MAN L21 31 PowerPlant

L21/31 Project Guide - Power Plant
Four-stroke GenSet
Complete manual date 2012.05.08
MAN Diesel
Project Guides Index L21-2
Text Introduction Introduction to project guide General information List of capacities List of capacities Description of sound measurements Description of structure-born noise Sound measurements Moment of inertia Basic Diesel Engine General description Cross section Main particulars Dimensions and weights Centre of gravity Overhaul areas Firing pressure comparison Firing pressure comparison Engine rotation clockwise Fuel Oil System B 11 B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 02 1 E 11 08 1 E 11 10 1 1683378-7.4 3700162-2.0 3.3.3-01 3.3.2-01 3.3.1-01 3.3.1-02 3700063-9.0 3.3.4-01 1699177-5.1 3700222-2.0 1683324-8.1 1679744-6.5 1624467-7.3 B 10 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 11 1 3700149-2.1 1683375-1.1 3700155-1.0 3700211-4.2 1687129-4.1 1683381-0.0 3700085-5.1 3700086-7.1 1607566-7.2 D 10 D 10 05 0 D 10 05 0 D 10 25 0 D 10 25 0 D 10 25 0 D 10 30 0 3700215-1.0 3700216-3.0 1609510-3.5 1671754-6.1 1699964-7.0 1693502-6.1 I 00 I 00 00 0 1643483-5.4 Index Drawing No.
Internal fuel oil system Internal fuel oil system Heavy fuel oil (HFO) specification Diesel oil (MDO) specification Gas oil / diesel oil (MGO) specification Bio fuel specification Explanation notes for biofuel Viscosity-temperature diagram (VT diagram) Guidelines regarding MAN Diesel & Turbo GenSets operating on low sulphur fuel oil Fuel injection valve Fuel injection pump Fuel oil filter duplex HFO/MDO changing valves (V1 and V2) Lubrication Oil System B 12
Internal lubricating oil system Crankcase ventilation Prelubricating pump Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) Specification of lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels Specific lubricating oil consumption - SLOC Treatment of lubricating oil Criteria for cleaning/exchange of lubricating oil Cooling Water System B 13
B 12 00 0 B 12 00 0 B 12 07 0 B 12 15 0 B 12 15 0 B 12 15 0 B 12 15 0 B 12 15 0
1683379-9.6 1699270-8.4 1655289-8.8 3.3.6-01 3.3.5-01 1607584-6.9 1643494-3.7 1609533-1.7
MAN Diesel
Index L21-2
Text Engine cooling water specifications Cooling water inspecting Cooling water system cleaning Combustion Air System Combustion air system Specifications for intake air (combustion air) Exhaust Gas System Exhaust gas velocity Water washing of turbocharger - turbine Silencer without spark arrestor, damping 25 dB (A) Silencer without spark arrestor, damping 35 dB (A) Silencer with spark arrestor, damping 25 dB (A) Silencer with spark arrestor, damping 35 dB (A) Speed Control System Starting of engine Engine operation under arctic conditions Safety and Control System B 19 B 19 00 0 B 19 00 0 B 19 00 0 B 19 22 1 E 19 07 2 E 19 11 0 1699885-6.2 1665767-2.9 1693529-1.7 1699190-5.0 1699867-7.0 1631477-3.3 B 17 B 17 00 0 B 17 00 0 1655204-8.7 1689459-9.0 B 16 B 16 01 0 B 16 01 2 E 16 04 2 E 16 04 3 E 16 04 5 E 16 04 6 3700152-6.0 1655201-2.2 3700049-7.0 3700051-9.0 3700050-7.0 3700052-0.0 B 15 B 15 00 0 B 15 00 0 3700047-3.1 3.3.11-01 Index B 13 00 0 B 13 00 0 B 13 00 0 Drawing No. 3.3.7-01 000.07-01 000.08-01
Project Guides
Operation data & set points Safety, control and monitoring system Communication from the GenSet Oil Mist Detector Combined box with prelubricating oil pump, nozzle conditioning pump, preheater and el turning device Prelubricating oil pump starting box Foundation Resilient mounting system for landbased generating sets Test running Shop Test Programme for Power Plants Spare Parts Weight and dimensions of principal parts Tools Standard tools for normal maintenance Additional tools Hand tools G 50 Alternator Alternators for GenSets Alternator cable installation Combinations of engine- and alternator layout B 25 Preservation and Packing B 98 B 50 P 24 E 23 B 21 B 20
B 20 00 0
1699989-9.3
B 21 01 1
1699986-3.0
E 23 00 0
1689483-7.2
P 24 01 1 P 24 03 9 P 24 05 1
3700064-0.1 3700066-4.1 3700067-6.0
B 50 00 0 B 50 00 0 B 50 00 0
1699895-2.0 1699865-3.1 3700084-3.0.
MAN Diesel
Project Guides Index L21-2
Text Lifting instruction Index P 98 05 1 Drawing No. 1679794-8.1
Introduction
I 00
MAN Diesel & Turbo

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

Code numbers
MAN Diesel & Turbo GenSet Identification No. Code letter Function/system Sub-function Choice number Code letter: The code letter indicates the contents of the documents: B D E G I P : : : : : : Basic Diesel engine / built-on engine Designation of plant Extra parts per engine Generator Introduction Extra parts per plant X XX XX X
Introduction to Project Guide
1643483-5.4 Page 2 (2)
Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil system, monitoring equipment, foundation, test running, etc. Sub-function: This figure occurs in variants from 0-99. Choice number: This figure occurs in variants from 0-9: 0 2-8 : : General information Standard optionals 1 9 : : Standard Optionals
Copyright 2011 MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as MAN Diesel & Turbo). This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws. Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
11.24
General information
D 10
MAN Diesel & Turbo

3700215-1.0 Page 1 (1)
List of Capacities
D 10 05 0 L21/31
220 kW/Cyl. at 900 rpm Reference Condition : Tropic Air temperature LT-water temperature inlet engine (from system) Air pressure Relative humidity Temperature basis Setpoint HT cooling water engine outlet 1) Setpoint LT cooling water engine outlet 2) Setpoint Lube oil inlet engine Number of Cylinders Engine output Speed Heat to be dissipated 3) Cooling water (C.W.) Cylinder Charge air cooler; cooling water HT Charge air cooler; cooling water LT Lube oil (L.O.) cooler Heat radiation engine Flow rates 4) Internal (inside engine) HT circuit (cylinder + charge air cooler HT stage) LT circuit (lube oil + charge air cooler LT stage) Lube oil External (from engine to system) HT water flow (at 40C inlet) LT water flow (at 38C inlet) Air data Temperature of charge air at charge air cooler outlet Air flow rate Charge air pressure Air required to dissipate heat radiation (engine) (t2-t1= 10C) Exhaust gas data Volume flow (temperature turbocharger outlet) Mass flow Temperature at turbine outlet Heat content (190C) Permissible exhaust back pressure Pumps External pumps 8) Fuel oil feed pump (4 bar) Fuel booster pump (8 bar) Starting air data Air consumption per start, incl. air for jet assist
6)
C C bar % C C C kW rpm kW kW kW kW kW
45 38 1 50 79C nominal (Range of mechanical thermostatic element 77C to 85C) 35C nominal (Range of mechanical thermostatic element 29C to 41C) 66C nominal (Range of mechanical thermostatic element 63C to 72C) 5 6 7 8 9 1100 1320 1540 1760 1980 900 260 276 186 163 38 233 400 212 237 74 272 452 239 277 86 310 500 267 316 98 349 545 294 356 110
m3/h m3/h m3/h m3/h m3/h C m3/h 5) kg/kWh bar m3/h m3/h 7) t/h C kW mbar
55 55 31 12.1 55
55 55 31 14.1 55
55 55 41 16.0 55 55 10400 7.18 4.45 27600 19900 11.4 334 491 < 30
55 55 41 17.8 55 56 11800 7.18 31500 22700 13.0 334 561
55 55 41 19.5 55 58 13500 7.18 35300 25500 14.6 334 631
53 53 6798 8800 6.77 7.18 12200 23800 14234 17100 7.7 9.8 371 334 417 421
m3/h m3/h (TDI) Nm3
0.30 0.89 1.0
0.39 1.18 1.2
0.46 1.37 1.4
0.52 1.57 1.6
0.59 1.76 1.8
1) 2) 3) 4) 5) 6) 7) 8) 12.09, WBII
HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat. LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat Tolerance: + 10 % for rating coolers, - 15 % for heat recovery Basic values for layout of the coolers under above mentioned reference conditions Tolerance: quantity +/- 5%, temperature +/- 20C under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions Tolerance of the pumps delivery capacities must be considered by the manufactures
MAN Diesel & Turbo

3700216-3.0 Page 1 (1)
List of Capacities
D 10 05 0 L21/31
220 kW/Cyl. at 1000 rpm Reference Condition : Tropic Air temperature LT-water temperature inlet engine (from system) Air pressure Relative humidity Temperature basis Setpoint HT cooling water engine outlet 1) Setpoint LT cooling water engine outlet 2) Setpoint Lube oil inlet engine Number of Cylinders Engine output Speed Heat to be dissipated 3) Cooling water (C.W.) Cylinder Charge air cooler; cooling water HT Charge air cooler; cooling water LT Lube oil (L.O.) cooler Heat radiation engine Flow rates 4) Internal (inside engine) HT circuit (cylinder + charge air cooler HT stage) LT circuit (lube oil + charge air cooler LT stage) Lube oil External (from engine to system) HT water flow (at 40C inlet) LT water flow (at 38C inlet) Air data Temperature of charge air at charge air cooler outlet Air flow rate Charge air pressure Air required to dissipate heat radiation (engine) (t2-t1= 10C) Exhaust gas data Volume flow (temperature turbocharger outlet) Mass flow Temperature at turbine outlet Heat content (190C) Permissible exhaust back pressure Pumps External pumps 8) Fuel oil feed pump (4 bar) Fuel booster pump (8 bar) Starting air data Air consumption per start, incl. air for jet assist
6)
C C bar % C C C kW rpm kW kW kW kW kW
45 38 1 50 79C nominal (Range of mechanical thermostatic element 77C to 85C) 35C nominal (Range of mechanical thermostatic element 29C to 41C) 66C nominal (Range of mechanical thermostatic element 63C to 72C) 5 6 7 8 9 1100 1320 1540 1760 1980 1000 260 281 193 163 38 233 370 205 237 74 272 418 232 277 86 310 462 258 316 98 349 504 284 356 110
m3/h m3/h m3/h m3/h m3/h C m3/h 5) kg/kWh bar m3/h m3/h 7) t/h C kW mbar
61 61 34 12.3 61
61 61 34 13.5 61
61 61 46 15.4 61 54 10084 7.17 4.13 27600 20360 11.4 349 544 < 30
61 61 46 17.1 61 55 11525 7.17 31500 23217 13.0 349 620
61 61 46 18.8 61 56 12965 7.17 35300 26075 14.6 349 696
53.5 52 6988 8644 6.96 7.17 12200 23800 14603 17324 7.9 9.7 371 349 428 463
m3/h m3/h (TDI) Nm3
0.30 0.89 1.0
0.39 1.18 1.2
0.46 1.37 1.4
0.52 1.57 1.6
0.59 1.76 1.8
1) 2) 3) 4) 5) 6) 7) 8) 12.09, WBII
HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat. LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat Tolerance: + 10 % for rating coolers, - 15 % for heat recovery Basic values for layout of the coolers under above mentioned reference conditions Tolerance: quantity +/- 5%, temperature +/- 20C under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions Tolerance of the pumps delivery capacities must be considered by the manufactures
MAN Diesel & Turbo

1609510-3.5 Page 1 (1)
Description of Sound Measurements
D 10 25 0 General
Purpose
This should be seen as an easily comprehensible sound analysis of MAN GenSets.These measurements can be used in the project phase as a basis for decisions concerning damping and isolation in buildings, engine rooms and around exhaust systems.
Previously used method for measuring exhaust sound are DS/ISO 2923 and DIN 45635, here is measured on unsilenced exhaust sound, one meter from the opening of the exhaust pipe, see Fig. no 1.
Sound Measuring "on-site"

The Sound Power Level can be directly applied to on-site conditions. It does not, however, necessarily result in the same Sound Pressure Level as measured on test bed. Normally the Sound Pressure Level on-site is 3-5 dB higher than the given surface Sound Pressure Level (Lpf) measured at test bed. However, it depends strongly on the acoustical properties of the actual engine room.
Measuring Equipment
All measurements have been made with Precision Sound Level Meters according to standard IEC Publication 651or 804, type 1 - with 1/1 or 1/3 octave filters according to standard IEC Publication 225. Used sound calibrators are according to standard IEC Publication 942, class 1.
Definitions
Sound Pressure Level: LP = 20 x log P/P0 [dB] where P is the RMS value of sound pressure in pascals, and P0 is 20 Pa for measurement in air. Sound Power Level: LW = 10 x log P/P0 [dB]
Standards
Determination of Sound Power from Sound Pressure measurements will normally be carried out according to: SO 3744 (Measuring method, instruments, I background noise, no of microphone positions etc) and ISO 3746 (Accuracy due to criterion for suitability of test environment, K2>2 dB)
where P is the RMS value of sound power in watts, and P0 is 1 pW.
Measuring Conditions
All measurements are carried out in one of MAN Diesel's test bed facilities. During measurements, the exhaust gas is led outside the test bed through a silencer. The GenSet is placed on a resilient bed with generator and engine on a common base frame. Sound Power are normally determined from Sound Pressure measurements. New measurement of exhaust sound is carried out at the test bed, unsilenced, directly after turbocharger, with a probe microphone inside the exhaust pipe.
Measuring position ISO 2923

1m
30
08028-0D/H5250/94.08.12
1m
Measuring position ISO 45635

Fig. no 1.
07.01
MAN Diesel & Turbo

1671754-6.1 Page 1 (1)
Description of Structure-borne Noise
D 10 25 0 General
Introduction
This paper describes typical structure-borne noise levels from standard resiliently mounted MAN GenSets. The levels can be used in the project phase as a reasonable basis for decisions concerning damping and insulation in buildings, engine rooms and surroundings in order to avoid noise and vibration problems.
References
References and guide-lines according to ISO 9611 and ISO 11689.
Operating Condition
Levels are valid for standard resilient mounted GenSets on flexible rubber support of 55 sh (A) on relatively stiff and well-supported foundations.
Frequency Range
The levels are valid in the frequency range 31.5 Hz to 4 kHz.
08028-0D/H5250/94.08.12
Fig 1 Structure-borne noise on resiliently mounted GenSets.
05.45
MAN Diesel
1699964-7.0 Page 1 (1)
Sound Measurements
D 10 25 0 L21/31
Engine and Exhaust Sound
Number of cylinders
RPM
900
1000
900
1000
900
1000
900
1000
900
1000
Engine sound: Mean sound pressure LpfA [dB] Power [kW] 99.0 950 100.1 1000 100.2 1320 105.2 1200 105.5 1720 105.7 1935
Number of cylinders
RPM
900
1000
900
1000
900
1000
900
1000
900
1000
Exhaust sound: ** Sound pressure LpA Power [dB] 126.4 kW 950 126.4 1000 133.6 1400 133 1720 -
For further information see: "Description of sound measurements" D 10 25 0. **

08028-0D/H5250/94.08.12
Measured in exhaust pipe with probe.
The stated values are calculated and actual measurements on specied plant may be different.
07.17
MAN Diesel
1693502-6.1 Page 1 (1)
Moment of Inertia
D 10 30 0 L21/31
GenSet
Eng. type Number of cylinders Continuous rating Moments of inertia Moments required total Jmin kgm2 Engine + damper Moments of inertia Flywheel Mass Required moment of inertia after ywheel*) kgm2
kW n = 900 rpm 5L21/31 6L21/31 7L21/31 8L21/31 9L21/31 n = 1000 rpm 5L21/31 6L21/31 7L21/31 8L21/31 9L21/31 1000 1320 1540 1760 1980 1000 1320 1540 1760 1980
kgm2
kgm2
kg
352 464 542 619 697
74 92 116 126 127
205 205 205 186**) 208**)
1051 1051 1051 1216**) 1411**)
73 167 221 307 362
285 376 439 502 564
115 92 116 126 127
205 205 205 186**) 208**)
1051 1051 1051 1216**) 1411**)
79 118 190 229
*) Required moment of inertia after ywheel are based on use of the most common ywheel for each number af cylinders. Following ywheels are available: J = 133 kgm J = 164 kgm J = 205 kgm J = 247 kgm **) Incl. exible coupling for two bearing alternator.
08028-0D/H5250/94.08.12
09.23
Basic Diesel Engine
B 10
MAN Diesel & Turbo

3700149-2.1 Page 1 (7)
General Description
B 10 01 1 L21/31
General
The engine is a turbocharged, single -acting four stroke diesel engine of the trunk type with a cylinder bore of 210 mm and a stroke of 310 mm. The crank shaft speed is 900 or 1000 rpm. The engine can be delivered as an in -line engine with 5 to 9 cyl ind ers. For easy maintenance the cylinder unit consists of: the cylinder head, water jacket, cylinder liner, piston and connecting rod which can be removed as complete assemblies with possibility for maintenance by recycling. This allows shoreside reconditioning work which normally yields a longer time between major overhauls.
The engine is designed for an unrestricted load profile on HFO, low emission, high reliability and simple installation.
Engine Frame
The monobloc cast iron engine frame is designed to be very rigid. All the components of the engine frame are held under compression stress. The frame is designed for an ideal flow of forces from the cylinder head down to the crankshaft and gives the outer shell low surface vibrations. Two camshafts are located in the engine frame. The valve camshaft is located on the exhaust side in a very high position and the injection camshaft is located on the service side of the engine. The main bearings for the underslung crankshaft are carried in heavy supports by tierods from the intermediate frame floor, and are secured with the bearing caps. These are provided with side guides and held in place by means of studs with hydraulically tightened nuts. The main bearing is equipped with replaceable shells which are fitted without scraping. On the sides of the frame there are covers for access to the cam shafts and crankcase. Some covers are fitted with re lief valves which will operate if oil vapours in the crank case are ig nited (for in stance in the case of a hot bearing).
Base Frame
The engine and alternator are mounted on a rigid base frame. The alternator is considered as an integral part during engine design. The base frame, which is flexibly mounted, acts as a lubricating oil reservoir for the engine.
Fig 1 Engine frame.
12.03 - Tier II
MAN Diesel & Turbo B 10 01 1 L21/31

Cylinder Liner
Cylinder liner/cooling water jacket/fire land ring The cylinder liners, made of special centrifugal cast iron, are encased by a nodular cast iron cooling water jacket in the upper section. This is centered in the crankcase. The lower section of the cylinder liner is guided in the crankcase. The so-called fire land ring fits on the top of the cylinder liner.
General Description
3700149-2.1 Page 2 (7)
Fig 3 Interaction of fire land ring and stepped piston.
Interaction stepped piston/Fire land ring The fire land ring which projects above the cylinder liner bore works together with the recessed piston crown of the stepped piston to ensure that burnt carbon deposits on the piston crown do not come into contact with the running surface of the cylinder liner. This prevents bore polishing where lube oil would not adhere properly. Cooling
Fig 2 Cylinder liner with fire land ring.
The subdivision into 3 components i.e. the cylinder liner, cooling water jacket and fire land ring provides the best possible structure with reference to resistance to deformation, with regard to cooling and with regard to ensuring the minimum temperatures on certain component assemblies.
The coolant reaches the cylinder liner via a line that is connected to the cooling water jacket. The coolant flows through trimmed ducts in the cooling water jacket to the cooling areas in the cylinder liner, and fire land ring, and through holes on to the cooling chambers in the cylinder heads. The cylinder head, cooling water jacket and fire land ring can be drained together. The fire land ring and cylinder head can be checked by using check holes in the cooling water jacket for gas and coolant leaks.
12.03 - Tier II
MAN Diesel & Turbo

3700149-2.1 Page 3 (7)
General Description
B 10 01 1 L21/31
Cylinder Head
The cylinder head is of cast iron with an integrated charge air receiver, made in one piece. It has a borecooled thick walled bottom. It has a central bore for the fuel injection valve and 4 valve cross flow design, with high flow coefficient. Intensive water cooling of the nozzle tip area made it possible to omit direct nozzle cooling. The valve pattern is turned about 20 to the axis and achieves a certain intake swirl. The cylinder head is tightened by means of 4 nuts and 4 studs which are screwed into the engine frame. The nuts are tight ened by means of hydraulic jacks. The cylinder head has a screwed -on top cover. It has two basic functions: oil sealing of the rocker chamber and covering of the complete head top face.
All valve spindles are fitted with valve rotators which turn the spindles each time the valves are activated. The turning of the spindles ensures even temperature levels on the valve discs and prevents deposits on the seating surfaces. The cylinder head is equipped with replaceable valve seat rings. The exhaust valve seat rings are water cooled in order to ensure low valve temperatures.
Valve Actuating Gear

The rocker arms are actuated through rollers, roller guides and push rods. The roller guides for inlet and exhaust valves are mounted in the water jacket part. Each rocker arm activates two valve spindles through a valve bridge with thrust screws and adjusting screws for valve clearance. The valve actuating gear is pressure-feed lubricated from the centralized lubricating system, through the water jacket and cylinder head and from there into the rocker arm shaft to the rocker bearing.
Fuel Injection System

The engine is provided with one fuel injection pump unit, an injection valve, and a high pressure pipe for each cylinder. The injection pump unit is mounted on the engine frame. The pump unit consists of a pump housing embracing a roller guide, a centrally placed pump barrel and a plunger. The pump is activated by the fuel cam, and the volume injected is controlled by turning the plunger.
Fig 4 Cylinder head.
Air Inlet and Exhaust Valves

The valve spindles are made of heat-re sist ant ma terial and the spindle seats are armoured with welded-on hard metal.
The fuel injection valve is located in a valve sleeve in the centre of the cylinder head. The opening of the valve is controlled by the fuel oil pressure, and the valve is closed by a spring. The high pressure pipe which is led through a bore in the cylinder head is surrounded by a shielding tube.
12.03 - Tier II

The shielding tube also acts as a drain channel in order to ensure any leakage from the fuel valve and the high pressure pipe will be drained off. The complete injection equipment including injection pumps and high pressure pipes is well enclosed behind removable covers. The piston pin is fully floating and kept in position in the axial direction by two circlips.
General Description
3700149-2.1 Page 4 (7)
Connecting Rod
The connecting rod is of the marine head type. The joint is above the connecting rod bearing. This means that the big-end bearing need not to be opened when pulling the piston. This is of advantage for the operational safety (no positional changes/no new adaption), and this solution also reduces the height dimension required for piston assembly / removal. Connecting rod and bearing body consist of dieforged CrMo steel. The material of the bearing shells are identical to those of the crankshaft bearing. Thin-walled bearing shells having an AISn running layer are used. The bearing shells are of the precision type and are therefore to be fitted without scraping or any other kind of adaption.
Piston
The piston, which is oil-cooled and of the composite type, has a body made of nodular cast iron and a crown made of forged deformation resistant steel. It is fitted with 2 compression rings and 1 oil scraper ring in hardened ring grooves. By the use of compression rings with different barrelshaped profiles and chrome-plated running sur faces, the piston ring pack is optimized for maximum sealing effect and minimum wear rate. The piston has a cooling oil space close to the piston crown and the piston ring zone. The heat transfer, and thus the cooling effect, is based on the shaker effect arising during the piston movement.The cooling medium is oil from the engines lubricating oil system. Oil is supplied to the cooling oil space through a bore in the connecting rod. Oil is drained from the cooling oil space through ducts situated diametrically to the inlet channels.
Fig 5 Piston.
Fig 6 Connecting rod.
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3700149-2.1 Page 5 (7)
General Description
B 10 01 1 L21/31
The small-end bearing is of the trimetal type and is pressed into the connecting rod.The bush is e quip ped with an inner circumferential groove, and a pocket for distribution of oil in the bush itself and for the supply of oil to the pin bosses.
The injection camshaft is located at the service side of the engine. Both camshafts are designed as cylinder sections and bearing sections in such a way that disassembly of single cylinder sections is possible through the side openings in the crankcase. The two camshafts and the governor are driven by the main gear train which is located at the flywheel end of the engine. They rotate with a speed which is half that of the crankshaft. The cam shafts are located in bearing bushes which are fitted in bores in the en gine frame; each bearing is re place able.
Crankshaft and Main Bearings

The crank shaft, which is a one -piece forging, is suspended in underslung bearings. The main bea rings are of the trimetal type, which are coated with a running layer. To attain a suitable bearing pres sure and vibration level the crank shaft is provided with counter weights, which are attached to the crank shaft by means of two hydraulic screws. At the fly wheel end the crank shaft is fitted with a gear wheel which, through two inter mediate wheels, drives the cam shafts. Also fitted here is a flexible disc for the connec tion of an alternator. At the oppo site end (front end) there is a gear wheel connec tion for lub. oil and water pumps. Lubrica ting oil for the main bearings is supplied through holes drilled in the engine frame. From the main bearings the oil passes through bores in the crank shaft to the big-end bearings and then through channels in the con necting rods to lubricate the piston pins and cool the pistons.
Front-End Box
The front-end box is fastened to the front end of the engine. It contains all pipes for cooling water and lubricating oil systems and also components such as pumps, filters, coolers and valves. The components can be exchanged by means of the clip on/clip off concept without removing any pipes. This also means that all connections for the engine, such as cooling water and fuel oil, are to be connected at the front end of the engine to ensure simple installation.
Camshaft and Camshaft Drive

The inlet and exhaust valves as well as the fuel pumps of the engine are actuated by two camshafts. Due to the two-camshaft design an optimal adjustment of the gas exchange is possible without interrupting the fuel injection timing. It is also possible to adjust the fuel injection without interrupting the gas exchange. The two camshafts are located in the engine frame. On the exhaust side, in a very high position, the valve camshaft is located to allow a short and stiff valve train and to reduce moving masses.
Governor
The engine speed is controlled by an electronic governor with hydraulic actuators. In some cases a hydraulic governor can be used as an alternative.
Monitoring and Control System

The engine is equipped with MAN Diesel & Turbos own design of safety and control system called SaCoSone. See B 19 00 0 Safety, control and monitoring system and B 19 00 0 Communication from the GenSet
12.03 - Tier II

Turbocharger System
The turbocharger system of the engine, which is a constant pressure system, consists of an exhaust gas receiver, a turbocharger, a charge air cooler and a charge air receiver. The turbine wheel of the turbocharger is driven by the engine exhaust gas, and the turbine wheel drives the turbocharger compressor, which is mounted on the common shaft. The compressor draws air from the engine room through the air filters. The turbo charger forces the air through the char ge air cooler to the char ge air receiver. From the char ge air re ceiver the air flows to each cylinder through the in let valves. The charge air cooler is a compact two-stage tube -type coo ler with a large cooling sur face. The high temperature water is passed through the first stage of the charging air cooler and the low temperature water is passed through the second stage. At each stage of the cooler the water is passed two times through the cooler, the end cov ers be ing designed with partitions which cause the coo ling water to turn. From the exhaust valves, the exhaust gas is led through to the exhaust gas receiver where the pulsatory pressure from the indi vidual cylinders is equalized and passed on to the turbocharger as a constant pressure, and further to the exhaust outlet and silencer ar range ment. The exhaust gas receiver is made of pipe sections, one for each cylinder, connected to each other by means of compensators to prevent excessive stress in the pipes due to heat expansion. To avoid exces sive thermal loss and to ensure a reasonably low surface tem pera ture the exhaust gas receiver is in sulated.
General Description
3700149-2.1 Page 6 (7)
Compressed Air System

The engine is started by means of a built -on air driven starter. The compressed air system comprises a dirt strainer, main starting valve and a pilot valve which also acts as an emergency valve, making it possible to start the engine in case of a power failure.
Fuel Oil System

The built-on fuel oil system consists of inlet pipes for fuel oil, mechanical fuel pump units, high pressure pipes as well as return pipes for fuel oil. Fuel oil leakages are led to a leakage alarm which is heated by means of the inlet fuel oil.
Lubricating Oil System

All moving parts of the engine are lubricated with oil circulating under pressure. The lubricating oil pump is of the helical gear type. A pressure control valve is built into the system. The pressure control valve reduces the pressure before the filter with a signal taken after the filter to ensure constant oil pressure with dirty filters. The pump draws the oil from the sump in the base frame, and on the pressure side the oil passes through the lubricating oil cooler and the full-flow depth filter with a nominel fineness of 15 microns. Both the oil pump, oil cooler and the oil filter are placed in the front-end box. The system can also be equipped with a centrifugal filter. Cooling is carried out by the low temperature coo ling water system and temperature regulation effected by a thermostatic three-way valve on the oil side. The engine is as standard equipped with an electri cally-driven prelubricating pump.
12.03 - Tier II
MAN Diesel & Turbo

3700149-2.1 Page 7 (7)
General Description
B 10 01 1 L21/31
The water in the low temperature system passes through the low temperature circulating pump which drives the water through the second stage of the charge air cooler and then through the lubricating oil cooler before it leaves the engine together with the high temperature water. The high temperature cooling water system passes through the high temperature circulating pump and then through the first stage of the charge air cooler before it enters the cooling water jacket and the cylinder head. Then the water leaves the engine with the low temperature water.
HT Circuit LT Circuit
Charge air cooler Lub. oil cooler HT thermostate LT thermostate
Both the low and high temperature water leaves the engine through separate three-way thermostatic valves which control the water temperature. The low temperature system (LT) is separately bleeded. The HT system is automatically bleeded to expansion tank. It should be noted that there is no water in the engine frame.
Fig 7 Internal cooling water system.
Tools
The engine can optionally be delivered with all necessary tools for the overhaul of each specific plant. Most of the tools can be arranged on steel plate panels.
Cooling Water System

The cooling water system consists of a low tempe rature system and a high temperature system. Both the low and the high temperature systems are cooled by treated freshwater. Only a one string cooling water system to the engine is required.
Turning
The engine is equipped with a manual turning device.
12.03 - Tier II
MAN Diesel & Turbo

1683375-1.1 Page 1 (1)
Cross Section
B 10 01 1 L21/31
09.25
MAN Diesel & Turbo

3700155-1.0 Page 1 (1)
Main Particulars
B 10 01 1 L21/31
Cycle Configuration Cyl. Nos. available Power range Speed Bore Stroke Stroke/bore ratio Piston area per cyl. Swept volume per cyl. Compression ratio Max. combustion pressure Turbocharging principle
: : : : : : : : : : : : :
4-stroke In-line 5-6-7-8-9 1100-1980 kW 900/1000 rpm 210 mm 310 mm 1.48:1 346 cm2 10.7 ltr. 16.5:1 210 bar (in combustion chamber) Constant pressure system and inter cool ing HFO (up to 700 cSt/50 C, RMK700) MDO (DMB) - MGO (DMA, DMZ) according ISO8217-2010
Fuel quality acceptance :
Power lay-out Speed Mean piston speed rpm m/sec.
MCR version 900 9.3 1000 10.3
Mean effective pressure
bar
27.3
24.6
Power per cylinder
kW/cyl.
220
220
11.36 - 220kW - WB2 - GenSet
MAN Diesel & Turbo

3700211-4.2 Page 1 (1)
Dimensions and Weights
B 10 01 1 L21/31
1 - Bearing
Cyl. no A (mm) * B (mm) * C (mm) H (mm) **Dry weight GenSet (t) 22.5 22.5 26.0 26.0 29.5
5 (900 rpm) 5 (1000 rpm) 6 (900 rpm) 6 (1000 rpm) 7 (900/1000 rpm)
3959 3959 4314 4314 4669
1820 1870 1870 2000 1970
5779 5829 6184 6314 6639
3183 3183 3183 3183 3289
2 - Bearing
Cyl. no A (mm) * B (mm) * C (mm) H (mm) **Dry weight GenSet (t) 22.5 26.0 29.5 33.0 36.5
5 (900/1000 rpm) 6 (900/1000 rpm) 7 (900/1000 rpm) 8 (900/1000 rpm) 9 (900/1000 rpm)
4507 4862 5217 5572 5927
2100 2100 2110 2110 2135
6607 6962 7327 7682 8062
3183 3183 3289 3289 3289
P Q * **
Free passage between the engines, width 600 mm and height 2000 mm. Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with galley) Depending on alternator Weight included a standard alternator
All dimensions and masses are approximate, and subject to changes without prior notice.
12.09 - Tier II / WB2
MAN Diesel & Turbo

1687129-4.1 Page 1 (1)
Centre of Gravity
B 10 01 1 L21/31
Engine Type
X - mm
Y - mm
Z - mm
5L21/31 6L21/31 7L21/31 8L21/31 9L21/31
1205 1470 1730 1925 2315
1235 1235 1235 1235 1235
0 0 0
The values are expected values based on alternator, make Uljanik. If an other alternator is chosen, the values will change. Actual values is stated on General Arrangement.
Centre of gravity is stated for dry GenSet.

