Engine Selection Guide Two-stroke MC/MC-C Engines - … · Engine Selection Guide Two-stroke MC/MC-C Engines ... MAN B&W Diesel A/S Engine Selection Guide 1.06 Power kW BHP Engine

Engine Selection Guide

Two-stroke MC/MC-C Engines

This book describes the general technical features of the MC Programme

This Engine Selection Guide is intended as a 'tool' for assistance in the initialstages of a project.

As differences may appear in the individual suppliers’ extent of delivery, pleasecontact the relevant engine supplier for a confirmation of the actual execution andextent of delivery.

For further informatoin see the Project Guide for the relevant engine type.

This Engine Selection Guide and most of the Project Guides are available on a CDROM.

The data and other information given is subject to change without notice.

5th EditionFebruary 2000

Engine Data

Engine Power

The table contains data regarding the engine power,speed and specific fuel oil consumption of the en-gines of the MC Programme.

Engine power is specified in both BHP and kW, inrounded figures, for each cylinder number and lay-out points L1, L2, L3 and L4:

L1 designates nominal maximum continuous rating(nominal MCR), at 100% engine power and 100%engine speed.

L2, L3 and L4 designate layout points at the otherthree corners of the layout area, chosen for easy ref-erence.

Overload corresponds to 110% of the power atMCR, and may be permitted for a limited period ofone hour every 12 hours.

The engine power figures given in the tables remainvalid up to tropical conditions at sea level, ie.:

Blower inlet temperature . . . . . . . . . . . . . . . . 45 °CBlower inlet pressure . . . . . . . . . . . . . . . 1000 mbarSeawater temperature . . . . . . . . . . . . . . . . . . 32 °C

Specific fuel oil consumption (SFOC)

Specific fuel oil consumption values refer to brakepower, and the following reference conditions:

ISO 3046/1-1986:Blower inlet temperature . . . . . . . . . . . . . . . . 25 °CBlower inlet pressure . . . . . . . . . . . . . . . 1000 mbarCharge air coolant temperature. . . . . . . . . . . 25 °CFuel oil lower calorific value . . . . . . . . 42,700 kJ/kg

(10,200 kcal/kg)

Although the engine will develop the power speci-fied up to tropical ambient conditions, the specificfuel oil consumption varies with ambient conditionsand fuel oil lower calorific value. For calculation ofthese changes, see section 2.

SFOC guarantee

The figures given in this project guide represent thevalues obtained when the engine and turbochargerare matched with a view to obtaining the lowestpossible SFOC values and fulfilling the IMO NOxemission limitations.

The Specific Fuel Oil Consumption (SFOC) is guar-anteed for one engine load (power-speed combina-tion), this being the one in which the engine is opti-mised.

The guarantee is given with a margin of 5%.

As SFOC and NOx are interrelated parameters, anengine offered without fulfilling the IMO NOx limita-tions is subject to a tolerance of only 3% of theSFOC.

Lubricating oil data

The cylinder oil consumption figures stated in thetables are valid under normal conditions.During running-in periods and under special condi-tions, feed rates of up to 1.5 times the stated valuesshould be used.

MAN B&W Diesel A/S Engine Selection Guide

430100 400 198 22 27

1.01

Fig. 1.01: Layout diagram for engine power and speed

Speed

L2

L1

L3

L4

Power

The engine types of the MC programme areidentified by the following letters and figures

430100 400 198 22 27


S 70 MC

Diameter of piston in cm

Stroke/bore ratio

Engine programme

C Compact engine

S Stationary plant

S Super long stroke approximately 4.0

L Long stroke approximately 3.2

K Short stroke approximately 2.8

- C6

Number of cylinders

Design

ConceptC Camshaft controlled

E Electronic controlled (Intelligent Engine)

Fig. 1.02: Engine type designation

178 34 39-1.0

1.02


430100 400 198 22 27

1.03

Power KWBHP

Enginetype

Layoutpoint

Enginespeed

Meaneffectivepressure

Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

K98MC L1 94 18.2 3432046680

4004054460

4576062240

5148070020

5720077800

6292085580

6864093360

Bore980 mm

L2 94 14.6 2748037320

3206043540

3664049760

4122055980

4580062200

5038068420

5496074640

Stroke2660 mm

L3 84 18.2 3066041700

3577048650

4088055600

4599062550

5111069500

5621076450

6132083400

L4 84 14.6 2454033360

2863038920

3272044480

3681050040

4090055600

4499061160

4908066720

K98MC-C L1 104 18.2 3426046560

3997054320

4568062080

5139069840

5710077600

6281085360

6852093120

Bore980 mm

L2 104 14.6 2742037260

3199043470

3656049680

4113055890

4570062100

5027068310

5484074520

Stroke2400 mm

L3 94 18.2 3096042120

3612049140

4128056160

4644063180

5160070200

5676077220

6192084240

L4 94 14.6 2478033720

2891039270

3304044880

3717050490

4130056100

4543061710

4956067320

S90MC-C L1 76 19.0 2934039900

3423046550

3912053200

4401059850

Bore900 mm

L2 76 15.2 2352031980

2744037300

3136042640

3528047970

Stroke3188 mm

L3 61 19.0 2358032060

2751037400

3144042750

3537048090

L4 61 15.2 1884025610

2198029880

2512034150

2826038420

L90MC-C L1 83 19.0 2934039480

3423046480

3912053120

4401059760

4890066400

5379073040

5868079680

Bore900 mm

L2 83 12.2 1878025500

2191029750

2504034000

2817038250

3130042500

3443046750

3756051000

Stroke2916 mm

L3 62 19.0 2190029760

2555034720

2920039680

3285044640

3650049600

4015054560

4380059520

L4 62 12.2 1404019080

1638022260

1872025440

2106028620

2340031800

2574034980

2808038160

K90MC L1 94 18.0 1828024880

2285031100

2742037320

3199043540

3656049760

4113055980

4570062200

5027068420

5484074640

Bore900 mm

L2 94 11.5 1170015920

1465019900

1758023880

2051027860

2344031840

2637035820

2930039800

3223043780

3516047760

Stroke2550 mm

L3 71 18.0 1372018640

1715023300

2058027960

2401032620

2744037280

3087041940

3430046600

3773051260

4116055920

L4 71 11.5 880011960

1100014950

1320017940

1540020930

1760023920

1980026910

2200029900

2420032890

2640035880

Fig. 1.03a: Power and speed

178 46 78-9.0

430100 400 198 22 27


PowerkWBHP

Enginetype

Layoutpoint

Enginespeed


Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

K90MC-C L1 104 18.0 2736037260

3192043470

3648049680

4104055890

4560062100

5016068310

5472074520

Bore900 mm

L2 104 14.4 2190029820

2555034790

2920039760

3285044730

3650049700

4015054670

4380059640

Stroke2300 mm

L3 89 18.0 2328031620

2716036890

3104042160

3492047430

3880052700

4268057970

4656063240

L4 89 14.4 1860025320

2170029540

2480033760

2790037980

3100042200

3410046420

3720050640

S80MC-C L1 76 19.0 2328031680

2716036960

3104042240

Bore800 mm

L2 76 12.2 1488020280

1736023660

1984027040

Stroke3200 mm

L3 57 19.0 1746023760

2037027720

2328031680

L4 57 12.2 1116015180

1302017710

1488020240

S80MC L1 79 19.0 1536020880

1920026100

2304031320

2688036540

3072041760

3456046980

Bore800 mm

L2 79 12.2 984013360

1230016700

1476020040

1722023380

1968026720

2214030060

Stroke3056 mm

L3 59 19.0 1148015600

1435019500

1722023400

2009027300

2296031200

2583035100

L4 59 12.2 736010040

920012550

1104015060

1288017570

1472020080

1656022590

L80MC L1 93 18.0 1456019760

1820024700

2184029640

2548034580

2912039520

3276044460

3640049400

4004054340

4368059280

Bore800 mm

L2 93 11.5 932012640

1165015800

1398018960

1631022120

1864025280

2097028440

2330031600

2563034760

2796037920

Stroke2592 mm

L3 70 18.0 1096014880

1370018600

1644022320

1918026040

2192029760

2466033480

2740037200

3014040920

3288044640

L4 70 11.5 70009520

875011900

1050014280

1225016660

1400019040

1575021420

1750023800

1925026180

2100028560

K80MC-C L1 104 18.0 2166029400

2527034300

2888039200

3249044100

3610049000

3971053900

4332058800

Bore800 mm

L2 104 14.4 1734023520

2023027440

2312031360

2601035280

2890039200

3179043120

3468047040

Stroke2300 mm

L3 89 18.0 1854025200

2163029400

2472033600

2781037800

3090042000

3399046200

3708050400

L4 89 14.4 1482020160

1729023520

1976026880

2223030240

2470033600

2717036960

2964040320

Fig. 1.03b: Power and speed

1.04

178 46 78-9.0

430100 400 198 22 27


1.05

PowerkWBHP

Enginetype

Layoutpoint

Enginespeed


Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

S70MC-C L1 91 19.0 1242016880

1552521100

1863025320

2173529540

2484033760

Bore700 mm

L2 91 12.2 794010800

992513500

1191016200

1389518900

1588021600

Stroke2800 mm

L3 68 19.0 932012660

1165015825

1398018990

1631022155

1864025320

L4 68 12.2 59608100

745010125

894012150

1043014175

1192016200

S70MC L1 91 18.0 1124015280

1405019100

1686022920

1967026740

2248030560

Bore700 mm

L2 91 11.5 72009760

900012200

1080014640

1260017080

1440019520

Stroke2674 mm

L3 68 18.0 844011440

1055014300

1266017160

1477020020

1688022880

L4 68 11.5 54007320

67509150

810010980

945012810

1080014640

L70MC L1 108 18.0 1132015380

1415019225

1698023070

1981026915

2264030760

Bore700 mm

L2 108 11.5 72409840

905012300

1086014760

1267017220

1448019680

Stroke2268 mm

L3 81 18.0 848011540

1060014425

1272017310

1484020195

1696023080

L4 81 11.5 54207380

67759225

813010070

948512915

1084014760

S60MC-C L1 105 19.0 902012280

1127515350

1353018420

1578521490

1804024560

Bore600 mm

L2 105 12.2 57807860

72259825

867011790

1011513755

1156015720

Stroke2400 mm

L3 79 19.0 67609200

845011500

1014013800

1183016100

1352018400

L4 79 12.2 43405880

54257350

65108820

759510290

868011760

S60MC L1 105 18.0 816011120

1020013900

1224016680

1428019460

1632022240

Bore600 mm

L2 105 11.5 52407120

65508900

786010680

917012460

1048014240

Stroke2292 mm

L3 79 18.0 61208320

765010400

918012480

1071014560

1224016640

L4 79 11.5 39205320

49006650

58807980

68609310

784010640

Fig. 1.03c: Power and speed

178 46 78-9.0

430100 400 198 22 27


1.06

PowerkWBHP

Enginetype

Layoutpoint

Enginespeed


Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

L60MC L1 123 17.0 768010400

960013000

1152015600

1344018200

1536020800

Bore600 mm

L2 123 10.9 49206680

61508350

738010020

861011690

984013360

Stroke1944 mm

L3 92 17.0 57607800

72009750

864011700

1008013650

1152015600

L4 92 10.9 36805000

46006250

55207500

64408750

736010000

S50MC-C L1 127 19.0 63208580

790010725

948012870

1106015015

1264017160

Bore500 mm

L2 127 12.2 40405500

50506875

60608250

70709625

808011000

Stroke2000 mm

L3 95 19.0 47406440

59258050

71109660

829511270

948012880

L4 95 12.2 30404120

38005150

45606180

53207210

60808240

S50MC L1 127 18.0 57207760

71509700

858011640

1001013580

1144015520

Bore500 mm

L2 127 11.5 36404960

45506200

54607440

63708680

72809920

Stroke1910 mm

L3 95 18.0 42805840

53507300

64208760

749010220

856011680

L4 95 11.5 27603720

34504650

41405580

48306510

55207440

L50MC L1 148 17.0 53207240

66509050

798010860

931012670

1064014480

Bore500 mm

L2 148 10.9 34004640

42505800

51006960

59508120

68009280

Stroke1620 mm

L3 111 17.0 40005440

50006800

60008160

70009520

800010880

L4 111 10.9 25603480

32004350

38405220

44806090

51206960

S46MC-C L1 129 19.0 52407140

65508925

786010710

917012495

1048014280

Bore460 mm

L2 129 15.2 42005700

52507125

63008550

73509975

840011400

Stroke1932 mm

L3 108 19.0 44005980

55007475

66008970

770010465

880011960

L4 108 15.2 35204780

44005975

52807170

61608365

70409560

Fig. 1.03d: Power and speed

178 46 78-9.0


430100 400 198 22 27

1.07

PowerkWBHP

Enginetype

Layoutpoint

Enginespeed


Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

S42MC L1 136 19.5 43205880

54007350

64808820

756010290

864011760

972013230

1080014700

1188016170

1296017640

Bore420 mm

L2 136 15.6 34604700

43255875

51907050

60558225

69209400

778510575

865011750

951512925

1038014100

Stroke1764 mm

L3 115 19.5 36604960

45756200

54907440

64058680

73209920

823511160

915012400

1006513640

1098014880

L4 115 15.6 29203980

36504975

43805970

51106965

58407960

65708955

73009950

803010945

876011940

L42MC L1 176 18.0 39805420

49756775

59708130

69659485

796010840

895512195

995013550

1094514905

1194016260

Bore420 mm

L2 176 11.5 25403460

31754345

38105190

44456055

50806920

57157785

63508650

69859515

762010380

Stroke1360 mm

L3 132 18.0 29804060

37255075

44706090

52157105

59608120

67059135

745010150

819511165

894012180

L4 132 11.5 19202600

24003250

28803900

33604550

38405200

43205850

48006500

52807150

57607800

S35MC L1 173 19.1 29604040

37005050

44406060

51807070

59208080

66609090

740010100

814011110

888012120

Bore350 mm

L2 173 15.3 23803220

29754025

35704830

41655635

47606440

53557245

59508050

65458855

71409660

Stroke1400 mm

L3 147 19.1 25203420

31504275

37805130

44105985

50406840

56707695

63008550

69309405

756010260

L4 147 15.3 20202740

25253425

30304110

35354795

40405480

45456165

50506850

55557535

60608220

L35MC L1 210 18.4 26003520

32504400

39005280

45506160

52007040

58507920

65008800

71509680

780010560

Bore350 mm

L2 210 14.7 20802820

26003525

31204230

36404935

41605640

46806345

52007050

57207755

62408460

Stroke1050 mm

L3 178 18.4 22003000

27503750

30004500

38505250

44006000

49506750

55007500

60508250

66009000

L4 178 14.7 17602400

22003000

26403600

30804200

35204800

39605400

44006600

48406600

52807200

S26MC L1 250 18.5 16002180

20002725

24003270

28003815

32004360

36004905

40005450

44005995

48006540

Bore260 mm

L2 250 14.8 12801740

16002175

19202610

22403045

25603480

28803915

32004350

35204785

38405220

Stroke980 mm

L3 212 18.5 13601860

17002325

20402790

23803255

27203720

30604185

34004650

37405115

40805580

L4 212 14.8 11001480

13751850

16502220

19252590

22002960

24753330

27503700

30254070

33004440

Fig. 1.03e: Power and speed

178 46 78-9.0

430 100 100 198 22 28


Specific fuel oil consumption g/kWhg/BHPh Lubricating oil consumption

With high efficiency turbochargers System oil Cylinder oil

At load layout point 100% 80% Approx.kg/cyl. 24h

g/kWhg/BHPh

K98MCandK98MC-C

L1171126

165121

7.5-11 0.8-1.20.6-0.9

L2162119

158116

L3171126

165121

L4162119

158116

S90MC-C L1167123

165121

7-10 0.95-1.50.7-1.1

L2160118

157116

L3167123

165121

L4160118

157116

L90MC-C L1167123

165121

7-100.8-1.20.6-0.9

L2155114

154113

L3167123

165121

L4155114

154113

K90MC L1171126

169124

7-10 0.8-1.20.6-0.9

L2159117

158116

L3171126

169124

L4159117

158116

Fig. 1.04a: Fuel and lubricating oil consumption

1.08

178 46 79-2.0


430 100 100 198 22 28

1.09


With high efficiency turbochargers System oil Cylinder oil


g/kWhg/BHPh

K90MC-C L1171126

169124

7-10 0.8-1.20.6-0.9

L2165121

162119

L3171126

169124

L4165121

162119

S80MC-C L1167123

165121

6-9 0.95-1.50.7-1.1

L2155114

154113

L3167123

165121

L4155114

154113

S80MC L1167123

165121

6-9 0.95-1.50.7-1.1

L2155114

154113

L3167123

165121

L4155114

154113

L80MC L1174128

171126

6-9 0.8-1.20.6-0.9

L2162119

160118

L3174128

171126

L4162119

160118

Fig. 1.04b: Fuel and lubricating oil consumption

178 46 79-2.0

430 100 100 198 22 28



With conventionalturbochargers

With high efficiencyturbochargers System oil Cylinder oil

At load layout point 100% 80% 100% 80% Approx.kg/cyl. 24h

g/kWhg/BHPh

K80MC-C L1171126

169124

6-9 0.8-1.20.6-0.9

L2165121

162119

L3171126

169124

L4165121

162119

S70MC-C L1171126

169124

169124

166122

5.5-7.5 0.95-1.50.7-1.1

L2159117

158116

156115

155114

L3171126

169124

169124

166122

L4159117

158116

156115

155114

S70MC L1171126

169124

169124

166122

5.5-7.5 0.95-1.50.7-1.1

L2159117

158116

156115

155114

L3171126

169124

169124

166122

L4159117

158116

156115

155114

L70MC L1174128

171126

5.5-7.5 0.8-1.20.6-0.9

L2162119

160118

L3174128

171126

L4162119

160118

Fig. 1.04c: Fuel and lubricating oil consumption

1.10

178 46 79-2.0


430 100 100 198 22 28





g/kWhg/BHPh

S60MC-C L1173127

170125

170125

167123

5-6.5 0.95-1.50.7-1.1

L2160118

159117

158116

156115

L3173127

170125

170125

167123

L4160118

159117

158116

156115

S60MC L1173127

170125

170125

167123

5-6.5 0.95-1.50.7-1.1

L2160118

159117

158116

156115

L3173127

170125

170125

167123

L4160118

159117

158116

156115

L60MC L1174128

171126

171126

169124

5-6.5 0.8-1.20.6-0.9

L2162119

160118

159117

158116

L3174128

171126

171126

169124

L4162119

160118

159117

158116

S50MC-C L1174128

171126

171126

169124

4-5 0.95-1.50.7-1.1

L2162119

160118

159117

158116

L3174128

171126

171126

169124

L4162119

160118

159117

158116

Fig. 1.05d: Fuel and lubricating oil consumption

1.11

178 46 79-2.0

430 100 100 198 22 28


1.12





g/kWhg/BHPh

S50MC L1174128

171126

171126

169124

4-5 0.95-1.50.7-1.1

L2162119

160118

159117

158116

L3174128

171126

171126

169124

L4162119

160118

159117

158116

L50MC L1175129

173127

173127

170125

4-5 0.8-1.20.6-0.9

L2163120

162119

160118

159117

L3175129

173127

173127

170125

L4163120

162119

160118

159117

S46MC-C L1174128

173127

3.5-4.5 0.95-1.50.7-1.1

L2169124

167123

L3174128

173127

L4169124

167123

S42MC L1177130

175129

3-4 0.95-1.50.7-1.1

L2171126

170125

L3177130

175129

L4171126

170125

Fig. 1.05e: Fuel and lubricating oil consumption

178 46 79-2.0


430 100 100 198 22 28


With conventional turbochargers System oil Cylinder oil


g/kWhg/BHPh

L42MC L1177130

174129

3-4 0.8-1.20.6-0.9

L2165121

163120

L3177130

174129

L4165121

163120

S35MC L1178131

177130

2-3 0.95-1.50.7-1.1

L2173127

171126

L3178131

177130

L4173127

171126

L35MC L1177130

175129

2-3 0.8-1.20.6-0.9

L2171126

170125

L3177130

175129

L4171126

170125

S26MC L1179132

178131

1.5-3 0.95-1.50.7-1.1

L2174128

173127

L3179132

178131

L4174128

173127

Fig. 1.05f: Fuel and lubricating oil consumption

1.13

178 46 79-2.0

430 100 018 198 22 29


1.14

Fig. 1.05: K98MC engine cross section178 32 80-6.1

430 100 018 198 22 29


1.15

Fig. 1.06: S80MC engine cross section178 36 24-7.0

430 100 018 198 22 29


Fig. 1.07: S70MC-C engine cross section178 44 14-4.1

1.16

430 100 018 198 22 29


1.17


430 100 018 198 22 29


Fig. 1.09: S50MC-C engine cross section178 16 07-0.0

1.18

430 100 018 198 22 29


1.19

Fig. 1.10: L42MC engine cross section178 43 10-1.0

430 100 018 198 22 29


1.20


2 Engine Layout and Load Diagrams

Propulsion and Engine Running Points

Propeller curve

The relation between power and propeller speed fora fixed pitch propeller is as mentioned above de-scribed by means of the propeller law, i.e. the thirdpower curve:

Pb = c x n3 , in which:

Pb = engine power for propulsionn = propeller speedc = constant

The power functions Pb = c x ni will be linear func-tions when using logarithmic scales.

