11300 13560 15820 18080
S60MC-C 105 19.0
12280 15350 18420 21490 24560
Bore L2 105 12.2 5800 7250 8700 10150 11600
600 mm
Stroke L3 79 19.0 6800 8500 10200 11900 13600
2400 mm
L4 79 12.2 4360 5450 6540 7630 8720
L1 8160 10200 12240 14280 16320
S60MC 105 18.0
11120 13900 16680 19460 22240
Bore L2 105 11.5 5200 6500 7800 9100 10400
600 mm
Stroke L3 79 18.0 6160 7700 9240 10780 12320
2292 mm
L4 79 11.5 3920 4900 5880 6860 7840
L1 8920 11150 13380 15610 17840
L60MC-C 123 19.0
12120 15150 18180 21210 24240
Bore L2 123 15.2 7120 8900 10680 12460 14240
600 mm
Stroke L3 105 19.0 7600 9500 11400 13300 15200
2022 mm
L4 105 15.2 6080 7600 9120 10640 12160
L1 7680 9600 11520 13440 15360
L60MC 123 17.0
10400 13000 15600 18200 20800
Bore L2 123 10.9 4920 6150 7380 8610 9840
600 mm
Stroke L3 92 17.0 5720 7150 8580 10010 11440
1944 mm
L4 92 10.9 3680 4600 5520 6440 7360
L1 6320 7900 9480 11060 12640
S50MC-C 127 19.0
8600 10750 12900 15050 17200
Bore L2 127 12.2 4040 5050 6060 7070 8080
500 mm
Stroke L3 95 19.0 4720 5900 7080 8260 9440
2000 mm
L4 95 12.2 3040 3800 4560 5320 6080
178 46 78-9.1
Fig. 1.03d: Power and speed
430100 400 198 28 82
1.06
kW
Power
BHP
Mean
type point speed
pressure
r/min bar 4 5 6 7 8 9 10 11 12
L1 5720 7150 8580 10010 11440
S50MC 127 18.0
7760 9700 11640 13580 15520
Bore L2 127 11.5 3640 4550 5460 6370 7280
500 mm
Stroke L3 95 18.0 4280 5350 6420 7490 8560
1910 mm
L4 95 11.5 2720 3400 4080 4760 5440
L1 5320 6650 7980 9310 10640
L50MC 148 17.0
7240 9050 10860 12670 14480
Bore L2 148 10.9 3440 4300 5160 6020 6880
500 mm
Stroke L3 111 17.0 4000 5000 6000 7000 8000
1620 mm
L4 111 10.9 2560 3200 3840 4480 5120
L1 5240 6550 7860 9170 10480
S46MC-C 129 19.0
7140 8925 10710 12495 14280
Bore L2 129 15.2 4200 5250 6300 7350 8400
460 mm
Stroke L3 108 19.0 4400 5500 6600 7700 8800
1932 mm
L4 108 15.2 3520 4400 5280 6160 7040
L1 4320 5400 6480 7560 8640 9720 10800 11880 12960
S42MC 136 19.5
5880 7350 8820 10290 11760 13230 14700 16170 17640
Bore L2 136 15.6 3460 4325 5190 6055 6920 7785 8650 9515 10380
420 mm
Stroke L3 115 19.5 3660 4575 5490 6405 7320 8235 9150 10065 10980
1764 mm
L4 115 15.6 2920 3650 4380 5110 5840 6570 7300 8030 8760
L1 3980 4975 5970 6965 7960 8955 9950 10945 11940
L42MC 176 18.0
5420 6775 8130 9485 10840 12195 13550 14905 16260
Bore L2 176 14.4 3180 3975 4770 5565 6360 7155 7950 8745 9540
420 mm
Stroke L3 141 18.0 3180 3975 4770 5565 6360 7155 7950 8745 9540
1360 mm
L4 141 14.4 2560 3200 3840 4480 5120 5760 6400 7040 7680
178 46 78-9.1
Fig. 1.03e: Power and speed
430100 400 198 28 82
1.07
kW
Power
BHP
Mean
type point speed
pressure
r/min bar 4 5 6 7 8 9 10 11 12
L1 2960 3700 4440 5180 5920 6660 7400 8140 8880
S35MC 173 19.1
4040 5050 6060 7070 8080 9090 10100 11110 12120
Bore L2 173 15.3 2380 2975 3570 4165 4760 5355 5950 6545 7140
350 mm
Stroke L3 147 19.1 2520 3150 3780 4410 5040 5670 6300 6930 7560
1400 mm
L4 147 15.3 2020 2525 3030 3535 4040 4545 5050 5555 6060
L1 2600 3250 3900 4550 5200 5850 6500 7150 7800
L35MC 210 18.4
3540 4425 5310 6165 7080 7965 8850 9735 10620
Bore L2 210 14.7 2080 2600 3120 3640 4160 4680 5200 5720 6240
350 mm
Stroke L3 178 18.4 2200 2750 3300 3850 4400 4950 5500 6050 6600
1050 mm
L4 178 14.7 1760 2200 2640 3080 3520 3960 4400 4840 5280
L1 1600 2000 2400 2800 3200 3600 4000 4400 4800
S26MC 250 18.5
2180 2725 3270 3815 4360 4905 5450 5995 6540
Bore L2 250 14.8 1280 1600 1920 2240 2560 2880 3200 3520 3840
260 mm
Stroke L3 212 18.5 1360 1700 2040 2380 2720 3060 3400 3740 4080
980 mm
L4 212 14.8 1080 1350 1620 1890 2160 2430 2700 2970 3240
178 46 78-9.1
Fig. 1.03f: Power and speed
430100 400 198 28 82
1.08
Specific fuel oil g/kWh

Lubricating oil consumption
consumption g/BHPh
With high efficiency turbochargers System oil Cylinder oil

Approx. g/kWh
At load layout point 100% 80% kg/cyl. 24h g/BHPh
K98MC Hans Jensen MAN B&W

L1 171
and 165 Mechanical Alpha cyl.
126
K98MC-C cyl. lubricator lubricator
L2 162 158 7.5-11

0.8-1.2 0.7-1.1
L3 171 165
0.6-0.9 0.5-0.8
L4 162 158
S90MC-C L1 167
164
123
L2 160 157 0.95-1.5 0.95-1.5

7-10
0.7-1.1 0.7-1.1
L3 167 164
L4 160 157
L90MC-C L1 167
164
123
L2 155 153 0.8-1.2 0.7-1.1

7-10
0.6-0.9 0.5-0.8
L3 167 164
L4 155 153
K90MC 171
L1 168
126
L2 159 157 0.8-1.2 0.7-1.1

7-10
0.6-0.9 0.5-0.8
L3 171 168
L4 159 157
178 46 79-2.1
Fig. 1.04a: Fuel and lubricating oil consumption
430 100 100 198 28 83
1.09

consumption g/BHPh
With high efficiency turbochargers System oil Cylinder oil

Approx. g/kWh
K90MC-C Hans Jensen MAN B&W

L1 171
168 Mechanical Alpha cyl.
126
cyl. lubricator lubricator
L2 164 161 7-10

0.8-1.2 0.7-1.1
L3 171 168
0.6-0.9 0.5-0.8
L4 164 161
S80MC-C L1 167
164
123
L2 155 153 0.95-1.5 0.95-1.5

6-9
0.7-1.1 0.7-1.1
L3 167 164
L4 155 153
S80MC L1 167
164
123
L2 155 153 0.95-1.5 0.95-1.5

6-9
0.7-1.1 0.7-1.1
L3 167 164
L4 155 153
L80MC L1 174
171
128
L2 162 160 0.8-1.2 0.7-1.1

6-9
0.6-0.9 0.5-0.8
L3 174 171
L4 162 160
178 46 79-2.1
Fig. 1.04b: Fuel and lubricating oil consumption
430 100 100 198 28 83
1.10

consumption g/BHPh
With conventional With high efficiency

turbochargers turbochargers System oil Cylinder oil
Approx. g/kWh
kg/cyl. 24h g/BHPh
At load layout point 100% 80% 100% 80%
K80MC-C Hans Jensen MAN B&W

L1 171
126
L2 164 161 6-9

0.8-1.2 0.7-1.1
L3 171 169
0.6-0.9 0.5-0.8
L4 164 161
S70MC-C 171 169

L1 168 166
126 124
L2 159 157 157 155 0.95-1.5 0.95-1.5

5.5-7.5
0.7-1.1 0.7-1.1
L3 171 168 169 166
L4 159 157 157 155
S70MC L1 171 169

168 166
126 124
L2 159 157 157 155 0.95-1.5 0.95-1.5

5.5-7.5
0.7-1.1 0.7-1.1
L3 171 168 169 166
L4 159 157 157 155
L70MC-C L1 172 170

169 167
127 124
L2 165 162 163 160 0.8-1.2 0.7-1.1

5.5-7.5
0.6-0.9 0.5-0.8
L3 172 169 170 167
L4 165 162 163 160
178 46 79-2.1
Fig. 1.04c: Fuel and lubricating oil consumption
430 100 100 198 28 83
1.11

consumption g/BHPh

Approx. g/kWh
kg/cyl. 24h g/BHPh
L70MC Hans Jensen MAN B&W

L1 174
128
L2 162 160 5.5-7.5

0.8-1.2 0.8-1.1
L3 174 171
0.6-0.9 0.5-0.8
L4 162 160
S60MC-C 172 170

L1 169 167
127 125
L2 160 158 158 156 0.95-1.5 0.95-1.5

5-6.5
0.7-1.1 0.7-1.1
L3 172 169 170 167
L4 160 158 158 156
S60MC L1 173 170

169 167
127 125
L2 160 158 158 156 0.95-1.5 0.95-1.5

5-6.5
0.7-1.1 0.7-1.1
L3 173 169 170 167
L4 160 158 158 156
L60MC-C 173 171

L1 170 168
127 126
L2 166 160 164 158 0.8-1.2 0.8-1.1

5-6.5
0.6-0.9 0.5-0.8
L3 173 170 171 168
L4 166 160 164 158
178 46 79-2.1
Fig. 1.05d: Fuel and lubricating oil consumption
430 100 100 198 28 83
1.12

consumption g/BHPh

Approx. g/kWh
kg/cyl. 24h g/BHPh

L1 173 171
170 168 Mechanical Alpha cyl.
128 126
L2 161 159 159 157 5-6.5

0.8-1.2 0.7-1.1
L3 173 170 171 168
0.6-0.9 0.5-0.8
L4 161 159 159 157
S50MC-C L1
173 171
170 168
128 126
L2 161 159 159 157 0.95-1.5 0.95-1.5

4-5
0.7-1.1 0.7-1.1
L3 173 170 171 168
L4 161 159 159 157
S50MC L1 173 171

170 168
128 126
L2 161 159 159 157 0.95-1.5 0.95-1.5

4-5
0.7-1.1 0.7-1.1
L3 173 170 171 168
L4 161 159 159 157
L50MC L1 175 173

172 170
129 127
L2 163 161 161 159 0.8-1.2 0.7-1.1

4-5
0.6-0.9 0.5-0.8
L3 175 172 173 170
L4 163 161 161 159
178 46 79-2.1
Fig. 1.05e: Fuel and lubricating oil consumption
430 100 100 198 28 83
1.13

Lubricating oil comsumption
consumption g/BHPh
With conventional turbochargers System oil Cylinder oil

Approx. g/kWh
S46MC-C Hans Jensen MAN B&W

L1 174
128
L2 169 167 3.5-4.5

0.95-1.5 0.95-1.5
L3 174 172
0.7-1.1 0.7-1.1
L4 169 167
S42MC L1 177
175
130
L2 172 170 0.95-1.5 0.95-1.5

3-4
0.7-1.1 0.7-1.1
L3 177 175
L4 172 170
L42MC L1 177
175
130
L2 172 170 0.8-1.2 0.8-1.1

4-5
0.6-0.9 0.5-0.8
L3 177 175
L4 172 170
S35MC L1 178
176
131
L2 173 171 0.95-1.5 0.95-1.5

4-5
0.7-1.1 0.7-1.1
L3 178 176
L4 173 171
178 46 79-2.1
Fig. 1.05f: Fuel and lubricating oil consumption
430 100 100 198 28 83
1.14

Lubricating oil comsumption
consumption g/BHPh
With conventional turbochargers System oil Cylinder oil

Approx. g/kWh

L1 177
130
L2 172 170 2-3

0.8-1.2 0.7-1.1
L3 177 175
0.6-0.9 0.5-0.8
L4 172 170
S26MC L1 179
177
132
L2 174 172 0.95-1.5 0.95-1.5

1.5-3
0.7-1.1 0.7-1.1
L3 179 179
L4 174 172
178 46 79-2.1
Fig. 1.05g: Fuel and lubricating oil consumption
430 100 100 198 28 83
1.15
178 32 80-6.1
Fig. 1.06: K98MC engine cross section
430 100 018 198 28 84
1.16
178 36 24-7.0
Fig. 1.07: S80MC engine cross section
430 100 018 198 28 84
1.17
178 44 14-4.1
Fig. 1.08: S70MC-C engine cross section
430 100 018 198 28 84
1.18
178 32 19-8.0
430 100 018 198 28 84
1.19
178 16 07-0.0
Fig. 1.10: S50MC-C engine cross section
430 100 018 198 28 84
1.20
178 43 10-1.0
Fig. 1.11: L42MC engine cross section
430 100 018 198 28 84
1.21
178 42 12-5.0
430 100 018 198 28 84
1.22
Engine Layout and Load Diagrams, SFOC 2
2 Engine Layout and Load Diagrams
Propulsion and Engine Running Points

Propeller curve
The relation between power and propeller speed for

a fixed pitch propeller is described by means of the
propeller law, i.e. the third power curve:
P = c x n3 , in which:
P = engine power for propulsion 178 05 41-5.3

n = propeller speed
c = constant Line 2 Propulsion curve, fouled hull and heavy weather
(heavy running), recommended for engine layout
The power functions P = c x ni will be linear func- Line 6 Propulsion curve, clean hull and calm weather
tions when using logarithmic scales. (light running), for propeller layout
MP Specified MCR for propulsion
Therefore, in the Layout Diagrams and Load Dia- SP Continuous service rating for propulsion
grams for diesel engines, logarithmic scales are PD Propeller design point
used, making simple diagrams with straight lines. HR Heavy running
LR Light running
Propeller design point
Fig. 2.01: Ship propulsion running points and engine layout
Normally, estimations of the necessary propeller

power and speed are based on theoretical calcula- will involve a relatively higher resistance and thereby
tions for loaded ship, and often experimental tank a heavier running propeller.
tests, both assuming optimum operating condi-
tions, i.e. a clean hull and good weather. The combi- Sea margin and heavy propeller
nation of speed and power obtained may be called
the ship’s propeller design point (PD), placed on the If, at the same time the weather is bad, with head
light running propeller curve 6. See Fig. 2.01. On the winds, the ship’s resistance may increase com-
other hand, some shipyards, and/or propeller manu- pared to operating at calm weather conditions.
facturers sometimes use a propeller design point
(PD’) that incorporates all or part of the so-called When determining the necessary engine power, it is
sea margin described below. therefore normal practice to add an extra power
margin, the so-called sea margin, see Fig. 2.01 and
Fouled hull Fig. 2.02, which is traditionally about 15% of the
propeller design (PD) power.
When the ship has sailed for some time, the hull and
propeller become fouled and the hull’s resistance Engine layout
will increase. Consequently, the ship speed will be (Heavy propeller/light running propeller)
reduced unless the engine delivers more power to
the propeller, i.e. the propeller will be further loaded When determining the necessary engine speed
and will be heavy running (HR). considering the influence of a heavy running pro-
peller for operating at large extra ship resistance, it
As modern vessels with a relatively high service is recommended - compared to the clean hull and
speed are prepared with very smooth propeller and calm weather propeller curve 6 - to choose a heavier
hull surfaces, the fouling after sea trial, therefore, propeller curve 2 for engine layout, and the propeller
402 000 004 198 28 85
2.01
curve for clean hull and calm weather in curve 6 will

be said to represent a ‘light running’ (LR) propeller,
see Fig. 2.01 and area 6 on Figs. 2.07a and 2.07b.
Compared to the heavy engine layout curve 2 we

recommend to use a light running of 3.0-7.0% for
design of the propeller, with 5% as a good average.
178 05 67-7.2
Fig. 2.02: Sea margin based on weather conditions in the

North Atlantic Ocean. Percentage of time at sea where
the service speed can be maintained, related to the extra
power (sea margin) in % of the sea trial power.
Engine margin
Besides the sea margin, a so-called ‘engine margin’

of some 10% (or 15%) is frequently added. The cor-
responding point is called the ‘specified MCR for
propulsion’ (MP), and refers to the fact that the
power for point SP is 10% (or 15%) lower than for
point MP, see Fig. 2.01. Point MP is identical to the
engine’s specified MCR point (M) unless a main en-
gine driven shaft generator is installed. In such a
case, the extra power demand of the shaft genera-
tor must also be considered.
Note:
Light/heavy running, fouling and sea margin are
overlapping terms. Light/heavy running of the pro-
peller refers to hull and propeller deterioration and
heavy weather and, – sea margin i.e. extra power to
the propeller, refers to the influence of the wind and
the sea. However, the degree of light running must
be decided upon experience from the actual trade
and hull design.
402 000 004 198 28 85
2.02
Influence of propeller diameter and pitch on

the optimum propeller speed
In general, the larger the propeller diameter, the Once an optimum propeller diameter of maximum
lower is the optimum propeller speed and the kW 7.2 m has been chosen, the corresponding
required for a certain design draught and ship optimum pitch in this point is given for the design
speed, see curve D in Fig. 2.03. speed of 14.5 knots, i.e. P/D = 0.70.
The maximum possible propeller diameter depends However, if the optimum propeller speed of 100
on the given design draught of the ship, and the r/min does not suit the preferred / selected main en-
clearance needed between the propeller and the gine speed, a change of pitch away from optimum
aft-body hull and the keel. will only cause a relatively small extra power de-
mand, keeping the same maximum propeller diam-
The example shown in Fig. 2.03 is an 80,000 dwt eter:
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 is • going from 100 to 91 r/min (P/D = 0.81) requires
reduced from about 9,290 kW to 8,820 kW, and the 8,900 kW i.e. an extra power demand of 80 kW.
optimum propeller speed is reduced from 120 r/min
to 100 r/min, corresponding to the constant ship In both cases the extra power demand is only of
speed coefficient a = 0.28 (see definition of a in 0.9%, and the corresponding ‘equal speed curves’
next section). are a =+0.1 and a =-0.1, respectively, so there is a
certain interval of propeller speeds in which the
‘power penalty’ is very limited.
178 47 03-2.0
Fig. 2.03: Influence of diameter and pitch on propeller design
402 000 004 198 28 85
2.03
Constant ship speed lines MCR point ‘MP1’, selected in the layout area and
parallel to one of the a-lines, another specified pro-
The constant ship speed lines a, are shown at the pulsion MCR point ‘MP2’ upon this line can be cho-
very top of Fig. 2.04. These lines indicate the power sen to give the ship the same speed for the new
required at various propeller speeds to keep the combination of engine power and speed.
same ship speed provided that the optimum propel-
ler diameter with an optimum pitch diameter ratio is Fig. 2.04 shows an example of the required power
used at any given speed, taking into consideration speed point MP1, through which a constant ship
the total propulsion efficiency. speed curve a = 0.25 is drawn, obtaining point MP2
with a lower engine power and a lower engine speed
Normally, the following relation between necessary but achieving the same ship speed.
power and propeller speed can be assumed:
Provided the optimum pitch/diameter ratio is used
P2 = P1 x (n2/n1)a for a given propeller diameter the following data ap-
plies when changing the propeller diameter:
where:
P = Propulsion power for general cargo, bulk carriers and tankers
n = Propeller speed, and a = 0.25 -0.30
a = the constant ship speed coefficient.
and for reefers and container vessels
For any combination of power and speed, each a = 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 a constant will be different,
When such a constant ship speed line is drawn into see above.
the layout diagram through a specified propulsion
178 05 66-7.0
Fig. 2.04: Layout diagram and constant ship speed lines
402 000 004 198 28 85
2.04
Engine Layout Diagram

Layout diagram of
The layout procedure has to be carefully considered 100 - 64% power and
because the final layout choice will have a consider- Power 100 - 75% speed range
L1 valid for the types:
able influence on the operating condition of the main
engine throughout the whole lifetime of the ship. The L90MC-C L70MC
factors that should be conisdered are operational flex- L3 K90MC S60MC-C
ibility, fuel consumption, obtainable power, possible L2 S80MC-C S60MC
shaft generator application and propulsion efficiency. S80MC L60MC
L4 L80MC S50MC-C
An engine’s layout diagram is limited by two constant
mean effective pressure (mep) lines L1-L3 and L2-L4, S70MC-C S50MC
Speed
and by two constant engine speed lines L1-L2 and S70MC L50MC
L3-L4, see Fig. 2.04. The L1 point refers to the engine’s
nominal maximum continuous rating.
Please note that the areas of the layout diagrams are Power
different for the engines types, see Fig. 2.05. L1
L3 Layout diagram of
Within the layout area there is full freedom to select the L2 100 - 80% power and
engine’s specified MCR point M which suits the de- 100 - 80% speed range
L4 valid for the types:
mand of propeller power and speed for the ship.
S90MC-C
On the X-axis the engine speed and on the Y-axis the L42MC
engine power are shown in percentage scales. The Speed
scales are logarithmic which means that, in this dia-
gram, power function curves like propeller curves (3rd Layout diagram of
power), constant mean effective pressure curves (1st 100 - 80% power and
Power 100 - 85% speed range
power) and constant ship speed curves (0.15 to 0.30 L1 valid for the types:
power) are straight lines. K90MC-C S42MC
L3 L2
K80MC-C S35MC
Fig. 2.06 shows, by means of superimposed dia-
grams for all engine types, the entire layout area for L4 L70MC-C L35MC
the MC-programme in a power/speed diagram. As L60MC-C S26MC
can be seen, there is a considerable overlap of S46MC-C
power/speed combinations so that for nearly all ap-
plications, there is a wide section of different en- Speed
gines to choose from all of which meet the individual
ship's requirements.
Specified maximum continuous rating, Power

L1
SMCR = ‘M’ L3
L2 Layout diagram of
Based on the propulsion and engine running points, L4 100 - 80% power and
as previously found, the layout diagram of a relevant 100 - 90% speed range
main engine may be drawn-in. The specified MCR valid for the types:
point (M) must be inside the limitation lines of the lay- K98MC
out diagram; if it is not, the propeller speed will have to K98MC-C
be changed or another main engine type must be cho- Speed
sen. Yet, in special cases point M may be located to
the right of the line L1-L2, see ‘Optimising Point’. Fig. 2.05: Layout diagram sizes
178 13 85-1.4
402 000 004 198 28 85
2.05
r/min
(L4 - L1)
212-250 S26MC
178-210 L35MC
147-173 S35MC
141-176 L42MC
115-136 S42MC
108-129 S46MC-C
111-148 L50MC
95-127 S50MC
95-127 S50MC-C
92-123 L60MC
105-123 L60MC-C
79-105 S60MC
79-105 S60MC-C
81-108 L70MC
91-108 L70MC-C
68- 91 S70MC
68- 91 S70MC-C
89-104 K80MC-C
70- 93 L80MC
59- 79 S80MC
57- 76 S80MC-C
89-104 K90MC-C
71- 94 K90MC
62- 83 L90MC-C
61- 76 S90MC-C
94-104 K98MC-C
84- 94 K98MC
0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000 kW
10,000 30,000 50,000 70,000 90,000 110,000

BHP
178 23 45-0.0
Fig. 2.06: Two-stroke MC engine, programme as at 2002
402 000 004 198 28 85
2.06
Continuous service rating (S) The large engine types have VIT fuel pumps as stan-
dard, but on some types these pumps are an option.
The Continuous service rating is the power at which Small-bore engines are not fitted with VIT fuel pumps.
the engine is normally assumed to operate, and
point S is identical to the service propulsion point Engines with VIT
(SP) unless a main engine driven shaft generator is
installed. The optimising point O is placed on line 1 of the load
diagram, and the optimised power can be from 85 to
100% of point M's power, when turbocharger(s) and
Optimising point (O) engine timing are taken into consideration.
The optimising point O is the rating used as for engine The optimising point O is to be placed inside the lay-
layout calculation and is the point for SFOC out diagram. In fact, the specified MCR point M can,
parametre. in special cases, be placed outside the layout dia-
gram, but only by exceeding line L1-L2, and of
On engines with Variable Injection Timing (VIT) fuel course, only provided that the optimising point O is
pumps, the optimising point (O) can be different than located inside the layout diagram and provided that
the specified MCR (M), whereas on engines without the specified MCR power is not higher than the L1
VIT fuel pumps ‘O’ has to coincide with ‘M’. power.
Engine without VIT

Type With VIT Without VIT Optimising point (O) = specified MCR (M)
K98MC Basic
K98MC-C Basic On engine types not fitted with VIT fuel pumps,
S90MC-C Basic the specified MCR – point M has to coincide with
L90MC-C Basic point O.
K90MC Basic
K90MC-C Basic
S80MC-C Basic
S80MC Basic
L80MC Basic
S70MC-C Optional Basic
S70MC Basic
L70MC-C Optional Basic
L70MC Basic
S60MC Basic
L60MC-C Optional Basic
L60MC Basic
S50MC Basic
S46MC-C Basic
S42MC Basic
L42MC Basic
S35MC Basic
L35MC Basic
S26MC Basic
402 000 004 198 28 85
2.07
Load Diagram Line 4:

Represents the limit at which an ample air supply
Definitions is available for combustion and imposes a limita-
tion on the maximum combination of torque and
The load diagram, Figs. 2.07, defines the power and speed.
speed limits for continuous as well as overload op-
eration of an installed engine having an optimising Line 5:
point O and a specified MCR point M that confirms Represents the maximum mean effective pressure
the ship’s specification. level (mep), which can be accepted for continuous
operation.
Point A is a 100% speed and power reference point
of the load diagram, and is defined as the point on Line 7:
the propeller curve (line 1), through the optimising Represents the maximum power for continuous
point O, having the specified MCR power. Normally, operation.
point M is equal to point A, but in special cases, for
example if a shaft generator is installed, point M may Limits for overload operation
be placed to the right of point A on line 7.
The overload service range is limited as follows:
The service points of the installed engine incorpo-
rate the engine power required for ship propulsion Line 8:
and shaft generator, if installed. Represents the overload operation limitations.
Limits for continuous operation The area between lines 4, 5, 7 and the heavy dashed
line 8 is available for overload running for limited pe-
The continuous service range is limited by four lines: riods only (1 hour per 12 hours).
Line 3 and line 9:

Line 3 represents the maximum acceptable speed
for continuous operation, i.e. 105% of A.
A 100% reference point
If, in special cases, A is located to the right of line M Specified MCR point
L1-L2, the maximum limit, however, is 105% of L1. O Optimising point
During trial conditions the maximum speed may be Line 1 Propeller curve through optimising point (i = 3)
extended to 107% of A, see line 9. (engine layout curve)
Line 2 Propeller curve, fouled hull and heavy weather
The above limits may in general be extended to – heavy running (i = 3)
105%, and during trial conditions to 107%, of the Line 3 Speed limit
nominal L1 speed of the engine, provided the tor- Line 4 Torque/speed limit (i = 2)
sional vibration conditions permit.
Line 5 Mean effective pressure limit (i = 1)
The overspeed set-point is 109% of the speed in A, Line 6 Propeller curve, clean hull and calm weather –
light running (i = 3), for propeller layout
however, it may be moved to 109% of the nominal
Line 7 Power limit for continuous running (i = 0)
speed in L1, provided that torsional vibration condi-
tions permit. Line 8 Overload limit
Line 9 Speed limit at sea trial
Running above 100% of the nominal L1 speed at a
load lower than about 65% specified MCR is, how- Point M to be located on line 7 (normally in point A)
ever, to be avoided for extended periods. Only
Regarding ‘i’ in the power functions P = c x ni, see
plants with controllable pitch propellers can reach page 2.01
this light running area.
402 000 004 198 28 85
2.08
Fig. 2.07a: Engine load diagram for engine with VIT 178 05 42-7.3
178 39 18-4.1
Fig. 2.07b: Engine load diagram for engine without VIT
402 000 004 198 28 85
2.09
Recommendation Examples of the use of the Load Diagram

Continuous operation without limitations is allowed In the following see Figs. 2.08 - 2.13, are some ex-
only within the area limited by lines 4, 5, 7 and 3 of amples illustrating the flexibility of the layout and
the load diagram, except for CP propeller plants load diagrams and the significant influence of the
mentioned in the previous section. choice of the optimising point O.
The area between lines 4 and 1 is available for oper- The upper diagrams of the examples 1, 2, 3 and 4
ation in shallow waters, heavy weather and during show engines with VIT fuel pumps for which the op-
acceleration, i.e. for non-steady operation without timising point O is normally different from the speci-
any strict time limitation. fied MCR point M as this can improve the SFOC at
part load running. The lower diagrams also show
After some time in operation, the ship’s hull and pro- engine wihtout VIT fuel pumps, i.e. point A=O.
peller will be fouled, resulting in heavier running of
the propeller, i.e. the propeller curve will move to the Example 1 shows how to place the load diagram for
left from line 6 towards line 2, and extra power is re- an engine without shaft generator coupled to a fixed
quired for propulsion in order to keep the ship’s pitch propeller.
speed.
In example 2 are diagrams for the same configura-
In calm weather conditions, the extent of heavy run- tion, here with the optimising point to the left of the
ning of the propeller will indicate the need for clean- heavy running propeller curve (2) obtaining an extra
ing the hull and possibly polishing the propeller. engine margin for heavy running.
Once the specified MCR (and the optimising point) As for example 1 example 3 shows the same layout
has been chosen, the capacities of the auxiliary for an engine with fixed pitch propeller, but with a
equipment will be adapted to the specified MCR, shaft generator.
and the turbocharger etc. will be matched to the
specified MCR , however with the optimised power Example 4 shows a special case with a shaft gener-
being taken into consideration. ator. In this case the shaft generator is cut off, and
the GenSets used when the engine runs at specified
If the specified MCR (and/or the optimising point) is MCR. This makes it possible to choose a smaller en-
to be increased later on, this may involve a change gine with a lower power output.
of the pump and cooler capacities, retiming of the
engine, change of the fuel valve nozzles, adjusting Example 5 shows diagrams for an engine coupled to
of the cylinder liner cooling, as well as rematching of a controllable pitch propeller, with or without a shaft
the turbocharger or even a change to a larger size of generator, (constant speed or combinator curve op-
turbocharger. In some cases it can also require eration).
larger dimensions of the piping systems.
Example 6 shows where to place the optimising
It is therefore of utmost importance to consider, al- point for an engine coupled to a controllable pitch
ready at the project stage, if the specification should propeller, and operating at constant speed.
be prepared for a later power increase.
For a project, the layout diagram shown in Fig.
2.14 may be used for construction of the actual
load diagram.
402 000 004 198 28 85
2.10
Example 1:
Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
With VIT
178 05 44-0.6
Without VIT
178 39 20-6.1
M Specified MCR of engine Point A of load diagram is found:
S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) is
O Optimising point of engine 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
Fig. 2.08a: Example 1, Layout diagram for normal running Fig. 2.08b: Example 1, Load diagram for normal running
conditions, engine with FPP, without shaft generator conditions, engine with FPP, without shaft generator
For engines with VIT, the optimising point O and its pro- on the engine service curve 2 (for fouled hull and
peller curve 1 will normally be selected on the engine heavy weather), as shown in the lower diagram of
service curve 2, see the upper diagram of Fig. 2.08a. Fig. 2.08a.
For engines without VIT, the optimising point O will Point A is then found at the intersection between pro-
have the same power as point M and its propeller peller curve 1 (2) and the constant power curve through
curve 1 for engine layout will normally be selected M, line 7. In this case point A is equal to point M.
402 000 004 198 28 85
2.11
Example 2:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
With VIT
178 05 46-4.6
Without VIT
178 39 23-1.0

S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) is
O Optimising point of engine not 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
Fig. 2.09a: Example 2, Layout diagram for special running Fig. 2.09b: Example 2, Load diagram for special running
conditions, engine with FPP, with shaft generator conditions, engine with FPP, without shaft generator
Once point A has been found in the layout diagram, A similar example 2 is shown in Figs. 2.09. In this
the load diagram can be drawn, as shown in Fig. case, the optimising point O has been selected
2.08b and hence the actual load limitation lines of the more to the left than in example 1, obtaining an extra
diesel engine may be found by using the inclinations engine margin for heavy running operation in heavy
from the construction lines and the %-figures stated. weather conditions. In principle, the light running
margin has been increased for this case.
402 000 004 198 28 85
2.12
Example 3:
Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
With VIT
178 05 48-8.6
Without VIT
178 39 25-5.1
S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)
O Optimising 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
Fig. 2.10a: Example 3, Layout diagram for normal running Fig. 2.10b: Example 3, Load diagram for normal running
conditions, engine with FPP, with shaft generator conditions, engine with FPP, with shaft generator
In example 3 a shaft generator (SG) is installed, and The optimising point O will be chosen on the engine
therefore the service power of the engine also has to service curve as shown, but can, by an approxima-
incorporate the extra shaft power required for the tion, be located on curve 1, through point M.
shaft generator’s electrical power production.
Point A is then found in the same way as in example
In Fig. 2.10a, the engine service curve shown for 1, and the load diagram can be drawn as shown in
heavy running incorporates this extra power. Fig. 2.10b.
402 000 004 198 28 85
2.13
Example 4:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
With VIT
178 06 35-1.7
Without VIT
178 39 28-0.3

S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) or
point S
O Optimising 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 through
MP Specified MCR for propulsion point A (O = A if the engine is without VIT)
SP Continuous service rating of propulsion and with MP's speed.
SG Shaft generator
See text on next page.
Fig. 2.11a: Example 4. Layout diagram for special running Fig. 2.11b: Example 4. Load diagram for special running
conditions, engine with FPP, with shaft generator conditions, engine with FPP, with shaft generator
402 000 004 198 28 85
2.14
Example 4: In choosing the latter solution, the required speci-

fied MCR power can be reduced from point M’ to
Also in this special case, a shaft generator is in- point M as shown in Fig. 2.11a. Therefore, when run-
stalled but, compared to Example 3, this case has a ning in the upper propulsion power range, a diesel
specified MCR for propulsion, MP, placed at the top generator has to take over all or part of the electrical
of the layout diagram, see Fig. 2.11a. power production.
This involves that the intended specified MCR of the However, such a situation will seldom occur, as
engine M’ will be placed outside the top of the layout ships are rather infrequently running in the upper
diagram. propulsion power range.
One solution could be to choose a larger diesel Point A, having the highest possible power, is
engine with an extra cylinder, but another and then found at the intersection of line L1-L3 with
cheaper solution is to reduce the electrical power line 1, see Fig. 2.11a, and the corresponding load
production of the shaft generator when running in diagram is drawn in Fig. 2.11b. Point M is found
the upper propulsion power range. on line 7 at MP’s speed.
402 000 004 198 28 85
2.15
Example 5:
Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
Without VIT With VIT

M Specified MCR of engine O Optimising point of engine
S Continuous service rating of engine A Reference point of load diagram 178 39 31-4.1
Fig. 2.12: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator
Fig. 2.12 shows two examples: on the left diagrams The procedure shown in examples 3 and 4 for en-
for an engine without VIT fuel pumps (A = O = M), on gines with FPP can also be applied here for engines
the right, for an engine with VIT fuel pumps (A = M). with CPP running with a combinator curve.
Layout diagram - without shaft generator The optimising point O for engines with VIT may be
If a controllable pitch propeller (CPP) is applied, the chosen on the propeller curve through point A = M
combinator curve (of the propeller) will normally be with an optimised power from 85 to 100% of the
selected for loaded ship including sea margin. specified MCR as mentioned before in the section
dealing with optimising point O.
The combinator curve may for a given propeller speed
have a given propeller pitch, and this may be heavy run- Load diagram
ning in heavy weather like for a fixed pitch propeller. Therefore, when the engine’s specified MCR point
(M) has been chosen including engine margin, sea
Therefore it is recommended to use a light running margin and the power for a shaft generator, if in-
combinator curve as shown in Fig. 2.12 to obtain an stalled, point M may be used as point A of the load
increased operation margin of the diesel engine in diagram, which can then be drawn.
heavy weather to the limit indicated by curves 4 and 5.
The position of the combinator curve ensures the
Layout diagram - with shaft generator maximum load range within the permitted speed
The hatched area in Fig. 2.12 shows the recom- range for engine operation, and it still leaves a rea-
mended speed range between 100% and 96.7% of sonable margin to the limit indicated by curves 4
the specified MCR speed for an engine with shaft and 5.
generator running at constant speed.
Example 6 will give a more detailed description of
The service point S can be located at any point how to run constant speed with a CP propeller.
within the hatched area.
402 000 004 198 28 85
2.16
Example 6: Engines with VIT fuel pumps run-

ning at constant speed with controllable pitch
propeller (CPP)
Fig. 2.13a Constant speed curve through M, nor-

mal and correct location of the optimising point O
Irrespective of whether the engine is operating on a

propeller curve or on a constant speed curve
through M, the optimising point O must be located
on the propeller curve through the specified MCR
point M or, in special cases, to the left of point M. Constant speed service
curve through M
The reason is that the propeller curve 1 through the Fig. 2.13a: Normal procedure
optimising point O is the layout curve of the engine,
and the intersection between curve 1 and the maxi-
mum power line 7 through point M is equal to 100%
power and 100% speed, point A of the load diagram
- in this case A=M.
In Fig. 2.13a the optimising point O has been placed

correctly, and the step-up gear and the shaft gener-
ator, if installed, may be synchronised on the con-
stant speed curve through M.
Constant speed service
Fig. 2.13b: Constant speed curve through M, curve through M
wrong position of optimising point O Fig. 2.13b: Wrong procedure
If the engine has been service-optimised in point O

on a constant speed curve through point M, then the
specified MCR point M would be placed outside the
load diagram, and this is not permissible.
Fig. 2.13c: Recommended constant speed run-

ning curve, lower than speed M
In this case it is assumed that a shaft generator, if in-

stalled, is synchronised at a lower constant main en-
gine speed (for example with speed equal to O or Constant speed service
lower) at which improved CP propeller efficiency is curve with a speed lower
obtained for part load running. than M
Fig. 2.13c: Recommended procedure
In this layout example where an improved CP pro-
peller efficiency is obtained during extended peri-
ods of part load running, the step-up gear and the Logarithmic scales
shaft generator have to be designed for the ap-
plied lower constant engine speed. M: Specified MCR
O: Optimised point
A: 100% power and speed of load
diagram (normally A=M) 178 19 69-9.0
Fig. 2.13: Running at constant speed with CPP
402 000 004 198 28 85
2.17
Fig. 2.14 contains a layout diagram that can be used for con-
struction of the load diagram for an actual project, using the
%-figures stated and the inclinations of the lines.
178 46 87-5.2
Fig. 2.14: Diagram for actual project
402 000 004 198 28 85
2.18
Emission Control
IMO NOx emission limits
All MC engines are delivered so as to comply with More detailed information can be found in our publi-
the IMO speed dependent NOx limit, measured ac- cations:
cording to ISO 8178 Test Cycles E2/E3 for Heavy
Duty Diesel Engines. P. 331: ‘Emissions Control, Two-stroke
Low-speed Engines’
The Specific Fuel Oil Consumption (SFOC) and the P. 333: ‘How to deal with Emission Control’
NOx are interrelated parameters, and an engine of-
fered with a guaranteed SFOC and also guaranteed The publications are also available at the Internet
to comply with the IMO NOx limitation will be subject address:
to a 5% fuel consumption tolerance. www.manbw.dk under ‘Libraries’, from where they
can be downloaded.
30-50% NOx reduction
Water emulsification of the heavy fuel oil is a well

proven primary method. The type of homogenizer is
either ultrasonic or mechanical, using water from
the freshwater generator and the water mist
catcher. The pressure of the homogenised fuel has
to be increased to prevent the formation of the
steam and cavitation. It may be necessary to modify
some of the engine components such as the fuel
pumps, camshaft, and the engine control system.
Up to 95-98% NOx reduction
This reduction can be achieved by means of sec-

ondary methods, such as the SCR (Selective Cata-
lytic Reduction), which involves an after-treatment
of the exhaust gas.
Plants designed according to this method have

been in service since 1990 on four vessels, using
Haldor Topsøe catalysts and ammonia as the re-
ducing agent, urea can also be used.
The compact SCR unit can be located separately in

the engine room or horizontally on top of the engine.
The compact SCR reactor is mounted before the
turbocharger(s) in order to have the optimum work-
ing temperature for the catalyst.
402 000 004 198 28 85
2.19
Specific Fuel Oil Consumption
Engine with from 98 to 50 cm bore engines are as the lowest possible Specific Fuel Oil Consumption
standard fitted with high efficiency turbochargers. (SFOC) values.
The smaller bore from 46 to 26 cm are fitted with the
so-called ‘conventional’ turbochargers. With a conventional turbocharger the amount of air
required for combustion purposes can, however, be
High efficiency/conventional turbochargers adjusted to provide a higher exhaust gas tempera-
ture, if this is needed for the exhaust gas boiler. The
Some engine types are as standard fitted with high matching of the engine and the turbocharging sys-
efficiency turbochargers but can alternatively use tem is then modified, thus increasing the exhaust
conventional turbochargers. These are: gas temperature by 20 °C.
S80MC, S70MC-C, S70MC, L70MC-C, S60MC-C,
S60MC, L60MC-C, L60MC, S50MC-C, S50MC and This modification will lead to a 7-8% reduction in the
L50MC. exhaust gas amount, and involve an SFOC penalty
of up to 2 g/kWh, see the example in Fig. 2.15.
The high efficiency turbocharger is applied to the
engine in the basic design with the view to obtaining The calculation of the expected specific fuel oil con-
sumption (SFOC) can be carried out by means of the
following figures for fixed pitch propeller and for
controllable pitch propeller, constant speed.
Throughout the whole load area the SFOC of the en-
178 47 08-1.2
Fig. 2.15: Example of part load SFOC curves for the two engine versions
402 000 004 198 28 85
2.20
gine depends on where the optimising point O is As SFOC and NOx are interrelated paramaters, an en-
chosen. gine offered without fulfilling the IMO NOx limitations
only has a tolerance of 3% of the SFOC.
SFOC at reference conditions
The SFOC is based on the reference ambient condi- Examples of graphic calculation of
tions stated in ISO 3046/1-1995E: SFOC
1,000 mbar ambient air pressure Diagram b and c in the following figures are valid for
25 °C ambient air temperature fixed pitch propeller and constant speed, respec-
25 °C scavenge air coolant temperature tively, show the reduction in SFOC, relative to the
SFOC at nominal rated MCR L1.
and is related to a fuel oil with a lower calorific value of
42,700 kJ/kg (~10,200 kcal/kg). The solid lines are valid at 100, 80 and 50% of the
optimised power (O).
For lower calorific values and for ambient conditions
that are different from the ISO reference conditions, The optimising point O is drawn into the above-
the SFOC will be adjusted according to the conver- mentioned Diagram b and c. A straight line along
sion factors in the below table provided that the maxi- the constant mep curves (parallel to L1-L3) is
mum combustion pressure (Pmax) is adjusted to the drawn through the optimising point O. The line in-
nominal value (left column), or if the Pmax is not re-ad- tersections of the solid lines and the oblique lines
justed to the nominal value (right column). indicate the reduction in specific fuel oil consump-
tion at 100%, 80% and 50% of the optimised
With Without power, related to the SFOC stated for the nominal
Pmax Pmax MCR (L1) rating at the actually available engine
adjusted adjusted version.
SFOC SFOC
Parameter Condition change change change The SFOC curve for an engine with conventional
Scav. air coolant
per 10 °C rise + 0.60% + 0.41% turbocharger is identical to that for an engine with
temperature
high efficiency turbocharger, but located at 2
Blower inlet g/kWh higher level.
temperature + 0.20% + 0.71%
per 10 °C rise
Blower inlet In Fig. 2.21 an example of the calculated SFOC
pressure per 10 mbar rise - 0.02% - 0.05%
curves are shown on Diagram a, valid for two al-
Fuel oil lower rise 1%
calorific value -1.00% - 1.00% ternative engine ratings: O1 = 100% M and
(42,700 kJ/kg)
O2 = 85%M for a 6L60MC-C with VIT fuel pumps.
With for instance 1 °C increase of the scavenge air
coolant temperature, a corresponding 1 °C increase
of the scavenge air temperature will occur and in-
volves an SFOC increase of 0.06% if Pmax is adjusted.
SFOC guarantee
The SFOC guarantee refers to the above ISO refer-

ence conditions and lower calorific value, and is guar-
anteed for the power-speed combination in which the
engine is optimised (O).
The SFOC guarantee is given with a margin of 5% for

engines fulfilling the IMO NOx emission limitations.
402 000 004 198 28 85
2.21
Data at nominel MCR (L1) SFOC at nopminal MCR (L1)

Engine kW/cyl. BHP/cyl. r/min g/kWh
6-12K98MC 5720 7780 94 171
6-12K98MC-C 5710 7760 104 171
Data optimising point (O):

Power: 100% of (O) kW
Speed: 100% of (O) r/min
SFOC found: g/kWh 178 87 11-3.1
178 23 44-9.1
Fig. 2.16a: SFOC for K98MC and K98MC-C
402 000 004 198 28 85
2.22
178 23 37-8.1
Fig. 2.16b: SFOC for engines with fixed pitch propeller, K98MC and K98MC-C
178 23 39-1.1
Fig. 2.16c: SFOC for engines with constant speed,
402 000 004 198 28 85
2.23
Data at nominel MCR (L1) SFOC at nominal MCR (L1)

6-9S90MC-C 4890 6650 76 167
178 87 12-5.1
178 23 44-9.1
Fig. 2.17a: SFOC for S90MC-C
402 000 004 198 28 85
2.24
178 23 00-6.1
Fig. 2.17b: SFOC for engines with fixed pitch propeller, S90MC-C
178 23 01-8.1
402 000 004 198 28 85
2.25

High efficiency Conventional
Engine kW/cyl. BHP/cyl. r/min g/kWh g/kWh
6-12K90MC-C 4570 6210 104 171
6-12K80MC-C 3610 4900 104 171
4-8L70MC-C* 3110 4220 108 170 172
4-8L60MC-C* 2230 3030 123 171 173

178 87 13-7.1
SFOC: g/kWh
178 23 44-9.1
Fig. 2.18a: SFOC for K90MC-C, K80MC-C, L70MC-C and L60MC-C
402 000 004 198 28 85
2.26
178 22 99-4.1
Fig. 2.18b: SFOC for engines with fixed pitch propeller,
178 22 98-2.1
402 000 004 198 28 85
2.27