0
06.17
MAN Diesel & Turbo

1683381-0.0 Page 1 (2)
Overhaul Areas
B 10 01 1 L21/31
Fig 1 Dismantling height.
Engine Type Cylinder Unit, complete: Unit dismantled: Cylinder liner, water jacket, connecting rod and piston:
H1 (mm) 3705
H2 (mm) 3965
3245
3505
Dismantling Height
H1 : For dismantling at the service side. H2 : For dismantling passing the alternator. (Remaining cover not re moved).
01.04

Dismantling Space
It must be considered that there is sufficient space for pulling the charge air cooler element, lubricating oil cooler, lubricating oil filter cartridge, lubricating pump and water pumps.
Overhaul Areas
1683381-0.0 Page 2 (2)
Fig 2 Overhaul areas for charge air cooler element, lub. oil cooler and lub. oil filter cartridge.
01.04
MAN Diesel & Turbo

3700085-5.1 Page 1 (1)
Firing Pressure Comparison
B 10 01 1 L21/31
Engine type, 5 - 9L21/31, GenSet, Tier II Output, 5 cyl Output, 6-9 cyl Engine speed kW/cyl kW/cyl rpm 200 220 900
220 210 200 190 Indicator Cock [bar] 180 170 160 150 140 130 120 110 100 100 110 120 130 140 150 160 170 180 190 200 210 220
Combustion Chamber [bar]
Max Pressure 100%

7 6 5 Delta max press. [bar] 4 3 2 1 0 -1 -2 -3 -4 -5 980 990 1000 1010 1020 1030
Barometric press. [mbar]
12.10 - Tier II
MAN Diesel & Turbo

3700086-7.1 Page 1 (1)
Firing Pressure Comparison
B 10 01 1 L21/31
Engine type, 5 - 9L21/31, GenSet, Tier II Output, 5 cyl Output, 6-9 cyl Engine speed kW/cyl kW/cyl rpm 200 220 1000
220 210 200 190 Indicator Cock [bar] 180 170 160 150 140 130 120 110 100 100 110 120 130 140 150 160 170 180 190 200 210 220
Combustion Chamber [bar]
Max Pressure 100%

7 6 5 Delta max press. [bar] 4 3 2 1 0 -1 -2 -3 -4 -5 980 990 1000 1010 1020 1030
Barometric press. [mbar]
12.10 - Tier II
MAN Diesel & Turbo

1607566-7.2 Page 1 (1)
Engine Rotation Clockwise
B 10 11 1 General
Direction of rotation seen from flywheel end Clockwise
Engine
Alternator
10.39
Fuel Oil System
B 11
MAN Diesel & Turbo

1683378-7.4 Page 1 (2)
Internal Fuel Oil System
B 11 00 0 L21/31
Flywheel end
Running-in filter
Cyl. 1 High pressure pipe
Injection pump
Drain box with fuel leakage alarm
A1 A3 A2
Fig 1 Diagram for fuel oil system.
Pipe description A1 A2 A3 Fuel oil inlet Fuel oil outlet Waste oil outlet to sludge tank DN 20 DN 20 DN 15
Running-in Filter
The running-in filter has a fineness of 50 microns and is placed in the fuel inlet pipe. Its function is to remove impurities in the fuel pipe between safety filter and the engine in the running-in period. Note: The filter must be removed before ship delivery or before handling over to the customer. It is adviced to install the filter every time the extern fuel pipe system has been dismantled, but it is important to remove the filter again when the extern fuel oil system is considered to be clean for any impurities.
Flange connections are standard according to DIN 2501
General
The internal built-on fuel oil system as shown in fig. 1 consists of the following parts: the running-in filter the high-pressure injection equipment the waste oil system
Fuel Injection Equipment

Each cylinder unit has its own set of injection equipment comprising injection pump unit, high-pressure pipe and injection valve.
11.48 - option

The injection equipment and the distribution supply pipes are housed in a fully enclosed compartment thus minimizing heat losses from the preheated fuel. This arrangement reduces external surface tem pe ra tures and the risk of fire caused by fuel leakage. The injection pump unit are with integrated roller guide directly above the camshaft. The fuel quantity injected into each cylinder unit is adjusted by means of the governor, which main tains the engine speed at the preset value by a con tinuous positioning of the fuel pump racks, via a common regulating shaft and spring-loaded link ages for each pump. The injection valve is for "deep" building-in to the centre of the cylinder head. The injection oil is supplied from the injection pump to the injection valve via a double-walled pressure pipe installed in a bore in the cylinder head. This bore has an external connection to lead the leak oil from the injection valve and high-pres sure pipe to the waste oil system, through the double walled pressure pipe. A bore in the cylinder head vents the space below the bottom rubber sealing ring on the injection valve, thus preventing any pressure build-up due to gas leakage, but also unveiling any mal func tion of the bottom rubber sealing ring due to leak oil. The leakage alarm unit consists of a box, with a float switch for level monitoring. In case of a leakage, larger than normal, the float switch will initiate an alarm.The supply fuel oil to the engine is led through the leakage alarm unit in order to keep this heated up, thereby ensuring free drainage passage even for high-viscous waste/leak oil. Sludge tank In normal operation no fuel should leak out from the components of the fuel system. In connection with maintenance, or due to unforeseen leaks, fuel or water may spill in the hot box of the engine. The spilled liquids are collected and drained by gravity from the engine through the dirty fuel connection. Waste and leak oil from the hot box is drained into the sludge tank. The tank and the pipes must be heated and insulated, unless the installation is designed for operation exclusively on MDO/MGO.
1683378-7.4 Page 2 (2)
Data
For pump capacities, see D 10 05 0 "List of Capa cities". Fuel oil consumption for emissions standard is stated in B 11 01 0. Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".
Waste Oil System

Waste and leak oil from the hot box, fuel injection valves, fuel injection pumps and high-pressure pipes, is led to the fuel leakage alarm unit, from which it is drained into the sludge tank.
11.48 - option
MAN Diesel & Turbo

3700162-2.0 Page 1 (2)
B 11 00 0 L21/31
CYL. 1
Flywheel end
High pressure pipe with drain
Injection pump
PAL 40 PT 40
TI 40
TE 40
PI 40
Pulsation damper LAH 42

Max. 50
0.05 bar
Drain box with fuel leakage alarm.
Running in filter (to be removed before ship/plant delivery)
A1
A3A
A2
A3B
Fig 1 Diagram for fuel oil system.
Pipe description A1 A2 A3A A3B Fuel oil inlet Fuel oil outlet Clean leak oil to service tank Waste oil outlet to sludge tank DN 20 DN 20 DN 15 DN 15
Running-in Filter
The running-in filter has a fineness of 50 microns and is placed in the fuel inlet pipe. Its function is to remove impurities in the fuel pipe between safety filter and the engine in the running-in period. Note: The filter must be removed before ship delivery or before handling over to the customer. It is adviced to install the filter every time the external fuel pipe system has been dismantled, but it is important to remove the filter again when the extern fuel oil system is considered to be clean for any impurities.
General
The internal built-on fuel oil system as shown in fig. 1 consists of the following parts: the running-in filter the high-pressure injection equipment the waste oil system
Fuel Injection Equipment

Each cylinder unit has its own set of injection equipment comprising injection pump unit, high-pressure pipe and injection valve.
11.39 - Standard

The injection equipment and the distribution supply pipes are housed in a fully enclosed compartment thus minimizing heat losses from the preheated fuel. This arrangement reduces external surface tem pe ra tures and the risk of fire caused by fuel leakage. The injection pump unit are with integrated roller guide directly above the camshaft. The fuel quantity injected into each cylinder unit is adjusted by means of the governor, which main tains the engine speed at the preset value by a con tinuous positioning of the fuel pump racks, via a common regulating shaft and spring-loaded link ages for each pump. The injection valve is for "deep" building-in to the centre of the cylinder head. The injection oil is supplied from the injection pump to the injection valve via a double-walled pressure pipe installed in a bore in the cylinder head. This bore has an external connection to lead the leak oil from the injection valve and high-pres sure pipe to the waste oil system, through the double walled pressure pipe. A bore in the cylinder head vents the space below the bottom rubber sealing ring on the injection valve, thus preventing any pressure build-up due to gas leakage, but also unveiling any mal func tion of the bottom rubber sealing ring due to leak oil. Waste and leak oil from the hot box is drained into the sludge tank. Clean leak fuel tank Clean leak fuel is drained by gravity from the engine. The fuel should be collected in a separate clean leak fuel tank, from where it can be pumped to the service tank and reused without separation. The pipes from the engine to the clean leak fuel tank should be arranged continuously sloping. The tank and the pipes must be heated and insulated, unless the installation is designed for operation exclusively on MDO/MGO. The leak fuel piping should be fully closed to prevent dirt from entering the system. Sludge tank In normal operation no fuel should leak out from the components of the fuel system. In connection with maintenance, or due to unforeseen leaks, fuel or water may spill in the hot box of the engine. The spilled liquids are collected and drained by gravity from the engine through the dirty fuel connection. Waste and leak oil from the hot box is drained into the sludge tank. The tank and the pipes must be heated and insulated, unless the installation is designed for operation exclusively on MDO/MGO.
3700162-2.0 Page 2 (2)
Waste Oil System

Clean leak oil from the fuel injection valves, fuel injection pumps and high-pressure pipes, is led to the fuel leakage alarm unit, from which it is drained into the clean leak fuel oil tank. The leakage alarm unit consists of a box, with a float switch for level monitoring. In case of a leakage, larger than normal, the float switch will initiate an alarm. The supply fuel oil to the engine is led through the leakage alarm unit in order to keep this heated up, thereby ensuring free drainage passage even for high-viscous waste/leak oil.
Data
For pump capacities, see D 10 05 0 "List of Capa cities". Fuel oil consumption for emissions standard is stated in B 11 01 1. Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".
11.39 - Standard
MAN Diesel & Turbo Heavy fuel oil (HFO) specification

Prerequisites
MAN four-stroke diesel engines can be operated with any heavy fuel oil obtained from crude oil that also satisfies the requirements in Table 1, providing the engine and fuel processing system have been designed accordingly. To ensure that the relationship between the fuel, spare parts and repair / maintenance costs remains favorable at all times, the following points should be observed.
3.3.3
Heavy fuel oil (HFO)

Origin/Refinery process
The quality of the heavy fuel oil largely depends on the quality of crude oil and on the refining process used. This is why the properties of heavy fuel oils with the same viscosity may vary considerably depending on the bunker positions. Heavy fuel oil is normally a mixture of residual oil and distillates. The components of the mixture are normally obtained from modern refinery processes, such as Catcracker or Visbreaker. These processes can adversely affect the stability of the fuel as well as its ignition and combustion properties. The processing of the heavy fuel oil and the operating result of the engine also depend heavily on these factors. Bunker positions with standardised heavy fuel oil qualities should preferably be used. If oils need to be purchased from independent dealers, also ensure that these also comply with the international specifications. The engine operator is responsible for ensuring that suitable heavy fuel oils are chosen.
Specifications
Fuels intended for use in an engine must satisfy the specifications to ensure sufficient quality. The limit values for heavy fuel oils are specified in Table 1. The entries in the last column of Table 1 provide important background information and must therefore be observed. Different international specifications exist for heavy fuel oils. The most important specifications are ISO 8217-2010 and CIMAC-2003, which are more or less identical. The ISO 8217 specification is shown in Fig. 1. All qualities in these specifications up to K700 can be used, providing the fuel preparation system has been designed accordingly. To use any fuels, which do not comply with these specifications (e.g. crude oil), consultation with Technical Service of MAN Diesel & Turbo SE in Augsburg is required. Heavy fuel oils with a maximum density of 1,010 kg/m3 may only be used if up-to-date separators are installed.
Important
Blends
The addition of engine oils (old lubricating oil, ULO used lubricating oil) and additives that are not manufactured from mineral oils, (coal-tar oil, for example), and residual products of chemical or other processes such as solvents 6680 3.3.3-01 EN
1 (12)
General
Even though the fuel properties specified in the table entitled "The fuel specification and corresponding properties for heavy fuel oil" satisfy the above requirements, they probably do not adequately define the ignition and combustion properties and the stability of the fuel. This means that the operating behaviour of the engine can depend on properties that are not defined in the specification. This particularly applies to the oil property that causes formation of deposits in the combustion chamber, injection system, gas ducts and exhaust gas system. A number of fuels have a tendency towards incompatibility with lubricating oil which leads to deposits being formed in the fuel delivery pump that can block the pumps. It may therefore be necessary to exclude specific fuels that could cause problems.
Heavy fuel oil (HFO) specification
2011-06-21 - de
6680 3.3.3-01
3.3.3
MAN Diesel & Turbo

(polymers or chemical waste) is not permitted. Some of the reasons for this are as follows: abrasive and corrosive effects, unfavourable combustion characteristics, poor compatibility with mineral oils and, last but not least, adverse effects on the environment. The order for the fuel must expressly state what is not permitted as the fuel specifications that generally apply do not include this limitation. If engine oils (old lubricating oil, ULO used lubricating oil) are added to fuel, this poses a particular danger as the additives in the lubricating oil act as emulsifiers that cause dirt, water and catfines to be transported as fine suspension. They therefore prevent the necessary cleaning of the fuel. In our experience (and this has also been the experience of other manufacturers), this can severely damage the engine and turbocharger components. The addition of chemical waste products (solvents, for example) to the fuel is prohibited for environmental protection reasons according to the resolution of the IMO Marine Environment Protection Committee passed on 1st January 1992.
6680 3.3.3-01
Leak oil collector
Leak oil collectors that act as receptacles for leak oil, and also return and overflow pipes in the lube oil system, must not be connected to the fuel tank. Leak oil lines should be emptied into sludge tanks.
mm2/s (cSt) max. max. g/ml C max. min. max. max. Weight % max. 700 55 1.010 60 30 30 20 5 or legal requirements 0.15 mg/kg Vol. % Weight % mg/kg mg KOH/g mg/kg mg/kg max. 450 0.5 0.1 60 2.5 2 The fuel must be free of lubricating oil (ULO = used lubricating oil, old oil). Fuel is considered as contaminated with lubricating oil when the following concentrations occur: Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
2011-06-21 - de
Viscosity (at 50 ) Viscosity (at 100 ) Density (at 15 C) Flash point Pour point (summer) Pour point (winter) Coke residue (Conradson) Sulphur content Ash content Vanadium content
Viscosity/injection viscosity Viscosity/injection viscosity Heavy fuel oil processing Flash point (ASTM D 93) Low-temperature behaviour (ASTM D 97) Low-temperature behaviour (ASTM D 97) Combustion properties Sulphuric acid corrosion Heavy fuel oil processing Heavy fuel oil processing Heavy fuel oil processing
Water content Sediment (potential) Aluminium and silicium content (total) Acid number Hydrogen sulphide Used lubricating oil (ULO)
Heavy fuel oil processing
2 (12)
General
6680 3.3.3-01 EN
MAN Diesel & Turbo

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

6680 3.3.3-01 EN
2011-06-21 - de
6680 3.3.3-01
3 (12)
General
3.3.3
MAN Diesel & Turbo
6680 3.3.3-01
General
Figure 1: ISO 8217-2010 specification for heavy fuel oil
4 (12)
6680 3.3.3-01 EN
2011-06-21 - de
MAN Diesel & Turbo
3.3.3

Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
2011-06-21 - de
6680 3.3.3-01
6680 3.3.3-01 EN 5 (12)
General
3.3.3
MAN Diesel & Turbo
6680 3.3.3-01
Additional information
The purpose of the following information is to show the relationship between the quality of heavy fuel oil, heavy fuel oil processing, the engine operation and operating results more clearly.
Selection of heavy fuel oil
Economic operation with heavy fuel oil within the limit values specified in the table entitled "The fuel specification and corresponding properties for heavy fuel oil" is possible under normal operating conditions, provided the system is working properly and regular maintenance is carried out. If these requirements are not satisfied, shorter maintenance intervals, higher wear and a greater need for spare parts is to be expected. The required maintenance intervals and operating results determine, which quality of heavy fuel oil should be used. It is an established fact that the price advantage decreases as viscosity increases. It is therefore not always economical to use the fuel with the highest viscosity as in many cases the quality of this fuel will not be the best.
Viscosity/injection viscosity
Heavy fuel oils with a high viscosity may be of an inferior quality. The maximum permissible viscosity depends on the preheating system installed and the capacity (flow rate) of the separator. The prescribed injection viscosity of 12 - 14 mm2/s (for GenSets, 23/30H and 28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of the engine must be observed. This is the only way to ensure efficient atomisation and mixture formation and therefore low-residue combustion. This also prevents mechanical overloading of the injection system. For the prescribed injection viscosity and/or the required fuel oil temperature upstream of the engine, refer to the viscosity temperature diagram.
Heavy fuel oil processing
Whether or not problems occur with the engine in operation depends on how carefully the heavy fuel oil has been processed. Particular care should be taken to ensure that highly-abrasive inorganic foreign matter (catalyst particles, rust, sand) are effectively removed. It has been shown in practice that wear as a result of abrasion in the engine increases considerably if the aluminum and silicium content is higher than 15 mg/kg. Viscosity and density influence the cleaning effect. This must be taken into account when designing and making adjustments to the cleaning system.
Settling tank
Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in the tank and the lower the viscosity of heavy fuel oil is, the more effective the precleaning process will be (maximum preheating temperature of 75 C to prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient for heavy fuel oils with a viscosity of less than 3802/s at 50 C. If the heavy fuel oil has a high concentration of foreign matter, or if fuels in accordance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks will be required one of which must be sized for 24-hour operation. Before the content is moved to the service tank, water and sludge must be drained from the settling tank.
2011-06-21 - de
Separators
A separator is particularly suitable for separating material with a higher specific density water, foreign matter and sludge, for example. The separators must be self-cleaning (i.e. the cleaning intervals must be triggered automatically). Only new generation separators should be used. They are extremely effective throughout a wide density range with no changeover required, and can separate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 C.
6 (12)
General
6680 3.3.3-01 EN
MAN Diesel & Turbo

Table "Achievable proportion of foreign matter and water (following separation)" shows the prerequisites that must be met by the separator. These limit values are used by manufacturers as the basis for dimensioning the separator and ensure compliance. The manufacturer's specifications must be complied with to maximize the cleaning effect.
3.3.3
Application in ships and stationary use: parallel installation 1 Separator for 100 % flow rate 1 Separator (reserve) for 100 % flow rate Figure 3: Location of heavy fuel oil cleaning equipment and/or separator
The separators must be arranged according to the manufacturers' current recommendations (Alpha Laval and Westfalia). The density and viscosity of the heavy fuel oil in particular must be taken into account. If separators by other manufacturers are used, MAN Diesel should be consulted. If processing is carried out in accordance with the MAN Diesel specifications and the correct separators are chosen, it may be assumed that the results stated in the table entitled "Achievable proportion of foreign matter and water" for inorganic foreign matter and water in the heavy fuel oil will be achieved at the engine inlet. Results obtained during operation in practie show that the wear occurs as a result of abrasion in the injection system and the engine will remain within acceptable limits if these values are complied with. In addition, an optimum lubricating oil treatment process must be ensured.
Definition Inorganic foreign matter including catalyst particles Al+Si content Water content Particle size < 5 m --Quantity < 20 mg/kg < 15 mg/kg < 0.2 % by vol. %
Table 2: Achievable proportion of foreign matter and water (after separation)

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Water
6680 3.3.3-01 EN
7 (12)
General
It is particularly important to ensure that the water separation process is as thorough as possible as the water takes the form of large droplets, and not a finely distributed emulsion. In this form, water also promotes corrosion and sludge formation in the fuel system and therefore impairs the supply, atomisation and combustion of the heavy fuel oil. If the water absorbed in the fuel is seawater, harmful sodium chloride and other salts dissolved in this water will enter the engine.
6680 3.3.3-01
3.3.3
MAN Diesel & Turbo

Water-containing sludge must be removed from the settling tank before the separation process starts, and must also be removed from the service tank at regular intervals. The tank's ventilation system must be designed in such a way that condensate cannot flow back into the tank.
6680 3.3.3-01
Vanadium/Sodium
If the vanadium/sodium ratio is unfavorable, the melting point of the heavy fuel oil ash may fall in the operating area of the exhaust-gas valve which can lead to high-temperature corrosion. Most of the water and water-soluble sodium compounds it contains can be removed by pretreating the heavy fuel oil in the settling tank and in the separators. The risk of high-temperature corrosion is low if the sodium content is one third of the vanadium content or less. It must also be ensured that sodium does not enter the engine in the form of seawater in the intake air. If the sodium content is higher than 100 mg/kg, this is likely to result in a higher quantity of salt deposits in the combustion chamber and exhaust-gas system. This will impair the function of the engine (including the suction function of the turbocharger). Under certain conditions, high-temperature corrosion can be prevented by using a fuel additive that increases the melting point of the heavy fuel oil ash (also see "Additives for heavy fuel oils).
Ash
Fuel ash consists for the greater part of vanadium oxide and nickel sulphate (see above chapter for more information). Heavy fuel oils containing a high proportion of ash in the form of foreign matter, e.g. sand, corrosion compounds and catalyst particles, accelerate the mechanical wear in the engine. Catalyst particles produced as a result of the catalytic cracking process may be present in the heavy fuel oils. In most cases, these are aluminium silicate particles that cause a high degree of wear in the injection system and the engine. The aluminium content determined, multiplied by a factor of between 5 and 8 (depending on the catalytic bond), is roughly the same as the proportion of catalyst remnants in the heavy fuel oil. If a homogeniser is used, it must never be installed between the settling tank and separator as otherwise it will not be possible to ensure satisfactory separation of harmful contaminants, particularly seawater. National and international transportation and storage regulations governing the use of fuels must be complied with in relation to the flash point. In general, a flash point of above 60 C is prescribed for diesel engine fuels. The pour point is the temperature at which the fuel is no longer flowable (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher than 0 C, the bunker facility must be preheated, unless fuel in accordance with RMA or RMB is used. The entire bunker facility must be designed in such a way that the heavy fuel oil can be preheated to around 10 C above the pour point. If the viscosity of the fuel is higher than 1000 mm2/s (cST), or the temperature is not at least 10 C above the pour point, pump problems will occur. For more information, also refer to Low-temperature behaviour (ASTM D 97). If the proportion of asphalt is more than two thirds of the coke residue (Conradson), combustion may be delayed which in turn may increase the formation of combustion residues, leading to such as deposits on and in the injection nozzles, large amounts of smoke, low output, increased fuel consumption and a rapid rise in ignition pressure as well as combustion close to the cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt to coke residues reaches the limit 0.66, and if the asphalt content exceeds 8%, the risk of deposits forming in the combustion chamber and injection 6680 3.3.3-01 EN
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Homogeniser Flash point (ASTM D 93) Low-temperature behaviour (ASTM D 97)
Pump characteristics
Combustion properties
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MAN Diesel & Turbo

system is higher. These problems can also occur when using unstable heavy fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an increased deposition of asphalt (see "Compatibility).
3.3.3
Ignition quality
Nowadays, to achieve the prescribed reference viscosity, cracking-process products are used as the low viscosity ingredients of heavy fuel oils although the ignition characteristics of these oils may also be poor. The cetane number of these compounds should be < 35. If the proportion of aromatic hydrocarbons is high (more than 35 %), this also adversely affects the ignition quality. The ignition delay in heavy fuel oils with poor ignition characteristics is longer; the combustion is also delayed which can lead to thermal overloading of the oil film at the cylinder liner and also high cylinder pressures. The ignition delay and accompanying increase in pressure in the cylinder are also influenced by the end temperature and compression pressure, i.e. by the compression ratio, the charge-air pressure and charge-air temperature. The disadvantages of using fuels with poor ignition characteristics can be limited by preheating the charge air in partial load operation and reducing the output for a limited period. However, a more effective solution is a high compression ratio and operational adjustment of the injection system to the ignition characteristics of the fuel used, as is the case with MAN Diesel piston engines. The ignition quality is one of the most important properties of the fuel. This value does not appear in the international specifications because a standardised testing method has only recently become available and not enough experience has been gathered at this point in order to determine limit values. The parameters, such as the calculated carbon aromaticity index (CCAI), are therefore aids that are derived from quantifiable fuel properties. We have established that this method is suitable for determining the approximate ignition quality of the heavy fuel oil used. A testing instrument has been developed based on the constant volume combustion method (fuel combustion analyser FCA) and is currently being tested by a series of testing laboratories. The instrument measures the ignition delay to determine the ignition quality of a fuel and this measurement is converted into a an instrument-specific cetane number (FIA-CN or EC). It has been established that in some cases, heavy fuel oils with a low FIA cetane number or ECN number can cause operating problems.
As the liquid components of the heavy fuel oil decisively influence the ignition quality, flow properties and combustion quality, the bunker operator is responsible for ensuring that the quality of heavy fuel oil delivered is suitable for the diesel engine. (Also see illustration entitled "Nomogram for determining the CCAI assigning the CCAI ranges to engine types").
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3.3.3
MAN Diesel & Turbo
6680 3.3.3-01
V Viscosity in mm2/s (cSt) at 50 C D Density [in kg/m3] at 15 C
CCAI Calculated Carbon Aromaticity Index 1 Engine type
A Normal operating conditions B The ignition characteristics can be poor and require adapting the engine or the operating conditions. C Problems identified may lead to engine damage, even after a short period of operation. 2 The CCAI is obtained from the straight line through the density and viscosity of the heavy fuel oils.
Figure 4: Nomogram for determining the CCAI assigning the CCAI ranges to engine types
The CCAI can be calculated using the following formula: CCAI = D - 141 log log (V+0.85) - 81
Sulphuric acid corrosion
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General
The BN values specified in Section 3.3.6 are sufficient, providing the quality of lubricating oil and the engine's cooling system satisfy the requirements.
6680 3.3.3-01 EN
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The engine should be operated at the cooling water temperatures prescribed in the operating handbook for the relevant load. If the temperature of the components that are exposed to acidic combustion products is below the acid dew point, acid corrosion can no longer be effectively prevented, even if alkaline lubricating oil is used.
MAN Diesel & Turbo