Therefore, in the Layout Diagrams and Load Dia-grams for diesel engines, logarithmic scales areused, making simple diagrams with straight lines.

Propeller design point

Normally, estimations of the necessary propellerpower and speed are based on theoretical calcula-tions for loaded ship, and often experimental tanktests, both assuming optimum operating condi-tions, i.e. a clean hull and good weather. The combi-nation of speed and power obtained may be calledthe ship’s propeller design point (PD), placed on thelight running propeller curve 6. See Fig. 2.01. On theother hand, some shipyards, and/or propeller manu-facturers sometimes use a propeller design point(PD’) that incorporates all or part of the so-calledsea margin described below.

Fouled hull

When the ship has sailed for some time, the hull andpropeller become fouled and the hull’s resistancewill increase. Consequently, the ship speed will bereduced unless the engine delivers more power tothe propeller, i.e. the propeller will be further loadedand will be heavy running (HR).

As modern vessels with a relatively high servicespeed are prepared with very smooth propeller and

hull surfaces, the fouling after sea trial, therefore,will involve a relatively higher resistance and therebya heavier running propeller.

Sea margin at heavy weather

If, at the same time the weather is bad, with headwinds, the ship’s resistance may increase com-pared to operating at calm weather conditions.

When determining the necessary engine power, it istherefore normal practice to add an extra powermargin, the so-called sea margin, see Fig. 2.02which is traditionally about 15% of the propeller de-sign (PD) power.

Engine layout (heavy propeller)

When determining the necessary engine speedconsidering the influence of a heavy running propel-ler for operating at large extra ship resistance, it isrecommended - compared to the clean hull andcalm weather propeller curve 6 - to choose a heavierpropeller curve 2 for engine layout, and the propeller


402 000 004 198 22 30

2.01

Line 2 Propulsion curve, fouled hull and heavy weather(heavy running), recommended for engine layout

Line 6 Propulsion curve, clean hull and calm weather(light running), for propeller layout

MP Specified MCR for propulsionSP Continuous service rating for propulsionPD Propeller design pointHR Heavy runningLR Light running

Fig. 2.01: Ship propulsion running points and engine layout

178 05 41-5.3

curve for clean hull and calm weather in curve 6 willbe said to represent a “light running” (LR) propeller,see area 6 on Figs. 2.07a and 2.07b.

Compared to the heavy engine layout curve 2 werecommend to use a light running of 3.0-7.0% fordesign of the propeller, with 5% as a good average.

Engine margin

Besides the sea margin, a so-called “engine mar-gin” of some 10% is frequently added. The corre-sponding point is called the “specified MCR for pro-pulsion” (MP), and refers to the fact that the powerfor point SP is 10% lower than for point MP, see Fig.2.01. Point MP is identical to the engine’s specifiedMCR point (M) unless a main engine driven shaftgenerator is installed. In such a case, the extrapower demand of the shaft generator must also beconsidered.

Note:Light/heavy running, fouling and sea margin areoverlapping terms. Light/heavy running of the pro-peller refers to hull and propeller deterioration andheavy weather and, – sea margin i.e. extra power tothe propeller, refers to the influence of the wind andthe sea. However, the degree of light running mustbe decided upon experience from the actual tradeand hull design.

402 000 004 198 22 30


2.02

178 05 67-7.1

Fig. 2.02: Sea margin based on weather conditions in theNorth Atlantic Ocean. Percentage of time at sea wherethe service speed can be maintained, related to the extrapower (sea margin) in % of the sea trial power.


402 000 004 198 22 30

Influence of propeller diameter and pitch onthe optimum propeller speed

In general, the larger the propeller diameter, thelower is the optimum propeller speed and the kWrequired for a certain design draught and shipspeed, see curve D in Fig. 2.03.

The maximum possible propeller diameter dependson the given design draught of the ship, and theclearance needed between the propeller and theaft-body hull and the keel.

The example shown in Fig. 2.03 is an 80,000 dwtcrude oil tanker with a design draught of 12.2 m anda design speed of 14.5 knots.

When the optimum propeller diameter D is in-creased from 6.6 m to 7.2. m, the power demand isreduced from about 9,290 kW to 8,820 kW, and theoptimum propeller speed is reduced from 120 r/minto 100 r/min, corresponding to the constant shipspeed coefficient a = 28 (see definition of a in nextsection).

Once an optimum propeller diameter of maximum7.2 m has been chosen, the pitch in this point isgiven for the design speed of 14.5 knots, i.e. P/D =0.70.

However, if the optimum propeller speed of 100r/min does not suit the preferred / selected main en-gine speed, a change of pitch will only cause a rela-tively small extra power demand, keeping the samemaximum propeller diameter:

• going from 100 to 110 r/min (P/D = 0.62) requires8,900 kW i.e. an extra power demand of 80 kW.

• going from 100 to 91 r/min (P/D = 0.81) requires8,900 kW i.e. an extra power demand of 80 kW.

In both cases the extra power demand is only of0.9%, and the corresponding 'equal speed curves'are a =+0.1 and a =-0.1, respectively, so there is acertain interval of propeller speeds in which the'power penalty' is very limited.

2.03

178 47 03-2.0

Fig. 2.03: Influence of diameter and pitch on propeller design

Constant ship speed lines

The constant ship speed lines a, are shown at thevery top of Fig. 2.04. These lines indicate the powerrequired at various propeller speeds to keep thesame ship speed provided that the optimum propel-ler diameter with an optimum pitch diameter ratio isused at any given speed, taking into considerationthe total propulsion efficiency.

Normally, the following relation between necessarypower and propeller speed can be assumed:

P2 = P1 (n2/n1)a

where:P = Propulsion powern = Propeller speed, anda = the constant ship speed coefficient.

For any combination of power and speed, eachpoint on lines parallel to the ship speed lines givesthe same ship speed.

When such a constant ship speed line is drawn intothe layout diagram through a specified propulsion

MCR point "MP1", selected in the layout area andparallel to one of the a-lines, another specified pro-pulsion MCR point "MP2" upon this line can be cho-sen to give the ship the same speed for the newcombination of engine power and speed.

Fig. 2.04 shows an example of the required powerspeed point MP1, through which a constant shipspeed curve a = 0.25 is drawn, obtaining point MP2with a lower engine power and a lower engine speedbut achieving the same ship speed.

Provided the optimum pitch/diameter ratio is usedfor a given propeller diameter the following data ap-plies when changing the propeller diameter:

for general cargo, bulk carriers and tankersa = 0.25 -0.30

and for reefers and container vesselsa = 0.15 -0.25

When changing the propeller speed by changing thepitch diameter ratio, the a constant will be different,see above.

402 000 004 198 22 30


2.04

Fig. 2.04: Layout diagram and constant ship speed lines

178 05 66-7.0

Engine Layout Diagram

The layout procedure has to be carefully consideredbecause the final layout choice will have a consider-able influence on the operating condition of the mainengine throughout the whole lifetime of the ship. Thefactors that should be conisdered are operational flex-ibility, fuel consumption, obtainable power, possibleshaft generator application and propulsion efficiency.

An engine’s layout diagram is limited by two constantmean effective pressure (mep) lines L1-L3 and L2-L4,and by two constant engine speed lines L1-L2 andL3-L4, see Fig. 2.04. The L1 point refers to the engine’snominal maximum continuous rating.

Please note that the areas of the layout diagrams aredifferent for the engines types, see Fig. 2.05.

Within the layout area there is full freedom to select theengine’s specified MCR point M which suits the de-mand of propeller power and speed for the ship.

On the X-axis the engine speed and on the Y-axis theengine power are shown in percentage scales. Thescales are logarithmic which means that, in this dia-gram, power function curves like propeller curves (3rdpower), constant mean effective pressure curves (1stpower) and constant ship speed curves (0.15 to 0.30power) are straight lines.

Fig. 2.06 shows, by means of superimposed diagramsfor all engine types, the entire layout area for theMC-programme in a power/speed diagram. As can beseen, there is a considerable overlap of power/speedcombinations so that for nearly all applications, thereis a wide section of different engines to choose from allof which meet the individual ship's requirements.

Specified maximum continuous rating, SMCR = “M”

Based on the propulsion and engine running points,as previously found, the layout diagram of a relevantmain engine may be drawn-in. The specified MCRpoint (M) must be inside the limitation lines of the lay-out diagram; if it is not, the propeller speed will have tobe changed or another main engine type must be cho-sen. Yet, in special cases point M may be located tothe right of the line L1-L2, see “Optimising Point”.


402 000 004 198 22 30

2.05

Power

Speed

L2

L1

L4

L3

Layout diagram of100 - 64% power and100 - 75% speed rangevalid for the types:L90MC-C S60MC-C

K90MC S60MC

S80MC-C L60MC

S80MC S50MC-C

L80MC S50MC

S70MC-C L50MC

S70MC L42MC

L70MC

Power

Speed

L2

L1

L4

L3

Layout diagram of100 - 80% power and100 - 80% speed rangevalid for the types:S90MC-C

Power

L2

L1

L4

L3

Layout diagram of100 - 80% power and100 - 85% speed rangevalid for the types:K90MC-C

K80MC-C

S46MC-C

S42MC

S35MC

L35MC

S26MC

Power

Speed

L2

L1

L4

L3

Layout diagram of100 - 80% power and100 - 90% speed rangevalid for the types:K98MC

K98MC-C

Speed

178 13 85-1.4Fig. 2.05: Layout diagram sizes

402 000 004 198 22 30


2.06

Fig. 2.06: Layout diagrams of the two-stroke engine MC-programme as per January 2000178 13 80-2.8

Continuous service rating (S)

The Continuous service rating is the power at whichthe engine is normally assumed to operate, andpoint S is identical to the service propulsion point(SP) unless a main engine driven shaft generator isinstalled.

Optimising point (O)

The optimising point O is the rating at which theturbocharger is matched, and at which the engine tim-ing and compression ratio are adjusted.

On engines with Variable Injection Timing (VIT) fuelpumps, the optimising point (O) can be different thanthe specified MCR (M), whereas on engines withoutVIT fuel pumps “O” has to coincide with “M”.

The large engine types have VIT fuel pumps as stan-dard, but on some types these pumps are an option.Small-bore engines are not fitted with VIT fuel pumps.

Type With VIT Without VITK98MC BasicK98MC-C BasicS90MC-C BasicL90MC-C BasicK90MC BasicK90MC-C BasicS80MC-C BasicS80MC BasicL80MC BasicS70MC-C Optional BasicS70MC BasicL70MC BasicS60MC-C Optional BasicS60MC BasicL60MC BasicS50MC-C Optional BasicS50MC BasicS46MC-C BasicS42MC BasicL42MC BasicS35MC BasicL35MC BasicS26MC Basic

Engines with VIT

The optimising point O is placed on line 1 of the loaddiagram, and the optimised power can be from 85 to100% of point M's power, when turbocharger(s) andengine timing are taken into consideration. Whenoptimising between 93.5% and 100% of point M'spower, 10% overload running will still be possible(110% of M).

The optimising point O is to be placed inside the lay-out diagram. In fact, the specified MCR point M can,in special cases, be placed outside the layout dia-gram, but only by exceeding line L1-L2, and ofcourse, only provided that the optimising point O islocated inside the layout diagram and provided thatthe specified MCR power is not higher than the L1power.

Engine without VITOptimising point (O) = specified MCR (M)

On engine types not fitted with VIT fuel pumps,the specified MCR – point M has to coincide withpoint O.


402 000 004 198 22 30

2.07

Load Diagram

Definitions

The load diagram, Figs. 2.07, defines the power andspeed limits for continuous as well as overload op-eration of an installed engine having an optimisingpoint O and a specified MCR point M that confirmsthe ship’s specification.

Point A is a 100% speed and power reference pointof the load diagram, and is defined as the point onthe propeller curve (line 1), through the optimisingpoint O, having the specified MCR power. Normally,point M is equal to point A, but in special cases, forexample if a shaft generator is installed, point M maybe placed to the right of point A on line 7.

The service points of the installed engine incorpo-rate the engine power required for ship propulsionand shaft generator, if installed.

Limits for continuous operation

The continuous service range is limited by four lines:

Line 3 and line 9:Line 3 represents the maximum acceptable speedfor continuous operation, i.e. 105% of A.

If, in special cases, A is located to the right of lineL1-L2, the maximum limit, however, is 105% of L1.

During trial conditions the maximum speed may beextended to 107% of A, see line 9.

The above limits may in general be extended to105%, and during trial conditions to 107%, of thenominal L1 speed of the engine, provided the tor-sional vibration conditions permit.

The overspeed set-point is 109% of the speed in A,however, it may be moved to 109% of the nominalspeed in L1, provided that torsional vibration condi-tions permit.

Running above 100% of the nominal L1 speed at aload lower than about 65% specified MCR is, how-ever, to be avoided for extended periods. Onlyplants with controllable pitch propellers can reachthis light running area.

Line 4:Represents the limit at which an ample air supplyis available for combustion and imposes a limita-tion on the maximum combination of torque andspeed.

Line 5:Represents the maximum mean effective pressurelevel (mep), which can be accepted for continuousoperation.

Line 7:Represents the maximum power for continuousoperation.7

Limits for overload operation

The overload service range is limited as follows:

Line 8:Represents the overload operation limitations.

The area between lines 4, 5, 7 and the heavy dashedline 8 is available for overload running for limited pe-riods only (1 hour per 12 hours).

402 000 004 198 22 30


2.08

A 100% reference point

M Specified MCR point

O Optimising point

Line 1 Propeller curve through optimising point (i = 3)(engine layout curve)

Line 2 Propeller curve, fouled hull and heavy weather– heavy running (i = 3)

Line 3 Speed limit

Line 4 Torque/speed limit (i = 2)

Line 5 Mean effective pressure limit (i = 1)

Line 6 Propeller curve, clean hull and calm weather –light running (i = 3), for propeller layout

Line 7 Power limit for continuous running (i = 0)

Line 8 Overload limit

Line 9 Speed limit at sea trial

Point M to be located on line 7 (normally in point A)

Regarding “i” in the power functions Pb = c x ni, seepage 2.01


402 000 004 198 22 30

Fig. 2.07a: Engine load diagram for engine with VIT

Fig. 2.07b: Engine load diagram for engine without VIT

2.09

178 05 42-7.3178 05 42-7.3

178 39 18-4.1

Recommendation

Continuous operation without limitations is allowedonly within the area limited by lines 4, 5, 7 and 3 ofthe load diagram, except for CP propeller plantsmentioned in the previous section.

The area between lines 4 and 1 is available for oper-ation in shallow waters, heavy weather and duringacceleration, i.e. for non-steady operation withoutany strict time limitation.

After some time in operation, the ship’s hull and pro-peller will be fouled, resulting in heavier running ofthe propeller, i.e. the propeller curve will move to theleft from line 6 towards line 2, and extra power is re-quired for propulsion in order to keep the ship’sspeed.

In calm weather conditions, the extent of heavy run-ning of the propeller will indicate the need for clean-ing the hull and possibly polishing the propeller.

Once the specified MCR (and the optimising point)has been chosen, the capacities of the auxiliaryequipment will be adapted to the specified MCR,and the turbocharger etc. will be matched to the op-timised power, however considering the specifiedMCR.

If the specified MCR (and/or the optimising point) isto be increased later on, this may involve a changeof the pump and cooler capacities, retiming of theengine, change of the fuel valve nozzles, adjustingof the cylinder liner cooling, as well as rematching ofthe turbocharger or even a change to a larger size ofturbocharger. In some cases it can also requirelarger dimensions of the piping systems.

It is therefore of utmost importance to consider, al-ready at the project stage, if the specification shouldbe prepared for a later power increase.

402 000 004 198 22 30


Examples of the use of the Load Diagram

In the following see Figs. 2.08 - 2.13, are some ex-amples illustrating the flexibility of the layout andload diagrams and the significant influence of thechoice of the optimising point O.

The upper diagrams of the examples 1, 2, 3 and 4show engines with VIT fuel pumps for which the op-timising point O is normally different from the speci-fied MCR point M as this can improve the SFOC atpart load running. The lower diagrams also showengine wihtout VIT fuel pumps, i.e. point A=O.

Example 1 shows how to place the load diagram foran engine without shaft generator coupled to a fixedpitch propeller.

In example 2 are diagrams for the same configura-tion, here with the optimising point to the left of theheavy running propeller curve (2) obtaining an extraengine margin for heavy running.

As for example 1 example 3 shows the same layoutfor an engine with fixed pitch propeller, but with ashaft generator.

Example 4 shows a special case with a shaft gener-ator. In this case the shaft generator is cut off, andthe GenSets used when the engine runs at specifiedMCR. This makes it possible to choose a smaller en-gine with a lower power output.

Example 5 shows diagrams for an engine coupled toa controllable pitch propeller, with or without a shaftgenerator, (constant speed or combinator curve op-eration).

Example 6 shows where to place the optimisingpoint for an engine coupled to a controllable pitchpropeller, and operating at constant speed.

For a project, the layout diagram shown in Fig.2.14 may be used for construction of the actualload diagram.

2.10

For engines with VIT, the optimising point O and its pro-peller curve 1 will normally be selected on the engineservice curve 2, see the upper diagram of Fig. 2.08a.

For engines without VIT, the optimising point O willhave the same power as point M and its propellercurve 1 for engine layout will normally be selected

on the engine service curve 2 (for fouled hull andheavy weather), as shown in the lower diagram ofFig. 2.08a.

Point A is then found at the intersection between pro-peller curve 1 (2) and the constant power curve throughM, line 7. In this case point A is equal to point M.