Turbochargers
High efficiency Conventional
Engine kW/cyl. BHP/cyl. r/min g/kWh g/kWh
6-12L90MC-C 4880 6630 83 167
4-12K90MC 4570 6220 94 171
6-8S80MC-C 3880 5280 76 167
4-12S80MC 3640 4950 79 167 169
4-12L80MC 3640 4940 93 174
4-8S70MC-C* 3110 4220 91 169 171
4-8S70MC 2810 3820 91 169 171
4-8L70MC 2830 3840 108 174
4-8S60MC-C* 2260 3070 105 170 172
4-8S60MC 2040 2780 105 170 172
4-8L60MC 1920 2600 123 171 173
4-8S50MC-C* 1580 2150 127 171 173
4-8S50MC 1430 1940 127 171 173
4-8L50MC 1330 1810 148 173 175
* Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power

SFOC found: g/kWh 178 43 63-9.1
178 23 44-9.1
Fig. 2.19a: SFOC for L90MC-C, K90MC, S80MC-C, S80MC, L80MC, S70MC-C, S70MC, S60MC-C, S60MC, L60MC,
S50MC-C, S50MC and L50MC
402 000 004 198 28 85
2.28
178 23 40-1.1
Fig. 2.19b: SFOC for engines with fixed pitch propeller
178 23 41-3.1
Fig. 2.19c: SFOC for engines with constant speed for L90MC-C, K90MC, S80MC-C, S80MC, L80MC, S70MC-C,
S70MC, S60MC-C, S60MC, L60MC, S50MC-C, S50MC and L50MC
402 000 004 198 28 85
2.29

4-8S46MC-C 1310 1785 129 174
4-12S42MC 1080 1470 136 177
4-12L42MC 995 1355 176 177
4-12S35MC 740 1010 173 178
4-12L35MC 650 885 210 177
4-12S26MC 400 545 250 179

178 87 15-0.1
178 23 44-9.1
Fig. 2.20a: SFOC for S46MC-C, S42MC, L42MC, S35MC, L35MC and S26MC
402 000 004 198 28 85
2.30
Specified MCR (M) = optimised point (O)

178 23 42-5.1
Fig. 2.20b: SFOC for engines with fixed pitch propeller
Specified MCR (M) = optimised point (O)

178 23 43-7.1
Fig. 2.20c: SFOC for engines with constant speed
402 000 004 198 28 85
2.31
178 23 17-5.1
Data at nominal MCR (L1): 6L60MC-C Data of optimising point (O) O1 O2

100% Power: 13,380 kW Power: 100% of O 11,239 kW 9,553 kW
100% Speed: 123 r/min Speed: 100% of O 113.2 r/min 107.2 r/min
High efficiency turbocharger: 171 g/kWh SFOC found: 167.9 g/kWh 164.7 g/kWh
178 43 66-4.0
Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power
O1: Optimised in M
O2: Optimised at 85% of power M
Point 3: is 80% of O2 = 0.80 x 85% of M = 68% M
Point 4: is 50% of O2 = 0.50 x 85% of M = 42.5% M
178 23 13-8.0
Fig. 2.21: Example of SFOC for 6L60MC-C with fixed pitch propeller, high efficiency turbocharger and VIT fuel pumps
402 000 004 198 28 85
2.32
Fuel Consumption at an Arbitrary Load

Once the engine has been optimised in point O, The SFOC curve through points S2, to the left of
shown on this Fig., the specific fuel oil consumption point 1, is symmetrical about point 1, i.e. at speeds
in an arbitrary point S1, S2 or S3 can be estimated lower than that of point 1, the SFOC will also in-
based on the SFOC in points ‘1’ and ‘2’. crease.
These SFOC values can be calculated by using the The above-mentioned method provides only an ap-
graphs for fixed pitch propeller (curve I) and for the proximate figure. A more precise indication of the
constant speed (curve II), obtaining the SFOC in expected SFOC at any load can be calculated by
points 1 and 2, respectively. using our computer program. This is a service which
is available to our customers on request.
Then 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.
178 05 32-0.1
Fig. 2.22: SFOC at an arbitrary load
402 000 004 198 28 85
2.33
Turbocharger Choice & Exhaust Gas By-pass 3
3 Turbocharger Choice
Turbocharger Types Location of turbochargers
The MC engines are designed for the application of • On the exhaust side:
either MAN B&W, ABB or Mitsubishi (MHI) turbo- On all 98, 90, 80, 70, 60-bore engines
chargers which are matched to comply with the IMO On 10-12 cylinder 42, 35 and 26-bore engines.
speed dependent NOx emission limitations, mea- Optionally on 50 and 46-bore engines.
sured according to ISO 8178 Test Cycles E2/E3 for
Heavy Duty Diesel Engines. • One turbocharger on the aft end:
On all 50 and 46-bore engines
Engine type Conventional High efficiency On 4-9 cylinder 42, 35 and 26-bore engines.
turbocharger turbocharger Optionally on 60-bore engines.
K98MC S
K98MC-C S For other layout points than L1, the number or size of
turbochargers may be different, depending on the
S90MC-C S
point at which the engine is optimised.
L90MC-C S
K90MC S Two turbochargers can be applied at extra cost for
K90MC-C S those stated with one, if this is desirable due to
S80MC-C S space requirements, or for other reasons.
S80MC O S
L80MC S In order to clean the turbine blades and the nozzle
K80MC-C S ring assembly during operation, the exhaust gas in-
let to the turbocharger(s) is provided with a dry
S70MC-C O S
cleaning system using nut shells and a water wash-
S70MC O S ing system.
L70MC-C O S
L70MC S Coagency of SFOC and Exhaust Gas Data
S60MC-C O S Conventional turbocharger(s)
S60MC O S
L60MC-C O S For certain engine types the amount of air required
L60MC O S for the combustion can, however, be adjusted to
provide a higher exhaust gas temperature, if this is
S50MC-C O S
needed for the exhaust gas boiler. In this case the
S50MC O S conventional turbochargers are to be applied, see
L50MC O S the options in Fig. 3.01. The SFOC is then about 2
S46MC-C S g/kWh higher, see section 2.
S42MC S
L42MC S
S35MC S
L35MC S
S26MC S
S = Standard design
O = Optional design
Fig. 3.01: Turbocharger designs
459 100 600 198 28 86
3.01
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12 13 14
K98MC – – 2 x 88-21 2 x 99-21 2 x 99-21 3 x 88-21 3 x 88-21 3 x 99-21 3 x 99-21 4 x 88-21 4 x 99-21
K98MC-C – – 2 x 88-21 2 x 99-21 2 x 99-21 3 x 88-21 3 x 88-21 3 x 99-21 3 x 99-21 4 x 88-21 4 x 99-21
S90MC-C – – 2 x 88-21 2 x 88-21 2 x 88-21 2 x 99-21 – – – – –
L90MC-C – – 2 x 88-21 2 x 88-21 2 x 88-21 2 x 99-21 2 x 99-21 3 x 88-21 3 x 88-21 – –
K90MC 1 x 88-21 1 x 99-21 2 x 77-21 2 x 88-21 2 x 88-21 2 x 99-21 2 x 99-21 3 x 88-21 3 x 88-21 – –
K90MC-C – – 2 x 88-21 2 x 88-21 2 x 88-21 2 x 99-21 2 x 99-21 3 x 88-21 3 x 88-21 – –
S80MC-C – – 1 x 99-21 2 x 77-21 2 x 88-21 – – – – – –
S80MC 1 x 88-21 1 x 88-21 1 x 99-21 2 x 77-21 2 x 88-21 2 x 88-21 2 x 88-21 2 x 99-21 2 x 99-21 – –
L80MC 1 x 88-21 1 x 88-21 1 x 99-21 2 x 77-21 2 x 88-21 2 x 88-21 2 x 88-21 – – – –
K80MC-C – – 1 x 99-21 2 x 77-21 2 x 88-21 2 x 88-21 2 x 88-21 2 x 99-21 2 x 99-21 – –
S70MC-C 1 x 77-21 1 x 88-21 1 x 88-21 1 x 99-21 2 x 77-21 – – – – – –
S70MC 1 x 77-21 1 x 77-21 1 x 88-21 1 x 88-21 1 x 99-21 – – – – – –
L70MC-C 1 x 77-21 1 x 88-21 1 x 88-21 1 x 99-21 2 x 77-21 – – – – – –
L70MC 1 x 77-21 1 x 88-21 1 x 88-21 1 x 99-21 1 x 99-21 – – – – – –
S60MC-C 1 x 66-21 1 x 77-21 1 x 77-21 1 x 88-21 1 x 88-21 – – – – – –
S60MC 1 x 66-21 1 x 77-21 1 x 77-21 1 x 88-21 1 x 88-21 – – – – – –
L60MC-C 1 x 66-21 1 x 77-21 1 x 77-21 1 x 88-21 1 x 88-21 – – – – – –
L60MC 1 x 66-21 1 x 66-21 1 x 77-21 1 x 77-21 1 x 88-21 – – – – – –
S50MC-C 1 x 55-21 1 x 66-21 1 x 66-21 1 x 77-21 1 x 77-21 – – – – – –
S50MC 1 x 55-21 1 x 66-21 1 x 66-21 1 x 77-21 1 x 77-21 – – – – – –
L50MC 1 x 55-21 1 x 55-21 1 x 66-21 1 x 66-21 1 x 77-21 – – – – – –
All turbochargers in this table are of the TCA-type.
- Not included in the production programme
Example of full designation: 6L60MC-C requires 1 x TCA77-21 at nominal MCR.
178 49 22-4.0
Fig. 3.02: MAN B&W high efficiency turbochargers for engines with nominal rating (L1)
complying with IMO's NOx emission limitations
459 100 600 198 28 86
3.02
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12 13 14
K98MC – – 3 x 70/T9* 3 x 70/T9 3 x 70/T9 4 x 70/T9* 4 x 70/T9 4 x 70/T9 5 x 70/T9* 4 x 70/T9 –
K98MC-C – – 3 x 70/T9* 3 x 70/T9 3 x 70/T9 4 x 70/T9* 4 x 70/T9 4 x 70/T9 5 x 70/T9* 4 x 70/T9 –
S90MC-C – – 2 x 70/T9 3 x 70/T9* 3 x 70/T9 3 x 70/T9 – – – – –
L90MC-C – – 2 x 70/T9 2 x 70/T9 3 x 70/T9 3 x 70/T9 3 x 70/T9 4 x 70/T9 4 x 70/T9 – –
K90MC 2 x 57/T9 2 x 70/T9 2 x 70/T9 2 x 70/T9 3 x 70/T9 3 x 70/T9 3 x 70/T9 4 x 70/T9 4 x 70/T9 – –
K90MC-C – – 2 x 70/T9 3 x 70/T9* 3 x 70/T9 3 x 70/T9 3 x 70/T9 4 x 70/T9 4 x 70/T9 – –
S80MC-C – – 2 x 70/T9 2 x 70/T9 2 x 70/T9 – – – – – –
S80MC 1 x 70/T9 2 x 57/T9 2 x 70/T9 2 x 70/T9 2 x 70/T9 3 x 70/T9 – – – – –
L80MC 1 x 70/T9 2 x 57/T9 2 x 70/T9 2 x 70/T9 2 x 70/T9 3 x 70/T9 3 x 70/T9 3 x 70/T9 3 x 70/T9 – –
K80MC-C – – 2 x 70/T9 2 x 70/T9 2 x 70/T9 2 x 70/T9 3 x 70/T9 3 x 70/T9 3 x 70/T9 – –
S70MC-C 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 70/T9 2 x 70/T9 – – – – – –
S70MC 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 57/T9 2 x 70/T9 – – – – – –
L70MC-C 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 57/T9 2 x 70/T9 – – – – – –
L70MC 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 57/T9 2 x 70/T9 – – – – – –
S60MC-C 1 x 57/T9 1 x 70/T9 1 x 70/T9 1 x 70/T9 2 x 57/T9 – – – – – –
S60MC 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 1 x 70/T9 – – – – – –
L60MC-C 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 1 x 70/ 9 – – – – – –
L60MC 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 1 x 70/T9 – – – – – –
S50MC-C 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 – – – – – –
S50MC 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 57/T9 1 x 70/T9 – – – – – –
L50MC 1 x 48/S 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 57/T9 – – – – – –
All turbochargers in this table are of the NA-type.
* Turbocharger installation requires special attention
Example of full designation: 6L60MC-C requires 1 x NA70/T9 at nominal MCR.
178 86 83-6.1
Fig. 3.02: MAN B&W high efficiency turbochargers for engines with nominal rating (L1)
459 100 600 198 28 86
3.03
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12 13 14
K98MC – – 2x85-B12 2x85-B12 3x85-B11 3x85-B12 3x85-B12 4x85-B11 4x85-B12 4x85-B12 4x85-B12
K98MC-C – – 2x85-B12 3x85-B11 3x85-B11 3x85-B12 3x85-B12 4x85-B11 4x85-B12 4x85-B12 4x91-B12
S90MC-C – – 2x85-B11 2x85-B12 2x85-B12 3x85-B11 – – – – –
L90MC-C – – 2x85-B11 2x85-B12 2x85-B12 3x85-B11 3x85-B11 3x85-B12 3x85-B12 – –
K90MC 1x85-B12 2x80-B12 2x85-B11 2x85-B11 2x85-B12 3x85-B11 3x85-B11 3x85-B11 3x85-B12 – –
K90MC-C – – 2x85-B11 2x85-B11 2x85-B12 3x85-B11 3x85-B11 3x85-B12 3x85-B12 – –
S80MC-C – – 2x80-B12 2x85-B11 2x85-B11 – – – – – –
S80MC 1x85-B11 1x85-B12 2x80-B12 2x85-B11 2x85-B11 2x85-B12 – – – – –
L80MC 1x85-B11 1x85-B12 2x80-B12 2x85-B11 2x85-B11 2x85-B12 2x85-B12 3x85-B11 3x85-B11 – –
K80MC-C – – 2x80-B11 2x80-B12 2x85-B11 2x85-B11 2x85-B12 2x85-B12 3x85-B11 – –
S70MC-C 1x80-B12 1x85-B11 1x85-B12 2x80-B11 2x80-B12 – – – – – –
S70MC 1x80-B12 1x85-B11 1x85-B11 1x85-B12 2x80-B12 – – – – – –
L70MC-C 1x80-B12 1x85-B11 1x85-B12 1x91-B12 2x80-B12 – – – – – –
L70MC 1x80-B12 1x85-B11 1x85-B12 2x80-B11 2x80-B12 – – – – – –
S60MC-C 1x77-B12 1x80-B11 1x80-B12 1x85-B11 1x85-B12 – – – – – –
S60MC 1x77-B11 1x80-B11 1x80-B12 1x85-B11 1x85-B11 – – – – – –
L60MC-C 1x72-B12 1x80-B11 1x80-B12 1x85-B11 1x85-B12 – – – – – –
L60MC 1x77-B11 1x80-B11 1x80-B12 1x85-B11 1x85-B11 – – – – – –
S50MC-C 1x73-B12 1x77-B11 1x77-B12 1x80-B11 1x80-B12 – – – – – –
S50MC 1x73-B11 1x77-B11 1x77-B12 1x80-B11 1x80-B12 – – – – – –
L50MC 1x73-B11 1x73-B12 1x77-B11 1x77-B12 1x80-B11 – – – – – –
All turbochargers in this table are of the TPL-type.
Example of full designation: 6L60MC-C requires 1 x TPL80-B12 at nominal MCR.
178 86 84-8.1
Fig. 3.03: ABB high efficiency turbochargers, type TPL, for engines with nominal rating (L1)
459 100 600 198 28 86
3.04
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12
S90MC-C – – 2 x 714D n.a. 3 x 714D 3 x 714D – – –
L90MC-C – – 2 x 714D n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D
K90MC 2 x 564D 2 x 714D 2 x 714D n.a. 3 x 714D 3 x 714D 3 x 714D 4 x 714D 4 x 714D
K90MC-C – – 2 x 714D n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D
S80MC-C – – 2 x 714D 2 x 714D 2 x 714D – – – –
S80MC 1 x 714D 2 x 564D 2 x 714D 2 x 714D 2 x 714D 3 x 714D – – –
L80MC 1 x 714D 2 x 564D 2 x 714D 2 x 714D 2 x 714D 3 x 714D 3 x 714D 3 x 714D 3 x 714D
K80MC-C – – 2 x 714D 2 x 714D 2 x 714D 3 x 714D 3 x 714D 3 x 714D 3 x 714D
S70MC-C 1 x 714D 1 x 714D 2 x 564D 2 x 714D 2 x 714D – – – –
S70MC 1 x 714D 1 x 714D 2 x 564D 2 x 564D 2 x 714D – – – –
L70MC 1 x 714D 1 x 714D 2 x 564D 2 x 714D 2 x 714D – – – –
S60MC-C 1 x 564D 1 x 714D 1 x 714D 1 x 714D 2 x 564D – – – –
S60MC 1 x 564D 1 x 714D 1 x 714D 1 x 714D 2 x 564D – – – –
L60MC 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – –
S50MC-C 1 x 564D 1 x 564D 1 x 564D 1 x 714D 1 x 714D – – – –
S50MC 1 x 454D 1 x 564D 1 x 564D 1 x 714D 1 x 714D – – – –
L50MC 1 x 454D 1 x 564D 1 x 564D 1 x 564D 1 x 714D – – – –
All turbochargers in this table are of the VTR-type and have the suffix ‘-32’.
n.a. Not applicable
– Not included in the production programme
Example of full designation: 6S70MC-C requires 2 x VTR564D-32 at nominal MCR.
178 86 86-1.1
Fig. 3.04: ABB high efficiency turbochargers, type VTR-32, for engines with nominal rating (L1)
459 100 600 198 28 86
3.05
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12 13 14
K98MC – – 2 x 83SE 2 x 90SE 2 x 90SE 3 x 83SE 3 x 90SE 3 x 90SE 3 x 90SE 3 x 90SE 4 x 83SEII
K98MC-C – – 2 x 83SE 2 x 90SE 3 x 83SE 3 x 83SE 3 x 90SE 3 x 90SE 4 x 83SE 3 x 90SE 4 x 83SEII
S90MC-C – – 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE – – – – –
L90MC-C – – 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE 3 x 83SE 3 x 83SE 3 x 90SE – –
K90MC 1 x 90SE 2 x 71SE 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE 3 x 83SE 3 x 83SE 3 x 90SE – –
K90MC-C – – 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE 3 x 83SE 3 x 83SE 3 x 90SE – –
S80MC-C – – 2 x 71SE 2 x 83SE 2 x 83SE – – – – – –
S80MC 1 x 83SE 1 x 90SE 1 x 90SE 2 x 71SE 2 x 83SE 2 x 83SE – – – – –
L80MC 1 x 83SE 1 x 90SE 1 x 90SE 2 x 71SE 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE 2 x 90SE – –
K80MC-C – – 1 x 90SE 2 x 71SE 2 x 83SE 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE – –
S70MC-C 1 x 71SE 1 x 83SE 1 x 83SE 1 x 90SE 2 x 71SE – – – – – –
S70MC 1 x 66SE 1 x 83SE 1 x 83SE 1 x 90SE 1 x 90SE – – – – – –
L70MC-C 1 x 71SE 1 x 71SEII 1 x 83SE 1 x 90SE 1 x 90SE – – – – – –
L70MC 1 x 71SE 1 x 83SE 1 x 83SE 1 x 90SE 2 x 71SE – – – – – –
L60MC-C 1 x 66SE 1 x 66SE 1 x 71SE 1 x 83SE 1 x 83SE – – – – – –
All turbochargers in this table are of the MET-type.
Example of full designation: 6L60MC-C requires 1 x MET71SE at nominal MCR.

178 86 87-3.1
Fig. 3.05: Mitsubishi high efficiency turbochargers for engines with nominal rating (L1)
459 100 600 198 28 86
3.06
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12 13 14
S80MC 1 x 77–21 1 x 88–21 1 x 88–21 1 x 99–21 2 x 77–21 2 x 88–21 2 x 88–21 2 x 88–21 2 x 88–21 – –
S70MC–C 1 x 77–21 1 x 77–21 1 x 88–21 1 x 88–21 1 x 99–21 – – – – – –
S70MC 1 x 66–21 1 x 77–21 1 x 88–21 1 x 88–21 1 x 88–21 – – – – – –
L70MC–C 1 x 77–21 1 x 77–21 1 x 88–21 1 x 88–21 1 x 99–21 – – – – – –
S60MC–C 1 x 66–21 1 x 66–21 1 x 77–21 1 x 77–21 1 x 88–21 – – – – – –
S60MC 1 x 66–21 1 x 66–21 1 x 77–21 1 x 77–21 1 x 88–21 – – – – – –
L60MC–C 1 x 66–21 1 x 66–21 1 x 77–21 1 x 77–21 1 x 88–21 – – – – – –
L60MC 1 x 55–21 1 x 66–21 1 x 77–21 1 x 77–21 1 x 77–21 – – – – – –
S50MC–C 1 x 55–21 1 x 55–21 1 x 66–21 1 x 66–21 1 x 77–21 – – – – – –
S50MC 1 x 55–21 1 x 55–21 1 x 66–21 1 x 66–21 1 x 66–21 – – – – – –
L50MC 1 x 55–21 1 x 55–21 1 x 66–21 1 x 66–21 1 x 66–21 – – – – – –
S46MC–C 1 x 55–21 1 x 55–21 1 x 55–21 1 x 66–21 1 x 66–21 – – – – – –
S42MC – 1 x 55–21 1 x 55–21 1 x 55–21 1 x 66–21 1 x 66–21 2 x 55–21 2 x 55–21 2 x 55–21 – –
L42MC – – 1 x 55–21 1 x 55–21 1 x 55–21 1 x 66–21 – 2 x 55–21 2 x 55–21 – –
S35MC – – – 1 x 55–21 1 x 55–21 1 x 55–21 – – – – –
L35MC – – – – 1 x 55–21 1 x 55–21 – – – – –
S26MC – – – – – – – – – – –
All turbochargers in this table are of the TCA type.
* For the 4L35MC, 4S26MC, 5S26MC, 6S26MC, 7S26MC, 10S26MC, 11S26MC, and 12S26MC the turbochargers
are of the NR-type.
Example of full designation: 6L60MC-C requires 1 x TCA77-21 at nominal MCR.
178 49 21-2.0
Fig. 3.06: MAN B&W conventional turbochargers for engines with nominal rating (L1)
459 100 600 198 28 86
3.07
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12 13 14
S70MC-C 1 x 57/T9 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 57/T9 – – – – – –
S70MC 1 x 57/T9 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 57/T9 – – – – – –
L70MC-C 1 x 57/T9 1 x 70/T9 1 x 70/T9 2 x 57/T9 2 x 57/T9 – – – – – –
S60MC-C 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 1 x 70/T9 – – – – – –
S60MC 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 – – – – – –
L60MC-C 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 1 x 70/T9 – – – – – –
L60MC 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 70/T9 1 x 70/T9 – – – – – –
S50MC-C 1 x 48/S 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 70/T9 – – – – – –
S50MC 1 x 48/S 1 x 48/S 1 x 57/T9 1 x 57/T9 1 x 57/T9 – – – – – –
L50MC 1 x 40/S 1 x 48/S 1 x 48/S 1 x 57/T9 1 x 57/T9 – – – – – –
S46MC-C 1 x 40/S 1 x 48/S 1 x 48/S 1 x 57/T9 1 x 57/T9 – – – – – –
S42MC 1 x 40/S 1 x 40/S 1 x 48/S 1 x 48/S 1 x 48/S 1 x 57/T9 2 x 40/S 2 x 48/S 2 x 48/S – –
L42MC 1 x 34/S 1 x 40/S 1 x 48/S 1 x 48/S 1 x 48/S 1 x 57/T9 2 x 40/S 2 x 40/S 2 x 48/S – –
S35MC 1 x 34/S 1 x 34/S 1 x 40/S 1 x 40/S 1 x 48/S 1 x 48/S 2 x 34/S 2 x 40/S 2 x 40/S – –
L35MC 1 x 29/S* 1 x 34/S 1 x 34/S 1 x 40/S 1 x 40/S 1 x 40/S 2 x 34/S 2 x 34/S 2 x 34/S – –
S26MC 1 x 20/S* 1 x 24/S* 1 x 29/S* 1 x 29/S* 1 x 34/S 1 x 34/S 2 x 24/S* 2 x 24/S* 2 x 29/S* – –
All turbochargers in this table are of the NA type.
* For the 4L35MC, 4S26MC, 5S26MC, 6S26MC, 7S26MC, 10S26MC, 11S26MC, and 12S26MC the turbochargers are
of the NR-type.
Example of full designation: 6L60MC-C requires 1 x NA70/T9 at nominal MCR.
178 86 87-3.1
Fig. 3.06: MAN B&W conventional turbochargers for engines with nominal rating (L1)
459 100 600 198 28 86
3.08
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12
S70MC-C 1 x 80-B11 1 x 85-B11 1 x 85-B11 1 x 85-B12 2 x 80-B11 – – – –
S70MC 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B12 2 x 80-B11 – – – –
L70MC-C 1 x 80-B11 1 x 85-B11 1 x 85-B11 1 x 91-B12 1 x 91-B12 – – – –
S60MC-C 1 x 77-B11 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B11 – – – –
S60MC 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11 – – – –
L60MC-C 1 x 77-B11 1 x 77-B12 1 x 80-B12 1 x 85-B11 1 x 85-B11 – – – –
L60MC 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11 – – – –
S50MC-C 1 x 73-B11 1 x 77-B11 1 x 77-B11 1 x 77-B12 1 x 80-B11 – – – –
S50MC 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B12 1 x 80-B11 – – – –
L50MC 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B11 1 x 77-B12 – – – –
S46MC-C 1 x 73-B11 1 x 73-B11 1 x 77-B11 1 x 77-B11 1 x 77-B12 – – – –
S42MC 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B11 2 x 73-B11 2 x 73-B11 2 x 73-B11
L42MC 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B12 1 x 73-B12 1 x 77-B11 2 x 73-B11 2 x 73-B11 2 x 73-B11
S35MC 1 x 65-A10 1 x 69-A10 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B11 2 x 69-A10 2 x 69-A10 2 x 69-A10
L35MC 1 x 65-A10 1 x 65-A10 1 x 69-A10 1 x 69-A10 1 x 73-B11 1 x 73-B11 2 x 65-A10 2 x 65-A10 2 x 69-A10
S26MC 1 x 57D* 1 x 57D* 1 x 61-A10 1 x 61-A10 1 x 65-A10 1 x 65-A10 2 x 57D* 2 x 61-A10 2 x 61-A10
All turbochargers in this table are of the TPL-type.
* For the 4S26MC, 5S26MC and 10S26MC the turbochargers are of the TPS-type
Example of a full designation: 6L60MC-C requires 1 x TPL80-B12 at nominal MCR.
178 86 89-7.1
Fig. 3.07: ABB conventional turbochargers, type TPL, for engines with nominal rating (L1)
459 100 600 198 28 86
3.09
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12
S70MC-C 1 x 714D 1 x 714D 2 x 564D 2 x 564D 2 x 714D – – – –
S70MC 1 x 714D 1 x 714D 1 x 714D 2 x 564D 2 x 714D – – – –
S60MC-C 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – –
S60MC 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – –
L60MC 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – –
S50MC-C 1 x 454D 1 x 564D 1 x 564D 1 x 564D 1 x 714D – – – –
S50MC 1 x 454D 1 x 564D 1 x 564D 1 x 564D 1 x 714D – – – –
L50MC 1 x 454D 1 x 454D 1 x 564D 1 x 564D 1 x 564D – – – –
S46MC-C 1 x 454D 1 x 454D 1 x 564D 1 x 564D 1 x 564D – – – –
S42MC 1 x 454P 1 x 454D 1 x 454D 1 x 564D 1 x 564D 1 x 564D 2 x 454D 2 x 454D 2 x 454D
L42MC 1 x 454P 1 x 454D 1 x 454D 1 x 454D 1 x 564D 1 x 564D 2 x 454D 2 x 454D 2 x 454D
S35MC 1 x 354P 1 x 354P 1 x 454D 1 x 454D 1 x 454D 1 x 454D 2 x 354P 2 x 454P 2 x 454D
L35MC 1 x 354P 1 x 354P 1 x 454P 1 x 454D 1 x 454D 1 x 454D 2 x 354P 2 x 354P 2 x 454P
S26MC 1 x 254P 1 x 254P 1 x 304P 1 x 304P 1 x 354P 1 x 354P 2 x 254P 2 x 304P 2 x 304P
All turbochargers in this table are of the VTR-type and have the suffix ‘-32’.
Example of full designation: 6S70MC-C requires 2 x VTR564D-32 at nominal MCR.
178 86 90-7.1
Fig. 3.08: ABB conventional turbochargers, type VTR-32, for engines with nominal rating (L1)
459 100 600 198 28 86
3.10
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12
S70MC-C 1 x 66SD 1 x 71SEII 1 x 83SD 1 x 83SEII 1 x 90SE – – – –
S70MC 1 x 66SD 1 x 71SE 1 x 83SD 1 x 83SD 1 x 90SE – – – –
L70MC-C 1 x 66SD 1 x 71SEII 1 x 83SD 1 x 83SEII 1 x 90SE – – – –
S60MC-C 1 x 66SD 1 x 66SD 1 x 71SE 1 x 83SD 1 x 83SD – – – –
S60MC 1 x 66SD 1 x 66SD 1 x 66SD 1 x 71SE 1 x 83SD – – – –
L60MC-C 1 x 53SEII 1 x 66SD 1 x 66SEII 1 x 71SEII 1 x 83SD – – – –
L60MC 1 x 53SD 1 x 66SD 1 x 66SD 1 x 71SE 1 x 83SD – – – –
S50MC-C 1 x 53SD 1 x 53SE 1 x 66SD 1 x 66SD 1 x 71SE – – – –
S50MC 1 x 53SD 1 x 53SD 1 x 66SD 1 x 66SD 1 x 66SD – – – –
L50MC 1 x 53SD 1 x 53SD 1 x 66SD 1 x 66SD 1 x 66SD – – – –
S46MC-C 1 x 53SD 1 x 53SD 1 x 53SD 1 x 66SD 1 x 66SD – – – –
S42MC 1 x 42SE 1 x 53SE 1 x 53SE 1 x 53SE 1 x 66SD 1 x 66SD 2 x 53SE 2 x 53SE 2 x 53SE
L42MC 1 x 42SD 1 x 42SE 1 x 53SD 1 x 53SD 1 x 53SD 1 x 66SD 2 x 42SE 2 x 53SD 2 x 53SD
S35MC 1 x 33SD 1 x 42SD 1 x 42SD 1 x 53SD 1 x 53SD 1 x 53SD 2 x 42SD 2 x 42SD 2 x 42SD
L35MC 1 x 30SR 1 x 33SD 1 x 33SD 1 x 42SD 1 x 42SE 1 x 53SD 2 x 33SD 2 x 42SD 2 x 42SD
S26MC 1 x 26SR 1 x 26SR 1 x 30SR 1 x 30SR 1 x 33SD 1 x 33SD 2 x 26SR 2 x 30SR 2 x 30SR
All turbochargers in this table are of the MET-type.
Example of full designation: 6L60MC-C requires 1 x MET66SEII at nominal MCR.
178 86 91-9.1
Fig. 3.09: Mitsubishi conventional turbochargers for engines with nominal rating (L1)
459 100 600 198 28 86
3.11
Turbocharger Exhaust Gas By-pass Exhaust gas receiver with variable by-pass
system
This arrangement ensures that only part of the ex-
Some improvements of the engine performance can haust gas goes via the gas turbine of the turbo-
be obtained by using one of the following exhaust charger, thus giving less energy to the compressor
gas by-pass systems. which in turn reduces the air supply to the engine.
Please note that if one of the below systems is applied This system is normally preferred to the scavenge
the turbocharger size and specification has to be de- air by-pass, as the normal air compressor/gas tur-
termined by other means than stated in this section. bine energy balance will be maintained.
For further information about the emission control

Engine Operating under Extreme we refer to our publication:
Ambient Conditions
P.331: ‘Emission Control
As mentioned in Section 1, the engine power figures Two-Stroke Low-Speed Diesel Engines’
are valid for tropical conditions at sea level: 45 °C air
at 1000 mbar and 32 °C sea water, whereas the ref- The publication is also available at the Internet ad-
erence fuel consumption is given at ISO conditions: dress www.manbw.dk under ‘Libraries’, from where
25 °C air at 1000 mbar and 25 °C sea water. it can be downloaded.
Marine diesel engines are, however, exposed to

greatly varying climatic temperatures winter and Exhaust gas receiver with total by-pass flange
summer in arctic as well as tropical areas. These and blank counterflange
variations cause changes of the scavenge air pres-
sure, the maximum combustion pressure, the ex- By-pass of the total amount of exhaust gas around
haust gas amount and temperatures as well as the the turbocharger, is only used for emergency run-
specific fuel oil consumption. ning in case of turbocharger failure, see Fig.3.10.
Some of the possible countermeasures are briefly This enables the engine to run at a higher load than
described in the following, and in more detail in our with a locked rotor under emergency conditions.
publication: The engine’s exhaust gas receiver will in this case
be fitted with a by-pass flange of the same diameter
P.311: ‘Influence of Ambient Temperature Condi- as the inlet pipe to the turbocharger. The emergency
tions of Main Engine Operation’ pipe is yard’s delivery.
The publication is also avaible at the Internet ad- Turbocharger cut-out system
dress: www. manbw.dk under ‘Libraries’, from
where it can be downloaded. The application of this optional system, Fig. 3.11, de-
pends on the layout of the turbocharger(s) in each in-
dividual case. It can be economical to apply the
Arctic running condition cut-out system on an engine with three turbochargers
if the engine is to operate for long periods at low loads
For air inlet temperatures below -10 °C the precau- of about 50% of the optimised power or below.
tions to be taken depend very much on the operat-
ing profile of the vessel. The selection of one of the Advantages:
following alternative countermeasures may be pos-
sible, but this must be evaluated in each individual • Reduced SFOC if one turbocharger is cut-out
case.
• Reduced heat load on essential engine compo-
nents, due to increased scavenge air pressure
459 100 600 198 28 86
3.12
This results in less maintenance and lower spare der to encourage the chemical reaction, the tem-
parts requirements perature level has to be between 300 and 400 °C.
During this process the NOx is reduced to N2 and
• The increased scavenge air pressure permits run- water.
ning without the use of an auxiliary blower down
to 20-30% of the specified MCR from 30-40%, This means that the SCR unit has to be located
thus saving electrical power before the turbocharger on two-stroke engines
because of their high thermal efficiency and thereby
At 50% of the optimised power, the SFOC savings a relatively low exhaust gas temperature.
will be about 1-2 g/kWh, and the savings will be
larger at lower loads. The amount of ammonia injected into the exhaust
gas is controlled by a process computer and is
Engine with Selective Catalytic Reduction System based on the NOx production at different loads
measured during the testbed running, see Fig. 3.12.
The NO x in the exhaust gas can be reduced
with primary or secondary reduction methods. As the ammonia is a combustible gas, it is sup-
Primary methods affect the engine combustion plied through a double-walled pipe system, with
process directly, whereas secondary methods re- appropriate venting and fitted with an ammonia
duce the emission level without changing the en- leak detector which shows a simplified system
gine performance, using equipment that does not layout of the SCR installation.
form part of the engine itself.
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
before passing through the catalyst, and in or-
178 06 72-1.1 178 06 93-6.0
Fig. 3.10: Total by-pass of exhaust gas for emergency running Fig. 3.11: Position of turbocharger cut-out valves
459 100 600 198 28 86
3.13
Air
Process
computer
Ammonia
Evaporator tank
SCR reactor
Air outlet Air intake Exhaust gas outlet
Deck
Support
Static
mixer
NOx and O2 analysers
Air
Orifice High efficiency turbocharger
Preheating and sealing air
Engine
198 99 27-1.0
Fig. 3.12: Layout of SCR system
459 100 600 198 28 86
3.14
Electricity Production 4
4 Electricity Production
Introduction
Next to power for propulsion, electricity production PTO/GCR
is the largest fuel consumer on board. The electricity (Power Take Off/Gear Constant Ratio):
is produced by using one or more of the following Generator coupled to a constant ratio step-up gear,
types of machinery, either running alone or in parallel: used only for engines running at constant speed.
• Auxiliary diesel generating sets The DMG/CFE (Direct Mounted Generator/Constant

Frequency Electrical) and the SMG/CFE (Shaft
• Main engine driven generators Mounted Generator/Constant Frequency Electrical)
are special designs within the PTO/CFE group in
• Steam driven turbogenerators which the generator is coupled directly to the main en-
gine crankshaft and the intermediate shaft, respec-
• Emergency diesel generating sets. tively, without a gear. The electrical output of the gen-
erator is controlled by electrical frequency control.
The machinery installed should be selected based
on an economical evaluation of first cost, operating Within each PTO system, several designs are avail-
costs, and the demand of man-hours for mainte- able, depending on the positioning of the gear:
nance.
BW I:
In the following, technical information is given re- Gear with a vertical generator mounted onto the
garding main engine driven generators (PTO) and fore end of the diesel engine, without any con-
the auxiliary diesel generating sets produced by nections to the ship structure.
MAN B&W.
BW II:
The possibility of using a turbogenerator driven by A free-standing gear mounted on the tank top
the steam produced by an exhaust gas boiler can be and connected to the fore end of the diesel en-
evaluated based on the exhaust gas data. gine, with a vertical or horizontal generator.
BW III:
Power Take Off (PTO) A crankshaft gear mounted onto the fore end of
the diesel engine, with a side-mounted generator
With a generator coupled to a Power Take Off (PTO) without any connections to the ship structure.
from the main engine, the electricity can be pro-
duced based on the main engine’s low SFOC and BW IV:
use of heavy fuel oil. Several standardised PTO sys- A free-standing step-up gear connected to the
tems are available, see Fig. 4.01 and the designa- intermediate shaft, with a horizontal generator.
tions on Fig. 4.02:
The most popular of the gear based alternatives are
PTO/RCF the type designated BW III/RCF for plants with a
(Power Take Off/Renk Constant Frequency): fixed pitch propeller (FPP) and the BW IV/GCR for
Generator giving constant frequency, based on plants with a controllable pitch propeller (CPP). The
mechanical-hydraulical speed control. BW III/RCF requires no separate seating in the ship
and only little attention from the shipyard with re-
PTO/CFE spect to alignment.
(Power Take Off/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.
485 600 100 198 28 87
4.01
Alternative types and layouts of shaft generators Design Seating Total

efficiency (%)
1a 1b BW I/RCF On engine 88-91

(vertical generator)
2a 2b BW II/RCF On tank top 88-91

PTO/RCF
3a 3b BW III/RCF On engine 88-91
4a 4b BW IV/RCF On tank top 88-91
5a 5b DMG/CFE On engine 84-88

PTO/CFE
6a 6b SMG/CFE On tank top 84-88
7 BW I/GCR On engine 92
(vertical generator)
8 BW II/GCR On tank top 92

PTO/GCR
9 BW III/GCR On engine 92
10 BW IV/GCR On tank top 92
178 19 66-3.1
Fig. 4.01: Types of PTO
485 600 100 198 28 87
4.02
The BW III -design can be applied on all engines

from the 98 to the 42 bore types. On the 60, 50, 46,
and 42 type engines special attention has to be paid
to the space requirements for the BW III system, if
the turbocharger is located on the exhaust side.
For the smaller engine types (the L/S35 and the

S26), the step-up gear and generator have to be lo-
cated on a separate seating, i.e. the BW II or the BW
IV system is to be used.
For further information please refer to the respective

project guides and our publication:
P. 364: ‘Shaft Generators

Power Take Off
from the Main Engine’
Which is also available at the Internet address:

www.manbw.dk under ‘Libraries’.
Power take off:

BW III L60-C/RCF 700-60
50: 50 Hz
60: 60 Hz
kW on generator terminals
RCF: Renk constant frequency unit

CFE: Electrically frequency controlled unit
GCR: Step-up gear with constant ratio
Engine type on which it is applied
Layout of PTO: See Fig. 4.01
Make: MAN B&W
178 45 49-8.0
Fig. 4.02: Designation of PTO
485 600 100 198 28 87
4.03
PTO/RCF
Side mounted generator, BWIII/RCF Fig. 4.03 shows the principles of the PTO/RCF ar-
(Fig. 4.01, Alternative 3) rangement. As can be seen, a step-up gear box
(called crankshaft gear) with three gear wheels is
The PTO/RCF generator systems have been devel- bolted directly to the frame box of the main engine.
oped in close cooperation with the German gear The bearings of the three gear wheels are mounted
manufacturer Renk. A complete package solution is in the gear box so that the weight of the wheels is
offered, comprising a flexible coupling, a step-up not carried by the crankshaft. In the frame box, be-
gear, an epicyclic, variable-ratio gear with built-in tween the crankcase and the gear drive, space is
clutch, hydraulic pump and motor, and a standard available for tuning wheel, counterweights, axial vi-
generator, see Fig. 4.03. bration damper, etc.
For marine engines with controllable pitch propel- The first gear wheel is connected to the crankshaft
lers running at constant engine speed, the hydraulic via a special flexible coupling made in one piece
system can be dispensed with, i.e. a PTO/GCR de- with a tooth coupling driving the crankshaft gear,
sign is normally used. thus isolating it against torsional and axial vibra-
tions.
178 23 22-2.0
Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF
485 600 100 198 28 87
4.04
By means of a simple arrangement, the shaft in the alarm is given depending upon the origin, severity
crankshaft gear carrying the first gear wheel and the and the extent of deviation from the permissible val-
female part of the toothed coupling can be moved ues. The cause of a warning or an alarm is shown on
forward, thus disconnecting the two parts of the a digital display.
toothed coupling.
The power from the crankshaft gear is transferred, Extent of delivery for BWIII/RCF units
via a multi-disc clutch, to an epicyclic variable-ratio
gear and the generator. These are mounted on a The delivery comprises a complete unit ready to be
common bedplate, bolted to brackets integrated built-on to the main engine. Fig. 4.04 shows the
with the engine bedplate. general arrangement. Space requirements for a
specific engine can be found in the relevant Project
The BWIII/RCF unit is an epicyclic gear with a hy- Guide.
drostatic superposition drive. The hydrostatic input
Standard sizes of the crankshaft gears and the RCF
drives the annulus of the epicyclic gear in either di-
units are designed for 700, 1200, 1800 and 2600 kW,
rection of rotation, hence continuously varying the
while the generator sizes of make A. van Kaick are:
gearing ratio to keep the generator speed constant
throughout an engine speed variation of 30%. In the
standard layout, this is between 100% and 70% of Type 440V 60Hz 380V 50Hz
the engine speed at specified MCR, but it can be 1800 r/min 1500 r/min
placed in a lower range if required. DSG kVA kW kVA kW
62 M2-4 707 566 627 501
The input power to the gear is divided into two paths 62 L1-4 855 684 761 609
– one mechanical and the other hydrostatic – and 62 L2-4 1056 845 940 752
the epicyclic differential combines the power of the 74 M1-4 1271 1017 1137 909
two paths and transmits the combined power to the 74 M2-4 1432 1146 1280 1024
output shaft, connected to the generator. The gear is 74 L1-4 1651 1321 1468 1174
equipped with a hydrostatic motor driven by a pump, 74 L2-4 1924 1539 1709 1368
and controlled by an electronic control unit. This 86 K1-4 1942 1554 1844 1475
keeps the generator speed constant during single 86 M1-4 2345 1876 2148 1718
running as well as when running in parallel with other 86 L2-4 2792 2234 2542 2033
generators. 99 K1-4 3222 2578 2989 2391
The multi-disc clutch, integrated into the gear input 178 34 89-3.1
shaft, permits the engaging and disengaging of the

epicyclic gear, and thus the generator, from the In the case that a larger generator is required, please
main engine during operation. contact MAN B&W Diesel A/S.
An electronic control system with a Renk controller If a main engine speed other than the nominal is re-
ensures that the control signals to the main electri- quired as a basis for the PTO operation, this must be
cal switchboard are identical to those for the normal taken into consideration when determining the ratio
auxiliary generator sets. This applies to ships with of the crankshaft gear. However, this has no influ-
automatic synchronising and load sharing, as well ence on the space required for the gears and the
as to ships with manual switchboard operation. generator.
Internal control circuits and interlocking functions The PTO can be operated as a motor (PTI) as well as
between the epicyclic gear and the electronic con- a generator by adding some minor modifications.
trol box provide automatic control of the functions
necessary for the satisfactory operation and protec-
tion of the BWIII/RCF unit. If any monitored value
exceeds the normal operation limits, a warning or an
485 600 100 198 28 87
4.05
Yard deliveries are: Additional capacities required for BWIII/RCF
1. Cooling water pipes to the built-on lubricating oil The capacities stated in the ‘List of capacities’ for
cooling system, including the valves. the main engine in question are to be increased by
the additional capacities for the crankshaft gear and
2. Electrical power supply to the lubricating oil the RCF gear stated in Fig. 4.06.
stand-by pump built on to the RCF unit.
3. Wiring between the generator and the operator

control panel in the switch-board.
4. An external permanent lubricating oil filling-up

connection can be established in connection with
the RCF unit. The system is shown in Fig. 4.07 ‘Lu-
bricating 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 ta-
ble for RCF gear in ‘Necessary capacities for
PTO/RCF’ (Fig. 4.06).
The necessary preparations to be made on the en-

gine are specified in Figs. 4.05a and 4.05b.
485 600 100 198 28 87
4.06
178 36 29-6.0
Fig. 4.04a: Arrangement of side mounted generator PTO/RCF type BWlll RCF for engines with turbocharger on the
exhaust side (98-90-80-70-60-50-46 types)
178 05 11-5.0
Fig. 4.04b: Arrangement of side mounted generator PTO/RCF type BWlll RCF for engines with turbocharger on the aft end
(60-50-46 types and 4-9 cylindered engines of the 42 type)
485 600 100 198 28 87
4.07
178 40 42-8.0
Fig. 4.05a: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
485 600 100 198 28 87
4.08
Pos. 1 Special face on bedplate and frame box