Compatibility
The supplier must guarantee that the heavy fuel oil is homogeneous and remains stable, even after the standard storage period. If different bunker oils are mixed, this can lead to separation and the associated sludge formation in the fuel system during which large quantities of sludge accumulate in the separator that block filters, prevent atomisation and a large amount of residue as a result of combustion. This is due to incompatibility or instability of the oils. Therefore heavy fuel oil as much as possible should be removed in the storage tank before bunkering again to prevent incompatibility.
3.3.3
Blending the heavy fuel oil Additives for heavy fuel oils
If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain the required quality or viscosity of heavy fuel oil, it is extremely important that the components are compatible (see "Compatibility"). MAN Diesel & Turbo SE engines can be operated economically without additives. It is up to the customer to decide whether or not the use of additives is beneficial. The supplier of the additive must guarantee that the engine operation will not be impaired by using the product. The use of heavy fuel oil additives during the warranty period must be avoided as a basic principle. Additives that are currently used for diesel engines, as well as their probable effects on the engine's operation, are summarised in the table below "Additives for heavy fuel oils classification/effects".
Precombustion additives
Dispersing agents/stabilisers Emulsion breakers Biocides Combustion catalysts (fuel savings, emissions) Ash modifiers (hot corrosion) Soot removers (exhaustgas system)
Combustion additives Post-combustion additives
Table 3: Additives for heavy fuel oils Classification/effects
Heavy fuel oils with low sulphur content
If the engine is not always operated with low-sulphur heavy fuel oil, corresponding lubricating oil for the fuel with the highest sulphur content must be selected.
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Improper handling of operating fluids

If operating fluids are improperly handled, this can pose a danger to health, safety and the environment. The relevant safety information by the supplier of operating fluids must be observed.
From the point of view of an engine manufacturer, a lower limit for the sulphur content of heavy fuel oils does not exist. We have not identified any problems with the low-sulphur heavy fuel oils currently available on the market that can be traced back to their sulphur content. This situation may change in future if new methods are used for the production of low-sulphur heavy fuel oil (desulphurisation, new blending components). MAN Diesel & Turbo will monitor developments and inform its customers if required.
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3.3.3
MAN Diesel & Turbo
6680 3.3.3-01
Tests
Sampling
To check whether the specification provided and/or the necessary delivery conditions are complied with, we recommend you retain at least one sample of every bunker oil (at least for the duration of the engine's warranty period). To ensure that the samples taken are representative of the bunker oil, a sample should be taken from the transfer line when starting up, halfway through the operating period and at the end of the bunker period. Sample Tec" by Mar-Tec in Hamburg is a suitable testing instrument which can be used to take samples on a regular basis during bunkering. Our department for fuels and lubricating oils (Augsburg factory, department EQC) will be pleased to provide further information on request. We can analyse fuel for customers at our laboratory. A 0.5 l sample is required for the test.
Analysis of samples
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MAN Diesel & Turbo Diesel oil (MDO) specification

Marine diesel oil
Other designations Origin
Marine diesel oil, marine diesel fuel. Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-FDMB) exclusively for marine applications. MDO is manufactured from crude oil and must be free of organic acids and non-mineral oil products.
3.3.2
Specification
The suitability of fuel depends on the design of the engine and the available cleaning options, as well as compliance with the properties in the following table that refer to the as-delivered condition of the fuel. The properties are essentially defined using the ISO 8217-2010 standard as the basis. The properties have been specified using the stated test procedures.
Properties ISO-F specification Density at 15 C Kinematic viscosity at 40 C Pour point (winter quality) Pour point (summer quality) Flash point (Pensky Martens) Total sediment content Water content Sulphur content Ash content Carbon residue (MCR) Cetane number or cetane index Hydrogen sulphide Acid value Oxidation resistance Lubricity (wear scar diameter) Copper strip test Other specifications:
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Unit
Testing method
Designation DMB
kg/m3 mm2/s cSt C C C % by weight % by vol. % by weight % by weight % by weight mg/kg mg KOH/g g/m3 m -
ISO 3675 ISO 3104 ISO 3016
900 > 2,0 < 11 * <0 <6
ISO 2719 ISO CD 10307 ISO 3733 ISO 8754 ISO 6245 ISO CD 10370 ISO 5165 IP 570 ASTM D664 ISO 12205 ISO 12156-1 ISO 2160
> 60 0.10 < 0.3 < 2.0 < 0.01 < 0.30 > 35 <2
< 25 < 520 <1
British Standard BS MA 100-1987 ASTM D 975 ASTM D 396 Table 1: Marine diesel oil (MDO) characteristic values to be adhered to
Class M2 2D Nr. 2
Diesel oil (MDO) specification
< 0.5
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* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed 6 mm2/s @ 40 C, as this would reduce the lifetime of the injection system.
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General
3.3.2
MAN Diesel & Turbo
6680 3.3.2-01
During transshipment and transfer, MDO is handled in the same manner as residual oil. This means that it is possible for the oil to be mixed with highviscosity fuel or heavy fuel oil with the remnants of these types of fuels in the bunker ship, for example that could significantly impair the properties of the oil.
Lubricity
Normally, the lubricating ability of diesel oil is sufficient to operate the fuel injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may no longer be sufficient. Before using diesel fuels with low sulphur content, you should therefore ensure that their lubricity is sufficient. This is the case if the lubricity as specified in ISO 12156-1 does not exceed 520 m. The fuel must be free of lubricating oil (ULO used lubricating oil, old oil). Fuel is considered as contaminated with lubricating oil when the following concentrations occur: Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm. The pour point specifies the temperature at which the oil no longer flows. The lowest temperature of the fuel in the system should be roughly 10 C above the pour point to ensure that the required pumping characteristics are maintained. A minimum viscosity must be observed to ensure sufficient lubrication in the fuel injection pumps. The temperature of the fuel must therefore not exceed 45 C. Seawater causes the fuel system to corrode and also leads to hot corrosion of the exhaust valves and turbocharger. Seawater also causes insufficient atomisation and therefore poor mixture formation accompanied by a high proportion of combustion residues. Solid foreign matter increase mechanical wear and formation of ash in the cylinder space. We recommend the installation of a separator upstream of the fuel filter. Separation temperature: 40 50C. Most solid particles (sand, rust and catalyst particles) and water can be removed, and the cleaning intervals of the filter elements can be extended considerably.
Diesel oil (MDO) specification
Analyses
We can analyse fuel for customers at our laboratory. A 0.5 l sample is required for the test.
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6680 3.3.2-01 EN
MAN Diesel & Turbo Gas oil / diesel oil (MGO) specification
Diesel oil
Other designations
Gas oil, marine gas oil (MGO), diesel oil Gas oil is a crude oil medium distillate and therefore must not contain any residual materials.
3.3.1
Military specification
Diesel oils that satisfy specification F-75 or F-76 may be used.
Specification
The suitability of fuel depends on whether it has the properties defined in this specification (based on its composition in the as-delivered state). The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards have been extensively used as the basis when defining these properties. The properties correspond to the test procedures stated.
Properties Density at 15 C kg/m3 Kinematic viscosity at 40 C mm2/s (cSt) Filterability* in summer and in winter Flash point in closed cup Sediment content (extraction method) Water content Sulphur content Ash Coke residue (MCR) Hydrogen sulphide Acid number Oxidation stability Lubricity (wear scar diameter) Cetane number or cetane index
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Unit
Test procedure ISO 3675 ISO 3104 DIN EN 116 DIN EN 116 ISO 2719 ISO 3735 ISO 3733 ISO 8754
Typical value 820.0 890.0 2 6.0 0 -12 60 0.01 0.05 1.5
C C C weight % Vol. %
ISO CD 10370 mg/kg mg KOH/g g/m3 m IP 570 ASTM D664 ISO 12205 ISO 12156-1 ISO 5165 ISO 2160
0.10 <2 < 0.5 < 25 < 520 40 1
Copper strip test Other specifications: British Standard BS MA 100-1987 ASTM D 975
M1 1D/2D
Gas oil / diesel oil (MGO) specification
weight %
ISO 6245
0.01
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Table 1: Diesel fuel (MGO) properties that must be complied with.
6680 3.3.1-01 EN
General
3.3.1
MAN Diesel & Turbo

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

Analyses
Gas oil / diesel oil (MGO) specification
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MAN Diesel & Turbo Bio fuel specification

Biofuel
Other designations Origin
Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat Biofuel is derived from oil plants or old cooking oil.
3.3.1
Provision
Transesterified and non-transesterified vegetable oils can be used. Transesterified biofuels (biodiesel, FAME) must comply with the standard EN 14214. Non-transesterified biofuels must comply with the specifications listed in Table 1. These specifications are based on experience to d/ate. As this experience is limited, these must be regarded as recommended specifications that can be adapted if necessary. If future experience shows that these specifications are too strict, or not strict enough, they can be modified accordingly to ensure safe and reliable operation. When operating with bio-fuels, lubricating oil that would also be suitable for operation with diesel oil (see Sheet 3.3.5) must be used.
Properties/Characteristics Density at 15 C Flash point lower calorific value Viscosity/50 C Cetane number Coke residue Sediment content Oxidation stability (110 C) Phosphorous content Na and K content Ash content Water content Iodine number TAN (total acid number) Filterability
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Unit 900 - 930 kg/m > 60 C > 35 MJ/kg (typical: 37 MJ/kg) < 40 cSt (corresponds to a viscosity/40 C of < 60 cSt) > 40 < 0.4% < 200 ppm >5h < 15 ppm < 15 ppm < 0.01% < 0.5% < 125g/100g < 5 mg KOH/g < 10 C below the lowest temperature in the fuel system
3
Test method DIN EN ISO 3675, EN ISO 12185 DIN EN 22719 DIN 51900-3 DIN EN ISO 3104 FIA DIN EN ISO 10370 DIN EN 12662 ISO 6886 ASTM D3231 DIN 51797-3 DIN EN ISO 6245 EN ISO 12537
DIN EN ISO 660 EN 116
Table 1: Non-transesterified bio-fuel - Specifications
Bio fuel specification
DIN EN 14111
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3.3.1
MAN Diesel & Turbo
6680 3.3.1-02
Analyses
Bio fuel specification
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3700063-9.0 Page 1 (2)
Explanatory notes for biofuel
B 11 00 0 General
Operation with biofuel

Please contact MAN Diesel & Turbo at an early stage of project.
Caution: Not transesterified biofuel with a pour point above 20 C carries a risk of flocculation and may clog up pipes and filters unless special precautions are taken. Therefore the standard layout of fuel oil system for HFO-operation has to be modified concerning following aspects: In general no part of the fuel oil system must be cooled down below pour pont of the used biofuel. Fuel cooler for circulation fuel oil feeding part => to be modified. In this circuit a temperature above pour point of the biofuel is needed without overheating of the supply pumps. Sensor pipes to be isolated or heated and located near to main pipes. To prevent injection nozzles from clogging indicator filter size 0.010 mm has to be used instead of 0.034 mm.
Requirements on plant side

Biofuel has to be divided into 3 categories. Categori 1 - transesterified biofuel For example: Biodiesel (FAME)
Esterified biofuel is comparable to MDO (ISO-F-DMB/ ISO-F-DMC), therefore standard layout of fuel oil system for MDO-operation to be used. Categori 2 - not transesterified biofuel and pour point below 20 C For example: Vegetable oil Rape-seed oil
Additionally: Fuel oil module to be located inside plant (to be protected against rain and cold wind). A second fuel type has to be provided of category 1 or 2. Due to the risk of clogging it is needed before each stop of the engine, to change over to a second fuel type of category 1 or 2 and to operate the engine until the danger of clogging of the fuel oil system no longer exists.
Not transesterified biofuel with pour point below 20 C is comparable to HFO (ISO-F-RM), therefore standard layout of fuel oil system for HFO-operation to be used. Categori 3 - not transesterified biofuel and pour point above 20 C For example: Palm oil Stearin Animal fat Frying fat
11.01
MAN Diesel & Turbo B 11 00 0 General

Requirements on engine
Injection pumps with special coating and with sealing oil system. Fuel pipes and leak fuel pipes must be equipped with heattracing (not to be applied for biofuel category 1). Heattracing to be applied for biofuel category 2 outside covers of injection pump area and for biofuel category 3 also inside injection pump area. Inlet valve lubrication (L32/40) Nozzle cooling to be appied for biofuel category 2 and 3. (L32/40) Charge air temperature before cylinder 55 C to minimize ignition delay. Please be aware Depending on the quality of the biofuel, it may be necessary to carry out one oil change per year (this is not taken into account in the details concerning lubricating oil consumption). An addition to the fuel oil consumption is necessary: 2 g/kWh addition to fuel oil consumption (see chapter fuel oil consumption) Engine operation with fuels of low calorific value like biofuel, requires an output reduction: LCV 38 MJ/kg Power reduction 0% LCV 36 MJ/kg Power reduction 5% LCV 35 MJ/kg Power reduction 10%
Explanatory notes for biofuel
3700063-9.0 Page 2 (2)
11.01
MAN Diesel & Turbo Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram
3.3.4
Figure 1: Viscosity-temperature diagram (VT diagram)
In the diagram, the fuel temperatures are shown on the horizontal axis and the viscosity is shown on the vertical axis. The diagonal lines correspond to viscosity-temperature curves of fuels with different reference viscosities. The vertical viscosity axis in mm2/s (cSt) applies for 40, 50 or 100 C.
Determining the viscosity-temperature curve and the required preheating temperature

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Example: Heavy fuel oil with 180 mm/s at 50 C
Prescribed injection viscosity in mm/s 12 14
Required temperature of heavy fuel oil at engine inlet* in C 126 (line c) 119 (line d)
Viscosity-temperature diagram (VT diagram)

1 (2)
Table 1: Determining the viscosity-temperature curve and the required preheating temperature
6680 3.3.4-01 EN
General
3.3.4
MAN Diesel & Turbo

* With these figures, the temperature drop between the last preheating device and the fuel injection pump is not taken into account. A heavy fuel oil with a viscosity of 180 mm2/s at 50 C can reach a viscosity of 1000 mm2/s at 24 C (line e) this is the maximum permissible viscosity of fuel that the pump can deliver. A heavy fuel oil discharge temperature of 152 C is reached when using a recent state-of-the-art preheating device with 8 bar saturated steam. At higher temperatures there is a risk of residues forming in the preheating system this leads to a reduction in heating output and thermal overloading of the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration. The heavy fuel oil lines between the outlet of the last preheating system and the injection valve must be suitably insulated to limit the maximum drop in temperature to 4 C. This is the only way to achieve the necessary injection viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700 mm2/s at 50 C (the maximum viscosity as defined in the international specifications such as ISO CIMAC or British Standard). If heavy fuel oil with a low reference viscosity is used, the injection viscosity should ideally be 12 mm2/s in order to achieve more effective atomisation to reduce the combustion residue. The delivery pump must be designed for heavy fuel oil with a viscosity of up to 1 000 mm2/s. The pour point also determines whether the pump is capable of transporting the heavy fuel oil. The bunker facility must be designed so as to allow the heavy fuel oil to be heated to roughly 10 C above the pour point.
Viscosity
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the engine must be at least 1.9 mm2/s. If the viscosity is too low, this may cause seizing of the pump plunger or nozzle needle valves as a result of insufficient lubrication. This can be avoided by monitoring the temperature of the fuel. Although the maximum permissible temperature depends on the viscosity of the fuel, it must never exceed the following values: 45 C at the most with MGO (DMA) and MDO (DMB) and 60 C at the most with MDO (DMC).
A fuel cooler must therefore be installed. If the viscosity of the fuel is < 2 cSt at 40 C, consult the technical service of MAN Diesel & Turbo SE in Augsburg.
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Guidelines Regarding MAN Diesel & Turbo GenSets Operating on Low Sulphur Fuel Oil
B 11 00 0 General
Exhaust emissions from marine diesel engines have been the focus of recent legislation. Apart from nitrous oxides (NOx), sulphur oxides (SOx) are considered to be the most important pollution factor. A range of new regulations have been implemented and others will follow (IMO, EU Directive, and CARB). These regulations demand reduction of SOx emissions by restricting the sulphur content of the fuel. That is to say sulphur limits for HFO as well as mandatory use of low sulphur distillate fuels for particular applications. This guideline covers the engine related aspects of the use of such fuels.
Low sulphur distillates

In general our GenSet is developed for continuous operation on HFO as well as on MDO/MGO. Occasionally changes in operation mode between HFO and MDO/MGO are considered to be within normal operation procedures for our engine types and do thus not require special precautions. Running on low sulphur fuel (< 0.1% S) will not cause problems, but please notice the following restrictions: In order to avoid seizure of the fuel oil injection pump components the viscosity at engine fuel oil inlet must be > 2.0 cSt. In order achieve this it may be necessary to install a fuel oil cooler, when the engine is running on MGO. This is both to ensure correct viscosity and avoid heating up the service tank, which is important as the fuel oil injection pumps are cooled by the fuel. When operating on MDO/MGO a larger leak oil amount from fuel oil injection pumps and fuel oil injection valves can be expected compared to operation on HFO. In order to carry out a quick change between HFO and MDO/MGO the change over should be carried out by means of the valve V1-V2 installed in front of the engine. For the selection of the lubricating oil the same applies as for HFO. For temporary operation on distillate fuels including low sulphur distillates nothing has to be considered. A lubricating oil suitable for operation on diesel fuel should only be selected if a distillate fuel is used continuously.
Low sulphur HFO

From an engine manufacturers point of view there is no lower limit for the sulphur content of HFO. We have not experienced any trouble with the currently available low sulphur HFO, that are related to the sulphur content or specific to low sulphur HFO. This may change in the future if new methods are applied for the production of low sulphur HFO (desulphurization, uncommon blending components). MAN Diesel & Turbo will monitor developments and inform our customers if necessary. If the engine is not operated permanently on low sulphur HFO, then the lubricating oil should be selected according to the highest sulphur content of the fuels in operation.
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Fuel Injection Valve
B 11 00 0 General
Fuel Injection Valve

The fuel valve is uncooled and placed in a sleeve in the centre of the cylinder head. O-rings around the fuel valve body prevent fuel and lubricating oil from mixing. From the side of the cylinder head, a lance for fuel supply is screwed into the fuel valve (L16/24 is mounted by means of 3 leaf springs). The lance is sealed with a bushing and two o-rings where the lance goes into the cylinder head. A double-walled high pressure pipe connects the fuel pump with the lance. Leak oil from the fuel valve or from a possible defective high pressure pipe is led to the bore for the lance in the cylinder head. From here a pipe will drain the fuel to the leakage alarm and further to the leak oil connection. From here the HFO can be led to leak oil tank and MDO/MGO to the day tank.
Sleeve
Lance
Fuel inlet
Needle
Nozzle complete
Fig 1 Fuel injection valve
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Fuel Injection Pump
B 11 02 1 General
Fuel Injection Pump The fuel pump and the roller guide are one unit, placed over the fuel cam. A pipe supplies lubricating oil from the camshaft bearing to the roller guide. The barrel is installed with seals on the outer circumference at various levels to avoid leakages and to give the possibility to drain fuel from the lower part of the barrel bore. At the same time it also gives the possibility to add sealing oil to minimize fuel contamination of the lubricating oil. The injection amount of the pump is regulated by transversal displacement of a toothed rack in the side of the pump housing. By means of a gear ring, the pump plunger with the two helical millings, the cutting-off edges, is turned whereby the length of the pump stroke is reckoned from when the plunger closes the inlet holes until the cutting-off edges again uncover the holes. A delivery valve is installed on top of the barrel. In the delivery valve housing a second valve is installed.This valve will open for oscillating high pressure waves between the needle in the fuel injection valve and the delivery valve on the pump, causing the needle in the fuel valve to stay closed after the injection is finished. This will reduce formation of carbon around the nozzle tip and save fuel. The amount of fuel injected into each cylinder unit is adjusted by means of the governor, which main tains the engine speed at the preset value by a con tinuous positioning of the fuel pump racks, via a common regulating shaft and spring-loaded link ages for each pump. The rack for fuel control is shaped as a piston at one end. The piston works inside a cylinder. When the cylinder is pressurized, the fuel rack will go to zero and the engine will stop.
Fig 1 Fuel injection pump Delivery valve To injection valve
Delivery valve housing
Barrel
Fuel Fuel rack
Lub oil
Roller
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Fuel Oil Filter Duplex
E 11 08 1 General
Fuel Oil Filter Duplex

To safeguard the injection system components on the GenSets, is it recommended to install a fuel oil filter duplex, as close as possible to each GenSet. The fuel oil filter duplex is with star-pleated filter elements. The fuel oil filter duplex is supplied loose and it is recommended to install it, as close as possible to each GenSet, in the external fuel oil supply line. GenSets with conventional fuel injection system must have fuel oil filter duplex with a fineness of max. 34 microns (sphere passing mesh) installed as close as possible to each GenSet. GenSets with a common rail fuel injection system require a fuel oil filter duplex with a fineness of max. 25 microns (sphere passing mesh) installed as close as possible to each GenSet. Note! A filter surface load of 1 litre/cm per hour must not be exceeded ! Fuel oil filter duplex - Star-pleated element
25 microns (sphere passing mesh) HFO 12-18 cSt litres/h DN25 DN32 DN40 DN50 DN65 DN25 DN32 DN40 DN50 DN65 DN25 DN32 DN40 DN50 DN65 652 1.000 1.844 2.337 3.885 652 1.000 1.844 2.337 3.885 0,011 0,01 0,011 0,01 0,01 MDO 2,5-14 cSt litres/h 652 1.000 1.844 2.337 3.885 Filter area (cm2) 652 1.000 1.844 2.337 3.885 Pressure drop (bar) 0,011 0,009 0,01 0,009 0,009 0,009 0,008 0,009 0,008 0,008 0,009 0,008 0,009 0,009 0,008 652 1.000 1.844 2.337 3.885 652 1.000 1.844 2.337 3.885 MGO 1,5-6 cSt litres/h 652 1.000 1.844 2.337 3.885 HFO 12-18 cSt litres/h 652 1.000 1.844 2.337 3.885 34 microns (sphere passing mesh) MDO 2,5-14 cSt litres/h 652 1.000 1.844 2.337 3.885 Filter area (cm2) 652 1.000 1.844 2.337 3.885 Pressure drop (bar) 0,009 0,008 0,009 0,008 0,007 0,008 0,007 0,008 0,008 0,007 652 1.000 1.844 2.337 3.885 MGO 1,5-6 cSt litres/h 652 1.000 1.844 2.337 3.885
Fig 1 Fuel oil filter duplex.
11.37 - ny
MAN Diesel
1624467-7.3 Page 1 (2)
HFO/MDO Changing Valves (V1 and V2)
E 11 10 1 General
Description
The fuel change-over system consists of two remote controlled and interconnected 3-way valves, which are installed immediately before each GenSet. The 3-way valves V1-V2 are operated by a electric/ pneumatically actuator of the simplex type, with spring return and a common valve control box for all GenSets. The flexibility of the system makes it possible, if necessary, to operate the GenSets on either diesel oil or heavy fuel oil, individually by means of the Lbored 3-way valves V1-V2.
The control box can be placed in the engine room or in the engine control room. To maintain re-circulation in the HFO flow line, when the GenSet is operated on MDO, is a by-pass valve installed between the fuel inlet valve V1 and the fuel outlet valve V2 at each GenSet as shown in fig 1.
Valve Control Box

Electrical power supply to the valve control box is 3 x 400 Volt - 50 Hz, or 3 x 440 Volt - 60 Hz, depending on the plant specification, and is established in form of a single cable connection from the switchboard.
Filter
PI Air pressure: 6 bar
Filter
PI Air pressure: 6 bar
Water trap
Reduction valve
Air consumption per stroke : 1.1 litre
Water trap
Reduction valve
Air consumption per stroke : 1.1 litre
Valve control box
Valve control box
MDO/MGO
MDO/MGO
MDO/MGO
MDO/MGO
Valve V1
Valve V2
Valve V1
Valve V2
Inlet engine
A1
HFO
HFO
A2
Outlet engine
Inlet engine
A1
HFO
HFO
A2
Outlet engine
MDO/MGO position: De-energized
HFO position: Energized
08028-0D/H5250/94.08.12
Fig. 1 Pneumatic diagram for 3-way changing valves V1 & V2.
Due to a built-in transformer, the power supply voltage will be converted to a 24 V DC pilot voltage for serving the relays, contactors, and indication lamps.
Furthermore the 24 V DC pilot voltage is used for operating the fuel changing valves with a electric/ pneumatically operated actuator of the simplex type with spring return.
10.04
MAN Diesel
E 11 10 1 General
The mode of valve operation is: HFO-position: Energized MDO-position: De-energized In the event of a black-out, or other situations resulting in dead voltage potential, will the remote controlled and interconnected 3-way valves at each GenSet be de-energized and automatically change over to the MDO/MGO-position, due to the built-in return spring The internal piping on the GenSets will then, within a few seconds, be flushed with MDO/MGO and be ready for start up.
HFO/MDO Changing Valves (V1 and V2)
1624467-7.3 Page 2 (2)
10.04
08028-0D/H5250/94.08.12
Lubrication Oil System
B 12
MAN Diesel
1683379-9.6 Page 1 (3)
Internal Lubricating Oil System
B 12 00 0 L21/31
Fig 1 Diagram for internal lubricating oil system.
Pipe description for connection at the engine C3 C4 C13 C15 C30 Lubricating oil from separator Lubricating oil to separator Oil vapour discharge* Lubricating oil overflow Venting pipe turbocharger bearings DN25 DN25 DN65 DN50 DN40
The standard engine is equipped with: Engine driven lubricating oil pump. Lubricating oil cooler. Lubricating oil thermostatic valve. Duplex full-flow depth filter. Pre-lubricating oil pump.
Oil Quantities
The approximate quantities of oil necessary for a new engine, before starting up are given in the table, see "B 12 01 1 Lubricating Oil in Base Frame" (max. litre H3) When engine or pre-lubricating oil pump is running approx. 200 litres of lubricating oil is accumulated in the front-end box and the lubricating oil system of the engine. This oil will return to the oil sump when the engine and the pre-lubricating oil pump are stopped. This oil return may cause level alarm HIGH. The level alarm will disappear when the pre-lubricating oil pump is started again.
* For external pipe connection, please see Crankcase Ventilation, B 12 00 0.
08028-0D/H5250/94.08.12
General
As standard the lubricating oil system is based on wet sump lubrication. All moving parts of the engine are lubricated with oil circulating under pressure in a closed system. The lubricating oil is also used for the pur pose of cooling the pistons and turbocharger.
09.40
MAN Diesel
B 12 00 0 L21/31
Lubricating Oil Consumption
The lubricating oil consumption, see "Specific Lubricating Oil Consumption - SLOC, B 12 15 0 / 504.07" It should, however, be observed that during the running-in period the lubricating oil consumption may exceed the values stated. d 2) Lubricating oil for the main bearings is sup-plied a through holes in the engine frame. From the main bearings it passes through bores in the crankshaft to the connecting rod big-end bea rings. The connecting rods have bored channels for supply of oil from the big-end bearings to the small-end bearings, which has an inner circumferential groove, and a bore for distribution of oil to the piston. From the front main bearing channels are bored in the crankshaft for lubricating of the damper. d 3) The lubricating oil pipes for the camshaft drive a gear wheels are equipped with nozzles which are adjusted to apply the oil at the points where the gear-wheels are in mesh. d 4) The lubricating oil pipe for the gear wheels are a adjusted to apply the oil at the points where the gear wheels are in mesh. d 5) The lubricating oil to the rocker arms is led a through bores in the engine frame to each cylinder head. The oil continuous through bores in the cylinder head and rocker arm to the movable parts to be lubricated at the rocker arm and valve bridge. d 6) Through a bores in the frame lubricating oil is a led to camshafts bearings.
1683379-9.6 Page 2 (3)
Quality of Oil
Only HD lubricating oil (Detergent Lubricating Oil) should be used, characteristics are stated in "Lubricating Oil Specification B 12 15 0".
System Flow
The lubricating oil pump draws oil from the oil sump and pumps the oil through the cooler and filter to the main lubricating oil bore, from where the oil is distri buted throughout the engine. Subsequently the oil returns by gravity to the oil sump.The oil pressure is controlled by an adjustable spring-loaded relief valve built in the system. The main groups of components to be lubricated are: 1 2 3 4 5 6 Turbocharger Main bearings, big-end bearing pistons etc. Camshaft drive Governor drive Rocker arms Camshaft
Lubricating Oil Pump