402 000 004 198 22 30

2.11

Example 1:Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) is

equal to line 2O Optimising point of engineA Reference point of load diagram Line 7 Constant power line through specified MCR (M)MP Specified MCR for propulsion Point A Intersection between line 1 and 7SP Continuous service rating of propulsion

Fig. 2.08a: Example 1, Layout diagram for normal running Fig. 2.08b: Example 1, Load diagram for normal runningconditions, engine with FPP, without shaft generator conditions, engine with FPP, without shaft generator

Without VIT

With VIT

178 05 44-0.6

178 39 20-6.1

Once point A has been found in the layout diagram,the load diagram can be drawn, as shown in Fig.2.08b and hence the actual load limitation lines of thediesel engine may be found by using the inclinationsfrom the construction lines and the %-figures stated.

A similar example 2 is shown in Figs. 2.09. In thiscase, the optimising point O has been selectedmore to the left than in example 1, obtaining an extraengine margin for heavy running operation in heavyweather conditions. In principle, the light runningmargin has been increased for this case.

402 000 004 198 22 30


2.12

Example 2:Special running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)

is equal to line 2O Optimising point of engineA Reference point of load diagram Line 7 Constant power line through specified MCR (M)MP Specified MCR for propulsion Point A Intersection between line 1 and 7SP Continuous service rating of propulsion

Fig. 2.09a: Example 2, Layout diagram for special runningconditions, engine with FPP, without shaft generator

178 39 23-1.0

Fig. 2.09b: Example 2, Load diagram for special runningconditions, engine with FPP, without shaft generator

178 05 46-4.6

With VIT

Without VIT

In example 3 a shaft generator (SG) is installed, andtherefore the service power of the engine also has toincorporate the extra shaft power required for theshaft generator’s electrical power production.

In Fig. 2.10a, the engine service curve shown forheavy running incorporates this extra power.

The optimising point O will be chosen on the engineservice curve as shown, but can, by an approxima-tion, be located on curve 1, through point M.

Point A is then found in the same way as in example1, and the load diagram can be drawn as shown inFig. 2.10b.


402 000 004 198 22 30

2.13

Example 3:Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)O Optimising point of engine Line 7 Constant power line through specified MCR (M)A Reference point of load diagram Point A Intersection between line 1 and 7MP Specified MCR for propulsionSP Continuous service rating of propulsionSG Shaft generator power

Fig. 2.10a: Example 3, Layout diagram for normal runningconditions, engine with FPP, without shaft generator

Fig. 2.10b: Example 3, Load diagram for normal runningconditions, engine with FPP, with shaft generator

178 39 25-5.1

178 05 48-8.6

With VIT

Without VIT

402 000 004 198 22 30


Example 4:Special running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator

2.14

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) or

point SO Optimising point of engine Point A Intersection between line 1 and line L1 - L3

A Reference point of load diagram Point M Located on constant power line 7 throughpoint A (O = A if the engine is without VIT)and with MP's speed.

MP Specified MCR for propulsionSP Continuous service rating of propulsionSG Shaft generator

See text on next page.

Fig. 2.11a: Example 4. Layout diagram for special runningconditions, engine with FPP, with shaft generator

Fig. 2.11b: Example 4. Load diagram for special runningconditions, engine with FPP, with shaft generator

178 06 35-1.6

178 39 28-0.2

With VIT

Without VIT

Example 4:

Also in this special case, a shaft generator is in-stalled but, compared to Example 3, this case has aspecified MCR for propulsion, MP, placed at the topof the layout diagram, see Fig. 2.11a.

This involves that the intended specified MCR of theengine M’ will be placed outside the top of the layoutdiagram.

One solution could be to choose a larger dieselengine with an extra cylinder, but another andcheaper solution is to reduce the electrical powerproduction of the shaft generator when running inthe upper propulsion power range.

In choosing the latter solution, the required speci-fied MCR power can be reduced from point M’ topoint M as shown in Fig. 2.11a. Therefore, when run-ning in the upper propulsion power range, a dieselgenerator has to take over all or part of the electricalpower production.

However, such a situation will seldom occur, asships are rather infrequently running in the upperpropulsion power range.

Point A, having the highest possible power, isthen found at the intersection of line L1-L3 withline 1, see Fig. 2.11a, and the corresponding loaddiagram is drawn in Fig. 2.11b. Point M is foundon line 7 at MP’s speed.


402 000 004 198 22 30

2.15

Fig. 2.12 shows two examples: on the left diagramsfor an engine without VIT fuel pumps (A = O = M), onthe right, for an engine with VIT fuel pumps (A = M).

Layout diagram - without shaft generatorIf a controllable pitch propeller (CPP) is applied, thecombinator curve (of the propeller) will normally beselected for loaded ship including sea margin.

The combinator curve may for a given propeller speedhave a given propeller pitch, and this may be heavy run-ning in heavy weather like for a fixed pitch propeller.

Therefore it is recommended to use a light runningcombinator curve as shown in Fig. 2.12 to obtain anincreased operation margin of the diesel engine inheavy weather to the limit indicated by curves 4 and 5.

Layout diagram - with shaft generatorThe hatched area in Fig. 2.12 shows the recom-mended speed range between 100% and 96.7% ofthe specified MCR speed for an engine with shaftgenerator running at constant speed.

The service point S can be located at any pointwithin the hatched area.

The procedure shown in examples 3 and 4 for en-gines with FPP can also be applied here for engineswith CPP running with a combinator curve.

The optimising point O for engines with VIT may bechosen on the propeller curve through point A = Mwith an optimised power from 85 to 100% of thespecified MCR as mentioned before in the sectiondealing with optimising point O.

Load diagramTherefore, when the engine’s specified MCR point(M) has been chosen including engine margin, seamargin and the power for a shaft generator, if in-stalled, point M may be used as point A of the loaddiagram, which can then be drawn.

The position of the combinator curve ensures themaximum load range within the permitted speedrange for engine operation, and it still leaves a rea-sonable margin to the limit indicated by curves 4and 5.

Example 6 will give a more detailed description ofhow to run constant speed with a CP propeller.

402 000 004 198 22 30


Example 5:Engine coupled to controllable pitch propeller (CPP) with or without shaft generator

M Specified MCR of engine O Optimising point of engineS Continuous service rating of engine A Reference point of load diagram

Fig. 2.12: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator

2.16

With VITWithout VIT

178 39 31-4.1

Example 6: Engines with VIT fuel pumps run-ning at constant speed with controllable pitchpropeller (CPP)

Fig. 2.13a Constant speed curve through M, nor-mal and correct location of the optimising point O

Irrespective of whether the engine is operating on apropeller curve or on a constant speed curvethrough M, the optimising point O must be locatedon the propeller curve through the specified MCRpoint M or, in special cases, to the left of point M.

The reason is that the propeller curve 1 through theoptimising point O is the layout curve of the engine,and the intersection between curve 1 and the maxi-mum power line 7 through point M is equal to 100%power and 100% speed, point A of the load diagram- in this case A=M.

In Fig. 2.13a the optimising point O has been placedcorrectly, and the step-up gear and the shaft gener-ator, if installed, may be synchronised on the con-stant speed curve through M.

Fig. 2.13b: Constant speed curve through M,wrong position of optimising point O

If the engine has been service-optimised in point Oon a constant speed curve through point M, then thespecified MCR point M would be placed outside theload diagram, and this is not permissible.

Fig. 2.13c: Recommended constant speed run-ning curve, lower than speed M

In this case it is assumed that a shaft generator, if in-stalled, is synchronised at a lower constant main en-gine speed (for example with speed equal to O orlower) at which improved CP propeller efficiency isobtained for part load running.

In this layout example where an improved CP pro-peller efficiency is obtained during extended peri-ods of part load running, the step-up gear and theshaft generator have to be designed for the ap-plied lower constant engine speed.


402 000 004 198 22 30

2.17

Fig. 2.13: Running at constant speed with CPP

Fig. 2.13a: Normal procedure

Constant speed servicecurve through M

Constant speed servicecurve through M

Fig. 2.13b: Wrong procedure

Logarithmic scales

M: Specified MCRO: Optimised pointA: 100% power and speed of load

diagram (normally A=M)

Fig. 2.13c: Recommended procedure

Constant speed servicecurve with a speed lowerthan M

178 19 69-9.0

402 000 004 198 22 30


Fig. 2.14: Diagram for actual project

178 46 87-5.0

2.18

Fig. 2.14 contains a layout diagram that can be used for con-struction of the load diagram for an actual project, using the%-figures stated and the inclinations of the lines.

Emission Control

IMO NOx emission limits

All MC engines are delivered so as to comply withthe IMO speed dependent NOx limit, measured ac-cording to ISO 8178 Test Cycles E2/E3 for HeavyDuty Diesel Engines.

The Specific Fuel Oil Consumption (SFOC) and theNOx are interrelated parameters, and an engine of-fered with a guaranteed SFOC and also guaranteedto comply with the IMO NOx limitation will be subjectto a 5% fuel consumption tolerance.

30-50% NOx reduction

Water emulsification of the heavy fuel oil is a wellproven primary method. The type of homogenizer iseither ultrasonic or mechanical, using water fromthe freshwater generator and the water mistcatcher. The pressure of the homogenised fuel hasto be increased to prevent the formation of thesteam and cavitation. It may be necessary to modifysome of the engine components such as the fuelpumps, camshaft, and the engine control system.

Up to 95-98% NOx reduction

This reduction can be achieved by means of sec-ondary methods, such as the SCR (Selective Cata-lytic Reduction), which involves an after-treatmentof the exhaust gas.

Plants designed according to this method havebeen in service since 1990 on four vessels, usingHaldor Topsøe catalysts and ammonia as the re-ducing agent, urea can also be used.

The compact SCR unit can be located separately inthe engine room or horizontally on top of the engine.The compact SCR reactor is mounted before theturbocharger(s) in order to have the optimum work-ing temperature for the catalyst.

More detailed information can be found in our publi-cations:

P. 331 Emissions Control, Two-stroke Low-speedEngines

P. 333 How to deal with Emission Control.


402 000 004 198 22 30

2.19

Specific Fuel Oil Consumption

Engine with from 98 to 50 cm bore engines are asstandard fitted with high efficiency turbochargers.The smaller bore from 46 to 26 cm are fitted with theso-called "conventional" turbochargers

High efficiency/conventional turbochargers

Some engine types are as standard fitted with highefficiency turbochargers but can alternatively useconventional turbochargers. These are:S70MC-C, S70MC, S60MC-C, S60MC, L60MC,S50MC-C, S50MC and L50MC.

The high efficiency turbocharger is applied to theengine in the basic design with the view to obtainingthe lowest possible Specific Fuel Oil Consumption(SFOC) values.

With a conventional turbocharger the amount of airrequired for combustion purposes can, however, beadjusted to provide a higher exhaust gas tempera-ture, if this is needed for the exhaust gas boiler. Thematching of the engine and the turbocharging sys-tem is then modified, thus increasing the exhaustgas temperature by 20 °C.

This modification will lead to a 7-8% reduction in theexhaust gas amount, and involve an SFOC penaltyof up to 2 g/BHPh, see the example in Fig. 2.15.

The calculation of the expected specific fuel oil con-sumption (SFOC) can be carried out by means of thefollowing figures for fixed pitch propeller and forcontrollable pitch propeller, constant speed.Throughout the whole load area the SFOC of the en-gine depends on where the optimising point O ischosen.

402 000 004 198 22 30


Fig. 2.15: Example of part load SFOC curves for the two engine versions

2.20

178 47 08-1.0

SFOC at reference conditions

The SFOC is based on the reference ambient condi-tions stated in ISO 3046/1-1986:

1,000 mbar ambient air pressure25 °C ambient air temperature25 °C scavenge air coolant temperature

and is related to a fuel oil with a lower calorific value of10,200 kcal/kg (42,700 kJ/kg).

For lower calorific values and for ambient conditionsthat are different from the ISO reference conditions,the SFOC will be adjusted according to the conver-sion factors in the below table provided that the maxi-mum combustion pressure (Pmax) is adjusted to thenominal value (left column), or if the Pmax is notre-adjusted to the nominal value (right column).

WithPmaxadjusted

WithoutPmaxadjusted

Parameter Condition changeSFOCchange

SFOCchange

Scav. air coolanttemperature per 10 °C rise + 0.60% + 0.41%

Blower inlettemperature per 10 °C rise + 0.20% + 0.71%

Blower inletpressure per 10 mbar rise - 0.02% - 0.05%

Fuel oil lowercalorific value

rise 1%(42,700 kJ/kg) -1.00% - 1.00%

With for instance 1 °C increase of the scavenge aircoolant temperature, a corresponding 1 °C increaseof the scavenge air temperature will occur and in-volves an SFOC increase of 0.06% if Pmax is adjusted.

SFOC guarantee

The SFOC guarantee refers to the above ISO refer-ence conditions and lower calorific value, and is guar-anteed for the power-speed combination in which theengine is optimised (O).

The SFOC guarantee is given with a margin of 5% forengines fulfilling the IMO NOx emission limitations.

As SFOC and NOx are interrelated paramaters, an en-gine offered without fulfilling the IMO NOx limitationsonly has a tolerance of 3% of the SFOC.

Examples of graphic calculation ofSFOC

Diagram 1 in the following figures are valid for fixedpitch propeller and constant speed, respectively,shows the reduction in SFOC, relative to the SFOCat nominal rated MCR L1.

The solid lines are valid at 100, 80 and 50% of theoptimised power (O).

The optimising point O is drawn into the above-mentioned Diagram 1. A straight line along theconstant mep curves (parallel to L1-L3) is drawnthrough the optimising point O. The line intersec-tions of the solid lines and the oblique lines indi-cate the reduction in specific fuel oil consumptionat 100%, 80% and 50% of the optimised power,related to the SFOC stated for the nominal MCR(L1) rating at the actually available engine version.

The SFOC curve for an engine with conventionalturbocharger is identical to that for an engine withhigh efficiency turbocharger, but located at 2g/BHPh higher level.

In Fig. 2.24 an example of the calculated SFOCcurves are shown on Diagram 2, valid for two al-ternative engine ratings: O1 = 100% M andO2 = 85%M for a 6S70MC-C with VIT fuel pumps.


402 000 004 198 22 30

2.21

402 000 004 198 22 30


SFOCing/BHPhatnominalMCR(L1)

Engine kW/cyl. BHP/cyl. r/min g/kWh g/BHPh

6-12K98MC 5720 7780 94 171 126

6-12K98MC-C 5710 7760 104 171 126

Data optimising point (O):

Power: 100% of (O) BHP

Speed: 100% of (O) r/min

SFOC found: g/BHPh

These figures are valid both for engines with fixed pitch propeller and for engines running at constant speed.

178 87 11-3.0

Fig. 2.16a: SFOC for engines with fixed pitch propeller, K98MC and K98MC-C

2.22

178 44 22-7.1


402 000 004 198 22 30

2.23

178 44 22-7.0

Fig. 2.16b: SFOC for engines with constant speed,

178 44 22-7.1

402 000 004 198 22 30


2.24



6-9S90MC-C 4890 6650 76 167 123

178 37 74-4.0

Fig. 2.17a: Example of SFOC for engines with fixed pitch propeller, S90MC-C

178 87 12-5.0


402 000 004 198 22 30

Fig. 2.17b: Example of SFOC for engines with constant speed,

178 37 75-6.0

178 11 68-5.0

2.25

402 000 004 198 22 30


Fig. 2.18a: Example of SFOC for engines with fixed pitch propeller,


)Engine kW/cyl. BHP/cyl. r/min g/kWh g/BHPh

6-12K90MC-C 4560 6210 104 171 126

6-12K80MC-C 3610 4900 104 171 126




SFOC: g/BHPh

178 06 87-7.0

2.26

178 39 35-1.0

178 87 13-7.0


402 000 004 198 22 30

Fig. 2.18b: Example of SFOC for engines with constant speed,

178 06 89-0.0

2.27

178 44 22-7.1

402 000 004 198 22 30


Fig. 2.19a: Example of SFOC for engines with fixed pitch propeller

178 43 63-9.0

178 15 92-3.0

2.28

SFOC in g/BHPh at nominal MCR (L1)

TurbochargersHigh efficiency Conventional

Engine kW/cyl. BHP/cyl. r/min g/kWh g/BHPh g/kWh g/BHPh6-12L90MC-C 4890 6650 83 167 1234-12K90MC 4570 6220 94 171 1266-8S80MC-C 3880 5280 76 167 1234-9S80MC 3840 5220 79 167 1234-12L80MC 3640 4940 93 174 1284-8S70MC-C* 3105 4220 91 169 124 171 1264-8S70MC 2810 3820 91 169 124 171 1264-8L70MC 2830 3845 108 174 1284-8S60MC-C* 2255 3070 105 170 125 173 1274-8S60MC 2040 2780 105 170 125 173 1274-8L60MC 1920 2600 123 171 126 174 1284-8S50MC-C* 1580 2145 127 171 126 174 1284-8S50MC 1430 1940 127 171 126 174 1284-8L50MC 1330 1810 148 173 127 175 1294-12L42MC* 995 1355 176 177 130

* Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power





SFOC found: g/BHPh


402 000 004 198 22 30

Fig. 2.19b: Example of SFOC for engines with constant speed

178 43 63-9.0

178 15 91-1.0

2.29

402 000 004 198 22 30



Fig. 2.20a: Example of SFOC for engines with fixed pitch propeller

178 06 88-9.0

SFOC in g/BHPh at nominal MCR (L1)


4-8S46MC-C 1310 1785 129 174 128

4-12S42MC 1080 1470 136 177 130

4-12S35MC 740 1010 173 178 131

4-12L35MC 650 880 210 177 130

4-12S26MC 400 545 250 179 132




2.30

178 87 15-0.0

Specified MCR (M) = optimised point (O)


402 000 004 198 22 30

Fig. 2.20b: Example of SFOC for engines with constant speed

178 43 63-9.0

2.31

178 06 90-0.0

Specified MCR (M) = optimised point (O)

402 000 004 198 22 30


Fig. 2.21: Example of SFOC for 6S70MC-C with fixed pitch propeller, high efficiency turbocharger and VIT fuel pumps

178 43 67-6.0

178 15 88-8.0

2.32

Data at nominal MCR (L1): 6S70MC-C Data of optimising point (O) O1 O2

100% Power:100% Speed:High efficiency turbocharger:

25,32091

124

BHPr/ming/BHPh

Power: 100% of OSpeed: 100% of OSFOC found:

21,000 BHP81.9 r/min

122.1 g/BHPh

17,850 BHP77.4 r/min

119.7 g/BHPh

Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power

O1: Optimised in MO2: Optimised at 85% of power MPoint 3: is 80% of O2 = 0.80 x 85% of M = 68% MPoint 4: is 50% of O2 = 0.50 x 85% of M = 42.5% M

178 43 66-4.0

Fuel Consumption at an Arbitrary Load

Once the engine has been optimised in point O,shown on this Fig., the specific fuel oil consumptionin an arbitrary point S1, S2 or S3 can be estimatedbased on the SFOC in points “1" and ”2".

These SFOC values can be calculated by using thegraphs for fixed pitch propeller (curve I) and for theconstant speed (curve II), obtaining the SFOC inpoints 1 and 2, respectively.

Then the SFOC for point S1 can be calculated as aninterpolation between the SFOC in points “1" and”2", and for point S3 as an extrapolation.

The SFOC curve through points S2, to the left ofpoint 1, is symmetrical about point 1, i.e. at speedslower than that of point 1, the SFOC will also in-crease.

The above-mentioned method provides only an ap-proximate figure. A more precise indication of theexpected SFOC at any load can be calculated byusing our computer program. This is a service whichis available to our customers on request.