Pos. 2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator
housing
Pos. 3 Machined washers placed on frame box part of face to ensure, that it is flush with the face on the
bedplate
Pos. 4 Rubber gasket placed on frame box part of face
Pos. 5 Shim placed on frame box part of face to ensure, that it is flush with the face of the bedplate
Pos. 6 Distance tubes and long bolts
Pos. 7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO
maker
Pos. 8 Flange of crankshaft, normally the standard execution can be used
Pos. 9 Studs and nuts for crankshaft flange
Pos. 10 Free flange end at lubricating oil inlet pipe (incl. blank flange)
Pos. 11 Oil outlet flange welded to bedplate (incl. blank flange)
Pos. 12 Face for brackets
Pos. 13 Brackets
Pos. 14 Studs for mounting the brackets
Pos. 15 Studs, nuts, and shims for mounting of RCF-/generator unit on the brackets
Pos. 16 Shims, studs and nuts for connection between crankshaft gear and RCF-/generator unit
Pos. 17 Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO
Pos. 18 Intermediate shaft between crankshaft and PTO
Pos. 19 Oil sealing for intermediate shaft
Pos. 20 Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box
Pos. 21 Plug box for electronic measuring instrument for check of condition of axial vibration damper
Pos. No: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
BWIII/RCF A A A A B A B A A A A A B B A A
BWIII/GCR, BWIII/CFE A A A A B A B A A A A A B B A A
BWII/RCF A A A A A A
BWII/GCR, BWII/CFE A A A A A A
BWI/RCF A A A A B A B A A
BWI/GCR, BWI/CFE A A A A B A B A A A A
DMG/CFE A A A B C A B A A
A: Preparations to be carried out by engine builder

B: Parts supplied by PTO-maker
C: See text of pos. No.
178 33 84-9.0
Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
485 600 100 198 28 87
4.09
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 1200 1800 2600
Lubricating oil flow m3/h 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 1200 1800 2600
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 m3 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. 4.06: Necessary capacities for PTO/RCF, BW III/RCF system
The letters refer to the ‘List of flanges’,

which will be extended by the engine builder,
when PTO systems are built on the main engine
178 06 47-1.0
Fig. 4.07: Lubricating oil system for RCF gear
485 600 100 198 28 87
4.10
DMG/CFE Generators tors can be supplied by others, e.g. Fuji, Nishishiba

and Shinko in Japan.
Option: 4 85 259
Fig. 4.01 alternative 5, shows the DMG/CFE (Direct For generators in the normal output range, the mass
Mounted Generator/Constant Frequency Electrical) of the rotor can normally be carried by the foremost
which is a low speed generator with its rotor mount- main bearing without exceeding the permissible
ed directly on the crankshaft and its stator bolted on bearing load (see Fig. 4.09), but this must be
to the frame box as shown in Figs. 4.08 and 4.09. checked by the engine manufacturer in each case.
The DMG/CFE is separated from the crankcase by a If the permissible load on the foremost main bearing
plate, and a labyrinth stuffing box. is exceeded, e.g. because a tuning wheel is needed,
this does not preclude the use of a DMG/CFE.
The DMG/CFE system has been developed in coop-
eration with the German generator manufacturers
Siemens and STN Atlas, but similar types of genera-
178 06 73-3.1
Fig. 4.08: Standard engine, with direct mounted generator (DMG/CFE)
485 600 100 198 28 87
4.11
178 06 63-7.1
Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel
178 56 55-3.1
Fig. 4.10: Diagram of DMG/CFE with static converter
485 600 100 198 28 87
4.12
In such a case, the problem is solved by installing a Yard deliveries are:

small, elastically supported bearing in front of the
stator housing, as shown in Fig. 4.09. 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 crank- converter cubicles
shaft, it has a very low rotational speed and, conse-
quently, the electric output current has a low fre-
2. Cooling water pipes to the generator if water
quency – normally in order of 15 Hz.
cooling is applied
Therefore, it is necessary to use a static frequency
converter between the DMG and the main switch- 3. Cabling.
board. The DMG/CFE is, as standard, laid out for
operation with full output between 100% and 70% The necessary preparations to be made on the en-
and with reduced output between 70% and 50% of gine are specified in Figs. 4.05a and 4.05b.
the engine speed at specified MCR.
SMG/CFE Generators
Static converter
The PTO SMG/CFE (see Fig. 4.01 alternative 6) has
The static frequency converter system (see Fig. the same working principle as the PTO DMG/CFE,
4.10) consists of a static part, i.e. thyristors and con- but instead of being located on the front end of the
trol equipment, and a rotary electric machine. engine, the alternator is installed aft of the engine,
with the rotor integrated on the intermediate shaft.
The DMG produces a three-phase alternating cur-
rent with a low frequency, which varies in accor- In addition to the yard deliveries mentioned for the
dance with the main engine speed. This alternating PTO DMG/CFE, the shipyard must also provide the
current is rectified and led to a thyristor inverter pro- foundation for the stator housing in the case of the
ducing a three-phase alternating current with con- PTO SMG/CFE.
stant frequency.
The engine needs no preparation for the installation
Since the frequency converter system uses a DC in- of this PTO system.
termediate link, no reactive power can be supplied
to the electric mains. To supply this reactive power,
a synchronous condenser is used. The synchro-
nous condenser consists of an ordinary synchro-
nous 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 inclusive of the synchronous con-
denser unit, and the static converter cubicles which
are to be installed in the engine room.
If required, the DMG/CFE can be made so it can be

operated both as a generator and as a motor (PTI).
485 600 100 198 28 87
4.13
PTO BW II/GCR, PTO BW IV/GCR

Power Take Off/Gear Constant Ratio Power Take Off/Gear Constant Ratio
The PTO system type BWII/GCR illustrated in Fig. The shaft generator system, type PTO BW IV/GCR,
4.01 alternative 8 can generate electrical power on installed in the shaft line (Fig. 4.01 alternative 10)
board ships equipped with a controllable pitch pro- can generate power on board ships equipped with a
peller, running at constant speed. controllable pitch propeller running at constant
speed.
The PTO unit is mounted on the tank top at the fore
end of the engine see Fig. 4.11. The PTO generator The PTO-system can be delivered as a tunnel gear
is activated at sea, taking over the electrical power with hollow flexible coupling or, alternatively, as a
production on board when the main engine speed generator step-up gear with thrust bearing and flexi-
has stabilised at a level corresponding to the gener- ble coupling integrated in the shaft line.
ator frequency required on board.
The main engine needs no special preparation for
The installation length in front of the engine, and mounting these types of PTO systems as they are
thus the engine room length requirement, naturally connected to the intermediate shaft.
exceeds the length of the engine aft end mounted
shaft generator arrangements. However, there is The PTO-system installed in the shaft line can also
some scope for limiting the space requirement, de- be installed on ships equipped with a fixed pitch
pending on the configuration chosen. propeller or controllable pitch propeller running in
178 18 25-0.0
Fig. 4.11: Power Take Off (PTO) BW II/GCR
485 600 100 198 28 87
4.14
combinator mode. This will, however, require an ad- Generator step-up gear and flexible coupling
ditional Renk Constant Frequency gear (Fig. 4.01 al- integrated in the shaft line
ternative 4) or additional electrical equipment for
maintaining the constant frequency of the gener- For higher power take off loads, a generator step-up
ated electric power. gear and flexible coupling integrated in the shaft line
may be chosen due to first costs of gear and cou-
pling.
Tunnel gear with hollow flexible coupling
The flexible coupling integrated in the shaft line will
This PTO-system is normally installed on ships with transfer the total engine load for both propulsion
a minor electrical power take off load compared to and electricity and must be dimensioned accord-
the propulsion power, up to approximately 25% of ingly.
the engine power.
The flexible coupling cannot transfer the thrust from
The hollow flexible coupling is only to be dimensioned the propeller and it is, therefore, necessary to make
for the maximum electrical load of the power take off the gear-box with an integrated thrust bearing.
system and this gives an economic advantage for mi-
nor power take off loads compared to the system with This type of PTO-system is typically installed on
an ordinary flexible coupling integrated in the shaft line. ships with large electrical power consumption, e.g.
shuttle tankers.
The hollow flexible coupling consists of flexible seg-
ments and connecting pieces, which allow replace-
ment of the coupling segments without dismounting
the shaft line, see Fig. 4.12.
178 18 22-5.0
Fig. 4.12: BW IV/GCR, tunnel gear
485 600 100 198 28 87
4.15
Auxiliary Propulsion System/Take Home System CB-Clutch. When the clutch is engaged, the thrust
is transferred statically to the engine thrust bearing
From time to time an Auxiliary Propulsion Sys- through the thrust bearing built into the clutch.
tem/Take Home System capable of driving the
CP-propeller by using the shaft generator as an To obtain high propeller efficiency in the auxiliary
electric motor is requested. propulsion mode, and thus also to minimise the aux-
iliary power required, a two-speed tunnel gear,
MAN B&W Diesel can offer a solution where the which provides lower propeller speed in the auxil-
CP-propeller is driven by the alternator via a iary propulsion mode, is used.
two-speed tunnel gear box. The electric power is
produced by a number of GenSets. The main engine The two-speed tunnel gear box is made with a fric-
is disengaged by a conical bolt clutch (CB-Clutch) tion clutch which allows the propeller to be clutched
made as an integral part of the shafting. The clutch in at full alternator/motor speed where the full
is installed between the tunnel gear box and the torque is available. The alternator/motor is started in
main engine, and conical bolts are used to connect the de-clutched condition with a start transformer.
and disconnect the main engine and the shafting.
See Figure 4.13. The system can quickly establish auxiliary propul-
sion from the engine control room and/or bridge,
The CB-Clutch is operated by hydraulic oil pressure even with unmanned engine room.
which is supplied by the power pack used to control
the CP-propeller. Re-establishment of normal operation requires at-
tendance in the engine room and can be done within
A thrust bearing, which transfers the auxiliary pro- a few minutes.
pulsion propeller thrust to the engine thrust bearing
when the clutch is disengaged, is built into the
178 47 02-0.0
Fig. 4.13: Auxiliary propulsion system
485 600 100 198 28 87
4.16
L16/24 Holeby GenSet Data

Bore: 160 mm Stroke: 240 mm
Power lay-out
1200 r/min 60 Hz 1000 r/min 50 Hz
Eng. kW Gen. kW Eng. kW Gen. kW
5L16/24 500 475 450 430
6L16/24 600 570 540 515
7L16/24 700 665 630 600
8L16/24 800 760 720 680
9L16/24 900 855 810 770
178 23 03-1.0
**Dry weight
Cyl. No A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (1000 r/min) 2751 1400 4151 2226 9.5

5 (1200 r/min) 2751 1400 4151 2226 9.5
6 (1000 r/min) 3026 1490 4516 2226 10.5

6 (1200 r/min) 3026 1490 4516 2226 10.5
7 (1000 r/min) 3301 1585 4886 2226 11.4

7 (1200 r/min) 3301 1585 4886 2266 11.4
8 (1000 r/min) 3576 1680 5256 2266 12.4

8 (1200 r/min) 3576 1680 5256 2266 12.4
9 (1000 r/min) 3851 1680 5531 2266 13.1

9 (1200 r/min) 3851 1680 5531 2266 13.1
P Free passage between the engines, width 600 mm and height 2000 mm. 178 33 87-4.3
Q Min. distance between engines: 1800 mm.

* Depending on alternator
** Weight incl. standard alternator (based on a Leroy Somer alternator)
All dimensions and masses are approximate, and subject to changes without prior notice.
Fig. 4.14a: Power and outline of L16/24
485 600 100 198 28 87
4.17
Max. continuous rating at Cyl. 5 6 7 8 9

1000/1200 r/min Engine kW 450/500 540/600 630/700 720/800 810/900
1000/1200 r/min 50/60 Hz Gen. kW 430/475 515/570 600/665 680/760 770/855
ENGINE DRIVEN PUMPS

HT cooling water pump** (2.0/3.2 bar) m3/h 10.9/13.1 12.7/15.2 14.5/17.4 16.3/19.5 18.1/21.6
LT cooling water pump** (1.7/3.0 bar) m3/h 15.7/17.3 18.9/20.7 22.0/24.2 25.1/27.7 28.3/31.1
Lubricating oil (3-5.0 bar) m3/h 21/25 23/27 24/29 26/31 28/33
EXTERNAL PUMPS
Fuel oil feed pump (4 bar) m3/h 0.14/0.15 0.16/0.18 0.19/0.21 0.22/0.24 0.24/0.27
Fuel booster pump (8 bar) m3/h 0.41/0.45 0.49/0.54 0.57/0.63 0.65/0.72 0.73/0.81
COOLING CAPACITIES
Lubricating oil kW 79/85 95/102 110/119 126/136 142/153
Charge air LT kW 43/50 51/60 60/70 68/80 77/90
*Flow LT at 36°C inlet and 44°C outlet engine m3/h 13.1/14.6 15.7/17.5 18.4/20.4 21.0/23.3 23.6/26.2
Jacket cooling kW 107/125 129/150 150/175 171/200 193/225
Charge air HT kW 107/114 129/137 150/160 171/182 193/205
GAS DATA
Exhaust gas flow kg/h 3321/3675 3985/4410 4649/5145 5314/5880 5978/6615
Exhaust gas temp. °C 330 330 330 330 330
Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 3231/3575 3877/4290 4523/5005 5170/5720 5816/6435
STARTING AIR SYSTEM

Air consumption per start Nm3 0.80 0.96 1.12 1.28 1.44
HEAT RADIATION
Engine kW 11/12 13/15 15/17 17/20 19/22
Alternator kW (see separate data from the alternator maker)
The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and 44°C for LT water. At different inlet temperatures the
flow will change accordingly.
Example: if the inlet temperature is 25°C, then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original
flow. The HT flow will change to (80-36)/(80-25)*100 = 80% of the original flow. If the temperature rises above 36°C,
then the LT outlet will rise accordingly.
** Max. permission inlet pressure 2.0 bar.
178 33 88-6.1
Fig. 4.14b: List of capacities for L16/24
485 600 100 198 28 87
4.18
L21/31 GenSet Data

Power lay-out
900 r/min 60 Hz 1000 r/min 50 Hz
5L21/31 950 905 1000 950
6L21/31 1140 1085 1200 1140
7L21/31 1330 1265 1400 1330
8L21/31 1520 1445 1600 1520
9L21/31 1710 1625 1800 1710
178 23 04-3.0
Cyl. No. * C (mm) H (mm) **Dry weight

GenSet (t)
5 (900 r/min) 5860 3050 21.3

5 (1000 r/min) 5860 3050 21.3
6 (900 r/min) 6300 3100 24.3

6 (1000 r/min) 6300 3100 24.3
7 (900 r/min) 6760 3100 27.3

7 (1000 r/min) 6760 3100 27.3
8 (900 r/min) 7210 3100 30.3

8 (1000 r/min) 7210 3100 30.3
9 (900 r/min) 7660 3250 33.3

9 (1000 r/min) 7660 3250 33.3
178 48 08-7.1
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with galley)
** Weight incl. standard alternator (based on a Uljanik alternator)
485 600 100 198 28 87
4.19
L21/31 GenSet Data

900/1000 r/min Eng. kW 950/1000 1140/1200 1330/1400 1520/1600 1710/1800
900/1000 r/min 60/50 Hz Gen. kW 905/950 1085/1140 1265/1330 1445/1520 1625/1710
ENGINE DRIVEN PUMPS

LT cooling water pump (1.0/2.5 bar) ** m3/h 55/61 55/61 55/61 55/61 55/61
HT cooling water pump (1.0/2.5 bar)** m3/h 55/61 55/61 55/61 55/61 55/61
Lubricating oil (3.0-5.0 bar) m3/h 31/34 31/34 41/46 41/46 41/46
EXTERNAL PUMPS
Max. delivery pressure of bar 2.5 2.5 2.5 2.5 2.5
cooling water pumps
Fuel oil feed pump (4.0 bar) m3/h 0.29/0.33 0.35/0.37 0.41/0.44 0.46/0.50 0.52/0.56
Fuel booster pump m3/h 0.87/1.0 1.04/1.12 1.22/1.31 1.39/1.50 1.56/1.68
COOLING CAPACITIES
Charge air LT kW 137 165 192 220 247
*Flow LT at 36°C inlet and 44°C outlet m3/h 28.9/37.7 34.6/45.3 40.4/52.8 46.2/60.3 52.0/61.8
Charge air HT kW 244 293 341 390 439
*Flow HT at 36°C inlet and 80°C outlet m3/h 9.4/9.6 11.2/11.5 13.1/13.5 15.0/15.4 16.8/17.7
GAS DATA
Exhaust gas temp. °C 330/285 330/285 330/285 330/285 330/285
STARTING AIR SYSTEM

HEAT RADIATION
Engine kW
178 48 09-9.0
The stated heat balances are based on tropical conditions, the flows and exhaust gas temp. are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80°C,

and 44°C for LT water.
At different inlet temperatures the flow will change

accordingly.
Example: if the inlet temperature is 25°C, then the LT flow will

change to (44-36)/(44-25)*100 = 53% of the original flow. The HT
flow will not change.
178 23 05-5.0
** Max. permission inlet pressure 2.0 bar.
485 600 100 198 28 87
4.20
L23/30H Holeby GenSet Data

Power lay-out
720 r/min 60 Hz 750 r/min 50 Hz 900 r/min 60 Hz
Eng. kW Gen. kW Eng. kW Gen. kW Eng. kW Gen. kW
5L23/30H 650 615 675 645
6L23/30H 780 740 810 770 960 910
7L23/30H 910 865 945 900 1120 1060
8L23/30H 1040 990 1080 1025 1280 1215
178 23 06-7.0
**Dry weight
Cyl. no A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 3369 2155 5524 2383 18.0

5 (750 r/min) 3369 2155 5524 2383 17.6
6 (720 r/min) 3738 2265 6004 2383 19.7

6 (750 r/min) 3738 2265 6004 2383 19.7
6 (900 r/min) 3738 2265 6004 2815 21.0
7 (720 r/min) 4109 2395 6504 2815 21.4

7 (750 r/min) 4109 2395 6504 2815 21.4
7 (900 r/min) 4109 2395 6504 2815 22.8
8 (720 r/min) 4475 2480 6959 2815 23.5

8 (750 r/min) 4475 2480 6959 2815 22.9
8 (900 r/min) 4475 2340 6815 2815 24.5
178 34 53-7.1
Q Min. distance between engines: 2250 mm.
** Weight included a standard alternator, make A. van Kaick
Fig. 4.16a: Power and outline of L23/30H
485 600 100 198 28 87
4.21
Max. continuous rating at Cyl. 5 6 7 8

720/750 r/min Engine kW 650/675 780/810 910/945 1040/1080
900 r/min Engine kW 800 960 1120 1280
720/750 r/min 60/50 Hz Gen. kW 615/645 740/770 865/900 990/1025
900 r/min 60 Hz Gen. kW 910 1060 1215
ENGINE-DRIVEN PUMPS 720, 750/900 r/min
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.0/1.3 1.0/1.3 1.0/1.3 1.0/1.3
LT cooling water pump (1-2.5 bar) m3/h 55/69 55/69 55/69 55/69
HT cooling water pump (1-2.5 bar) m3/h 36/45 36/45 36/45 36/45
Lube oil main pump (3-5/3.5-5 bar) m3/h 16/20 16/20 20/20 20/20
SEPARATE PUMPS
Fuel oil feed pump*** (4-10 bar) m3/h 0.19/0.24 0.23/0.29 0.27/0.34 0.30/0.39
LT cooling water pump* (1-2.5 bar) m3/h 35/44 42/52 48/61 55/70
LT cooling water pump** (1-2.5 bar) m3/h 48/56 54/63 60/71 73/85
HT cooling water pump (1-2.5 bar) m3/h 20/25 24/30 28/35 32/40
Lube oil stand-by pump (3-5/3.5-5 bar) m3/h 14/16 15/17 16/18 17/19
COOLING CAPACITIES
LUBRICATING OIL
Heat dissipation kW 69/97 84/117 98/137 112/158
LT cooling water quantity* m3/h 5.3/6.2 6.4/7.5 7.5/8.8 8.5/10.1
SW LT cooling water quantity** m3/h 18 18 18 25
Lube oil temp. inlet cooler °C 67 67 67 67
LT cooling water temp. inlet cooler °C 36 36 36 36
CHARGE AIR
LT cooling water quantity m3/h 30/38 36/46 42/53 48/61
LT cooling water inlet cooler °C 36 36 36 36
JACKET COOLING
HT cooling water quantity m3/h 20/25 24/30 28/35 32/40
HT cooling water temp. inlet cooler °C 77 77 77 77
GAS DATA
Exhaust gas flow kg/h 5510/6980 6620/8370 7720/9770 8820/11160
Exhaust gas temp. °C 310/325 310/325 310/325 310/325
Max. allowable back. press. bar 0.025 0.025 0.025 0.025
Air consumption kg/h 5364/6732 6444/8100 7524/9432 8604/10800
STARTING AIR SYSTEM
Air consumption per start Nm3 2.0 2.0 2.0 2.0
HEAT RADIATION
Engine kW 21/26 25/32 29/37 34/42
Generator kW (See separate data from generator maker)
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 r/min. Heat dissipation gas and pump
capacities at 750 r/min. are 4% higher than stated. If LT cooling are sea water, the LT 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.
These data are 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 no 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.
178 34 54-5.2
Fig. 4.16b: List of capacities for L23/30H
485 600 100 198 28 87
4.22

Power lay-out
720 r/min 60 Hz 750 r/min 50 Hz
5L27/38 1500 1425 1600 1520
6L27/38 1800 1710 1920 1825
7L27/38 2100 1995 2240 2130
8L27/38 2400 2280 2560 2430
9L27/38 2700 2565 2880 2735
178 23 07-9.0
Cyl. no A (mm) * B (mm) * C (mm) H (mm) **Dry weight

GenSet (t)
5 (720 r/min) 4346 2486 6832 3705 42.0
5 (750 r/min) 4346 2486 6832 3705 42.3
6 (720 r/min) 4791 2766 7557 3705 45.8
6 (750 r/min) 4791 2766 7557 3717 46.1
7 (720 r/min) 5236 2766 8002 3717 52.1
7 (750 r/min) 5236 2766 8002 3717 52.1
8 (720 r/min) 5681 2986 8667 3717 56.5
8 (750 r/min) 5681 2986 8667 3717 58.3
9 (720 r/min) 6126 2986 9112 3797 61.8
9 (750 r/min) 6126 2986 9112 3797 63.9
178 33 89-8.2
Q Min. distance between engines: 3000 mm. (without gallery) and 3400 mm. (with gallery)
** Weight included a standard alternator
485 600 100 198 28 87
4.23
L27/38 GenSet Data

720/750 r/min Engine kW 1500/1600 1800/1920 2100/2240 2400/2560 2700/2880
720/750 r/min 60/50 Hz Gen. kW 1425/1520 1710/1825 1995/2130 2280/2430 2565/2735
ENGINE DRIVEN PUMPS

LT cooling water pump (1.0-2.5 bar) m3/h 58/39 58/46 58/54 58/62 58/70
HT cooling water pump (1.0-2.5 bar) m3/h 58/39 58/46 58/54 58/62 58/70
Lubricating oil pump (4.5-5.5 bar) m3/h 64/32 64/38 92/45 92/51 92/58
EXTERNAL PUMPS
Max. delivery pressure of bar 2.50 2.50 2.50 2.50 2.50
cooling water pump
Fuel oil feed pump (4.0 bar) m3/h 0.45/0.48 0.53/0.58 0.62/0.67 0.71/0.77 0.80/0.86
Fuel booster pump (8.0 bar) m3/h 1.34/1.44 1.60/1.73 1.87/2.02 2.14/2.30 2.40/2.59
COOLING CAPACITIES
Charge air LT kW 144/160 173/192 202/224 231/256 260/288
*Flow LT at 36°C inlet and 46°C outlet m3/h 30.1/38.2 36.1/45.8 42.1/53.4 48.2/61.1 54.2/68.7
Charge air HT kW 422/319 507/383 591/447 676/511 760/575
*Flow HT at 36°C inlet and 80°C outlet m3/h 18.5/11.8 22.2/14.2 25.9/16.5 29.6/18.9 33.3/21.2
GAS DATA
Exhaust gas temp. °C 330/281 330/281 330/281 330/281 330/281
STARTING AIR SYSTEM

HEAT RADIATION
Engine kW 54/57 64/69 75/80 86/92 97/103
The stated heat balances are based on tropical conditions, the flows and exhaust gas temp. are based on ISO ambient condition.
178 33 90-8.2
* The outlet temperature of the HT water is fixed to

80°C, and 44°C for LT water. At different inlet tempera-
ture the flow will change accordingly.
Example: if the inlet temperature is 25°C then the LT
flow will change to (46-36)/(44-25)*100 = 53% of the
original flow. The HT flow will change to
(80-36)/(80-25)*100 = 80% of the original flow.
178 23 08-0.0
485 600 100 198 28 87
4.24

Power lay-out
720 r/min 60 Hz 750 r/min 50 Hz
5L28/32H 1050 1000 1100 1045
6L28/32H 1260 1200 1320 1255
7L28/32H 1470 1400 1540 1465
8L28/32H 1680 1600 1760 1670
9L28/32H 1890 1800 1980 1880
178 23 09-2.0

GenSet (t)
5 (720 r/min) 4279 2400 6679 3184 32.6
5 (750 r/min) 4279 2400 6679 3184 32.3
6 (720 r/min) 4759 2510 7269 3184 36.3
6 (750 r/min) 4759 2510 7269 3184 36.3
7 (720 r/min) 5499 2680 8179 3374 39.4
7 (750 r/min) 5499 2680 8179 3374 39.4
8 (720 r/min) 5979 2770 8749 3374 40.7
8 (750 r/min) 5979 2770 8749 3374 40.6
9 (720 r/min) 6199 2690 8889 3534 47.1
9 (750 r/min) 6199 2690 8889 3534 47.1
** Weight included a standard alternator, make A. van Kaick
All dimensions and masses are approximate, and subject to changes without prior notice. 178 33 92-1.3
Fig. 4.18a: Power and outline of L28/32H
485 600 100 198 28 87
4.25

720/750 r/min Engine kW 1050/1100 1260/1320 1470/1540 1680/1760 1890/1980
720/750 r/min 60/50 Hz Gen. kW 1000/1045 1200/1255 1400/1465 1600/1670 1800/1880
ENGINE-DRIVEN PUMPS
3
Fuel oil feed pump (5.5-7.5 bar) m /h 1.4 1.4 1.4 1.4 1.4
3
LT cooling water pump (1-2.5 bar) m /h 45 60 75 75 75
3
HT cooling water pump (1-2.5 bar) m /h 45 45 60 60 60
3
Lube oil main pump (3-5 bar) m /h 24 24 33 33 33
SEPARATE PUMPS
3
Fuel oil feed pump*** (4-10 bar) m /h 0.31 0.36 0.43 0.49 0.55
3
LT cooling water pump* (1-2.5 bar) m /h 45 54 65 77 89
3
LT cooling water pump** (1-2.5 bar) m /h 65 73 95 105 115
3
HT cooling water pump (1-2.5 bar) m /h 37 45 50 55 60
3
Lube oil stand-by pump (3-5 bar) m /h 22 23 25 27 28
COOLING CAPACITIES
LUBRICATING OIL
Heat dissipation kW 105 127 149 172 194
3
LT cooling water quantity* m /h 7.8 9.4 11.0 12.7 14.4
3
SW LT cooling water m /h 28 28 40 40 40
quantity**
Lube oil temp. inlet cooler °C 67 67 67 67 67
LT cooling water temp. inlet cooler °C 36 36 36 36 36
CHARGE AIR
3
LT cooling water quantity m /h 37 45 55 65 75
LT cooling water inlet cooler °C 36 36 36 36 36
JACKET COOLING
3
HT cooling water quantity m /h 37 45 50 55 60
HT cooling water temp. inlet cooler °C 77 77 77 77 77
GAS DATA
Exhaust gas flow kg/h 9260 11110 12970 14820 16670
Exhaust gas temp. °C 305 305 305 305 305
Max. allowable back. press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 9036 10872 12672 14472 16308
STARTING AIR SYSTEM
3
Air consumption per start Nm 2.5 2.5 2.5 2.5 2.5
HEAT RADIATION
Engine kW 26 32 38 44 50
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 r/min. Heat dissipation gas and pump
capacities at 750 r/min are 4% higher than stated. If LT cooling is sea water, the LT inlet is 32° C instead of 36°C.
These data are 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 no 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. 178 06 47-1.0
Fig. 4.18b: List of capacities for L28/32H
485 600 100 198 28 87
4.26

Power lay-out
720 r/min 60 Hz 750 r/min 50 Hz
6L32/40 2880 2750 2880 2750
7L32/40 3360 3210 3360 3210
8L32/40 3840 3665 3840 3665
9L32/40 4320 4125 4320 4125
178 23 10-2.0

GenSet (t)
6 (720 r/min) 6340 3415 9755 4510 75.0
6 (750 r/min) 6340 3415 9755 4510 75.0
7 (720 r/min) 6870 3415 10285 4510 79.0
7 (750 r/min) 6870 3415 10285 4510 79.0
8 (720 r/min) 7400 3635 11035 4780 87.0
8 (750 r/min) 7400 3635 11035 4780 87.0
9 (720 r/min) 7930 3635 11565 4780 91.0
9 (750 r/min) 7930 3635 11565 4780 91.0
178 34 55-7.3
** Weight included an alternator, Type B16, Make Siemens
Fig. 4.19a: Power and outline of 32/40
485 600 100 198 28 87
4.27
480 kW/Cyl. - two stage air cooler
Max. continuous rating at Cyl. 6 7 8 9

750 r/min 50 Hz Engine kW 2880 3360 3840 4320
720 r/min 60 Hz Gen. kW 2750 3210 3665 4125
ENGINE-DRIVEN PUMPS
LT cooling water pump (3 bar) m3/h 36 42 48 54
HT cooling water pump (3 bar) m3/h 36 42 48 54
oil main pump (8 bar) m3/h 75 88 100 113
SEPARATE PUMPS
Fuel oil feed pump (4 bar) m3/h 0.9 1.0 1.2 1.3
Fuel oil booster pump (8 bar) m3/h 2.6 3.0 3.5 3.9
Prelubricating oil pump (8 bar) m3/h 19 22 26 29
LT cooling water pump (3 bar) m3/h 36 42 48 54
HT cooling water pump (3 bar) m3/h 36 42 48 54
COOLING CAPACITIES
LT charge air kW 303 354 405 455
Lubricating oil kW 394 460 526 591
Flow LT at 36° C m3/h 36 42 48 54
HT charge air kW 801 934 1067 1201
Jacket cooling kW 367 428 489 550
Flow HT 80° C outlet engine m³/h 36 42 48 54
GAS DATA
Exhaust gas flow kg/h 22480 26227 29974 33720
Exhaust gas temp. °C 350 350 350 350
Max. allowable back. press. bar 0.025 0.025 0.025 0.025
Air consumption kg/h 21956 25615 29275 32934
STARTING AIR SYSTEM

Air consumption per start Nm3 2.50 2.63 2.75 2.85
HEAT RADIATION
Engine kW 137 160 183 206
178 34 56-9.2
The stated heat balances are based on 100% load and

tropical condition, the flows are based on ISO ambient
condition.
Pump capacities of engine-driven pumps at 750 r/min.

are 4% higer than stated.
178 23 11-4.0
485 600 100 198 28 87
4.28
Installation Aspects 5
MAN B&W Diesel A/S Engine Selection Guide, MC programme
5.01 Space Requirements and Overhaul Heights
Installation Aspects crane beam for dismantling the turbocharger is

stated in the respective Project Guides.
The figures shown in this section are intended as an
aid at the project stage. The data are subject to The overhaul tools for the engine are designed to be
change without notice, and binding data is to be used with a crane hook according to DIN 15400,
given by the engine builder in the ‘Installation Docu- June 1990, material class M and load capacity 1Am
mentation’. and dimensions of the single hook type according to
DIN 15401, part 1.
Space Requirements for the Engine The total length of the engine at the crankshaft level
may vary depending on the equipment to be fitted
The space requirements stated in Figs. 5.01 are on the fore end of the engine, such as adjustable
valid for engines rated at nominal MCR (L1). counterweights, tuning wheel, moment compensa-
tors or PTO.
The additional space needed for engines equipped
with PTO is available on request.
If, during the project stage, the outer dimensions of

the turbochargers seem to cause problems, it is
possible, for the same number of cylinders, to use
turbochargers with smaller dimensions by increas-
ing 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 vertical or tilted lift,
see Figs. 5.01.01a and 5.01.01b.
The capacity of a normal engine room crane can be

found in Fig. 5.01.02.
The area covered by the engine room crane shall be

wide enough to reach any heavy spare part required
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 ApS, shown in Figs. 5.01.02 and 5.01.03.
Please note that the distances H3 and H4 given for a

double-jib crane is from the centre of the crankshaft
to the lower edge of the deck beam.
A special crane beam for dismantling the turbo-

charger must be fitted. The lifting capacity of the
430 100 030 198 28 88
5.01.01
H1 H3
H2
E
Lmin B 178 16 77-5.0
K98MC K98MC-C S90MC-C L90MC-C* K90MC K90MC-C S80MC-C S80MC L80MC*

Dimensions in mm
A 1700 1700 1800 1699 1699 1699 1736 1736 1510
B 4640 4370 5000 4936 4936 4286 5000 4824 4388
E 1750 1750 1602 1602 1602 1602 1424 1424 1424
H1 13400 12825 14425 13900 14125 12800 14300 14125 12275
H2 13125 - 13525 12800 13250 12600 13300 13250 11825
H3 13100 12650 14200 13125 13200 12375 13000 12950 11775
Lmin
4 cyl. 9176 8529 8386
5 cyl. 10778 9953 9810
6 cyl. 12865 12865 12087 12400 12380 12447 10899 11377 11234
7 cyl. 14615 14615 13689 15502 13982 14049 12323 12581 12658
8 cyl. 17605 17605 15291 17104 17084 15651 13747 14005 14082
9 cyl. 19355 19355 18193 18706 18686 18403 16719 16786
10 cyl. 21105 21105 20308 20288 20005 18143 18210
11 cyl. 22855 22855 21910 21890 21607 19567 19634
12 cyl. 24605 24605 23512 23492 23209 20991 21058
13 cyl. 26355 26355
14 cyl. 28105 28105
Dry masses in tons
4 cyl. 787 657 580
5 cyl. 931 777 681
6 cyl. 1143 1102 1074 1077 1074 986 872 885 791
7 cyl. 1315 1277 1209 1279 1272 1106 981 996 864
8 cyl. 1514 1470 1372 1446 1411 1253 1088 1105 974
9 cyl. 1666 1618 1543 1589 1553 1415 1223 1120
10 cyl. 1854 1789 1734 1700 1561 1343 1218
11 cyl. 1996 1932 1877 1840 1686 1458 1339
12 cyl. 2146 2075 2038 1980 1826 1564 1440
13 cyl. 2296 2218
14 cyl. 2446 2361
The distances H1 and H2 are from the centre of the crankshaft to the crane hook.
The distance H3 for the double jib crane is from the centre of the crankshaft to the lower edge of the deck beam
E - Cylinder distance H1 - Normal lifting procedure H2 - Reduced height lifting procedure
H3 - Electrical double jib crane. * H1 - Vertical lift H2 - Tilted lift
178 22 75-4.0
Fig. 5.01.01a: Space requirements and masses
430 100 030 198 28 89
5.01.02
H1 H3
H2
E
Lmin B 178 16 77-5.0
K80MC-C S70MC-C* S70MC L70MC-C L70MC S60MC-C* S60MC* L60MC-C L60MC*

Dimensions in mm
A 1510 1520 1520 1323 1323 1300 1300 1134 1134
B 4088 4390 4250 3842 3842 3770 3478 3228 3228
E 1424 1190 1246 1190 1246 1020 1068 1020 1068
H1 11900 12400 12450 11225 11225 10650 10500 9950 9325
H2 11500 11525 11475 10500 10425 9925 9825 9225 8675
H3 11300 11250 11200 10300 10225 9675 9550 9025 8725
Lmin
4 cyl. 6591 7177 6591 7008 5648 6116 5648 5956
5 cyl. 7781 8423 7781 8254 6668 7184 6668 7024
6 cyl. 11104 8971 9669 8971 9500 7688 8252 7688 8092
7 cyl. 12528 10161 10915 10161 10746 8708 9320 8708 9160
8 cyl. 13952 11351 12161 11351 11992 9728 10388 9728 10228
9 cyl. 16526
10 cyl. 17950
11 cyl. 19374
12 cyl. 20798
13 cyl.
14 cyl.
Dry masses in tons
4 cyl. 408 413 396 383 263 273 255 264
5 cyl. 480 492 465 448 314 319 304 316
6 cyl. 736 555 562 538 525 358 371 347 357
7 cyl. 830 624 648 605 592 410 422 377 397
8 cyl. 926 704 722 683 667 467 470 453 442
9 cyl. 1065
10 cyl. 1178
11 cyl. 1276
12 cyl. 1374
13 cyl.
14 cyl.
The distances H1 and H2 are from the centre of the crankshaft to the crane hook.
The distance H3 for the double jib crane is from the centre of the crankshaft to the lower edge of the deck beam
E - Cylinder distance H1 - Normal lifting procedure H2 - Reduced height lifting procedure
H3 - Electrical double jib crane. * H1 - Vertical lift H2 - Tilted lift
178 22 76-6.0
Fig. 5.01.01b: Space requirements and masses
430 100 030 198 28 89
5.01.03
H1 H3
H2 H4
E
Lmin B 178 16 76-0.0
S50MC-C S50MC L50MC S46MC-C S42MC L42MC S35MC L35MC S26MC

Dimensions in mm
A 1085 1085 944 986 900 690 650 550 420
B 3150 2950 2710 2924 2670 2460 2200 1980 1880
E 850 890 890 782 748 748 600 600 490
H1 8950 8800 7825 8600 8050 6700 6425 5200 4825
H2 8375 8250 7325 8075 7525 6250 6050 4850 4725
H3 8150 8100 7400 7850 7300 6350 5925 5025 4525
H4 5850 4825 4500
Lmin
4 cyl. 4695 5280 5280 4317 4198 4406 3520 3485 2970
5 cyl. 5542 6170 6170 5099 4946 5154 4120 4085 3460
6 cyl. 6392 7060 7060 5881 5694 5902 4720 4685 3950
7 cyl. 7242 7950 7950 6663 6442 6650 5320 5285 4440
8 cyl. 8092 8840 8840 7445 7190 7398 5920 5885 4930
9 cyl. 7938 8146 6520 6485 5420
10 cyl. 9434 9642 7720 7685 6400
11 cyl. 10182 10390 8320 8285 6890
12 cyl. 10930 11138 8920 8885 7380
Dry masses in tons
4 cyl. 155 171 163 133 109 95 57 50 32
5 cyl. 181 195 188 153 125 110 65 58 37
6 cyl. 207 225 215 171 143 125 75 67 42
7 cyl. 238 255 249 197 160 143 84 75 48
8 cyl. 273 288 276 217 176 158 93 83 53
9 cyl. 195 176 103 92 58
10 cyl. 232 210 119 111 68
11 cyl. 249 229 133 120 74
12 cyl. 269 244 144 128 79
The distances H1 and H2 are from the centre of the crankshaft to the crane hook. The distances H3 and H4 for the double
jib crane are from the centre of the crankshaft to the lower edge of the deck beam.
E - Cylinder distance H1 - Vertical lift H2 - Tilted lift H3 - Electrical double jib crane H4 Manual double jib crane
178 87 19-8.1
Fig. 5.01.01c: Space requirements and masses
430 100 030 198 28 89
5.01.04
Lifting capacity in tons

Engine type For normal For double
overhaul jib crane
K98MC 12.5 2 x 6.3
K98MC-C 12.5 2 x 6.3
S90MC-C 10.0 2 x 5.0
L90MC-C 10.0 2 x 5.0
K90MC 10.0 2 x 5.0
K90MC-C 10.0 2 x 5.0
S80MC-C 10.0 2 x 5.0
S80MC 8.0 2 x 4.0
L80MC 8.0 2 x 4.0
K80MC-C 6.3 2 x 4.0
S70MC-C 6.3 2 x 3.0
S70MC 5.0 2 x 2.5
L70MC-C 6.3 2 x 3.0
L70MC 5.0 2 x 2.5
S60MC-C 4.0 2 x 2.0
S60MC 3.2 2 x 1.6
L60MC-C 4.0 2 x 2.0
L60MC 3.2 2 x 1.6
S50MC-C 2.0 2 x 1.6
S50MC 2.0 2 x 1.0
L50MC 1.6 2 x 1.0
S46MC-C 2.0 2 x 1.0
S42MC 1.25 2 x 1.0
L42MC 1.25 2 x 1.0
S35MC 0.8 2 x 0.5
L35MC 0.63 2 x 0.5
S26MC 0.5 2 x 0.5
178 87 20-8.1
Fig. 5.01.02: Engine room crane capacities for overhaul
488 701 010 198 28 90
5.01.05
Deck beam
MAN B&W Double

Jib Crane
The double-jib crane

can be delivered by:
Danish Crane Building A/S

Centreline crankshaft
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 06 25-5.3
Fig. 5.01.03: Overhaul with double-jib crane
488 701 010 198 28 90
5.01.06
5.02 Engine Outline, Galleries and Pipe Connections
Please note that the relevant information is to be

found in the Project Guide for the relevant engine
type.
The newest version of most of the drawings of this

section can be downloaded from our website at
www.manbw.dk under ‘Products’, ‘Marine Power’,
‘Two-stroke Engines’, where you then choose the
engine type.
430 100 061 198 28 91
5.02.01
5.03 Engine Seating and Holding Down Bolts
Engine Seating and Arrangement of

Holding Down Bolts
The dimensions of the seating stated in Figs.
5.03.01 and 5.03.02 are for guidance only.
The engine is basically mounted on epoxy chocks

4 82 102 in which case the underside of the
bed-plate’s lower flanges has no taper.
The epoxy types approved by MAN B&W Diesel A/S

are:
‘Chockfast Orange PR 610 TCF’

from ITW Philadelphia Resins Corporation, USA,
and
‘Epocast 36’
from H.A. Springer – Kiel, Germany
The engine may alternatively, be mounted on cast

iron chocks (solid chocks 4 82 101), in which case
the underside of the bedplate’s lower flanges is with
taper 1:100.
482 100 000 198 28 93
5.03.01
178 06 43-4.2
Dimensions are stated in mm

Engine type A B C D E F G H I Jh Jv K L M N P
K98MC 3255 2730 50 1955 60 1525 50 1510 30 781 1700 80 50 500 38
K98MC-C 3120 2530 50 1825 60 1375 50 1360 30 781 1700 80 50 500 38
S90MC-C 3360 3100 44 2480 55 1755 44 1730 30 920 1800 75 50 470 34
L90MC-C 3360 3100 44 2480 55 1755 44 1730 30 920 1800 75 50 470 34
K90MC 3420 3054 44 2359 55 1675 44 1650 30 885 1699 75 50 470 34
K90MC-C 3090 2729 44 2034 55 1405 44 1380 30 610 1699 75 50 470 34
S80MC-C 3275 2815 40 2100 50 1735 40 1710 25 920 1736 70 50 440 34
S80MC 3275 2950 40 2320 50 1700 40 1675 25 805 1736 70 50 440 34
L80MC 3040 2720 40 2100 50 1490 40 1465 25 785 1510 70 50 440 34
K80MC-C 2890 2570 40 1950 50 1340 40 1315 25 677 1510 70 50 430 34
S70MC-C 2880 2485 36 1890 45 1530 36 1515 22 805 1520 65 50 400 34
S70MC 2880 2616 36 2046 45 1500 36 1480 22 695 1520 65 50 400 34
L70MC-C 2670 2430 36 1965 45 1405 36 1385 20 755 1262 65 50 400 34
L70MC 2670 2410 36 1840 45 1310 36 1290 20 685 1323 65 50 400 34
S60MC-C 2410 2175 30 1855 40 1330 30 1315 20 700 1300 60 50 400 25
S60MC 2410 2175 30 1690 40 1215 30 1200 20 630 1300 60 50 400 25
L60MC-C 2270 2035 30 1690 40 1215 30 1200 20 640 1082 60 50 400 25
L60MC 2270 2045 30 1565 40 1095 30 1080 20 1150 605 1134 60 50 400 25
S50MC-C 2090 1880 28 1540 36 1110 28 1095 20 1075 518 1088 50 47 400 22
S50MC 2090 1880 28 1450 36 1035 28 1020 20 1050 520 1085 50 50 400 22
L50MC 1970 1760 28 1330 36 915 28 900 18 1046 515 944 50 50 400 22
S46MC-C 1955 1755 28 1435 32 1060 28 1045 18 830 550 986 50 50 380 22
S42MC 1910 1720 25 1330 30 955 24 980 15 880 510 900 45 50 350 19
L42MC 1785 1595 25 1230 30 870 25 855 18 940 560 690 45 50 350 19
S35MC 1616 1475 20 1155 25 855 20 840 18 775 495 650 45 40 350 19
L35MC 1505 1350 20 1035 25 720 20 705 18 745 465 550 45 40 350 19
S26MC 1390 1235 20 695 20 680 15 690 470 420 40 35 19
Jv = with vertical oil outlets Jh = with horizontal oil outlets
Fig. 5.03.01: Profile of engine seating, epoxy chocks 178 87 22-1.1
482 600 015 198 28 94
5.03.02
5.04 Engine Top Bracings
Please note that the newest version of most of the ing is not installed. This has normally to be checked
drawings of this section can be downloaded from by measurements, i.e. with and without top bracing.
our website on www.manbw.dk under ‘Products’,
‘Marine Power’, ‘Two-stroke Engines’ where you If a vibration measurement in the first vessel of a se-
then choose the engine type and you will find a list of ries shows that the vibration level is acceptable
the available drawings under ‘Installation Drawing’. without the top bracing, then we have no objection
to the top bracing being dismounted and the rest of
The position of the top bracings for a specific engine the series produced without top bracing.
can be found in the respective Project Guide.
It is our experience that especially the 7 cyl. engine
will often have a lower vibration level without top
Top Bracing bracing.
The so-called guide force moments are caused by Without top bracing, the natural frequency of the
the transverse reaction forces acting on the vibrating system comprising engine, ship’s bottom,
crossheads due to the connecting rod/crankshaft and ship’s side, is often so low that resonance with
mechanism. When the ‘piston’ of a cylinder is not the excitation source (the guide force moment) can
exactly in its top or bottom position, the gas force occur close the the normal speed range, resulting in
from the combustion, transferred through the con- the risk of vibraiton.
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 the above the normal speed range, as the top bracing
guide shoe (or piston skirt in the case of a trunk en- increases the natural frequency of the above-
gine), and together they form a guide force moment. mentioned vibrating system.
The moments may excite engine vibrations moving The top bracing is normally placed on the exhaust
the engine top athwartships and causing a rocking side of the engine, but the top bracing can alterna-
(excited by H-moment) or twisting (excited by tively be placed on the camshaft side.
X-moment) movement of the engine.
For engines with fewer than seven cylinders, this

guide force moment tends to rock the engine in
transverse direction, and for engines with seven cyl-
inders or more, it tends to twist the engine. Both
forms are shown in section 7 dealing with vibrations.
The guide force moments are harmless to the en-
gine, however, they may cause annoying vibrations
in the superstructure and/or engine room, if proper
countermeasures are not taken.
As a detailed calculation of this system is normally

not available, MAN B&W Diesel recommend that top
bracing is installed between the engine’s upper
platform brackets and the casing side.
However the top bracing is not needed in all cases. In

some cases the vibration level is lower if the top brac-
430 110 001 198 28 95
5.04.01
Mechanical top bracing
The mechanical top bracing shown in Figs. 5.04.01

and 5.04.02 comprises stiff connections (links) with
friction plates.
The forces and deflections for calculating the trans-

verse top bracing’s connection to the hull structure
are stated in Fig. 5.04.02.
Mechanical top bracings can be applied on all types

from 98 to the S35 and no top bracing is needed on
L35 and S26 types.
The mechanical top bracing is to be made by the ship-

yard in accordance with MAN B&W instructions.
Hydraulic top bracing
The hydraulic top bracings are available with pump

station or without pump station, see Figs. 5.04.03,
5.04.04 and 5.04.05
The hydraulically adjustable top bracing is an alter-

native to the mechanical top bracing and is intended
for appliction in vessels where hull deflection is fore-
seen to exceed the usual level.
The hydraulically adjustable top bracing is intended

for one side mounting, either the exhaust side (alter-
native 1), or the camshaft side (alternative 2).
Hydraulic top bracings can be applied on all 98-50

types.
Position of top bracings
All engines can have a top bracing on the exhaust side.
All 98-S35 engines can have a top bracing on the

camshaft side, except for S70MC-C, S60MC-C and
S50MC-C engines where only a hydraulic top brac-
ing can be placed in both ends of the engine.
The number of top bracings required and their loca-

tion are stated in the respective Project Guides.
For further information see section 7 ‘Vibration as-

pects’.
430 110 001 198 28 95
5.04.02
Force per mechanical top bracing and minimum

horizontal rigidity at attachment to the hull
Minimum
Force per
horizontal
Engine type bracing in
rigidity in
kN
MN/m
K98MC 248 230
K98MC-C 248 230
S90MC-C 209 210
L90MC-C 209 210
K90MC 209 210
K90MC-C 209 210
S80MC-C 165 190
S80MC 165 190
L80MC 165 190
K80MC-C 165 190
S70MC-C 126 170
S70MC 126 170
L70MC-C 126 170
L70MC 126 170
S60MC-C 93 140
S60MC 93 140
L60MC-C 93 140
L60MC 93 140
S50MC-C 64 120
S50MC 64 120
L50MC 64 120
S46MC-C 55 110
S42MC 45 100
L42MC 45 100
S35MC 32 85
L35MC * *
S26MC * *
* = top bracings are normally not required
178 22 72-9.0
178 46 90-9.0
Top bracing should only be installed on one side,

either the exhaust side, or the camshaft side
178 09 63-3.2
Fig. 5.04.01: Mechanical top bracing arrangement Fig. 5.04.02: Mechanical top bracing outline
483 110 007 198 28 96
5.04.03
Force per hydraulic top bracing and maximum

horizontal deflection at attachment to the hull
Number
Force per Max.
of top
bracing horizontal
Engine type bracings
in kN deflectio
per
n in mm
engine
11-12K98MC 6 127 0.51
6-10K98MC-C 4 127 0.51
11-12K98MC-C 6 127 0.51
6-10K98MC-C 4 127 0.51
S90MC-C 4 127 0.51
L90MC-C 4 127 0.51
K90MC 4 127 0.51
K90MC-C 4 127 0.51
S80MC-C 4 127 0.51
S80MC 4 127 0.51
L80MC 4 127 0.51
K80MC-C 4 127 0.51
S70MC-C 2 127 0.36
S70MC 2 127 0.36
L70MC-C 2 127 350
L70MC 2 127 0.36
S60MC-C 2 81 0.23
S60MC 2 81 0.23
L60MC-C 2 81 350
L60MC 2 81 0.23
S50MC-C 2 81 0.23
S50MC 2 81 0.23
L50MC 2 81 0.23
S46MC-C 2* 46* 0.13*
S42MC 2* 46* 0.13*
L42MC 2* 46* 0.13*
S35MC 2* 35* 0.07*
L35MC ** ** **
S26MC ** ** **
* = with mechanical top bracings only
** = top bracings are norminally not required
178 87 24-5.1
178 46 89-9.0
Fig. 5.04.03: Hydraulic top bracing arrangement, turbocharger located exhaust side of engine
483 110 008 198 28 97
5.04.04
With pneumatic/hydraulic
cylinders only Hydraulic cylinders
Accumulator unit
Pump station
including:
two pumps
oil tank
filter
releif valves and
control box
The hydraulically adjustable top bracing system con-

Pipe:
sists basically of two or four hydraulic cylinders, two
accumulator units and one pump station
Electric wiring:
178 16 68-0.0
Fig. 5.04.04a: Hydraulic top bracing layout of system with pump station, option: 4 83 122
Valve block with

solenoid valve
and relief valve
Hull Engine
side side
Inlet Outlet 178 16 47-6.0
Fig. 5.04.04b: Hydraulic cylinder for option 4 83 122
483 110 008 198 28 97
5.04.05
With pneumatic/hydraulic
cylinders only
178 18 60-7.0
Fig. 5.04.05a: Hydraulic top bracing layout of system without pump station, option: 4 83 123
178 15 73-2.0
Fig. 5.04.05b: Hydraulic cylinder for option 4 83 123
483 110 008 198 28 97
5.04.06
5.05 MAN B&W Controllable Pitch Propeller (CPP), Remote Control and
Earthing Device
MAN B&W Controllable Pitch Propeller

The standard propeller programme,fig. 5.05.01 and
5.05.02 shows the VBS type features, propeller
blade pitch setting by a hydraulic servo piston inte-
grated in the propeller hub.
The figures stated after VBS indicate the propeller

hub diameter, i.e. VBS1940 indicates the propeller
hub diameter to be 1940 mm.
Standard blade/hub materials are Ni-Al-bronze.