The lubricating oil pump, which is of the gear wheel type, is mounted in the front-end box of the engine and is driven by the crankshaft.
As standard the lubricating oil cooler is of the plate type. The cooler is mounted on the front-end box.
The inlet line to the turbocharger is equipped with an orifice in order to adjust the oil flow.
Thermostatic Valve
The thermostatic valve is a fully automatic 3-way valve with thermostatic elements set at fixed tem pera ture.
09.40
08028-0D/H5250/94.08.12
d 1) The turbocharger is an integrated part of the a lubricating oil system, thus allowing continuous priming and lubrication when engine is running. For priming and during operation the tur bo char ger is connected to the lubricating oil circuit of the engine. The oil serves for bearing lubrication and also for dissipation of heat.
Lubricating Oil Cooler
MAN Diesel
1683379-9.6 Page 3 (3)
B 12 00 0 L21/31
Built-on Full-flow Depth Filter

The lubricating oil filter is of the duplex paper car tridge type. It is a depth filter with a nominel fineness of 10-15 microns, and a safety filter with a fineness of 60 microns.
Oil Level Switches

The oil level is automatically monitored by level switches giving alarm if the level is out of range.
Optionals
Centrifugal bypass filter can be built-on. Branch for centrifugal by-pass filter is standard.
Pre-lubrication
As standard the engine is equipped with an electricdriven pre-lubricating oil pump mounted parallel to the main pump. The pump is arranged for automatic operation, ensuring standstill of the pre-lubricating oil pump when the engine is running, and running during engine standstill in stand-by position by the engine control system.
Data
For heat dissipation and pump capacities, see D 10 05 0 "List of Capacities". Operation levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".
Draining of the Oil Sump

It is recommended to use the separator suction pipe for draining of the lubricating oil sump.
08028-0D/H5250/94.08.12
09.40
MAN Diesel & Turbo

1699270-8.4 Page 1 (2)
Crankcase Ventilation
B 12 00 0 General
The crankcase ventilation is not to be directly connected with any other piping system. It is preferable that the crankcase ventilation pipe from each engine is led independently to the open air. The outlet is to be fitted with corrosion resistant flame screen separately for each engine.
However, if a manifold arrangement is used, its arrangements are to be as follows: 1) The vent pipe from each engine is to run independently to the manifold and be fitted with corrosion resistant flame screen within the manifold. 2) The manifold is to be located as high as practicable so as to allow a substantial length of piping, which separates the crankcase on the individual engines. 3) The manifold is to be vented to the open air, so that the vent outlet is fitted with corrosion resistant flame screen, and the clear open area of the vent outlet is not less than the aggregate area of the individual crankcase vent pipes entering the manifold. 4) The manifold is to be provided with drainage arrangement. The ventilation pipe must be designed to eliminate the risk of water condensation in the pipe flowing back into the engine and should end in the open air: The connection between engine (C13 / C30) and the ventilation pipe must be flexible. The ventilation pipe must be made with continuous upward slope of minimum 5, even when the ship heel or trim (static inclination). A continuous drain must be installed near the engine. The drain must be led back to the sludge tank.
Engine L16/24 Nominal Diameter ND (mm) A 50 65 50 100 50 100 125 100 40 50 B C 65 80 65 100 65 125 125 125
Connection crankcase vent
* A C13 A * B C30 B
Connection turbocharger vent
* Condensate trap, continuously open
Ventilation pipe
Ventilation pipe
From crankcase
From crankcase
L21/31 L23/30H L27/38 L28/32H
Sludge tank
Sludge tank
V28/32H L32/40 V28/32S
Fig 1 Crankcase ventilation.
Fig 2 Pipe diameters for crankcase ventilation.
12.03

Dimension of the flexible connection, see pipe diameters Fig 2. Dimension of the ventilation pipe after the flexible connection, see pipe diameters Fig 2. The crankcase ventilation flow rate varies over time, from the engine is new/major overhauled, until it is time to overhaul the engine again. The crankcase ventilation flow rate is in the range of 3.5 5.0 of the combustion air flow rate [m/h] at 100 % engine load. If the combustion air flow rate at 100 % engine load is stated in [kg/h] this can be converted to [m/h] with the following formula (Tropic Reference Condition) : 287.04 [Nm/(kgK)] Mass flow [kg/h] 318.16 [K] 1 [bar] 100000 [N/m] Example : Engine with a mechanical output of 880 kW and combustion air consumption of 6000 [kg/h] corresponds to : 287.04 [Nm/(kgK)] 6000 [kg/h] 318.16 [K] 1 [bar] 100000 [N/m] = 5479 [m/h] The crankcase ventilation flow rate will then be in the range of 19.2 27.4 [m/h] The maximum crankcase backpressure measured right after the engine at 100 % engine load must not exceed 3.0 [mbar] = 30 [mmWC].
1699270-8.4 Page 2 (2)
12.03
MAN Diesel
1655289-8.8 Page 1 (1)
Prelubricating Pump
B 12 07 0 General
The engine is as standard equipped with an electric driven pump for prelubricating before starting. The pump is self-priming. The engine must always be prelubricated 2 minutes prior to start if the automatic continuous prelubricating has been switched off.
The automatic control of prelubricating must be made by the customer or can be ordered from MAN B&W, Holeby. The voltage for the automatic control must be supplied from the emergency switchboard in order to secure post- and prelubrication in case of a critical situation. The engines can be restarted within 20 min. after prelubrication have failed.
Electric motor 3x380 V, 50 Hz Engine type No of cyl. Pump type m3/h rpm kW Start current Amp. Full-load current Amp.
L16/24
5-6-7-8-9
Make: IMO Type: ACD025N6 IRBP Make: Type: R35/40 FL-Z-DB-SO Make: WP Type: R35/40 FL-Z-DB-SO
2.2
2820
0.55
6.8
1.5
L21/31
5-6-7-8-9
6.82
2900
3.0
47.0
6.3
L27/38
5-6-7-8-9
6.82
2900
3.0
47.0
6.3
Electric motor 3x440 V, 60 Hz Engine type No of cyl. Pump type m3/h rpm kW Start current Amp. Full-load current Amp.
L16/24
5-6-7-8-9
Make: IMO Type: ACD025N6 IRBP Make: Type: R35/40 FL-Z-DB-SO Make: WP Type: R35/40 FL-Z-DB-SO
2.6
3360
0.75
7.2
1.6
08028-0D/H5250/94.08.12
L21/31
5-6-7-8-9
8.19
3480
3.45
46.0
5.9
L27/38
5-6-7-8-9
8.19
3480
3.45
46.0
5.9
04.46 - NG
MAN Diesel & Turbo Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
General
The specific output achieved by modern diesel engines combined with the use of fuels that satisfy the quality requirements more and more frequently increase the demands on the performance of the lubricating oil which must therefore be carefully selected. Medium alkalinity lubricating oils have a proven track record as lubricants for the moving parts and turbocharger cylinder and for cooling the pistons. Lubricating oils of medium alkalinity contain additives that, in addition to other properties, ensure a higher neutralisation reserve than with fully compounded engine oils (HD oils). International specifications do not exist for medium alkalinity lubricating oils. A test operation is therefore necessary for a corresponding long period in accordance with the manufacturer's instructions. Only lubricating oils that have been approved by MAN Diesel & Turbo may be used. These are listed in the table entitled "Lubricating oils approved for use in heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".
3.3.6
Specifications
Base oil
The base oil (doped lubricating oil = base oil + additives) must have a narrow distillation range and be refined using modern methods. If it contains paraffins, they must not impair the thermal stability or oxidation stability. The base oil must comply with the limit values in the table below, particularly in terms of its resistance to ageing:
Properties/Characteristics Make-up Low-temperature behaviour, still flowable Flash point (Cleveland) Ash content (oxidised ash) Coke residue (according to Conradson) Ageing tendency following 100 hours of heating up to 135 C Insoluble n-heptane Evaporation loss Spot test (filter paper) Unit C C Weight % Weight % Weight % Weight % Test method ASTM D 2500 ASTM D 92 ASTM D 482 ASTM D 189 MAN ageing oven * ASTM D 4055 or DIN 51592 MAN Diesel test Limit value Ideally paraffin based
> 200 < 0.02 < 0.50 < 0.2 <2 Precipitation of resins or asphalt-like ageing products must not be identifiable.
2012-02-23 - de
Table 1: Base oils - target values * Works' own method
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties: oil
6680 3.3.6-01 EN
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) General
1 (5)
-15
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
3.3.6
Additives
MAN Diesel & Turbo

The additives must be dissolved in the oil and their composition must ensure that after combustion as little ash as possible is left over, even if the engine is provisionally operated with distillate oil. The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the outlet valves and at the turbocharger inlet housing. Hard additive ash promotes pitting of the valve seats, and causes valve burn-out, it also increases mechanical wear of the cylinder liners. Additives must not increase the rate, at which the filter elements in the active or used condition are blocked.
Washing ability Dispersion capability Neutralisation capability
The washing ability must be high enough to prevent the accumulation of tar and coke residue as a result of fuel combustion. The lubricating oil must not absorb the deposits produced by the fuel. The selected dispersibility must be such that commercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used, i.e. the oil must possess good filtering properties and separability. The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of the additive must be harmonised with the process in the combustion chamber. For tips on selecting the base number, refer to the table entitled Base number to be used for various operating conditions".
Evaporation tendency Additional requirements
The evaporation tendency must be as low as possible as otherwise the oil consumption will be adversely affected. The lubricating oil must not contain viscosity index improver. Fresh oil must not contain water or other contaminants.
Lubricating oil selection

Engine 16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 51/60DF Table 2: Viscosity (SAE class) of lubricating oils SAE class 40
Neutralisation properties (BN)
Lubricating oils with medium alkalinity and a range of neutralisation capabilities (BN) are available on the market. According to current knowledge, a relationship can be established between the anticipated operating conditions and the BN number as shown in the table entitled "Base number to be used for various operating conditions". However, the operating results are still the overriding factor in determining which BN number produces the most efficient engine operation.
Engines/Operating conditions
2012-02-23 - de
Approx. BN of fresh oil (mg KOH/g oil) 20 30
Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur content of less than 0.5 % generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions. For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.
2 (5)
6680 3.3.6-01 EN
MAN Diesel & Turbo

Approx. BN of fresh oil (mg KOH/g oil) 40 Engines/Operating conditions
3.3.6
Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corresponding requirements for the oil service life and washing ability exist. In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 %. 32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).
50
Table 3: Base number to be used for various operating conditions
Operation with low-sulphur fuel
To comply with the emissions regulations, the sulphur content of fuels used nowadays varies. Fuels with a low-sulphur content must be used in environmentally-sensitive areas (SECA). Fuels with a higher sulphur content may be used outside SECA zones. In this case, the BN number of the lubricating oil selected must satisfy the requirements for operation using fuel with a highsulphur content. A lubricating oil with low BN number may only be selected if fuel with a low-sulphur content is used exclusively during operation. However, the results obtained in practie that demonstrate the most efficient engine operation are the factor that ultimately determines, which additive fraction is permitted. In engines with separate cylinder lubrication systems, the pistons and cylinder liners are supplied with lubricating oil via a separate lubricating oil pump. The quantity of lubricating oil is set at the factory according to the quality of the fuel to be used and the anticipated operating conditions. Use a lubricating oil for the cylinder and lubricating circuit as specified above. Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers with a separate oil sump. If this oil is not available when filling, 15W40 oil can be used instead in exceptional cases. In this case, it makes no difference whether synthetic or mineral-based oils are used. The military specification for these oils is O-236. Experience with the drive engine L27/38 has shown that the operating temperature of the Woodward controller UG10MAS and corresponding actuator for UG723+ can reach temperatures higher than 93 C. In these cases, we recommend using synthetic oil such as Castrol Alphasyn HG150. Engines supplied after March 2005 are already filled with this oil.
Cylinder lubricating oil
Speed governor
Lubricating oil additives
The use of other additives with the lubricating oil, or the mixing of different brands (oils by different manufacturers), is not permitted as this may impair the performance of the existing additives which have been carefully harmonised with each another, and also specially tailored to the base oil. Most of the mineral oil companies are in close regular contact with engine manufacturers, and can therefore provide information on which oil in their specific product range has been approved by the engine manufacturer for the particular application. Irrespective of the above, the lubricating oil manufacturers are in any case responsible for the quality and characteristics of their products. If you have any questions, we will be happy to provide you with further information. There are no prescribed oil change intervals for MAN Diesel & Turbo medium speed engines. The oil properties must be regularly analysed. The oil can be used for as long as the oil properties remain within the defined limit values (see table entitled "Limit values for used lubricating oil). An oil sample must
Selection of lubricating oils/ warranty
Oil during operation
6680 3.3.6-01 EN
3 (5)
2012-02-23 - de
3.3.6
MAN Diesel & Turbo

be analysed every 1-3 months (see maintenance schedule). The quality of the oil can only be maintained if it is cleaned using suitable equipment (e.g. a separator or filter).
Temporary operation with gas oil
Due to current and future emission regulations, heavy fuel oil cannot be used in designated regions. Low-sulphur diesel fuel must be used in these regions instead. If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a lubricating oil which is suitable for HFO operation (BN 30 55 mg KOH/g) can be used during this period. If the engine is operated provisionally with low-sulphur diesel fuel for more than 1000 h and is subsequently operated once again with HFO, a lubricating oil with a BN of 20 must be used. If the BN 20 lubricating oil from the same manufacturer as the lubricating oil is used for HFO operation with higher BN (40 or 50), an oil change will not be required when effecting the changeover. It will be sufficient to use BN 20 oil when replenishing the used lubricating oil. If you wish to operate the engine with HFO once again, it will be necessary to change over in good time to lubricating oil with a higher BN (30 55). If the lubricating oil with higher BN is by the same manufacturer as the BN 20 lubricating oil, the changeover can also be effected without an oil change. In doing so, the lubricating oil with higher BN (30 55) must be used to replenish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value Procedure 110 - 220 mm/s at least 50 % of fresh oil At least 185 max. 0.2 % (max. 0.5 % for brief periods) max. 1.5 % depends on engine type and operating conditions . max. 50 ppm max. 10 ppm max. 15 ppm max. 20 ppm max. 10 ppm max. 20 ppm ISO 3104 or ASTM D 445 ISO 3771 ISO 2719 ISO 3733 or ASTM D 1744 DIN 51592 or IP 316
Viscosity at 40 Base number (BN) Flash point (PM) Water content n-heptane insoluble
Metal content Guide value only Fe Cr Cu Pb Sn Al
Table 4: Limit values for used lubricating oil
Tests
2012-02-23 - de
We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample is required for the test.
Manufacturer AEGEAN AGIP Base Number (mgKOH/g) 20 30 Alfamar 430 Cladium 300 40 Alfamar 440 Cladium 400 50 Alfamar 450
4 (5)
6680 3.3.6-01 EN
MAN Diesel & Turbo

Base Number (mgKOH/g) 20 Energol IC-HFX 204 TLX Plus 204 Taro 20DP40 Taro 20DP40X Navigo TPEO 20/40 Marbrax CCD-420 Neptuno NT 2040 Argina S 40 30 Energol IC-HFX 304 TLX Plus 304 Troncoil 3040 Plus Taro 30DP40 Taro 30DP40X Mobilgard M430 Exxmar 30 TP 40 Navigo TPEO 30/40 Marbrax CCD-430 Neptuno NT 3040 Argina T 40 Aurelia TI 4030 40 Energol IC-HFX 404 TLX Plus 404 Troncoil 4040 Plus Taro 40XL40 Taro 40XL40X Mobilgard M440 Exxmar 40 TP 40 Navigo TPEO 40/40 Marbrax CCD-440 Neptuno NT 4040 Argina X 40 Aurelia TI 4040 50 Energol IC-HFX 504 TLX Plus 504 Troncoil 5040 Plus Taro 50XL40 Taro 50XL40X Mobilgard M50 Navigo TPEO 50/40 Navigo TPEO 55/40 Argina XL 40 Argina XX 40 Aurelia TI 4055
3.3.6
Manufacturer BP CASTROL CEPSA CHEVRON (Texaco, Caltex) EXXON MOBIL LUKOIL PETROBRAS REPSOL SHELL TOTAL LUBMARINE
Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that occur when using these oils.
6680 3.3.6-01 EN
5 (5)
2012-02-23 - de
MAN Diesel & Turbo Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
General
The specific output achieved by modern diesel engines combined with the use of fuels that satisfy the quality requirements more and more frequently increase the demands on the performance of the lubricating oil which must therefore be carefully selected. Doped lubricating oils (HD oils) have a proven track record as lubricants for the drive, cylinder, turbocharger and also for cooling the piston. Doped lubricating oils contain additives that, amongst other things, ensure dirt absorption capability, cleaning of the engine and the neutralisation of acidic combustion products. Only lubricating oils that have been approved by MAN Diesel & Turbo may be used. These are listed in the tables below.
3.3.5
Specifications
Base oil
The base oil (doped lubricating oil = base oil + additives) must have a narrow distillation range and be refined using modern methods. If it contains paraffins, they must not impair the thermal stability or oxidation stability. The base oil must comply with the following limit values, particularly in terms of its resistance to ageing.
Properties/Characteristics Make-up Low-temperature behaviour, still flowable Flash point (Cleveland) Ash content (oxidised ash) Coke residue (according to Conradson) Ageing tendency following 100 hours of heating up to 135 C Insoluble n-heptane Evaporation loss Spot test (filter paper) Unit C C Weight % Weight % Weight % Weight % Test method ASTM D 2500 ASTM D 92 ASTM D 482 ASTM D 189 MAN ageing oven * ASTM D 4055 or DIN 51592 MAN Diesel test Limit value Ideally paraffin based -15 > 200 < 0.02 < 0.50 < 0.2 <2 Precipitation of resins or asphalt-like ageing products must not be identifiable.
Table 1: Base oils - target values * Works' own method

2012-02-23 - de
Compounded lubricating oils (HD oils) Additives
The base oil to which the additives have been added (doped lubricating oil) must have the following properties: The additives must be dissolved in the oil, and their composition must ensure that as little ash as possible remains after combustion.
6680 3.3.5-01 EN
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels General
1 (5)
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels
3.3.5
MAN Diesel & Turbo

The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the outlet valves and at the turbocharger inlet housing. Hard additive ash promotes pitting of the valve seats, and causes valve burn-out, it also increases mechanical wear of the cylinder liners. Additives must not increase the rate, at which the filter elements in the active or used condition are blocked.
Washing ability Dispersion capability Neutralisation capability
The washing ability must be high enough to prevent the accumulation of tar and coke residue as a result of fuel combustion. The selected dispersibility must be such that commercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used, i.e. the oil must possess good filtering properties and separability. The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of the additive must be harmonised with the process in the combustion chamber. The evaporation tendency must be as low as possible as otherwise the oil consumption will be adversely affected. The lubricating oil must not contain viscosity index improver. Fresh oil must not contain water or other contaminants.
Evaporation tendency Additional requirements
Lubricating oil selection

Engine 16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 51/60DF Table 2: Viscosity (SAE class) of lubricating oils SAE class 40
Doped oil quality
We recommend doped lubricating oils (HD oils) according to international specifications MIL-L 2104 or API-CD with a base number of BN 10 16 mg KOH/g. Military specification O-278 lubricating oils may be used. The operating conditions of the engine and the quality of the fuel determine the additive fractions the lubricating oil should contain. If marine diesel oil is used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base number of appr. 20 should be selected. However, the operating results that ensure the most efficient engine operation ultimately determine the additive content.
Cylinder lubricating oil
In engines with separate cylinder lubrication systems, the pistons and cylinder liners are supplied with lubricating oil via a separate lubricating oil pump. The quantity of lubricating oil is set at the factory according to the quality of the fuel to be used and the anticipated operating conditions. Use a lubricating oil for the cylinder and lubricating circuit as specified above. Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers with a separate oil sump. If this oil is not available when filling, 15W40 oil can be used instead in exceptional cases. In this case, it makes no difference whether synthetic or mineral-based oils are used. The military specification for these oils is O-236. Experience with the drive engine L27/38 has shown that the operating temperature of the Woodward controller UG10MAS and corresponding actuator for UG723+ can reach temperatures higher than 93 C. In these cases, we recommend using synthetic oil such as Castrol Alphasyn HG150. Engines supplied after March 2005 are already filled with this oil. 6680 3.3.5-01 EN
Speed governor
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MAN Diesel & Turbo

Lubricating oil additives
The use of other additives with the lubricating oil, or the mixing of different brands (oils by different manufacturers), is not permitted as this may impair the performance of the existing additives which have been carefully harmonised with each another, and also specially tailored to the base oil. Most of the mineral oil companies are in close regular contact with engine manufacturers, and can therefore provide information on which oil in their specific product range has been approved by the engine manufacturer for the particular application. Irrespective of the above, the lubricating oil manufacturers are in any case responsible for the quality and characteristics of their products. If you have any questions, we will be happy to provide you with further information. There are no prescribed oil change intervals for MAN Diesel & Turbo medium speed engines. The oil properties must be regularly analysed. The oil can be used for as long as the oil properties remain within the defined limit values (see table entitled "Limit values for used lubricating oil). An oil sample must be analysed every 1-3 months (see maintenance schedule). The quality of the oil can only be maintained if it is cleaned using suitable equipment (e.g. a separator or filter). Due to current and future emission regulations, heavy fuel oil cannot be used in designated regions. Low-sulphur diesel fuel must be used in these regions instead. If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a lubricating oil which is suitable for HFO operation (BN 30 55 mg KOH/g) can be used during this period. If the engine is operated provisionally with low-sulphur diesel fuel for more than 1000 h and is subsequently operated once again with HFO, a lubricating oil with a BN of 20 must be used. If the BN 20 lubricating oil from the same manufacturer as the lubricating oil is used for HFO operation with higher BN (40 or 50), an oil change will not be required when effecting the changeover. It will be sufficient to use BN 20 oil when replenishing the used lubricating oil. If you wish to operate the engine with HFO once again, it will be necessary to change over in good time to lubricating oil with a higher BN (30 55). If the lubricating oil with higher BN is by the same manufacturer as the BN 20 lubricating oil, the changeover can also be effected without an oil change. In doing so, the lubricating oil with higher BN (30 55) must be used to replenish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
3.3.5
Selection of lubricating oils/ warranty
Oil during operation
Temporary operation with gas oil
Tests
We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample is required for the test.

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3.3.5
Approved lubricating oils SAE 40 Manufacturer AGIP BP CASTROL
MAN Diesel & Turbo
Base number 10 - 16 1) (mgKOH/g) Cladium 120 - SAE 40 Sigma S SAE 40 2) Energol DS 3-154 Castrol MLC 40 Castrol MHP 154 Seamax Extra 40
CHEVRON Texaco (Texaco, Caltex)
Taro 12 XD 40 Delo 1000 Marine SAE 40 Delo SHP40 Exxmar 12 TP 40 Mobilgard 412/MG 1SHC Mobilgard ADL 40 Delvac 1640
EXXON MOBIL
PETROBRAS Q8 REPSOL SHELL
Marbrax CCD-410 Mozart DP40 Neptuno NT 1540 Gadinia 40 Gadinia AL40 Sirius X40 2) Rimula R3+40 2)
STATOIL TOTAL LUBMARINE
MarWay 1540 MarWay 1040 2) Disola M4015
Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil and diesel fuel
1)
If marine diesel oil is used, which has a very high sulphur content of 1.5 up to 2.0 weight %, a base number of appr. 20 should be selected.
2)
With a sulphur content of less than 1 %
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that occur when using these oils.
Limit value Viscosity at 40 Base number (BN) Flash point (PM) Water content n-heptane insoluble 110 - 220 mm/s at least 50 % of fresh oil At least 185 max. 0.2 % (max. 0.5 % for brief periods) max. 1.5 %
Procedure
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ISO 3104 or ASTM D445 ISO 3771 ISO 2719 ISO 3733 or ASTM D 1744 DIN 51592 or IP 316
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MAN Diesel & Turbo

Limit value Metal content Guide value only Fe Cr Cu Pb Sn Al When operating with biofuels: biofuel fraction Table 4: Limit values for used lubricating oil depends on engine type and operating conditions . max. 50 ppm max. 10 ppm max. 15 ppm max. 20 ppm max. 10 ppm max. 20 ppm max. 12 % FT-IR Procedure
3.3.5
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1607584-6.9 Page 1 (1)
Specific Lubricating Oil Consumption - SLOC
B 12 15 0 General
Engine type L16/24 L21/31 L23/30H L27/38 L28/32H V28/32H V28/32S L32/40
RPM 1000/1200 900/1000 720/750/900 720/750 720/750 720/750 720/750 720/750
SLOC [g/kWh] 0.4 - 0.8 0.4 - 0.8 0.6 - 1.0 0.4 - 0.8 0.6 - 1.0 0.6 - 1.0 0.4 - 0.8 0.8 - 1.0
Please note that only maximum continuous rating (PMCR (kW)) should be used in order to evaluate the SLOC, see the description 504.07. Please note, during engine running-in the SLOC may exceed the values stated. The following formula is used to calculate the SLOC: SLOC [g/kWh] = (lubricating oil added [dm3]) * lubricating oil [kg/m3] run.hrs period * PMCR [kW]
08028-0D/H5250/94.08.12
The engine maximum continuous design rating (PMCR) must always be used in order to be able to compare the individual measurements, and the running hours since the last lubricating oil adding must be used in the calculation. Due to inaccuracy *) at adding lubricating oil, the SLOC can only be evaluated after 1,000 running hours or more, where only the average values of a number of lubricating oil addings are representative. Note *) A deviation of 1 mm with the dipstick measurement must be expected, witch corresponds uptill 0.1 g/kWh, depending on the engine type.
The lubricating oil density, @ 15C must be known in order to convert to the present lubricating oil temperature in the base frame. The following formula is used to calculate : lubricating oil [kg/m3] = lubricating oil @15C [kg/m3] 0,64 * (tlubricating oil [C] 15)
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1643494-3.7 Page 1 (2)
Treatment of Lubricating Oil
B 12 15 0 General
Operation on Marine Diesel Oil (MDO)

At engine operation on MDO we recommend to install a build on centrifugal by-pass filter as an additionally filter to the build on full flow depth filter and the lubricating oil separator.
Q = required flow (l/h) P = engine output (kW). t = actual effective separator operating time per day (hour) n = number of turnovers per day of the theoretical oil volume corresponding to 1.36 l/kW or 1 l/HP. The following values for "n" are recommended: n = 5 for HFO operating (residual) n = 4 for MDO operating n = 3 for distillate fuel Example: for 1000 kW engine operating on HFO, self-cleaning separator with a daily effective separating period of 23 hours: Q = 1000 x 1.36 x 5 = 295 l/h 23
Operation on Heavy Fuel Oil (HFO)

HFO operating engines requires effective lubricating oil cleaning. In order to secure a safe operation it is necessary to use a supplement cleaning equipment together with the built on full flow depth filter. For this purpose a centifugal unit, a decanter unit or an automatic by-pass filter can be used. Continuous lubricating oil cleaning during engine operation is necessary. The centrifugal unit, decanter unit and the automatic by-pass filter capacity to be adjusted according to makers recommendations. The capacity is evaluated below.
Separator Installation
It is recommended to carry out continuous lubricating oil cleaning during engine operation at a lubricating oil temperature between 95C till 98C at entering the separator. With multi-engine plants, one separator per engine in operation is recommended, but if only one separator is in operation, the following lay-outs can be used. A common separator can be installed, possibly with one in reserve for operation of all engines through a pipe system, which can be carried out in various ways. Fig. 1 and 2 show a principle lay-out for a single plant and a multi-plant.
Cleaning Capacity
Normally, it is recommended to use a self-cleaning filtration unit in order to optimize the cleaning period and thus also optimize the size of the filtration unit. Separators for manual cleaning can be used when the reduced effective cleaning time is taken into consideration by dimensioning the separator ca pa ci ty.
The required Flow

In order to evaluate the required lubricating oil flow through the separator, the separator suppliers recommendation should be followed. As a guidance, the following formula should form the basis for choosing the required flow for the separator capacity: Q = P x 1.36 x n t
Fig 1 Principle lay-out for direct separating on a single plant.
Engine
To/from separator
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MAN Diesel & Turbo B 12 15 0 General Treatment of Lubricating Oil

1643494-3.7 Page 2 (2)
Eng. No 1
5 slope Venting hole
Oil level in base frame
Eng. No 2
To/from lubricating oil separator Eng. No 3 Overflow tank
Separator unit
Fig 2 Principle lay-out for direct separating on a multi plant.
Fig 3 Principle lay-out for overflow system.
The aim is to ensure that the separator is only connected with one engine at a time. This to ensure that there is no suction and discharging from one engine to another. To provide the above-mentioned it is recommended that inlet and outlet valves are connected, so that they can only be changed-over simultaneously. With only one engine in operation there are no problems with separating, but if several engines are in operation for some time it is recommended to split up the time so that there is separation on all engines, which are operating in turns. The capacity of the separator has to correspond with the separating of oil on the single engine n times during the available time, every 24 hours. (see page 1)
Overflow System
As an alternative to the direct separating an over flow system can be used (see fig. 3). NB! Min. 5 slope at the drain pipe.
By-pass Centrifugal Filter