402 000 004 198 22 30

Fig. 2.22: SFOC at an arbitrary load

178 05 32-0.1

2.33

3 Turbocharger Choice

Turbocharger Types

The MC engines are designed for the application ofeither MAN B&W, ABB or Mitsubishi (MHI) turbo-chargers which are matched to comply with the IMOspeed dependent NOx emission limitations, mea-sured according to ISO 8178 Test Cycles E2/E3 forHeavy Duty Diesel Engines.

Engine type Conventionalturbocharger

High efficiencyturbocharger

K98MC S

K98MC-C S

S90MC-C S

L90MC-C S

K90MC S

K90MC-C S

S80MC-C S

S80MC S

L80MC S

K80MC-C S

S70MC-C O S

S70MC O S

L70MC S

S60MC-C O S

S60MC O S

L60MC O S

S50MC-C O S

S50MC O S

L50MC O S

S46MC-C S

S42MC S

L42MC S

S35MC S

L35MC S

S26MC S

S = Standard designO = Optional design

Fig. 3.01: Turbocharger designs

Location of turbochargers

• On the exhaust side:On all 98, 90, 80, 70, 60-bore enginesOn 10-12 cylinder 42, 35 and 26-bore engines.Optionally on 50 and 46-bore engines.

• One turbocharger on the aft end:On all 50 and 46-bore enginesOn 4-9 cylinder 42, 35 and 26-bore engines.Optionally on 60-bore engines.

For other layout points than L1, the number or size ofturbochargers may be different, depending on thepoint at which the engine is optimised.

Two turbochargers can be applied at extra cost forthose stated with one, if this is desirable due tospace requirements, or for other reasons.

In order to clean the turbine blades and the nozzlering assembly during operation, the exhaust gas in-let to the turbocharger(s) is provided with a drycleaning system using nut shells and a water wash-ing system.

Coagency of SFOC and Exhaust Gas DataConventional turbocharger(s)

For certain engine types the amount of air requiredfor the combustion can, however, be adjusted toprovide a higher exhaust gas temperature, if this isneeded for the exhaust gas boiler. In this case theconventional turbochargers are to be applied, seethe options in Fig. 3.01. The SFOC is then about 2g/BHPh higher, see section 2.


485 600 100 198 22 31

3.01

485 600 100 198 22 31


3.02

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

K98MC – – 3xNA70/T9* 3xNA70/T9 3xNA70/T9 4xNA70/T9* 4xNA70/T9 4xNA70/T9 5xNA70/T9*

K98MC-C – – 3xNA70/T9* 3xNA70/T9 3xNA70/T9 4xNA70/T9* 4xNA70/T9 4xNA70/T9 5xNA70/T9*

S90MC-C – – 2xNA70/T9 3xNA70/T9* 3xNA70/T9 3xNA70/T9 – – –

L90MC-C – – 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9

K90MC 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9

K90MC-C – – 2xNA70/T9 3xNA70/T9* 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9

S80MC-C – – 2xNA70/T9 2xNA70/T9 2xNA70/T9 – – – –

S80MC 1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 – – –

L80MC 1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9

K80MC-C – – 2xNA70/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9

S70MC-C 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9 – – – –

S70MC 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA57/T9 2xNA70/T9 – – – –

L70MC 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA57/T9 2xNA70/T9 – – – –



L60MC 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 1xNA70/T9 – – – –

S50MC-C 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 – – – –

S50MC 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA57/T9 1xNA70/T9 – – – –

L50MC 1xNA48/S 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA57/T9 – – – –

* Turbocharger installation requires special attention

– Not included in the production programme

Example of full designation: 6S70MC-C requires 2xNA57/T9 at nominal MCR.

Fig. 3.02: MAN B&W high efficiency turbochargers for engines with nominal rating (L1)complying with IMO's NOx emission limitatoins

178 86 83-6.0


485 600 100 198 22 31

3.03

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

K98MC – – 2 x 85-B12 2 x 85-B12 3 x 85-B11 3 x 85-B12 3 x 85-B12 4 x 85-B11 4 x 85-B12

K98MC-C – – 2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B12 3 x 85-B12 4 x 85-B11 4 x 85-B12

S90MC-C – – 2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11 – – –

L90MC-C – – 2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B12 3 x 85-B12

K90MC 1 x 85-B12 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B11 3 x 85-B12


S80MC-C – – 2 x 80-B12 2 x 85-B11 2 x 85-B11 – – – –

S80MC 1 x 85-B11 1 x 85-B12 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12 – – –

L80MC 1 x 85-B11 1 x 85-B12 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11 3 x 85-B11


S70MC-C 1 x 80-B12 1 x 85-B11 1 x 85-B12 2 x 80-B11 2 x 80-B12 – – – –

S70MC 1 x 80-B12 1 x 85-B11 1 x 85-B11 1 x 85-B12 2 x 80-B12 – – – –

L70MC 1 x 80-B12 1 x 85-B11 1 x 85-B12 2 x 80-B11 2 x 80-B12 – – – –

S60MC-C 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B12 – – – –

S60MC 1 x 77-B11 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B11 – – – –

L60MC 1 x 77-B11 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B11 – – – –

S50MC-C 1 x 73-B12 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 – – – –

S50MC 1 x 73-B11 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 – – – –

L50MC 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B12 1 x 80-B11 – – – –

All turbochargers in this table are of the TPL-type.

- Not included in the production programme

Example of full designation: 6S70MC-C requires 1 x TPL85-B12 at nominal MCR.

Fig. 3.03: ABB high efficiency turbochargers, type TPL, for engines with nominal rating (L1)complying with IMO's NOx emission limitations

178 86 84-8.0

485 600 100 198 22 31


3.04

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

K98MC – – n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D n.a.

K98MC-C – – n.a. 3 x 714D n.a. n.a. 4 x 714D n.a. n.a.

S90MC-C – – 2 x 714D n.a. 3 x 714D 3 x 714D – – –

L90MC-C – – 2 x 714D n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D

K90MC 2 x 564D 2 x 714D 2 x 714D n.a. 3 x 714D 3 x 714D 3 x 714D 4 x 714D 4 x 714D

K90MC-C – – 2 x 714D n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D

S80MC-C – – 2 x 714D 2 x 714D 2 x 714D – – – –

S80MC 1 x 714D 2 x 564D 2 x 714D 2 x 714D 2 x 714D 3 x 714D – – –

L80MC 1 x 714D 2 x 564D 2 x 714D 2 x 714D 2 x 714D 3 x 714D 3 x 714D 3 x 714D 3 x 714D

K80MC-C – – 2 x 714D 2 x 714D 2 x 714D 3 x 714D 3 x 714D 3 x 714D 3 x 714D

S70MC-C 1 x 714D 1 x 714D 2 x 564D 2 x 714D 2 x 714D – – – –

S70MC 1 x 714D 1 x 714D 2 x 564D 2 x 564D 2 x 714D – – – –

L70MC 1 x 714D 1 x 714D 2 x 564D 2 x 714D 2 x 714D – – – –

S60MC-C 1 x 564D 1 x 714D 1 x 714D 1 x 714D 2 x 564D – – – –

S60MC 1 x 564D 1 x 714D 1 x 714D 1 x 714D 2 x 564D – – – –

L60MC 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – –

S50MC-C 1 x 564D 1 x 564D 1 x 564D 1 x 714D 1 x 714D – – – –

S50MC 1 x 454D 1 x 564D 1 x 564D 1 x 714D 1 x 714D – – – –

L50MC 1 x 454D 1 x 564D 1 x 564D 1 x 564D 1 x 714D – – – –

All turbochargers in this table are of the VTR-type and have the suffix "-32".

n.a. Not applicable


Example of full designation: 6S70MC-C requires 2 x VTR564D-32 at nominal MCR.

Fig. 3.04: ABB high efficiency turbochargers, type VTR-32, for engines with nominal rating (L1)complying with IMO's NOx emission limitations

178 86 86-1.0


485 600 100 198 22 31

3.05

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

K98MC – – 2xMET83SE 2xMET90SE 2xMET90SE 3xMET83SE 3xMET90SE 3xMET90SE 3xMET90SE

K98MC-C – – 2xMET83SE 2xMET90SE 3xMET83SE 3xMET83SE 3xMET90SE 3xMET90SE 4xMET83SE

S90MC-C – – 2xMET83SE 2xMET83SE 2xMET90SE 2xMET90SE – – –

L90MC-C – – 2xMET83SE 2xMET83SE 2xMET90SE 2xMET90SE 3xMET83SE 3xMET83SE 3xMET90SE

K90MC 1xMET90SE 2xMET71SE 2xMET83SE 2xMET83SE 2xMET90SE 2xMET90SE 3xMET83SE 3xMET83SE 3xMET90SE


S80MC-C – – 2xMET71SE 2xMET83SE 2xMET83SE – – – –

S80MC 1xMET83SE 1xMET90SE 1xMET90SE 2xMET71SE 2xMET83SE 2xMET83SE – – –

L80MC 1xMET83SE 1xMET90SE 1xMET90SE 2xMET71SE 2xMET83SE 2xMET83SE 2xMET90SE 2xMET90SE 2xMET90SE


S70MC-C 1xMET71SE 1xMET83SE 1xMET83SE 1xMET90SE 2xMET71SE – – – –

S70MC 1xMET66SE 1xMET83SE 1xMET83SE 1xMET90SE 1xMET90SE – – – –

L70MC 1xMET71SE 1xMET83SE 1xMET83SE 1xMET90SE 2xMET71SE – – – –








Fig. 3.05: Mitsubishi high efficiency turbochargers for engines with nominal rating (L1)complying with IMO's NOx emission limitations

178 86 87-3.0

485 600 100 198 22 31


3.06

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12



L70MC n.a. n.a. n.a. n.a. n.a. – – – –


S60MC 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 – – – –

L60MC 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 – – – –

S50MC-C 1xNA48/S 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA70/T9 – – – –

S50MC 1xNA48/S 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA57/T9 – – – –

L50MC 1xNA40/S 1xNA48/S 1xNA48/S 1xNA57/T9 1xNA57/T9 – – – –

S46MC-C 1xNA40/S 1xNA48/S 1xNA48/S 1xNA57/T9 1xNA57/T9 – – – –

S42MC 1xNA40/S 1xNA40/S 1xNA48/S 1xNA48/S 1xNA48/S 1xNA57/T9 2xNA40/S 2xNA48/S 2xNA48/S

L42MC 1xNA34/S 1xNA40/S 1xNA48/S 1xNA48/S 1xNA48/S 1xNA57/T9 2xNA40/S 2xNA40/S 2xNA48/S

S35MC 1xNA34/S 1xNA34/S 1xNA40/S 1xNA40/S 1xNA48/S 1xNA48/S 2xNA34/S 2xNA40/S 2xNA40/S

L35MC 1xNR29/S 1xNA34/S 1xNA34/S 1xNA40/S 1xNA40/S 1xNA40/S 2xNA34/S 2xNA34/S 2xNA34/S

S26MC 1xNR20/S 1xNR24/S 1xNR29/S 1xNR29/S 1xNA34/S 1xNA34/S 2xNR24/S 2xNR24/S 2xNR29/S

n.a. Not applicable


Fig. 3.06: MAN B&W conventional turbochargers for engines with nominal rating (L1)complying with IMO's NOx emission limits

178 86 87-3.0


485 600 100 198 22 31

3.07

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

S70MC-C 1 x 80-B11 1 x 85-B11 1 x 85-B11 1 x 85-B12 2 x 80-B11 – – – –

S70MC 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B12 2 x 80-B11 – – – –

L70MC n.a. n.a. n.a. n.a. n.a. – – – –

S60MC-C 1 x 77-B11 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B11 – – – –

S60MC 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11 – – – –

L60MC 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11 – – – –

S50MC-C 1 x 73-B11 1 x 77-B11 1 x 77-B11 1 x 77-B12 1 x 80-B11 – – – –

S50MC 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B12 1 x 80-B11 – – – –

L50MC 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B11 1 x 77-B12 – – – –

S46MC-C 1 x 73-B11 1 x 73-B11 1 x 77-B11 1 x 77-B11 1 x 77-B12 – – – –

S42MC 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B11 2 x 73-B11 2 x 73-B11 2 x 73-B11

L42MC 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B12 1 x 73-B12 1 x 77-B11 2 x 73-B11 2 x 73-B11 2 x 73-B11

S35MC 1 x 65-A10 1 x 69-A10 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B11 2 x 69-A10 2 x 69-A10 2 x 69-A10

L35MC 1 x 65-A10 1 x 65-A10 1 x 69-A10 1 x 69-A10 1 x 73-B11 1 x 73-B11 2 x 65-A10 2 x 65-A10 2 x 69-A10

S26MC 1xTPS57D* 1xTPS57D* 1 x 61-A10 1 x 61-A10 1 x 65-A10 1 x 65-A10 2 x TPS57D* 2 x 61-A10 2 x 61-A10

All turbochargers in this table are of the TPL-type.

* For 4 and 5 cylinder S26MC the full designation is listed in the table.

n.a. Not applicable


Example of a full designation: 6S70MC-C requires 1 x TPL85-B11 at nominal MCR.

Fig. 3.07: ABB conventional turbochargers, type TPL, for engines with nominal rating (L1)complying with IMO's NOx emission limits

178 86 89-7.0

485 600 100 198 22 31


Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

S70MC-C 1 x 714D 1 x 714D 2 x 564D 2 x 564D 2 x 714D – – – –

S70MC 1 x 714D 1 x 714D 1 x 714D 2 x 564D 2 x 714D – – – –

L70MC n.a. n.a. n.a. n.a. n.a. – – – –

S60MC-C 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – –

S60MC 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – –

L60MC 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D – – – –

S50MC-C 1 x 454D 1 x 564D 1 x 564D 1 x 564D 1 x 714D – – – –

S50MC 1 x 454D 1 x 564D 1 x 564D 1 x 564D 1 x 714D – – – –

L50MC 1 x 454D 1 x 454D 1 x 564D 1 x 564D 1 x 564D – – – –

S46MC-C 1 x 454D 1 x 454D 1 x 564D 1 x 564D 1 x 564D – – – –

S42MC 1 x 454P 1 x 454D 1 x 454D 1 x 564D 1 x 564D 1 x 564D 2 x 454D 2 x 454D 2 x 454D

L42MC 1 x 454P 1 x 454D 1 x 454D 1 x 454D 1 x 564D 1 x 564D 2 x 454D 2 x 454D 2 x 454D

S35MC 1 x 354P 1 x 354P 1 x 454D 1 x 454D 1 x 454D 1 x 454D 2 x 354P 2 x 454P 2 x 454D

L35MC 1 x 354P 1 x 354P 1 x 454P 1 x 454D 1 x 454D 1 x 454D 2 x 354P 2 x 354P 2 x 454P

S26MC 1 x 254P 1 x 254P 1 x 304P 1 x 304P 1 x 354P 1 x 354P 2 x 254P 2 x 304P 2 x 304P

All turbochargers in this table are of the VTR-type and have the suffix "-32". Example of a full designation is VTR714D-32.

n.a. Not applicable


Example of full designation: 6S70MC-C requires 2 x VTR564D-32 at nominal MCR.

Fig. 3.08: ABB conventional turbochargers, type VTR-32, for engines with nominal rating (L1)complying with IMO's NOx emission limits

3.08

178 86 90-7.0


485 600 100 198 22 31

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

S70MC-C 1xMET66SD1xMET83SD1xMET83SD 1xMET90SE 1xMET90SE – – – –

S70MC 1xMET66SD 1xMET71SE 1xMET83SD1xMET83SD 1xMET90SE – – – –

L70MC n.a. n.a. n.a. n.a. n.a. – – – –

S60MC-C 1xMET66SD1xMET66SD 1xMET71SE 1xMET83SD1xMET83SD – – – –

S60MC 1xMET66SD1xMET66SD1xMET66SD 1xMET71SE 1xMET83SD – – – –

L60MC 1xMET53SD1xMET66SD1xMET66SD 1xMET71SE 1xMET83SD – – – –

S50MC-C 1xMET53SD 1xMET53SE 1xMET66SD1xMET66SD 1xMET71SE – – – –

S50MC 1xMET53SD1xMET53SD1xMET66SD1xMET66SD1xMET66SD – – – –

L50MC 1xMET53SD1xMET53SD1xMET66SD1xMET66SD1xMET66SD – – – –

S46MC-C 1xMET53SD1xMET53SD1xMET53SD1xMET66SD1xMET66SD – – – –

S42MC 1xMET42SE 1xMET53SE 1xMET53SE 1xMET53SE 1xMET66SD1xMET66SD 2xMET53SE 2xMET53SE 2xMET53SE

L42MC 1xMET42SD 1xMET42SE 1xMET53SD1xMET53SD1xMET53SD1xMET66SD 2xMET42SE 2xMET53SD2xMET53SD

S35MC 1xMET33SD1xMET42SD1xMET42SD1xMET53SD1xMET53SD1xMET53SD2xMET42SD2xMET42SD2xMET42SD

L35MC 1xMET30SR1xMET33SD1xMET33SD1xMET42SD 1xMET42SE 1xMET53SD2xMET33SD2xMET42SD2xMET42SD

S26MC 1xMET26SR1xMET26SR1xMET30SR1xMET30SR1xMET33SD1xMET33SD2xMET26SR2xMET30SR2xMET30SR

n.a. Not applicable


Fig. 3.09: Mitsubishi conventional turbochargers for engines with nominal rating (L1)complying with IMO's NOx emission limits

3.09

178 86 91-9.0

Cut-Off or By-Pass of Exhaust Gas

The exhaust gas can be cut-off or by-passed by theturbochargers using either of the following systems.

Turbocharger cut-out system

The application of this optional system, Fig. 3.10,depends on the layout of the turbocharger(s) in eachindividual case. It can be economical to apply thecut-out system on an engine with two or moreturbochargers if the engine is to operate for longperiods at low loads of about 50% of the optimisedpower or below.

Advantages:

• Reduced SFOC if one turbocharger is cut-out

• Reduced heat load on essential engine compo-nents, due to increased scavenge air pressure.This results in less maintenance and lower spareparts requirements

• The increased scavenge air pressure permits run-ning without the use of an auxiliary blower downto 20-30% of the specified MCR from 30-40%,thus saving electrical power.

At 50% of the optimised power, the SFOC savingswill be about 1-2 g/BHPh, and the savings will belarger at lower loads.

485 600 100 198 22 31


3.10

Fig. 3.10: Position of turbocharger cut-out valves

178 06 93-6.0

Valve for partial by-pass

This optional system can only be applied on engineshaving a turbocharger capacity higher than requiredfor the specifed MCR.

A valve for partial by-pass of the exhaust gas aroundthe high efficiency turbocharger(s), Fig. 3.11, can beused in order to obtain improved SFOC at partloads. For engine loads above 50% of optimisedpower, the turbocharger allows part of the exhaustgas to be by-passed around the turbcoharger, giv-ing an increased exhaust temperature to the ex-haust gas boiler.

At loads below 50% of the optimised power, theby-pass closes automatically and the turbochargerworks under improved conditions with high effi-ciency. Furthermore, the limit for activating the aux-iliary blowers is reduced in relation to the normallimit for plants without partial bypass.

Total by-pass for emergyency running

The total amount of exhaust gas around theturbocharger is only by-passed in case of emer-gency running upon turbocharger failure, Fig. 3.12.