Stainless steel is available as an option. The propel-
lers are based on ‘no ice class’ but are available up
to the highest ice classes.
Controllable pitch propeller, diameter [mm]

9000
VBS1
8000 940
VBS18
00
7000 VBS1
680
VBS15
VBS1 60
6000 4
VBS1 60
380
VBS1
2
5000 VBS1 80
VBS 80 1
10
4000 VBS 80
9
VB 80
S86
3000 0
VB
S74
0
2000
1000
0
0 2 6 10 14 18 22 26 30
Engine Power [1000 kW]
178 22 23-9.0
Fig. 5.05.01: Controllable pitch propeller diameter (mm)
420 600 000 198 28 98
5.05.01
178 22 24-0.0
Propeller
D Hub VBS Q R Wmin Propeller
Cyl. kW speed
mm mm mm mm mm mass* ton
r/min
4 9,020 105 5,850 1,460 1,100 1,170 2,676 35.2
S60MC-C
5 11,275 105 6,150 1,560 1,175 1,257 2,919 43.5

6 13,530 105 6,450 1,680 1,278 1,338 2,976 53.3
7 15,785 105 6,700 1,800 1,360 1,400 3,000 58.4
8 18,040 105 6,950 1,940 1,460 1,450 3,200 68.1
4 8,160 105 5,650 1,460 1,100 1,170 2,676 34.1

5 10,200 105 6,000 1,560 1 175 1 242 2 676 39.2
S60MC
6 12,240 105 6,300 1,680 1 278 1 333 2 919 47.9

7 14,280 105 6,550 1,680 1 278 1 338 2 976 54.0
8 16,320 105 6,800 1,800 1 360 1 400 3 000 59.0
*The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.
198 30 06-0.0
Fig. 5.05.02a: MAN B&W controllable pitch propeller
420 600 000 198 28 98
5.05.02
Propeller
Cyl. kW speed
r/min
4 8,920 123 5,400 1,380 1,050 1,095 2,700 29.6
L60MC-C
5 11,150 123 5,700 1,460 1,110 1,155 2,800 38.8

6 13,380 123 5,950 1,560 1,190 1,225 3,000 44.8
7 15,610 123 6,200 1,680 1,278 1,338 3,200 53.0
8 17,840 123 6,450 1,800 1,360 1,400 3,250 59.5
4 7,680 123 5,200 1,380 1,030 1,131 2,651 29.5

5 9,600 123 5,500 1,460 1,100 1,170 2,676 34.5
L60MC
6 11,520 123 5,750 1,560 1,175 1,242 2,676 39.5

7 13,440 123 5,950 1,560 1,175 1,257 2,919 44.2
8 15,360 123 6,150 1,680 1,278 1,338 2,976 53.2
4 6,320 127 4,900 1,280 975 1,035 2,200 24.0

S50MC-C
5 7,900 127 5,200 1,380 1,050 1,095 2,270 29.1

6 9,480 127 5,450 1,380 1,050 1,095 2,350 32.1
7 11,060 127 5,650 1,460 1,110 1,155 2,350 35.5
8 12,640 127 5,850 1,560 1,190 1,225 2,350 39.9
4 5,720 127 4,800 1,280 975 1,010 2,140 22.4

5 7,150 127 5,050 1,280 975 1,035 2,200 24.4
S50MC
6 8,580 127 5,300 1,380 1,095 1,095 2,270 30.4

7 10,010 127 5,500 1,460 1,110 1,140 2,350 35.1
8 11,440 127 5,700 1,460 1,110 1,140 2,350 36.3
4 5,320 148 4,350 1,180 900 940 2,140 18.3

5 6,650 148 4,600 1,180 900 940 2,160 20.7
L50MC
6 7,980 148 4,850 1,280 975 1,035 2,200 25.5

7 9,310 148 5,050 1,380 1,050 1,095 2,270 29.4
8 10,640 148 5,200 1,380 1,050 1,095 2,270 30.6
4 5,240 129 4,700 1,180 900 940 2,160 19.7

S46MC-C
5 6,550 129 4,950 1,280 975 1,035 2,200 22.2

6 7,860 129 5,200 1,380 1,050 1,095 2,270 27.8
7 9,170 129 5,400 1,380 1,050 1,095 2,270 29.5
8 10,480 129 5,600 1,460 1,100 1,140 2,350 33.6
*The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.
198 30 06-0.0
Fig. 5.05.02b: MAN B&W controllable pitch propeller
420 600 000 198 28 98
5.05.03
Propeller
Cyl. kW speed
r/min
4 4,320 136 4,350 1,080 821 945 2,170 16.5
5 5,400 136 4,600 1,180 855 996 2,265 20.1
S42MC
6 6,480 136 4,850 1,280 957 1,075 2,511 24.4

7 7,560 136 5,050 1,280 957 1,075 2,511 27.5
8 8,640 136 5,200 1,380 1,030 1,131 2,676 30.5
9 9,720 136 5,350 1,380 1,030 1,131 2,676 32.7
10 10,800 136 5,500 1,460 1,100 1,170 2,676 36.0
11 11,880 136 5,650 1,460 1,100 1,185 2,595 38.4
12 12,960 136 5,750 1,560 1,175 1,257 2,595 42.4
4 3,980 176 3,750 980 746 805 2,040 12.0

5 4,975 176 4,000 1,080 825 880 2,140 15.2
L42MC
6 5,970 176 4,200 1,180 900 940 2,140 16.4

7 6,965 176 4,350 1,180 900 940 2,160 22.7
8 7,960 176 4,500 1,280 975 1,035 2,200 23.1
9 8,955 176 4,600 1,280 975 1,035 2,200 23.6
10 9,950 176 4,700 1,280 975 1,035 2,200 26.2
11 10,945 176 4,800 1,380 1,050 1,095 2,270 29.9
12 11,940 176 4,900 1,380 1,050 1,095 2,270 30.5
4 2,960 173 3,550 860 653 742 2,000 9.6

5 3,700 173 3,750 980 746 807 2,040 12.5
S35MC
6 4,440 173 3,950 980 746 807 2,170 14.0

7 5,180 173 4,100 1,080 821 945 2,170 16.6
8 5,920 173 4,250 1,080 821 945 2,265 18.5
9 6,660 173 4,350 1,180 885 996 2,265 20.4
10 7,400 173 4,450 1,180 885 996 2,265 21.1
11 8,140 173 4,550 1,280 957 1,075 2,511 24.8
12 8,880 173 4,650 1,280 957 1,075 2,676 27.4
4 2,600 210 3,150 860 655 735 1,970 9.1

5 3,250 210 3,300 860 655 735 2,000 9.5
L35MC
6 3,900 210 3,450 980 746 785 2,000 10.3

7 4,550 210 3,600 980 746 785 2,040 11.8
8 5,200 210 3,700 980 746 805 2,040 12.3
9 5,850 210 3,800 1,080 825 880 2,140 13.9
10 6,500 210 3,900 1,080 825 880 2,140 14.7
11 7,150 210 4,000 1,180 900 940 2,140 16.5
12 7,800 210 4,100 1,180 900 940 2,140 17.2
4 1,600 250 2,600 740 569 655 1,940 5.5

5 2,000 250 2,750 740 569 655 1,940 6.4
S26MC
6 2,400 250 2,850 740 569 655 1,940 7.2

7 2,800 250 2,950 860 655 735 1,970 8.5
8 3,200 250 3,050 860 655 735 1,970 9.3
The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.
Fig. 5.05.02c: MAN B&W controllable pitch propeller
420 600 000 198 28 98
5.05.04
Data Sheet for Propeller
Identification:
Type of vessel:
178 22 36-0.0
For propeller design purposes please provide us

with the following information:
1. S:___________mm 7. Maximum rated power of shaft generator: kW

W:___________mm
I:___________mm (as shown above) 8. Optimisation condition for the propeller :
To obtain the highest propeller efficiency
2. Stern tube and shafting arrangement layout please identify the most common service
condition for the vessel.
3. Propeller aperture drawing
Ship speed:___________kn
4. Complete set of reports from model tank Engine service load:___________%
(resistance test, self-propulsion test and Service/sea margin:___________%
wake measurement). In case model test is Shaft generator service load:___________kW
not available the next page should be filled in. Draft:___________m
5. Drawing of lines plan 9. Comments:___________
6. Classification Society:___________
Ice class notation:___________
Fig. 5.05.03a: Data sheet for propeller design purposes
420 600 000 198 28 98
5.05.05
Main Dimensions
Symbol Unit Ballast Loaded

Length between perpendiculars LPP m
Length of load water line LWL m
Breadth BWL m
Draft at forward perpendicular DF m
Draft at aft perpendicular DA m
Displacement D m3
Block coefficient (LPP) CB -
Midship coefficient CM -
Waterplane area coefficient CWL -
Wetted surface with appendages S m2
Centre of buoyancy forward of LPP/2 LCB m
Propeller centre height above baseline H m
Bulb section area at forward perpendicular AB m2
178 22 97-0.0
Fig. 5.05.03b: Data sheet for propeller design purposes, in case model test is not available this table should be filled in
Propeller Clearance Hub Dismantling High skew Non-skew Baseline

of cap propeller propeller clearance
X mm Y mm Y mm Z mm
To reduce emitted pressure impulses and vibrations
from the propeller to the hull, MAN B&W recommend VB 480 75
a minimum tip clearance as shown in fig. 5.05.04. VB 560 100
VB 640 115
For ships with slender aft body and favourable inflow VB 740 115
conditions the lower values can be used whereas full
VB 860 135
after body and large variations in wake field causes
the upper values to be used. VB 980 120
VBS 740 225
In twin-screw ships the blade tip may protrude below VBS 860 265
the base line. 15-20% of D 20-25% of D Min.50-100
VBS 980 300
VBS 1080 330
VBS 1180 365
VBS 1280 395
Y
VBS 1380 420

VBS 1460 450
VBS 1560 480
D
VBS 1680 515

X
178 22 96-9.0
Baseline
Fig. 5.05.04: Propeller clearance
Z
178 22 37-2.0
420 600 000 198 28 98
5.05.06
Hydra pack
Oil tank
forward
seal
Stern
tube oil Pitch
tank order
PD
PAL
PAL PAH PI
TI
TAH
PSL PSL
LAL
M M
Servo
piston Pitch
feed-back
Lip ring Hydraulic
seals pipe
M M
Propeller shaft
Monoblock Stern Drain

Zinc Oil distribution
hub tube tank
anode ring
178 22 38-4.0
Fig. 5.05.05: Servo oil system for VBS propeller equipment
Servo Oil System
The principle design of the servo oil system for VBS

is shown in Fig. 5.05.05.
The VBS system consists of a servo oil tank unit –

Hydra Pack, and a coupling flange with electrical
pitch feed–back box and oil distributor ring.
The electrical pitch feed–back box measures con-

tinuously the position of the pitch feed–back ring
and compares this signal with the pitch order signal.
If deviation occurs, a proportional valve is actuated.
Hereby high pressure oil is fed to one or the other

side of the servo piston, via the oil distributor ring,
until the desired propeller pitch has been reached.
The pitch setting is normally remote controlled, but
local emergency control is possible.
420 600 000 198 28 98
5.05.07
178 22 39-6.0
Fig. 5.05.06: Hydra Pack - Servo oil tank unit
Hydra Pack Maximum system pressure is set on the safety

valve.
The servo oil tank unit – Hydra Pack (Fig. 5.05.06),
consists of an oil tank with all other components top The return oil is led back to the tank via a thermo-
mounted, to facilitate installation at yard. static valve, cooler and paper filter.
Two electrically driven pumps draw oil from the oil The servo oil unit is equipped with alarms according
tank through a suction filter and deliver high pres- to the Classification Society as well as necessary
sure oil to the proportional valve. pressure and temperature indication.
One of two pumps are in service during normal op- If the servo oil unit cannot be located with maximum
eration, while the second will start up at powerful oil level below the oil distribution ring the system
manoeuvring. must incorporate an extra, small drain tank com-
plete with pump, located at a suitable level, below
A servo oil pressure adjusting valve ensures mini- the oil distributor ring drain lines.
mum servo oil pressure at any time hereby minimiz-
ing the electrical power consumption.
420 600 000 198 28 98
5.05.08
Main Control Station

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

Panel (*) ES Panel BU ES ES: Emergency Stop Panel (*) ES
BU: Back-Up Control
Duplicated Network
Handles
Interface
Bridge
Ship’s RPM Pitch

Alarm
System
Operator
System failure alarm, Load reduction, Load red. Cancel alarm
Panel
Engine Control Room
Engine Room Start/Stop/Slow turning, Start blocking, Remote/Local

Governor limiter cancel Shaft Generator
Speed Set / PMS
Fuel Index
I Charge Air Press. Propulsion Auxiliary Control
I Control Equipment
Local engine Engine overload (max. load)
control System
Pitch Set Coordinated
(in Governor)
STOP
STOP
START
Remote/Local Control
STOP
Propeller Pitch System

Closed Loop Back-up selected
Control Box
PI PI Pitch
Engine speed
Ahead/ Shut down, Shut down reset/cancel
Astern I
Terminals for
engine
Engine safety PI
system
monitoring sensors
Terminals for
propeller
monitoring I
sensors
Pitch
178 22 40-6.0
Fig. 5.05.07: Remote control system - Alphatronic 2000
Remote Control System stant speed or separate thrust mode is possible.

The rates of changes are controlled to ensure
The remote control system is designed for control of smooth manoeuvres and avoidance of propeller
a propulsion plant consisting of the following types cavitation.
of plant units:
• A Load control function protects the engine
• Diesel engine
against overload. The load control function con-
• Tunnel gear with PTO/PTI, or PTO gear tains a scavenge air smoke limiter, a load
programme for avoidance of high thermal
• Controllable pitch propeller
stresses in the engine, an automatic load reduc-
As shown on fig. 5.05.07, the propulsion remote
tion and an engineer controlled limitation of maxi-
control system comprises a computer controlled
mum load.
system with interconnections between control sta-
tions via a redundant bus and a hard wired back-up • Functions for transfer of responsibility between
control system for direct pitch control at constant the local control stand, engine control room and
shaft speed. control locations on the bridge are incorporated in
the system.
The computer controlled system contains functions
for:
• Machinery control of engine start/stop, engine
load limits and possible gear clutches.
• Thrust control with optimization of propeller pitch
and shaft speed. Selection of combinator, con-
420 600 000 198 28 98
5.05.09
288 144
PROPELLER PROPELLER
RPM PITCH
288
BACK UP IN TAKE
CONTROL CONTROL CONTROL
ON/OFF
178 22 41-8.0
Fig. 5.05.08: Main bridge station standard layout
Propulsion Control Station on the Main Bridge • A thrust control panel with control lever for
thrust control, an emergency stop button and
For remote control a minimum of one control station push buttons for transfer of control between con-
located on the bridge is required. trol stations on the bridge.
This control station will incorporate three modules,

as shown on fig. 5.05.08:
• A propulsion control panel with push buttons
and indicators for machinery control and a display
with information of condition of operation and
status of system parameter.
• A propeller monitoring panel with back-up in-
struments for propeller pitch and shaft speed.
420 600 000 198 28 98
5.05.10
Alpha Clutcher - for Auxilliary Propulsion

Systems
The Alpha Clutcher is a new shaftline de-cluching

device for auxilliary propulsion systems which
meets the class notations for redundant propulsion.
It facilitates reliable and simple ‘take home’ and
‘take away’ functions in two-stroke engine plants.
See section 4.
Earthing Device
In some cases, it has been found that the difference
in the electrical potential between the hull and the
propeller shaft (due to the propeller being immersed
in seawater) has caused spark erosion on the main
bearings and journals of the engine.
A potential difference of less than 80 mV is harmless

to the main bearings so, in order to reduce the po-
tential between the crankshaft and the engine struc-
ture (hull), and thus prevent spark erosion, we rec-
ommend the installation of a highly efficient earthing
device.
The sketch Fig. 5.05.09 shows the layout of such an

earthing device, i.e. a brush arrangement which is
able to keep the potential difference below 50 mV.
We also recommend the installation of a shaft-hull

mV-meter so that the potential, and thus the correct
functioning of the device, can be checked.
420 600 010 198 28 99
5.05.11
Cross section must not be smaller than 45 mm2 and

the length of the cable must be as short as possible
Hull
Slipring
solid silver track
Voltmeter for shaft-hull
potential difference
Silver metal
graphite brushes
Rudder
Propeller Voltmeter for shaft-
hull potential difference
Main bearing
Intermediate shaft
Propeller shaft Earthing device
Current
178 32 07-8.1
Fig. 5.05.09: Earthing device, (yard’s supply)
420 600 010 198 28 99
5.05.12
Auxiliary Systems 6
6.01 Calculation of Capacities Each system is briefly described in sections 6.02 to

6.10. A detailed specification of the components
can be found in the respective Project Guides.
The MC engines are availbale in the three versions
shown in Fig. 3.01 with respect to the SFOC. If a freshwater generator is installed, the water pro-
duction can be calculated by using the formula
A 2 g kWh penalty must be added to the SFOC if a stated later in this section and the way of calculating
higher exhaust gas temperature is required by using the exhaust gas data is also shown later in this sec-
a conventional turbocharger. tion. The air consumption is approximately 98% of
the calculated exhaust gas amount.
The diagrams use the symbols shown in Fig. 6.01.24

Cooling Water Systems ‘Basic symbols for piping’. The symbols for instrumen-
tation can be found in section 8 of the Project Guides.
The capacities lists in the tables listed below are
based on tropical ambient reference conditions and Heat radiation
refer to engines running at nominal MCR (L1).
The radiation and convection heat losses to the en-
The figure numbers are as follows: gine room are stated as an approximate percentage
of the engine’s nominal power (kW in L1).
Cooling General Engine bore in cm 1.1% for the 98 and 90 types
system diagram 98-80 70-60 50-26 1.2% for the 80 and 70 types
1.3% for the 60 and 50 types
Seawater 6.01.01 6.01.03 6.01.05 6.01.07
1.5% for the 46 and 42 types
Central 6.01.02 6.01.04 6.01.06 6.01.08 1.8% for the 35 types, and
2.0% for the 26 type
The capacities for the starting air receivers and the
compressors are stated in Fig. 6.01.09
Fig. 6.01.01: Diagram for seawater cooling system
178 11 27-6.1
Fig. 6.01.02: Diagram for central cooling water system
430 200 025 198 29 00
6.01.01
K98MC
Cyl. 6 7 8 9 10 11 12 13 14
Nominal MCR at 94 r/min kW 34320 40040 45760 51480 57200 62920 68640 74360 80080
Fuel oil circulating pump m3/h 13.1 15.2 17.4 19.6 22.0 24.0 26.0 28.0 30.0
Fuel oil supply pump m3/h 8.6 10.1 11.5 12.9 14.4 15.8 17.3 18.7 20.0
Jacket cooling water pump m3/h 1) 295 350 395 440 495 540 590 640 690
2) 275 320 370 415 460 510 550 600 640
3) 275 320 370 415 460 510 550 600 640
Seawater cooling pump* m3/h 1) 1080 1260 1440 1610 1800 1980 2150 2340 2520
Pumps
2) 1070 1250 1430 1610 1780 1970 2140 2320 2500

3) 1060 1240 1420 1600 1770 1950 2130 2300 2480
* 3
Lubricating oil pump m /h 1) 740 870 990 1110 1240 1360 1480 1610 1730
2) 750 860 990 1120 1240 1360 1480 1610 1730
3) 740 860 980 1110 1230 1350 1470 1590 1710
Scavenge air cooler
Heat dissipation approx. kW 13700 15980 18260 20550 22830 25110 27390 29680 31960
3
Seawater m /h 690 805 920 1035 1150 1265 1380 1495 1610
Lubricating oil cooler
Heat dissipation approx.* kW 1) 2880 3460 3890 4320 4900 5330 5760 6340 6770
2) 2960 3390 3890 4440 4870 5410 5840 6350 6780
3) 2790 3220 3690 4180 4610 5040 5530 5960 6430
Lubricating oil* m3/h See above ‘Main lubricating oil pump’
Coolers
Seawater m3/h 1) 390 455 520 575 650 715 770 845 910
2) 380 445 510 575 630 705 760 825 890
3) 370 435 500 565 620 685 750 805 870
Jacket water cooler
Heat dissipation approx. kW 1) 4960 5840 6640 7440 8320 9120 9920 10800 11600
2) 4800 5600 6400 7200 8000 8800 9600 10400 11200
3) 4800 5600 6400 7200 8000 8800 9600 10400 11200
Jacket cooling water m3/h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 345 400 455 510 580 630 680 730 790
**
Exhaust gas flow at 245 °C kg/h 323400 377300 431200 485100 539000 592900 646800 700700 754600
Air consumption of engine kg/s 88.2 102.9 117.6 132.3 147.0 161.7 176.4 191.1 205.8
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with Mitsubishi turbochargers

2) Engines with ABB turbochargers, type TPL
178 86 64-5.1
Fig. 6.01.03a: List of capacities, K98MC with high efficiency turbocharger and seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
430 200 025 198 29 00
6.01.02
K98MC
Cyl. 6 7 8 9 10 11 12 13 14
2) 275 320 370 415 460 510 550 600 640
3) 275 320 370 415 460 510 550 600 640
Central cooling water pump* m3/h 1) 840 980 1120 1260 1400 1540 1670 1820 1960
2) 830 970 1110 1250 1390 1530 1660 1800 1940
Pumps
3) 830 960 1100 1240 1370 1510 1650 1780 1920

Seawater pump* m3/h 1) 1050 1240 1410 1580 1760 1940 2110 2290 2460
2) 1050 1220 1400 1580 1750 1930 2100 2270 2440
3) 1040 1210 1390 1560 1730 1910 2080 2250 2430
Lubricating oil pump* m3/h 1) 740 870 990 1110 1240 1360 1480 1610 1730
2) 750 860 990 1120 1240 1360 1480 1610 1730
3) 740 860 980 1110 1230 1350 1470 1590 1710
Scavenge air cooler
kW
Heat dissipation approx. 13590 15850 18120 20380 22640 24910 27170 29440 31700
Central cooling water m3/h 462 539 616 693 770 847 924 1001 1078
Heat dissipation approx.ÿ kW 1) 2880 3460 3890 4320 4900 5330 5760 6340 6770
2) 2960 3390 3890 4440 4870 5410 5840 6350 6780
3) 2790 3220 3690 4180 4610 5040 5530 5960 6430
Lubricating oil* m3/h See above ‘Lubricating oil pump’
m3/h 1)
Coolers
Central cooling water 378 441 504 567 630 693 746 819 882
2) 368 431 494 557 620 683 736 799 862
3) 368 421 484 547 600 663 726 779 842
Jacket water cooler
2) 4800 5600 6400 7200 8000 8800 9600 10400 11200
3) 4800 5600 6400 7200 8000 8800 9600 10400 11200
Jacket cooling water m3/h See above ‘Jacket cooling water’
Central cooling water m3/h See above ‘Central cooling water quantity’ for lube oil cooler
Central cooler
2) 21350 24840 28410 32020 35510 39120 42610 46190 49680
3) 21180 24670 28210 31760 35250 38750 42300 45800 49330
Central cooling water* m3/h See above ‘Central cooling water pump’
Seawater* m3/h See above ‘Seawater cooling pump’
Exhaust gas flow at 245 °C** kg/h 323400 377300 431200 485100 539000 592900 646800 700700 754600
178 86 65-7.1
Fig. 6.01.04a: List of capacities, K98MC with high efficiency turbocharger and central cooling water system stated at the
nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
430 200 025 198 29 00
6.01.03
K98MC-C
Cyl. 6 7 8 9 10 11 12 13 14
2) 275 320 370 415 460 510 550 600 640
3) 275 320 370 415 460 510 550 600 640
Pumps
2) 1100 1290 1470 1650 1830 2020 2200 2390 2570

3) 1090 1280 1460 1640 1820 2010 2190 2370 2550
2) 750 870 990 1120 1240 1360 1480 1610 1740
3) 740 860 980 1110 1230 1350 1470 1590 1710
Scavenge air cooler
Seawater m3/h 720 840 960 1080 1200 1320 1440 1560 1680
2) 2960 3460 3890 4440 4870 5410 5840 6350 6920
3) 2790 3220 3690 4180 4610 5100 5530 5960 6430
Coolers
Seawater m3/h 1) 390 460 520 580 650 710 770 840 910
2) 380 450 510 570 630 700 760 830 890
3) 370 440 500 560 620 690 750 810 870
Jacket water cooler
2) 4800 5600 6400 7200 8000 8800 9600 10400 11200
3) 4800 5600 6400 7200 8000 8800 9600 10400 11200
**

178 86 66-9.1
Fig. 6.01.03b: List of capacities, K98MC-C with high efficiency turbocharger and seawater system stated at the nominal
430 200 025 198 29 00
6.01.04
K98MC-C
Cyl. 6 7 8 9 10 11 12 13 14
2) 275 320 370 415 460 510 550 600 640
3) 275 320 370 415 460 510 550 600 640
2) 860 1000 1140 1290 1430 1570 1710 1850 2000
Pumps
3) 850 990 1130 1270 1410 1560 1700 1840 1980

Seawater pump* m3/h 1) 1070 1260 1430 1610 1790 1970 2140 2330 2500
2) 1070 1250 1420 1600 1780 1960 2130 2310 2490
3) 1060 1230 1410 1590 1760 1940 2110 2290 2470
2) 750 870 990 1120 1240 1360 1480 1610 1740
3) 740 860 980 1110 1230 1350 1470 1590 1710
Scavenge air cooler
2) 2960 3460 3890 4440 4870 5410 5840 6350 6920
3) 2790 3220 3690 4180 4610 5100 5530 5960 6430
m3/h 1)
Coolers
Central cooling water 374 443 502 561 630 689 748 817 876
2) 374 433 492 561 620 679 738 797 866
3) 364 423 482 541 600 669 728 787 846
Jacket water cooler
2) 4800 5600 6400 7200 8000 8800 9600 10400 11200
3) 4800 5600 6400 7200 8000 8800 9600 10400 11200
Central cooler
2) 21680 25300 28850 32520 36070 39730 43280 46910 50600
3) 21510 25060 28650 32260 35810 39420 42970 46520 50110
178 86 67-0.1
Fig. 6.01.04b: List of capacities, K98MC-C with high efficiency turbocharger and central cooling water system stated at
the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
430 200 025 198 29 00
6.01.05
S90MC-C
Cyl. 6 7 8 9
Nominal MCR at 76 r/min kW 29340 34230 39120 44010
Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0
Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8
3
Jacket cooling water pump m /h 1) 250 285 335 370
2) 230 270 305 345
3) 240 285 320 360
4) 230 270 305 345
Pumps
Seawater cooling pump* m3/h 1) 870 1020 1170 1310

2) 870 1010 1150 1300
3) 860 1010 1150 1290
4) 860 1000 1150 1290
Lubricating oil pump* m3/h 1) 550 640 740 820
2) 560 640 730 820
3) 520 610 700 790
4) 540 640 720 820
Scavenge air cooler
Heat dissipation approx. kW 11380 13280 15180 17080
Seawater m3/h 558 651 744 837
Heat dissipation approx.* kW 1) 2280 2610 3090 3420
2) 2360 2690 3020 3420
3) 1980 2310 2640 2970
4) 2150 2520 2850 3220
Coolers
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 312 369 426 473
2) 312 359 406 463
3) 302 359 406 453
4) 302 349 406 453
Jacket water cooler
Heat dissipation approx. kW 1) 4120 4780 5520 6180
2) 3960 4620 5280 5940
3) 4150 4900 5560 6220
4) 3960 4620 5280 5940
Fuel oil heater kW 295 345 395 445
Exhaust gas flow at 245 °C** kg/h 268800 313600 358400 403200
Air consumption of engine kg/s 73.3 85.5 97.7 110.0
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 37 42-1.3
Fig. 6.01.03c: List of capacities, S90MC-C with high efficiency turbocharger and seawater system stated at the nominal
430 200 025 198 29 00
6.01.06
S90MC-C
Cyl. 6 7 8 9
Nominal MCR at 76 r/min kW 29340 34230 39120 44010
Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0
Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8
Jacket cooling water pump m3/h 1) 250 285 335 370
2) 230 270 305 345
3) 240 285 320 360
4) 230 270 305 345
Central cooling water pump* m3/h 1) 680 790 920 1030
Pumps
2) 680 790 900 1010

3) 670 790 900 1010
4) 670 780 890 1010
Seawater pump* m3/h 1) 870 1010 1160 1310
2) 870 1010 1150 1290
3) 860 1000 1140 1290
4) 860 1000 1140 1280
Lubricating oil pump* m3/h 1) 550 640 740 820
2) 560 640 730 820
3) 520 610 700 790
4) 540 640 720 820
Scavenge air cooler
Heat dissipation approx. kW 11290 13170 15060 16940
Central cooling water m3/h 378 441 504 567
2) 2360 2690 3020 3420
3) 1980 2310 2640 2970
4) 2150 2520 2850 3220
Lubricating oil* m3/h
Coolers
See above ‘Lubricating oil pump’

Central cooling water m3/h 1) 302 349 416 463
2) 302 349 396 443
3) 292 349 396 443
4) 292 339 386 443
Jacket water cooler
Heat dissipation approx. kW 1) 4120 4780 5520 6180
2) 3960 4620 5280 5940
3) 4150 4900 5560 6220
4) 3960 4620 5280 5940
Central cooler
2) 17610 20480 23360 26300
3) 17420 20380 23260 26130
4) 17400 20310 23190 26100
Fuel oil heater kW 295 345 395 445
**
Exhaust gas flow at 245 °C kg/h 268800 313600 358400 403200
Air consumption of engine kg/s 73.3 85.5 97.7 110.0
178 37 43-3.3
Fig. 6.01.04c: List of capacities, S90MC-C with high efficiency turbocharger and central cooling water system stated at
430 200 025 198 29 00
6.01.07
L90MC-C
Cyl. 6 7 8 9 10 11 12
Nominal MCR at 83 r/min kW 29280 34160 39040 43920 48800 53680 58560
Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0 18.9 21.0 23.0
Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8 12.0 13.2 14.4
Jacket cooling water pump m3/h 1) 250 285 335 370 410 450 495
2) 230 270 305 345 385 420 460
3) 240 285 320 360 400 440 480
4) 230 270 305 345 385 420 460
Pumps
Seawater cooling pump* m3/h 1) 880 1020 1170 1320 1460 1600 1750
2) 870 1020 1160 1300 1450 1590 1740
3) 860 1010 1150 1300 1440 1580 1730
4) 860 1010 1150 1290 1440 1580 1720
Lubricating oil pump* m3/h 1) 570 660 760 850 940 1030 1130
2) 570 660 750 850 940 1040 1130
3) 540 630 720 810 900 990 1080
4) 560 660 750 840 930 1030 1120
Scavenge air cooler
Heat dissipation approx. kW 11640 13580 15520 17460 19400 21340 23280
Seawater m3/h 558 651 744 837 930 1023 1116
Heat dissipation approx.* kW 1) 2350 2690 3180 3520 3860 4200 4690
2) 2430 2770 3110 3520 3860 4320 4660
3) 2050 2390 2730 3070 3410 3750 4090
4) 2220 2590 2940 3320 3660 4060 4400
Coolers
* 3
Seawater m3/h 1) 322 369 426 483 530 577 634
2) 312 369 416 463 520 567 624
3) 302 359 406 463 510 557 614
4) 302 359 406 453 510 557 604
Jacket water cooler
Heat dissipation approx. kW 1) 4120 4780 5520 6180 6840 7500 8240
2) 3960 4620 5280 5940 6600 7260 7920
3) 4150 4900 5560 6220 6880 7630 8290
4) 3960 4620 5280 5940 6600 7260 7920
Fuel oil heater kW 295 345 395 445 495 550 600
Exhaust gas flow at 245 °C** kg/h 271200 316400 361600 406800 452000 497200 542400
Air consumption of engine kg/s 74.0 86.3 98.6 111.0 123.3 135.6 148.0
178 87 00-5.1
Fig. 6.01.03d: List of capacities, L90MC-C with high efficiency tubrocharger and seawater system stated at the nominal
430 200 025 198 29 00
6.01.08
L90MC-C
Cyl. 6 7 8 9 10 11 12
2) 230 270 305 345 385 420 460
3) 240 285 320 360 400 440 480
4) 230 270 305 345 385 420 460
Central cooling water pump* m3/h 1) 690 800 920 1030 1140 1250 1370
Pumps
2) 680 790 910 1020 1130 1250 1360

3) 670 790 900 1010 1120 1240 1350
4) 670 790 900 1010 1120 1230 1350
Seawater pump* m3/h 1) 890 1030 1190 1330 1470 1620 1770
2) 880 1030 1170 1320 1460 1610 1760
3) 870 1020 1170 1310 1450 1600 1750
4) 870 1020 1160 1310 1450 1600 1740
2) 570 660 750 850 940 1040 1130
3) 540 630 720 810 900 990 1080
4) 560 660 750 840 930 1030 1120
Scavenge air cooler
Central cooling water m3/h 378 441 504 567 630 693 756
2) 2430 2770 3110 3520 3860 4320 4660
3) 2050 2390 2730 3070 3410 3750 4090
4) 2220 2590 2940 3320 3660 4060 4400
Coolers

Central cooling water m3/h 1) 312 359 416 463 510 557 614
2) 302 349 406 453 500 557 604
3) 292 349 396 443 490 547 594
4) 292 349 396 443 490 537 594
Jacket water cooler
2) 3960 4620 5280 5940 6600 7260 7920
3) 4150 4900 5560 6220 6880 7630 8290
4) 3960 4620 5280 5940 6600 7260 7920
Central cooler
2) 17940 20860 23790 26780 29710 32750 35670
3) 17750 20760 23690 26610 29540 32550 35470
4) 17730 20680 23620 26580 29510 32490 35410
**
Exhaust gas flow at 245 °C kg/h 271200 316400 361600 406800 452000 497200 542400
178 87 01-7.1
Fig. 6.01.04d: List of capacities, L90MC-C with high efficiency turbhcharger and central cooling water system stated at
430 200 025 198 29 00
6.01.09
K90MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 145 180 215 250 290 325 360 395 430
3) 150 190 225 265 305 340 375 415 450
4) 145 180 215 250 290 325 360 395 430
Pumps
2) 570 720 870 1010 1150 1290 1430 1580 1720
3) 570 710 860 1000 1140 1280 1420 1570 1710
4) 570 710 860 1000 1140 1280 1420 1570 1710
2) 420 520 640 740 840 950 1050 1160 1260
3) 405 510 610 710 810 910 1010 1110 1210
4) 415 520 620 730 830 940 1040 1150 1250
Scavenge air cooler
Seawater m3/h 368 460 552 644 736 828 920 1012 1104
2) 1630 2030 2540 2900 3260 3690 4050 4530 4890
3) 1440 1800 2160 2520 2880 3240 3600 3960 4320
4) 1540 1920 2330 2730 3090 3490 3850 4270 4630
Coolers
* 3
Seawater m3/h 1) 212 270 318 366 424 472 520 578 636
2) 202 260 318 366 414 462 510 568 616
3) 202 250 308 356 404 452 500 558 606
4) 202 250 308 356 404 452 500 558 606
Jacket water cooler
2) 2540 3170 3810 4440 5080 5710 6350 6980 7620
3) 2670 3360 3990 4720 5360 5990 6630 7360 7990
4) 2540 3170 3810 4440 5080 5710 6350 6980 7620
178 87 73-5.1
Fig. 6.01.03e: List of capacities, K90MC with high efficiency turbocharger and seawater system stated at the nominal
430 200 025 198 29 00
6.01.10
K90MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 145 180 215 250 290 325 360 395 430
3) 150 190 225 265 305 340 375 415 450
4) 145 180 215 250 290 325 360 395 430
Pumps
2) 450 560 680 790 900 1010 1120 1230 1340

3) 445 560 670 780 890 1000 1110 1220 1330
4) 445 550 670 780 890 1000 1110 1220 1330
Seawater pump* m3/h 1) 570 720 860 1000 1150 1290 1430 1570 1720
2) 570 710 850 990 1130 1280 1420 1560 1700
3) 560 710 850 990 1130 1270 1410 1550 1690
4) 560 700 840 990 1130 1270 1410 1550 1690
2) 420 520 640 740 840 950 1050 1160 1260
3) 405 510 610 710 810 910 1010 1110 1210
4) 415 520 620 730 830 940 1040 1150 1250
Scavenge air cooler
2) 1630 2030 2540 2900 3260 3690 4050 4530 4890
3) 1440 1800 2160 2520 2880 3240 3600 3960 4320
4) 1540 1920 2330 2730 3090 3490 3850 4270 4630
Coolers

Central cooling water m3/h 1) 202 260 308 356 414 462 510 558 616
2) 202 250 308 356 404 452 500 548 596
3) 197 250 298 346 394 442 490 538 586
4) 197 240 298 346 394 442 490 538 586
Jacket water cooler
2) 2540 3170 3810 4440 5080 5710 6350 6980 7620
3) 2670 3360 3990 4720 5360 5990 6630 7360 7990
4) 2540 3170 3810 4440 5080 5710 6350 6980 7620
Central cooler
2) 11520 14380 17370 20200 23030 25930 28760 31710 34550
3) 11460 14340 17170 20100 22930 25760 28590 31520 34350
4) 11430 14270 17160 20030 22860 25730 28560 31450 34290
178 87 74-7.1
Fig. 6.01.04e: List of capacities, K90MC with high efficiency turbocharger and central cooling water system stated at the
430 200 025 198 29 00
6.01.11
K90MC-C
Cyl. 6 7 8 9 10 11 12
2) 200 230 265 295 330 365 395
3) 210 245 280 310 345 385 415
4) 200 230 265 295 330 365 395
Pumps
2) 890 1030 1180 1330 1470 1620 1770
3) 880 1030 1170 1320 1460 1610 1760
4) 880 1030 1170 1320 1460 1610 1760
2) 620 720 820 920 1020 1130 1230
3) 590 690 790 880 980 1080 1180
4) 610 710 810 910 1010 1120 1220
Scavenge air cooler
Seawater m3/h 576 672 768 864 960 1056 1152
2) 2540 2900 3260 3690 4050 4530 4890
3) 2160 2520 2880 3240 3600 3960 4320
4) 2330 2730 3090 3490 3850 4270 4630
Coolers
* 3
Seawater m3/h 1) 314 368 422 476 520 574 638
2) 314 358 412 466 510 564 618
3) 304 358 402 456 500 554 608
4) 304 358 402 456 500 554 608
Jacket water cooler
2) 3810 4440 5080 5710 6350 6980 7620
3) 3990 4720 5360 5990 6630 7360 7990
4) 3810 4440 5080 5710 6350 6980 7620
Exhaust gas flow at 245 °C** kg/h 268200 312900 357600 402300 447000 491700 536400
178 87 75-9.1
Fig. 6.01.03f: List of capacities, K90MC-C with high efficiency turbocharger and seawater system stated at the nominal
430 200 025 198 29 00
6.01.12
K90MC-C
Cyl. 6 7 8 9 10 11 12
2) 200 230 265 295 330 365 395
3) 210 245 280 310 345 385 415
4) 200 230 265 295 330 365 395
Pumps
2) 690 800 910 1030 1140 1250 1370

3) 680 790 910 1020 1130 1250 1360
4) 680 790 900 1020 1130 1240 1350
Seawater pump* m3/h 1) 870 1010 1170 1310 1450 1590 1740
2) 870 1010 1150 1290 1440 1580 1730
3) 860 1000 1150 1290 1430 1570 1720
4) 860 1000 1140 1280 1430 1570 1710
2) 620 720 820 920 1020 1130 1230
3) 590 690 790 880 980 1080 1180
4) 610 710 810 910 1010 1120 1220
Scavenge air cooler
2) 2540 2900 3260 3690 4050 4530 4890
3) 2160 2520 2880 3240 3600 3960 4320
4) 2330 2730 3090 3490 3850 4270 4630
Coolers

2) 306 352 398 454 500 546 602
3) 296 342 398 444 490 546 592
4) 296 342 388 444 490 536 582
Jacket water cooler
2) 3810 4440 5080 5710 6350 6980 7620
3) 3990 4720 5360 5990 6630 7360 7990
4) 3810 4440 5080 5710 6350 6980 7620
Central cooler
2) 17630 20500 23370 26310 29190 32180 35060
3) 17430 20400 23270 26140 29020 31990 34860
4) 17420 20330 23200 26110 28990 31920 34800
**
178 87 76-0.1
Fig. 6.01.04f: List of capacities, K90MC-C with high efficiency turbocharger and central cooling water system stated at
430 200 025 198 29 00
6.01.13
S80MC-C
Cyl. 6 7 8
Nominal MCR at 76 r/min kW 23280 27160 31040
Fuel oil circulating pump m3/h 9.6 11.2 12.7
Fuel oil supply pump m3/h 5.7 6.7 7.6
Jacket cooling water pump m3/h 1) 215 250 285
2) 200 230 265
3) 210 240 275
4) 200 230 265
Pumps
Seawater cooling pump* m3/h 1) 730 840 960