The Holeby GenSets can be de liv er ed with built-on by-pass centrifugal filters.
By-pass Depth Filter

When dimensioning the by-pass depth filter the suppliers recommendations are to be followed.
07.32
MAN Diesel & Turbo

1609533-1.7 Page 1 (2)
Criteria for Cleaning/Exchange of Lubricating Oil
B 12 15 0 General
Replacement of Lubricating Oil

The expected lubricating oil lifetime in operation is difficult to determine. The lubricating oil lifetime is depending on the fuel oil quality, the lubricating oil quality, the lubricating oil consumption, the lubricating oil cleaning equipment efficiency and the engine operational conditions. In order to evaluate the lubricating oil condition a sample should be drawn on regular basis at least once every three month or depending on the latest analysis result. The lubricating oil sample must be drawn before the filter at engine in operation. The sample bottle must be clean and dry, supplied with sufficient indentification and should be closed immediately after filling. The lubricating oil sample must be examined in an approved laboratory or in the lubricating oil suppliers own laboratory. A lubricating oil replacement or an extensive lubricating oil cleaning is required when the MAN Diesel exchange criteria's have been reached.
Unit
: cSt (mm2/s)
Possible test methods : ASTM D-445, DIN 51562/53018, ISO 3104
Increasing viscosity indicates problems with insolubles, HFO contamination, water contamination, oxidation, nitration and low load operation. Decreasing viscosity is generally due to dilution with lighter viscosity oil.
2. Flash Point
Min. value : 185 C Possible test method : ASTM D-92, ISO 2719 Normally used to indicate fuel dilution.
3. Water Content
Max. value : 0.2 % Unit : Weight %
Evaluation of the Lubricating Oil Condition

Based on the analysis results, the following guidance are normally sufficient for evaluating the lubricating oil condition. The parameters themselves can not be jugded alonestanding, but must be evaluated together in order to conclude the lubricating oil condition.
Possible test method : ASTM D4928, ISO 3733
1. Viscosity
Limit value :
Normal value SAE 30 [cSt@40 C] SAE 30 [cSt@100 C] SAE 40 [cSt@40 C] SAE 40 [cSt@100 C] 95 - 125 11 - 13 135 - 165 13.5 - 15.0 min. value 75 9 100 11 max. value 160 15 220 19
Water can originate from contaminated fuel oil, an engine cooling water leak or formed as part of the combustion process. If water is detected also Sodium, Glycol or Boron content should be checked in order to confirm engine coolant leaks.
4. Base Number (BN)

Min. value : The BN value should not be lower than 50% of fresh lubricating oil value, but minimum BN level never to be lower than 10-12 at operating on HFO! : mg KOH/g
Unit
Possible test method : ASTM D-2896, ISO 3771
07.11

The neutralization capacity must secure that the acidic combustion products, mainly sulphur originate from the fuel oil, are neutralized at the lube oil consumption level for the specific engine type. Gradually the BN will be reduced, but should reach an equilibrium. Unit : Weight %
Criteria for Cleaning/Exchange of Lubricating Oil
1609533-1.7 Page 2 (2)
Possible test method : ASTM D-893 procedure B in n- Heptane, DIN 51592 Additionally test : If the level in n-Heptane insolub les is considered high for the type of oil and appli ca tion, the test could be followed by a sup ple men tary determination in To lu ene.
5. Total Acid Number (TAN)

Max. value : 3.0 acc. to fresh oil value Unit : mg KOH/g
Possible test method : ASTM D-664
TAN is used to monitor oil degradation and is a measure of the total acids present in the lubricating oil derived from oil oxidation (weak acids) and acidic products of fuel combustion (strong acids).
Total insolubles is maily derived from products of combustion blown by the piston rings into the crankcase. It also includes burnt lubricating oil, additive ash, rust, salt, wear debris and abrasive matter.
7. Metal Content
Metal content Iron Chromium Copper Lead Tin Aluminium Silicon Remarks Depend upon engine type and operating conditions Attention limits max. 50 ppm max. 10 ppm max. 15 ppm max. 20 ppm max. 10 ppm max. 20 ppm max. 20 ppm
6. Insolubles Content
Max. value : 1.5 % generally, depending upon actual dispersant value and the increase in vis co si ty.
07.11
Cooling Water System
B 13
MAN Diesel & Turbo Engine cooling water specifications

Preliminary remarks
As is also the case with the fuel and lubricating oil, the engine cooling water must be carefully selected, handled and checked. If this is not the case, corrosion, erosion and cavitation may occur at the walls of the cooling system in contact with water and deposits may form. Deposits obstruct the transfer of heat and can cause thermal overloading of the cooled parts. The system must be treated with an anticorrosive agent before bringing it into operation for the first time. The concentrations prescribed by the engine manufacturer must always be observed during subsequent operation. The above especially applies if a chemical additive is added.
3.3.7
Requirements
Limit values
The properties of untreated cooling water must correspond to the following limit values:
Properties/Characteristic Water type Properties Distillate or fresh water, free of foreign matter. The following are prohibited: Seawater, brackish water, river water, brines, industrial waste water and rainwater. max. 10 6.5 - 8 Max. 50 Unit -
Total hardness pH value Chloride ion content
dH* mg/l** 17.9 mg CaCO3/l 0.179 mmol/l
Table 1: Cooling water - properties to be observed *) 1dH (German hard- 10 mg CaO in 1 litre of water ness) 0.357 mval/l **) 1 mg/l 1 ppm
Testing equipment
Distillate
If distilled water (from a fresh water generator, for example) or fully desalinated water (from ion exchange or reverse osmosis) is available, this should ideally be used as the engine cooling water. These waters are free of lime and salts which means that deposits that could interfere with the transfer of heat to the cooling water, and therefore also reduce the cooling effect, cannot form. However, these waters are more corrosive than normal hard water as the thin film of lime scale that would otherwise provide temporary corrosion protection does not form on the walls. This is why distilled water must be handled particularly carefully and the concentration of the additive must be regularly checked.
Engine cooling water specifications
The MAN Diesel water testing equipment incorporates devices that determine the water properties referred to above in a straightforward manner. The manufacturers of anticorrosive agents also supply user-friendly testing equipment. For information on monitoring cooling water, refer to Work Card 000.07.
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General
3.3.7
Hardness
MAN Diesel & Turbo

The total hardness of the water is the combined effect of the temporary and permanent hardness. The proportion of calcium and magnesium salts is of overriding importance. The temporary hardness is determined by the carbonate content of the calcium and magnesium salts. The permanent hardness is determined by the amount of remaining calcium and magnesium salts (sulphates). The temporary (carbonate) hardness is the critical factor that determines the extent of limescale deposit in the cooling system. Water with a total hardness of > 10dGH must be mixed with distilled water or softened. Subsequent hardening of extremely soft water is only necessary to prevent foaming if emulsifiable slushing oils are used.
6680 3.3.7-01
Damage to the cooling water system

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

Formation of a protective film
The purpose of treating the engine cooling water using anticorrosive agents is to produce a continuous protective film on the walls of cooling surfaces and therefore prevent the damage referred to above. In order for an anticorrosive agent to be 100 % effective, it is extremely important that untreated water satisfies the requirements in the Section Requirements. Protective films can be formed by treating the cooling water with an anticorrosive chemical or an emulsifiable slushing oil. Emulsifiable slushing oils are used less and less frequently as their use has been considerably restricted by environmental protection regulations, and because they are rarely available from suppliers for this and other reasons.
Treatment prior to initial commissioning of engine
Treatment with an anticorrosive agent should be carried out before the engine is brought into operation for the first time to prevent irreparable initial damage.
The engine must not be brought into operation without treating the cooling water first.
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Treatment of the cooling water
MAN Diesel & Turbo
3.3.7
Additives for cooling water

Only the additives approved by MAN Diesel and listed in the tables under the section entitled "Approved cooling water additives may be used.
Required approval
A cooling water additive may only be permitted for use if tested and approved as per the latest directives of the ICE Research Association (FVV) "Suitability test of internal combustion engine cooling fluid additives. The test report must be obtainable on request. The relevant tests can be carried out on request in Germany at the staatliche Materialprfanstalt (Federal Institute for Materials Research and Testing), Abteilung Oberflchentechnik (Surface Technology Division), Grafenstrae 2 in D-64283 Darmstadt. Once the cooling water additive has been tested by the FVV, the engine must be tested in the second step before the final approval is granted.
Only in closed circuits
Additives may only be used in closed circuits where no significant consumption occurs, apart from leaks or evaporation losses.
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track record. Galvanised iron pipes or zinc sacrificial anodes must not be used in cooling systems. This corrosion protection is not required due to the prescribed cooling water treatment and electrochemical potential reversal can occur due to the cooling water temperatures which are normally present in engines nowadays. If necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A thin film of oil forms on the walls of the cooling system. This prevents corrosion without interfering with the transfer of heat and also prevents limescale deposits on the walls of the cooling system. The significance of emulsifiable corrosion-slushing oils is fading. Oil-based emulsions are rarely used nowadays for environmental protection reasons and also because stability problems are known to occur in emulsions.
Anti-freeze agents
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Sufficient corrosion protection can be provided by adding the products listed in the table entitled "Anti-freeze solutions with slushing properties" while observing the prescribed concentration. This concentration prevents freezing at temperatures down to -22 C. However, the quantity of anti-freeze solution actually required always depends on the lowest temperatures that are to be expected at the place of use. Anti- freezes are generally based on ethylene glycol. A suitable chemical anticorrosive agent must be added if the concentration of the anti-freeze solution prescribed by the user for a specific application does not provide an appropriate level of corrosion protection, or if the concentration of anti-freeze solution used is lower due to less stringent frost protection requirements and does not provide an appropriate level of corrosion protection. For information on the compatibility of the anti-freeze solution with the anticorrosive agent
If temperatures below the freezing point of water in the engine cannot be excluded, an anti-freeze solution that also prevents corrosion must be added to the cooling system or corresponding parts. Otherwise, the entire system must be heated. (Military specification: Sy-7025).
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and the required concentrations, contact the manufacturer. As regards the chemical additives indicated in the table Nitrite-Containing Chemical Additives, their compatibility with ethylene glycol-based antifreezes has been proved. Anti-freeze solutions may only be mixed with one another with the consent of the manufacturer, even if these solutions have the same composition. Before an anti-freeze solution is used, the cooling system must be thoroughly cleaned. If the cooling water contains an emulsifiable slushing oil, anti-freeze solution must not be added as otherwise the emulsion would break up and oil sludge would form in the cooling system. Observe the applicable environmental protection regulations when disposing of cooling water containing additives. For more information, consult the additive supplier.
6680 3.3.7-01
Biocides
If you cannot avoid using a biocide because the cooling water has been contaminated by bacteria, observe the following steps: You must ensure that the biocide to be used is suitable for the specific application. The biocide must be compatible with the sealing materials used in the cooling water system and must not react with these. The biocide and its decomposition products must not contain corrosionpromoting components. Biocides whose decomposition products contain chloride or sulphate ions are not permitted. Biocides that cause foaming of cooling water are not permitted.
Prerequisite for effective use of an anticorrosive agent

Clean cooling system
As contamination significantly reduces the effectiveness of the additive, the tanks, pipes, coolers and other parts outside the engine must be free of rust and other deposits before the engine is started up for the first time and after repairs are carried out on the pipe system. The entire system must therefore be cleaned with the engine switched off using a suitable cleaning agent (see Work Cards 000.03 and 000.08 by MAN Diesel). Loose solid matter in particular must be removed by flushing the system thoroughly as otherwise erosion may occur in locations where the flow velocity is high. The cleaning agents must not corrode the seals and materials of the cooling system. In most cases, the supplier of the cooling water additive will be able to carry out this work and, if this is not possible, will at least be able to provide suitable products to do this. If this work is carried out by the engine operator, he should use the services of a specialist supplier of cleaning agents. The cooling system must be flushed thoroughly following cleaning. Once this has been done, the engine cooling water must be treated immediately with anticorrosive agent. Once the engine has been brought back into operation, the cleaned system must be checked for leaks.
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Regular checks of the cooling water condition and cooling water system
Treated cooling water may become contaminated when the engine is in operation, which causes the additive to loose some of its effectiveness. It is therefore advisable to regularly check the cooling system and the cooling water condition. To determine leakages in the lube oil system, it is advisable to carry out regular checks of water in the compensating tank. Indications of oil content in water are, e.g. discoloration or a visible oil film on the surface of the water sample. The additive concentration must be checked at least once a week using the test kits specified by the manufacturer. The results must be documented.
3.3.7
Concentrations of chemical additives

The chemical additive concentrations shall not be less than the minimum concentrations indicated in the table Nitrite-containing chemical additives. Excessively low concentrations can promote corrosion and must be avoided. If the concentration is slightly above the recommended concentration this will not result in damage. Concentrations that are more than twice the recommended concentration should be avoided. Every 2 to 6 months send a cooling water sample to an independent laboratory or to the engine manufacturer for integrated analysis. Emulsifiable anticorrosive agents must generally be replaced after abt. 12 months according to the supplier's instructions. When carrying this out, the entire cooling system must be flushed and, if necessary, cleaned. Once filled into the system, fresh water must be treated immediately. If chemical additives or anti-freeze solutions are used, cooling water should be replaced after 3 years at the latest. If there is a high concentration of solids (rust) in the system, the water must be completely replaced and entire system carefully cleaned. Deposits in the cooling system may be caused by fluids that enter the cooling water, or the break up of emulsion, corrosion in the system and limescale deposits if the water is very hard. If the concentration of chloride ions has increased, this generally indicates that seawater has entered the system. The maximum specified concentration of 50 mg chloride ions per kg must not be exceeded as otherwise the risk of corrosion is too high. If exhaust gas enters the cooling water, this may lead to a sudden drop in the pH value or to an increase in the sulphate content. Water losses must be compensated for by filling with untreated water that meets the quality requirements specified in the section Requirements. The concentration of the anticorrosive agent must subsequently be checked and adjusted if necessary.
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Subsequent checks of cooling water are especially required if the cooling water had to be drained off in order to carry out repairs or maintenance.
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6680 3.3.7-01
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to health or the environment if incorrectly used. Comply with the directions in the manufacturer's material safety data sheets. Avoid prolonged direct contact with the skin. Wash hands thoroughly after use. If larger quantities spray and/or soak into clothing, remove and wash clothing before wearing it again. If chemicals come into contact with your eyes, rinse them immediately with plenty of water and seek medical advice. Anticorrosive agents are generally harmful to the water cycle. Observe the relevant statutory requirements for disposal.
Auxiliary engines
If the same cooling water system used in a MAN Diesel & Turbo two-stroke main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38 or 28/32H, the cooling water recommendations for the main engine must be observed.
Analysis
We analyse cooling water for our customers in our chemical laboratory. A 0.5 l sample is required for the test.
Permissible cooling water additives

Nitrite-containing chemical additives
Manufacturer Product designation Initial dosing for 1,000 litres Minimum concentration ppm Product 15,000 40,000 Nitrite (NO2) 700 1,330 Na-Nitrite (NaNO2) 1,050 2,000
Drew Marine One Drew Plaza Boonton New Jersey 07005 USA Wilhelmsen (Unitor) KJEMI-Service A.S. P.O.Box 49/Norway 3140 Borgheim Nalfleet Marine Chemicals P.O.Box 11 Northwich Cheshire CW8DX, U.K. Nalco Maritech AB P.O.Box 143 S-29122 Kristianstad
Liquidewt Maxigard
15 l 40 l
Rocor NB Liquid Dieselguard
21.5 l 4.8 kg
21,500 4,800
2,400 2,400
3,600 3,600
Nalfleet EWT Liq (9-108) Nalfleet EWT 9-111 Nalcool 2000 Nalcool 2000 TRAC 102 Marisol CW
3l 10 l 30 l 30 l 30 l 12 l
3,000 10,000 30,000 30,000 30,000 12,000
1,000 1,000 1,000 1,000 1,000 2,000
1,500 1,500 1,500 1,500 1,500 3,000

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6680 3.3.7-01 EN
MAN Diesel & Turbo

Manufacturer Product designation Initial dosing for 1,000 litres Minimum concentration ppm Product 12,000 24,000 48,000 Nitrite (NO2) 2,000 2,000 2,400 Na-Nitrite (NaNO2) 3,000 3,000 -
3.3.7
Uniservice Via al Santuario di N.S. della Guardia 58/A 16162 Genova, Italy Marichem Marigases 64 Sfaktirias Street 18545 Piraeus, Griechenland Marine Care 3144 NA Maasluis The Netherlands Vecom Schlenzigstrae 7 21107 Hamburg Deutschland
N.C.L.T. Colorcooling D.C.W.T. Non-Chromate
12 l 24 l 48 l
Caretreat 2
16 l
16,000
4,000
6,000
Cool Treat NCLT
16 l
16,000
4,000
6,000
Table 2: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives)

Manufacturer Arteco Technologiepark Zwijnaarde 2 B-9052 Gent, Belgium Total Lubricants Paris, France Q8 Oils Product designation Initial dosing for 1 000 litres 75 l Minimum concentration
Havoline XLI
7.5 %
WT Supra Q8 Corrosion Inhibitor Long-Life
75 l 75 l
7.5 % 7.5 %
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils
BP Marine, Breakspear Way, Hemel Hempstead, Herts HP2 4UL Castrol Int., Pipers Way, Swindon SN3 1RE, UK Deutsche Shell AG, berseering 35, 22284 Hamburg, Germany Table 4: Emulsifiable slushing oils
2012-02-07 - de
Diatsol M Fedaro M Solvex WT 3 Oil 9156
Manufacturer
Product (designation)
6680 3.3.7-01
7 (8)
6680 3.3.7-01 EN
General
3.3.7
MAN Diesel & Turbo

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

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

Short specification
Typical value/property Water type Total hardness pH value Chloride ion content Water for filling and refilling (without additive) Fresh water, free of foreign matter 10dGH 1) 6.5 - 8 at 20 C 50 mg/l Circulating water (with additive) Treated cooling water 10dGH 1) 7.5 at 20 C 50 mg/l 2)
Table 1: Quality specifications for cooling water (abbreviated version)

1)
dGH
German hardness = 10 mg/l CaO = 17.9 mg/l CaCO3 = 0.179 mmol/L = 1 ppm
1dGh
2)
1mg/l
2011-06-21 - de
Cooling water
6682 000.07-01 EN
6682 000.07-01
1 (2)
General
000.07
MAN Diesel & Turbo
6682 000.07-01
Testing the concentration of anticorrosive agents

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

Summary
Remove contamination/residue from operating fluid systems, ensure/reestablish operating reliability. Cooling water systems containing deposits or contamination prevent effective cooling of parts. Contamination and deposits must be regularly eliminated. This comprises the following: Cleaning the system and, if required, removal of limescale deposits, flushing the system.
000.08
Cleaning
The cooling water system must be checked for contamination at regular intervals. Cleaning is required if the degree of contamination is high. This work should ideally be carried out by a specialist who can provide the right cleaning agents for the type of deposits and materials in the cooling circuit. The cleaning should only be carried out by the engine operator if this cannot be done by a specialist.
Oil sludge
Oil sludge from lubricating oil that has entered the cooling system or a high concentration of anticorrosive agents can be removed by flushing the system with fresh water to which some cleaning agent has been added. Suitable cleaning agents are listed alphabetically in the table entitled "Cleaning agents for removing oil sludge". Products by other manufacturers can be used providing they have similar properties. The manufacturer's instructions for use must be strictly observed.
Product HDE - 777 MaxiClean 2 Aquabreak Ultrasonic Multi Cleaner Concentration 4 - 5% 2 - 5% 0.05 0.5% 4% Duration of cleaning procedure/temperature 4 h at 50 60 C 4 h at 60 C 4 h at ambient temperature 12 h at 50 60 C
Manufacturer Drew Nalfleet Unitor Vecom
Table 1: Cleaning agents for removing oil sludge
Lime and rust deposits
Products that remove limescale deposits are generally suitable for removing rust. Suitable cleaning agents are listed alphabetically in the table entitled "Cleaning agents for removing lime scale and rust deposits". Products by
6682 000.08-01 EN
1 (3)
General
Rust that has been flushed out may have an abrasive effect on other parts of the system, such as the sealing elements of the water pumps. Together with the elements that are responsible for water hardness, this forms what is known as ferrous sludge which tends to gather in areas where the flow velocity is low.
Cooling water system
Lime and rust deposits can form if the water is especially hard or if the concentration of the anticorrosive agent is too low. A thin lime scale layer can be left on the surface as experience has shown that this protects against corrosion. However, limescale deposits with a thickness of more than 0.5 mm obstruct the transfer of heat and cause thermal overloading of the components being cooled.
2010-02-09 - de
6682 000.08-01
000.08
MAN Diesel & Turbo

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

Cleaning products can cause damage
The products to be used can endanger health and may be harmful to the environment. Follow the manufacturer's handling instructions without fail. The applicable regulations governing the disposal of cleaning agents or acids must be observed.
000.08

6682 000.08-01 EN
2010-02-09 - de
6682 000.08-01
3 (3)
General
Combustion Air System
B 15
MAN Diesel & Turbo

3700047-3.1 Page 1 (2)
B 15 00 0 L21/31
P7
Compressed air - inlet (see compressed air diagram)
M7
optional
Fig 1 Diagram for combustion air system.
Pipe Description M1 P2 P6 P8 P9 Charge air inlet Exhaust gas outlet: 5 cyl. engine 6 cyl. engines 7 + 8 cyl. engines 9 cyl. engines Drain from turbocharger - outlet Water washing compressor side with quick coupling - inlet Working air, dry cleaning turbine side with quick coupling - inlet DN 400 DN 450 DN 500 DN 550
General
The air intake to the turbochargers takes place directly from the engine room through the intake silencer on the turbocharger. From the turbocharger the air is led via the charge air cooler and charge air receiver to the inlet valves of each cylinder. The charge air cooler is a compact two-stage tubetype cooler with a large cooling surface. The charge air cooler is mounted in the engine's front end box. It is recommended to blow ventilation air in the level of the top of the engine(s) close to the air inlet of the turbocharger, but not so close that sea water or vapour may be drawn-in. It is further recommended that there always should be a positive air pressure in the engine room.
P2 flange connections are standard according to DIN 86 044. Other flange connections are standard according to DIN 2501.
11.39 - Tier II

Turbocharger
The engine is as standard equipped with a highefficient MAN TCR turbocharger of the radial type, which is located on the top of the front end box. Reduction of visible smoke in case of sudden momentary load increases. Improved load ability. Less fouling of the engine's exhaust gas ways. Limitation of fuel oil index during starting procedure. The above states that the working conditions are improved under difficult circumstances and that the maintenance costs for an engine, working with many and major load changes, will be reduced.
3700047-3.1 Page 2 (2)
Cleaning of Turbocharger
The turbocharger is fitted with an arrangement for dry cleaning of the turbine side, and water washing of the compressor side.
Lambda Controller (optional)

The purpose of the lambda controller is to prevent injection of more fuel in the combustion chamber than can be burned during a momentary load in-crease. This is carried out by controlling the relation between the fuel index and the charge air pressure. The lambda controller has the following advantages:
Data
For charge air heat dissipation and exhaust gas data, see D 10 05 0 "List of Capacities". Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".
11.39 - Tier II
MAN Diesel & Turbo Specifications for intake air (combustion air)
General
The quality and condition of intake air (combustion air) have a significant effect on the power output, wear and emissions of the engine. In this regard, not only are the atmospheric conditions extremely important, but also contamination by solid and gaseous foreign matter. Mineral dust in the intake air increases wear. Chemicals and gases promote corrosion. This is why effective cleaning of intake air (combustion air) and regular maintenance/cleaning of the air filter are required. When designing the intake air system, the maximum permissible overall pressure drop (filter, silencer, pipe line) of 20 mbar must be taken into consideration.
3.3.11
Requirements
Gas engines or dual-fuel engines may only be equipped with a dry filter. An oil filter should not be installed, because they enrich air with oil mist, which is not permissible for gas operated engines. Filters of efficiency class G4 according to EN 779 must be used. The concentrations downstream of the air filter and/or upstream of the turbocharger inlet must not exceed the following limit values:
Properties Dust (sand, cement, CaO, Al2O3 etc.) Chlorine Sulphur dioxide (SO2) Hydrogen sulphide (H2S) Salt (NaCl) * One Nm3 corresponds to one cubic meter of gas at 0 C and 101.32 kPa. Table 1: Intake air (combustion air) - typical values to be observed Typical value max. 5 max. 1.5 max. 1.25 max. 5 max. 1 Unit * mg/Nm3
Intake air shall not contain any flammable gases

Intake air shall not contain any flammable gases. Make sure that the combustion air is not explosive.
Specifications for intake air (combustion air)
2012-01-17 - de
Specifications for intake air (combustion air)

1 (1)
6680 3.3.11-01 EN
General
Exhaust Gas System
B 16
MAN Diesel & Turbo

3700152-6.0 Page 1 (3)
Exhaust Gas Velocity
B 16 01 0 General
Exhaust gas flow Engine type kg/h 5L23/30H - 720/750 rpm 6L23/30H - 720/750 rpm 6L23/30H - 900 rpm 7L23/30H - 720/750 rpm 7L23/30H - 900 rpm 8L23/30H - 720/750 rpm 8L23/30H - 900 rpm 5100 6100 7600 7200 8800 8200 10100
Exhaust gas temp.
DN Nominal diameter mm 350 350 400 400 450 400 450
Exhaust gas velocity
C 342 342 371 342 371 342 371
m/sec. 27.7 33.3 32.7 29.6 30.2 33.9 34.5
5L28/32H - 720/750 rpm 6L28/32H - 720/750 rpm 7L28/32H - 720/750 rpm 8L28/32H - 720/750 rpm 9L28/32H - 720/750 rpm
8800 10500 12300 14100 15800
342 342 342 342 342
450 450 500 550 550
28.8 34.5 32.6 30.9 34.6
5L16/24, 1000 rpm (90 kW) 6L16/24, 1000 rpm (95 kW) 7L16/24, 1000 rpm (95 kW) 8L16/24, 1000 rpm (95 kW) 9L16/24, 1000 rpm (95 kW)
3100 3900 4500 5200 5800
375 375 375 375 375
300 300 300 400 400
21.1 26.9 31.1 22.6 25.4
5L16/24, 1200 rpm (100 kW) 6L16/24, 1200 rpm (110 kW) 7L16/24, 1200 rpm (110 kW) 8L16/24, 1200 rpm (110 kW) 9L16/24, 1200 rpm (110 kW)
3600 4700 5500 6300 7100
356 356 356 356 356
300 300 400 400 400
23.8 31.4 23.2 26.6 29.9
Density of exhaust gases A~ 0.6 kg/m
11.45 - Tier II

Exhaust gas flow Engine type kg/h C Exhaust gas temp. DN Nominal diameter mm 500 550 600 600 650 500 550 600 600 650 550 600 650 650 550 600 650 650 400 450 500 500 550 400 450 500 500 550 Exhaust gas velocity
3700152-6.0 Page 2 (3)
m/sec. 28.8 31.4 30.6 35.0 31.8 30.8 31.6 30.7 35.1 31.9 33.9 33.0 30.5 34.3 34.3 33.2 30.7 34.6 30.2 31.7 29.8 34.0 31.6 30.8 32.1 30.5 34.8 32.4
5L27/38, 720 rpm (300 kW) 10300 376 6L27/38, 720 rpm (330 kW) 13600 376 7L27/38, 720 rpm (330 kW) 8L27/38, 720 rpm (330 kW) 9L27/38, 720 rpm (330 kW) 5L27/38, 750 rpm (320 kW) 6L27/38, 750 rpm (330 kW) 7L27/38, 750 rpm (330 kW) 8L27/38, 750 rpm (330 kW) 9L27/38, 750 rpm (330 kW) 6L27/38, 720 rpm (350 kW) 7L27/38, 720 rpm (350 kW) 8L27/38, 720 rpm (350 kW) 9L27/38, 720 rpm (350 kW) 6L27/38, 750 rpm (350 kW) 7L27/38, 750 rpm (350 kW) 8L27/38, 750 rpm (350 kW) 9L27/38, 750 rpm (350 kW) 5L21/31, 900 rpm (200 kW) 6L21/31, 900 rpm (220 kW) 7L21/31, 900 rpm (220 kW) 8L21/31, 900 rpm (220 kW) 9L21/31, 900 rpm (220 kW) 5L21/31, 1000 rpm (200 kW) 6L21/31, 1000 rpm (220 kW) 7L21/31, 1000 rpm (220 kW) 8L21/31, 1000 rpm (220 kW) 9L21/31, 1000 rpm (220 kW) 15900 18100 20400 11200 13900 16200 18500 20800 14400 16800 19200 21600 14700 17100 19500 22000 7400 9800 11400 13000 14600 7400 9700 11400 13000 14600 376 376 376 365 365 365 365 365 388 388 388 388 382 382 382 382 334 334 334 334 334 349 349 349 349 349
Density of exhaust gases A~ 0.6 kg/m 11.45 - Tier II
MAN Diesel & Turbo