This enables the engine to run at a higher load thanwith a locked rotor during emergency conditions. Ifthis system is applied, the engine's exhaust gas re-ceiver will be fitted with a by-pass flange of the samediameter as the inlet pipe to the turbocharger. Theemergency pipe between the exhaust receiver andthe exhaust pipe after the turbocharger is yard's de-livery.


485 600 100 198 22 31

Fig. 3.12: Total by-pass of exhaust gas for emergency runningFig. 3.11: Valve for partial by-pass

3.11

178 06 69-8.0 178 06 72-1.1

4 Electricity Production

Introduction

Next to power for propulsion, electricity productionis the largest fuel consumer on board. The electricityis produced by using one or more of the followingtypes of machinery, either running alone or in parallel:

• Auxiliary diesel generating sets

• Main engine driven generators

• Steam driven turbogenerators

• Emergency diesel generating sets.

The machinery installed should be selected basedon an economical evaluation of first cost, operatingcosts, and the demand of man-hours for mainte-nance.

In the following, technical information is given re-garding main engine driven generators (PTO) andthe auxiliary diesel generating sets produced byMAN B&W.

The possibility of using a turbogenerator driven bythe steam produced by an exhaust gas boiler can beevaluated based on the exhaust gas data.

Power Take Off (PTO)

With a generator coupled to a Power Take Off (PTO)from the main engine, the electricity can be pro-duced based on the main engine’s low SFOC anduse of heavy fuel oil. Several standardised PTO sys-tems are available, see Fig. 4.01 and the designa-tions on Fig. 4.02:

PTO/RCF(Power Take Off/Renk Constant Frequency):Generator giving constant frequency, based onmechanical-hydraulical speed control.

PTO/CFE(Power Take Off/Constant Frequency Electrical):Generator giving constant frequency, based onelectrical frequency control.

PTO/GCR(Power Take Off/Gear Constant Ratio):Generator coupled to a constant ratio step-up gear,used only for engines running at constant speed.

The DMG/CFE (Direct Mounted Generator/ConstantFrequency Electrical) and the SMG/CFE (ShaftMounted Generator/Constant Frequency Electrical)are special designs within the PTO/CFE group inwhich the generator is coupled directly to the main en-gine crankshaft and the intermediate shaft, respec-tively, without a gear. The electrical output of the gen-erator is controlled by electrical frequency control.

Within each PTO system, several designs are avail-able, depending on the positioning of the gear:

BW I:Gear with a vertical generator mounted onto thefore end of the diesel engine, without any con-nections to the ship structure.

BW II:A free-standing gear mounted on the tank topand connected to the fore end of the diesel en-gine, with a vertical or horizontal generator.

BW III:A crankshaft gear mounted onto the fore end ofthe diesel engine, with a side-mounted generatorwithout any connections to the ship structure.

BW IV:A free-standing step-up gear connected to theintermediate shaft, with a horizontal generator.

The most popular of the gear based alternatives arethe type designated BW III/RCF for plants with afixed pitch propeller (FPP) and the BW IV/GCR forplants with a controllable pitch propeller (CPP). TheBW III/RCF requires no separate seating in the shipand only little attention from the shipyard with re-spect to alignment.


485 600 100 198 22 32

4.01

485 600 100 198 22 32


4.02

Alternative types and layouts of shaft generators Design Seating Totalefficiency (%)

PTO

/RC

F

1a 1b BW I/RCF On engine(vertical generator)

88-91

2a 2b BW II/RCF On tank top 88-91

3a 3b BW III/RCF On engine 88-91

4a 4b BW IV/RCF On tank top 88-91

PTO

/CFE

5a 5b DMG/CFE On engine 84-88

6a 6b SMG/CFE On tank top 84-88

PTO

/GC

R

7 BW I/GCR On engine(vertical generator)

92

8 BW II/GCR On tank top 92

9 BW III/GCR On engine 92

10 BW IV/GCR On tank top 92

Fig. 4.01: Types of PTO

178 19 66-3.1

The BW III -design can be applied on all enginesfrom the 98 to the 42 bore types. On the 60, 50,46, and 42 type engines special attention has tobe paid to the space requirements for the BW IIIsystem, if the turbocharger is located on the ex-haust side.

For the smaller engine types, (the L/S35 and theS26) the step-up gear and generator have to belocated on a separate seating, i.e. the BW II or theBW IV system is to be used.

For further information please refer to the respec-tive project guides and our publication:

P. 364 “Shaft GeneratorsPower Take Offfrom the Main Engine”

Which is also available at the Internet address:www.manbw.dk under “Libraries”.


485 600 100 198 22 32

Fig. 4.02: Designation of PTO

4.03

Power take off:BW III S70-C/RCF 700-60

178 45 49-8.0

50: 50 Hz60: 60 Hz

kW on generator terminals

RCF: Renk constant frequency unitCFE: Electrically frequency controlled unitGCR: Step-up gear with constant ratio

Engine type on which it is applied

Layout of PTO: See Fig. 4.01

Make: MAN B&W

PTO/RCF

Side mounted generator, BWIII/RCF(Fig. 4.01, Alternative 3)

The PTO/RCF generator systems have been devel-oped in close cooperation with the German gearmanufacturer Renk. A complete package solution isoffered, comprising a flexible coupling, a step-upgear, an epicyclic, variable-ratio gear with built-inclutch, hydraulic pump and motor, and a standardgenerator, see Fig. 4.03.

For marine engines with controllable pitch propel-lers running at constant engine speed, the hydraulicsystem can be dispensed with, i.e. a PTO/GCR de-sign is normally used.

Fig. 4.03 shows the principles of the PTO/RCF ar-rangement. As can be seen, a step-up gear box(called crankshaft gear) with three gear wheels isbolted directly to the frame box of the main engine.The bearings of the three gear wheels are mountedin the gear box so that the weight of the wheels is notcarried by the crankshaft. In the frame box, betweenthe crankcase and the gear drive, space is availablefor tuning wheel, counterweights, axial vibrationdamper, etc.

The first gear wheel is connected to the crankshaftvia a special flexible coupling made in one piecewith a tooth coupling driving the crankshaft gear,thus isolating it against torsional and axial vibrations.

485 600 100 198 22 32


4.04

Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF

178 00 45-5.0

By means of a simple arrangement, the shaft in thecrankshaft gear carrying the first gear wheel and thefemale part of the toothed coupling can be movedforward, thus disconnecting the two parts of thetoothed coupling.

The power from the crankshaft gear is transferred,via a multi-disc clutch, to an epicyclic variable-ratiogear and the generator. These are mounted on acommon bedplate, bolted to brackets integratedwith the engine bedplate.

The BWIII/RCF unit is an epicyclic gear with a hydro-static superposition drive. The hydrostatic inputdrives the annulus of the epicyclic gear in either di-rection of rotation, hence continuously varying thegearing ratio to keep the generator speed constantthroughout an engine speed variation of 30%. In thestandard layout, this is between 100% and 70% ofthe engine speed at specified MCR, but it can beplaced in a lower range if required.

The input power to the gear is divided into two paths– one mechanical and the other hydrostatic – andthe epicyclic differential combines the power of thetwo paths and transmits the combined power to theoutput shaft, connected to the generator. The gear isequipped with a hydrostatic motor driven by a pump,and controlled by an electronic control unit. Thiskeeps the generator speed constant during single run-ning as well as when running in parallel with other gen-erators.

The multi-disc clutch, integrated into the gear inputshaft, permits the engaging and disengaging of theepicyclic gear, and thus the generator, from themain engine during operation.

An electronic control system with a Renk controllerensures that the control signals to the main electri-cal switchboard are identical to those for the normalauxiliary generator sets. This applies to ships withautomatic synchronising and load sharing, as wellas to ships with manual switchboard operation.

Internal control circuits and interlocking functionsbetween the epicyclic gear and the electronic con-trol box provide automatic control of the functionsnecessary for the satisfactory operation and protec-tion of the BWIII/RCF unit. If any monitored value ex-ceeds the normal operation limits, a warning or an

alarm is given depending upon the origin, severityand the extent of deviation from the permissible val-ues. The cause of a warning or an alarm is shown ona digital display.

Extent of delivery for BWIII/RCF units

The delivery comprises a complete unit ready to bebuilt-on to the main engine. Fig. 4.04 shows the gen-eral arrangement. Space requirements for a specific

In the case that a larger generator is required, pleasecontact MAN B&W Diesel A/S.

If a main engine speed other than the nominal is re-quired as a basis for the PTO operation, this must betaken into consideration when determining the ratioof the crankshaft gear. However, this has no influ-ence on the space required for the gears and thegenerator.

The PTO can be operated as a motor (PTI) as well asa generator by adding some minor modifications.


485 600 100 198 22 32

4.05

Standard sizes of the crankshaft gears and the RCFunits are designed for 700, 1200, 1800 and 2600 kW,while the generator sizes of make A. van Kaick are:

Type

DSG

440 V1800kVA

60 Hzr/minkW

380 V1500kVA

50 Hzr/minkW

62 M2-462 L1-462 L2-474 M1-474 M2-474 L1-474 L2-486 K1-486 M1-486 L2-499 K1-4

707855

105612711432165119241942234527923222

566684845

10171146132115391554187622342578

627761940

11371280146817091844214825422989

501609752909

1024117413681475171820332391

178 34 89-3.1

Yard deliveries are:

1. Cooling water pipes to the built-on lubricating oilcooling system, including the valves.

2. Electrical power supply to the lubricating oilstand-by pump built on to the RCF unit.

3. Wiring between the generator and the operatorcontrol panel in the switch-board.

4. An external permanent lubricating oil filling-upconnection can be established in connection withthe RCF unit. The system is shown in Fig. 4.07 “Lu-bricating oil system for RCF gear”. The dosagetank and the pertaining piping are to be deliveredby the yard. The size of the dosage tank is stated inthe table for RCF gear in “Necessary capacities forPTO/RCF” (Fig. 4.06).

The necessary preparations to be made on the en-gine are specified in Figs. 4.05a and 4.05b.

Additional capacities required for BWIII/RCF

The capacities stated in the “List of capacities” forthe main engine in question are to be increased bythe additional capacities for the crankshaft gear andthe RCF gear stated in Fig. 4.06.

485 600 100 198 22 32


4.06


485 600 100 198 22 32

Fig. 4.04a: Arrangement of side mounted generator PTO/RCF type BWlll RCF for engines with turbocharger on theexhaust side (98-90-80-70-60-50-46 types)

4.07

Fig. 4.04b: Arrangement of side mounted generator PTO/RCF type BWlll RCF for engines with turbocharger on the at end(60-50-46 types and 4-9 cylindere engine of the 42 type)

178 05 11-5.0

178 36 29-6.0

485 600 100 198 22 32


4.08

Fig. 4.05a: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)

178 40 42-8.0


485 600 100 198 22 32

4.09

Pos. 1 Special face on bedplate and frame box

Pos. 2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or statorhousing

Pos. 3 Machined washers placed on frame box part of face to ensure, that it is flush with the face on thebedplate

Pos. 4 Rubber gasket placed on frame box part of face

Pos. 5 Shim placed on frame box part of face to ensure, that it is flush with the face of the bedplate

Pos. 6 Distance tubes and long bolts

Pos. 7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTOmaker

Pos. 8 Flange of crankshaft, normally the standard execution can be used

Pos. 9 Studs and nuts for crankshaft flange

Pos. 10 Free flange end at lubricating oil inlet pipe (incl. blank flange)

Pos. 11 Oil outlet flange welded to bedplate (incl. blank flange)

Pos. 12 Face for brackets

Pos. 13 Brackets

Pos. 14 Studs for mounting the brackets

Pos. 15 Studs, nuts, and shims for mounting of RCF-/generator unit on the brackets

Pos. 16 Shims, studs and nuts for connection between crankshaft gear and RCF-/generator unit

Pos. 17 Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO

Pos. 18 Intermediate shaft between crankshaft and PTO

Pos. 19 Oil sealing for intermediate shaft

Pos. 20 Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box

Pos. 21 Plug box for electronic measuring instrument for check of condition of axial vibration damper

Pos. no: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

BWIII/RCF A A A A B A B A A A A A B B A A

BWIII/GCR, BWIII/CFE A A A A B A B A A A A A B B A A

BWII/RCF A A A A A A

BWII/GCR, BWII/CFE A A A A A A

BWI/RCF A A A A B A B A A

BWI/GCR, BWI/CFE A A A A B A B A A A A

DMG/CFE A A A B C A B A A

A: Preparations to be carried out by engine builder

B: Parts supplied by PTO-maker

C: See text of pos. no.

Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)

178 33 84-9.0

485 600 100 198 22 32


4.10

178 33 85-0.0

Fig. 4.07: Lubricating oil system for RCF gear

178 06 47-1.0

The letters refer to the “List of flanges”,which will be extended by the engine builder,when PTO systems are built on the main engine

Crankshaft gear lubricated from the main engine lubricating oil systemThe figures are to be added to the main engine capacity list:

Nominal output of generator kW 700 1200 1800 2600

Lubricating oil flow m3/h 4.1 4.1 4.9 6.2

Heat dissipation kW 12.1 20.8 31.1 45.0

RCF gear with separate lubricating oil system:

Nominal output of generator kW 700 1200 1800 2600

Cooling water quantity m3/h 14.1 22.1 30.0 39.0

Heat dissipation kW 55 92 134 180

El. power for oil pump kW 11.0 15.0 18.0 21.0

Dosage tank capacity m3 0.40 0.51 0.69 0.95

El. power for Renk-controller 24V DC ± 10%, 8 amp

Cooling water inlet temperature: 36 °CPressure drop across cooler: approximately 0.5 barFill pipe for lube oil system store tank (~ø32)Drain pipe to lube oil system drain tank (~ø40)Electric cable between Renk terminal at gearbox andoperator control panel in switchboard: Cable typeFMGCG 19 x 2 x 0.5

Fig. 4.06: Necessary capacities for PTO/RCF, BW III/RCF system

From main engine:Design lube oil pressure: 2.25 barLube oil pressure at crankshaft gear: min. 1 barLube oil working temperature: 50 °CLube oil type: SAE 30

DMG/CFE Generators

Fig. 4.01 alternative 5, shows the DMG/CFE (DirectMounted Generator/Constant Frequency Electrical)which is a low speed generator with its rotor mount-ed directly on the crankshaft and its stator bolted onto the frame box as shown in Figs. 4.08 and 4.09.

The DMG/CFE is separated from the crankcase by aplate, and a labyrinth stuffing box.

The DMG/CFE system has been developed in coop-eration with the German generator manufacturersSiemens and AEG, but similar types of generators

can be supplied by others, e.g. Fuji, Nishishiba andShinko in Japan.

For generators in the normal output range, the massof the rotor can normally be carried by the foremostmain bearing without exceeding the permissiblebearing load (see Fig. 4.09), but this must bechecked by the engine manufacturer in each case.

If the permissible load on the foremost main bearingis exceeded, e.g. because a tuning wheel is needed,this does not preclude the use of a DMG/CFE.


485 600 100 198 22 32

Fig. 4.08: Standard engine, with direct mounted generator (DMG/CFE)

178 06 73-3.1

4.11

485 600 100 198 22 32


Fig. 4.10: Diagram of DMG/CFE with static converter

Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel

178 06 63-7.1

178 56 55-3.1

4.12

In such a case, the problem is solved by installing asmall, elastically supported bearing in front of thestator housing, as shown in Fig. 4.09.

As the DMG type is directly connected to the crank-shaft, it has a very low rotational speed and, conse-quently, the electric output current has a low fre-quency – normally in order of 15 Hz.

Therefore, it is necessary to use a static frequencyconverter between the DMG and the main switch-board. The DMG/CFE is, as standard, laid out foroperation with full output between 100% and 70%and with reduced output between 70% and 50% ofthe engine speed at specified MCR.

Static converter

The static frequency converter system (see Fig.4.10) consists of a static part, i.e. thyristors and con-trol equipment, and a rotary electric machine.

The DMG produces a three-phase alternating cur-rent with a low frequency, which varies in accor-dance with the main engine speed. This alternatingcurrent is rectified and led to a thyristor inverter pro-ducing a three-phase alternating current with con-stant frequency.

Since the frequency converter system uses a DC in-termediate link, no reactive power can be suppliedto the electric mains. To supply this reactive power,a synchronous condenser is used. The synchronouscondenser consists of an ordinary synchronousgenerator coupled to the electric mains.

Extent of delivery for DMG/CFE units

The delivery extent is a generator fully built-on to themain engine inclusive of the synchronous con-denser unit, and the static converter cubicles whichare to be installed in the engine room.

The DMG/CFE can, with a small modification, beoperated both as a generator and as a motor (PTI).

Yard deliveries are:

1. Installation, i.e. seating in the ship for the syn-chronous condenser unit, and for the static con-verter cubicles

2. Cooling water pipes to the generator if watercooling is applied

3. Cabling.

The necessary preparations to be made on the en-gine are specified in Figs. 4.05a and 4.05b.


485 600 100 198 22 32

4.13

PTO type: BW IV/GCRPower Take Off/Gear Constant Ratio

The shaft generator system, type BW IV/GCR, in-stalled in the shaft line (Fig. 4.01 alternative 10) cangenerate power on board ships equipped with a con-trollable pitch propeller running at constant speed.

The PTO-system can be delivered as a tunnel gearwith hollow flexible coupling or, alternatively, as agenerator step-up gear with flexible coupling inte-grated in the shaft line.

The main engine needs no special preparation formounting this type of PTO system if it is connectedto the intermediate shaft.

The PTO-system installed in the shaft line can alsobe installed on ships equipped with a fixed pitchpropeller or controllable pitch propeller running incombinator mode. This will, however, also requirean additional Renk Constant Frequency gear (Fig.4.01 alternative 4) or additional electrical equipment

for maintaining the constant frequency of the gener-ated electric power.

Tunnel gear with hollow flexible coupling

This PTO-system is normally installed on ships witha minor electrical power take off load compared tothe propulsion power, up to approximately 25% ofthe engine power.

The hollow flexible coupling is only to be dimension-ed for the maximum electrical load of the power takeoff system and this gives an economic advantagefor minor power take off loads compared to the sys-tem with an ordinary flexible coupling integrated inthe shaft line.

The hollow flexible coupling consists of flexible seg-ments and connecting pieces, which allow replace-ment of the coupling segments without dismountingthe shaft line, see Fig. 4.11.

485 600 100 198 22 32


4.14

Fig. 4.11: BW IV/GCR, tunnel gear

178 18 25-0.0

Auxiliary Propulsion System/Take HomeSystem

From time to time an Auxiliary Propulsion Sys-tem/Take Home System capable of driving theCP-propeller by using the shaft generator as anelectric motor is requested.

MAN B&W Diesel can offer a solution where theCP-propeller is driven by the alternator via atwo-speed tunnel gear box. The electric power isproduced by a number of GenSets. The main en-gine is disengaged by a conical bolt clutch(CB-Clutch) made as an integral part of the shaft-ing. The clutch is installed between the tunnelgear box and the main engine, and conical boltsare used to connect and disconnect the main en-gine and the shafting. See Figure 4.12.

The CB-Clutch is operated by hydraulic oil pres-sure which is supplied by the power pack used tocontrol the CP-propeller.

A thrust bearing, which transfers the auxiliary pro-pulsion propeller thrust to the engine thrust bear-

ing when the clutch is disengaged, is built into theCB-Clutch. When the clutch is engaged, the thrustis transferred statically to the engine thrust bear-ing through the thrust bearing built into the clutch.

To obtain high propeller efficiency in the auxiliarypropulsion mode, and thus also to minimise theauxiliary power required, a two-speed tunnel gear,which provides lower propeller speed in the auxil-iary propulsion mode, is used.