2) 710 830 960
3) 710 830 950
4) 710 830 950
Lubricating oil pump* m3/h 1) 445 520 590
2) 440 520 590
3) 420 490 560
4) 435 510 590
Scavenge air cooler
Heat dissipation approx. kW 9150 10680 12200
Seawater m3/h 456 532 608
Heat dissipation approx.* kW 1) 1880 2150 2410
2) 1810 2120 2490
3) 1580 1850 2110
4) 1710 2020 2320
Coolers
* 3
Seawater m3/h 1) 274 308 352
2) 254 298 352
3) 254 298 342
4) 254 298 342
Jacket water cooler
Heat dissipation approx. kW 1) 3590 4160 4730
2) 3430 4000 4580
3) 3620 4190 4760
4) 3430 4000 4580
Fuel oil heater kW 250 295 335
Exhaust gas flow at 245 °C** kg/h 216000 252000 288000
Air consumption of engine kg/s 58.9 68.7 78.6
178 37 44-5.3
Fig. 6.01.03g: List of capacities, S80MC-C with high efficiency turbhocarger and seawater system stated at the nominal
430 200 025 198 29 00
6.01.14
S80MC-C
Cyl. 6 7 12
Nominal MCR at 76 r/min kW 23280 27160 31040
Fuel oil circulating pump m3/h 9.6 11.2 12.7
Fuel oil supply pump m3/h 5.7 6.7 7.6
Jacket cooling water pump m3/h 1) 215 250 285
2) 200 230 265
3) 210 240 275
4) 200 230 265
Central cooling water pump* m3/h 1) 570 660 750
Pumps
2) 560 650 750

3) 550 650 740
4) 550 650 740
Seawater pump* m3/h 1) 720 830 950
2) 700 820 940
3) 700 820 930
4) 700 820 940
Lubricating oil pump* m3/h 1) 445 520 590
2) 440 520 590
3) 420 490 560
4) 435 510 590
Scavenge air cooler
kW
Heat dissipation approx. 9080 10590 12100
Central cooling water m3/h 306 357 408
2) 1810 2120 2490
3) 1580 1850 2110
4) 1710 2020 2320
Coolers

Central cooling water m3/h 1) 264 303 342
2) 254 293 342
3) 244 293 332
4) 244 293 332
Jacket water cooler
Heat dissipation approx. kW 1) 3590 4160 4730
2) 3430 4000 4580
3) 3620 4190 4760
4) 3430 4000 4580
Central cooler
2) 14320 16710 19170
3) 14280 16630 18970
4) 14220 16610 19000
Fuel oil heater kW 250 295 335
**
Exhaust gas flow at 245 °C kg/h 216000 252000 288000
Air consumption of engine kg/s 58.9 68.7 78.6
178 37 45-7.3
Fig. 6.01.04g: List of capacities, S80MC-C with high efficiency turbhocarger and central cooling water system stated at
430 200 025 198 29 00
6.01.15
S80MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 110 140 165 195 220 250 275 305 330
3) 115 145 175 205 230 265 290 320 345
4) 110 140 165 195 220 250 275 305 330
Pumps
2) 450 560 670 790 900 1010 1120 1230 1350
3) 445 560 670 780 890 1010 1120 1230 1340
4) 445 560 670 780 890 1000 1120 1230 1340
2) 320 395 470 550 640 710 790 860 940
3) 305 380 455 530 610 680 760 830 910
4) 310 390 470 540 620 700 780 860 940
Scavenge air cooler
Seawater m3/h 288 360 432 504 576 648 720 792 864
2) 1200 1450 1740 2030 2400 2650 2900 3160 3480
3) 1010 1260 1510 1770 2020 2270 2520 2770 3030
4) 1090 1370 1640 1910 2190 2480 2730 2980 3270
Coolers
* 3
Seawater m3/h 1) 167 200 248 296 334 372 410 458 496
2) 162 200 238 286 324 362 400 438 486
3) 157 200 238 276 314 362 400 438 476
4) 157 200 238 276 314 352 400 438 476
Jacket water cooler
2) 2110 2640 3170 3700 4220 4750 5280 5810 6340
3) 2210 2770 3350 3880 4410 5030 5560 6090 6620
4) 2110 2640 3170 3700 4220 4750 5280 5810 6340
178 36 25-9.2
Fig. 6.01.03h: List of capacities, S80MC with high efficiency turbhocarger and seawater system stated at the nominal
MCR power (L1) f or engines complying with IMO’s NOx emission limitations
430 200 025 198 29 00
6.01.16
S80MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 110 140 165 195 220 250 275 305 330
3) 115 145 175 205 230 265 290 320 345
4) 110 140 165 195 220 250 275 305 330
Pumps
2) 355 440 530 620 710 800 880 970 1060

3) 350 440 530 610 700 790 880 960 1050
4) 350 435 520 610 700 790 870 960 1050
Seawater pump* m3/h 1) 445 550 660 780 890 990 1100 1220 1330
2) 440 550 660 770 880 990 1100 1210 1320
3) 435 550 660 770 870 990 1090 1200 1310
4) 435 550 650 760 870 980 1090 1200 1310
2) 320 395 470 550 640 710 790 860 940
3) 305 380 455 530 610 680 760 830 910
4) 310 390 470 540 620 700 780 860 940
Scavenge air cooler
kW
2) 1200 1450 1740 2030 2400 2650 2900 3160 3480
3) 1010 1260 1510 1770 2020 2270 2520 2770 3030
4) 1090 1370 1640 1910 2190 2480 2730 2980 3270
Coolers

2) 159 195 236 277 318 359 390 431 472
3) 154 195 236 267 308 349 390 421 462
4) 154 190 226 267 308 349 380 421 462
Jacket water cooler
2) 2110 2640 3170 3700 4220 4750 5280 5810 6340
3) 2210 2770 3350 3880 4410 5030 5560 6090 6620
4) 2110 2640 3170 3700 4220 4750 5280 5810 6340
Central cooler
2) 8970 11160 13390 15630 17930 20120 22320 24520 26790
3) 8880 11100 13340 15550 17740 20020 22220 24410 26620
4) 8860 11080 13290 15510 17720 19950 22150 24340 26580
**
178 36 27-2.2
Fig. 6.01.04h: List of capacities, S80MC with high efficiency turbhocarger and central cooling water system stated at
430 200 025 198 29 00
6.01.17
L80MC
Cyl. 4 5 6 7 8 9 10 11 12
3
Jacket cooling water pump m /h 1) 120 145 175 210 235 265 290 325 355
2) 110 135 165 190 220 245 275 300 330
3) 115 145 175 200 230 260 290 315 345
4) 110 135 165 190 220 245 275 300 330
Pumps
2) 475 590 710 830 950 1060 1180 1300 1420
3) 470 590 710 820 940 1060 1180 1290 1410
4) 470 590 700 820 940 1060 1170 1290 1410
2) 355 435 520 610 710 790 870 960 1050
3) 335 420 510 590 670 760 840 930 1010
4) 345 435 520 610 690 780 870 950 1040
Scavenge air cooler
Seawater m3/h 304 380 456 532 608 684 760 836 912
2) 1360 1650 1970 2310 2710 3000 3290 3580 3950
3) 1160 1460 1750 2040 2330 2620 2910 3200 3490
4) 1250 1560 1870 2180 2500 2830 3120 3410 3740
Coolers

Seawater m3/h 1) 171 210 254 308 342 386 420 474 518
2) 171 210 254 298 342 376 420 464 508
3) 166 210 254 288 332 376 420 454 498
4) 166 210 244 288 332 376 410 454 498
Jacket water cooler
2) 2090 2610 3130 3660 4180 4700 5220 5750 6270
3) 2180 2740 3320 3840 4370 4980 5510 6030 6550
4) 2090 2610 3130 3660 4180 4700 5220 5750 6270
178 36 26-0.2
Fig. 6.01.03i: List of capacities, L80MC with high efficiency turbhocarger and seawater system stated at the nominal MCR
power (L1) for engines complying with IMO’s NOx emission limitations
430 200 025 198 29 00
6.01.18
L80MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 110 135 165 190 220 245 275 300 330
3) 115 145 175 200 230 260 290 315 345
4) 110 135 165 190 220 245 275 300 330
Pumps
2) 370 460 550 640 740 830 920 1010 1100

3) 365 455 550 640 730 820 910 1000 1090
4) 365 455 550 640 730 820 910 1000 1090
Seawater pump* m3/h 1) 455 570 680 800 910 1020 1140 1260 1370
2) 455 570 680 790 910 1020 1130 1240 1360
3) 450 560 680 790 900 1020 1130 1240 1350
4) 450 560 670 790 900 1010 1120 1240 1350
2) 355 435 520 610 710 790 870 960 1050
3) 335 420 510 590 670 760 840 930 1010
4) 345 435 520 610 690 780 870 950 1040
Scavenge air cooler
kW
2) 1360 1650 1970 2310 2710 3000 3290 3580 3950
3) 1160 1460 1750 2040 2330 2620 2910 3200 3490
4) 1250 1560 1870 2180 2500 2830 3120 3410 3740
Coolers

2) 166 205 244 283 332 371 410 449 488
3) 161 200 244 283 322 361 400 439 478
4) 161 200 244 283 322 361 400 439 478
Jacket water cooler
2) 2090 2610 3130 3660 4180 4700 5220 5750 6270
3) 2180 2740 3320 3840 4370 4980 5510 6030 6550
4) 2090 2610 3130 3660 4180 4700 5220 5750 6270
Central cooler
2) 9250 11510 13790 16110 18480 20740 23000 25270 27610
3) 9140 11450 13760 16020 18290 20640 22910 25170 27430
4) 9140 11420 13690 15980 18270 20570 22830 25100 27400
178 36 28-2.2
Fig. 6.01.04i: List of capacities, L80MC with high efficiency turbhocarger and central cooling water system stated at the
430 200 025 198 29 00
6.01.19
K80MC-C
Cyl. 6 7 8 9 10 11 12
2) 155 180 210 235 260 285 310
3) 165 190 220 250 275 300 325
4) 155 180 210 235 260 285 310
Pumps
2) 660 770 890 1000 1100 1210 1330
3) 660 770 880 990 1100 1210 1320
4) 660 770 880 990 1100 1200 1320
2) 495 580 670 740 820 900 990
3) 475 550 630 710 790 870 950
4) 490 570 650 740 820 900 980
Scavenge air cooler
Seawater m3/h 432 504 576 648 720 792 864
2) 1900 2220 2610 2890 3170 3450 3800
3) 1670 1950 2230 2510 2790 3060 3340
4) 1800 2090 2400 2720 2990 3270 3590
Coolers
* 3
Seawater m3/h 1) 238 276 314 352 400 438 476
2) 228 266 314 352 380 418 466
3) 228 266 304 342 380 418 456
4) 228 266 304 342 380 408 456
Jacket water cooler
2) 2780 3240 3700 4170 4630 5090 5560
3) 2970 3430 3890 4450 4910 5370 5840
4) 2780 3240 3700 4170 4630 5090 5560
3
Jacket cooling water m /h See above ‘Jacket cooling water pump’
**
178 87 79-6.1
Fig. 6.01.03j: List of capacities, K80MC-C with high efficiency turbhocarger and seawater system stated at the nominal
430 200 025 198 29 00
6.01.20
K80MC-C
Cyl. 6 7 8 9 10 11 12
2) 155 180 210 235 260 285 310
3) 165 190 220 250 275 300 325
4) 155 180 210 235 260 285 310
Pumps
2) 520 600 690 780 860 950 1040

3) 520 600 680 770 860 940 1030
4) 510 600 680 770 850 940 1030
Seawater pump* m3/h 1) 660 780 890 1000 1110 1220 1330
2) 660 770 880 990 1100 1210 1320
3) 660 770 870 990 1090 1200 1310
4) 650 760 870 980 1090 1200 1310
2) 495 580 670 740 820 900 990
3) 475 550 630 710 790 870 950
4) 490 570 650 740 820 900 980
Scavenge air cooler
kW
Heat dissipation approx. 8720 10180 11630 13090 14540 16000 17450
2) 1900 2220 2610 2890 3170 3450 3800
3) 1670 1950 2230 2510 2790 3060 3340
4) 1800 2090 2400 2720 2990 3270 3590
Coolers

2) 226 257 298 339 370 411 452
3) 226 257 288 329 370 401 442
4) 216 257 288 329 360 401 442
Jacket water cooler
2) 2780 3240 3700 4170 4630 5090 5560
3) 2970 3430 3890 4450 4910 5370 5840
4) 2780 3240 3700 4170 4630 5090 5560
Central cooler
2) 13400 15640 17940 20150 22340 24540 26810
3) 13360 15560 17750 20050 22240 24430 26630
4) 13300 15510 17730 19980 22160 24360 26600
**
178 87 80-6.1
Fig. 6.01.04j: List of capacities, K80MC-C with high efficiency turbhocarger and central cooling water system stated at
430 200 025 198 29 00
6.01.21
S70MC-C
Cyl. 4 5 6 7 8
Nominal MCR at 91 r/min kW 12440 15550 18660 21770 24880
Fuel oil circulating pump m3/h 5.5 6.9 8.3 9.6 11.0
Fuel oil supply pump m3/h 3.1 3.9 4.6 5.4 6.2
3
Jacket cooling water pump m /h 1) 110 140 165 190 225
2) 105 130 155 180 205
3) 110 135 160 190 215
4) 105 130 155 180 205
Pumps
Seawater cooling pump* m3/h 1) 400 495 600 700 800

2) 395 495 590 690 790
3) 395 490 590 690 790
4) 395 490 590 690 780
Lubricating oil pump* m3/h 1) 270 335 400 465 540
2) 270 335 400 465 540
3) 255 320 385 450 510
4) 265 330 395 465 530
Scavenge air cooler
Heat dissipation approx. kW 4940 6180 7410 8650 9890
Seawater m3/h 256 320 384 448 512
Heat dissipation approx.* kW 1) 1030 1250 1500 1720 2060
2) 1010 1290 1510 1770 2030
3) 880 1100 1320 1540 1760
4) 960 1180 1420 1660 1880
Coolers

Seawater m3/h 1) 144 175 216 252 288
2) 139 175 206 242 278
3) 139 170 206 242 278
4) 139 170 206 242 268
Jacket water cooler
Heat dissipation approx. kW 1) 1880 2330 2830 3280 3760
2) 1800 2250 2700 3150 3600
3) 1890 2340 2830 3340 3790
4) 1800 2250 2700 3150 3600
Fuel oil heater kW 145 180 220 250 290
Exhaust gas flow at 245 °C** kg/h 115200 144000 172800 201600 230400
Air consumption of engine kg/s 31.4 39.3 47.1 55.0 62.8
178 45 60-4.1
Fig. 6.01.05a: List of capacities, S70MC-C with high efficiency turbocharger seawater system stated at the nominal
430 200 025 198 29 00
6.01.22
S70MC-C
Cyl. 4 5 6 7 8
Jacket cooling water pump m3/h 1) 110 140 165 190 225
2) 105 130 155 180 205
3) 110 135 160 190 215
4) 105 130 155 180 205
Central cooling water pump* m3/h 1) 310 385 465 540 620
Pumps
2) 305 385 460 540 610

3) 305 380 455 530 610
4) 305 380 455 530 610
Seawater pump* m3/h 1) 385 480 580 670 770
2) 380 475 570 660 760
3) 375 470 570 660 760
4) 375 470 560 660 750
2) 270 335 400 465 540
3) 255 320 385 450 510
4) 265 330 395 465 530
Scavenge air cooler
kW
Heat dissipation approx. 4900 6130 7360 8580 9810
Central cooling water m3/h 172 215 258 301 344
2) 1010 1290 1510 1770 2030
3) 880 1100 1320 1540 1760
4) 960 1180 1420 1660 1880
Coolers

Central cooling water m3/h 1) 138 170 207 239 276
2) 133 170 202 239 266
3) 133 165 197 229 266
4) 133 165 197 229 266
Jacket water cooler
2) 1800 2250 2700 3150 3600
3) 1890 2340 2830 3340 3790
4) 1800 2250 2700 3150 3600
Central cooler
2) 7710 9670 11570 13500 15440
3) 7670 9570 11510 13460 15360
4) 7660 9560 11480 13390 15290
**
Exhaust gas flow at 245 °C kg/h 115200 144000 172800 201600 230400
178 45 61-6.1
Fig. 6.01.06a: List of capacities, S70MC-C with high efficiency turbocharger central cooling water system stated at
430 200 025 198 29 00
6.01.23
S70MC
Cyl. 4 5 6 7 8
2) 85 105 125 150 170
3) 90 110 135 155 180
4) 85 105 125 150 170
Pumps

2) 345 435 520 600 690
3) 345 430 520 600 690
4) 345 430 520 600 690
2) 245 310 370 430 490
3) 235 295 355 410 470
4) 245 305 365 425 485
Scavenge air cooler
Seawater m3/h 220 275 330 385 440
2) 930 1180 1380 1580 1820
3) 800 990 1190 1390 1590
4) 870 1080 1300 1500 1710
Coolers

Seawater m3/h 1) 125 160 190 225 250
2) 125 160 190 215 250
3) 125 155 190 215 250
4) 125 155 190 215 250
Jacket water cooler
2) 1630 2030 2440 2850 3260
3) 1720 2130 2570 2980 3440
4) 1630 2030 2440 2850 3260
3
**
178 87 81-8.1
Fig. 6.01.05b: List of capacities, S70MC with high efficiency turbocharger seawater system stated at the nominal
430 200 025 198 29 00
6.01.24
S70MC
Cyl. 4 5 6 7 8
2) 85 105 125 150 170
3) 90 110 135 155 180
4) 85 105 125 150 170
Pumps
2) 270 340 405 470 540

3) 270 335 400 470 540
4) 270 335 400 465 530
Seawater pump* m3/h 1) 340 430 510 600 680
2) 340 425 510 590 680
3) 340 420 510 590 680
4) 340 420 510 590 670
2) 245 310 370 430 490
3) 235 295 355 410 470
4) 245 305 365 425 485
Scavenge air cooler
kW
2) 930 1180 1380 1580 1820
3) 800 990 1190 1390 1590
4) 870 1080 1300 1500 1710
Coolers

2) 122 155 183 211 244
3) 122 150 178 211 244
4) 122 150 178 206 234
Jacket water cooler
2) 1630 2030 2440 2850 3260
3) 1720 2130 2570 2980 3440
4) 1630 2030 2440 2850 3260
Central cooler
2) 6920 8660 10360 12060 13800
3) 6880 8570 10300 12000 13750
4) 6860 8560 10280 11980 13690
**
178 87 83-1.1
Fig. 6.01.06b: List of capacities, S70MC with high efficiency turbocharger and central cooling water system stated at the
430 200 025 198 29 00
6.01.25
L70MC-C
Cyl. 4 5 6 7 8
2) 105 130 155 180 205
3) 105 130 155 180 205
Pumps
2) 385 485 580 680 770

3) 385 480 580 670 770
2) 270 335 400 465 540
3) 265 330 395 465 530
Scavenge air cooler
Seawater m3/h 248 310 372 434 496
2) 1010 1290 1510 1770 2030
3) 960 1180 1420 1660 1880
Coolers
Seawater m3/h 1) 142 175 218 246 284

2) 137 175 208 246 274
3) 137 170 208 236 274
Jacket water cooler
2) 1800 2250 2700 3150 3600
3) 1800 2250 2700 3150 3600
**

178 23 15-1.0
Fig. 6.01.05c: List of capacities, L70MC-C with high efficiency turbocharger and seawater system stated at the nominal
430 200 025 198 29 00
6.01.26
L70MC-C
Cyl. 4 5 6 7 8
2) 105 130 155 180 205
3) 105 130 155 180 205
2) 300 380 455 530 610
Pumps
3) 300 375 450 520 600

Seawater pump* m3/h 1) 385 480 580 670 770
2) 380 475 570 660 760
3) 375 470 560 660 750
2) 270 335 400 465 540
3) 265 330 395 465 530
Scavenge air cooler
kW
2) 1010 1290 1510 1770 2030
3) 960 1180 1420 1660 1880
m3/h 1)
Coolers
Central cooling water 137 170 208 236 274

2) 132 170 203 236 274
3) 132 165 198 226 264
Jacket water cooler
2) 1800 2250 2700 3150 3600
3) 1800 2250 2700 3150 3600
Central cooler
2) 7710 9670 11570 13500 15440
3) 7660 9560 11480 13390 15290
178 23 16-3.0
Fig. 6.01.06c: List of capacities, L70MC-C with high efficiency turbocharger and central cooling water system stated at
430 200 025 198 29 00
6.01.27
L70MC
Cyl. 4 5 6 7 8
3
Jacket cooling water pump m /h 1) 105 125 150 175 205
2) 94 120 140 165 190
3) 99 125 150 170 200
4) 94 120 140 165 190
Pumps

2) 365 455 540 630 720
3) 360 450 540 630 720
4) 360 450 540 630 720
2) 260 325 385 445 510
3) 245 310 370 430 490
4) 255 315 380 445 510
Scavenge air cooler
Seawater m3/h 236 295 354 413 472
2) 930 1190 1380 1580 1820
3) 800 990 1190 1390 1590
4) 870 1080 1300 1500 1710
Coolers

Seawater m3/h 1) 134 160 196 227 268
2) 129 160 186 217 248
3) 124 155 186 217 248
4) 124 155 186 217 248
Jacket water cooler
2) 1640 2050 2460 2870 3280
3) 1730 2140 2590 3000 3470
4) 1640 2050 2460 2870 3280
178 87 84-3.1
Fig. 6.01.05d: List of capacities, L70MC with high efficiency turbocharger and seawater system stated at the nominal
430 200 025 198 29 00
6.01.28
L70MC
Cyl. 4 5 6 7 8
2) 94 120 140 165 190
3) 99 125 150 170 200
4) 94 120 140 165 190
Pumps
2) 285 355 425 495 560

3) 280 350 420 490 560
4) 280 350 420 490 560
Seawater pump* m3/h 1) 355 440 520 610 710
2) 350 435 520 610 690
3) 345 430 520 600 690
4) 345 430 520 600 690
2) 260 325 385 445 510
3) 245 310 370 430 490
4) 255 315 380 445 510
Scavenge air cooler
kW
2) 930 1190 1380 1580 1820
3) 800 990 1190 1390 1590
4) 870 1080 1300 1500 1710
Coolers

2) 125 155 185 215 240
3) 120 150 180 210 240
4) 120 150 180 210 240
Jacket water cooler
2) 1640 2050 2460 2870 3280
3) 1730 2140 2590 3000 3470
4) 1640 2050 2460 2870 3280
Central cooler
2) 7070 8870 10590 12330 14110
3) 7030 8760 10530 12270 14070
4) 7010 8760 10510 12250 14000
**
178 87 85-5.1
Fig. 6.01.06d: List of capacities, L70MC with high efficiency turbocharger and central cooling water system stated at the
430 200 025 198 29 00
6.01.29
S60MC-C
Cyl. 4 5 6 7 8
2) 76 95 115 135 150
3) 79 100 120 140 160
4) 76 95 115 135 150
Pumps

2) 290 365 435 510 580
3) 290 360 430 500 580
4) 290 360 430 500 570
2) 195 245 295 345 390
3) 190 235 280 330 375
4) 195 245 290 340 385
Scavenge air cooler
Seawater m3/h 188 235 282 329 376
2) 740 930 1090 1310 1470
3) 640 800 960 1120 1280
4) 710 890 1050 1220 1380
Coolers

Seawater m3/h 1) 107 130 158 181 204
2) 102 130 153 181 204
3) 102 125 148 171 204
4) 102 125 148 171 194
Jacket water cooler
2) 1320 1650 1980 2310 2640
3) 1380 1740 2070 2400 2770
4) 1320 1650 1980 2310 2640
178 45 58-2.1
Fig. 6.01.05e: List of capacities, S60MC-C with high efficiency turbocharger seawater system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
430 200 025 198 29 00
6.01.30
S60MC-C
Cyl. 4 5 6 7 8
2) 76 95 115 135 150
3) 79 100 120 140 160
4) 76 95 115 135 150
Pumps
2) 225 285 340 395 455

3) 225 280 335 390 450
4) 225 280 335 395 450
Seawater pump* m3/h 1) 280 350 420 490 560
2) 280 345 415 485 550
3) 275 345 415 480 550
4) 275 345 415 480 550
2) 195 245 295 345 390
3) 190 235 280 330 375
4) 195 245 290 340 385
Scavenge air cooler
kW
2) 740 930 1090 1310 1470
3) 640 800 960 1120 1280
4) 710 890 1050 1220 1380
Coolers

2) 97 125 148 171 199
3) 97 120 143 166 194
4) 97 120 143 171 194
Jacket water cooler
2) 1320 1650 1980 2310 2640
3) 1380 1740 2070 2400 2770
4) 1320 1650 1980 2310 2640
Central cooler
2) 5640 7050 8430 9880 11260
3) 5600 7010 8390 9780 11200
4) 5610 7010 8390 9790 11170
**
178 45 59-4.1
Fig. 6.01.06e: List of capacities, S60MC-C with high efficiency turbocharger central cooling system stated at the
430 200 025 198 29 00
6.01.31
S60MC
Cyl. 4 5 6 7 8
2) 62 78 93 110 125
3) 66 83 98 115 130
4) 62 78 93 110 125
Pumps

2) 255 320 385 450 510
3) 255 320 380 445 510
4) 255 320 380 445 510
2) 180 225 265 315 355
3) 170 210 255 295 340
4) 175 220 265 305 345
Scavenge air cooler
Seawater m3/h 164 205 246 287 328
2) 680 850 1000 1200 1340
3) 580 720 860 1010 1150
4) 630 790 930 1090 1200
Coolers
* 3
Seawater m3/h 1) 96 115 144 163 182
2) 91 115 139 163 182
3) 91 115 134 158 182
4) 91 115 134 158 182
Jacket water cooler
2) 1190 1480 1780 2080 2380
3) 1250 1580 1880 2170 2500
4) 1190 1480 1780 2080 2380
178 30 51-8.2
Fig. 6.01.05f: List of capacities, S60MC with high efficiency turbocharger seawater system
430 200 025 198 29 00
6.01.32
S60MC
Cyl. 4 5 6 7 8
2) 62 78 93 110 125
3) 66 83 98 115 130
4) 62 78 93 110 125
Pumps
2) 200 250 300 355 400

3) 200 250 300 350 400
4) 200 250 300 350 395
Seawater pump* m3/h 1) 250 310 375 435 495
2) 250 310 370 435 495
3) 245 310 370 430 490
4) 245 305 365 430 490
2) 180 225 265 315 355
3) 170 210 255 295 340
4) 175 220 265 305 345
Scavenge air cooler
kW
2) 680 850 1000 1200 1340
3) 580 720 860 1010 1150
4) 630 790 930 1090 1200
Coolers

2) 88 110 132 159 176
3) 88 110 132 154 176
4) 88 110 132 154 171
Jacket water cooler
2) 1190 1480 1780 2080 2380
3) 1250 1580 1880 2170 2500
4) 1190 1480 1780 2080 2380
Central cooler
2) 5040 6290 7530 8820 10050
3) 5000 6260 7490 8720 9980
4) 4990 6230 7460 8710 9910
**
178 30 53-1.2
Fig. 6.01.06f: List of capacities, S60MC with high efficiency turbocharger central cooling system
430 200 025 198 29 00
6.01.33
L60MC-C
Cyl. 4 5 6 7 8
2) 76 95 115 135 150
3) 76 95 115 135 150
Pumps
2) 280 355 420 495 560

3) 280 350 420 490 560
* 3
Lubricating oil pump m /h 1) 195 245 295 340 390
2) 195 245 295 345 390
3) 195 245 290 335 385
Scavenge air cooler
3
Seawater m /h 180 225 270 315 360
2) 740 930 1090 1310 1470
3) 710 890 1050 1210 1380
Coolers
Seawater m3/h 1) 105 130 155 180 210

2) 100 130 150 180 200
3) 100 125 150 175 200
Jacket water cooler
2) 1320 1650 1980 2310 2640
3) 1320 1650 1980 2310 2640
**

178 23 18-7.0
Fig. 6.01.05g: List of capacities, L60MC-C with high efficiency turbocharger seawater system
430 200 025 198 29 00
6.01.34
L60MC-C
Cyl. 4 5 6 7 8
2) 76 95 115 135 150
3) 76 95 115 135 150
2) 225 280 335 390 445
Pumps
3) 220 275 330 385 440

Seawater pump* m3/h 1) 280 345 415 485 550
2) 275 345 410 480 550
3) 275 340 410 475 540
2) 195 245 295 345 390
3) 195 245 290 335 385
Scavenge air cooler
kW
2) 740 930 1090 1310 1470
3) 710 890 1050 1210 1380
m3/h 1)
Coolers
Central cooling water 101 125 154 173 197

2) 101 125 149 173 197
3) 96 120 144 168 192
Jacket water cooler
2) 1320 1650 1980 2310 2640
3) 1320 1650 1980 2310 2640
Central cooler
2) 5580 6990 8360 9790 11160
3) 5550 6950 8320 9690 11070
178 23 19-9.0
Fig. 6.01.06g: List of capacities, L60MC-C with high efficiency turbocharger central cooling system
430 200 025 198 29 00
6.01.35
L60MC
Cyl. 4 5 6 7 8
2) 60 75 90 105 120
3) 64 79 95 110 125
4) 60 75 90 105 120
Pumps

2) 245 300 360 425 485
3) 240 300 360 420 480
4) 240 300 360 420 480
2) 180 220 265 310 355
3) 170 210 255 295 340
4) 175 220 260 305 350
Scavenge air cooler
Seawater m3/h 152 190 228 266 304
2) 670 810 990 1190 1330
3) 570 710 850 990 1140
4) 620 780 920 1080 1240
Coolers

Seawater m3/h 1) 93 115 137 159 181
2) 93 110 132 159 181
3) 88 110 132 154 176
4) 88 110 132 154 176
Jacket water cooler
2) 1150 1440 1720 2010 2300
3) 1210 1500 1820 2100 2390
4) 1150 1440 1720 2010 2300
3
**
178 87 86-7.1
Fig. 6.01.05h: List of capacities, L60MC with high efficiency turbocharger seawater system
430 200 025 198 29 00
6.01.36
L60MC
Cyl. 4 5 6 7 8
2) 60 75 90 105 120
3) 64 79 95 110 125
4) 60 75 90 105 120
Pumps
2) 190 240 285 335 380

3) 190 235 285 330 375
4) 190 235 280 330 375
Seawater pump* m3/h 1) 240 295 355 415 475
2) 235 295 355 415 470
3) 235 290 350 410 465
4) 235 290 350 410 465
2) 180 220 265 310 355
3) 170 210 255 295 340
4) 175 220 260 305 350
Scavenge air cooler
kW
2) 670 810 990 1190 1330
3) 570 710 850 990 1140
4) 620 780 920 1080 1240
Coolers

2) 86 110 129 153 172
3) 86 105 129 148 167
4) 86 105 124 148 167
Jacket water cooler
2) 1150 1440 1720 2010 2300
3) 1210 1500 1820 2100 2390
4) 1150 1440 1720 2010 2300
Central cooler
2) 4800 5970 7170 8410 9580
3) 4760 5930 7130 8300 9480
4) 4750 5940 7100 8300 9490
**
178 87 87-9.1
Fig. 6.01.06h: List of capacities, L60MC with high efficiency turbocharger central cooling system
430 200 025 198 29 00
6.01.37
S50MC-C
Cyl. 4 5 6 7 8
2) 53 66 79 92 105
3) 55 69 83 97 110
4) 53 66 79 92 105
Pumps

2) 200 250 340 345 395
3) 195 245 340 345 390
4) 195 245 340 345 390
2) 135 170 205 240 270
3) 130 160 195 225 260
4) 135 165 200 235 270
Scavenge air cooler
Seawater m3/h 126 158 234 221 252
2) 520 650 760 900 1010
3) 440 550 660 770 880
4) 495 600 730 860 970
Coolers
* 3
Seawater m3/h 1) 74 92 111 124 148
2) 74 92 106 124 143
3) 69 87 106 124 138
4) 69 87 106 124 138
Jacket water cooler
2) 920 1150 1380 1610 1840
3) 960 1210 1440 1700 1930
4) 920 1150 1380 1610 1840
178 32 47-3.3
Fig. 6.01.07a: List of capacities, S50MC-C with high efficiency turbocharger seawater system
430 200 025 198 29 00
6.01.38
S50MC-C
Cyl. 4 5 6 7 8
2) 53 66 79 92 105
3) 55 69 83 97 110
4) 53 66 79 92 105
Pumps
2) 170 215 255 300 340

3) 170 210 255 300 340
4) 170 210 255 300 340
Seawater pump* m3/h 1) 195 245 290 340 390
2) 195 240 290 340 385
3) 190 240 285 335 385
4) 190 240 285 335 385
2) 135 170 205 240 270
3) 130 160 195 225 260
4) 135 165 200 235 270
Scavenge air cooler
kW
2) 520 650 760 900 1010
3) 440 550 660 770 880
4) 495 600 730 860 970
Coolers

2) 67 87 101 120 135
3) 67 82 101 120 135
4) 67 82 101 120 135
Jacket water cooler
2) 920 1150 1380 1610 1840
3) 960 1210 1440 1700 1930
4) 920 1150 1380 1610 1840
Central cooler
2) 3930 4910 5870 6860 7820
3) 3890 4870 5830 6820 7780
4) 3910 4860 5840 6820 7780
**
178 32 48-5.3
Fig. 6.01.08a: List of capacities, S50MC-C with high efficiency turbocharger central cooling system
430 200 025 198 29 00
6.01.39
S50MC
Cyl. 4 5 6 7 8
2) 44 55 66 77 87
3) 46 58 69 82 93
4) 44 55 66 77 87
Pumps

2) 185 230 275 325 370
3) 185 230 275 325 370
4) 185 230 275 320 365
2) 125 160 190 220 250
3) 120 150 180 210 240
4) 125 155 190 220 250
Scavenge air cooler
Seawater m3/h 120 150 180 210 240
2) 480 610 710 840 950
3) 405 510 610 710 810
4) 460 560 680 780 880
Coolers
* 3
Seawater m3/h 1) 65 85 100 115 135
2) 65 80 95 115 130
3) 65 80 95 115 130
4) 65 80 95 110 125
Jacket water cooler
2) 840 1040 1250 1460 1670
3) 880 1110 1320 1560 1770
4) 840 1040 1250 1460 1670
3
**
178 87 88-0.1
Fig. 6.01.07b: List of capacities, S50MC with high efficiency turbocharger seawater system
430 200 025 198 29 00
6.01.40
S50MC
Cyl. 4 5 6 7 8
2) 44 55 66 77 87
3) 46 58 69 82 93
4) 44 55 66 77 87
Pumps
2) 155 200 245 290 335

3) 150 200 240 290 335
4) 150 195 240 285 330
Seawater pump* m3/h 1) 175 220 265 305 350
2) 175 220 260 305 345
3) 175 215 260 305 345
4) 175 215 260 300 345
2) 125 160 190 220 250
3) 120 150 180 210 240
4) 125 155 190 220 250
Scavenge air cooler
kW
2) 480 610 710 840 950
3) 405 510 610 710 810
4) 460 560 680 780 880
Coolers

2) 65 80 95 110 125
3) 60 80 90 110 125
4) 60 75 90 105 120
Jacket water cooler
2) 840 1040 1250 1460 1670
3) 880 1110 1320 1560 1770
4) 840 1040 1250 1460 1670
Central cooler
2) 3540 4430 5290 6190 7060
3) 3510 4400 5260 6160 7020
4) 3520 4380 5260 6130 6990
**
178 87 89-2.1
Fig. 6.01.08b: List of capacities, S50MC with high efficiency turbocharger central cooling system
430 200 025 198 29 00
6.01.41
L50MC
Cyl. 4 5 6 7 8
2) 41 51 62 72 82
3) 43 55 65 75 87
4) 41 51 62 72 82
Pumps

2) 165 205 245 285 325
3) 160 200 240 280 325
4) 160 200 240 285 320
2) 125 155 190 220 250
3) 120 150 180 210 240
4) 125 155 185 215 245
Scavenge air cooler
Seawater m3/h 100 125 150 175 200
2) 480 580 710 810 940
3) 405 500 600 710 810
4) 455 560 660 780 880
Coolers
* 3
Seawater m3/h 1) 65 80 95 110 125
2) 65 80 95 110 125
3) 60 75 90 105 125
4) 60 75 90 110 120
Jacket water cooler
2) 790 990 1190 1390 1580
3) 840 1050 1250 1450 1680
4) 790 990 1190 1390 1580
3
**
178 87 90-2.1
Fig. 6.01.07c: List of capacities, L50MC with high efficiency turbocharger seawater system
430 200 025 198 29 00
6.01.42
L50MC
Cyl. 4 5 6 7 8
2) 41 51 62 72 82
3) 43 55 65 75 87
4) 41 51 62 72 82
Pumps
2) 125 170 200 215 265

3) 125 170 195 215 265
4) 125 170 195 215 260
Seawater pump* m3/h 1) 165 205 250 285 330
2) 165 205 245 285 325
3) 165 205 245 285 325
4) 165 205 245 285 325
2) 125 155 190 220 250
3) 120 150 180 210 240
4) 125 155 185 215 245
Scavenge air cooler
kW
2) 480 580 710 810 940
3) 405 500 600 710 810
4) 455 560 660 780 880
Coolers

2) 61 76 92 103 121
3) 61 76 87 103 121
4) 61 76 87 103 116
Jacket water cooler
2) 790 990 1190 1390 1580
3) 840 1050 1250 1450 1680
4) 790 990 1190 1390 1580
Central cooler
2) 3330 4140 4990 5800 6640
3) 3310 4120 4940 5760 6610
4) 3310 4120 4940 5770 6580
**
178 87 91-4.1
Fig. 6.01.08c: List of capacities, L50MC with high efficiency turbocharger central cooling system
430 200 025 198 29 00
6.01.43
S46MC-C
Cyl. 4 5 6 7 8
2) 44 55 66 77 88
3) 46 57 70 81 92
4) 44 55 66 77 88
Pumps

2) 175 215 260 300 345
3) 170 215 255 300 340
4) 175 215 255 300 340
2) 130 150 175 195 215
3) 125 145 165 185 210
4) 130 150 170 190 215
Scavenge air cooler
Seawater m3/h 108 135 162 189 216
2) 490 600 700 830 930
3) 415 520 620 730 830
4) 470 570 680 780 900
Coolers
* 3
Seawater m3/h 1) 67 80 98 116 129
2) 67 80 98 111 129
3) 62 80 93 111 124
4) 67 80 93 111 124
Jacket water cooler
2) 830 1030 1240 1450 1650
3) 870 1080 1300 1510 1720
4) 830 1030 1240 1450 1650
3
**
178 32 71-1.2
Fig. 6.01.07d: List of capacities, S46MC-C with conventional turbocharger and seawater system stated at the nominal
430 200 025 198 29 00
6.01.44
S46MC-C
Cyl. 4 5 6 7 8
2) 44 55 66 77 88
3) 46 57 70 81 92
4) 44 55 66 77 88
Pumps
2) 150 185 225 250 285

3) 150 185 220 250 285
4) 150 185 220 250 285
Seawater pump* m3/h 1) 165 205 245 285 325
2) 165 205 245 285 325
3) 160 200 240 280 320
4) 160 200 240 280 320
2) 130 150 175 195 215
3) 125 145 165 185 210
4) 130 150 170 190 215
Scavenge air cooler
kW
2) 490 600 700 830 930
3) 415 520 620 730 830
4) 470 570 680 780 900
Coolers

2) 63 77 95 108 123
3) 63 77 90 108 123
4) 63 77 90 108 123
Jacket water cooler
2) 830 1030 1240 1450 1650
3) 870 1080 1300 1510 1720
4) 830 1030 1240 1450 1650
Central cooler
2) 3320 4130 4940 5780 6580
3) 3290 4100 4920 5740 6550
4) 3300 4100 4920 5730 6550
**
178 32 72-3.2
Fig. 6.01.08d: List of capacities, S46MC-C with conventional turbocharger and central cooling system stated at the
430 200 025 198 29 00
6.01.45
S42MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 41 51 61 71 82 92 100 110 120
3) 43 53 64 75 85 95 105 115 125
4) 41 51 61 71 82 92 100 110 120
Pumps
2) 140 175 205 240 275 310 345 380 415
3) 140 170 205 240 275 310 340 375 410
4) 135 170 205 240 275 305 345 375 410
2) 105 130 155 180 205 230 260 285 310
3) 98 125 145 170 195 220 245 270 295
4) 100 130 150 175 200 225 255 280 305
Scavenge air cooler
Seawater m3/h 84 105 126 147 168 189 210 231 252
2) 395 485 570 650 760 840 970 1050 1140
3) 330 410 490 570 660 740 820 900 980
4) 360 465 550 630 710 790 930 1010 1090
Coolers

Seawater m3/h 1) 56 70 84 93 107 121 135 149 163
2) 56 70 79 93 107 121 135 149 163
3) 56 65 79 93 107 121 130 144 158
4) 51 65 79 93 107 116 135 144 158
Jacket water cooler
2) 700 880 1060 1230 1410 1580 1760 1940 2110
3) 750 920 1100 1300 1470 1650 1850 2020 2200
4) 700 880 1060 1230 1410 1580 1760 1940 2110
3
**
178 42 71-6.2
Fig. 6.01.07e: List of capacities, S42MC with conventional turbocharger and seawater system stated at the nominal MCR
430 200 025 198 29 00
6.01.46
S42MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 41 51 61 71 82 92 100 110 120
3) 43 53 64 75 85 95 105 115 125
4) 41 51 61 71 82 92 100 110 120
Pumps
2) 135 170 205 235 270 305 340 375 410

3) 135 170 200 235 270 305 340 370 405
4) 135 170 205 235 270 300 340 370 405
Seawater pump* m3/h 1) 135 165 200 235 265 300 335 370 400
2) 135 165 200 230 265 300 335 365 400
3) 135 165 200 230 265 295 330 365 395
4) 130 165 200 230 265 295 330 365 395
2) 105 130 155 180 205 230 260 285 310
3) 98 125 145 170 195 220 245 270 295
4) 100 130 150 175 200 225 255 280 305
Scavenge air cooler
kW
2) 395 485 570 650 760 840 970 1050 1140
3) 330 410 490 570 660 740 820 900 980
4) 360 465 550 630 710 790 930 1010 1090
Coolers

2) 51 65 79 88 102 116 130 144 158
3) 51 65 74 88 102 116 130 139 153
4) 51 65 79 88 102 111 130 139 153
Jacket water cooler
2) 700 880 1060 1230 1410 1580 1760 1940 2110
3) 750 920 1100 1300 1470 1650 1850 2020 2200
4) 700 880 1060 1230 1410 1580 1760 1940 2110
Central cooler
2) 2720 3400 4060 4720 5420 6070 6790 7450 8120
3) 2700 3360 4020 4710 5380 6040 6730 7380 8050
4) 2680 3380 4040 4700 5370 6020 6750 7410 8070
178 42 75-3.2
Fig. 6.01.08e: List of capacities, S42MC with conventional turbocharger and central cooling system stated at the nominal
430 200 025 198 29 00
6.01.47
L42MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 32 40 48 56 64 72 80 88 96
3) 34 42 50 58 68 76 85 93 100
4) 32 40 48 56 64 72 80 88 96
Pumps
2) 120 150 180 210 240 270 300 330 360
3) 120 150 180 210 240 270 300 330 360
4) 120 150 180 210 240 270 300 330 360
2) 98 115 130 145 165 185 210 225 240
3) 93 110 125 140 155 175 195 215 230
4) 96 110 130 145 160 180 205 225 240
Scavenge air cooler
Seawater m3/h 75 94 113 132 151 170 189 208 227
2) 340 415 485 550 620 720 830 900 970
3) 270 340 410 475 540 610 680 750 820
4) 305 375 460 530 600 670 750 850 920
Coolers
* 3
Seawater m3/h 1) 45 56 67 78 89 100 111 122 133
2) 45 56 67 78 89 100 111 122 133
3) 45 56 67 78 89 100 111 122 133
4) 45 56 67 78 89 100 111 122 133
Jacket water cooler
2) 580 720 860 1010 1150 1300 1440 1590 1730
3) 620 760 910 1050 1220 1360 1530 1670 1820
4) 580 720 860 1010 1150 1300 1440 1590 1730
3
**
178 42 51-3.2
Fig. 6.01.07f: List of capacities, L42MC with conventional turbocharger and seawater system stated at the nominal MCR
430 200 025 198 29 00
6.01.48
L42MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 32 40 48 56 64 72 80 88 96
3) 34 42 50 58 68 76 85 93 100
4) 32 40 48 56 64 72 80 88 96
Pumps
2) 120 150 175 205 235 265 300 325 355

3) 120 145 175 205 235 265 295 325 355
4) 115 145 175 205 235 265 295 325 355
Seawater pump* m3/h 1) 115 145 175 205 230 265 290 320 350
2) 115 145 175 205 230 260 290 320 350
3) 115 145 175 200 230 260 290 315 345
4) 115 145 175 200 230 260 285 320 345
2) 98 115 130 145 165 185 210 225 240
3) 93 110 125 140 155 175 195 215 230
4) 96 110 130 145 160 180 205 225 240
Scavenge air cooler
kW
2) 340 415 485 550 620 720 830 900 970
3) 270 340 410 475 540 610 680 750 820
4) 305 375 460 530 600 670 750 850 920
Coolers

2) 45 56 62 73 84 95 111 117 128
3) 45 51 62 73 84 95 106 117 128
4) 40 51 62 73 84 95 106 117 128
Jacket water cooler
2) 580 720 860 1010 1150 1300 1440 1590 1730
3) 620 760 910 1050 1220 1360 1530 1670 1820
4) 580 720 860 1010 1150 1300 1440 1590 1730
Central cooler
2) 2380 2970 3540 4120 4690 5310 5920 6510 7080
3) 2350 2930 3510 4090 4680 5260 5860 6440 7020
4) 2350 2930 3510 4100 4670 5260 5840 6460 7030
178 42 52-5.2
Fig. 6.01.08f: List of capacities, L42MC with conventional turbocharger and central cooling system stated at the nominal
430 200 025 198 29 00
6.01.49
S35MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 28 36 43 50 57 64 71 78 85
3) 45 52 45 52 59 66 105 83 90
4) 28 36 43 50 57 64 71 78 85
Pumps
2) 90 110 135 155 175 200 225 245 265
3) 97 120 130 155 175 195 235 240 265
4) 88 110 130 155 175 200 220 240 265
2) 68 86 100 120 135 150 170 185 205
3) 64 80 96 110 130 145 160 175 190
4) 66 83 99 115 135 150 165 180 200
Scavenge air cooler
Seawater m3/h 52 65 78 91 104 117 130 143 156
2) 280 355 410 475 530 590 710 760 820
3) 230 285 345 400 460 510 570 630 690
4) 250 320 375 435 510 570 640 700 750
Coolers
* 3
Seawater m3/h 1) 38 45 57 64 76 83 95 102 109
2) 38 45 57 64 71 83 95 102 109
3) 45 55 52 64 71 78 105 97 109
4) 36 45 52 64 71 83 90 97 109
Jacket water cooler
2) 465 580 700 820 930 1050 1170 1280 1400
3) 660 770 740 860 980 1090 1550 1370 1490
4) 465 580 700 820 930 1050 1170 1280 1400
3
**
178 42 72-8.2
Fig. 6.01.07g: List of capacities, S35MC with conventional turbocharger and seawater system stated at the nominal MCR
430 200 025 198 29 00
6.01.50
S35MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 28 36 43 50 57 64 71 78 85
3) 45 52 45 52 59 66 105 83 90
4) 28 36 43 50 57 64 71 78 85
Pumps
2) 88 110 130 155 175 195 220 240 260