3700152-6.0 Page 3 (3)
B 16 01 0 General
The exhaust gas velocities are based on the pipe dimensions in the table below.
D2 D1
DN Norminel diameter
D1 mm
D2 mm
T mm
Flow area A 10-3 m2 75.331
300
323.9
309.7
7.1
350
355.6
339.6
8.0
90.579
400
406.4
388.8
8.8
118.725
450
457.0
437.0
10.0
149.987
500
508.0
486.0
11.0
185.508
550
559.0
534.0
12.5
223.961
600
610.0
585.0
12.5
268.783
650
660.0
650.0
5.0
331.830
11.45 - Tier II
MAN Diesel & Turbo

1655201-2.2 Page 1 (1)
Water Washing of Turbocharger - Turbine
B 16 01 2 General
The tendency of fouling on the gas side of turbo char gers depends on the combustion conditions, which are a result of the load on, and the maintenance con dition of the engine as well as the quality of the fuel oil used. Fouling of the gas ways will cause high exhaust gas temperatures, and high surface temperatures of the combustion chamber components, and will lead to a lower performance. Tests and practical experience have shown that ra dial-flow turbines can be successfully cleaned by in jecting water into the inlet pipe of the turbine. The efficiency of the cleaning is based on the water solubility of the deposits, and on the chemical action of the imping ing water droplets as well as the water flow rate. The necessary water flow depends on the gas flow and the gas temperature. Sufficient water must be injected in such way that the entire flow will not evaporate. About 0.25 l/min. will flow through the drainage opening in the gas outlet ensuring that sufficient water has been injected. Washing time : Max. 10 min. Service experience has shown that the above-men tioned water flow gives the optimal efficiency of the cleaning. If the water flow is reduced, the cleaning will be reduced or disappear. If the recommended water flow is exceeded, there is a risk of an accumula tion of water in the turbine casing which may cause speed reduction of the turbocharger. The best cleaning effect is obtained by cleaning at low engine load approx. 20% MCR. Cleaning at low load will reduce temperature shocks.
Experience has shown that regular washing is essential to successful cleaning, as exces sive fouling is thus avoided. Weekly washing during operation is therefore recommended. The cleaning intervals can be shorter or longer based on operational experience. The water should be supplied from the fresh water sanitary system and not from the fresh cooling wa-ter system nor from the sea water system. No cleaning agents or solvents need to be added to the water. Water consumption 1.5-5 l/min.
Water Washing System

The water washing system consists of a pipe system equipped with a regulating valve, a manoeuvring valve, a 3-way cock, and a drain pipe with a drain val ve from the gas outlet. The water for washing the turbine is supplied from the external fresh water system through a flexible hose with couplings. The flexible hose has to be dis connected after water washing. By activating the manoeuvring valve and the regula ting valve, water is led through the 3-way cock to the exhaust pipe intermediate flange. It is equipped with a channel to lead the water to the gas inlet of the turbo charger. The water which has not evaporated is led out through the drain pipe in the gas outlet.
04.28 - NG
MAN Diesel & Turbo

3700049-7.0 Page 1 (1)
Silencer without Spark Arrestor, Damping 25 dB (A)
E 16 04 2 L21/31
Design
The operating of the silencer is based on the absorption system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range. The silencer is delivered without insulation and fastening fittings.
Installation
The silencer may be installed, vertically, horizontally or in any position close to the end of the piping.
100 80 60 Pressure loss (mm w ~ 10 Pa) at T300 C. 40 30 20 15 10 8 6 5 4 3 2
Pressure Loss
The pressure loss will not be more then in a straight tube having the same lenght and bore as the silencer. Graphic shows pressure loss in relation to velocity.
A B E G
D C
Nxd
Flanges according to DIN 86 044
1 10 15 20 30 40 60 80 100 Gas velocity (m/s)
Silencer type (A)

Damping dB(A) 25 25 25 25 Engine type DN A B C D E F G H I Nxd Weight kg 500 700 900 1050
5L21/31, 900/1000 rpm 400 6L21/31, 900/1000 rpm 450 7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm 500 9L21/31, 900/1000 rpm 550
990 1040 1140 1240
540 595 645 703
495 550 600 650
410 461 512 563
3000 3300 3500 3700
950 1000 1100 1200
2750 3000 3250 3400
125 150 125 150
16 16 16 20
16x22 16x22 20x22 20x22
Silencer type (B)

Damping dB(A) 25 25 25 25 Engine type DN A 780 830 930 1030 B C 495 550 600 650 D 410 461 512 563 E 3400 3400 3600 3800 F G H I Nxd Weight kg 432 473 597 798
540 595 645 703
750 800 900 1000
3050 3050 3300 3500
175 175 150 150
16 16 16 20
16x22 16x22 20x22 20x22
Dimension for flanges for exhaust pipes is according to DIN 86 044 10.46 - Tier II
MAN Diesel & Turbo

3700051-9.0 Page 1 (1)
Silencer without Spark Arrestor, Damping 35 dB (A)
E 16 04 3 L21/31
Design
The operating of the silencer is based on the absorption system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range. The silencer is delivered without insulation and fastening fittings.
Installation
The silencer may be installed, vertically, horizontally or in any position close to the end of the piping.
100 80 60 Pressure loss (mm w ~ 10 Pa) at T300 C. 40 30 20 15 10 8 6 5 4 3 2
Pressure Loss
The pressure loss will not be more then in a straight tube having the same lenght and bore as the silencer. Graphic shows pressure loss in relation to velocity.
A B E G
D C
Nxd
Flanges according to DIN 86 044
1 10 15 20 30 40 60 80 100 Gas velocity (m/s)
Silencer type (A)

Damping dB(A) 35 35 35 35 Engine type 5L21/31, 900/1000 rpm 6L21/31, 900/1000 rpm 7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm 9L21/31, 900/1000 rpm DN A B C D 410 461 512 563 E F G H I Nxd Weight kg 700 900 1100 1350
400 450 500 550
990 1040 1140 1240
540 595 645 703
495 550 600 650
4000 4300 4500 4700
950 1000 1100 1200
3800 4000 4200 4500
100 150 150 100
16 16 16 20
16x22 16x22 20x22 20x22
Silencer type (B)

Damping dB(A) 35 35 35 35 Engine type 5L21/31, 900/1000 rpm 6L21/31, 900/1000 rpm 7L21/31, 900/1000 rpm 8L21/31, 900/1000 rpm 9L21/31, 900/1000 rpm DN A B C 495 550 600 650 D 410 461 512 563 E F G H I Nxd Weight kg 730 1015 1093 1276
400 450 500 550
980 1080 1130 1230
540 595 645 703
4000 4200 4200 4400
950 1050 1100 1200
3800 4000 4000 4100
100 100 100 150
16 16 16 20
16x22 16x22 20x22 20x22
MAN Diesel & Turbo

3700050-7.0 Page 1 (1)
Silencer with Spark Arrestor, Damping 25 dB (A)
E 16 04 5 L21/31
Design
The operating of the silencer is based on the absorption system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range. The operation of the spark arrestor is based on the centrifugal system.The gases are forced into a ro tary movement by means of a number of fixed blades. The solid particles in the gases are thrown against the wall of the spark arrestor and collected in the soot box. (Pressure loss, see graphic) The silencer is delivered without insulation and fastening fittings.
E G
Installation
The silencer/spark arrestor has to be installed as close to the end of the exhaust pipe as possible.
1000 800 600 Pressure loss (mm w ~ 10 Pa) at T300 C.
Nxd
400 300 200 150 100 80 60 50 40 30 20
A B
F
Spark-arrestor type B I K J J K Spark-arrestor type A Flanges according to DIN 86 044 L D C
10 10 15 20 30 40 60 80 100 Gas velocity (m/s)
Silencer type (A)

Damping dB(A) 25 25 25 25 Engine type DN A 990 1040 1140 1240 B 540 595 645 703 C 495 550 600 650 D 410 461 512 563 E 3400 F 950 G 3050 H 175 100 100 100 I 16 16 16 20 J 750 1000 1000 1100 K 100 100 150 150 L N x d Weight kg 650 800
290 16x22 300 16x22
3700 1000 3500 4000 1100 3800 4200 1200 4000
310 20x22 1000 350 20x22 1200
Silencer type (B)

Damping dB(A) 25 25 25 25 Engine type DN A 780 830 930 1030 B 540 595 645 703 C 495 550 600 650 D 410 461 512 563 E 3400 3400 3600 F 750 800 900 G 3050 3050 3300 H 175 175 150 150 I 16 16 16 20 J 700 800 900 1000 K 100 100 100 100 L N x d Weight kg 470 526 643 883
300 16x22 350 16x22 350 20x22 350 20x22
3800 1000 3500
MAN Diesel & Turbo

3700052-0.0 Page 1 (1)
Silencer with Spark Arrestor, Damping 35 dB (A)
E 16 04 6 L21/31
Design
The operating of the silencer is based on the absorption system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range. The operation of the spark arrestor is based on the centrifugal system.The gases are forced into a ro tary movement by means of a number of fixed blades. The solid particles in the gases are thrown against the wall of the spark arrestor and collected in the soot box. (Pressure loss, see graphic) The silencer is delivered without insulation and fastening fittings.
H E G H
Installation
The silencer/spark arrestor has to be installed as close to the end of the exhaust pipe as possible.
1000 800 600 Pressure loss (mm w ~ 10 Pa) at T300 C.
Nxd
400 300 200 150 100 80 60 50 40 30 20
A B
F
Spark-arrestor type B I K J J K Spark-arrestor type A Flanges according to DIN 86 044 L D C
10 10 15 20 30 40 60 80 100 Gas velocity (m/s)
Silencer type (A)

Damping dB(A) 35 35 35 35 Engine type DN A 990 1040 1140 1240 B 540 595 645 703 C 495 550 600 650 D 410 461 512 563 E 4400 F 950 G 4100 H I 16 16 16 20 J K L Nxd Weight kg 800
150 100 125 100
750 1000 1000 1100
100 100 150 150
290 16x22
4700 1000 4500 5000 1100 4750 5200 1200 5000
300 16x22 1000 310 20x22 1250 350 20x22 1500
Silencer type (B)

Damping dB(A) 35 35 35 35 Engine type DN A 980 1080 1130 1230 B 540 595 645 703 C 495 550 600 650 D 410 461 512 563 E 4400 F 950 G 4100 H 150 150 100 100 I 16 16 16 20 J 700 800 900 1000 K 100 100 100 100 L Nxd Weight kg 885
300 16x22
4650 1050 4350 4700 1100 4500 4950 1200 4750
350 16x22 1140 350 20x22 1204 350 20x22 1411
Speed Control System
B 17
MAN Diesel
1655204-8.7 Page 1 (1)
Starting of Engine
B 17 00 0 General
Load % 100
50
12 minutes
The engine can be started and loaded according to the fol lowing procedure: A) Normal start without preheated cooling water. Only on MDO. Continuous lubricating. Normal start with preheated cooling water. On MDO or HFO. Continuous lubricating. Stand-by engine. Emergency start, with preheated cooling water, continuous pre lubri cating. On MDO or HFO.
If the engine normally runs on HFO, preheated fuel must be circulated through the engine while prehea ting, although the engine has run or has been flushed on MDO for a short period.
Starting on MDO
For starting on MDO there are no restrictions except for the lub. oil viscosity which may not be higher than 1500 cSt (10 C SAE 40). Initial ignition may be difficult if the engine and the am bient temperature are lower than 5 C and the cooling water temperature is lower than 15 C.
B) C)
08028-0D/H5250/94.08.12
Above curves indicates the absolute shortes time and we advise that loading to 100% takes some more minutes.
Prelubricating
Continuous prelubricating is standard. Intermittent prelubricating is not allowed for stand-by engines. If the prelubrication has been switch-off for more than 20 minutes the start valve will be blocked.
Starting on HFO
During shorter stops or if the engine is in a standby position on HFO, the engine must be preheated and HFO viscosity must be in the range 12-18 cSt.
11.02 - NG
MAN Diesel & Turbo

1689459-9.0 Page 1 (2)
Engine operation under arctic conditions
B 17 00 0
L16/24, L21/31, L27/38

Engine operation under arctic conditions
Arctic condition is defined as: Ambient air temperature below +5 C If engines operate under arctic conditions (intermittently or permanently), the engine equipment and plant installation have to meet special design features and requirements. They depend on the possible minimum air intake temperature of the engine and the specification of the fuel used. These components have to be stored at places, where the temperature is above 15 C. A minimum operating temperature of +5 C has to be ensured. Thats why an optional electric heating has to be used.
Alternators
Alternator operation is possible according to suppliers specification.
Special engine design requirements

If arctic fuel oil (with very low lubricating properties) is used, the following actions are required: Fuel injection pump: The maximum allowable fuel temperatures have to be kept. Only in case of conventional injection system, dependent on engine type installation and activation of sealing oil system may be necessary, because low viscosity of the fuel can cause an increased leakage and the lube oil will possibly being contaminated.
Plant installation
Intake air conditioning Air intake of the engine and power house/ engine room ventilation have to be two different systems to ensure that the power house/ engine room temperature is not too low caused by the ambient air temperature. It is necessary to ensure that the charge air cooler cannot freeze when the engine is out of operation (and the cold air is at the air inlet side). An air intake temperature of the engine 5 C has to be ensured by preheating.
- > >
Engine equipment
SaCoS/SaCoSone SaCoS/SaCoSone equipment is suitable to be stored at minimum ambient temperatures of 15 C. In case these conditions cannot be met. Protective measures against climatic influences have to be taken for the following electronic components: EDS Databox APC620 TFT-touchscreen display Emergency switch module BD5937
Minimum power house/engine room temperature

Ventilation of power house/engine room The air of the power house/engine room ventilation must not be too cold (preheating is necessary) to avoid the freezing of the liquids in the power house/engine room) systems. Minimum powerhouse/engine room temperature for design +5 C Coolant and lube oil systems HT and lube oil system has to be preheated as specified in the relevant chapters of the project guide for each individual engine.
- - -
11.12 - NG
MAN Diesel & Turbo B 17 00 0 Engine operation under arctic conditions

1689459-9.0 Page 2 (2)
L16/24, L21/31, L27/38

- If a concentration of anti-freezing agents of > 50 % is needed, please contact MAN Diesel & Turbo for approval. For information regarding engine cooling water please see chapter "Cooling water system". Insulation The design of the insulation of the piping systems and other plant parts (tanks, heat exchanger etc.) has to be modified and designed for the special requirements of arctic conditions. Heat tracing To support the restart procedures in cold condition (e.g. after unmanned survival mode during winter), it is recommended to install a heat tracing system in the piping to the engine. Note! A preheating of the lube oil has to be ensured. If the plant is not equipped with a lube oil separator (e.g. plants only operation on MGO) alternative equipment for preheating of the lube oil to be provided. For plants taken out of operation and cooled down below temperatures of +5 C additional special measures are needed - in this case please contact MAN Diesel & Turbo.
11.12 - NG
Safety and Control System
B 19
MAN Diesel & Turbo

1699885-6.2 Page 1 (4)
Operation Data & Set Points
B 19 00 0 L21/31
Acceptable Normal Value at Full value at shop load at ISO conditions test or after repair Lubricating Oil System Temp. after cooler (inlet filter) SAE 40 TI 21 PI 22 PDAH 21-22 (PI 22) PI 23 68-73 C 4.2-5.0 bar 0.1-1 bar 0.13-1.5 bar 1.3-2.2 bar (C) <73 C >4.5 bar <0.5 bar <1.0 bar >1.3 bar
Alarm Set point Delay sec. Autostop of engine
TAH 21 PAL 22 PDAH 21-22 PAL 25 PAL 23 LAL 28 LAH 28
80 C 3.5 bar 1.5 bar 0.12 bar (H) 0.9 bar Low level High level
3 3 3 60 3 30 30 PSL 22 (PSL 22) 3.0 bar (2.5 bar) (D)
Pressure after filter(inlet engine) Pressure drop across filter Prelubricating pressure Pressure inlet turbocharger Lub. oil level in base frame Pressure before filter Fuel Oil System Pressure after filter Leaking oil Temperature inlet engine MDO HFO Cooling Water System Press. LT system, inlet engine Press. HT system, inlet engine Temp. HT system, outlet engine Temp. LT system, inlet engine Exhaust Gas and Charge Air Exh. gas temp. before TC 200/215 kW/cyl 220 kW/cyl Exh. gas temp. outlet cyl. Diff. between individual cyl. Exh. gas temp. after TC 200/215 kW/cyl 220 kW/cyl Ch. air press. after cooler Ch. air temp. after cooler Compressed Air System Press. inlet engine MDO HFO
PI 21
4.5-5.5 bar
PI 40 PI 40
3.5-6 bar 4-16 bar (A)
PAL 40 PAL 40 LAH 42
3 bar 3-6 bar (E) High level
5 5 5
TI 40 TI 40
30-40C 110-140C
PI 01 PI 10 TI 12 TI 01
2.5-4.5 bar 2.0-4.0 bar 75-85C 30-40C
>1.8 bar >1.8-<6 bar <85 C
PAL 01 PAL 10 TAH 12 TAH 12-2
0.4 + (B) bar 0.4 + (B) bar 90 C 93 C
3 3 3 3 TSH 12 (TSH 12) 95 C (100 C) (D)
TI 62 TI 62 TI 60
480-530 C 510-560 C 350-450 C average 25 C
TAH 62 TAH 62-2 TAH 62 TAH 62-2 TAH 60 TAD 60
570 C 620 C 570 C 620 C 465 C average (K) 50 C 450 C 450 C
10 3 10 3 3 60
TI 61 TI 61 PI 31 TI 31
250-350 C 300-380 C 2.8-3.1 bar 40-55 C <55 C
TAH 61 TAH 61
3 3
PI 70
7-8 bar
>7.0-<8 bar
PAL 70
6.5 bar
15
10 C change in ambient temperature correspond to approx. 15 C exhaust gas temperature change
11.46

Acceptable Normal Value at Full value at shop load at ISO conditions test or after repair Speed Control System Engine speed elec. SI 90 SI 90 Turbocharger speed Alternator Winding temperature Miscellaneous Jet system failure Monitoring system failure Safety system failure Turning engaged Local indication Remote indication Common shutdown Monitoring sensor cable failure Safety sensor cable failure Start failure Stop signal Stop failure Engine run Ready to start SI 90 900/1000 rpm SX32 24 VDC 15% 24 VDC 15% UX 95-1 UX 95-2 ZS75 ZS 96 ZS 97 SS 86 SX 86-1 SX 86-2 SX 83 SS 84 SX 84 SS 90 SS 87 switch switch switch Engaged (F) switch switch switch (F) switch switch switch (G) switch (F) switch 880 rpm (I) switch 10 120 120 0 0 0 0 120 120 10 0 30 0 0 TI 98 100 C TAH 98 130 C 3 SI 89 1000 rpm 900 rpm (L) SAH 81 SAH 81 SAH 89 1130 rpm 1150 rpm (D) 1017 rpm 1035 rpm (D) (J) 0 0 3 SSH 81 1130 rpm (SSH 81) (1150 rpm) (D) SSH 81 1017 rpm (SSH 81) (1035 rpm) (D) Alarm Set point Delay sec. Autostop of engine
1699885-6.2 Page 2 (4)
For these alarms (with underscore) there are alarm cut-out at engine standstill.
11.46
MAN Diesel & Turbo

1699885-6.2 Page 3 (4)
B 19 00 0 L21/31
Remarks to Individual Parameters

A. Fuel Oil Pressure, HFO-operation When operating on HFO, the system pressure must be sufficient to depress any tendency to gasification of the hot fuel. The system pressure has to be adjusted according to the fuel oil preheating temperature. B. Cooling Water Pressure, Alarm Set Points As the system pressure in case of pump failure will depend on the height of the expansion tank above the engine, the alarm set point has to be adjusted to 0.4 bar plus the static pressure. The static pressure set point can be adjusted on the base module SW3. C. Lub. Oil Pressure, Offset Adjustment The read outs of lub. oil pressure has an offset adjustment because of the transmitter placement. This has to be taken into account in case of test and calibration of the transmitter. D. Software Created Signal Software created signal from PI 22, TI 12, SI 90. SAH 81 is always activated together with SSH 81. E. Set Points depending on Fuel Temperature
F. Start Interlock The following signals are used for start interlock/ blocking: 1) 2) 3) 4) 5) 6) Turning must not be engaged Engine must not be running "Remote" must be activated No shutdowns must be activated. The prelub. oil pressure must be OK, 20 min. after stop. "Stop" signal must not be activated
G. Start Failure f remote start is activated and the engine is in blockI ing or local mode or turning is engaged the alarm time delay is 2 sec. Start failure will be activated if revulutions are below 50 rpm within 5 sec. from start or revulutions are below 210 rpm 10 sec. from start. Start failure alarm will automatically be released after 30 sec. of activation. H. Alarm Hysterese On all alarm points (except prelub. oil pressure) a hysterese of 0.5% of full scale are present. On prelub. oil pressure alarm the hysterese is 0.2%. I. Engine Run Signal he engine run signal is activated when engine rpm T >880 or lube oil pressure >3.0 bar or TC rpm >5000 rpm. If engine rpm is above 210 rpm but below 880 rpm within 30 sec. the engine run signal will be activated. J. Limits for Turbocharger Overspeed Alarm (SAH 89)
Fig 1 Set point curve.
Engine type 5L21/31 / TCR 16 6L21/31 / TCR 16 7L21/31 / TCR 16 8L21/31 / TCR 18 9L21/31 / TCR 18
900 rpm 47,630 47,630 47,630 39,280 39,280
1000 rpm 47,630 47,630 47,630 39,280 39,280
11.46

K. Exhaust Gas Temperatures The exhaust gas temperature deviation alarm is normally 50 C with a delay of 1 min., but at start-up the delay is 5 min. Furthermore the deviation limit is 100 C if the average temperature is below 200 C. L. Turbocharger Speed Normal value at full load of the turbocharger is dependent on engine type (cyl. no) and engine rpm. The value given is just a guide line. Actual values can be found in the acceptance test protocol.
1699885-6.2 Page 4 (4)
11.46
MAN B&W Diesel

1665767-2.9 Page 1 (7)
Safety, Control and Monitoring System
B 19 00 0 General
General Description
Monitoring and instrumentation on the engine represents a tailor-made system. The system is designed to fulfil the following requirements:

The engine is equipped with the following main safety, control and monitoring components:

Continuous analogue monitoring Independent safety system Easy installation Simple operation Instrumentation complete No maintenance Prepared for CoCoS Redundant safety system
In order to fulfil all classification society requirements the engine is equipped with monitoring sensors for all medias as standard. If just one classification society require one specific measuring point it is standard on the engine. Also a built-on safety system is standard.
Safety system Governor Monitoring modules base module (BM) operation box (OB) monitoring of temperatures/pressures panel (MTP) monitoring of exhaust gas temperature panel (MEG) monitoring of bearing temperature panel (MBT), option bearing temperature display (BTD), option oil mist detector, option Instrumentation (sensors, wiring, junction boxes) Manometers and thermometers Output module (OM), option Alarm panel (AP), option
08028-0D/H5250/94.08.12
Fig 1 Monitoring and safety system.
05.18 - NG
MAN B&W Diesel

B 19 00 0 General
Safety System
The safety system is an independent system for monitoring and controlling the GenSets shutdown functions. The safety system is based on a programme logic controller (PLC) which automatically controls the automatically stop (shutdown) in case of: Shutdown 1) 2) 3) 4) 5) 6) 7) Overspeed Low lube oil pressure High HT water temp. Emergency stop High bearing temp. (option) Oil mist stop (option) Differential protection / earth connection (option) The spring-loaded pull rod permits the governor to give full deflection even if the stop cylinder of the manoeuvering system keeps the fuel injection pump at "no fuel" position. Each fuel injection pump is connected to the common, longitudinal regulating shaft by means of a spring-loaded arm. Should a fuel plunger seize in its barrel, thus blocking the regulating guide, governing of the remaining fuel injection pumps may continue unaffected owing to the spring-loaded linkage between the blocked pump and the regulating shaft.
1665767-2.9 Page 2 (7)
Monitoring System
All media systems are equipped with temperature sensors and pressure sensors for local and remote reading. The sensors for monitoring and alarming are connected to the base module.
Set points and special conditions can be found in the "Operation Data & Set Points, B 19 00 0" Connection to and from the power management system is hard wire connection. Indication of each shutdown can be found on the operation box and directly on the safety system module inside the terminal box.
Base Module
The base module is the centre of the monitoring system. The base module, the OB-module, the MTP-module and the MEG-module are designed by MAN B&W Diesel A/S, Holeby specifically for this engine type. Apart from the electrical main connection to the alternator the ship yard only has to perform the following electrical connection: 24 VDC supply to the safety system. Cable connection to/from power management system. 24 VDC supply to the base module. Modbus communication or interlink to output module.
Governor
The engine speed is controlled by a hydraulic governor or electronic controller with hydraulic actuator. Information about the design, function and operation of the governor is found in the special governor instruction book. The governor is mounted on the flywheel end of the engine and is driven from the camshaft via a cylindrical gear wheel and a set of bevel gears.
Regulating Shaft
The governor's movements are transmitted through a spring-loaded pull rod to the fuel injection pump regulating shaft which is fitted along the engine.
The vessels alarm and monitoring system in the main switch board can be connected to the base module by means of a 3-wire MODBUS communication link. For further information, please see the description "Communication from the GenSet".
05.18 - NG
08028-0D/H5250/94.08.12
MAN B&W Diesel

1665767-2.9 Page 3 (7)
B 19 00 0 General
In situations where the vessels system cannot operate a MODBUS communication unit, MBD-H offers an output module (OM) to be installed in the vessels control room. By means of the OM it is possible to connect all digital and analogue signals to the vessels monitoring system in a conventional manner. Communication between the base module (BM) and the output module (OM) takes place via a 3-wire interlink bus (RS485). In the base module all the alarms are generated and delay and cut-off at standstill is done. Set points and special conditions can be found in "Operation Data & Set Points, B 19 00 0". The Base Module do also include redundant safety stop function for: 1) 2) 3) Overspeed Low lube oil pressure High cooling water temperature
Indication of: Engine rpm TC rpm Starting air pressure Display for digital read out Indication of software version Shutdowns indication: overspeed low lub. oil pressure high fresh water temp. emergency stop / oil mist
Please note that the local stop push button must be activated at least 3 sec. before the engine will stop.
The set points for above redundant safety stop are adjusted to a higher/lower point as the safety system. This will secure that the safety system will normally stop the engine in a critical situation. Only in case that the safety system is out of order the redundant safety stop will be needed.
Operating Box Module (OB)

This module includes the following possibilities:
Operation of: engine start engine stop remote mode local mode blocking/reset mode lamp test arrow up - shift upwards through measurements for display arrow down - shift downwards through measurements for display
Fig 2 Operation box module (OB).
08028-0D/H5250/94.08.12
The manual start button must be activated until ignition, takes place. If the engine have been without prelubrication in more than 20 minutes the engine can not be electrical started. The push buttons REMOTE - LOCAL - BLOCKING is only related to the start function. In case of BLOCKING the engine can not be started from local or from remote (switchboard).
05.18 - NG
MAN B&W Diesel

B 19 00 0 General
The stop function is not depended of the REMOTE - LOCAL - BLOCKING position. On the local operating box module the pressure, temperature and rpm are illustrated by means of a display: an LED indicates whether it is the working hours, alternator, pressure, temperature or rpm which is measured. The display of the operation box module is used to read each individual measurement chosen by using "arrow up" or "arrow down" incl. MTP and MEG measurements. All rpm, pressures and temperatures are indicated in full values. The value displayed is indicated by flashing of the last segment of the bargraph on the OB, MTP or MEG module. If the lamp test button is activated for more than 3 sec. the software version will be displayed.
Fig 4 Monitor temp./press. (MTP)
1665767-2.9 Page 4 (7)
If there is a deviation, the bargraph in question will start to illuminate the segments upwards or downwards, depending on rising or falling measurements, see fig 4. It must be mentioned that the latter does not apply to the charge air temperature and charge air pressure, because they will vary with the engine load.
Monitoring of Exhaust Gas Temperature Panel (MEG)

Fig 3 Monitoring of temperature/pressure module (MTP).
Monitoring of Temp./Pressure Panel (MTP)

All temperatures and pressures shown on the MTP module's bargraph are indicated with illuminated segments. When the temperatures and pressures are within the stated limits, two segments are illuminated in the middle forming a straight line. This means that it is easy to check the engines' systems, even at distance.
Fig 5 Monitoring of exhaust gas temperature module (MEG).
05.18 - NG
08028-0D/H5250/94.08.12
The temperature shown on the MEG module is indicated with segments illuminated from the left to the right. The number of segments illuminated depends on the actual temperature of the exhaust gas.
MAN B&W Diesel