The two-speed tunnel gear box is made with afriction clutch which allows the propeller to beclutched in at full alternator/motor speed wherethe full torque is available. The alternator/motor isstarted in the de-clutched condition with a starttransformer.

The system can quickly establish auxiliary propul-sion from the engine control room and/or bridge,even with unmanned engine room.

Re-establishment of normal operation requires at-tendance in the engine room and can be done withina few minutes.


485 600 100 198 22 32

4.15

Fig. 4.12: Auxiliary propulsion system178 47 02-0.0

Generator step-up gear and flexible couplingintegrated in the shaft line

For higher power take off loads, a generator step-upgear and flexible coupling integrated in the shaft linemay be chosen due to first costs of gear and coupling.

The flexible coupling integrated in the shaft line willtransfer the total engine load for both propulsion andelectricity and must be dimensioned accordingly.

The flexible coupling cannot transfer the thrust fromthe propeller and it is, therefore, necessary to makethe gear-box with an integrated thrust bearing.

This type of PTO-system is typically installed onships with large electrical power consumption,e.g. shuttle tankers.

485 600 100 198 22 32


Fig. 4.13: Power Take Off (PTO) BW II/GCR

Power Take Off/Gear Constant Ratio,PTO type: BW II/GCR

The system Fig. 4.01 alternative 8 can generateelectrical power on board ships equipped with acontrollable pitch propeller, running at constantspeed.

The PTO unit is mounted on the tank top at the foreend of the engine and, by virtue of its short and com-pact design, it requires a minimum of installationspace, see Fig. 4.13. The PTO generator is activatedat sea, taking over the electrical power productionon board when the main engine speed has stabi-lised at a level corresponding to the generator fre-quency required on board.

The BW II/GCR cannot, as standard, be mechani-cally disconnected from the main engine, but a hy-draulically activated clutch, including hydraulicpump, control valve and control panel, can be fittedas an option.

178 18 22-5.0

4.16

5 Installation Aspects

Installation Aspects

Space requirement for the engine

Overhaul with double jib crane

Arrangenant of epoxy shocks

Mechanical top bracing

Hydraulic top bracing

Earthing device


400 000 050 178 50 15

5 Installation Aspects

The figures shown in this section are intended as anaid at the project stage. The data are subject tochange without notice, and binding data is to begiven by the engine builder in the “Installation Docu-mentation”.

Please note that the newest version of most of thedrawings of this section can be downloaded fromour website on www.manbw.dk under 'Products,'Marine Power', 'Two-stroke Engines' where youthen choose the engine type.

Space Requirements for the Engine

The space requirements stated in Figs. 5.01 arevalid for engines rated at nominal MCR (L1).

The additional space needed for engines equippedwith PTO is available on request.

If, during the project stage, the outer dimensions ofthe turbochargers seem to cause problems, it ispossible, for the same number of cylinders, to useturbochargers with smaller dimensions by increas-ing the indicated number of turbochargers by one,see chapter 3.

Overhaul of Engine

The distances stated from the centre of the crank-shaft to the crane hook are for vertical or tilted lift,see Figs. 5.01a and 5.01b.

The capacity of a normal engine room crane can befound in Fig. 5.02.

The area covered by the engine room crane shall bewide enough to reach any heavy spare part requiredin the engine room.

A lower overhaul height is, however, available by usingthe MAN B&W double-jib crane, built by Danish CraneBuilding ApS, shown in Figs. 5.02 and 5.03.

Please note that the distances H3 and H4 given for adouble-jib crane is from the centre of the crankshaftto the lower edge of the deck beam.

A special crane beam for dismantling the turbo-charger must be fitted. The lifting capacity of thecrane beam for dismantling the turbocharger isstated in the respective Project Guides.

The overhaul tools for the engine are designed to beused with a crane hook according to DIN 15400,June 1990, material class M and load capacity 1Amand dimensions of the single hook type according toDIN 15401, part 1.

The total length of the engine at the crankshaft levelmay vary depending on the equipment to be fittedon the fore end of the engine, such as adjustablecounterweights, tuning wheel, moment compensa-tors or PTO.

Engine Masses and Centre of Gravity

The total engine masses appear from Fig 5.01. Thecentre of gravity as well as masses of water and oil inthe engine are stated in the respective ProjectGuides.


430 100 030 198 22 33

5.01

Engine Seating and Arrangement ofHolding Down Bolts

The dimensions of the engine seating stated in Fig.5.04 are for guidance only.

The engine is basically mounted on epoxy chocksin which case the underside of the bedplate’s lowerflanges has no taper.

The epoxy types approved by MAN B&W Diesel A/Sare:

“Chockfast Orange PR 610 TCF”from ITW Philadelphia Resins Corporation, USA,and“Epocast 36"from H.A. Springer – Kiel, Germany

The engine may alternatively, be mounted on castiron chocks (solid chocks), in which case the under-side of the bedplate’s lower flanges is with taper1:100.

Please note that the K98MC, K98MC-C and theS90MC-C are designed for mounting on epoxy chocksonly.

Top Bracing

The so-called guide force moments are caused bythe transverse reaction forces acting on thecrossheads due to the connecting rod/crankshaftmechanism. When the piston of a cylinder is not ex-actly in its top or bottom position, the gas force fromthe combustion, transferred through the connectingrod will have a component acting on the crossheadand the crankshaft perpendicularly to the axis of thecylinder. Its resultant is acting on the guide shoe (orpiston skirt in the case of a trunk engine), and to-gether they form a guide force moment.

The moments may excite engine vibrations movingthe engine top athwartships and causing a rocking(excited by H-moment) or twisting (excited byX-moment) movement of the engine.

For engines with fewer than seven cylinders, thisguide force moment tends to rock the engine intransverse direction, and for engines with seven cyl-

inders or more, it tends to twist the engine. Bothforms are shown in section 7 dealing with vibrations.The guide force moments are harmless to the en-gine, however, they may cause annoying vibrationsin the superstructure and/or engine room, if propercountermeasures are not taken.

As a detailed calculation of this system is normallynot available, MAN B&W Diesel recommend that topbracing is installed between the engine’s upperplatform brackets and the casing side.

However the top bracing is not needed in all cases. Insome cases the vibration level is lower if the top brac-ing is not installed. This has normally to be checked bymeasurements, i.e. with and without top bracing.

If a vibration measurement in the first vessel of a se-ries shows that the vibration level is acceptablewithout the top bracing, then we have no objectionto the top bracing being dismounted and the rest ofthe series produced without top bracing.

It is our experience that especially the 7 cyl. enginewill often have a lower vibration level without topbracing.

Without top bracing, the natural frequency of thevibrating system comprising engine, ship’s bottom,and ship’s side, is often so low that resonance withthe excitation source (the guide force moment) canoccur close the the normal speed range, resulting inthe risk of vibraiton.

With top bracing, such a resonance will occurabove the normal speed range, as the top bracingincreases the natural frequency of the above-mentioned vibrating system.

The top bracing is normally placed on the exhaustside of the engine, but the top bracing can alterna-tively be placed on the camshaft side.

430 100 030 198 22 33


5.02

Mechanical top bracing

The mechanical top bracing shown in Figs. 5.05 and5.06 comprises stiff connections (links) with frictionplates.

The forces and deflections for calculating the trans-verse top bracing’s connection to the hull structureare stated in Fig. 5.06.

Mechanical top bracings can be applied on all typesfrom 98 to the S35 and no top bracing is needed onL35 and S26 types.

The mechanical top bracing is to be made by the ship-yard in accordance with MAN B&W instructions.

Hydraulic top bracing

The hydraulic top bracings are available with pumpstation or without pump station, see Figs. 5.07, 5.08and 5.09.

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

The hydraulically adjustable top bracing is intendedfor one side mounting, either the exhaust side (alter-native 1), or the camshaft side (alternative 2).

Hydraulic top bracings can be applied on all 98-50types.

Position of top bracings

All engines can have a top bracing on the exhaust side.

All 98-S35 engines can have a top bracing on thecamshaft side, except for S70MC-C, S60MC-C andS50MC-C engines where only a hydraulic top brac-ing can be placed in both ends of the engine.

The number of top bracings required and their loca-tion are stated in the respective Project Guides.

For further information see section 7 “Vibration as-pects”.

Earthing Device

In some cases, it has been found that the differencein the electrical potential between the hull and thepropeller shaft (due to the propeller being immersedin seawater) has caused spark erosion on the mainbearings and journals of the engine.

A potential difference of less than 80 mV is harmlessto the main bearings so, in order to reduce the po-tential between the crankshaft and the engine struc-ture (hull), and thus prevent spark erosion, we rec-ommend the installation of a highly efficient earthingdevice.

The sketch Fig. 5.10 shows the layout of such anearthing device, i.e. a brush arrangement which isable to keep the potential difference below 50 mV.

We also recommend the installation of a shaft-hullmV-meter so that the potential, and thus the correctfunctioning of the device, can be checked.


430 100 030 198 22 33

5.03

430 100 450 198 22 34


K98 K98-C S90-C L90-C K90 K90-C S80-C S80 L80 K80-C S70-C S70 L70 S60-C S60 L60Dimensions in mm

A 1700 1700 1800 1699 1699 1699 1736 1736 1510 1510 1520 1520 1323 1300 1300 1134B 4640 4370 5000 5000 4936 4286 5000 4824 4388 4088 4390 4250 3842 3770 3478 3228E 1750 1750 1602 1602 1602 1602 1424 1424 1424 1424 1190 1246 1246 1020 1068 1068

H1 13075 12400 14450 13900 14050 12075 14400 14050 12400 11475 12400 12225 10850 10650 10500 9325H2 11950 11325 13300 12800 12925 11100 13275 13150 11575 10675 11525 11400 10075 9925 9825 8675H3 13025 12575 13425 13125 13175 11950 13025 12950 11775 11125 11250 11125 10125 9675 9550 8725

Lmin4 cyl. 9176 8051 8386 6591 7177 7008 5648 6116 59565 cyl. 10778 9475 9810 7781 8423 8254 6668 7184 70246 cyl. 12865 12865 12087 12400 12380 12447 10899 10899 11234 11104 8971 9669 9500 7688 8252 80927 cyl. 14615 14615 13689 15502 13982 14049 12323 12323 12658 12528 10161 10915 10746 8708 9320 91608 cyl. 17605 17605 15291 17104 17084 15651 13747 13747 14082 13952 11351 12161 11992 9728 10388 102289 cyl. 19355 19355 18193 18706 18686 18403 16331 16786 16526

10 cyl. 21105 21105 20308 20288 20005 18210 1795011 cyl. 22855 22855 21910 21890 21607 19634 1937412 cyl. 24605 24605 23512 23492 23209 21058 20798

Dry masses in tons4 cyl. 787 636 580 408 413 383 263 273 2705 cyl. 931 756 681 480 492 448 314 319 3186 cyl. 1152 1100 1105 1077 1074 986 805 864 791 774 555 562 525 358 371 3437 cyl. 1318 1265 1235 1279 1272 1106 880 996 864 875 624 648 592 410 422 4078 cyl. 1528 1475 1410 1446 1411 1253 985 1105 974 984 704 722 667 467 470 4519 cyl. 1678 1621 1588 1589 1553 1415 1223 1120 1101

10 cyl. 1856 1797 1734 1700 1561 1218 120211 cyl. 2006 1946 1877 1840 1686 1339 130212 cyl. 2157 2095 2038 1980 1826 1440 1423

The distances H1 and H2 are from the centre of the crankshaft to the crane hook.The distance H3 for the double jib crane is from the centre of the crankshaft to the lower edge of the deck beam

E - Cylinder distance H1 - Vertical lift H2 - Tilted lift H3 - Electrical double jib crane

Fig. 5.01a: Space requirements and masses

5.04

178 87 18-6.0

Lmin

H3H1

A

E

H2

178 16 77-5.0B


430 100 450 198 22 34

S50-C S50 L50 S46-C S42 L42 S35 L35 S26Dimensions in mm

A 1085 1085 944 986 900 690 650 550 420B 3150 2950 2710 2924 2670 2460 2200 1980 1880E 850 890 890 782 748 748 600 600 490

H1 8950 8800 7825 8600 8050 6700 6425 5200 4825H2 8375 8250 7325 8075 7525 6250 6050 4850 4725H3 8150 8100 7400 7850 7300 6350 5925 5025 4525H4 5850 4825 4500

Lmin4 cyl. 4739 5730 5615 4357 4240 4661 3480 3445 29755 cyl. 5589 6620 6505 5139 4988 5409 4080 4045 34656 cyl. 6439 7510 7395 5921 5736 6157 4680 4645 39557 cyl. 7289 8400 8285 6703 6484 6905 5280 5245 44458 cyl. 8139 9290 9175 7485 7232 7653 5880 5845 49359 cyl. 7980 8401 6480 6445 5425

10 cyl. 9476 9897 7080 7645 640511 cyl. 10224 10645 8280 8245 689512 cyl. 10972 11393 8880 8845 7385

Dry masses in tons4 cyl. 155 171 163 133 109 95 57 50 325 cyl. 181 195 188 153 125 110 65 58 376 cyl. 207 225 215 171 143 125 75 67 427 cyl. 238 255 249 197 160 143 84 75 488 cyl. 273 288 276 217 176 158 93 83 539 cyl. 195 176 103 92 58

10 cyl. 232 210 122 108 6811 cyl. 249 229 132 118 7412 cyl. 269 244 141 126 79

The distances H1 and H2 are from the centre of the crankshaft to the crane hook. The distances H3 and H4 for the doublejib crane are from the centre of the crankshaft to the lower edge of the deck beam.

E - Cylinder distance H1 - Vertical lift H2 - Tilted lift H3 - Electrical double jib crane H4 Manual double jib crane

Fig. 5.01b: Space requirements and masses

5.05

178 16 76-0.0

H4

H1

H2

Lmin

A

H3

B

178 87 19-8.0

E


488 701 010 198 22 35

5.06

Lifting capacity in tons

Engine type For normaloverhaul

For doublejib crane

K98MC 12.5 2 x 6.3

K98MC-C 12.5 2 x 6.3

S90MC-C 10.0 2 x 5.0

L90MC-C 10.0 2 x 5.0

K90MC 10.0 2 x 5.0

K90MC-C 10.0 2 x 5.0

S80MC-C 10.0 2 x 5.0

S80MC 8.0 2 x 4.0

L80MC 8.0 2 x 4.0

K80MC-C 6.3 2 x 4.0

S70MC-C 6.3 2 x 3.0

S70MC 5.0 2 x 2.5

L70MC 5.0 2 x 2.5

S60MC-C 4.0 2 x 2.0

S60MC 3.2 2 x 1.6

L60MC 3.2 2 x 1.6

S50MC-C 2.0 2 x 1.6

S50MC 2.0 2 x 1.0

L50MC 1.6 2 x 1.0

S46MC-C 2.0 2 x 1.0

S42MC 1.25 2 x 1.0

L42MC 1.25 2 x 1.0

S35MC 0.8 2 x 0.5

L35MC 0.63 2 x 0.5

S26MC 0.5 2 x 0.5

Fig. 5.02: Engine room crane capacities for overhaul

178 87 20-8.0


488 701 010 198 22 35

5.07

Fig. 5.03: Overhaul with double-jib crane

Deck beam

MAN B&W DoubleJib Crane

Centreline crankshaft

The double-jib cranecan be delivered by:

Danish Crane Building A/SP.O. Box 54Østerlandsvej 2DK-9240 Nibe, Denmark

Telephone:Telefax:E-mail:

+ 45 98 35 31 33+ 45 98 35 30 [email protected]

178 06 25-5.3

430 100 450 198 22 36


5.08

Dimensions are stated in mmEngine type A B C D E F G H I Jh Jv K L M N P

K98MC 3255 2910 50 2310 60 1525 50 1510 30 781 1700 80 50 500 38

K98MC-C 3120 2775 50 2175 60 1375 50 1360 30 781 1700 80 50 500 38

S90MC-T 3360 3100 44 2480 55 1755 44 1730 30 920 1800 75 50 470 34

L90MC-C 3360 3100 44 2480 55 1755 44 1730 30 920 1800 75 50 470 34

K90MC 3420 3054 44 2359 55 1675 44 1650 30 885 1699 75 50 470 34

K90MC-C 3090 2729 44 2034 55 1405 44 1380 30 610 1699 75 50 470 34

S80MC-C 3275 2950 40 2450 50 1700 40 1675 25 920 1736 70 50 440 34

S80MC 3275 2950 40 2320 50 1700 40 1675 25 805 1736 70 50 440 34

L80MC 3040 2720 40 2100 50 1490 40 1465 25 785 1510 70 50 440 34

K80MC-C 2890 2570 40 1950 50 1340 40 1315 25 677 1510 70 50 430 34

S70MC-C 2880 2616 36 2195 45 1530 36 1515 22 805 1520 65 50 400 34

S70MC 2880 2616 36 2046 45 1500 36 1480 22 695 1520 65 50 400 34

L70MC 2670 2410 36 1840 45 1310 36 1290 20 685 1323 65 50 400 34

S60MC-C 2410 2175 30 1855 40 1330 30 1315 20 700 1300 60 50 400 22

S60MC 2410 2175 30 1690 40 1215 30 1200 20 630 1300 60 50 400 25

L60MC 2270 2045 30 1565 40 1095 30 1080 20 1150 605 1134 60 50 400 25

S50MC-C 2090 1880 28 1540 36 1110 28 1095 20 1075 518 1088 50 47 400 22

S50MC 2090 1880 28 1450 36 1035 28 1020 20 1050 520 1085 50 50 400 22

L50MC 1970 1760 28 1330 36 915 28 900 18 1046 515 944 50 50 400 22

S46MC-C 1955 1755 28 1435 32 1060 28 1045 18 830 550 986 50 50 380 22

S42MC 1910 1720 25 1330 30 955 24 980 15 880 510 900 45 50 350 19

L42MC 1785 1595 25 1230 30 870 25 855 18 940 560 690 45 50 350 19

S35MC 1616 1475 20 1155 25 855 20 840 18 775 495 650 45 40 350 19

L35MC 1505 1350 20 1035 25 720 20 705 18 745 465 550 45 40 350 19

S26MC 1390 1235 20 695 20 680 15 690 470 420 40 35 19Jv = with vertical oil outlets Jh = with horizontal oil outlets

FIg. 5.04: Profile of engine seating, epoxy chocks 178 87 22-1.0

178 06 43-4.2


483 110 007 198 22 37

5.09

Force per mechanical top bracing and minimumhorizontal rigidity at attachment to the hull

Engine typeForce perbracing in

kN

Minimumhorizontalrigidity in

MN/mK98MC 248 230K98MC-C 248 230S90MC-C 209 210L90MC-C 209 210K90MC 209 210K90MC-C 209 210S80MC-C 165 190S80MC 165 190L80MC 165 190K80MC-C 165 190S70MC-C 126 170S70MC 126 170L70MC 126 170S60MC-C 93 140S60MC 93 140L60MC 93 140S50MC-C 64 120S50MC 64 120L50MC 64 120S46MC-C 55 110S42MC 45 100L42MC 45 100S35MC 32 85L35MC * *S26MC * ** = top bracings are normally not required

Fig. 5.05: Mechanical top bracing arrangement

Top bracing should only be installed on one side,either the exhaust side, or the camshaft side

178 09 63-3.2

178 46 90-9.0

Fig. 5.06: Mechanical top bracing outline


483 110 008 198 22 39

5.10

Fig. 5.07: Hydraulic top bracing arrangement, turbocharger located exhaust side of engine