3) 95 115 130 150 175 195 230 240 260
4) 86 110 130 150 175 195 215 240 260
Seawater pump* m3/h 1) 91 115 135 160 180 200 225 250 270
2) 91 115 135 160 180 200 225 250 270
3) 97 120 135 155 180 200 240 245 270
4) 89 110 135 155 180 200 225 245 265
2) 68 86 100 120 135 150 170 185 205
3) 64 80 96 110 130 145 160 175 190
4) 66 83 99 115 135 150 165 180 200
Scavenge air cooler
kW
2) 280 355 410 475 530 590 710 760 820
3) 230 285 345 400 460 510 570 630 690
4) 250 320 375 435 510 570 640 700 750
Coolers

2) 36 45 52 64 71 78 90 97 104
3) 43 50 52 59 71 78 100 97 104
4) 34 45 52 59 71 78 85 97 104
Jacket water cooler
2) 465 580 700 820 930 1050 1170 1280 1400
3) 660 770 740 860 980 1090 1550 1370 1490
4) 465 580 700 820 930 1050 1170 1280 1400
Central cooler
2) 1840 2300 2740 3210 3640 4090 4600 5030 5490
3) 1980 2420 2720 3170 3620 4050 4840 4990 5450
4) 1810 2260 2710 3170 3620 4070 4530 4970 5420
**
178 42 76-5.2
Fig. 6.01.08g: List of capacities, S35MC with conventional turbocharger and central cooling system stated at the nominal
430 200 025 198 29 00
6.01.51
L35MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 23 28 34 39 45 51 56 62 68
3) 39 45 36 42 47 53 89 95 100
4) 23 28 34 39 45 51 56 62 68
Pumps
2) 80 100 120 140 160 180 200 220 240
3) 87 105 120 140 160 175 215 230 250
4) 79 99 120 140 155 175 195 215 235
2) 69 80 98 115 125 135 155 170 175
3) 65 76 92 110 120 130 145 155 165
4) 67 78 95 110 120 135 150 165 170
Scavenge air cooler
Seawater m3/h 48 60 72 84 96 108 120 132 144
2) 240 290 355 405 460 510 580 660 710
3) 190 240 290 335 385 430 480 530 580
4) 215 265 320 370 420 485 530 600 640
Coolers
* 3
Seawater m3/h 1) 32 40 48 56 64 72 80 88 96
2) 32 40 48 56 64 72 80 88 96
3) 39 45 48 56 64 67 95 98 106
4) 31 39 48 56 59 67 75 83 91
Jacket water cooler
2) 400 500 600 700 800 900 1000 1100 1200
3) 590 690 640 750 850 950 1380 1480 1580
4) 400 500 600 700 800 900 1000 1100 1200
3
**
178 87 92-6.1
Fig. 6.01.07h: List of capacities, L35MC with conventional turbocharger and seawater system stated at the nominal MCR
430 200 025 198 29 00
6.01.52
L35MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 23 28 34 39 45 51 56 62 68
3) 39 45 36 42 47 53 89 95 100
4) 23 28 34 39 45 51 56 62 68
Pumps
2) 79 98 120 135 155 175 195 215 235

3) 85 105 115 135 155 175 210 230 245
4) 77 97 115 135 155 175 195 215 230
Seawater pump* m3/h 1) 78 97 115 135 155 175 195 215 230
2) 78 97 115 135 155 175 195 215 235
3) 85 105 115 135 155 170 205 225 245
4) 77 96 115 135 155 175 190 210 230
2) 69 80 98 115 125 135 155 170 175
3) 65 76 92 110 120 130 145 155 165
4) 67 78 95 110 120 135 150 165 170
Scavenge air cooler
kW
2) 240 290 355 405 460 510 580 660 710
3) 190 240 290 335 385 430 480 530 580
4) 215 265 320 370 420 485 530 600 640
Coolers

2) 31 38 48 51 59 67 75 83 91
3) 37 45 43 51 59 67 90 98 101
4) 29 37 43 51 59 67 75 83 86
Jacket water cooler
2) 400 500 600 700 800 900 1000 1100 1200
3) 590 690 640 750 850 950 1380 1480 1580
4) 400 500 600 700 800 900 1000 1100 1200
Central cooler
2) 1580 1970 2370 2760 3140 3530 3930 4350 4730
3) 1720 2110 2340 2740 3120 3500 4210 4600 4980
4) 1560 1950 2330 2720 3100 3510 3880 4290 4660
**
178 87 93-8.1
Fig. 6.01.08h: List of capacities, L35MC with conventional turbocharger and central cooling system stated at the nominal
430 200 025 198 29 00
6.01.53
S26MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 16 20 24 28 32 36 40 44 48
3) 24 28 25 29 49 53 55 47 51
4) 16 20 24 28 32 36 40 44 48
Pumps
2) 73 90 110 125 145 160 180 195 215
3) 75 92 110 125 150 165 185 195 210
4) 72 89 110 125 140 160 180 195 210
2) 365 455 540 630 720 810 910 1000 1090
3) 360 450 540 630 720 810 900 990 1080
4) 360 450 540 630 720 810 900 990 1080
Scavenge air cooler
Seawater m3/h 45 56 68 79 90 101 112 123 134
2) 230 290 340 390 450 500 580 630 680
3) 200 250 300 350 400 450 500 550 600
4) 225 275 325 375 425 475 550 600 650
Coolers
* 3
Seawater m3/h 1) 27 33 42 46 55 59 68 72 81
2) 28 34 42 46 55 59 68 72 81
3) 30 36 42 46 60 64 73 72 76
4) 27 33 42 46 50 59 68 72 76
Jacket water cooler
2) 310 385 460 540 620 690 770 850 920
3) 395 470 485 560 810 880 940 890 970
4) 310 385 460 540 620 690 770 850 920
3
**
178 42 72-8.2
Fig. 6.01.07i: List of capacities, S26MC with conventional turbocharger and seawater system stated at the nominal MCR
430 200 025 198 29 00
6.01.54
S26MC
Cyl. 4 5 6 7 8 9 10 11 12
2) 16 20 24 28 32 36 40 44 48
3) 24 28 25 29 49 53 55 47 51
4) 16 20 24 28 32 36 40 44 48
Pumps
2) 71 88 105 125 140 160 175 195 210

3) 73 90 105 125 150 165 180 190 210
4) 71 88 105 125 140 155 175 190 210
Seawater pump* m3/h 1) 54 67 81 94 110 120 135 150 160
2) 54 68 81 94 110 120 135 150 160
3) 57 70 80 93 115 130 140 145 160
4) 54 67 80 94 105 120 135 150 160
2) 365 455 540 630 720 810 910 1000 1090
3) 360 450 540 630 720 810 900 990 1080
4) 360 450 540 630 720 810 900 990 1080
Scavenge air cooler
kW
2) 230 290 340 390 450 500 580 630 680
3) 200 250 300 350 400 450 500 550 600
4) 225 275 325 375 425 475 550 600 650
Coolers

2) 26 32 37 46 50 59 63 72 76
3) 28 34 37 46 60 64 68 67 76
4) 26 32 37 46 50 54 63 67 76
Jacket water cooler
2) 310 385 460 540 620 690 770 850 920
3) 395 470 485 560 810 880 940 890 970
4) 310 385 460 540 620 690 770 850 920
Central cooler
2) 1100 1380 1640 1910 2200 2460 2760 3030 3290
3) 1160 1420 1630 1890 2340 2600 2850 2990 3260
4) 1100 1360 1630 1900 2180 2440 2730 3000 3260
**
178 42 77-7.2
Fig. 6.01.08i: List of capacities, S26MC with conventional turbocharger and central cooling system stated at the nominal
430 200 025 198 29 00
6.01.55
Starting air system: 30 bar (gauge)
Cylinder No. 4 5 6 7 8 9 10 11 12 13 14
K98MC
Reversible engine
Receiver volume (12 starts) m3 2 x 14.5 2 x 15.0 2 x 15.5 2 x 15.5 2 x 15.5 2 x 16.0 2 x 16.0 2 x 16.5 2 x 16.5
Compressor capacity, total m3/h 870 900 930 930 930 960 960 990 990
Non-reversible engine
K98MC-C
Reversible engine
S90MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 15.0 2 x 15.0 2 x 15.5 2 x 15.5
Compressor capacity, total m3/h 900 900 930 930
Receiver volume (6 starts) m3 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0
Compressor capacity, total m3/h 480 480 480 480
L90MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 13.5 2 x 14.0 2 x 14.0 2 x 14.5 2 x 14.5 2 x 14.5 2 x 15.0
Compressor capacity, total m3/h 810 840 840 870 870 870 900
K90MC
Reversible engine
K90MC-C
Reversible engine
178 87 96-3.1
Fig. 6.01.09a: Capacities of starting air receivers and compressors for main engine
430 200 025 198 29 00
6.01.56
Cylinder No. 4 5 6 7 8 9 10 11 12 13 14
S80MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 12.0 2 x 12.0 2 x 12.5
Compressor capacity, total m3/h 720 720 750
Receiver volume (6 starts) m3 2 x 6.5 2 x 6.5 2 x 6.5
Compressor capacity, total m3/h 390 390 390
S80MC
Reversible engine
L80MC
Reversible engine
K80MC-C
Reversible engine
S70MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 7.0 2 x 7.5 2 x 8.0 2 x 8.0 2 x 8.5
Compressor capacity, total m3/h 420 450 480 480 510
S70MC
Reversible engine
178 87 96-3.1
Fig. 6.01.09b: Capacities of starting air receivers and compressors for main engine
430 200 025 198 29 00
6.01.57
Cylinder No. 4 5 6 7 8 9 10 11 12 13 14
L70MC-C
Reversible engine
L70MC
Reversible engine
S60MC-C
Reversible engine
S60MC
Reversible engine
L60MC-C
Reversible engine
L60MC
Reversible engine
178 87 96-3.1
Fig. 6.01.09c: Capacities of starting air receivers and compressors for main engine
430 200 025 198 29 00
6.01.58
Cylinder No. 4 5 6 7 8 9 10 11 12 13 14
S50MC-C
Reversible engine
S50MC
Reversible engine
L50MC
Reversible engine
S46MC-C
Reversible engine
S42MC
Reversible engine
L42MC
Reversible engine
178 87 96-3.1
Fig. 6.01.09d: Capacities of starting air receivers and compressors for main engine
430 200 025 198 29 00
6.01.59
Cylinder No. 4 5 6 7 8 9 10 11 12 13 14
S35MC
Reversible engine
L35MC
Reversible engine
S26MC
Reversible engine
178 87 96-3.1
Fig. 6.01.09e: Capacities of starting air receivers and compressors for main engine
430 200 025 198 29 00
6.01.60
Auxiliary System Capacities for The percentage power (PM%) and speed (nM%) of L1
Derated Engines for specified MCR (M) of the derated engine is used
as input in the above-mentioned diagrams, giving
The dimensioning of heat exchangers (coolers) and the % heat dissipation figures relative to those in the
pumps for derated engines can be calculated on the ‘List of Capacities’, Fig. 6.01.03 and 6.01.04.
basis of the heat dissipation values found by using
the following description and diagrams. Those for
the nominal MCR (L1), see Fig. 6.01.03, may also be
used if wanted.
The examples represent the engines which have the

largest layout diagrams. The layout diagram sizes
for all engine types can be found in section 2.
The nomenclature of the basic engine ratings used

in this section is shown in Fig. 6.01.23.
Cooler heat dissipations
For the specified MCR (M) the diagrams in Figs.

6.01.10, 6.01.11 and 6.01.12 show reduction fac-
tors for the corresponding heat dissipations for
the coolers, relative to the values stated in the Qjw% = e(–0.0811 x ln (nM%) + 0.8072 x ln (PM%) + 1.2614) 178 10 86-7.1
‘List of Capacities’ valid for nominal MCR (L1).
Fig. 6.01.11: Jacket water cooler, heat dissipation Qjw%

in % of L1 value
Qair% = 100 x (PM/PL1)1.68 x (nM/nL1) –0.83 x kO
kO = 1 + 0.27 x (1 – PO/PM)
178 24 39-8.0 Qlub% = 67.3009 x ln (nM%) + 7.6304 x ln (PM%) –245.0714
178 06 57-8.2
Fig. 6.01.10: Scavenge air cooler heat dissipation, Qair% in Fig. 6.01.12: Lubricating oil cooler, heat dissipation
point M, in % of L1 value and valid for PO = PM. Qlub% in % of L1 value
If service optimised, an extra correction kO is used
430 200 025 198 29 00
6.01.61
Pump capacities Pump pressures

The pump capacities given in the ‘List of Capacities’ Irrespective of the capacities selected as per the
refer to engines rated at nominal MCR (L1). For lower above guidelines, the below-mentioned pump
rated engines, only a marginal saving in the pump heads at the mentioned maximum working tempe-
capacities is obtainable. ratures for each system shall be kept:
To ensure proper lubrication, the lubricating oil

Pump Design
pump must remain unchanged. head bar temp. °C
Also the fuel oil circulating and supply pumps and Fuel oil supply pump 4.0 100
the fuel oil heater should remain unchanged. Fuel oil circulating pump 6.0 150
Lubricating oil pump:
In order to ensure a proper starting ability, the
starting air compressors and the starting air recei- K98, K98-C 4.8 70
vers must also remain unchanged. K90 4.7 70
S90-C, L90-C, K90-C, S80 4.6 70
The jacket cooling water pump capacity is relatively
low, and practically no saving is possible, it is there- S80-C, L80, K80-C 4.5 70
fore kept unchanged. S70-C 4.4 70
The seawater (cooling water) flow capacity for each S70, L70-C, L70, S60-C 4.3 70
of the scavenge air, lube oil and jacket water coolers S60 4.2 70
can be reduced proportionally to the reduced heat
L60-C, L60, S50-C 4.1 70
dissipations found in Figs. 6.01.10, 6.01.11 and
6.01.12, respectively. S50, L50, S46-C 4.0 70
S42, L42, S35 3.9 70
However, regarding the scavenge air cooler(s), the en-
L35 3.8 70
gine maker has to approve this reduction in order to
avoid too low a water velocity in the scavenge air S26 3.7 70
cooler pipes. Seawater pump 2.5 50
Central cooling water pump 2.5 80
As the jacket water cooler is connected in series
with the lubricating oil cooler, the water flow capac- Jacket water pump 3.0 100
ity for the latter is used also for the jacket water
cooler.
The pump head is based on a total pressure drop
If a central cooler is used, the above still applies, but across cooler and filter of maximum 1 bar.
the central cooling water capacities are used in-
stead of the above seawater capacities. The seawa- Flow velocities
ter flow capacity for the central cooler can be re- For external pipe connections, we prescribe the
duced in proportion to the reduction of the total following maximum velocities:
cooler heat dissipation. Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s
Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . 1.8 m/s
Cooling water . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
430 200 025 198 29 00
6.01.62
Example 1:
Derated 6L60MC-C with high efficiency MAN B&W turbocharger with fixed pitch propeller, seawater
cooling system and with VIT fuel pumps.
As the engine is service optimised, the engine has to be equipped with VIT fuel pumps
Nominal MCR, (L1) PL1: 13,380 kW = 18,180 BHP (100.0%) 123.0 r/min (100.0%)
Specified MCR, (M) PM: 10,704 kW = 14,544 BHP (80.0%) 110.7 r/min (90.0%)
Optimised power, (O) PO: 9,901 kW = 13,453 BHP (74.8%) 108.3 r/min (88.0%), PO=93.5% of PM
The method of calculating the reduced capacities

for point M is shown below.
The values valid for the nominal rated engine are

found in the ‘List of Capacities’ Fig. 6.01.05g, and
are listed together with the result in Fig. 6.01.13.
Heat dissipation of scavenge air cooler

Fig. 6.01.10 which is approximate indicates a Qair%
= 75.0% heat dissipation, and corrected for service
optimising equal 75.0 x (1 + 0.27 x (1 - 0.935))
= 76.3% i.e.:
Qair,M = 5330 x 0.763 = 4067 kW
Heat dissipation of jacket water cooler

Fig. 6.01.11 indicates a Qjw% = 84% heat dissipa-
tion; i.e.:
Qjw,M = 2060 x 0.84 = 1730 kW
Heat dissipation of lube. oil cooler

Fig. 6.01.12 indicates a Qlub% = 91% heat dissipa-
tion; i.e.:
Qlub,M = 1110 x 0.91 = 1010 kW
Seawater pump
Scavenge air cooler: 270 x 0.763 = 197 m3/h

Lubricating oil cooler: 155 x 0.91 = 141 m3/h
Total: = 338 m3/h
430 200 025 198 29 00
6.01.63
Nominal rated engine (L1) Example 1

high efficiency Specified MCR (M)
turbocharger
Shaft power at MCR 13,380 kW 10,704 kW
at 123.0 r/min at 110.7 r/min
Pumps:
Fuel oil circulating pump m3/h 6.7 6.7
Fuel oil supply pump m3/h 3.4 3.4
Jacket cooling water pump m3/h 125 125
Seawater pump* m3/h 425 338
Lubricating oil pump* m3/h 295 295
Coolers:
Scavenge air cooler
Heat dissipation kW 5330 4067
Seawater quantity m3/h 270 197
Lube oil cooler
Heat dissipation* kW 1110 1010
Lubricating oil quantity* m3/h 295 295
Jacket water cooler
Heat dissipation kW 2060 1730
Jacket cooling water quantity m3/h 125 125
Fuel oil preheater: kW 175 175
Gases at ISO ambient conditions*
Exhaust gas amount kg/h 124200 97330

Exhaust gas temperature °C 245 232
Air consumption kg/sec. 33.9 26.5
Reversible engine
Receiver volume (12 starts) m3 2 x 4.5 2 x 4.5
Compressor capacity, total m3/h 270 270
Receiver volume (6 starts) m3 2 x 2.5 2 x 2.5
Compressor capacity, total m3/h 150 150
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
178 22 68-3.0
The exhaust gas temperatures refer to after turbocharger
* Calculated in example 3, in this section
Fig. 6.01.13: Example 1 – Capacities of derated 6L60MC-C with high efficiency MAN B&W turbocharger and seawater
cooling system.
430 200 025 198 29 00
6.01.64
Freshwater Generator At part load operation, lower than optimised power,

the actual jacket water heat dissipation will be re-
If a freshwater generator is installed and is utilising duced according to the curves for fixed pitch pro-
the heat in the jacket water cooling system, it should peller (FPP) or for constant speed, controllable pitch
be noted that the actual available heat in the jacket propeller (CPP), respectively, in Fig. 6.01.14.
cooling water system is lower than indicated by the
heat dissipation figures valid for nominal MCR (L1) With reference to the above, the heat actually avail-
given in the List of Capacities. This is because the able for a derated diesel engine may then be found
latter figures are used for dimensioning the jacket as follows:
water cooler and hence incorporate a safety margin
which can be needed when the engine is operating
1. Engine power between optimised and speci-
under conditions such as, e.g. overload. Normally,
fied power.
this margin is 10% at nominal MCR.
For powers between specified MCR (M) and
For a derated diesel engine, i.e. an engine having a optimised power (O), the diagram Fig. 6.01.11
specified MCR (M) and/or an optimising point (O) is to be used,i.e. giving the percentage correc-
different from L1, the relative jacket water heat dissi- tion factor ‘Qjw%’ and hence for optimised
pation for point M and O may be found, as previ- power PO:
ously described, by means of Fig. 6.01.11.
Q jw%
Qjw,O = QL1 x x 0.9 (0.88) [1]
100
2. Engine power lower than optimised power.

For powers lower than the optimised power,
the value Qjw,O found for point O by means of
the above equation [1] is to be multiplied by the
correction factor kp found in Fig. 6.01.14 and
hence
Qjw = Qjw,O x kp [2]
where
Qjw = jacket water heat dissipation

QL1 = jacket water heat dissipation at nominal
MCR (L1)
Qjw% = percentage correction factor from
Fig. 6.01.11
Qjw,O = jacket water heat dissipation at optimised
power (O), found by means of equation [1]
kp = correction factor from Fig. 6.01.14
PS 0.9 = factor for safety margin of cooler, tropical
FPP : kp = 0.742 x + 0.258 ambient conditions
PO
PS The heat dissipation is assumed to be more or less
CPP : kp = 0.822 x + 0.178 independent of the ambient temperature condi-
PO
tions, yet the safety margin/ambient condition fac-
tor of about 0.88 instead of 0.90 will be more accu-
Fig. 6.01.14: Correction factor ‘kp’ for jacket cooling rate for ambient conditions corresponding to ISO
water heat dissipation at part load, relative to heat temperatures or lower.
dissipation at optimised power
430 200 025 198 29 00
6.01.65
Freshwater generator system Jacket cooling water system
Valve A: ensures that Tjw < 80 °C

Valve B: ensures that Tjw >80 – 5 °C = 75 °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 16 79-9.2
Fig. 6.01.15: Freshwater generators. Jacket cooling water heat recovery flow diagram
If necessary, all the actually available jacket cooling When using a normal freshwater generator of the
water heat may be used provided that a special tem- single-effect vacuum evaporator type, the freshwa-
perature control system ensures that the jacket ter production may, for guidance, be estimated as
cooling water temperature at the outlet from the en- 0.03 t/24h per 1 kW heat, i.e.:
gine does not fall below a certain level. Such a tem-
perature control system may consist, e.g., of a spe- Mfw = 0.03 x Qjw t/24h [3]
cial by-pass pipe installed in the jacket cooling
water system, see Fig. 6.01.15, or a special built-in where
temperature control in the freshwater generator,
e.g., an automatic start/stop function, or similar. If Mfw is the freshwater production in tons per 24
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 en-
gine loads above 50%. Qjw is to be stated in kW
430 200 025 198 29 00
6.01.66
Example 2:
Freshwater production from a derated 6S70MC-C with high efficiency MAN B&W turbocharger, with VIT
fuel pumps and with 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.
Optimised power, (O) PO: 13,958 kW = 18,940 BHP (74.8%) 80.1 r/min (88.0%) PO = 93.5% of PM
Service rating, (S) PS: 11,942 kW = 16,205 BHP 76.0 r/min PS = 80.0% of PM
and PS = 85.6% of PO
The expected available jacket cooling water heat at Calculation of Exhaust Gas Amount and
service rating is found as follows: Temperature
QL1 = 2060 kW from ‘List of Capacities’

Influencing factors
Qjw% = 80.0% using 74.8% power and 88.0%
speed for O in Fig. 6.01.11 The exhaust gas data to be expected in practice
depends, primarily, on the following three factors:
By means of equation [1], and using factor 0.88 for
a) The specified MCR point of the engine
actual ambient condition the heat dissipation in the
(point M):
optimising point (O) is found:
Q jw% PM: power in kW (BHP) at SMCR point
Q jw,O = QL1 x x 0.88 nM: speed in r/min at SMCR point
100
80.0
= 2060 x x 0.88 = 1450 kW and to a certain degree on the service optimised
100 power PO% = % SMCR power:
By means of equation [2], the heat dissipation in the
service point (S) i.e. For 85.6% of optimised power, is PO% = (PO/PM) x 100%
found:
b) Tair: actual ambient air temperature, in °
kp = 0.89 using 85.6% in Fig. 6.01.14
pbar: actual barometric pressure, in mba
Qjw = Qjw,O x kp = 1450 x 0.89 = 1291 kW TCW: actual scavenge air coolant temperature,
in °C
For the service point the corresponding expected DpM: exhaust gas back-pressure in mm WC at
obtainable freshwater production from a freshwater specified MCR
generator of the single-effect vacuum evaporator
type is then found from equation [3]: c) The continuous service rating of the engine
(point S), valid for fixed pitch propeller or con-
Mfw = 0.03 x Qjw = 0.03 x 1291 = 38.7 t/24h trollable pitch propeller (constant engine speed)
PS: continuous service rating of engine,

in kW (BHP)
430 200 025 198 29 00
6.01.67
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], see Fig. 6.01.16.
Mexh: exhaust gas amount in kg/h, to be found
Texh: exhaust gas temperature in °C, to be found
PM  ∆mM%   ∆Mamb%   ∆m s%  PS%

Mexh = ML1 x x 1 + x 1 + x 1 + x kg/h [4]
PL1  100   100   100  100
Texh = TL1 + DTM + DTO + DTamb + DTS °C [5]
where, according to ‘List of capacities’, i.e. referring to ISO ambient conditions and 300 mm WC
back-pressure and specified/optimised 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)
178 30 58-0.0
Fig. 6.01.16: Summarising equations for exhaust gas amounts and temperatures
The partial calculations based on the influencing changes in specific exhaust gas amount and tem-
factors are described in the following: perature are found by using as input in diagrams
6.01.17 and 6.01.18 the corresponding percentage
a) Correction for choice of specified MCR point values (of L1) for specified MCR power PM% and
When choosing a specified MCR point ‘M’ other speed nM%.
than the nominal MCR point ‘L1’, the resulting
DmM% = 14 x ln (PM/PL1) - 24 x ln (nM/nL1) DTM% = 15 x ln (PM/PL1) + 45 x ln (nM/nL1)

178 24 33-6.0 178 24 32-4.0
Fig. 6.01.17: Change of specific exhaust gas amount, Fig. 6.01.18: Change of exhaust gas temperature, DTM in
DmM%, in % of L1 value and independent of PO point M, in °C after turbocharger relative to L1 value and
valid for PO = PM
430 200 025 198 29 00
6.01.68
DmM%: 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. 6.01.17. For ambient conitions other than ISO 3046/1-1995
(E), and back-pressure other than 300 mm WC at
DTM: change in exhaust gas temperature after
specified MCR point (M), the correction factors
turbocharger relative to the L1 value, in °C,
stated in the table in Fig. 6.01.16 may be used as a
see Fig. 6.01.14. (PO = PM)
guide, and the corresponding relative change in the
exhaust gas data may be found from equations [7]
DTO: extra change in exhaust gas temperature and [8], shown in Fig. 6.01.20.
when service optimised in
Po% = (PO/PM) x 100%.
DTO = -0.3 x (100 – PO%) [6]
Parameter Change Change of Change of

exhaust gas exhaust gas
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 + 10 °C + 1.0 °C + 1.9%

(seawater temperature)
Exhaust gas back pressure at the specified MCR point + 100 mm WC + 5.0 °C – 1.1%
178 30 59-2.1
Fig. 6.01.19: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
DMamb% = – 0.41 x (Tair – 25) + 0.03 x (pbar – 1000) + 0.19 x (TCW – 25 ) – 0.011 x (DpM – 300) % [7]
DTamb = 1.6 x (Tair – 25) – 0.01 x (pbar – 1000) +0.1 x (TCW – 25) + 0.05 x (DpM– 300) °C [8]
where the following nomenclature is used:
DMamb%: change in exhaust gas amount, in % of amount at ISO conditions
DpM: exhaust gas back-pressure prescribed at specified MCR, in mm WC
178 30 60-2.1
Fig. 6.01.20: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure
430 200 025 198 29 00
6.01.69
178 24 62-3.0 178 24 63-5.0
PS% = (PS/PM) x 100% PS% = (PS/PM) x 100%

DmS% = 37 x (PS/PM)3 – 83 x (PS/PM)2 + 31 x (PS/PM) + 15 DTS = 262 x (PS/PM)2 – 413 x (PS/PM) + 151
Fig. 6.01.21: Change of specific exhaust gas amount, Fig. 6.01.22: Change of exhaust gas temperature, DTs in
Dms% 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. 6.01.21 and 6.01.22 may be used, as guid-
ance, to determine the relative changes in the spe-
Dms%: change in specific exhaust gas amount, in
% of specific amount at specified MCR
cific exhaust gas data when running at part load,
point, see Fig. 6.01.21.
compared to the values in the specified MCR point,
i.e. using as input PS% = (PS/PM) x 100%:
DTs: change in exhaust gas temperature, in °C,
see Fig. 6.01.22.
430 200 025 198 29 00
6.01.70
Example 3:
Expected exhaust data for a derated 6S70MC-C with high efficiency MAN B&W turbocharger, with fixed pitch
propeller and with VIT fuel pumps.
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.
Optimised power, (O) PO: 13,958 kW = 18,940 BHP (74.8%) 80.1 r/min (88.0%) PO = 93.5% of
PM
Reference conditions: Mamb% = + 1.11%
Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 °C DTamb = 1.6 x (20- 25) – 0.01 x (1013-1000)

Scavenge air coolant temperature TCW . . . . . 18 °C + 0.1 x (18-25) + 0.05 x (300-300) °C
Barometric pressure pbar . . . . . . . . . . . . 1013 mbar DTamb = – 8.8 °C
Exhaust gas back-pressure
at specified MCR DpM . . . . . . . . . . . . 300 mm WC
c) Correction for the engine load:
a) Correction for choice of specified MCR point M
and optimising point O: Service rating = 80% of specified MCR power
By means of Figs. 6.01.21 and 6.01.22:
10704
PM% =
13380
x 100 = 80.0% DmS% = + 5.6%
110.7 DTS = – 11.7 °C

nM% = x 100 = 88.0%
123
By means of equations [4] and [5], the final result is
By means of Figs. 6.01.17 and 6.01.18: found taking the exhaust gas flow ML1 and tempera-
DmM% = – 0.6 % ture TL1 from the ‘List of Capacities’:
DTM = – 8.1 °C
ML1 = 124200 kg/h
10704 -0.6 1.11

Mexh = 124200 x x (1 + ) x (1 + )x
As the engine is service optimised in 13380 100 100
PO% = 93.5% of PM
We get by means of equation [6] 5.6 80
(1 + )x = 84362 kg/h
100 100
DTO = – 0.3 x (100 - 93.5) = – 1.9 °C
Mexh = 84360 kg/h +/– 5%
b) Correction for ambient conditions and
back-pressure:
By means of equations [7] and [8]:

DMamb% = – 0.41 x (20-25) + 0.03 x (1013-1000)
+ 0.19 x (18-25) – 0.011 x (300-300) %
430 200 025 198 29 00
6.01.71
The exhaust gas temperature:

TL1 = 245 °C
Texh = 245 – 8.1 – 1.9 – 8.8 - 11.7 = 214.5 °C
Texh = 214.5 °C -/+15 °C
Exhaust gas data at specified MCR (ISO)

At specified MCR (M), the running point may be con-
sidered as a service point where PS% = 100, and
Dms% = 0.0 and DTs = 0.0,
and for ISO ambient reference conditions where
DMamb% = 0.0 and DTamb = 0.0, the corresponding
calculations will be as follows:
10704 –0.6 0.0

Mexh,M = 124200 x x (1 + ) x (1 + )x
13380 100 100
–0.0 100.0
(1 + )x = 98764 kg/h
100 100
Mexh,M = 98760 kg/h

T e x h , M= 245 – 8.1 – 1.9 + 0 + 0 = 235.0 °C
T e x h , M= 235 °C -/+15 °C
The air consumption will be:

98764 x 0.98 kg/h = 26.9 kg/s
Nomenclature of basic engine ratings
Engine ratings Point / Index Power Speed

Nominel MCR point L1 PL1 nL1
Specified MCR point M PM nM
Optimising point O PO nO
Service point S PS nS
PM% = (PM / PL1) x 100% and nM% = (nM / nL1) x 100%
178 24 73-1.0
Fig. 6.01.23: Nomenclature of basic engine ratings
430 200 025 198 29 00
6.01.72
No. Symbol Symbol designation No. Symbol Symbol designation
1 General conventional symbols 2.17 Pipe going upwards
1.1 Pipe 2.18 Pipe going downwards
1.2 Pipe with indication of direction of flow 2.19 Orifice
1.3 Valves, gate valves, cocks and flaps 3 Valves, gate valves, cocks and flaps
1.4 Appliances 3.1 Valve, straight through
1.5 Indicating and measuring instruments 3.2 Valves, angle
2 Pipes and pipe joints 3.3 Valves, three way
2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight
2.2 Crossing pipes, connected 3.5 Non-return valve (flap), angle
2.3 Tee pipe 3.6 Non-return valve (flap), straight, screw down
2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down
2.5 Expansion pipe (corrugated) general 3.8 Flap, straight through
2.6 Joint, screwed 3.9 Flap, angle
2.7 Joint, flanged 3.10 Reduction valve
2.8 Joint, sleeve 3.11 Safety valve
2.9 Joint, quick-releasing 3.12 Angle valve
2.10 Expansion joint with gland 3.13 Self-closing valve
2.11 Expansion pipe 3.14 Quick-opening valve
2.12 Cap nut 3.15 Quick-closing valve
2.13 Blank flange 3.16 Regulating valve
2.14 Spectacle flange 3.17 Kingston valve
2.15 Bulkhead fitting water tight, flange 3.18 Ballvalve (cock)
2.16 Bulkhead crossing, non-watertight
178 30 61-4.0
Fig. 6.01.24a: Basic symbols for piping
430 200 025 198 29 00
6.01.73
3.19 Butterfly valve 4.6 Piston
3.20 Gate valve 4.7 Membrane
3.21 Double-seated changeover valve 4.8 Electric motor
3.22 Suction valve chest 4.9 Electro-magnetic
3.23 Suction valve chest with non-return valves 5 Appliances
3.24 Double-seated changeover valve, straight 5.1 Mudbox
3.25 Double-seated changeover valve, angle 5.2 Filter or strainer
3.26 Cock, straight through 5.3 Magnetic filter
3.27 Cock, angle 5.4 Separator
2.28 Cock, three-way, L-port in plug 5.5 Steam trap
3.29 Cock, three-way, T-port in plug 5.6 Centrifugal pump
3.30 Cock, four-way, straight through in plug 5.7 Gear or screw pump
3.31 Cock with bottom connection 5.8 Hand pump (bucket)
3.32 Cock, straight through, with bottom conn. 5.9 Ejector
3.33 Cock, angle, with bottom connection 5.10 Various accessories (text to be added)
3.34 Cock, three-way, with bottom connection 5.11 Piston pump
4 Control and regulation parts 6 Fittings
4.1 Hand-operated 6.1 Funnel
4.2 Remote control 6.2 Bell-mounted pipe end
4.3 Spring 6.3 Air pipe
4.4 Mass 6.4 Air pipe with net
4.5 Float 6.5 Air pipe with cover
178 30 61-4.0
Fig. 6.01.24b: Basic symbols for piping
430 200 025 198 29 00
6.01.74
6.6 Air pipe with cover and net 7 Indicating instruments with ordinary symbol designations
6.7 Air pipe with pressure vacuum valve 7.1 Sight flow indicator
6.8 Air pipe with pressure vacuum valve with net 7.2 Observation glass
6.9 Deck fittings for sounding or filling pipe 7.3 Level indicator
6.10 Short sounding pipe with selfclosing cock 7.4 Distance level indicator
6.11 Stop for sounding rod 7.5 Counter (indicate function)
7.6 Recorder
The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19
178 30 61-4.0
Fig. 6.01.24c: Basic symbols for piping
430 200 025 198 29 00
6.01.75
6.02 Fuel Oil System
Pressurised Fuel Oil System This automatic circulation of preheated fuel during
engine standstill is the background for our recom-
The system is so arranged that both diesel oil and mendation:
heavy fuel oil can be used, see Fig. 6.02.01.
constant operation on heavy fuel
From the service tank the fuel is led to an electrically
driven supply pump by means of which a pressure In addition, if this recommendation was not fol-
of approximately 4 bar can be maintained in the low lowed, there would be a latent risk of diesel oil and
pressure part of the fuel circulating system, thus heavy fuels of marginal quality forming incompatible
avoiding gasification of the fuel in the venting box in blends during fuel change over. Therefore, we
the temperature ranges applied. strongly advise against the use of diesel oil for oper-
ation of the engine – this applies to all loads.
The venting box is connected to the service tank via
an automatic deaerating valve, which will release In special circumstances a change-over to diesel oil
any gases present, but will retain liquids. may become necessary – and this can be performed
at any time, even when the engine is not running.
From the low pressure part of the fuel system the Such a change-over may become necessary if, for
fuel oil is led to an electrically-driven circulating instance, the vessel is expected to be inactive for a
pump, which pumps the fuel oil through a heater prolonged period with cold engine e.g. due to:
and a full flow filter situated immediately before the
inlet to the engine. • docking
• stop for more than five days’
To ensure ample filling of the fuel pumps, the capac- • major repairs of the fuel system, etc.
ity of the electrically-driven circulating pump is • environmental requirements
higher than the amount of fuel consumed by the die-
sel engine. Surplus fuel oil is recirculated from the The built-on overflow valves, if any, at the supply
engine through the venting box. pumps are to be adjusted to 5 bar, whereas the ex-
ternal by-pass valve is adjusted to 4 bar. The pipes
To ensure a constant fuel pressure to the fuel injec- between the tanks and the supply pumps shall have
tion pumps during all engine loads, a spring loaded minimum 50% larger passage area than the pipe
overflow valve is inserted in the fuel oil system on between the supply pump and the circulating pump.
the engine.
The remote controlled quick-closing valve at inlet
The fuel oil pressure measured on the engine (at fuel ‘X’ to the engine (Fig. 6.02.01) is required by MAN
pump level) should be 7-8 bar, equivalent to a circu- B&W in order to be able to stop the engine immedi-
lating pump pressure of 10 bar. ately, especially during quay and sea trials, in the
event that the other shut-down systems should fail.
When the engine is stopped, the circulating pump will This valve is yard’s supply and is to be situated as
continue to circulate heated heavy fuel through the close as possible to the engine. If the fuel oil pipe ‘X’
fuel oil system on the engine, thereby keeping the at inlet to engine is made as a straight line immedi-
fuel pumps heated and the fuel valves deaerated. ately at the end of the engine, it will be necessary to
mount an expansion joint. If the connection is
made as indicated, with a bend immediately at the
end of the engine, no expansion joint is required.
402 600 025 198 29 01
6.02.01
178 46 91-0.0
–––––– Diesel oil

––––––––– Heavy fuel oil
Number of auxiliary engines, pumps, coolers, etc. Sub-
Heated pipe with insulation ject to alterations according to the actual plants speci-
fication
a) Tracing fuel oil lines of max. 150 °C
b) Tracing of fuel oil drain lines: maximum The letters refer to the ‘List of flanges’
90 °C, min. 50 °C f. Inst. By jacket cool- D shall have min. 50% larger area than d.
ing water
Fig. 6.02.01: Fuel oil system commen for main engine and Holeby GenSets
402 600 025 198 29 01
6.02.02
The introduction of the pump sealing arrangement, A separate booster pump, supplies diesel oil from
the so-called ‘umbrella’ type, has made it possible the MDO tank to the GenSet engines and returns
to omit the separate camshaft lubricating oil system. any excess oil to the tank. In order to ensure opera-
tion of the booster pump, in the event of a
The umbrella type fuel oil pump has an additional black-out, the booster pump must have an immedi-
external leakage rate of clean fuel oil through AD. ate possibility of being powered by compressed air
or by power supplied from the emergency genera-
The flow rate in litres is approximately: tor.
0.10 litres/cyl. h
S26MC, L35MC A 3-way valve is installed immediately before each
0.15 litres/cyl. h
S35MC GenSet for change-over between the pressurised
0.20 litres/cyl. h
S42MC, L42MC and the open MDO (Marine Diesel Oil) supply sys-
0.30 litres/cyl. h
S46MC-C, S50MC-C tem.
0.45 litres/cyl. h
S50MC, L50MC
0.50 litres/cyl. h
L60MC In the event of a black-out, the 3-way valve at each
0.60 litres/cyl. h
S60MC, S60MC-C, GenSet will automatically change over to the MDO
L60MC-C,L70MC supply system. The internal piping on the GenSets
0.75 litres/cyl. h S70MC, S70MC-C, L70MC-C, will then, within a few seconds, be flushed with MDO
L80MC, K80MC-C, K90MC-C, and be ready for start up.
K90MC L90MC-C
1.00 litres/cyl. h S80MC, S80MC-C
1.25 litres/cyl. h K98MC-C, K98MC, S90MC-C
Operation in port
The purpose of the drain ‘AF’ is to collect the unin-
tentional leakage from the high pressure pipes. The During operation in port, when the main engine is
drain oil is lead to a fuel oil sludge tank. The ‘AF’ stopped but power from one or more GenSet is still
drain can be provided with a box for giving alarm in required, the supply pump, should be runnning. One
case of leakage in a high pressure pipes. circulating pump should always be kept running
when there is heavy oil in the piping.
Owing to the relatively high viscosity of the heavy
fuel oil, it is recommended that the drain pipe and The by-pass line with overflow valve, item 1, be-
the tank are heated to min. 50 °C. tween the inlet and outlet of the main engine, serves
the purpose of by-passing the main engine if, for
The drain pipe between engine and tank can be instance, a major overhaul is required on the main
heated by the jacket water, as shown in Fig. 6.02.01. engine fuel oil system. During this by-pass, the
Flange ‘BD’. overflow valve takes over the function of the inter-
nal overflow valve of the main engine.
Operation at sea
The flexibility of the common fuel oil system for main

engine and GenSets makes it possible, if necessary,
to operate the GenSet engines on different fuels, –
diesel oil or heavy fuel oil, – simultaneously by
means of remote controlled 3-way valves, which are
located close to the engines.
402 600 025 198 29 01
6.02.03
Fuel oils
Marine diesel oil:
Marine diesel oil ISO 8217, Class DMB

British Standard 6843, Class DMB
Similar oils may also be used
Heavy Fuel Oil (HFO)
Most commercially available HFO with a viscosity

below 700 cSt at 50 °C (7000 sec. Redwood I at
100 °F) can be used.
The data refers to the fuel as supplied i.e. before any

on board cleaning.
Property Units Value

3
Density at 15 °C kg/m < 991*
Kinematic viscosity
cSt < 55
at 100 °C
cSt < 700
at 50 °C
Flash point °C > 60
Pour point °C < 30
Carbon residue % mass < 22
Ash % mass < 0.15
Total sediment after ageing % mass < 0.10
Water % volume < 1.0
Sulphur % mass < 5.0
Vanadium mg/kg < 600
Aluminum + Silicon mg/kg < 80
*) May be increased to 1.010 provided adequate

cleaning equipment is installed, i.e. modern type of
centrifuges.
For external pipe connections, we prescribe the

following maximum flow velocities:
Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s

Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
402 600 025 198 29 01
6.02.04
Fuel / water emulsification system Safety system
The influence of water emulsification into the fuel oil In case the pressure drops in the fuel oil line, the ho-
reduces the NOx emission with about 1% per 1% mogenised water will evaporate, damaging the
water added to the fuel, up to about 20%. emulsion and creating supply problems. This situa-
tion is avoided by installing a third air driven supply
Emulsification of water in a Heavy Fuel Oil (HFO) is pump, which keeps the pressure as long as air is left
stable for long time, whereas emulsification of water in the tank ‘S’.
in Marine Diesel Oil is only stable for a short period
unless an emulsifying agent is applied. Before the tank is empty, an alarm is given and the
drain valve is opened, which will drain off the emul-
As both the MAN B&W two-stroke main engine and sion and replace it with HFO or diesel oil from the
the Holeby GenSets are designed to run on emulsi- service tank.
fied HFO, can be used a common system.
The drain system is at the atmospheric pressure, so
It is supposed that both the main engine and the water will be steamed off, and the drain tank
GenSets are running on the same fuel, either HFO or shall thus be designed accordingly.
homogenised HFO / water.
Special arrangements are available on request for a Impact on the auxiliary systems
more sophisticated system in which the GenSets
can run with or without homogenised HFO / water, if Please note that if the engine operates with water
the main engine is running on it. emulsified fuel, in order to reduce the NOx emission,
the exhaust gas temperature will decrease due to
Please note that the fuel pump injection capacity the reduced air / exhaust gas ratio and the increased
shall be confirmed for main engine and the GenSets specific heat of the exhaust gas.
for the % of water emulsion chosen.
This will have an impact on the calculation and de-
sign of the following items:
Temperature and pressure • Fresh water generators
• Energy for production of fresh water
As the fuel viscosity increases when water is added
by emulsifying, the heating temperature has to be • Jacket water system
increased to about 170 °C in order to keep the injec-
• Waste heat recovery system
tion viscosity at 10-15 cSt.
• Exhaust gas boiler
The higher temperature calls for a higher pressure to
• Storage tank for fresh water
prevent cavitation and steam formation in the sys-
tem. The inlet pressure is thus set to 13 bar. For further details about water emulsified fuel see
our publications:
In order to avoid temperature chock when mixing
fuel and water in the homogeniser the water inlet P.333: ‘How to deal with Emission Control’
temperature is to be set to 70 - 90 °C. and
P.331: ‘Emission control, two-stroke
low-speed engines’
The latter publication is available at the Internet ad-

dress: www.manbw.dk under ‘Libaries’ from where
it can be downloaded.
402 600 025 198 29 01
6.02.05
198 99 01-8.1
–––––– Diesel oil