1665767-2.9 Page 5 (7)
B 19 00 0 General
For emergency operation in case of totally black-out on the 24 V DC supply the engine is equipped with manometers for: Lub. oil pressure Cooling water pressure Fuel oil pressure
and thermometers for: Cooling water temp. Fuel oil temp.
By performing an offset adjustment equalisation of the temperature when the engine is adjusted correctly the operator will get the impression that the temperatures then are identical when the pumps etc are adjusted correctly. If a deviation of the temperatures occurs, it is because of problems with the combustion or the fuel pumps just as the operator is used to. The equaliser function is activated by pressing the arrow push buttons on the OB panel for minimum three seconds. A menu occurs and by pressing arrow push buttons up/down the following options are available:
"NO"
(Nothing happens and you return to normal mode) "YES" (Equalisation is completed if possible. New offsets are calculated) "RESET" (All offset values are re-zeroed)
The chosen option is accepted by pressing "BLOCKING" or "lamp test". If equalisation cannot be completed, "Err-2" will show up for two seconds and afterwards it returns to normal mode again. In case that a temperature deviation is above 40o C it will not be possible to complete an equalisation and "Err-2" will be indicated. The 40o C deviation is from the "real" readings, and not from the "manipulated" readings. If the equaliser is activated on the OB panel without choosing an option, it will automatically return to normal OB display again after 15 seconds.
Fig 6 Monitor exh. gas temperature (MEG).
Equaliser Function for Exhaust Gas Temperature

08028-0D/H5250/94.08.12
Monitoring of Bearing Temperature, MBT (option)

The temperature shown on the MBT module is indicated with segments illuminated from the left to the right. The number of segments illuminated depends on the actual temperature of the bearing temperature.
An equaliser function has been introduced to take into consideration the old learning that the exhaust temperature values must be identical on a fourstroke diesel engine. On the engine type L16/24, L27/38 and especially L21/31 it is observed that the temperature are not identical althrough the engine combustion is adjusted correctly. This fact may involve that the ship's crew will adjust the fuel pumps improperly to obtain identical exhaust temperature values for each cylinder and this is of course not desirable.
05.18 - NG
MAN B&W Diesel

B 19 00 0 General
Output Module (option)
For alarm systems which cannot be communicated through the MODBUS protocol, an output module has been designed. This module includes conventional output signals (4-20 mA) for all analogue measuring values, signals for limit values, and information signals from the safety system. The output module will be delivered in a separate box (IP56) with the dimensions (H/L/W): 380 x 380 x 155 mm.
1665767-2.9 Page 6 (7)
Alarm Panel (option)

An alarm panel with 24 alarm points can be connected to the system. The alarm panel can be installed on the engine or in the engine control room, see fig 7. The dimensions for the panel are (H/L/W): 144 x 96 x 35 mm. It is important that all alarms leads to prompt investigation and remedy of the error. No alarm is insignificant. It is therefore important that all engine crew members are familiar with and well trained in the use and importance of the alarm system.The most serious alarms are equipped with slowdown and/or shutdown functions.
Fig 7 Monitoring of bearing temperature (MBT), option.
Display for Bearing Temperature Display, BTD (option)

On the bearing temperature display the excact measuring value for each individual bearing temperautre can be read. Furthermore an indication of high bearing temperature alarm and very high bearing temperature shutdown are indicated.
Fig 9 Alarm panel. Fig 8 Display for bearing temperature (BTD), option.
05.18 - NG
08028-0D/H5250/94.08.12
MAN B&W Diesel

1665767-2.9 Page 7 (7)
B 19 00 0 General
Instrumentation
Pressure measurements are generated from the pressure transmitters. The exhaust gas temperatures are generated by NiCr/Ni thermo sensors. Temperatures are generated by PT100 sensors. The above transmitters and sensors are specially designed for installation on diesel engines. The pressure sensors are placed centrally at the front of the engine, facilitating easy access for maintenance and overhauls, and minimizing wire connections.
The temperature sensors are placed at the measuring point.
Data
Power supply : 24 VDC -20 to +30%, max ripple 10% Power consumption : < 2 amp Ambient temp. : -20oC to 70oC External communication links : MODBUS ASCII / RTU or interlink (RS422 / RS485)
08028-0D/H5250/94.08.12
05.18 - NG
MAN Diesel
1693529-1.7 Page 1 (10)
Communication from the GenSet
B 19 00 0 General
System Layout
Fig 1 shows the system layout. The modules BM, OB, MTP, MEG and safety system are all placed on the engine. More detailed information on each module and sensors can be read in the description "Safety, Control and Monitoring System". 3)
All signals can be wired up from the OM-module to the ships alarm & monitoring system. A simple alarm panel (AP) with 24 LED channels can be installed in the control room. This solution only serves digital alarms.
Communication
Communication from the BM-module to the ships alarm & monitoring system can be done in three ways: 1) In the BM-module there is a MODBUS ASCII or RTU interface communication. An output module (OM) can be placed in the control room switchboard or alarm disk. Communication from the BM-module to the OM-module is made via the 3 wire module interlink bus. In the OM-module all the signals are converted into 4-20 mA signals and digital outputs.
If the alarm system can communicate with MODBUS ASCII or RTU, there is no need for the OM-module or AP. All signals can be communicated by the MODBUS. In the following please nd a description of the MODBUS protocol and addressing of the signals.
MODBUS Protocol (BM)

The BM has a standard MODBUS ASCII and RTU interface which may be selected, by means of a DIP switch on the BM, to be either: RS422 5 wire (Rx+, Rx-, Tx+, Tx-, GND) or RS485 3 wire (Rx+/Tx+, Rx-/Tx-, GND)
2)
08028-0D/H5250/94.08.12
Fig 1 System overview: "monitoring system & safety system" 07.48 - NG
MAN Diesel
B 19 00 0 General
The communication setup is: 9600 baud, 8 databits, 1 stopbit, no parity. The BM MODBUS protocol accept one command (Function Code 03) for reading analog and digital input values one at a time, or as a block of up to 32 inputs. MODBUS is dened by the company AEG Modicon and the implementated protocol in the BM is designed to observe the relevant demands in the latest protocol description from AEG Modicon: MODBUS was originally dened by EAG Modicon, but is now adminstered by the MODBUS-IDA group. The MODBUS protocol implemented for the BM is dened in the document "MODBUS over serial line specication and implementation V1.0", available at http://www.modbus.org/ The following chapter describes the commands in the MODBUS protocol, which are implementated, and how they work. The general message frame format has the following outlook: [:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF] [:] [SLAVE] 1 char. Begin of frame 2 char. Modbus slave address Selected on DIP-switch at BM print [FCT] 2 char. Function code [DATA] n X 2 chars data. [CHECKSUM] 2 char checksum (LRC) [CR] 1 char CR [LF] 1 char LF (end of frame)
1693529-1.7 Page 2 (10)
Notice: The MODBUS address [SLAVE] should be adjusted on the DIP-switch (SW 1) on the BM. Allowed addresses are 1..63 (address 0 is not allowed). Broadcast packages will not be accepted (to be ignored), see g 2. The following function codes (FCT) is accepted: 03H: 10H: Read n words at specic address. Write n words at specic address.
Protocol Description
The ASCII and RTU version of the MODBUS protocol is used, where the BM works as MODBUS slave. All data bytes will be converted to 2-ASCII characters (hex-values). Thus, when below is referred to bytes or words, these will ll out 2 or 4 characters, respectively in the protocol. In response to the message frame, the slave (BM) must answer with appropriate data. If this is not possible, a package with the most important bit in FCT set to 1 will be returned, followed by an exception code, where the following is supported: 01: 02: 03: 06: Illegal function Illegal data address Illegal data value BUSY. Message rejected
SW 1:
MODBUS address 1 2 3 4 5 6
08028-0D/H5250/94.08.12
Switch no Address: 0 1 2 63
OFF ON OFF ON
OFF OFF ON ON
OFF OFF OFF ON
OFF OFF OFF ON
OFF OFF OFF ON
OFF OFF OFF ON
Not allowed
Not allowed
Fig 2 Modbus address
07.48 - NG
MAN Diesel
1693529-1.7 Page 3 (10)
B 19 00 0 General
FCT = 03H: Read n words The master transmits an inquiry to the slave (BM) to read a number (n) of datawords from a given address. The slave (BM) replies with the required number (n) of datawords. To read a single register (n) must be set to 1. To read block type register (n) must be in the range 1...32. Request (master): [DATA] = [ADR][n] [ADR]=Word stating the address in HEX. [n]=Word stating the number of words to be read. Answer (slave-BM): [DATA] = [bb][1. word][2. word]....[n. word] [bb]=Byte, stating number of subsequent bytes. [1. word]=1. dataword [2. word]=2. dataword [n. word]=No n. dataword FCT = 10H: Write n words The master sends data to the slave (BM) starting from a particular address. The slave (BM) returns the written number of bytes, plus echoes the address. Write data (master): [DATA] = [ADR][n] [bb][1. word][2. word]....[n word] [ADR] = Word that gives the address in HEX. [n] = Word indicating number of words to be written. [bb] = Byte that gives the number of bytes to follow (2*n) Please note that 8bb9 is byte size! [1. word]=1. dataword [2. word]=2. dataword [n. word]=No n. dataword Answer (slave-BM): [DATA] = [ADR][bb*2] [ADR]= Word HEX that gives the address in HEX [bb*2]=Number of words written. [1. word]=1. dataword [2. word]=2. dataword [n. word]=No n. dataword
MODBUS addressing
In order to be able to read from the different I/O and data areas, they have to be supplied with an address. In the MODBUS protocol each address refers to a word or register. For the GenSet there are following I/O registers: Block (multiple) I/O registers occupying up to 32 word of registers (see table 3, 4, 5 and 6).
Block I/O registers hold up to 32 discrete I/O's placed at adjacent addresses, so it is possible to request any number of I/O's up to 32 in a single MODBUS command. Please refer to table 3, 4, 5 and 6 which species the block I/Os registers addresses and how the individual I/O's are situated within the block".
Data Format
The following types of data format have been chosen: Digital: Consists of 1 word (register): 1 word: [0000H]=OFF [FFFFH]=ON
Integer: Consists of 1 word (register): 1 word: 12 bit signed data (second complement): [0000H]=0 [0FFFH]=100% of range [F000H]=-100% of range Notice: 12 bit data format must be used no matter what dissolution a signal is sampled with. All measuring values will be scaled to 12 bit signed. Example 1: PI10, range 0-6 bar The value 2.3 bar will be represented as 38.33% of 6 bar = 0621H
08028-0D/H5250/94.08.12
07.48 - NG
MAN Diesel
B 19 00 0 General
MODBUS Timeout
To prevent lock up of the protocol, ie. a breakdown on the connection, a number of timeouts are to be built in, as specied in the MODBUS protocol specication: MODBUS specication max. time between characters in a frame: 10 ms MODBUS specication max. time between receipt of frame and answer: 1 second However the implementation of the protocol in the GenSet Base Module is able to handle much smaller timeouts (response times), which may be required in order to obtain an acceptable worst-case I/O scan time: Base Module, max. time between characters in a frame:5 ms Base Module, max. time between receipt of frame and answer: 100 ms
1693529-1.7 Page 4 (10)
07.48 - NG
08028-0D/H5250/94.08.12
MAN Diesel
1693529-1.7 Page 5 (10)
B 19 00 0 General
In the tables below each signal has a importance statement with following meaning: Required by the classication society or MAN B&W. Recommended by MAN B&W. "Nice to have". In the tables below some signals have a remark with following meaning: a) Required by American Bureau of Shipping, ABS. b) Required by Bureau Veritas, BV. c) Required by Jugoslavenski Register & DnV. d) Required by Registro Italiano Navale, RINA. e) Required by Nippon Kaiji Kyokai, NKK & DnV. f) Bureau Veritas, Lloyds Register of Shipping and ABS demand alarm point for low/high heavy fuel oil temp. Normally this is placed at yard side as an common alarm for all aux. engines. The signal can also be generated from iTI40. g) "Common shutdown" consists of following signals: PSL22, TSH12, SSH81 and ZS82 (as option TSH29/27 for L27/38 or LSH92 for L27/38 and L32/40). Furthermore it consist also of the redundant shutdowns performed in the Base Module. Table 3 (Block scanning)
Signal oLAH42 oPAL25 oSX32 oUX95-2 oSS86 oTAH98 oPAL10 oPAL70 oPDAH21-22 oPAL 22 oPAL40 oTAH12 oTAH21 oLAL28 oLAH28 iZS75 oSAH81 oTAD60 oTAH61 oTAH62 Name/description Drain box high level Prelub. oil low press. Jet system failure Safety system failure Common shutdown Alternator winding temp. high HT water press. inlet low Starting air press. low Diff. press. high, lub. oil lter Lub. oil press. inlet low Fuel press. low HT water temp. high Lub. oil temp. inlet high Low oil level base frame High oil level base frame Microswitch, turning gear engaged Overspeed alarm Exh. gas temp. high or low TC temp. outlet, high TC temp. inlet, high Address 4002 4003 4004 4005 4006 4007 4008 4009 400A 400B 400C 400D 400E 400F 4010 4011 4012 4013 4014 4015
h) "Safety system failure" consists of following signals: Power supply failure and internal watch dog alarm. i) "Safety sensor cable failure" means cable failure on one or more of following sensors: lub. oil pressostate PSL22, cool. water ther-mostate TSH12, speed pick-up SE90-2 or emergency stop switch ZS82 (as option TSH29/27 for L27/38 or LSH92 for L27/38 and L32/40) j) "Local shutdown" only consists of the shutdowns (PSL22, TSH, SSH81, and ZS82) in the safety system. k) For L27/38, L21/31 and L32/40 the signal ZS82, also includes high oil mist shutdown, LSH92 if it is installed (option). l) Oil mist (LSH/LAH92) is standard for 7, 8, 9 cyl. L27/38 (for marine application) and L32/40. For 5, 6 cyl. L27/38 and L21/31 it is an option. m) Required by Det Norske Veritas, DnV. n) For L16/24 engine type TC rpm range is 080000. o) Not accepted by all classication societies. p) For GenSets with high voltage alternators. General) All alarm signals are already performed with necessary time delay. F.ex. lub. oil level alarms (LAL/LAH28) includes 30 sec. alarm delay. Start air alarm (PAL70) includes 15 sec. alarm delay. No further delay are needed.
Data format Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Importance Required Required Required Required Required Required Required Required Required Required Required Required Required Recommended Recommended Recommended Recommended Recommended Recommended Recommended Remark Meas. range
h) g)
08028-0D/H5250/94.08.12
b) b) m) m)
Cont.
07.48 - NG
MAN Diesel
B 19 00 0 General
Cont. of table 3
Signal iTI12 iTI21/22 iTI40 iTI98-1 iTI98-2 iTI98-3 iPI10 iPI22 iPI40 iPI70 oSX86-2 oSX83 Name/description HT water temp. outlet Lub. oil temp. inlet Fuel oil temp. inlet Alternator winding temp. 1 Alternator winding temp. 2 Alternator winding temp. 3 HT water press. inlet Lub. oil press inlet engine Fuel oil press. inlet Starting air pressure Safety sensor cable failure Start failure Address 4016 4017 4018 4019 401A 401B 401C 401D 401E 401F 4020 4021 Data format Integeter 12 Bit Integeter 12 Bit Integeter 12 Bit Integeter 12 Bit Integeter 12 Bit Integeter 12 Bit Integeter 12 Bit Integeter 12 Bit Integeter 12 Bit Integeter 12 Bit Digital Digital Importance Recommended Recommended Recommended Recommended Recommended Recommended Recommended Recommended Recommended Recommended Recommended Recommended Remark m) a) + m) f) a) a) a) a) + m) a) + m) a) i) Meas. range 0-200 C 0-200 C 0-200 C 0-200 C 0-200 C 0-200 C 0-6 bar 0-10 bar 0-16 bar 0-40 bar
1693529-1.7 Page 6 (10)
Table 3 MODBUS block 1 (multiple i/o) register addressing.
Table 4 (Block scanning)

Signal iPSL22 iTSH12 iZS82 (LSH92) iSSH81 oZS96 oZS97 oSA99 oSS90A iTE60-1 iTE60-2 iTE60-3 iTE60-4 iTE60-5 iTE60-6 iTE60-7 iTE60-8 iTE60-9 iTE61 iTE62 iTI01 iTI31 iPI01 iPI21 iPI23 iPI31 oSE90 oSE89 oUX95-2_Dly oSX84 iSS86-3 oPAL01 oPAL23 Name/description Lub. oil inlet low pressure, stop HT water outlet high temp., stop Emergency shutdown (oil mist) Overspeed stop Local indication Remote indication (Spare) Engine running Exh. gas temp., cylinder 1 Exh. gas temp., cylinder 2 Exh. gas temp., cylinder 3 Exh. gas temp., cylinder 4 Exh. gas temp., cylinder 5 Exh. gas temp., cylinder 6 Exh. gas temp., cylinder 7 Exh. gas temp., cylinder 8 Exh. gas temp., cylinder 9 Exh. gas temp. outlet TC Exhaust gas temp. inlet TC LT water temp. inlet Charge air temp. LT water press. inlet Lub. oil press. inlet lter Lub. oil TC press. Charge air press. Engine RPM pickup TC RPM pickup (Spare) Stop failure Shutdown from safety system LT water press. inlet Lub. oil press. TC, low Address 4042 4043 4044 4045 4046 4047 4048 4049 404A 404B 404C 404D 404E 404F 4050 4051 4052 4053 4054 4055 4056 4057 4058 4059 405A 405B 405C 405D 405E 405F 4060 4061 Data format Digital Digital Digital Digital Digital Digital Digital Digital Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Digital Digital Digital Digital Digital Importance Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Remark Meas. range
k)+l)
c) c) c) c) c) c) c) c) c) d) e)
n)
j)
Table 4 MODBUS block 2 (multiple i/o) register addressing. 07.48 - NG
08028-0D/H5250/94.08.12
0-800 C 0-800 C 0-800 C 0-800 C 0-800 C 0-800 C 0-800 C 0-800 C 0-800 C 0-800 C 0-800 C 0-200 C 0-200 C 0-6 bar 0-10 bar 0-4 bar 0-4 bar 0-1600 rpm 0-60000 rpm
MAN Diesel
1693529-1.7 Page 7 (10)
B 19 00 0 General
Table 5 (Block scanning)

Signal oSAH89 oTAH62-2 oTAH12-2 oTAH60-1 oTAH60-2 oTAH60-3 oTAH60-4 oTAH60-5 oTAH60-6 oTAH60-7 oTAH60-8 oTAH60-9 oUX95-1 oSX86-1 iLAH92 Name/description High TC rpm High exh. gas temp. before TC High cooling water temp. High exh. gas temp cyl. 1 High exh. gas temp cyl. 2 High exh. gas temp cyl. 3 High exh. gas temp cyl. 4 High exh. gas temp cyl. 5 High exh. gas temp cyl. 6 High exh. gas temp cyl. 7 High exh. gas temp cyl. 8 High exh. gas temp cyl. 9 Monitoring system failure Monitoring sensor failure High oil mist alarm (oil splash) Address 40C2 40C3 40C4 40C5 40C6 40C7 40C8 40C9 40CA 40CB 40CC 40CD 40CE 40CF 40D0 Data format Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Importance Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Recommended Recommended Nice to have Remark m) m) m) m) m) m) m) m) m) m) m) m) Meas. range
l)
Table 5 MODBUS block 3 (mutiple i/o) register addressing.
Individual scanning
Signal oZS57 Name/description Earth connector & diff. protection Address 4090 Data format Digital Importance Nice to have Remark p) Meas. range
08028-0D/H5250/94.08.12
07.48 - NG
MAN Diesel
B 19 00 0 General
These signals in table 6 are only available if a Bearing Surveillance Module is applied. Table 6 (Block scanning)
Signal iTI29-1 iTI29-2 iTI29-3 iTI29-4 iTI29-5 iTI29-6 iTI29-7 iTI29-8 iTI29-9 iTI29-10 iTI29-11 oTI29-1 oTI29-2 oTI29-3 oTI29-4 oTI29-5 oTI29-6 oTI29-7 oTI29-8 oTI29-9 oTI29-10 oTI29-11 iTI27-1 iTI27-2 iTI INTERNT. oTSH29/27 oTSH29/27 oTSH29/27A oTSH29/27B oUX29/27 Name/description Main bearing temp. Main bearing temp. Main bearing temp. Main bearing temp. Main bearing temp. Main bearing temp. Main bearing temp. Main bearing temp. Main bearing temp. Main bearing temp. Guide bearing temp. Cable break Cable break Cable break Cable break Cable break Cable break Cable break Cable break Cable break Cable break Cable break Alternator bearing temp. Alternator bearing temp. Compensation resistor High bearing temp. shutdown High bearing temp. shutdown Common alarm main bearing temp. Common alarm main bearing temp. Common cable failure Address 4005H 4004H 4003H 4002H 4006H 4007H 4008H 4009H 400AH 400BC 400CH 400DH 400EH 400FH 4010H 4011H 4012H 4013H 4014H 4015H 4016H 4017H 4018H 4019H 401AH 401BH 401CH 401DH 401EH 401FH Data format Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Integer 12 Bit Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Digital Integer 12 Bit Integer 12 Bit Integer 12 Bit Digital Digital Digital Digital Digital Importance Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Nice to have Remark Meas. range 0-800 C 0-800 C 0-800 C 0-800 C 0-800 C 0-800 C 0-800 C 0-800 C 0-800 C 0-800 C 0-800 C
1693529-1.7 Page 8 (10)
The application can be checked in the plant-specic "Engine Automatics" diagram or the "Extent of Delivery"
0-200 C 0-200 C 0-200 C
Table 6 MODBUS block 4 (mutiple i/o) register addressing.
Table 7 (Individual scanning of control signals)

Signal Name/description Running hours Start via MODBUS Stop via MODBUS Start counter Table 7 MODBUS block 5 (multiple i/o) register addressing. Address 4102 C1C1 C201 4842 Data format 32 bit word Digital Digital 32 bit word Importance Remark Meas. range 2 registers o) o) 2 registers
08028-0D/H5250/94.08.12
In g 8 and 9 some examples of wiring are illustrated. See also description "Guidelines for cable and wiring" for further information.
07.48 - NG
MAN Diesel
1693529-1.7 Page 9 (10)
B 19 00 0 General
Engine type L16/24, L21/31, L27/38 or L32/40
08028-0D/H5250/94.08.12
Fig 8 MODBUS communication (RS 485 and RS 422).
07.48 - NG
MAN Diesel
B 19 00 0 General
Engine type L27/38 incl. bearing surveillance module
1693529-1.7 Page 10 (10)
Fig 9 MODBUS communication (RS 485).
Comment: Always connect each engine with separate serial cable to the alarm system. Do not connect all auxiliary engines on one serial cable connection.
07.48 - NG
08028-0D/H5250/94.08.12
MAN Diesel
1699190-5.0 Page 1 (1)
Oil Mist Detector
B 19 22 1 General
Description
The oil mist detector type Tufmon from company Dr. Horn is standard on the 7, 8 and 9L27/38 engine types and option for all other engine types. The oil mist detector is based on direct measurement of the oil mist concentration in the natural ow from the crankcase to the atmosphere. The detector is developed in close cooperation between the manufacturer Dr. Horn and us and it has have been tested under realistic conditions at our testbed. The oil mist sensor is mounted on the venting pipe together with the electronic board. At rst the sensor will activate an alarm, and secondly the engine will be stopped, in case of critical oil mist concentration. Furthermore there is an alarm in case of sensor failure. To avoid false alarms direct heating of the optical sensor is implemented. The installation is integrated on the engine. No extra piping/cabling is required.
Fig 1 Oil mist detector.
Tecnical Data
Power supply : 24 V DC +30% / -25% Power consumption : 1 A Operating temperature : 0 C....+70 C Enclosure according to DIN 40050: Analyzer : IP54 Speed fuel rack and optical sensors : IP67 Supply box and connectors : IP65
08028-0D/H5250/94.08.12
06.47
MAN Diesel
1699867-7.0 Page 1 (2)
Combined Box with Prelubricating Oil Pump, Nozzle Conditioning Pump, Preheater and El Turning Device
E 19 07 2 General
Description
The box is a combined box with starters for prelubricating oil pump, nozzle conditioning pump, preheater and el turning device. The starter for prelubricating oil pump is for automatic controlling start/stop of the prelubricating oil pump built onto the engine. The starter for nozzle conditioning pump is for automatic controlling start/stop of the nozzle pump. The pump can be built on the engine or be a separate unit. Common for both pump starters in the cabinet is, overload protection and automatic control system. On the front of the cabinet there is a lamp for "pump on", a change-over switch for manual start and automatic start of the pump; furthermore there is a common main cut-off switch.
The pump starter can be arranged for continuous or intermittent running. (For engine types L16/24, L21/31 & L27/38 only continuous running is accepted). See also B 12 07 0, Prelubricating Pump. The preheater control is for controlling the electric heater built onto the engine for preheating of the engines jacket cooling water during stand-still. On the front of the cabinet there is a lamp for "heater on" and a off/auto switch. Furthermore there is overload protection for the heater element. The temperature is controlled by means of an on/ off thermostat mounted in the common HT-outlet pipe. Furthermore the control system secures that the heater is activated only when the engine is in stand-still. The box also include the control of el turning device. There is a "running" indication lamp and a on/off power switch on the front. The control for the turning gear is prepared with to contactors for forward and reverse control. The turning gear control has also overload protection.
630
1AE1
PRELUB. OIL PUMP ENGINE
1AE2
NOZZLE COOL.PUMP ENGINE
1AE3
H.T. WATER PREHEATER ENGINE
1AE5
TURNING MOTOR ENGINE
4H8 4S5
PUMP ON MAN. AUTO. OFF
4H12 4S9
PUMP ON MAN. AUTO. OFF
5H2 5S1
HEATER ON OFF. AUTO.
5H13 5S4
POWER TURNING ON OFF - ON
08028-0D/H5250/94.08.12
560
2S1
1AE4
Fig 1 Dimensions. 08.09
MAN Diesel
E 19 07 2 General
1 2 3 4 5 6 7 8 9 10 11 12 13
Combined Box with Prelubricating Oil Pump, Nozzle Conditioning Pump, Preheater and El Turning Device
1699867-7.0 Page 2 (2)
9
TURNING MOTOR ENGINE 0.55 kW
Fig 2 Wiring diagram.
08.09
08028-0D/H5250/94.08.12
BASEPLATE FRONTPLATE PANEL

L1 L2 L3 10 mm 2
2F4 10A
2F7 10A
2F10 40A
2 1,5mm 2 1
6 1,5mm 2
6 10mm 2
4Q5
2 4 6
4Q9
2 4 6
5Q1
2 4 6
4F5
6,0-6,7-8,5
4F9
1,3-1,6-1,8
2S1
T1 T2 T3
PE 1
POWER SUPPLY 3*415V MAX. 50A
3
PRELUB. OIL PUMP ENGINE 3.0 kW
6
NOZZLE COOL.PUMP ENGINE 0.75 KW
10
11
12
H.T. WATER PREHEATER ENGINE 24 kW
10
11
12
13
3F4 10A
2 1,5mm 2 1
5Q4
2 4 6
5F4
1,0-1,2-1,4
FORWARD 5Q7
REVERSE 5Q9
MAN B&W Diesel

1631477-3.3 Page 1 (2)
Prelubricating Oil Pump Starting Box
E 19 11 0 General
Description
The prelubricating oil pump box is for controlling the prelubricating oil pump built onto the engine. The control box consists of a cabinet with starter, overload protection and control system. On the front of the cabinet there is a lamp for "pump on", a change-over switch for manual start and automatic start of the pump, furthermore there is a main switch.
The pump can be arranged for continuous or intermittent running. (For L16/24, L21/31 & L27/38 only continuous running is accepted). Depending on the number of engines in the plant, the control box can be for one or several engines. The prelubricating oil pump starting box can be combined with the high temperature preheater control box. See also B 12 07 0, Prelubricating Pump.
10.2
Pre.lub. oil pump Engine 1
Pump ON
Man Auto OFF
Pump ON
Man Auto OFF
Pump ON
Man Auto OFF
560
630
220
08028-0D/H5250/94.08.12
Fig 1 Dimensions.
01.10
MAN B&W Diesel

E 19 11 0 General Prelubricating Oil Pump Starting Box
1631477-3.3 Page 2 (2)
Fig 2 Wiring diagram.
01.10
08028-0D/H5250/94.08.12
Foundation
B 20
MAN Diesel & Turbo

1699989-9.3 Page 1 (5)
Resilient Mounting System for Landbased Generating Sets
B 20 00 0 L16/24, L21/31 L27/38
On resilient mounted generating sets, the diesel engine and the alternator are placed on a common rigid base frame mounted on e.g. concrete foundation by means of resilient supports, Sandwich Mounting. All connections from the generating set to the external sys tems should be equipped with flexible connections, and pipes, gangway etc. must not be welded to the external part of the installation.
The casting of the engine foundation shall be executed continuously, and no construction joints shall be permitted.
Mounting of Base Plates on Concrete Foundation