Force per hydraulic top bracing and maximumhorizontal deflection at attachment to the hull

Engine type

Number oftop

bracingsper engine

Force perbracing in

kN

Max.horizontaldeflection

in mm11-12K98MC 6 127 0.516-10K98MC-C 4 127 0.5111-12K98MC-C 6 127 0.516-10K98MC-C 4 127 0.51S90MC-C 4 127 0.51L90MC-C 4 127 0.51K90MC 4 127 0.51K90MC-C 4 127 0.51S80MC-C 4 127 0.51S80MC 4 127 0.51L80MC 4 127 0.51K80MC-C 4 127 0.51S70MC-C 2 127 0.36S70MC 2 127 0.36L70MC 2 127 0.36S60MC-C 2 81 0.23S60MC 2 81 0.23L60MC 2 81 0.23S50MC-C 2 81 0.23S50MC 2 81 0.23L50MC 2 81 0.23S46MC-C 2* 46* 0.13*S42MC 2* 46* 0.13*L42MC 2* 46* 0.13*S35MC 2* 35* 0.07*L35MC ** ** **S26MC ** ** *** = with mechanical top bracings only

** = top bracings are norminally not required

178 46 89-9.0

178 87 24-5.0


483 110 008 198 22 39

Fig. 5.08a: Hydraulic top bracing layout of system with pump station, option: 4 83 122

The hydraulically adjustable top bracing system con-sists basically of two or four hydraulic cylinders, twoaccumulator units and one pump station

Pump stationincluding:two pumpsoil tankfilterreleif valves andcontrol box

Fig. 5.08b: Hydraulic cylinder for option 4 83 122

Valve block withsolenoid valveand relief valve

Hullside

Inlet Outlet

Engineside

5.11

Pipe:

Electric wiring:

Hydraulic cylinders

Accumulator unit

With pneumatic/hydrauliccylinders only

178 16 47-6.0

178 16 68-0.0

483 110 008 198 22 39


Fig. 5.09b: Hydraulic cylinder for option 4 83 123

Fig. 5.09a: Hydraulic top bracing layout of system without pump station, option: 4 83 123

5.12

With pneumatic/hydrauliccylinders only

178 18 60-7.0

178 15 73-2.0


420 600 010 198 22 40

5.13

Cross section must not be smaller than 45 mm2 andthe length of the cable must be as short as possible

Silver metalgraphite brushes

Hull

Slipring

Voltmeter for shaft-hull

Rudder

Voltmeter for shaft-hull potential difference

Main bearing

Propeller

Intermediate shaft

Earthing devicePropeller shaft

Current

Fig. 5.10: Earthing device, (yard's supply)

178 32 07-8.0

6.01 Calculation of Capacities

The MC engines are available in the following threeversions with respect to the Specific Fuel Oil Con-sumption (SFOC):

• With high efficiency turbocharger(s):K98MC, K98MC-C, S90MC-C, L90MC-C, K90MC,K90MC-C, S80MC-C, S80MC, L80MC, K80MC-C andL70MC

• With conventional turbocharger(s):S46MC-C, S42MC, L42MC, S35MC, L35MC and S26MC

• With high efficiency turbocharger or optionally withconventional turbocharger:S70MC-C, S70MC, S60MC-C, S60MC, L60MC,S50MC-C, S50MC and L50MC.A 2 g/BHPh penalty must be added to the SFOC if ahigher exhaust gas temperature is required by using aconventional turbocharger


430 200 025 198 22 41

6.01.01

Fig. 6.01.01: Diagram for seawater cooling system

Fig. 6.01.02: Diagram for central cooling water system

178 11 26-4.1

178 11 27-6.1

Cooling Water Systems

The capacities given in the tables are based on tropi-cal ambient reference conditions and refer to en-gines with high efficiency or conventional turbo-charger running at nominal MCR (L1) for:

• Seawater cooling system, Figs. 6.01.01 and 6.01.03

• Central cooling water system, Figs. 6.01.02 and 6.01.04

The capacities for the starting air receivers and thecompressors are stated in Fig. 6.01.05

Each system is briefly described in sections 6.02 to6.10. A detailed specification of the componentscan be found in the respective Project Guides.

If a freshwater generator is installed, the water pro-duction can be calculated by using the formulastated later in this section and the way of calculatingthe exhaust gas data is also shown later in this sec-tion. The air consumption is approximately 98% ofthe calculated exhaust gas amount.

The diagrams use the symbols shown in Fig. 6.01.19“Basic symbols for piping”. The symbols for instrumen-tation can be found in section 8 of the Project Guides.

Heat radiation

The radiation and convection heat losses to theengine room are stated as an approximate per-centage of the engine's nominal power (kW in L1).1.1% for the 98 and 90 types1.2% for the 80 and 70 types1.3% for the 60 and 50 types1.5% for the 46 and 42 types1.8% for the 35 types, and2.0% for the 26 type

430 200 025 198 22 41


6.01.02

Nominal MCR at 94 r/min

Cyl. 6 7 8 9 10 11 12

kW 34320 40040 45760 51480 57200 62920 68640

Pum

ps

Fuel oil circulating pump m3/h 13.2 15.4 17.7 19.9 22.0 24.0 26.0

Fuel oil supply pump m3/h 8.8 10.2 11.7 13.2 14.6 16.1 17.6

Jacket cooling water pump m3/h 1) 305 350 395 450 495 540 600

2) 275 320 370 415 460 510 550

3) n.a. 335 385 n.a. 480 530 n.a.

4) 275 320 370 415 460 510 550

Seawater cooling pump* m3/h 1) 1090 1270 1440 1630 1810 1990 2170

2) 1080 1260 1450 1620 1800 1990 2170

3) n.a. 1260 1430 n.a. 1790 1970 n.a.

4) 1080 1250 1430 1610 1790 1970 2150

Lubricating oil pump* m3/h 1) 750 860 980 1110 1230 1350 1480

2) 740 860 990 1110 1230 1360 1480

3) n.a. 830 950 n.a. 1190 1310 n.a.

4) 740 860 980 1110 1230 1350 1470

Booster pump for camshaft m3/h n.a. n.a. n.a. n.a. n.a. n.a. n.a.

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 14000 16340 18670 21010 23340 25670 28010

Seawater m3/h 712 830 950 1068 1187 1306 1424

Lubricating oil coolerHeat dissipation approx.* kW 1) 2860 3290 3720 4250 4680 5110 5630

2) 2960 3390 4010 4440 4870 5490 5920

3) n.a. 3010 3440 n.a. 4300 4730 n.a.

4) 2790 3260 3690 4180 4670 5100 5530

Lubricating oil* m3/h See above "Main lubricating oil pump"

Seawater m3/h 1) 378 440 490 562 623 684 746

2) 368 430 500 552 613 684 746

3) n.a. 430 480 n.a. 603 664 n.a.

4) 368 420 480 542 603 664 726

Jacket water coolerHeat dissipation approx. kW 1) 5040 5840 6640 7520 8320 9120 10000

2) 4800 5600 6400 7200 8000 8800 9600

3) n.a. 5880 6680 n.a. 8370 9170 n.a.

4) 4800 5600 6400 7200 8000 8800 9600

Jacket cooling water m3/h See above "Jacket cooling water pump"

Seawater m3/h See above "Seawater quantity" for lube oil cooler

Fuel oil heater kW 345 405 465 520 580 630 680

Exhaust gas flow at 235 °C** kg/h 329490 384405 439320 494235 549150 604065 658980

Air consumption of engine kg/s 89.8 104.7 119.7 134.7 149.6 164.6 179.6

*

**n.a.

For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsionalvibration damper the engine’s capacities must be increased by those stated for the actual systemThe exhaust gas amount and temperature must be adjusted according to the actual plant specificationNot applicable

1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers

Fig. 6.03a: List of capacities, K98MC with seawater system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 86 64-5.0

K98MC


430 200 025 198 22 41

6.01.03


Cyl. 6 7 8 9 10 11 12

kW 34320 40040 45760 51480 57200 62920 68640

Pum

ps

Fuel oil circulating pump m3/h 13.2 15.4 17.7 19.9 22.0 24.0 26.0Fuel oil supply pump m3/h 8.8 10.2 11.7 13.2 14.6 16.1 17.6Jacket cooling water pump m3/h 1) 305 350 395 450 495 540 600

2) 275 320 370 415 460 510 5503) n.a. 335 385 n.a. 480 530 n.a.4) 275 320 370 415 460 510 550

Central cooling water pump* m3/h 1) 880 1020 1160 1310 1450 1590 17402) 870 1010 1160 1300 1450 1600 17403) n.a. 1010 1150 n.a. 1440 1580 n.a.4) 860 1000 1150 1290 1440 1580 1720

Seawater pump* m3/h 1) 1040 1210 1380 1560 1730 1900 20802) 1040 1210 1380 1550 1720 1900 20703) n.a. 1200 1370 n.a. 1710 1880 n.a.4) 1030 1200 1370 1540 1710 1880 2050

Lubricating oil pump* m3/h 1) 750 860 980 1110 1230 1350 14802) 740 860 990 1110 1230 1360 14803) n.a. 830 950 n.a. 1190 1310 n.a.4) 740 860 980 1110 1230 1350 1470


Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 13890 16210 18520 20840 23150 25470 27780Central cooling water m3/h 498 581 664 747 830 912 995Lubricating oil coolerHeat dissipation approx.* kW 1) 2860 3290 3720 4250 4680 5110 5630

2) 2960 3390 4010 4440 4870 5490 59203) n.a. 3010 3440 n.a. 4300 4730 n.a.4) 2790 3260 3690 4180 4670 5100 5530

Lubricating oil* m3/h See above "Lubricating oil pump"Central cooling water m3/h 1) 382 439 496 563 620 678 745

2) 372 429 496 553 620 688 7453) n.a. 429 486 n.a. 610 668 n.a.4) 362 419 486 543 610 668 725


2) 4800 5600 6400 7200 8000 8800 96003) n.a. 5880 6680 n.a. 8370 9170 n.a.4) 4800 5600 6400 7200 8000 8800 9600

Jacket cooling water m3/h See above "Jacket cooling water"Central cooling water m3/h See above "Central cooling water quantity" for lube oil coolerCentral coolerHeat dissipation approx.* kW 1) 21790 25340 28880 32610 36150 39700 43410

2) 21650 25200 28930 32480 36020 39760 433003) n.a. 25100 28640 n.a. 35820 39370 n.a.4) 21480 25070 28610 32220 35820 39370 42910

Central cooling water* m3/h See above "Central cooling water pump"Seawater* m3/h See above "Seawater cooling pump"




Fig. 6.04a: List of capacities, K98MC with central cooling water system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

K98MC

178 86 65-7.0

430 200 025 198 22 41


6.01.04


Cyl. 6 7 8 9 10 11 12

kW 34260 39970 45680 51390 57100 62810 68520

Pum

ps




2) 275 320 370 415 460 510 550

3) n.a. 335 n.a.s n.a. 480 n.a. n.a.

4) 275 320 370 415 460 510 550


2) 1100 1290 1470 1650 1830 2020 2200

3) n.a. 1280 n.a. n.a. 1820 n.a. n.a.

4) 1090 1280 1460 1640 1820 2000 2190


2) 740 870 990 1110 1230 1360 1480

3) n.a. 830 n.a. n.a. 1190 n.a. n.a.

4) 740 860 990 1110 1230 1350 1480


Co

ole

rs


Seawater m3/h 730 852 975 1097 1218 1340 1462


2) 2960 3580 4010 4440 4870 5490 5920

3) n.a. 3010 n.a. n.a. 4300 n.a. n.a.

4) 2790 3260 3750 4180 4670 5100 5570


Seawater m3/h 1) 380 438 495 563 622 680 748

2) 370 438 495 553 612 680 738

3) n.a. 428 n.a. n.a. 602 n.a. n.a.

4) 360 428 485 543 602 660 728


2) 4800 5600 6400 7200 8000 8800 9600

3) n.a. 5880 n.a. n.a. 8370 n.a. n.a.

4) 4800 5600 6400 7200 8000 8800 9600






*

**n.a



Fig. 6.03b: List of capacities, K98MC-C with seawater system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 86 66-9.0

K98MC-C


430 200 025 198 22 41

6.01.05


Cyl. 6 7 8 9 10 11 12

kW 34260 39970 45680 51390 57100 62810 68520

Pum

ps


2) 275 320 370 415 460 510 5503) n.a. 335 n.a. n.a. 480 n.a. n.a.4) 275 320 370 415 460 510 550

Central cooling water pump* m3/h 1) 890 1030 1180 1330 1470 1620 17702) 880 1030 1180 1320 1470 1620 17603) n.a. 1020 n.a. n.a. 1460 n.a. n.a.4) 870 1020 1170 1310 1460 1600 1750

Seawater pump* m3/h 1) 1070 1250 1420 1600 1760 1950 21302) 1070 1250 1420 1600 1780 1960 21303) n.a. 1230 n.a. n.a. 1760 n.a. n.a.4) 1060 1230 1410 1580 1760 1940 2110

Lubricating oil pump* m3/h 1) 750 860 980 1110 1230 1350 14802) 740 870 990 1110 1230 1360 14803) n.a. 830 n.a. n.a. 1190 n.a. n.a.4) 740 860 990 1110 1230 1350 1480


Co

ole

rs


2) 2960 3580 4010 4440 4870 5490 59203) n.a. 3010 n.a. n.a. 4300 n.a. n.a.4) 2790 3260 3750 4180 4670 5100 5570


2) 370 435 500 555 620 684 7393) n.a. 425 n.a. n.a. 610 n.a. n.a.4) 360 425 490 545 610 664 729


2) 4800 5600 6400 7200 8000 8800 96003) n.a. 5880 n.a. n.a. 8370 n.a. n.a.4) 4800 5600 6400 7200 8000 8800 9600


2) 22260 26090 29740 33380 37030 40870 441003) n.a. 25800 n.a. n.a. 36830 n.a. n.a.4) 22090 25770 29480 33120 36830 40480 44160





Fig. 6.04b: List of capacities, K98MC-C with central cooling water system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 86 67-0.0

K98MC-C

430 200 025 198 22 41


6.01.06


Cyl. 6 7 8 9

kW 29340 34230 39120 44010

Pum

ps

Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0

Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8

Jacket cooling water pump m3/h 1) 250 295 335 370

2) 230 270 305 345

3) 240 n.a. 320 360

4) 230 270 305 345

Seawater cooling pump* m3/h 1) 860 1000 1140 1280

2) 860 1000 1140 1290

3) 850 n.a. 1130 1270

4) 850 990 1130 1270

Lubricating oil pump* m3/h 1) 550 640 730 820

2) 550 640 720 820

3) 520 n.a. 700 790

4) 550 640 730 820

Booster pump for camshaft m3/h 10.4 12.1 13.9 15.6

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 11310 13200 15090 16970

Seawater m3/h 554 647 739 832

Lubricating oil coolerHeat dissipation approx.* kW 1) 2170 2590 2920 3250

2) 2360 2690 3020 3540

3) 1980 n.a. 2640 2970

4) 2190 2520 2890 3220


Seawater m3/h 1) 306 353 401 448

2) 306 353 401 458

3) 296 n.a. 391 438

4) 296 343 391 438

Jacket water coolerHeat dissipation approx. kW 1) 4120 4860 5520 6180

2) 3960 4620 5280 5940

3) 4150 n.a. 5560 6220

4) 3960 4620 5280 5940



Fuel oil heater kW 295 345 395 445

Exhaust gas flow at 240 °C** kg/h 273400 319000 364600 410100

Air consumption of engine kg/s 74.5 86.9 99.4 111.8

*

**n.a.



Fig. 6.03c: List of capacities, S90MC-C with seawater system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 37 42-1.2

S90MC-C


430 200 025 198 22 41

6.01.07


Cyl. 6 7 8 9

kW 29340 34230 39120 44010

Pum

ps

Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8Jacket cooling water pump m3/h 1) 250 295 335 370

2) 230 270 305 3453) 240 n.a. 320 3604) 230 270 305 345

Central cooling water pump* m3/h 1) 720 840 960 10702) 720 830 950 10803) 710 n.a. 950 10604) 710 830 950 1060

Seawater pump* m3/h 1) 840 980 1120 12602) 840 980 1110 12603) 830 n.a. 1110 12504) 830 970 1110 1240

Lubricating oil pump* m3/h 1) 550 640 730 8202) 550 640 720 8203) 520 n.a. 700 7904) 550 640 730 820

Booster pump for camshaft m3/h 10.4 12.1 13.9 15.6

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 11220 13090 14960 16840Central cooling water m3/h 416 485 554 624Lubricating oil coolerHeat dissipation approx.* kW 1) 2170 2590 2920 3250

2) 2360 2690 3020 35403) 1980 n.a. 2640 29704) 2190 2520 2890 3220

Lubricating oil* m3/h See above "Lubricating oil pump"Central cooling water m3/h 1) 304 355 406 446

2) 304 345 396 4563) 294 n.a. 396 4364) 294 345 396 436

Jacket water coolerHeat dissipation approx. kW 1) 4120 4860 5520 6180

2) 3960 4620 5280 59403) 4150 n.a. 5560 62204) 3960 4620 5280 5940

Jacket cooling water m3/h See above "Jacket cooling water"Central cooling water m3/h See above "Central cooling water quantity" for lube oil coolerCentral coolerHeat dissipation approx.* kW 1) 17510 20540 23400 26270

2) 17540 20400 23260 263203) 17350 n.a. 23160 260304) 17370 20230 23130 26000


Fuel oil heater kW 295 345 395 445

Exhaust gas flow at 240 °C** kg/h 273400 319000 364600 410100

Air consumption of engine kg/s 74.5 86.9 99.4 111.8

Fig. 6.04c: List of capacities, S90MC-C with central cooling water system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 37 43-3.2

S90MC-C

430 200 025 198 22 41


6.01.08


Cyl. 6 7 8 9 10 11 12

kW 29340 34230 39120 44010 48900 53790 586800

Pum

ps




2) 230 270 305 345 385 420 460

3) 240 n.a. 320 360 n.a. 440 480

4) 230 270 305 345 385 420 460


2) 860 1000 1140 1290 1430 1570 1710

3) 850 n.a. 1140 1280 n.a. 1560 1700

4) 850 990 1130 1270 1420 1560 1700


2) 570 660 750 850 940 1030 1120

3) 540 n.a. 720 810 n.a. 990 1080

4) 570 660 750 840 940 1030 1130

Booster pump for camshaft+exh. m3/h 10.4 12.1 13.9 15.6 17.3 19.1 20.8

Co

ole

rs


Seawater m3/h 554 647 739 832 924 1016 1109


2) 2430 2770 3110 3640 3980 4320 4660

3) 2050 n.a. 2730 3070 n.a. 3750 4090

4) 2250 2590 2980 3320 3720 4060 4460


Seawater m3/h 1) 306 353 411 458 506 564 611

2) 306 353 401 458 506 554 601

3) 296 n.a. 401 448 n.a. 544 591

4) 296 343 391 438 496 544 591


2) 3960 4620 5280 5940 6600 7280 7920

3) 4150 n.a. 5560 6220 n.a. 7630 8290

4) 3960 4620 5280 5940 6600 7260 7920






*

**n.a.



Fig. 6.03d: List of capacities, L90MC-C with seawater system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 87 00-5.0

L90MC-C


430 200 025 198 22 41


Cyl. 6 7 8 9 10 11 12

kW 29340 34230 39120 44010 48900 53790 58680

Pum

ps


2) 230 270 305 345 385 420 4603) 240 n.a. 320 360 n.a. 440 4804) 230 270 305 345 385 420 460