Number of auxiliary engines, pumps, coolers, etc. are
––––––––– Heavy fuel oil
subject to alterations according to the actual plant
Heated pipe with insulation specification.
a) Tracing fuel oil lines of max. 150 °C The letters refer to the ‘List of flanges’.
b) Tracing of fuel oil drain lines: maximum 90
°C, min. 50 °C f. inst. by jacket cooling water
Fig. 6.02.02: Fuel/water emulsification system common for main engine and Holeby GenSets
402 600 025 198 29 01
6.02.06
6.03 Uni-lubricating Oil System
178 46 92-2.1
The letters refer to ‘List of flanges’
* Venting for MAN B&W or Mitsubishi turbochargers
Fig. 6.03.01: Lubricating and cooling oil system
Since mid 1995 we have introduced as standard, The system supplies lubricating oil through inlet ‘R’,
the so called ‘umbrella’ type of fuel pump for which to the engine bearings and through ‘U’ to cooling oil
reason a separate camshaft lube oil system is no to the pistons etc.
longer necessary.
For some engine types the ‘R’ and ‘U’ inlet can be
As a consequence the uni-lubricating oil system is combined in ‘RU’ as shown in Fig. 6.03.01.
fitted with two small booster pumps for exhaust
valve actuators lube oil supply ‘Y’ and/or the cam- Turbochargers with slide bearings are normally
shaft for engine of the 50 type and larger, depending lubricated from the main engine system .
on the specific engine type, see Fig. 6.03.01.
Separate inlet ‘AA’ and outlet ‘AB’ can be fitted for
Please note that no booster pumps are required on the lubrication of the turbocharger(s) on the 98 to
S46MC-C, S42MC, L42MC, S35MC, L35MC and 60-types, and the venting is through ‘E’ directly to
S26MC produced according to plant specifications the deck
orderd after January 2000. .
440 600 025 198 29 02
6.03.01
The engine crankcase is vented through ‘AR’ by a Lubricating oil centrifuges

pipe which extends directly to the deck. This pipe has
a drain arrangement so that oil condensed in the pipe Manual cleaning centrifuges can only be used for at-
can be led to a drain tank. tended machinery spaces (AMS). For unattended
machinery spaces (UMS), automatic centrifuges with
Drains from the engine bedplate ‘AE’ are fitted on total discharge or partial discharge are to be used.
both sides.
The nominal capacity of the centrifuge is to be ac-
Lubricating oil is pumped from a bottom tank, by cording to the supplier’s recommendation for lubri-
means of the main lubricating oil pump, to the lubricating oil, based on the figures:
cating oil cooler, a thermostatic valve and, through
a full-flow filter, to the engine, where it is distributed 0.136 litres/kWh = 0.1 litres/BHPh
to pistons and bearings.
The Nominal MCR is used as the total installed effect.
The major part of the oil is divided between piston
cooling and crosshead lubrication.
List of lubricating oils
From the engine, the oil collects in the oil pan, from
where it is drained off to the bottom tank. The circulating oil (Lubricating and cooling oil) must
be a rust and oxidation inhibited engine oil, of SAE
For external pipe connections, we prescribe a maxi- 30 viscosity grade.
mum oil velocity of 1.8 m/s.
In order to keep the crankcase and piston cooling
space clean of deposits, the oils should have ade-
Flushing of lube oil system quate dispersion and detergent properties.
Before starting the engine for the first time, the lubri- Alkaline circulating oils are generally superior in this
cating oil system on board has to be cleaned in ac- respect.
cordance with MAN B&W’s recommendations:
‘Flushing of Main Lubricating Oil System’, which is Circulating oil
Company SAE 30/TBN 5-10
available on request.
Elf-Lub. Atlanta Marine D3005
BP Energol OE-HT-30
Castrol Marine CDX-30
Chevron Veritas 800 Marine
Exxon Exxmar XA
Fina Alcano 308
Mobil Mobilgard 300
Shell Melina 30/30S
Texaco Doro AR 30
The oils listed have all given satisfactory service in

MAN B&W engine installations. Also other brands
have been used with satisfactory results.
440 600 025 198 29 02
6.03.02
6.04 Cylinder Lubricating Oil System
beneficial, especially in combination with high sul-

phur fuels.
The cylinder oils listed below have all given satisfac-
tory service during heavy fuel operation in MAN
B&W engine installations:
Company Cylinder oil

SAE 50/TBN 70
Elf-Lub. Talusia HR 70
BP CLO 50-M
Castrol S/DZ 70 cyl.
Chevron Delo Cyloil Special
Exxon Exxmar X 70
Fina Vegano 570
Mobil Mobilgard 570
Shell Alexia 50
Texaco Taro Special
178 06 14-7.4
Fig. 6.04.01: Cylinder lubricating oil system Also other brands have been used with satisfactory
results.
The cylinder lubricators are supplied with oil from a
gravity-feed cylinder oil service tank, and they are
equipped with built-in floats, which keep the oil level Cylinder Lubrication
constant in the lubricators, Fig. 6.04.01.
Each cylinder liner has a number of lubricating ori-
The size of the cylinder oil service tank depends on fices (quills), through which the cylinder oil is intro-
the owner’s and yard’s requirements, and it is nor- duced into the cylinders. The oil is delivered into the
mally dimensioned for minimum two days’ con- cylinder via non-return valves, when the piston rings
sumption. pass the lubricating orifices, during the upward
stroke.
The cylinder lubricators can be either MAN B&W Al-
pha lubricators or of the Hans Jensen mechanical
Cylinder Oils type.
Cylinder oils should, preferably, be of the SAE 50
viscosity grade.
Cylinder Oil Feed Rate
Modern high rated two-stroke engines have a rela-
tively great demand for the detergency in the cylin- The nominal cylinder oil feed rate at nominal MCR is
der oil. Due to the traditional link between high for all S-MC types:
detergency and high TBN in cylinder oils, we recom-
mend the use of a TBN 70 cylinder oil in combination MAN B&W Alpha
0.95-1.5 g/kWh(0.7-1.1 g/BHPh)
with all fuel types within our guiding specification re- Mech. lubricator
gardless of the sulphur content.
and for L-MC types and K-MC types:
Consequently, TBN 70 cylinder oil should also be
used on testbed and at seatrial. However, cylinder MAN B&W Alpha 0.7-1.1 g/kWh (0.5-0.8 g/BHPh)
oils with higher alkalinity, such as TBN 80, may be Mech. lubricator 0.8-1.2 g/kWh (0.6-0.9 g/BHPh)
442 600 025 198 29 04
6.04.01
178 23 12-6.0
Fig. 6.04.02: MAN B&W Alpha cylinder lubrication system
MAN B&W Alpha Cylinder The whole system is controlled by the Master Con-
Lubrication System trol Unit (MCU) which calculates the injection fre-
quency on the basis of the engine-speed signal
The MAN B&W Alpha cylinder lubrication system, given by the tacho signal (ZE) and the fuel index.
Fig. 6.04.02, is designed to supply cylinder oil inter-
mittently, e.g. every four engine revolutions, at a The MCU is equipped with a Backup Control Unit
constant pressure and with electronically controlled (BCU) which, if the MCU malfunctions, activates an
timing and dosage at a defined position. alarm and takes control automatically or manually,
via a switchboard unit (SBU).
Cylinder lubricating oil is fed to the engine by means
of a pump station which is mounted on the engine. The electronic lubricating system incorporates all
the lubricating oil functions of the mechanical sys-
The oil fed to the injectors is pressurised by means tem, such as ‘speed dependent, mep dependent,
of one or two lubricators on each cylinder, equipped and load change dependent’.
with small multi-piston pumps. The amount of oil fed
to the injectors can be finely tuned with an adjusting Prior to start up, the cylinders can be pre-lubricated
screw, which limits the length of the piston stroke. and, during the running-in period, the operator can
choose to increase the lube oil feed rate by 25%,
50% or 100%.
442 600 025 198 29 04
6.04.02
178 43 81-8.0

The piping is delivered with and fitted onto the engine
Fig. 6.04.05: Mechanical cylinder lubricating oil pipes
Hans Jensen Mechanical Cylinder system which controls the dosage in proportion to
Lubricators the mean effective pressure (mep).
The lubricator(s) have a built-in capability for adjust- The ‘speed dependent’ as well as the ‘mep depend-
ment of the oil quantity. They are of the ‘Sight Feed ent’ lubricator can be equipped with a ‘Load
Lubricator’ type and are provided with a sight glass Change Dependent’ system, such that the cylinder
for each lubricating point. feed oil rate is automatically increased during start-
ing, manoeuvring and, preferably, during sudden
The lubricators are fitted with: load changes, see Fig. 6.04.06.
• Electrical heating coils The signal for the ‘load change dependent’ sys-
tem comes from the electronic governor.
• Low flow and low level alarms.
The lubricator will, in the basic ‘Speed Dependent’

design, pump a fixed amount of oil to the cylinders
with each engine revolution.
Mainly for plants with controllable pitch propeller,

the lubricators can, alternatively, be fitted with a
442 600 025 198 29 04
6.04.03
178 45 03-1.0
Fig. 6.04.06: Load change dependent Hans Jensen mechanical lubricator
442 600 025 198 29 04
6.04.04
6.05 Stuffing Box Drain Oil System
For engines running on heavy fuel, it is important We therefore consider the piston rod stuffing box
that the oil drained from the piston rod stuffing drain oil cleaning system as an option, and recom-
boxes is not led directly into the system oil, as the oil mend that this relatively small amount of drain oil is
drained from the stuffing box is mixed with sludge used for other purposes or is burnt in the incinerator.
from the scavenge air space.
If the drain oil is to be re-used as lubricating oil, it will
The performance of the piston rod stuffing box on be necessary to install the stuffing box drain oil
the MC engines has proved to be very efficient, pri- cleaning system shown below.
marily because the hardened piston rod allows a
higher scraper ring pressure. As an alternative to the tank arrangement shown,
the drain tank (001) can, if required, be designed as
The amount of drain oil from the stuffing boxes is a bottom tank, and the circulating tank (002) can be
about 5 - 10 litres/24 hours per cylinder during nor- installed at a suitable place in the engine room.
mal service. In the running-in period, it can be
higher. The above mentoned cleaning system for stuffing
box drain oil is not applicable for the S26MC.
178 47 09-3.0
Fig. 6.05.01: Optional stuffing box drain oil system
443 800 003 198 29 05
6.05.01
Piston rod lube oil pump and filter unit
The filter unit consisting of a pump and a fine filter

could be of make C.C. Jensen A/S, Denmark. The
fine filter cartridge is made of cellulose fibres and
will retain small carbon particles etc. with relatively
low density, which are not removed by centrifuging.
Lube oil flow . . . . . . . . . . . see table in Fig. 6.05.02

Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 bar
Filtration fineness . . . . . . . . . . . . . . . . . . . . . . 1 mm
Working temperature . . . . . . . . . . . . . . . . . . . 50 °C
Oil viscosity at working temperature . . . . . . 75 cSt
Pressure drop at clean filter . . . . maximum 0.6 bar
Filter cartridge . . . maximum pressure drop 1.8 bar
Minimum capacity of tanks Capacity of pump

C.J.C. Filter option 4 43 640
No. of cylinders Tank 001 Tank 002
004 at 2 bar
m3 m3 m3/h
4-9 1 x HDU 427/54 0.6 0.7 0.2
10 – 12 1 x HDU 427/54 0.9 1.0 0.3
178 34 72-4.1
Fig. 6.05.02: Capacities of cleaning system, stuffing box drain
443 800 003 198 29 05
6.05.02
6.06 Cooling Water Systems
The water cooling can be arranged in several config- Central cooling system
urations, the most common system choice being:
The advantages of the central cooling system are:
• A seawater cooling system
and a jacket cooling water system • Only one heat exchanger cooled by seawater,
and thus, only one exchanger to be overhauled
• A central cooling water system,
with three circuits: • All other heat exchangers are freshwater cooled
a seawater system and can, therefore, be made of a less expensive
a low temperature freshwater system material
a jacket cooling water system
• Few non-corrosive pipes to be installed
Seawater cooling system • Reduced maintenance of coolers and compo-

nents
The advantages of the seawater cooling system are
mainly related to first cost, viz: • Increased heat utilisation.
• Only two sets of cooling water pumps

(seawater and jacket water)
whereas the disadvantages are:
• Simple installation with few piping systems.
• Three sets of cooling water pumps (seawater,
freshwater low temperature, and jacket water
high temperature)
Whereas the disadvantages are:
• Higher first cost.
• Seawater to all coolers and thereby higher
maintenance cost
• Expensive seawater piping of non-corrosive An arrangement common for the main engine and
materials such as galvanised steel pipes or MAN B&W Holeby auxiliary engines is shown in
Cu-Ni pipes. Figs. 6.06.01. and 6.06.02.
For further information about common cooling water

system for main engines and auxiliary engines please
refer to our publication:
P.281: ‘Uni-concept Auxiliary Systems for Two-

stroke Main Engine and Four-stroke Auxiliary
Engine’
The publication is also available at the Internet ad-

dress: www.manbw.dk under ‘Libraries’, from
where it can be downloaded.
445 600 025 198 29 06
6.06.01
178 46 93-4.1
Fig. 6.06.01 : Seawater cooling system common for main engine and Holeby GenSets
445 600 025 198 29 06
6.06.02
Seawater Cooling System available in the system. This ensures the lowest
possible scavenge air temperature, and thus opti-
The seawater cooling system is used for cooling, the mum cooling is obtained with a view to the highest
main engine lubricating oil cooler, the jacket water possible thermal efficiency of the engines.
cooler and the scavenge air cooler, and the cam-
shaft lube oil cooler, if fitted. Since the system is seawater cooled, all compo-
nents are to be made of seawater resistant materi-
The lubricating oil cooler for a PTO step-up gear should als.
be connected in parallel with the other coolers. The
capacity of the SW pump is based on the outlet With both the main engine and one or more auxiliary
temperature of the SW being maximum 50 °C after engines in service, the seawater pump, supplies
passing through the coolers – with an inlet tempera- cooling water to all the coolers and, through
ture of maximum 32 °C (tropical conditions), i.e. a non-return valve, item A, to the auxiliary engines.
maximum temperature increase of 18 °C. The port service pump is inactive.
The valves located in the system fitted to adjust the

distribution of cooling water flow are to be provided Operation in port
with graduated scales.
During operation in port, when the main engine is
The inter-related positioning of the coolers in the stopped but one or more auxiliary engines are run-
system serves to achieve: ning, a port service seawater pump is started up, in-
stead of the large pump. The seawater is led from
• The lowest possible cooling water inlet temper- the pump to the auxiliary engine(s), through the
ature to the lubricating oil cooler in order to ob- common jacket water cooler, and is divided into two
tain the cheapest cooler. On the other hand, in strings by the thermostatic valve, either for
order to prevent the lubricating oil from stiffen- recirculation or for discharge to the sea.
ing in cold services, the inlet cooling water tem-
perature should not be lower than 10 °C
• The lowest possible cooling water inlet temper-

ature to the scavenge air cooler, in order to
keep the fuel oil consumption as low as possi-
ble.
Operation at sea
Seawater is drawn by the seawater pump, through

two separate inlets or ‘sea chests’, and pumped
through the various coolers for both the main engine
and the GenSets.
The coolers incorporated in the system are the lubri-

cating oil cooler, the scavenge air cooler(s), and a
common jacket water cooler.
The camshaft lubricating oil cooler, is omitted if a uni-

lubricating oil system is applied for the main engine.
The air cooler(s) are supplied directly by the seawater

pumps and are therefore cooled by the coldest water
445 600 025 198 29 06
6.06.03
178 46 94-6.0
Fig. 6.06.02 : Jacket cooling water system common for main engine and Holeby GenSets
445 600 025 198 29 06
6.06.04
Jacket Cooling Water System There is one common expansion tank, for the main
engine and the GenSets.
The jacket cooling water system, shown in Fig.
6.06.02, is used for cooling the cylinder liners, cylinder To prevent the accumulation of air in the jacket wa-
covers and exhaust valves of the main engine and ter system, a deaerating tank, is to be installed.
heating of the fuel oil drain pipes.
An alarm device is inserted between the deaerating
The jacket water pump draws water from the jacket tank and the expansion tank, so that the operating
water cooler outlet and delivers it to the engine. crew can be warned if excess air or gas is released,
as this signals a malfunction of engine components.
At the inlet to the jacket water cooler there is a ther-
mostatically controlled regulating valve, with a sen-
sor at the engine cooling water outlet, which keeps Operation in port
the main engine cooling water outlet at a tempera-
ture of 80 °C. The main engine is preheated by utilising hot water
from the GenSets. Depending on the size of main
The engine jacket water must be carefully treated, engine and GenSets, an extra preheater may be
maintained and monitored so as to avoid corrosion, necessary.
corrosion fatigue, cavitation and scale formation. It
is recommended to install a preheater if preheating This preheating is activated by closing valves A and
is not available from the auxiliary engines jacket opening valve B.
cooling water system.
Activating valves A and B will change the direction
The venting pipe in the expansion tank should end of flow, and the water will now be circulated by the
just below the lowest water level, and the expansion auxiliary engine-driven pumps.
tank must be located at least 5 m above the engine
cooling water outlet pipe. From the GenSets, the water flows through valve B
directly to the main engine jacket outlet. When the
MAN B&W’s recommendations about the freshwater leaves the main engine, through the jacket in-
water system de-greasing, descaling and treatment let, it flows to the thermostatically controlled 3-way
by inhibitors are available on request. valve.
The freshwater generator, if installed, may be con- As the temperature sensor for the valve in this oper-
nected to the seawater system if the generator does ating mode is measuring in a non-flow, low temper-
not have a separate cooling water pump. The gener- ature piping, the valve will lead most of the cooling
ator must be coupled in and out slowly over a period water to the jacket water cooler.
of at least 3 minutes.
The integrated loop in the GenSets will ensure a
For external pipe connections, we prescribe the 3 constant temperature of 80 °C at the GenSets out-
following maximum water velocities: let, the main engine will be preheated, and GenSets
on stand-by can also be preheated by operating
Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s valves F3 and F1.
Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
Fresh water treatment

Operation at sea
The MAN B&W Diesel recommendations for treat-
An integrated loop in the GenSets ensures a con- ment of the jacket water/freshwater are available
stant temperature of 80 °C at the outlet of the on request.
GenSets.
445 600 025 198 29 06
6.06.05
6.07 Central Cooling Water System
178 47 05-6.0
Letters refer to ‘List of flanges’
Fig. 6.07.01: Central cooling system
The central cooling water system is characterised cooler as low as possible also applies to the central
by having only one heat exchanger cooled by sea- cooling system. This means that the temperature
water, and by the other coolers, including the jacket control valve in the FW-LT circuit is to be set to mini-
water cooler, being cooled by the freshwater low mum 10 °C, whereby the temperature follows the
temperature (FW-LT) system. outboard seawater temperature when this exceeds
10 °C.
In order to prevent too high a scavenge air tempera-
ture, the cooling water design temperature in the For external pipe connections, we prescribe the fol-
FW-LT system is normally 36 °C, corresponding to a lowing maximum water velocities:
maximum seawater temperature of 32 °C.
Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
Our recommendation of keeping the cooling water Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s
inlet temperature to the main engine scavenge air Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
445 550 002 198 29 07
6.07.01
Central Cooling System, common for the cooling water through the main engine to the
Main Engine and Holeby GenSets fresh water generator, and the jacket water cooler.
A thermostatically controlled 3-way valve, at the jacket

Design features and working principle cooler outlet mixes cooled and uncooled water to
maintain an outlet water temperature of 80-85 °C from
The camshaft lubricating oil cooler, is omitted in the main engine.
plants using the uni-lubricating oil system for the
main engine.
Operation in port
The low and high temperature systems are directly
connected to gain the advantage of preheating the During operation in port, when the main engine is
main engine and GenSets during standstill. stopped but one or more GenSets are running,
valves A are closed and valves B are opened.
As all fresh cooling water is inhibited and common
for the central cooling system, only one common A small central water pump, will circulate the neces-
expansion tank, is necessary for deaeration of both sary flow of water for the air cooler, the lubricating
the low and high temperature cooling systems. This oil cooler, and the jacket cooler of the GenSets. The
tank accommodates the difference in water volume auxiliary engines-driven pumps and the previously
caused by changes in the temperature. mentioned integrated loop ensure a satisfactory
jacket cooling water temperature at the GenSets
To prevent the accumulation of air in the cooling wa- outlet.
ter system, a deaerating tank, is located below the
expansion tank. The main engine and the stopped GenSets are
preheated as described for the jacket water sys-
An alarm device is inserted between the deaerating tem.
tank and the expansion tank so that the operating
crew can be warned if excess air or gas is released,
as this signals a malfunction of engine components.
Operation at sea
The seawater cooling pump, supplies seawater

from the sea chests through the central cooler, and
overboard. Alternatively, some shipyards use a
pumpless scoop system.
On the freshwater side, the central cooling water

pump, circulates the low-temperature fresh water, in a
cooling circuit, directly through the lubricating oil
cooler of the main engine, the GenSets and the scav-
enge air cooler(s).
The jacket water cooling system for the GenSets is

equipped with engine-driven pumps and a by-
pass system integrated in the low-temperature
system.
The main engine jacket system has an independent

pump circuit with a jacket water pump, circulating
445 550 002 198 29 07
6.07.02
178 46 95-8.0
Fig. 6.07.02 Central cooling system common for main engine and Holeby GenSets
445 550 002 198 29 07
6.07.03
6.08 Starting and Control Air Systems
178 47 04-4.0
A: Valve ‘A’ is supplied with the engine

AP: Air inlet for dry cleaning of turbocharger * The diameter depends on the pipe length and the
The letters refer to ‘List of flanges’ engine size
Fig. 6.08.01: Starting and control air systems
The starting air of 30 bar is supplied by the starting Please note that the air consumption for control air,
air compressors in Fig. 6.08.01 to the starting air re- safety air, turbocharger cleaning, sealing air for ex-
ceivers and from these to the main engine inlet ‘A’. haust valve and for fuel valve testing unit are momen-
tary requirements of the consumers.The capacities
Through a reducing station, compressed air at 7 bar stated for the air receivers and compressors in the
is supplied to the engine as: ‘List of Capacities’ cover the main engine require-
ments and starting of GenSets.
• Control air for manoeuvring system, and for
exhaust valve air springs, through ‘B’ The main starting valve ‘A’ on the engine is combined
with the manoeuvring system, which controls the start
• Safety air for emergency stop through ‘C’ of the engine.
Slow turning before start of engine is an option rec-

• Through a reducing valve is supplied compressed ommended by MAN B&W Diesel.
air at 10 bar to ‘AP’ for turbocharger cleaning (soft
blast) , and a minor volume used for the fuel valve
testing unit.
450 600 025 198 29 08
6.08.01
178 46-97-1.1
Fig. 6.07.02: Starting air system common for main engine and Holeby GenSets
Starting Air System common for Main

Engine and Holeby GenSets
Starting air and control air for the GenSets is sup- If high-humidity air is sucked in by the air compres-
plied from the same starting air receivers, as for the sors, the oil and water separator, will remove drops
main engine via reducing valves, see Fig. 6.07.02, of moisture form the 30 bar compressed air. When
item 4, that lower the pressure to the values speci- the pressure is subsequently reduced to 7 bar, e.g.
fied for the relevant type of MAN B&W four-stroke for use in the main engine manouvering system, the
GenSets. relative humidity remaining in the compressed air
will be very slight. Cosequently, further air drying will
An emergency air compressor and a starting air bot- be unnecessary.
tle are installed for emergency start of GenSets.
450 600 025 198 29 08
6.08.02
6.09 Scavenge Air System
178 07 27-4.1
Fig. 6.09.01: Scavenge air system
The engines are supplied with scavenge air from • On aft on end
one or more turbochargers either located on the 50, 46-types
exhaust side of the engine or on the aft end of the 4-9-cylinder 42, 35 and 26-types
engine, if only one turbocharger is applied. Optionally on 60-types.
The compressor of the turbocharger sucks air from

Location of turbochargers the engine room, through an air filter, and the com-
pressed air is cooled by the scavenge air cooler, one
The locations are as follows: per turbocharger. The scavenge air cooler is pro-
vided with a water mist catcher, which prevents
• On exhaust side: condensate water from being carried with the air
98, 90, 80, 70, 60-types into the scavenge air receiver and to the combustion
10-12-cylinder 42, 35, 26-types chamber.
Optionally on 50-46-types
455 600 025 198 29 09
6.09.01
The scavenge air system, Fig. 6.09.01 is an inte- Air cooler cleaning
grated part of the main engine.
The air side of the scavenge air cooler can be
The heat dissipation and cooling water quantities cleaned by injecting a grease dissolvent through
stated in the ‘List of capacities’ in section 6.01 are ‘AK’, see Fig. 6.09.02 to a spray pipe arrangement
based on MCR at tropical conditions, i.e. a SW tem- fitted to the air chamber above the air cooler ele-
perature of 32 °C, or a FW temperature of 36 °C, and ment.
an ambient air inlet temperature of 45 °C.
Sludge is drained through ‘AL’ to the bilge tank, and
the polluted grease dissolvent returns from ‘AM’,
Auxiliary Blowers through a filter, to the chemical cleaning tank. The
cleaning must be carried out while the engine is at
The engine is provided with two or more electrically standstill.
driven auxiliary blowers. Between the scavenge air
cooler and the scavenge air receiver, non-return
valves are fitted which close automatically when the Scavenge air box drain system
auxiliary blowers start supplying the scavenge air.
The scavenge air box is continuously drained
The auxiliary blowers start operating consecutively through ‘AV’, see Fig. 6.09.03, to a small ‘pressur-
before the engine is started and will ensure com- ised drain tank’, from where the sludge is led to the
plete scavenging of the cylinders in the starting sludge tank. Steam can be applied through ‘BV’, if
phase, thus providing the best conditions for a safe required, to facilitate the draining.
start.
The continuous drain from the scavenge air box
During operation of the engine, the auxiliary blowers must not be directly connected to the sludge tank
will start automatically whenever the engine load is owing to the scavenge air pressure. The ‘pressur-
reduced to about 30-40%, and will continue operat- ised drain tank’ must be designed to withstand full
ing until the load again exceeds approximately scavenge air pressure and, if steam is applied, to
40-50%. withstand the steam pressure available.
Emergency running Drain from water mist catcher
If one of the auxiliary blowers is out of action, the The drain line for the air cooler system is, during run-
other auxiliary blower will function in the system, ning, used as a permanent drain from the air cooler
without any manual readjustment of the valves being water mist catcher. The water is led though an ori-
necessary. fice to prevent major losses of scavenge air. The
system is equipped with a drain box, where a level
For further information please refer to the respective switch is mounted, indicating any excessive water
project guides and our publication: level.
P.311: ‘Influence of Ambient Temperature Condi-

tions on Main Engine Operation’
The publication is also available at the Internet ad-

where it can be download.
455 600 025 198 29 09
6.09.02

178 47 10-3.0
Fig. 6.09.02: Air cooler cleaning system, option: 4 55 655
178 06 16-0.0
Fig. 6.09.03: Scavenge box drain system
455 600 025 198 29 09
6.09.03
Fire Extinguishing System for Scavenge

Air Space
Fire in the scavenge air space can be extinguished
by steam, being the standard version, or, optionally,
by water mist or CO2, see Fig. 6.09.04.
The alternative external systems are using:
• Steam pressure: 3-10 bar
• Freshwater pressure: min. 3.5 bar
• CO2 test pressure: 150 bar
178 06 17-2.0
Fig. 6.09.04 Fire extinguishing system for scavenge air

space
455 600 025 198 29 09
6.09.04
6.10 Exhaust Gas System
178 07 27-4.1
Fig. 6.10.01: Exhaust gas system on engine
Exhaust Gas System on Engine Turbocharger arrangement and

cleaning systems
The exhaust gas is led from the cylinders to the ex-
haust gas receiver where the fluctuating pressures The turbocharger is, in the basic design, arranged on
from the cylinders are equalised and from where the the exhaust side of the engine types 98-60 and on the
gas is led further on to the turbocharger at a constant aft end on the 50-26 types, but can, as an option, be
pressure, see Fig. 6.10.01. arranged on the aft end of the engine, on the 60 types
and on the exhaust side on the 50 and 46 types.
Compensators are fitted between the exhaust
valves and the exhaust gas receiver and between The 10,11 and 12 cylinder engines of the S46MC-C,
the receiver and the turbocharger. A protective grat- S35MC, L35MC and S26MC types are equipped
ing is placed between the exhaust gas receiver and with two turbochargers on the exhaust side.
the turbocharger. The turbocharger is fitted with a
pick-up for remote indication of the turbocharger The engines are designed for the installation of either
speed. MAN B&W turbochargers type NA, ABB turbochargers
type VTR or TPL, or MHI turbochargers type MET.
The exhaust gas receiver and the exhaust pipes are
provided with insulation, covered by steel plating. All makes of turbochargers are fitted with an ar-
rangement for water washing of the compressor
side, and soft blast cleaning of the turbine. Washing
of the turbine side is only applicable on MAN B&W
and ABB turbochargers.
460 600 025 198 29 10
6.10.01
For dimensioning of the external exhaust gas piping,

the recommended maximum exhaust gas velocity is
50 m/s at specified MCR (M).
The actual back-pressure in the exhaust gas system

at MCR depends on the gas velocity, i.e. it is propor-
tional to the square of the exhaust gas velocity, and
hence inversely proportional to the pipe diameter to
the 4th power. It has by now become normal prac-
tice in order to avoid too much pressure loss in the
piping, to have an exhaust gas velocity of about 35
m/sec at specified MCR.
As long as the total back-pressure of the exhaust gas

system – incorporating all resistance losses from pipes
and components – complies with the above-mentio-
ned requirements, the pressure losses across each
component may be chosen independently.
Exhaust gas piping system for main engine
The exhaust gas piping system conveys the gas

from the outlet of the turbocharger(s) to the atmo-
sphere.
The exhaust piping is shown schematically on Fig.

6.10.02.
The exhaust piping system for the main engine com-

prises:
• Exhaust gas pipes

178 33 46-7.1
Fig. 6.10.02: Exhaust gas system • Exhaust gas boiler
• Silencer
Exhaust Gas System for main engine
• Spark arrester (compensators)
At specified MCR (M), the total back-pressure in the
exhaust gas system after the turbocharger – indi- • Expansion joints
cated by the static pressure measured in the round
piping after the turbocharger – must not exceed 350 • Pipe bracings.
mm WC (0.035 bar).
In order to have a back-pressure margin for the final

system, it is recommended at the design stage to
initially use about 300 mm WC (0.030 bar).
460 600 025 198 29 10
6.10.02
In connection with dimensioning the exhaust gas measured at the top of the exhaust gas transition
piping system, the following parameters must be piece of the turbocharger outlet are indicated in the re-
observed: spective Project Guides as DA and DR.
• Exhaust gas flow rate The movements stated are related to the engine
seating. The figures indicate the axial and the lateral
• Exhaust gas temperature at turbocharger outlet movements related to the orientation of the expan-
sion joints.
• Maximum pressure drop through exhaust gas
system The expansion joints are to be chosen with an elas-
ticity that limit the forces and the moments of the ex-
• Maximum noise level at gas outlet to atmo- haust gas outlet flange of the turbocharger as stated
sphere for each of the turbocharger makers in the corre-
sponding Project Guide.
• Maximum force from exhaust piping on
turbocharger(s)
Exhaust gas boiler
• Sufficient axial and lateral elongation abitity of
expansion joints Engine plants are usually designed for utilisation of
the heat energy of the exhaust gas for steam pro-
• Utilisation of the heat energy of the exhaust duction (or for heating of thermal oil system).
gas.
The exhaust gas passes an exhaust gas boiler
Items that are to be calculated or read from tables which is usually placed near the engine top or in the
are: funnel.
Exhaust gas mass flow rate, temperature and maxi- It should be noted that the exhaust gas temperature
mum back pressure at turbocharger gas outlet and flow rate are influenced by the ambient condi-
tions, for which reason this should be considered
• Diameter of exhaust gas pipes when the exhaust gas boiler is planned.
• Utilising the exhaust gas energy At specified MCR, the maximum recommended
pressure loss across the exhaust gas boiler is nor-
• Attenuation of noise from the exhaust pipe out- mally 150 mm WC.
let
This pressure loss depends on the pressure losses
• Pressure drop across the exhaust gas system in the rest of the system as mentioned above. There-
fore, if an exhaust gas silencer/spark arrester is not
• Expansion joints. installed, the acceptable pressure loss across the
boiler may be somewhat higher than the max. of 150
mm WC, whereas, if an exhaust gas silencer/spark
Exhaust gas compensator after turbocharger arrester is installed, it may be necessary to reduce
the maximum pressure loss.
When dimensioning the compensator for the expan-
sion joint on the turbocharger gas outlet transition The above-mentioned pressure loss across the si-
pipe, the exhaust gas pipe and components, are to be lencer and/or spark arrester shall include the pres-
so arranged that the thermal expansions are absorbed sure losses from the inlet and outlet transition
by expansion joints. The heat expansion of the pipes pieces.
and the components is to be calculated based on a
temperature increase from 20 °C to 250 °C. The verti-
cal and horizontal thermal expansion of the engine
460 600 025 198 29 10
6.10.03
Exhaust gas silencer
The typical octave band sound pressure levels from

the diesel engine’s exhaust gas system – related to
the distance of one metre from the top of the ex-
haust gas uptake – are shown in the respective Pro-
ject Guide.
The need for an exhaust gas silencer can be de-

cided based on the requirement of a maximum
noise level at a certain place.
The exhaust gas noise data is valid for an exhaust

gas system without boiler and silencer, etc.
The noise level in the Project Guides refers to nomi-

nal MCR at a distance of one metre from the exhaust
gas pipe outlet edge at an angle of 30° to the gas
flow direction.
For each doubling of the distance, the noise level

will be reduced by about 6 dB (far-field law).
Spark arrester
To prevent sparks from the exhaust gas from being

spread over deck houses, a spark arrester can be
fitted as the last component in the exhaust gas sys-
tem.
It should be noted that a spark arrester contributes

with a considerable pressure drop, which is often a
disadvantage.
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
– depending, of course, on the pressure loss in the
remaining part of the system, thus if no exhaust gas
boiler is installed, 200mm WC could be possible.
460 600 025 198 29 10
6.10.04
6.11 Manoeuvring System
Manoeuvring System on Engine chinery Space (UMS) we strongly recommend the

addition of the slow turning device shown in Figs.
The basic diagram is applicable for reversible en- 6.11.01, 6.11.02 and 6.11.03, option 4 50 140.
gines, i.e. those with fixed pitch propeller (FPP).
The slow turning valve allows the starting air to par-
The layout of the manoeuvring system depends on tially by-pass the main starting valve. During slow
the engine type chosen, but generally can be stated turning the engine will rotate so slowly that, in the
that: event that liquids have accumulated on the piston
• The 98-80-types have electronic governors with top, the engine will stop before any harm occurs.
remote control and electronic speed setting, ac-
cording to Fig. 6.11.01.
• The 70-50-types have also electronic governors Governor
with remote control and electronic speed setting,
according to Fig. 6.11.02. When selecting the governor, the complexity of the
installation has to be considered. We normally dis-
• The 46-26-types have normally mechanical/hy- tinguish between “conventional” and “advanced”
draulic governors from Woodward, with pneu- marine installations.
matic speed setting and electronic start, stop and
reversing according to Fig. 6.11.03, but they can The electronic governor consists of the following
optionally be fitted with an electronic governor. elements:
The lever on the ‘Engine side manoeuvring console’
can be set to either Manual or Remote position. • Actuator
In the ‘Manual’ position the engine is controlled from • Revolution transmitter (pick-ups)
the engine side manoeuvring console by the push
buttons START, STOP, and the AHEAD/ASTERN. • Electronic governor panel
The load is controlled by the “Engine side speed set-
ting” handwheel. • Power supply unit
In the ‘Remote’ position all signals to the engine are • Pressure transmitter for scavenge air.
electronic or pneumatic for 50-26-types, the
START, STOP, AHEAD and ASTERN signals acti- The actuator, revolution transmitter and the pres-
vate the solenoid valves EV684, EV682, EV683 and sure transmitter are mounted on the engine.
EV685, respectively.
The electronic governors must be tailor-made, and
the specific layout of the system must be mutually
Shutdown system agreed upon by the customer, the governor supplier
and the engine builder.
The engine is stopped by activating the puncture
valves located in the fuel pumps either at normal It should be noted that the shutdown system, the
stopping or at shutdown by activating solenoid governor and the remote control system must be
valve EV658. compatible if an integrated solution is to be obtained.
Slow turning ‘Conventional’ plants
The standard manoeuvring system does not feature A typical example of a “conventional” marine instal-
slow turning before starting, but for Unattended Ma- lation is:
465 100 010 198 29 11
6.11.01
• An engine directly coupled to a fixed pitch propeller Controllable Pitch Propeller (CPP)
• An engine directly coupled to a controllable pitch
propeller, without clutch and without extreme de- For plants with CPP, two alternatives are available:
mands on the propeller pitch change • Non-reversible engine
If a controllable pitch propeller is coupled to the
• Plants with controllable pitch propeller with a
engine, the manoeuvring system diagram has to
shaft generator of less than 15% of the engine’s
be simplified as the reversing is to be omitted.
MCR output.
With a view to such an installation, the engine can be
The fuel pump roller guides are provided with
equipped with a Woodward governor on the
non-displaceable rollers.
46-26-types or with a ‘conventional’ electronic gov-
ernor approved by MAN B&W, e.g.: • Engine with emergency reversing
The manoeuvring system on the engine is identi-
• Lyngsø Marine A/S electronic governor system, cal to that for reversible engines, as the interlock-
type EGS 2000 or EGS 2100 ing of the reversing is to be made in the electronic
remote control system.
• Kongsberg Norcontrol Automation A/S digital From the engine side manoeuvring console it is
governor system, type DGS 8800e possible to start, stop and reverse the engine,as
well as from the engine control room console, but
• Siemens digital governor system, type SIMOS not from the bridge.
SPC 55.
Engine Side Manoeuvring Console

‘Advanced’ plants
The layout of the engine side mounted manoeuvring
The “advanced” marine installations, are for example: console is located on the camshaft side of the engine.
• Plants with flexible coupling in the shafting system

Control Room Console
• Geared installations
The manoeuvring handle for the Engine Control
• Plants with disengageable clutch for discon- Room console is delivered as a separate item with
necting the propeller the engine.
• Plants with shaft generator requiring great fre-

quency accuracy.
For these plants the electronic governors have to be

tailor-made.
Fixed Pitch Propeller (FPP)

Plants equipped with a fixed pitch propeller require
no modifications to the basic diagrams for the re-
versible engine shown in Figs. 6.11.01, 6.11.02 and
6.11.03.
465 100 010 198 29 11
6.11.02
98-90-80-types
178 46 65-9.0
Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP, with remote control
465 100 010 198 29 11
6.11.03
70-60-types
178 44 39-6.1
Fig. 6.11.02: Diagram of manoeuvring system for reversible engine with FPP, with remote control
465 100 010 198 29 11
6.11.04
50-46-42-35-26-types
A, B, C refer to ‘List of flanges’. 178 39 96-1.1
Fig. 6.11.03: Diagram of manoeuvring system, reversible engine with FPP and mechanical-hydraulic governor prepared for
remote control
465 100 010 198 29 11
6.11.05
Vibration Aspects 7
7 Vibration Aspects standards or recommendations (for instance related

to special agreement between shipowner and ship-
The vibration characteristics of the two-stroke low yard).
speed diesel engines can for practical purposes be, The natural frequency of the hull depends on the
split up into four categories, and if the adequate hull’s rigidity and distribution of masses, whereas
countermeasures are considered from the early the vibration level at resonance depends mainly on
project stage, the influence of the excitation sour- the magnitude of the external moment and the en-
ces can be minimised or fully compensated. gine’s position in relation to the vibration nodes of
the ship.
In general, the marine diesel engine may influence C C
the hull with the following:
A
• External unbalanced moments
These can be classified as unbalanced 1st, 2nd
and may be 4th order external moments, which
need to be considered only for certain cylinder B
numbers
• Guide force moments
• Axial vibrations in the shaft system
• Torsional vibrations in the shaft system. D
The external unbalanced moments and guide A– Combustion pressure

force moments are illustrated in Fig. 7.01. 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 1st order moment, horizontal 1
create unbalanced external moments although the cycle/rev
external forces are zero.
Of these moments, only the 1st order (one cycle per

revolution) and the 2nd order (two cycles per Guide force moment,
revo-lution) need to be considered, and then only for H transverse Z cycle/rev.
engines with a low number of cylinders. On some Z is 1 or 2 times number
large bore engines the 4th external order moment of cylinder
may also have to be examined. When application on
container vessel is considered. The inertia forces on
engines with more than 6 cylinders tend, more or
Guide force moment,
less, to neutralise themselves. X transverse Z cycles/rev.
Z = 1,2...12
Countermeasures have to be taken if hull resonance
occurs in the operating speed range, and if the vibra-
178 06 82-8.0
tion level leads to higher accelerations and/or veloci-
ties than the guidance values given by international Fig. 7.01: External unbalanced moments and
guide force moments
407 000 100 198 29 12
7.01
1st order moments on 4-cylinder engines

Adjustable
1st order moments act in both vertical and horizon- counterweights
tal direction. For our two-stroke engines with stan-
dard balancing these are of the same magnitudes.
For engines with five cylinders or more, the 1st order

moment is rarely of any significance to the ship. It
can, however, be of a disturbing magnitude in
Aft Fore
four-cylinder engines.
Resonance with a 1st order moment may occur for

hull vibrations with 2 and/or 3 nodes. This reso- Fixed
nance can be calculated with reasonable accuracy, counterweights Adjustable
and the calculation will show whether a compensa- counterweights
tor is necessary or not on four-cylinder engines.
A resonance with the vertical moment for the 2 node

hull vibration can often be critical, whereas the reso-
nance with the horizontal moment occurs at a higher
speed than the nominal because of the higher natu-
ral frequency of horizontal hull vibrations.
As standard, four-cylinder engines are fitted with Fixed

adjustable counterweights, as illustrated in Fig. counterweights
7.02. These can reduce the vertical moment to an in-
significant value (although, increasing correspond-
ingly the horizontal moment), so this resonance is
easily dealt with. A solution with zero horizontal mo-
ment is also available.
Fig 7.02: Adjustable counterweights

178 16 78-7.0
407 000 100 198 29 12
7.02
178 06 76-9.0
Fig. 7.03: 1st order moment compensator
In rare cases, where the 1st order moment will cause

resonance with both the vertical and the horizontal
hull vibration mode in the normal speed range of the
engine, a 1st order compensator, as shown in Fig.
7.03, can be introduced as an option, in the chain
tightener wheel, reducing the 1st order moment to a
harmless value. The compensator comprises two
counter-rotating masses running at the same speed
as the crankshaft.
With a 1st order moment compensator fitted aft, the

horizontal moment will decrease to between 0 and
30% of the value stated in the last table of this
section, depending on the position of the node. The
1st order vertical moment will decrease to about
30% of the value stated in the table.
Since resonance with both the vertical and the hori-

zontal hull vibration mode is rare, the standard en-
gine is not prepared for the fitting of such compen-
sators.
407 000 100 198 29 12
7.03
2nd order moments on 4, 5 and 6-cylinder engines A decision regarding the vibrational aspects and the
possible use of compensators must be taken at the
The 2nd order moment acts only in the vertical di- contract stage. If no experience is available from sis-
rection. Precautions need only to be considered for ter ships, which would be the best basis for deciding
four, five and six cylinder engines in general. whether compensators are necessary or not, it is ad-
visable to make calculations to determine which of
Resonance with the 2nd order moment may occur the solutions (1), (2), (3) or (4) should be applied.
at hull vibrations with more than three nodes. Con-
trary to the calculation of natural frequency with 2 Experience with our two-stroke slow speed engines
and 3 nodes, the calculation of the 4 and 5 node has shown that propulsion plants with small bore
naural frequencies for the hull is a rather compre- engines (S/L42MC, S/L35MC and S26MC) are less
hensive procedure and, despite advanced calcula- sensitive regarding hull vibrations exited by 2nd or-
tion methods, is often not very accurate. der moments than the lager bore engines. There-
fore, these engines do not have engine driven 2nd
A 2nd order moment compensator comprises two order moment compensators.
counter-rotating masses running at twice the en-
gine speed. 2nd order moment compensators are If compensator(s) are omitted, the engine can be de-
not included in the basic extent of delivery. livered prepared for the fitting of compensators later
on. The decision for preparation must also be taken
Several solutions, as shown in Fig. 7.04, are avail- at the contract stage. Measurements taken during
able to cope with the 2nd order moment, out of the sea trial, or later in service and with fully loaded
which the most cost efficient one can be chosen in ship, will be able to show whether compensator(s)
the individual case, e.g. have to be fitted or not.
1) No compensators, if considered unnecessary If no calculations are available at the contract stage,

on the basis of natural frequency, nodal point we advise to order the engine with a 2nd order mo-
and size of the 2nd order moment. ment compensator on the aft end and to make prep-
arations for the fitting of a compensator on the front
2) A compensator mounted on the aft end of the end.
engine, driven by the main chain drive.
If it is decided not to use compensators and, further-
more, not to prepare the main engine for later fitting,
3) A compensator mounted on the front end,
another solution can be used, if annoying vibrations
driven from the crankshaft through a separate
should occur:
chain drive.
An electrically driven compensator synchronised
4) Compensators on both aft and fore end, com-
to the correct phase relative to the external force or
pletely eliminating the external 2nd order mo-
moment can neutralise the excitation. This type of
ment.
compensator needs an extra seating fitted, prefera-
bly, in the steering gear room where deflections are
Briefly, it can be stated that compensators posi-
largest and the effect of the compensator will there-
tioned in a node or close to it, will be inefficient. In
fore be greatest.
such a case, solution (4) should be considered.
The electrically driven compensator will not give rise
to distorting stresses in the hull, but it is more ex-
pensive than the engine-mounted compensators
(2), (3) and (4).
407 000 100 198 29 12
7.04
4 node
3 node
Compensating moment F2C x Lnode

outbalances M2V.
Moment compensator on aft end. M2V

Node AFT
F2C
Lnode
Moment from compensator

M2C outbalances M2V
M2V
Centreline
crankshaft M2V
Moment compensator on fore end.
198 06 80-4.1
Fig. 7.04: Optional 2nd order moment compensators
407 000 100 198 29 12
7.05
178 46 98-3.0
Fig 7.05: Power Related Unbalance (PRU) values in Nm/kW for S-MC/MC-C engines
Power Related Unbalance (PRU) PRU Nm/kWNeed for compensaor

from 0 to 60 . . . . . . . . . . . . . . . . . . . . . not relevant
To evaluate if there is a risk that 1st and 2nd order from 60 to 120 . . . . . . . . . . . . . . . . . . . . . . unlikely
external moments will excite disturbing hull vibra- from 120 to 220 . . . . . . . . . . . . . . . . . . . . . . . likely
tions, the concept Power Related Unbalance can be above 220 . . . . . . . . . . . . . . . . . . . . . . . most likely
used as a guidance.
External moment The actual values for the MC-engines are shown in
PRU = Nm/kW Figs. 7.05, 7.06 and 7.07.
Enginepower
In the table at the end of this chapter, the external
With the PRU-value, stating the external moment moments (M1) are stated at the speed (n1) and MCR
relative to the engine power, it is possible to give an rating in point L1 of the layout diagram. For other
estimate of the risk of hull vibrations for a specific speeds , the corresponding external moments are
engine. Based on service experience from a greater calculated by means of the formula:
number of large ships with engines of different types nA 
2
and cylinder numbers, the PRU-values have been MA = M1 x   kNm
classified in four groups as follows:  n1 
(The tolerance on the calculated values is 2.5%).
407 000 100 198 29 12
7.06
* : L90MC-C, L80MC, L42MC and L35MC.