Before the foundation base plates are placed on the concrete foundation, they have to be machined according to the drawing from MAN Diesel & Turbo and meet the tolerances as shown in the table on page 5. Place and align the base plates in the openings of the concrete foundation according to the drawing from MAN Diesel & Turbo. Mark the positions of the foundation bolts through the holes in the base plates. Remove the base plates and drill the holes for the foundation bolts with conventional tools. The holes have to be drilled according to recommendations from the supplier of the foundation bolts. Install the foundation bolts according to recommendation from the supplier. Place and align the base plates in the openings of the concrete foundation again. Pre-tighten the foundation bolts with a torque of 20 Nm. Fill-up the openings in the concrete foundation with nonshrinking grouting material such as Masterflow MB928 Grout or similar. Tighten up the foundation bolts with a torque of 110 Nm, after hardening of the grouting material. This method of fixing the base plates is suitable for earthquake conditions up to 7 on the Richter scale.
Resilient Support
A resilient mounting of the generating set is made with a number of sandwich moun tings. The number and the distance between them depend on the size of the GenSet. The mountings are bolted onto the base frame (See method of fixing on page 4). The standard height of the sandwich mountings is 125 mm in unloaded condition - when loaded the setting is normally 6-8 mm. The exact setting can be found in the calculation of the sandwich mountings for the plant in question.
Check of Crankshaft Deflection

The resilient mounted generating set is normally delivered from the factory with engine and alternator mounted on the common base frame. Eventhough engine and alternator have been adjusted by the engine builder, with the alternator rotor placed correctly in the stator and the crankshaft deflection of the engine (autolog) within the prescribed tolerances, it is recommended to check the crankshaft deflection ( autolog) before starting up the GenSet.
Concrete Foundation
The engine concrete foundation shall be in accordance with the foundation drawing from MAN Diesel & Turbo. The dimension and the reinforcement of the concrete foundation are based on soil condition 60 kN/m2. If this requirement can not be fulfilled it is up to the customer to improve the soil condition.
Mounting and Adjustment Instructions for New Generating Sets

1) In case the sandwich mountings have not been mounted in the factory, they have to be mounted at the location on the base frame by means of four M16 bolts each, see page 4.
11.05
MAN Diesel & Turbo B 20 00 0 L16/24, L21/31 L27/38

2) Fit the filling pieces to the sandwich mountings by means of four M16 bolt each, see page 4. The filling pieces have to be machined according to the drawing from MAN Diesel & Turbo. 3) Align the generating set above the base plates according to the drawing from MAN Diesel & Turbo. 4) Lower the generating set until it rests completely on the base plates. 5) After 48 hours, level and load distribution is checked by measuring the height of the elements. The difference between the mountings should be as small as possible and should not exceed 2 mm from average. Example : H1 + H2 + H3 +...+ HN Average = mm. N N = Number of sandwich mounting. 6) The mounting(s) with the largest deviation (from the average) should be adjusted first with steel shims. Hereby it should be noted that with the steel shims the mounting deflection can only be increased. Therefore it can be necessary to fit, not only one, but all mountings with steel shims to release one mounting.
1699989-9.3 Page 2 (5)
Instructions for maintenance

Generally speaking the mountings will not require maintenance or reconditioning in service unless mis-used or accidently damaged. Oil contamination is the most likely cause of damage and therefore the rubber elements are treated with an oil resistant coating. Certainly elements showing signs of severe swelling or evidence of rubber to metal seperation should be replaced.
15 35 15 18 35 140
Surface protection, coded Red Neoprene Rubber Solution
Method of Fixing the Generating Set to the Base Plates

7) After the final adjustment, fix the Generating Set to the base plates by welding the filling pieces to the base plates according to the drawing from MAN Diesel & Turbo, see also page 4. This method of fixing the Generating Sets to the base plates is suitable for earthquake conditions up to 7 on the Richter scale.
2 x 4 x 18 18 314 350
210
125 1
Unloaded
11.05
MAN Diesel & Turbo

1699989-9.3 Page 3 (5)
B 20 00 0 L16/24, L21/31 L27/38
Earthquake scales and intensity values Measured at 5 Hz Richter scale 4.2 4.8 5.3 5.9 6.4 7.0 Ground acceleration [mm/s] 250 500 500 1000 1000 2000 2000 4000 4000 8000 8000 16000 Ground velocity [mm/s] 8 16 16 32 32 64 64 127 127 254 254 508 Ground shift [mm] 0.3 0.5 0.5 1.0 1.0 2.0 2.0 4.0 4.0 8.0 8.0 16.0
Common values for sandwich mounting systems VRD 35 S1 55 With landbased generating sets Richter scale Input ground Natural frequen- acceleration cies horizontal [g] [Hz] 5.9 6.4 7.0 0.2 0.4 0.4 0.8 0.8 1.6 1.8 2.3 1.8 2.3 1.8 2.3 Output transmitted shock on generating set [g] 0.07 0.19 0.15 0.37 0.29 0.75 Horizontal shock Displacement on mounts [mm] 4.4 11.2 8.8 22.5 17.6 44.9
The output transmitted chock [g] and horizontal shock displacements [mm] are calculated by half sine shock puls.
11.05
MAN Diesel & Turbo B 20 00 0 L16/24, L21/31 L27/38

Earthquake condition - Suitable from Richter scale up to 7
1699989-9.3 Page 4 (5)
Method of Fixing
* L16/24 = 313 L21/31 = 350 L27/38 = 307
350 A 157 157
* 29 A To be welded 5 Filling pieces View A-A M16 - Bolt torque 165 Nm M16 - Foundation bolt torque 110 Nm Loaded 146-148 End of foundation block Base frame M16 - bolt, to be used for alignment Base plate Master flow MB 928 Grout Reinforced concrete Foundation / block 275 20
11.05
MAN Diesel & Turbo

1699989-9.3 Page 5 (5)
B 20 00 0 L16/24, L21/31 L27/38
Tolerances of base plate Description Planeness per mounting Parallelism per mounting length Parallelism total length Tolerances 0.5 mm 1.0 mm 2.0 mm
1.0 2.0 Ref. 4.0 Ref.
Tolerances of Base plate

Detail A Detail B
Base frame
Base frame
Ref.
Base plate
1.0 Ref.
Base plate
2.0 Ref.
Reference Horizontal plane
See detail A
See detail B
Total length
Concrete foundation block
4.0 Ref.
11.05
Test running
B 21
MAN Diesel & Turbo

1699986-3.0 Page 1 (1)
Shop Test Programme for Power Plants
B 21 01 1 General
Operating points 1) Starting attempts 2) Governor test 3) Test of safety and monitoring system 4) Load acceptance test (value in minutes) Engines driving alternators Continuous rating (MCR) 25% 50% 75% 100% 110%
MAN Diesel & Turbo programme X X X
Constant speed 30 30 30 60 45
5) 6a) 6b) 7) 8)
Verification of GenSet parallel running, if possible (cos j = 1, unless otherwise stated). Crankshaft deflection measurement of engines with rigid coupling in both cold and warm condition. Crankshaft deflection measurement of engines with flexible coupling only in cold condition. Inspection of lubricating oil filter cartridges of each engine. General inspection.
The operating values to be measured and recorded during the acceptance test have been specified in accordance with ISO 3046-1:2002 and with the rules of the classification societies. The operation values are to be confirmed by the customer or his representative and the person responsible for the acceptance test by their signature on the test report. After the acceptance test components will be checked so far it is possible without dismantling. Dismantling of components is carried out on the customer's or his representative's request.
07.47
Spare Parts
E 23
MAN Diesel & Turbo

1689483-7.2 Page 1 (6)
Weight and Dimensions of Principal Parts
E 23 00 0 L21/31
36
77
45
Cylinder head incl. rocker arms approx. 225 kg
299
Piston approx. 30 kg
54
620
77
254
540
Cylinder liner approx. 80 kg
Charge air cooler approx. 294 kg
Please note: 5 cyl. only for GenSet
11.27 - Tier II, WB II
MAN Diesel & Turbo E 23 00 0 L21/31 Weight and Dimensions of Principal Parts
1689483-7.2 Page 2 (6)
Cylinder unit approx. 485 kg
Connecting rod approx. 64 kg
93
Front end box for GenSet approx. 1464 kg
1666.5
Front end box for Propulsion

MAN Diesel & Turbo

1689483-7.2 Page 3 (6)
E 23 00 0 L21/31
14 00
Base Frame for GenSet

Length (L)* 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 4529 5015.5 5423 5893.5 6312 Weight 2978 kg 3063 kg 3147 kg 3232 kg 3315 kg
* Depending on Alternator type
79
Oil Pan for Propulsion

Length (L) 6 cyl. 7 cyl. 8 cyl. 9 cyl. 2920.5 3275.5 3630.5 3985.5 Weight 660 kg 720 kg 780 kg 850 kg

MAN Diesel & Turbo E 23 00 0 Weight and Dimensions of Principal Parts

1689483-7.2 Page 4 (6)
L21/31
Valve Camshaft
Length (L) 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 1994.5 2349.5 2704.5 3059.5 3414.5 Weight 130 kg 150 kg 170 kg 190 kg 209 kg
Injection Camshaft

MAN Diesel & Turbo

1689483-7.2 Page 5 (6)
E 23 00 0
L21/31
L
1331
L TCR16 TCR18 1110 1328
H 615 772
Weight 290 kg 460 kg
10
65
Frame
Flywheel with gear rim Only for GenSet Small 890 kg Medium 1051 kg Large 1213 kg
Flywheel with gear rim Only for Propulsion

H
1
1 7 10
7 10
MAN Diesel & Turbo E 23 00 0 Weight and Dimensions of Principal Parts

1689483-7.2 Page 6 (6)
L21/31
Crankshaft with Counter Weights

Length (L) 5 cyl. * 6 cyl. 7 cyl. 8 cyl. 9 cyl. 2470 2825 3180 3535 3890 Weight 1350 kg 1580 kg 1813 kg 2053 kg 2260 kg
* Only for GenSet

Tools
P 24
MAN Diesel & Turbo

3700064-0.1 Page 1 (11)
Standard Tools for Normal Maintenance
P 24 01 1 L21/31
Supply per Ship Name Sketch

Working Spare
Plate
Item no Remarks
Valve spring tightening device

27 8
52000
014
178
312
Lifting tool for cylinder unit and cylinder head

850

170
52000
038
209
Removing device for flame ring
52000
021
Guide bush for piston
52000
045
299
11.33 - Tier II - GenSet
MAN Diesel & Turbo P 24 01 1 L21/31

Working Spare
3700064-0.1 Page 2 (11)
Plate
Item no Remarks
Fit and removal device for conn. rod bearing, incl. eye screws (2 pcs)

13 80
52000
069
Lifting device for cylinder liner

352
52000
082
Lifting device for piston and connecting rod
948
52000
104
20
MAN Diesel & Turbo

3700064-0.1 Page 3 (11)
P 24 01 1 L21/31

Working Spare
Plate
Item no Remarks
Piston ring opener
52000
190
250
Supporting device for connecting rod and piston in the cylinder liner, incl. fork

130
52000
212
Feeler gauge, 0.6-0.7 mm
0.6 mm CORRECT
0.7 mm INC
52000
010
OR
RE
CT
311
Socket wrench
218
52000
652
Socket wrench and Torque Spanner
456
1 1
52000 52000
664 676

Working Spare
3700064-0.1 Page 4 (11)
Plate
Item no Remarks
Dismantling tool for main bearing upper shell
52000
035
Fit and removing device for main bearing cap
52000
047
Eye screw for lifting of charge air cooler/lubricating oil cooler

M12
52000
036
Container complete for water washing of compressor side
51205
318
480
200
MAN Diesel & Turbo

3700064-0.1 Page 5 (11)
P 24 01 1 L21/31

Working Spare
Plate
Item no Remarks
Blowgun for dry cleaning of turbocharger

172
51210
136
Broad chissel
52000
473
Cleaning tool for fuel injector
84 22.5
52000
013
Bow (for presure testing tool)
52000
711
Delivery pipe (for pressure testing tool)
52000
723
Pressure testing tool
52000
050

Working Spare
3700064-0.1 Page 6 (11)
Plate
Item no Remarks
Grinding paper Plier Loctite

747 759
38 0
Grinding device for nozzle seat

530
1 1 1 1
52000 52000 52000 52000
074 747 759 760
760
Loctite
Extractor device for injector valve

258
52000
407
65
Combination spanner, 36 mm
52000
772
MAN Diesel & Turbo

3700064-0.1 Page 7 (11)
P 24 01 1 L21/31

Working Spare
Plate
Item no Remarks
Crow foot, 36 mm
52000
784
Dismantling tool for bearing shell
52000
818

Working Spare
3700064-0.1 Page 8 (11)
Plate
Item no Remarks
Hydraulic tools complete consisting of the following 3 boxes:
52000
806
Hydraulic tools box 1 consisting of:
52000
633
MAN Diesel & Turbo

3700064-0.1 Page 9 (11)
P 24 01 1 L21/31

Working Spare
Plate
Item no Remarks
Pressure pump, complete manometer Quick coupling Rubber buffers
52000 52000 52000 52000
011 023 405 507
Hose with unions Hose, 4000 mm Quick coupling Adapter Nipple
52000 52000 52000 52000 52000
202 537 549 836 519
Force-off device
52000
424
Storage tank
52000
520
Set of spare parts
52000
532

Working Spare
3700064-0.1 Page 10 (11)
Plate
Item no Remarks
Hydraulic tools box 2 consisting of:
52000
544
Hydraulic tightening cylinder M33 x 2 Pressure part M33 x 2 Set of spare parts Hydraulic tightening cylinder M30 x 2 Pressure part, short M22 x 2 Pressure part, long M22 x 2 Tension screw M22 x 2 Set of spare parts Turn pin Turn pin Turn pin Angle piece Measuring device
2 2 1 2 2 2 2 1 1 1 1 2 1
52000 52000 52000 52000 52000 52000 52000 52000 52000 52000 52000 52000 52000
275 371 238 287 383 096 131 251 556 568 334 358 448
MAN Diesel & Turbo

3700064-0.1 Page 11 (11)
P 24 01 1 L21/31

Working Spare
Plate
Item no Remarks
Hydraulic tools box 3 consisting of: Hydraulic tightening cylinder M30 x 2 Pressure part, short M30 x 2 Pressure part, long M30 x 2 Tension screw Set of spare part Turn pin Turn pin Turn pin
52000
581
4 2 4 4 1 1 1 1
52000 52000 52000 52000 52000 52000 52000 52000
263 072 059 118 226 593 603 334
MAN Diesel & Turbo

3700066-4.1 Page 1 (8)
Additional Tools
P 24 03 9 L21/31

Working Spare
Drawing
Plate no Item no
Remarks
Fit and removal device for conn. rod bearing, incl. eye screws (2 pcs)

13 80
52000
069
Lifting device for cylinder liner

352
52000
082
Lifting device for piston and connecting rod
948
52000
104
20
11.34 - Tier II

Working Spare
Additional Tools
3700066-4.1 Page 2 (8)
Drawing
Plate no Item no
Remarks
Plier for piston pin retaining ring
52000
759
Piston ring opener
52000
190
250
Supporting device for connecting rod and piston in the cylinder liner, incl. fork

130
52000
212
Dismantling tool for main bearing upper shell
52000
035
Fit and removing device for main bearing cap
52000
047
11.34 - Tier II
MAN Diesel & Turbo

3700066-4.1 Page 3 (8)
Additional Tools
P 24 03 9 L21/31

Working Spare
Drawing
Plate no Item no
Remarks
Eye screw for lifting of charge air cooler/ lubricating oil cooler
M12
52000
036
Crankshaft alignment gauge (autolog)
52002
067
Resetting device for hydraulic cylinder
52002
092
Turning device for cylinder unit
52002
114
11.34 - Tier II

Working Spare
Additional Tools
3700066-4.1 Page 4 (8)
Drawing
Plate no Item no
Remarks
Grinding tool for cylinder head/liner
52002
126
Max. pressure indicator 0-220 bar
52002
138
appr. 87
Handle for indicator valve

appr. 230
52002
498
Testing mandrel for piston ring grooves, 6.43 mm Testing mandrel for piston ring grooves, 5.43 mm Tool for fixing of marine head for counterweight
52002
151
52002
163
52002
187
11.34 - Tier II
MAN Diesel & Turbo

3700066-4.1 Page 5 (8)
Additional Tools
P 24 03 9 L21/31

Working Spare
Drawing
Plate no Item no
Remarks
Grinding machine for valve seat rings Mandrel Cutting tool

209
1 1 1
52002 52002 52002
199 209 210
Wooden box L x B x H = 450 x 380 x 190 mm
210
Grinding machine for valve seat rings Stone Guide

234 246
1 1 1
52002 52002 52002
222 234 246
Fit and removing device for valve guides
52002
258
11.34 - Tier II

Working Spare
Additional Tools
3700066-4.1 Page 6 (8)
Drawing
Plate no Item no
Remarks
Grinding tool for valves
52002
283
Fitting device for valve seat rings
52002
295
Plate (used with item 181)
52002
317
Extractor for valve seat rings
52002
329
11.34 - Tier II
MAN Diesel & Turbo

3700066-4.1 Page 7 (8)
Additional Tools
P 24 03 9 L21/31

Working Spare
Drawing
Plate no Item no
Remarks
Fit and removing device for fuel injection pump
52002
342
Setting device for fuel injection pump
52002
366
Cleaning needles for fuel injector (5 pcs)
52002
378
Fit and removing device for cooler insert
52002
401
11.34 - Tier II

Working Spare
Additional Tools
3700066-4.1 Page 8 (8)
Drawing
Plate no Item no
Remarks
Measuring device for cylinder liner
52002
425
Closing cover (TCR16) (standard with only one propulsion engine)
52002
449
Closing cover (TCR18) (standard with only one propulsion engine)
52002
450
Lifting tool for cylinder unit (low dismantling height)
52002
474
11.34 - Tier II
MAN Diesel & Turbo

3700067-6.0 Page 1 (2)
Hand Tools
P 24 05 1 L16/24 L21/31, L27/38
Socket spanner set 019

Designation Rachet Extension Extension Universal Socket - double hexagon Socket - double hexagon Socket - double hexagon Socket - double hexagon Socket - double hexagon Socket for internal hexagon Socket for internal hexagon Socket for internal hexagon Socket for internal hexagon Socket for internal hexagon Socket for internal hexagon Socket - screwdriver Socket - cross head screw Socket - cross head screw Socket - cross head screw Size [mm] 125 250 10 13 17 19 22 5 6 7 8 10 12 1.6 x 10 2 3 4
331 343 355 367 379 380 392
Item Size [mm]
7 8 10 12 14 17 19
Hexagon key
Combination spanner
Item Size [mm]
140
272 284 296 152 164 176
032 044 056 068 223 081 235 093 103 115 127
10 12 13 14 16 17 18 19 22 24 30
139
188
247
259
260
24 mm
11.01
30 mm
36 mm
8 mm
10 mm
12 mm
MAN Diesel & Turbo P 24 05 1 L16/24 L21/31, L27/38

Item no 019 032 044 056 068 081 093 103 115 127 139 140 152 164 176 188 223 235 247 259 Qty 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E Designation Set of tools Benvnelse Topnglest Item no 260 272 284 296 331 343 355 367 379 380 392 Qty 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E 1/E Designation Benvnelse
Hand Tools
3700067-6.0 Page 2 (2)
Combination spanner, Ring-gaffelngle, 10 mm 10 mm Combination spanner, Ring-gaffelngle, 12 mm 12 mm Combination spanner, Ring-gaffelngle, 13 mm 13 mm Combination spanner, Ring-gaffelngle, 14 mm 14 mm Combination spanner, Ring-gaffelngle, 17 mm 17 mm Combination spanner, Ring-gaffelngle, 19 mm 19 mm Combination spanner, Ring-gaffelngle, 22 mm 22 mm Combination spanner, Ring-gaffelngle, 24 mm 24 mm Combination spanner, Ring-gaffelngle, 30 mm 30 mm Tee handle 1/2" square T-greb 1/2" drive Ratchet, 20 mm Extension bar Skralde, 20 mm Forlnger
Bit, hexagon socket Unbrakotop, str 12 screw, square drive Torque spanner, 20-120 Nm - 1/2" Torque spanner, 40-200 Nm - 1/2" Torque spanner, 30-320 Nm - 1/2" Hexagon key 7 mm Hexagon key 8 mm Hexagon key 10 mm Hexagon key 12 mm Hexagon key 14 mm Hexagon key 17 mm Hexagon key 19 mm Momentngle, 20-120 Nm - 1/2" Momentngle, 40-200 Nm - 1/2" Momentngle, 30-320 Nm - 1/2" Unbrakongle 7 mm Unbrakongle 8 mm Unbrakongle 10 mm Unbrakongle 12 mm Unbrakongle 14 mm Unbrakongle 17 mm Unbrakongle 19 mm
Socket spanner, squa- Top, str 24 re drive, size 24 Socket spanner, squa- Top, str 30 re drive, size 30 Socket spanner, squa- Top str 36 re drive, size 36 Combination spanner, Ring-gaffelngle, 16 mm 16 mm Combination spanner, Ring-gaffelngle, 18 mm 18 mm Bit, hexagon socket Unbrakotop, str 8 screw, square drive Bit, hexagon socket Unbrakotop, str 10 screw, square drive
When ordering spare parts, see also page 500.50. * = Only available as part of a spare parts kit / not avail separately Qty/C = Qty/Cylinder
Ved bestilling af reservedele, se ogs side 500.50. * = Kun tilgngelig som en del af et reservedelsst / ikke tilgngelig alene Qty/C = Qty/Cylinder
11.01
G 50 Alternator
B 50
MAN Diesel & Turbo

1699895-2.0 Page 1 (2)
Alternators for GenSets
B 50 00 0 L16/24 L21/31 L27/38
GenSet
A GenSet is a joined unit with a diesel engine, an alternator and a common base frame. The alternator has a stator housing with a front flange which is connected to the diesel engine with bolts. Similar to this the alternator has foot flanges with bolt connection to the base frame. The base frame is anchored to the foundation with a variable number of rubber dampers.
In both cases the alternator stator housing is connected to the diesel engine with bolts, however, with two-bearing alternators an intermediate piece with bolt flanges is used which at the same time is shielding the flexible rubber coupling. The bearing type can be ball bearing, roller bearing or sleeve bearing. Note: The engine types 8L21/31, 9L21/31, 8L27/38 and 9L27/38 only use two-bearing alternators to keep the load on the engines rear crankshaft bearing on a low level. The alternator can be delivered air-cooled with insulation class IP23 or water-cooled with insulation class IP44. The air-cooled alternator takes air in through filters; leads the air through the alternator by means of a built-in ventilator and out of the alternator again.
Mechanical alternator design

The rotor in the alternator is installed with either one or two bearings. On one-bearing alternators the rotor is connected to the flywheel of the diesel engine with a flex disc. The one-bearing alternator does not have a front bearing and in this case the rotor is carried by the crankshaft of the engine. On two-bearing alternators the connection is a flexible rubber coupling, and the rotor front is seated in the stator housing of the alternator.
Alternator
Intermediate piece
Diesel engine
Baseframe
08028-0D/H5250/94.08.12
Fig 1 GenSet 08.39
MAN Diesel & Turbo B 50 00 0 L16/24 L21/31 L27/38

The water-cooled alternator circulates air internally in the alternator by means of the ventilator. The airflow passes through a built-in water cooler, removing the heat from the alternator through the connected cooling water system. The entrance to the electrical main cables can be placed on the right or left side of the alternator with a horizontal or vertical inlet. According to the GL classification rules the alternator must as maximum be used up to 155 C operating temperature corresponding to insulation class F. It may also be a customer requirement to keep the efficiency below class H. The windings have tropical resistance against high humidity. The alternator is equipped with anti-condensate standstill heater. For temperature surveillance in the windings, the alternator is equipped with 2x3 PT100 sensors. PT100 sensors are also installed for surveillance of the bearing temperature, and possibly also equipped with visual thermometers on bearings. The alternator can be delivered for the voltages 380 VAC to 13.8 KVAC. The frequencies are 50 Hz or 60 Hz. The alternator fulfils the requirements for electromagnetic compatibility protection EMC, is designed and tested according to IEC34 and fulfils the DIN EN 60034 / VDE0530 requirements.
Alternators for GenSets
1699895-2.0 Page 2 (2)
Electrical alternator design

The alternator is a three-phase AC synchronous alternator brushless with built-in exciter and automatic, electronic voltage regulator (AVR) with potentiometer for remote control. (The potentiometer for final adjustment of the voltage is included in the standard delivery and normally part of the control panel). The alternator is intended for parallel running. The insulation class for the windings can be H/H or lower. H/H corresponds to 180 C on the windings and 180 C operating temperature.
08.39
08028-0D/H5250/94.08.12
MAN Diesel & Turbo

1699865-3.1 Page 1 (3)
Alternator cable installation
B 50 00 0 G 50 00 0 General
Main Cables
The flexible mounting of the GenSet must be taken into consideration when installing alternator cables. The cables must be installed so that no forces have an effect on the alternator's terminal box. A discharge bracket can be welded on the engine's base frame. If this solution is chosen, the flexibility in the cables must be between the cable tray and the discharge bracket.
The free cable length from the cable tray to the attachment on the alternator, must be appropriate to compensate for the relative movements, between the GenSet and foundation. Following can be used as a guideline: The fix point of the alternator cables must be as close as possible to the center line of the rotor. Bending of the cables must follow the recommendations of the cable supplier as regards minimum bending radius for movable cables. If questions arise concerning the above, please do not hesitate to contact MAN Diesel & Turbo.
m ax 30
Center line
0 m m
Fix point Free cable length
08028-0D/H5250/94.08.12
Fig 1 Connection of cables
10.39
MAN Diesel & Turbo B 50 00 0 G 50 00 0 General

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

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

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

1679794-8.1 Page 1 (1)
Lifting Instruction
P 98 05 1 L16/24 L21/31
Lifting of Complete Generating Sets.

The generating sets should only be lifted in the two wire straps. Normally, the lifting tools and the wire straps are mounted by the factory. If not, it must be observed that the fixing points for the lifting tools are placed differently depending on the number of cylinders. The lifting tools are to be removed after the installation, and the protective caps should be fitted.
Wire Shackle Beam Nut Tools
If necessary, placement of wire and shackles on beam to be adjusted after test lift.
Fig. 1. Lifting tools
Engine Type 5L16/24, 5L21/31 6L16/24, 6L21/31 7L16/24, 7L21/31

08028-0D/H5250/94.08.12
2x4 bolt to be mounted over cover of Cyl. no. 3 cyl. 4 cyl. 5 cyl. 5 cyl. 6 cyl. 5 cyl. 6 cyl. 7 cyl. 7 cyl. 8 cyl.
8L16/24, 8L21/31 9L16/24, 9L21/31
Note: Based on MAN Diesel standard alternator
Fig. 2. Lifting tools' and wires placing on engine. 09.23

MAN L21 31 PowerPlant

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MAN L21 31 PowerPlant

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L21/31 Project Guide - Power Plant

Complete manual date 2012.05.08

1683379-9.6 1699270-8.4 1655289-8.8 3.3.6-01 3.3.5-01 1607584-6.9 1643494-3.7 1609533-1.7

3700064-0.1 3700066-4.1 3700067-6.0

1699895-2.0 1699865-3.1 3700084-3.0.

MAN Diesel & Turbo

Introduction to Project Guide

MAN Diesel & Turbo I 00 00 0 General

Introduction to Project Guide

1643483-5.4 Page 2 (2)

MAN Diesel & Turbo

55 55 41 17.8 55 56 11800 7.18 31500 22700 13.0 334 561

55 55 41 19.5 55 58 13500 7.18 35300 25500 14.6 334 631

m3/h m3/h (TDI) Nm3

0.30 0.89 1.0

0.39 1.18 1.2

0.46 1.37 1.4

0.52 1.57 1.6

0.59 1.76 1.8

MAN Diesel & Turbo

61 61 46 17.1 61 55 11525 7.17 31500 23217 13.0 349 620

61 61 46 18.8 61 56 12965 7.17 35300 26075 14.6 349 696

m3/h m3/h (TDI) Nm3

0.30 0.89 1.0

0.39 1.18 1.2

0.46 1.37 1.4

0.52 1.57 1.6

0.59 1.76 1.8

MAN Diesel & Turbo

Description of Sound Measurements

Sound Measuring "on-site"

where P is the RMS value of sound power in watts, and P0 is 1 pW.

Measuring position ISO 2923

Measuring position ISO 45635

MAN Diesel & Turbo

Description of Structure-borne Noise

Fig 1 Structure-borne noise on resiliently mounted GenSets.

Engine and Exhaust Sound

For further information see: "Description of sound measurements" D 10 25 0. **

Measured in exhaust pipe with probe.

352 464 542 619 697

74 92 116 126 127

205 205 205 186**) 208**)

1051 1051 1051 1216**) 1411**)

73 167 221 307 362

285 376 439 502 564

115 92 116 126 127

205 205 205 186**) 208**)

1051 1051 1051 1216**) 1411**)

79 118 190 229

Basic Diesel Engine

MAN Diesel & Turbo

Fig 1 Engine frame.

MAN Diesel & Turbo B 10 01 1 L21/31

3700149-2.1 Page 2 (7)

Fig 3 Interaction of fire land ring and stepped piston.

MAN Diesel & Turbo

Valve Actuating Gear

Fuel Injection System

Air Inlet and Exhaust Valves

MAN Diesel & Turbo B 10 01 1 L21/31

3700149-2.1 Page 4 (7)

Fig 6 Connecting rod.

205 205 205 186) 208)

1051 1051 1051 1216) 1411)

205 205 205 186) 208)

1051 1051 1051 1216) 1411)