178 46 99-5.1
Fig. 7.06: Power Realted Unbalance (PRU) values in Nm/kW for L-MC/MC-C engines
407 000 100 198 29 12
7.07
178 47 00-7.1
Fig. 7.07: Power Related Unbalance (PRU) value in Nm/kW for K-MC/MC-C engines
407 000 100 198 29 12
7.08
178 06 81-6.2
Fig. 7.08: H-type and X-type force moments
Guide Force Moments As this system is very difficult to calculate with the
necessary accuracy, MAN B&W Diesel strongly
The so-called guide force moments are caused by recommend that a top bracing is installed be-
the transverse reaction forces acting on the cross- tween the engine's upper platform brackets and
heads due to the connecting rod/crankshaft mecha- the casing side. The only exception is the S26MC
nism. These moments may excite engine vibrations, which is so small that we consider guide force mo-
moving the engine top athwartships and causing a ments to be insignificant.
rocking (excited by H-moment) or twisting (excited
by X-moment) movement of the engine as illustrated The mechanical top bracing comprises stiff connec-
in Fig. 7.08. tions (links) with friction plates and alternatively a
hydraulic top bracing, which allow adjustment to
The guide force moments corresponding to the the loading conditions of the ship. With both types
MCR rating (L1) are stated in the tables. of top bracing above-mentioned natural fre-
quency will increase to a level where resonance will
Top bracings occur above the normal engine speed. Details of
the top bracings are shown in section 5.
The guide force moments are harmless except
when resonance vibrations occur in the engine/dou-
ble bottom system.
407 000 100 198 29 12
7.09
Definition of Guide Force Moments
During the years the definition of guide force moment has been discussed. Especially nowadays where com-
plete FEM-models are made to predict hull/engine interaction this definition has become important.
H-type Guide Force Moment (MH) X-type Guide Force Moment (MX)
Each cylinder unit produces a force couple consist- The X-type guide force moment is calculated based
ing of: on the same force couple as described above. How-
ever as the deflection shape is twisting the engine
1: A force at level of crankshaft centreline. each cylinder unit does not contribute with equal
amount. The centre units do not contribute very
2: Another force at level of the guide plane. The much whereas the units at each end contributes
position of the force changes over one revo- much.
lution, as the guide shoe reciprocates on the
guide plane. A so-called ‘Bi-moment’ can be calculated (fig. 7.08):
As the deflection shape for the H-type is equal for

each cylinder the Nth order H-type guide force mo-
‘Bi-moment’ = S [force-couple(cyl.X) • distX]
in kNm2
ment for an N-cylinder engine with regular firing or-
der is: N • MH(one cylinder). The X-type guide force moment is then defined as:
For modelling purpose the size of the forces in the MX = ‘Bi-Moment’/ L kNm
force couple is:
For modelling purpose the size of the four (4) forces
Force = MH / L kN (see fig. 7.08) can be calculated:
where L is the distance between crankshaft level Force = MX / LX kN

and the middle position of the guide plane (i.e. the
length of the connecting rod). where:
As the interaction between engine and hull is at the LX : is horizontal length between ‘force points’ (fig. 7.08)
engine seating and the top bracing positions, this
force couple may alternatively be applied in those Similar to the situation for the H-type guide force
positions with a vertical distance of (LZ). Then the moment, the forces may be applied in positions
force can be calculated as: suitable for the FEM model of the hull. Thus the
forces may be referred to another vertical level LZ
ForceZ = MH / LZ kN above crankshaft centreline.These forces can be
calculated as follows:
Any other vertical distance may be applied, so as to Mx • L
accommodate the actual hull (FEM) model. ForceZ,one point = kN
Lz • Lx
The force couple may be distributed at any number
of points in longitudinal direction. A reasonable way
of dividing the couple is by the number of top brac-
ing, and then apply the forces in those points.
ForceZ,one point = ForceZ,total / Ntop bracing, total kN
407 000 100 198 29 12
7.10
In order to calculate the forces it is necessary to nected by torsional springs. The gas pressure of the
know the lengths of the connecting rods = L, which engine acts through the connecting rod mechanism
are: with a varying torque on each crank throw, exciting
torsional vibration in the system with different fre-
Engine Engine quencies.
L in mm L in mm
Type Type
K98MC 3220 S60MC-C 2460 In general, only torsional vibrations with one and two
K98MC-C 3090 S60MC 2628 nodes need to be considered. The main critical or-
S90MC-C 3270 L60MC-C 2280
der, causing the largest extra stresses in the shaft
L90MC-C 3406 L60MC 2340
K90MC 3510 S50MC-C 2050 line, is normally the vibration with order equal to the
K90MC-C 3159 S50MC 2190 number of cylinders, i.e., five cycles per revolution
S80MC-C 3280 L50MC 1950 on a five cylinder engine. This resonance is posi-
S80MC 3504 S46MC-C 1980 tioned at the engine speed corresponding to the
L80MC 3120 S42MC 2025
natural torsional frequency divided by the number of
K80MC-C 2920 L42MC 1638
S70MC-C 2870 S35MC 1600 cylinders.
S70MC 3066 L35MC 1260
L70MC-C 2660 S26MC 1125 The torsional vibration conditions may, for certain
L70MC 2730 installations require a torsional vibration damper.
Axial Vibrations Based on our statistics, this need may arise for the
following types of installation:
When the crank throw is loaded by the gas pressure
through the connecting rod mechanism, the arms • Plants with controllable pitch propeller
of the crank throw deflect in the axial direction of
the crankshaft, exciting axial vibrations. Through • Plants with unusual shafting layout and for special
the thrust bearing, the system is connected to the owner/yard requirements
ship’s hull.
• Plants with 8, 11 or 12-cylinder engines.
Generally, only zero-node axial vibrations are of in-
terest. Thus the effect of the additional bending The so-called QPT (Quick Passage of a barred
stresses in the crankshaft and possible vibrations speed range Technique), is an alternative option to a
of the ship`s structure due to the reaction force in torsional vibration damper, on a plant equipped with
the thrust bearing are to be considered. a controllable pitch propeller. The QPT could be im-
plemented in the governor in order to limit the vibra-
An axial damper is fitted as standard to all MC en- tory stresses during the passage of the barred
gines minimising the effects of the axial vibrations. speed range.
For an extremely long shaft line in certain large size The application of the QPT has to be decided by the
container vessels, a second axial vibration damper engine maker and MAN B&W Diesel A/S based on fi-
positioned on the intermediate shaft, designed to nal torsional vibration calculations.
control the on-node axial vibrations can be applied.
Four, five and six-cylinder engines, require special
attention. On account of the heavy excitation, the
Torsional Vibrations natural frequency of the system with one-node vi-
bration should be situated away from the normal op-
The reciprocating and rotating masses of the en- erating speed range, to avoid its effect. This can be
gine including the crankshaft, the thrust shaft, the achieved by changing the masses and/or the stiff-
intermediate shaft(s), the propeller shaft and the ness of the system so as to give a much higher, or
propeller are for calculation purposes considered much lower, natural frequency, called undercritical
as a system of rotating masses (inertias) intercon- or overcritical running, respectively.
407 000 100 198 29 12
7.11
Owing to the very large variety of possible shafting Overcritical running

arrangements that may be used in combination with
a specific engine, only detailed torsional vibration The natural frequency of the one-node vibration is
calculations of the specific plant can determine so adjusted that resonance with the main critical or-
whether or not a torsional vibration damper is nec- der occurs about 30-70% below the engine speed
essary. at specified MCR. Such overcritical conditions can
be realised by choosing an elastic shaft system,
Undercritical running leading to a relatively low natural frequency.
The natural frequency of the one-node vibration is The characteristics of overcritical conditions are:
so adjusted that resonance with the main critical or-
der occurs about 35-45% above the engine speed • Tuning wheel may be necessary on crankshaft
at specified MCR. fore end
• Turning wheel with relatively high inertia
Such undercritical conditions can be realised by
choosing a rigid shaft system, leading to a relatively • Shafts with relatively small diameters, requiring
high natural frequency. shafting material with a relatively high ultimate
tensile strength
The characteristics of an undercritical system are • With barred speed range of about ±10% with
normally: respect to the critical engine speed
• Relatively short shafting system Torsional vibrations in overcritical conditions may,

• Probably no tuning wheel in special cases, have to be eliminated by the use of
a torsional vibration damper.
• Turning wheel with relatively low inertia
• Large diameters of shafting, enabling the use of Overcritical layout is normally applied for engines
shafting material with a moderate ultimate ten- with more than four cylinders.
sile strength, but requiring careful shaft align-
ment, (due to relatively high bending stiffness) Please note:
We do not include any tuning wheel, or torsional vi-
• Without barred speed range bration damper, in the standard scope of supply, as
the proper countermeasure has to be found after
When running undercritical, significant varying torsional vibration calculations for the specific plant,
torque at MCR conditions of about 100-150% of the and after the decision has been taken if and where a
mean torque is to be expected. barred speed range might be acceptable.
This torque (propeller torsional amplitude) induces a For further information about vibration aspects
significant varying propeller thrust which, under ad- please refer to our publications:
verse conditions, might excite annoying longitudinal
vibrations on engine/double bottom and/or deck P.222 ‘An introduction to Vibration Aspects of
house. Two-stroke Diesel Engines in Ships’
The yard should be aware of this and ensure that the P.268 ‘Vibration Characteristics of Two-stroke
complete aft body structure of the ship, including Low Speed Diesel Engines’
the double bottom in the engine room, is designed
to be able to cope with the described phenomena. These publications are available at the Internet ad-
where they can be downloaded.
407 000 100 198 29 12
7.12
K98MC
No. of cyl. 6 7 8 9 10 11 12 13 14
1-8-12-4- 1-4-13-11-6
1-5-3-4- 1-7-2-5- 1-8-3-4- Uneven Uneven Uneven Uneven
Firing order 2-9-10-5- -2-7-14-9-3
2-6 4-3-6 7-2-5-6 -5-8-12-10
3-7-11-6
External forces in kN
0 0 0 0 0 0 0 0 0
External moments in kNm
Order
1st a) 0 547 265 994 229 108 0 547 401
2nd 6128 1779 0 818 141 169 0 1176 548
4th 286 812 330 405 565 727 571 923 522
Guide force H-moments in kNm
Order:
1st 0 0 0 28 0 1 0 0 0
2nd 0 0 0 6 0 0 0 0 0
3rd 0 0 0 163 1170 552 0 0 0
4th 0 0 0 961 1215 991 0 0 0
5th 0 0 0 939 399 494 0 0 0
6th 2032 0 0 240 117 491 0 0 0
7th 0 1484 0 64 778 681 0 0 0
8th 0 0 1005 88 196 517 0 0 0
9th 0 0 0 479 106 43 0 0 0
10th 0 0 0 33 121 69 0 0 0
11th 0 0 0 0 59 180 0 0 0
12th 160 0 0 25 25 55 283 0 0
13th 0 0 0 0 0 0 0 288 0
14th 0 0 0 0 0 0 0 0 314
Guide force X-moments in kNm
Order:
1st 0 282 137 513 118 39 0 282 207
2nd 611 177 0 81 14 13 0 117 55
3rd 2141 2342 3443 4067 4553 5945 7418 8384 9804
4th 1369 3890 1580 1940 2706 3492 2732 4419 2501
5th 0 314 4512 1670 595 2889 0 1360 3234
6th 0 49 0 3142 2091 228 0 157 248
7th 0 0 15 541 2375 237 0 98 34
8th 236 18 0 360 261 1390 473 298 92
9th 297 33 4 51 98 179 1028 369 343
10th 64 182 0 83 202 131 0 652 117
11th 0 141 207 80 177 236 0 10 590
12th 0 13 51 179 89 104 0 3 4
13th 0 0 0 0 0 0 0 4 2
14th 0 0 0 0 0 0 0 0 0
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
178 33 22-7.2
Fig. 7.09.01: External forces and moments in layout point L1 for K98MC
407 000 100 198 29 12
7.13
K98MC-C
No. of cyl. 6 7 8 9 10 11 12 13 14
Firing 1-5-3- 1-7-2-5- 1-8-3-4 Uneven Uneven Uneven 1-8-12-4- Uneven 1-4-13-11-6
order 4-2-6 4-3-6 7-2-5-6 2-9-10-5- -2-7-14-9-3
3-7-11-6 -5-8-12-10
0 0 0 0 0 0 0 0 0
Order:
1st a) 0 597 235 1082 197 83 0 622 472
2nd 6258 1817 0 833 126 129 0 1223 560
4th 255 725 295 361 507 651 510 826 466
Order:
1st 0 0 0 28 0 1 0 0 0
2nd 0 0 0 1 0 0 0 0 0
3rd 0 0 0 97 695 328 0 0 0
4th 0 0 0 870 1100 897 0 0 0
5th 0 0 0 907 385 477 0 0 0
6th 1937 0 0 229 112 468 0 0 0
7th 0 1429 0 61 749 656 0 0 0
8th 0 0 999 88 195 514 0 0 0
9th 0 0 0 493 109 45 0 0 0
10th 0 0 0 35 128 73 0 0 0
11th 0 0 0 9 51 157 0 0 0
12th 100 0 0 18 17 39 200 0 0
13th 0 0 0 0 0 0 0 207 0
14th 0 0 0 0 0 0 0 0 244
Order:
1st 0 295 116 534 97 41 0 501 787
2nd 89 26 0 12 2 2 0 29 25
3rd 1326 1450 2140 2528 2828 3681 4606 5225 6078
4th 1291 3669 1491 1828 2563 3294 2582 3968 2626
5th 0 316 4560 1683 604 2908 0 1426 3051
6th 0 49 0 3130 2084 227 0 166 328
7th 0 0 12 545 2391 238 0 105 116
8th 245 19 0 375 270 1441 490 321 127
9th 318 36 4 56 105 192 1106 377 344
10th 71 202 0 93 224 144 0 726 144
11th 0 128 189 74 161 214 0 15 536
12th 0 10 38 132 66 177 0 4 9
13th 0 0 0 0 0 0 0 3 6
14th 0 0 0 0 0 0 0 0 7
for all cylinder numbers. 178 86 03-5.1
Fig. 7.09.02: External forces and moments in layout point L1 for K98MC-C
407 000 100 198 29 12
7.14
S90MC-C
No. of cyl. 6 7 8 9
Firing order 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-3-4 1-9-2-7-3

7-2-5-6 6-5-4-8
0 0 0 0
Order:
1st a) 0 1006 173 1045
2nd 5336 c) 967 0 556
4th 359 1234 415 1939
Order:
1st 0 0 0 0
2nd 0 0 0 0
3rd 0 0 0 0
4th 0 0 0 0
5th 0 0 0 0
6th 2676 0 0 0
7th 0 2057 0 0
8th 0 0 1435 0
9th 0 0 0 861
10th 0 0 0 0
11th 0 0 0 0
12th 208 0 0 0
Order:
1st 0 679 117 706
2nd 563 102 0 59
3rd 1663 2200 2784 658
4th 1442 4954 1665 7782
5th 0 216 5176 6426
6th 0 149 0 778
7th 0 67 17 52
8th 304 60 0 62
9th 422 29 5 22
10th 98 337 0 20
11th 0 244 309 7
12th 0 11 68 61
c) 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 36 71-3.2
Fig. 7.09.03: External forces and moments in layout point L1 for S90MC-C
407 000 100 198 29 12
7.15
L90MC-C
No. of cyl. 6 7 8 9 10 11 12
Firing 1-5-3- 1-7-2-5- 1-8-3-4- Uneven Uneven Uneven 1-8-12-4-

order 4-2-6 4-3-6 7-2-5-6 2-9-10-5-
3-7-11-6
0 0 0 0 0 0 0
Order:
1st a) 0 1056 182 726 256 177 0
2nd 4841 c) 878 0 630 36 213 0
4th 244 839 282 342 501 640 488
Order:
1st 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0
3rd 0 0 0 131 941 144 0
4th 0 0 0 1023 1293 1055 0
5th 0 0 0 1075 456 566 0
6th 2255 0 0 279 136 569 0
7th 0 1738 0 75 911 798 0
8th 0 0 1187 104 232 611 0
9th 0 0 0 587 130 53 0
10th 0 0 0 41 149 85 0
11th 0 0 0 9 54 166 0
12th 105 0 0 19 18 41 211
Order:
1st 0 681 117 468 165 114 0
2nd 514 93 0 67 4 23 0
3rd 1490 1971 2495 2937 3267 4250 5310
4th 1261 4334 1456 1767 2588 3307 2522
5th 0 194 4653 1676 633 2902 0
6th 0 125 0 3246 2170 247 0
7th 0 55 14 570 2484 256 0
8th 242 47 0 384 260 1457 484
9th 315 22 4 63 104 191 1123
10th 69 236 0 92 222 142 0
11th 0 136 172 67 146 193 0
12th 0 5 33 120 60 69 0
178 86 05-9.1
Fig. 7.09.04: External forces and moments in layout point L1 for L90MC-C
407 000 100 198 29 12
7.16
K90MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-3-4 1-6-7-3- Uneven Uneven 1-8-12-4-
order 4-2-6 4-3-6 7-2-5-6 5-8-2-4-9 2-9-10-5-
3-7-11-6
0 0 0 0 0 0 0 0 0
Order:
1st a) 2502 b) 794 0 473 207 1630 291 202 0
2nd 5322 c) 6625 c) 4609 c) 1338 0 1504 34 203 0
4th 0 21 163 463 188 234 334 427 326
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 747 352 0
4th 2437 0 0 0 0 0 1018 830 0
5th 0 2342 0 0 0 0 325 403 0
6th 0 0 1680 0 0 0 97 406 0
7th 0 0 0 1257 0 0 659 577 0
8th 426 0 0 0 852 0 167 439 0
9th 0 0 0 0 0 460 89 37 0
10th 0 145 0 0 0 0 103 59 0
11th 0 0 0 0 0 0 43 131 0
12th 59 0 88 0 0 0 15 34 176
Order:
1st 997 317 0 188 82 650 116 80 0
2nd 132 164 114 33 0 37 1 5 0
3rd 180 635 1148 1256 1922 2306 2517 3274 4091
4th 0 125 963 2738 1112 1387 1977 2526 1927
5th 302 0 0 215 3220 1066 438 2009 0
6th 511 57 0 34 0 2310 1503 171 0
7th 116 408 0 0 10 93 1743 180 0
8th 0 242 168 13 0 45 181 1015 337
9th 33 10 210 23 3 33 69 127 748
10th 53 0 46 131 0 12 149 95 0
11th 12 4 0 86 132 10 112 148 0
12th 0 33 0 7 27 121 49 56 0
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
Fig. 7.09.05: External forces and moments in layout point L1 for K90MC 178 87 58-1.0
407 000 100 198 29 12
7.17
K90MC-C
No. of cyl. 6 7 8 9 10 11 12
Firing order 1-5-3- 1-7-2-5- 1-8-3-4- Uneven Uneven Uneven 1-8-12-4-

4-2-6 4-3-6 7-2-5-6 2-9-10-5-
3-7-11-6
0 0 0 0 0 0 0
Order:
1st a) 0 497 1669 890 81 35 0
2nd 4859 c) 1411 0 641 56 28 0
4th 172 490 199 243 346 444 345
Order:
1st 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0
3rd 0 0 0 89 640 302 0
4th 0 0 0 713 901 735 0
5th 0 0 0 688 292 362 0
6th 1468 0 0 174 85 355 0
7th 0 1063 0 46 557 488 0
8th 0 0 745 65 146 383 0
9th 0 0 0 346 76 31 0
10th 0 0 0 22 80 46 0
11th 0 0 0 6 35 106 0
12th 81 0 0 14 14 31 162
Order:
1st 0 196 657 350 32 14 0
2nd 163 47 0 22 2 1 0
3rd 1092 1195 1531 2106 2351 3060 3827
4th 947 2692 1094 1337 1901 2439 1894
5th 0 214 2689 1147 419 1984 0
6th 0 33 0 2143 1429 158 0
7th 0 0 69 368 1608 162 0
8th 164 13 0 253 129 970 327
9th 200 22 20 37 66 121 702
10th 40 113 0 52 126 81 0
11th 0 78 100 45 99 131 0
12th 0 7 27 97 49 56 0
178 87 59-3.0
407 000 100 198 29 12
7.18
S80MC-C
No. of cyl. 6 7 8
Firing order 1-5-3-4-2-6 1-7-2-5- 1-8-3-4-

4-3-6 7-2-5-6
0 0 0
Order:
1st a) 0 252 847
2nd 3405 c) 988 0
4th 230 652 265
Order:
1st 0 0 0
2nd 0 0 0
3rd 0 0 0
4th 0 0 0
5th 0 0 0
6th 2118 0 0
7th 0 1628 0
8th 0 0 1122
9th 0 0 0
10th 0 0 0
11th 0 0 0
12th 117 0 0
Order:
1st 0 182 610
2nd 517 150 0
3rd 1395 1526 1956
4th 1023 2906 1181
5th 0 241 3025
6th 0 41 0
7th 0 0 91
8th 211 16 0
9th 289 32 29
10th 63 180 0
11th 0 107 137
12th 0 9 34
eliminating the 2nd order external moment
178 36 72-5.1
Fig. 7.09.07: External forces and moments in layout point L1 for S80MC -C
407 000 100 198 29 12
7.19
S80MC
No. of cyl. 4 5 6 7 8 9
Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-3-4-7-2-5-6 Uneven

0 0 0 0 0 429
Order:
1st a) 1289 b) 409 0 244 817 429
2nd 3346 c) 4166 c) 2898 c) 841 0 378
4th 0 20 152 433 176 214

Order:
1st 0 0 0 0 0 0
2nd 0 0 0 0 0 0
3rd 0 0 0 0 0 143
4th 2558 0 0 0 0 845
5th 0 2490 0 0 0 815
6th 0 0 1927 0 0 228
7th 0 0 0 1502 0 65
8th 515 0 0 0 1029 90
9th 0 0 0 0 0 570
10th 0 223 0 0 0 43
11th 0 0 0 0 0 10
12th 71 0 107 0 0 19

Order:
1st 822 261 0 155 521 274
2nd 497 619 431 125 0 56
3rd 220 775 1400 1531 1963 2743
4th 0 117 900 2558 1039 1264
5th 286 0 0 204 2554 1096
6th 522 59 0 35 0 2283
7th 123 434 0 0 78 423
8th 0 260 181 14 0 285
9th 41 13 264 29 26 52
10th 72 0 63 178 0 84
11th 15 5 0 103 132 61
12th 0 36 0 7 29 104
178 35 07-4.1
Fig. 7.09.08: External forces and moments in layout point L1 for S80MC
407 000 100 198 29 12
7.20
L80MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-2-6- Uneven Uneven Uneven 1-8-12-4-
order 4-2-6 4-3-6 4-5-3-7 2-9-10-5-
3-7-11-6
0 0 0 0 0 0 0 0 0
Order:
1st a) 1470 b) 467 0 278 466 489 128 620 90
2nd 3616 c) 4501 c) 3131 c) 909 0 409 12 599 122
4th 0 19 148 420 683 208 301 654 386
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 88 630 297 0
4th 1936 0 0 0 0 640 809 660 0
5th 0 1904 0 0 0 623 265 328 0
6th 0 0 1425 0 0 169 82 344 0
7th 0 0 0 1106 0 48 580 508 0
8th 384 0 0 0 767 67 150 395 0
9th 0 0 0 0 0 405 89 37 0
10th 0 159 0 0 0 31 113 64 0
11th 0 0 0 0 0 7 43 130 0
12th 48 0 73 0 0 13 13 28 145
Order:
1st 768 244 0 145 244 256 67 47 0
2nd 178 222 154 45 0 20 1 5 0
3rd 152 536 968 1059 679 1897 2112 2748 3434
4th 0 99 765 2175 3535 1075 1561 1997 1531
5th 246 0 0 175 1096 941 352 1629 0
6th 434 49 0 29 0 1897 1267 143 0
7th 102 359 0 0 32 350 1525 156 0
8th 0 218 152 12 0 239 164 910 303
9th 33 11 211 24 10 41 70 128 747
10th 58 0 50 143 0 67 162 104 0
11th 12 4 0 85 55 50 110 146 0
12th 0 28 0 6 88 80 40 46 0
1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
178 35 08-6.1
Fig. 7.09.09: External forces and moments in layout point L1 for L80MC
407 000 100 198 29 12
7.21
K80MC-C
No. of cyl. 6 7 8 9 10 11 12
Firing order 1-5-3- 1-7-2-5- 1-8-3-4- Uneven Uneven Uneven 1-8-12-4-

4-2-6 4-3-6 7-2-5-6 2-9-10-5-
3-7-11-6
0 0 0 0 0 0 0
Order:
1st a) 0 321 1078 574 54 28 0
2nd 3418 c) 992 0 451 36 23 0
4th 144 408 166 203 289 370 287
Order:
1st 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0
3rd 0 0 0 74 527 248 0
4th 0 0 0 578 730 596 0
5th 0 0 0 565 240 297 0
6th 1224 0 0 145 70 296 0
7th 0 889 0 38 466 408 0
8th 0 0 623 55 122 321 0
9th 0 0 0 293 65 27 0
10th 0 0 0 19 68 39 0
11th 0 0 0 6 32 98 0
12th 77 0 0 14 13 30 154
Order:
1st 0 148 497 265 25 13 0
2nd 47 14 0 6 0 0 0
3rd 865 946 1213 670 1864 2425 3033
4th 739 2099 853 1042 1484 1904 1477
5th 0 169 2124 907 332 1568 0
6th 0 27 0 1720 1147 127 0
7th 0 0 56 296 1294 131 0
8th 132 10 0 204 144 781 263
9th 163 18 16 30 54 99 572
10th 32 92 0 43 103 66 0
11th 0 69 88 40 87 116 0
12th 0 6 25 89 45 52 0
178 87 60-3.0
407 000 100 198 29 12
7.22
S70MC-C
No. of cyl. 4 5 6 7 8
Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5- 1-8-3-4-

4-3-6 7-2-5-6
0 0 0 0 0

Order:
1st a) 854 b) 271 0 161 542
2nd 2515 c) 3131 c) 2178 c) 632 0
4th 0 19 147 417 170
Order:
1 x No. of cyl. 1771 1805 1387 1802 766
2 x No. of cyl. 383 160 67
3 x No. of cyl. 44
Order:
1st 612 194 0 116 388
2nd 365 455 316 92 0
3rd 133 469 847 927 1188
4th 0 82 636 1807 734
5th 212 0 0 151 1889
6th 383 43 0 26 0
7th 91 319 0 0 57
8th 0 198 138 11 0
9th 31 10 198 22 20
10th 53 0 46 131 0
11th 11 3 0 75 96
12th 0 23 0 5 18
178 44 37-2.0
407 000 100 198 29 12
7.23
S70MC
No. of cyl. 4 5 6 7 8
Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5- 1-8-3-4-

4-3-6 7-2-5-6
0 0 0 0 0
Order:
1st a) 944 b) 300 0 178 599
2nd 2452 c) 3052 c) 2123 c) 343 0
4th 0 14 111 317 129
Order:
1 x No. of cyl. 1503 1488 1124 876 602
2 x No. of cyl. 301 129 50
3 x No. of cyl. 34
Order:
1st 533 169 0 101 338
2nd 149 186 129 37 0
3rd 101 355 642 702 899
4th 0 69 529 1503 611
5th 171 0 0 122 1526
6th 304 34 0 20 0
7th 72 253 0 0 46
8th 0 152 106 8 0
9th 24 7 150 17 15
10th 42 0 36 103 0
11th 8 3 0 58 74
12th 0 17 0 3 14
eliminating the 2nd order external moment
178 87 68-8.0
407 000 100 198 29 12
7.24
L70MC-C
No. of cyl. 4 5 6 7 8
Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5- 1-8-2-6-

4-3-6 4-5-3-7
0 0 0 0 0

Order:
1st a) 994 b) 315 0 188 315
2nd 2629 c) 3272 c) 2276 c) 661 0
4th 0 16 124 353 573
Order:
1 x No. of cyl. 1506 1524 1133 853 599
2 x No. of cyl. 299 108 84
3 x No. of cyl. 56
Order:
1st 578 183 0 109 183
2nd 201 250 174 51 0
3rd 112 395 715 782 501
4th 0 76 584 1658 2695
5th 193 0 0 137 860
6th 338 38 0 23 0
7th 77 271 0 0 24
8th 0 167 116 9 0
9th 24 8 154 17 8
10th 39 0 33 95 0
11th 10 3 0 70 45
12th 0 31 0 6 100
eliminating the 2nd order external moment. 178 23 46-2.0
407 000 100 198 29 12
7.25
L70MC
No. of cyl. 4 5 6 7 8
Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5- 1-8-2-6-

4-3-6 4-5-3-7
0 0 0 0 0

Order:
1st a) 1094 b) 347 0 207 347
2nd 269 c) 3350 c) 2330 c) 676 0
4th 0 14 110 313 508
Order:
1 x No. of cyl. 1274 1275 954 741 514
2 x No. of cyl. 257 107 49
3 x No. of cyl. 33
Order:
1st 523 166 0 99 166
2nd 23 28 20 6 0
3rd 82 289 522 571 366
4th 0 65 503 1431 2325
5th 165 0 0 117 734
6th 290 33 0 19 0
7th 68 241 0 0 22
8th 0 146 102 8 0
9th 22 7 141 16 7
10th 39 0 34 96 0
11th 8 3 0 57 37
12th 0 18 0 4 59
a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
c 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
178 87 61-5.0
407 000 100 198 29 12
7.26
S60MC-C
No. of cyl. 4 5 6 7 8
Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5- 1-8-3-4-

4-3-6 7-2-5-6
0 0 0 0 0

Order:
1st a) 533 b) 169 0 101 338
2nd 1570 c) 1954 c) 1360 c) 395 0
4th 0 12 92 261 106
Order:
1 x No. of cyl. 1116 1136 873 681 482
2 x No. of cyl. 241 101 42
3 x No. of cyl. 28
Order:
1st 385 122 0 73 244
2nd 236 294 204 59 0
3rd 85 300 542 593 759
4th 0 52 401 1139 463
5th 133 0 0 95 1189
6th 241 27 0 16 0
7th 57 201 0 0 36
8th 0 124 87 7 0
9th 20 6 124 14 12
10th 34 0 29 83 0
11th 7 2 0 47 60
12th 0 14 0 3 12
178 44 38-4.0
407 000 100 198 29 12
7.27
S60MC
No. of cyl. 4 5 6 7 8
Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5- 1-8-3-4-

4-3-6 7-2-5-6
0 0 0 0 0

Order:
1st a) 582 b) 185 0 110 369
2nd 1510 c) 1880 c) 1308 c) 380 0
4th 0 9 69 195 74
Order:
1 x No. of cyl. 949 937 708 552 380
2 x No. of cyl. 190 82 32
3 x No. of cyl. 21
Order:
1st 334 106 0 63 212
2nd 109 136 94 27 0
3rd 66 233 421 460 590
4th 0 43 334 949 386
5th 108 0 0 77 961
6th 192 22 0 13 0
7th 45 160 0 0 29
8th 0 96 67 5 0
9th 15 5 95 11 9
10th 27 0 23 65 0
11th 5 2 0 37 47
12th 0 11 0 2 9
178 87 62-7.0
407 000 100 198 29 12
7.28
L60MC-C
No. of cyl.: 4 5 6 7 8
Firing order: 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-2-6-4-5-3-7
0 0 0 0 0

Order:
1st a) 581 b) 185 0 110 184
2nd 1537 c) 1914 c) 1331 c) 386 0
4th 0 9 73 206 335

Order:
1 x No. of cyl. 960 959 713 537 377
2 x No. of cyl. 188 68 53
3 x No. of cyl. 35

Order:
1st 360 114 0 68 114
2nd 182 227 158 46 0
3rd 82 287 519 567 364
4th 0 48 372 1057 1718
5th 121 0 0 86 541
6th 213 24 0 14 0
7th 48 171 0 0 15
8th 0 105 73 6 0
9th 15 5 97 11 5
10th 24 0 21 60 0
11th 6 2 0 44 28
12th 0 20 0 4 63
for all cylinder numbers
b) By means of the adjustable counterweights on four-cylinder engines, 70% of the 1st order moment can be
moved from horizontal to vertical direction or vice versa, if required
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore ends,
178 22 65-8.0
407 000 100 198 29 12
7.29
L60MC
No. of cyl. 4 5 6 7 8
Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5- 1-8-2-6-

4-3-6 4-5-3-7
0 0 0 0 0

Order:
1st a) 656 b) 208 0 124 208
2nd 1615 c) 2010 c) 1398 c) 406 0
4th 0 9 66 188 305
Order:
1 x No. of cyl. 782 783 606 481 335
2 x No. of cyl. 168 78 27
3 x No. of cyl. 18
Order:
1st 312 99 0 59 99
2nd 12 15 10 3 0
3rd 49 171 309 339 217
4th 0 40 309 878 1428
5th 101 0 0 72 451
6th 184 21 0 12 0
7th 44 156 0 0 14
8th 0 95 66 5 0
9th 16 5 99 11 5
10th 29 0 25 70 0
11th 5 2 0 38 24
12th 0 10 0 2 32
178 87 63-9.0
407 000 100 198 29 12
7.30
S50MC-C
No. of cyl. 4 5 6 7 8
Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5- 1-8-3-4-

4-3-6 7-2-5-6
0 0 0 0 0

Order:
1st a) 302 b) 96 0 57 192
2nd 891 c) 1109 c) 771 c) 224 0
4th 0 7 52 148 60
Order:
1 x No. of cyl. 649 658 506 394 279
2 x No. of cyl. 140 58 24
3 x No. of cyl. 16
Order:
1st 222 71 0 42 141
2nd 146 181 126 37 0
3rd 51 180 326 357 457
4th 0 30 233 662 269
5th 77 0 0 55 689
6th 140 16 0 9 0
7th 33 116 0 0 21
8th 0 72 50 4 0
9th 11 4 72 8 7
10th 19 0 17 48 0
11th 4 1 0 27 35
12th 0 8 0 2 7
178 38 95-4.2
407 000 100 198 29 12
7.31
S50MC
No. of cyl. 4 5 6 7 8
Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5- 1-8-3-4-

4-3-6 7-2-5-6
0 0 0 0 0

Order:
1st a) 343 b) 109 0 65 218
2nd 891 c) 1109 c) 772 c) 224 0
4th 0 5 41 115 47
Order:
1 x No. of cyl. 548 543 410 319 219
2 x No. of cyl. 110 47 18
3 x No. of cyl. 12
Order:
1st 194 62 0 37 123
2nd 56 70 48 14 0
3rd 37 130 236 258 330
4th 0 25 293 548 223
5th 62 0 0 44 556
6th 111 12 0 7 0
7th 26 92 0 0 17
8th 0 56 39 3 0
9th 9 3 54 6 5
10th 15 0 13 38 0
11th 3 1 0 21 27
12th 0 6 0 1 5
178 87 64-0.0
407 000 100 198 29 12
7.32
L50MC
No. of cyl. 4 5 6 7 8
Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5- 1-8-2-6-

4-3-6 4-5-3-7
0 0 0 0 0

Order:
1st a) 383 b) 122 0 72 122
2nd 943 c) 1174 c) 817 c) 237 0
4th 0 5 39 110 178
Order:
1 x No. of cyl. 449 451 350 278 195
2 x No. of cyl. 97 46 16
3 x No. of cyl. 11
Order:
1st 180 57 0 34 57
2nd 14 17 12 3 0
3rd 27 94 171 187 120
4th 0 23 177 504 820
5th 58 0 0 41 260
6th 106 12 0 7 0
7th 26 90 0 0 8
8th 0 55 39 3 0
9th 9 3 58 6 3
10th 17 0 15 42 0
11th 3 1 0 22 14
12th 0 6 0 1 20
178 87 65-2.0
407 000 100 198 29 12
7.33
S46MC-C
No. of cyl. 4 5 6 7 8
Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5- 1-8-3-4-

4-3-6 7-2-5-6
0 0 0 0 0

Order:
1st a) 238 b) 76 0 45 151
2nd 702 c) 874 c) 608 c) 177 0
4th 0 5 41 117 47
Order:
1 x No. of cyl. 530 537 411 318 224
2 x No. of cyl. 112 47 27
3 x No. of cyl. 18
Order:
1st 173 55 0 33 110
2nd 110 137 95 28 0
3rd 39 137 247 271 347
4th 0 23 181 515 209
5th 60 0 0 43 536
6th 108 12 0 7 0
7th 25 89 0 0 16
8th 0 55 38 3 0
9th 8 3 54 6 5
10th 15 0 13 37 0
11th 4 1 0 24 31
12th 0 9 0 2 7
178 87 66-4.0
407 000 100 198 29 12
7.34
S42MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-3-4- 1-6-7-3- Uneven Uneven 1-8-12-4-
order 4-2-6 4-3-6 7-2-5-6 5-8-2-4-9 2-9-10-5-
3-7-11-6
0 0 0 0 0 0 0 0 0
Order:
1st a 151 b 48 0 29 96 99 13 9 0
2nd 392 488 340 99 0 111 1 11 0
4th 0 2 18 51 21 26 36 46 36
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 211 122 0
4th 408 0 0 0 0 0 171 155 0
5th 0 384 0 0 0 0 53 72 0
6th 0 0 286 0 0 0 16 74 0
7th 0 0 0 219 0 0 115 106 0
8th 75 0 0 0 150 0 29 78 0
9th 0 0 0 0 0 87 17 7 0
10th 0 30 0 0 0 0 22 11 0
11th 0 0 0 0 0 0 10 25 0
12th 14 0 21 0 0 0 4 8 39
Order:
1st 119 38 0 23 76 78 10 8 0
2nd 122 152 106 31 0 35 0 4 0
3rd 41 145 262 287 368 455 572 913 1141
4th 0 17 131 371 151 188 266 379 291
5th 40 0 0 29 358 141 57 289 0
6th 70 8 0 5 0 274 206 25 0
7th 16 58 0 0 10 13 244 26 0
8th 0 35 24 2 0 6 26 146 49
9th 5 2 32 4 3 0 11 18 108
10th 9 0 8 24 0 2 25 14 0
11th 2 1 0 16 21 2 21 23 0
12th 0 7 0 1 5 20 10 10 0
178 41 24-4.1
407 000 100 198 29 12
7.35
L42MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-2-6- 1-6-7-3- Uneven Uneven 1-8-12-4-
order 4-2-6 4-3-6 4-5-3-7 5-8-2-4-9 2-9-10-5-
3-7-11-6
0 0 0 0 0 0 0 0 0
Order:
1st a 229 b 73 0 43 73 149 20 14 0
2nd 562 700 487 141 0 159 2 16 0
4th 0 3 23 65 106 33 47 60 46
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 84 40 0
4th 288 0 0 0 0 0 120 98 0
5th 0 285 0 0 0 0 40 49 0
6th 0 0 213 0 0 0 12 51 0
7th 0 0 0 164 0 0 86 75 0
8th 57 0 0 0 114 0 22 59 0
9th 0 0 0 0 0 68 13 5 0
10th 0 24 0 0 0 0 17 10 0
11th 0 0 0 0 0 0 7 20 0
12th 8 0 12 0 0 0 2 5 24
Order:
1st 115 37 0 22 37 75 10 7 0
2nd 18 20 14 4 0 5 0 0 0
3rd 20 71 129 141 91 258 282 367 458
4th 0 15 114 324 526 164 232 297 228
5th 37 0 0 26 164 130 53 244 0
6th 65 7 0 4 0 291 190 21 0
7th 15 53 0 0 5 12 227 23 0
8th 0 32 23 2 0 6 24 135 45
9th 5 2 31 3 2 5 10 19 111
10th 9 0 7 21 0 2 24 15 0
11th 2 1 0 13 9 2 17 23 0
12th 0 5 0 1 15 16 7 8 0
178 41 25-6.1
407 000 100 198 29 12
7.36
S35MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-3-4- 1-6-7-3-5- Uneven Uneven 1-8-12-4-
order 4-2-6 4-3-6 7-2-5-6 8-2-4-9 2-9-10-5-
3-7-11-6
0 0 0 0 0 0 0 0 0
Order:
1st a) 89 b) 28 0 17 56 58 15 10 0
2nd 231 287 200 58 0 65 3 13 0
4th 0 1 11 30 12 15 22 28 21
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 111 53 0
4th 224 0 0 0 0 0 94 76 0
5th 0 212 0 0 0 0 30 37 0
6th 0 0 155 0 0 0 9 38 0
7th 0 0 0 117 0 0 62 54 0
8th 41 0 0 0 82 0 16 42 0
9th 0 0 0 0 0 47 9 4 0
10th 0 16 0 0 0 0 11 6 0
11th 0 0 0 0 0 0 6 17 0
12th 8 0 21 0 0 0 2 5 25
Order:
1st 68 22 0 13 43 45 11 8 0
2nd 67 83 58 17 0 19 1 4 0
3rd 22 78 141 154 197 244 311 405 505
4th 0 9 73 207 84 105 151 192 145
5th 23 0 0 16 201 79 33 150 0
6th 39 4 0 3 0 151 115 13 0
7th 9 31 0 0 6 7 135 14 0
8th 0 19 13 1 0 4 14 81 27
9th 3 1 18 2 2 0 6 11 63
10th 5 0 4 12 0 1 14 8 0
11th 1 0 0 9 12 1 12 16 0
12th 0 4 0 1 3 12 6 7 0
178 41 26-8.1
407 000 100 198 29 12
7.37
L35MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-3-4- 1-9-2-5-7- Uneven Uneven 1-8-12-4-
order 4-2-6 4-3-6 7-2-5-6 3-6-4-8 2-9-10-5-
3-7-11-6
0 0 0 0 0 0 0 0 0
Order:
1st a 94 b 30 0 18 60 56 16 11 0
2nd 232 289 201 58 0 86 3 13 0
4th 0 1 10 27 11 40 20 25 19
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 77 36 0
4th 160 0 0 0 0 0 67 55 0
5th 0 153 0 0 0 0 21 26 0
6th 0 0 111 0 0 0 6 27 0
7th 0 0 0 84 0 0 44 39 0
8th 30 0 0 0 61 0 12 31 0
9th 0 0 0 0 0 36 7 3 0
10th 0 12 0 0 0 0 8 5 0
11th 0 0 0 0 0 0 4 11 0
12th 5 0 7 0 0 0 1 3 14
Order:
1st 64 20 0 12 40 38 11 7 0
2nd 53 66 46 13 0 20 1 3 0
3rd 19 68 123 135 172 103 272 354 442
4th 0 9 66 188 76 276 137 175 132
5th 21 0 0 15 183 211 30 137 0
6th 35 4 0 2 0 67 105 12 0
7th 8 29 0 0 5 9 123 13 0
8th 0 18 12 1 0 3 13 76 25
9th 3 1 17 2 2 0 6 10 61
10th 4 0 4 11 0 1 13 8 0
11th 1 0 0 8 10 1 10 13 0
12th 0 3 0 1 2 4 4 5 0
178 87 67-7.0
407 000 100 198 29 12
7.38
S26MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-3-4- 1-9-2-5-7- 1-8-5-7- Uneven 1-8-12-4-
order 4-2-6 4-3-6 7-2-5-6 3-6-4-8 2-9-4-6- 2-9-10-5-
3-10 3-7-11-6
0 0 0 0 0 0 0 0 0
Order:
1st a 57 b 18 0 11 36 34 21 23 0
2nd 147 183 127 37 0 54 27 31 0
4th 0 1 7 19 8 28 6 15 13
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 0 12 0
4th 87 0 0 0 0 0 0 29 0
5th 0 89 0 0 0 0 0 15 0
6th 0 0 70 0 0 0 0 17 0
7th 0 0 0 57 0 0 0 26 0
8th 21 0 0 0 42 0 0 21 0
9th 0 0 0 0 0 28 0 2 0
10th 0 10 0 0 0 0 21 4 0
11th 0 0 0 0 0 0 0 8 0
12th 3 0 4 0 0 0 0 2 8
Order:
1st 31 10 0 6 19 18 11 12 0
2nd 7 8 6 2 0 2 1 1 0
3rd 6 20 36 40 51 30 38 91 114
4th 0 4 33 93 38 137 29 75 65
5th 11 0 0 8 97 112 193 68 0
6th 20 2 0 1 0 39 16 6 0
7th 5 18 0 0 3 5 33 6 0
8th 0 11 8 1 0 2 2 42 16
9th 2 1 12 1 1 0 1 7 39
10th 4 0 3 9 0 1 0 6 0
11th 1 0 0 5 7 1 0 8 0
12th 0 1 0 0 1 2 0 2 0
178 41 28-1.1
407 000 100 198 29 12
7.39

Engine Selection Guide-MAN

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Engine Selection Guide-MAN

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Engine Selection Guide

Two-stroke MC/MC-C Engines

This book describes the general technical features of the MC Programme

As differences may appear in the individual suppliers’ extent of delivery, please

Engine Layout and Load Diagrams, SFOC 2

2 Engine Layout and Load Diagrams, SFOC

400 000 050 198 28 81

400 000 050 198 28 81

400 000 050 198 28 81

List of capacities, S26MC 6.01.54-6.01.55

400 000 050 198 28 81

A ABB conventional turbochargers, type TPL 3.09

B Basic symbols for piping 6.01.73-6.01.75

C Calculation of exhaust gas amount and temperature 6.01.67-6.01.72

400 000 050 198 28 81

Cooling water systems 6.01.01

D Data sheet for propeller 5.05.05-5.05.06

E Earthing device 5.05.11-5.05.12

400 000 050 198 28 81

F Feed rates, cylinder oil 6.04.01

H Heat radiation 6.01.01

I Influence propeller diameter/pitch 2.03

J Jacket cooling water system 6.06.04-6.06.05

L Layout diagram 2.05-2.06

400 000 050 198 28 81

List of capacities, L80MC 6.01.18-6.01.19

M MAN B&W Alpha cylinder lubrication system 6.04.01

400 000 050 198 28 81

O Optimising point 2.07

P Piston rod stuffing box drain oil system 6.05.01-6.05.02

R Remote control system (CPP) 5.05.09

S Scavenge air system 6.09.01-6.09.04

400 000 050 198 28 81

SFOC, guarantee 2.21

T Top bracing design 5.04.01-5.04.06

U Uni-lubricating oil system 6.06.01-6.03.02

V Valve for partial by-pass 3.12

W Water mist catcher 6.09.02

400 000 050 198 28 81

Engine Power Specific fuel oil consumption (SFOC)

The figures given in this project guide represent the

The cylinder oil consumption figures stated in the

430100 400 198 28 82

The engine types of the MC programme are

Mark: engine version

S Super long stroke approximately 4.0

Stroke/bore ratio L Long stroke approximately 3.3

K Short stroke approximately 2.8

Fig. 1.01: Engine type designation

430100 400 198 28 82

Fig. 1.03a: Power and speed

430100 400 198 28 82

Fig. 1.03b: Power and speed

430100 400 198 28 82

Fig. 1.03c: Power and speed

430100 400 198 28 82

Fig. 1.03d: Power and speed

430100 400 198 28 82

Fig. 1.03e: Power and speed

430100 400 198 28 82

Fig. 1.03f: Power and speed

430100 400 198 28 82

Specific fuel oil g/kWh