Central cooling water pump* m3/h 1) 720 840 960 1080 1200 1320 14402) 720 840 960 1080 1200 1320 14303) 710 n.a. 950 1070 n.a. 1310 14204) 710 830 950 1070 1190 1300 1420

Seawater pump* m3/h 1) 840 980 1120 1260 1400 1550 16802) 840 980 1120 1260 1400 1540 16703) 830 n.a. 1110 1250 n.a. 1530 16704) 830 970 1110 1250 1390 1530 1670

Lubricating oil pump* m3/h 1) 560 650 750 840 930 1040 11302) 570 660 750 850 940 1030 11203) 540 n.a. 720 810 n.a. 990 10804) 570 660 750 840 940 1030 1130

Booster pump for camshaft+exh. m3/h 10.4 12.1 13.9 15.6 17.3 19.1 20.8

Co

ole

rs


2) 2430 2770 3110 3640 3980 4320 46603) 2050 n.a. 2730 3070 n.a. 3750 40904) 2250 2590 2980 3320 3720 4060 4460


2) 304 355 406 456 507 558 5983) 294 n.a. 396 446 n.a. 548 5884) 294 345 396 446 497 538 588


2) 3960 4620 5280 5940 6600 7260 79203) 4150 n.a. 5560 6220 n.a. 7630 82904) 3960 4620 5280 5940 6600 7260 7920


2) 17600 20500 23400 26400 29300 32200 350003) 17400 n.a. 23300 26100 n.a. 32000 348004) 17400 20300 23300 26100 29000 31900 34800





Fig. 6.04d: List of capacities, L90MC-C with central cooling water system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 87 01-7.0

L90MC-C

6.01.09

430 200 025 198 22 41


6.01.10


Cyl. 4 5 6 7 8 9 10 11 12

kW 18280 22850 27420 31990 36560 41130 45700 50270 54840

Pum

ps

Fuel oil circulating pump m3/h 7.4 9.3 11.1 13.0 14.8 16.7 18.5 20.0 22.0

Fuel oil supply pump m3/h 4.7 5.8 7.0 8.2 9.4 10.5 11.7 12.9 14.0

Jacket cooling water pump m3/h 1) 155 200 235 270 315 350 385 430 470

2) 145 180 215 250 290 325 360 395 430

3) 150 190 225 n.a. 305 340 375 415 450

4) 145 180 215 250 290 325 360 395 430

Seawater cooling pump* m3/h 1) 580 720 860 1000 1150 1290 1440 1580 1730

2) 570 720 860 1010 1150 1300 1440 1580 1720

3) 570 710 850 n.a. 1140 1280 1420 1570 1710

4) 570 710 860 1000 1140 1280 1430 1570 1710

Lubricating oil pump* m3/h 1) 420 530 630 730 840 940 1040 1160 1260

2) 415 520 630 730 830 950 1050 1150 1250

3) 405 510 610 n.a. 810 910 1010 1110 1210

4) 420 530 630 730 840 940 1050 1150 1260

Booster pump for camshaft m3/h n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a.

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 7460 9330 11200 13060 14930 16800 18660 20530 22390

Seawater m3/h 374 467 561 654 748 841 935 1028 1121

Lubricating oil coolerHeat dissipation approx.* kW 1) 1560 1990 2350 2710 3170 3530 3890 4340 4700

2) 1630 2070 2540 2900 3260 3810 4170 4530 4890

3) 1440 1800 2160 n.a. 2880 3240 3600 3960 4320

4) 1560 1970 2370 2730 3130 3490 3910 4270 4690


Seawater m3/h 1) 206 253 299 346 402 449 505 552 609

2) 196 253 299 356 402 459 505 552 599

3) 196 243 289 n.a. 392 439 485 542 589

4) 196 243 299 346 392 439 495 542 589

Jacket water coolerHeat dissipation approx. kW 1) 2670 3330 3970 4600 5320 5950 6580 7300 7930

2) 2540 3170 3810 4440 5080 5710 6350 6980 7620

3) 2670 3360 3990 n.a. 5360 5990 6630 7360 7990

4) 2540 3170 3810 4440 5080 5710 6350 6980 7620



Fuel oil heater kW 195 245 290 340 390 440 485 520 580

Exhaust gas flow at 235 °C** kg/h 175600 219500 263300 307200 351100 395000 438900 482800 526700

Air consumption of engine kg/s 47.9 59.8 71.7 83.7 95.7 107.6 119.6 131.6 143.5

*

**n.a.



Fig. 6.03e: List of capacities, K90MC with seawater system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 87 73-5.0

K90MC


430 200 025 198 22 41

6.01.11


Cyl. 4 5 6 7 8 9 10 11 12

kW 18280 22850 27420 31990 36560 41130 45700 50270 54840

Pum

ps

Fuel oil circulating pump m3/h 7.4 9.3 11.1 13.0 14.8 16.7 18.5 20.0 22.0Fuel oil supply pump m3/h 4.7 5.8 7.0 8.2 9.4 10.5 11.7 12.9 14.0Jacket cooling water pump m3/h 1) 155 200 235 270 315 350 385 430 470

2) 145 180 215 250 290 325 360 395 4303) 150 190 225 n.a. 305 340 375 415 4504) 145 180 215 250 290 325 360 395 430

Central cooling water pump* m3/h 1) 465 580 690 810 930 1040 1150 1270 13902) 460 580 690 810 920 1040 1150 1270 13803) 455 570 680 n.a. 920 1030 1140 1260 13704) 455 570 690 800 910 1030 1140 1250 1370

Seawater pump* m3/h 1) 560 700 830 970 1110 1250 1390 1530 16702) 550 690 840 970 1110 1250 1390 1530 16603) 550 690 830 n.a. 1100 1240 1380 1520 16504) 550 690 830 960 1100 1240 1380 1510 1650

Lubricating oil pump* m3/h 1) 420 530 630 730 840 940 1040 1160 12602) 415 520 630 730 830 950 1050 1150 12503) 405 510 610 n.a. 810 910 1010 1110 12104) 420 530 630 730 840 940 1050 1150 1260

Booster pump for camshaft+exh. m3/h n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a.

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 7410 9260 11110 12960 14810 16660 18510 20370 22220Central cooling water m3/h 260 326 391 456 521 586 651 716 781Lubricating oil coolerHeat dissipation approx.* kW 1) 1560 1990 2350 2710 3170 3530 3890 4340 4700

2) 1630 2070 2540 2900 3260 3810 4170 4530 48903) 1440 1800 2160 n.a. 2880 3240 3600 3960 43204) 1560 1970 2370 2730 3130 3490 3910 4270 4690

Lubricating oil* m3/h See above "Lubricating oil pump"Central cooling water m3/h 1) 205 254 299 354 409 454 499 554 609

2) 200 254 299 354 399 454 499 554 5993) 195 244 289 n.a. 399 444 489 544 5894) 195 244 299 344 389 444 489 534 589


2) 2540 3170 3810 4440 5080 5710 6350 6980 76203) 2670 3360 3990 n.a. 5360 5990 6630 7360 79904) 2540 3170 3810 4440 5080 5710 6350 6980 7620

Jacket cooling water m3/h See above "Jacket cooling water"Central cooling water m3/h See above "Central cooling water quantity" for lube oil coolerCentral coolerHeat dissipation approx.* kW 1) 11640 14580 17430 20270 23300 26140 28980 32010 34850

2) 11580 14500 17460 20300 23150 26180 29030 31880 347303) 11520 14420 17260 n.a. 23050 25890 28740 31690 345304) 11510 14400 17290 20130 23020 25860 28770 31620 34530





Fig. 6.04e: List of capacities, K90MC with central cooling water system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 87 74-7.0

K90MC

430 200 025 198 22 41


6.01.12


Cyl. 6 7 8 9 10 11 12

kW 27360 31920 36480 41040 45600 50160 54720

Pum

ps




2) 200 230 265 295 330 365 395

3) 210 n.a. 280 310 n.a. 385 415

4) 200 230 265 295 330 365 395


2) 890 1030 1180 1330 1480 1620 1770

3) 880 n.a. 1180 1320 n.a. 1620 1760

4) 880 1030 1170 1320 1470 1610 1760


2) 610 710 810 920 1020 1120 1220

3) 590 n.a. 790 880 n.a. 1080 1180

4) 610 710 820 910 1020 1120 1220


Co

ole

rs


Seawater m3/h 586 684 781 879 977 1074 1172


2) 2540 2900 3260 3810 4170 4530 4890

3) 2160 n.a. 2880 3240 n.a. 3960 4320

4) 2370 2730 3130 3490 3910 4270 4690


Seawater m3/h 1) 304 356 409 451 503 556 608

2) 304 346 399 451 503 546 598

3) 294 n.a. 399 441 n.a. 546 588

4) 294 346 389 441 493 536 588


2) 3810 4440 5080 5710 6350 6980 7620

3) 3990 n.a. 5360 5990 n.a. 7360 7990

4) 3810 4440 5080 5710 6350 6980 7620






*

**n.a.



Fig. 6.03f: List of capacities, K90MC-C with seawater system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 87 75-9.0

K90MC-C


430 200 025 198 22 41

6.01.13


Cyl. 6 7 8 9 10 11 12

kW 27360 31920 36480 41040 45600 50160 54720

Pum

ps


2) 200 230 265 295 330 365 3953) 210 n.a. 280 310 n.a. 385 4154) 200 230 265 295 330 365 395

Central cooling water pump* m3/h 1) 710 840 950 1070 1180 1310 14202) 710 830 950 1070 1190 1300 14203) 700 n.a. 940 1060 n.a. 1290 14104) 710 820 940 1050 1170 1290 1410

Seawater pump* m3/h 1) 860 1010 1150 1290 1430 1570 17102) 860 1000 1140 1290 1430 1570 17103) 850 n.a. 1130 1270 n.a. 1560 17004) 850 990 1130 1270 1420 1560 1700

Lubricating oil pump* m3/h 1) 610 720 820 920 1010 1120 12202) 610 710 810 920 1020 1120 12203) 590 n.a. 790 880 n.a. 1080 11804) 610 710 820 910 1020 1120 1220

Booster pump for camshaft+exh. m3/h n.a. n.a. n.a. n.a. n.a. n.a. n.a.

Co

ole

rs


2) 2540 2900 3260 3810 4170 4530 48903) 2160 n.a. 2880 3240 n.a. 3960 43204) 2370 2730 3130 3490 3910 4270 4690


2) 300 352 404 456 507 549 6013) 290 n.a. 394 446 n.a. 539 5914) 300 342 394 436 487 539 591


2) 3810 4440 5080 5710 6350 6980 76203) 3990 n.a. 5360 5990 n.a. 7360 79904) 3810 4440 5080 5710 6350 6980 7620


2) 17940 20870 23800 26910 29840 32760 357003) 17740 n.a. 23700 26620 n.a. 32570 355004) 17770 20700 23670 26590 29580 32500 35500





Fig. 6.04f: List of capacities, K90MC-C with central cooling water system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 87 76-0.0

K90MC-C

430 200 025 198 22 41


6.01.14


Cyl. 6 7 8

kW 23280 27160 31040

Pum

ps

Fuel oil circulating pump m3/h 9.6 11.2 12.7

Fuel oil supply pump m3/h 5.7 6.7 7.6

Jacket cooling water pump m3/h 1) 215 250 285

2) 200 230 265

3) 210 240 275

4) 200 230 265

Seawater cooling pump* m3/h 1) 700 810 920

2) 690 810 930

3) 690 800 920

4) 690 800 920

Lubricating oil pump* m3/h 1) 445 510 580

2) 440 520 590

3) 420 490 560

4) 445 520 590

Booster pump for camshaft m3/h 10.4 12.1 13.9

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 8970 10460 11960

Seawater m3/h 441 515 588

Lubricating oil coolerHeat dissipation approx.* kW 1) 1770 2040 2300

2) 1850 2230 2490

3) 1580 1850 2110

4) 1750 2060 2320


Seawater m3/h 1) 259 295 332

2) 249 295 342

3) 249 285 332

4) 249 285 332

Jacket water coolerHeat dissipation approx. kW 1) 3590 4160 4730

2) 3430 4000 4580

3) 3620 4190 4760

4) 3430 4000 4580



Fuel oil heater kW 250 295 335

Exhaust gas flow at 240 °C** kg/h 216700 252800 289000

Air consumption of engine kg/s 59.1 68.9 78.8

*

**

For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsionalvibration damper the engine’s capacities must be increased by those stated for the actual systemThe exhaust gas amount and temperature must be adjusted according to the actual plant specification


Fig. 6.03g: List of capacities, S80MC-C with seawater system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 37 44-5.2

S80MC-C


430 200 025 198 22 41

6.01.15


Cyl. 6 7 12

kW 23280 27160 31040

Pum

ps

Fuel oil circulating pump m3/h 9.6 11.2 12.7Fuel oil supply pump m3/h 5.7 6.7 7.6Jacket cooling water pump m3/h 1) 215 250 285

2) 200 230 2653) 210 240 2754) 200 230 265

Central cooling water pump* m3/h 1) 590 690 7802) 590 690 7803) 580 680 7704) 580 680 780

Seawater pump* m3/h 1) 680 790 9002) 680 790 9103) 670 790 9004) 670 790 900

Lubricating oil pump* m3/h 1) 445 510 5802) 440 520 5903) 420 490 5604) 445 520 590

Booster pump for camshaft m3/h 10.4 12.1 13.9

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 8900 10380 11860Central cooling water m3/h 334 390 445Lubricating oil coolerHeat dissipation approx.* kW 1) 1770 2040 2300

2) 1850 2230 24903) 1580 1850 21104) 1750 2060 2320

Lubricating oil* m3/h See above "Lubricating oil pump"Central cooling water m3/h 1) 256 300 335

2) 256 300 3353) 246 290 3254) 246 290 335

Jacket water coolerHeat dissipation approx. kW 1) 3590 4160 4730

2) 3430 4000 45803) 3620 4190 47604) 3430 4000 4580

Jacket cooling water m3/h See above "Jacket cooling water"Central cooling water m3/h See above "Central cooling water quantity" for lube oil coolerCentral coolerHeat dissipation approx.* kW 1) 14260 16580 18890

2) 14180 16610 189303) 14100 16420 187304) 14080 16440 18760


Fuel oil heater kW 250 295 335

Exhaust gas flow at 240 °C** kg/h 216700 252800 289000

Air consumption of engine kg/s 59.1 68.9 78.8

Fig. 6.04g: List of capacities, S80MC-C with central cooling water system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

S80MC-C

178 37 45-7.2

430 200 025 198 22 41


6.01.16


Cyl. 4 5 6 7 8 9

kW 15360 19200 23040 26880 30720 34560

Pum

ps

Fuel oil circulating pump m3/h 6.3 7.9 9.4 11.0 12.6 14.2

Fuel oil supply pump m3/h 3.7 4.7 5.6 6.6 7.5 8.4

Jacket cooling water pump m3/h 1) 140 175 215 250 285 325

2) 135 165 200 230 265 300

3) 140 175 210 240 275 315

4) 135 165 200 230 265 300

Seawater cooling pump* m3/h 1) 465 580 700 810 930 1050

2) 465 580 700 820 930 1040

3) 460 580 690 810 920 1040

4) 460 580 690 810 920 1040

Lubricating oil pump* m3/h 1) 305 380 460 530 610 690

2) 305 375 455 540 610 680

3) 295 365 440 510 590 660

4) 305 380 455 540 610 680

Booster pump for camshaft m3/h 6.9 8.7 10.4 12.1 13.9 15.6

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 5910 7390 8860 10340 11820 13290

Seawater m3/h 294 368 441 515 588 662

Lubricating oil coolerHeat dissipation approx.* kW 1) 1190 1500 1840 2110 2390 2760

2) 1290 1570 1920 2310 2580 2860

3) 1100 1370 1650 1920 2200 2470

4) 1200 1500 1770 2090 2410 2680


Seawater m3/h 1) 171 212 259 295 342 388

2) 171 212 259 305 342 378

3) 166 212 249 295 332 378

4) 166 212 249 295 332 378

Jacket water coolerHeat dissipation approx. kW 1) 2370 2990 3590 4160 4730 5390

2) 2290 2860 3430 4000 4580 5150

3) 2380 2990 3620 4190 4760 5430

4) 2290 2860 3430 4000 4580 5150



Fuel oil heater kW 165 205 245 290 330 370

Exhaust gas flow at 240 °C** kg/h 142800 178500 214200 249900 285600 321300

Air consumption of engine kg/s 38.9 48.7 58.4 68.1 77.8 87.6

*

**



Fig. 6.03h: List of capacities, S80MC with seawater system stated at the nominal MCR power (L1) f or enginescomplying with IMO's NOx emission limitations

178 36 25-9.1

S80MC


430 200 025 198 22 41

6.01.17


Cyl. 4 5 6 7 8 9

kW 15360 19200 23040 26880 30720 34560

Pum

ps

Fuel oil circulating pump m3/h 6.3 7.9 9.4 11.0 12.6 14.2Fuel oil supply pump m3/h 3.7 4.7 5.6 6.6 7.5 8.4Jacket cooling water pump m3/h 1) 140 175 215 250 285 325

2) 135 165 200 230 265 3003) 140 175 210 240 275 3154) 135 165 200 230 265 300

Central cooling water pump* m3/h 1) 390 490 590 680 780 8802) 390 485 580 680 780 8703) 385 480 580 670 770 8704) 385 480 580 670 770 870

Seawater pump* m3/h 1) 450 570 680 790 900 10202) 450 560 680 790 900 10103) 445 560 670 780 890 10104) 445 560 670 780 900 1010

Lubricating oil pump* m3/h 1) 305 380 460 530 610 6902) 305 375 455 540 610 6803) 295 365 440 510 590 6604) 305 380 455 540 610 680

Booster pump for camshaft m3/h 6.9 8.7 10.4 12.1 13.9 15.6

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 5860 7330 8800 10260 11730 13190Central cooling water m3/h 218 273 328 382 437 491Lubricating oil coolerHeat dissipation approx.* kW 1) 1190 1500 1840 2110 2390 2760

2) 1290 1570 1920 2310 2580 28603) 1100 1370 1650 1920 2200 24704) 1200 1500 1770 2090 2410 2680

Lubricating oil* m3/h See above "Lubricating oil pump"Central cooling water m3/h 1) 172 217 262 298 343 389

2) 172 212 252 298 343 3793) 167 207 252 288 333 3794) 167 207 252 288 333 379

Jacket water coolerHeat dissipation approx. kW 1) 2370 2990 3590 4160 4730 5390

2) 2290 2860 3430 4000 4580 51503) 2380 2990 3620 4190 4760 54304) 2290 2860 3430 4000 4580 5150

Jacket cooling water m3/h See above "Jacket cooling water"Central cooling water m3/h See above "Central cooling water quantity" for lube oil coolerCentral coolerHeat dissipation approx.* kW 1) 9420 11820 14230 16530 18850 21340

2) 9440 11760 14150 16570 18890 212003) 9340 11690 14070 16370 18690 210904) 9350 11690 14000 16350 18720 21020


Fuel oil heater kW 165 205 245 290 330 370

Exhaust gas flow at 240 °C** kg/h 142800 178500 214200 249900 285600 321300

Air consumption of engine kg/s 38.9 48.7 58.4 68.1 77.8 87.6

Fig. 6.04h: List of capacities, S80MC with central cooling water system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

S80MC

178 36 27-2.1

430 200 025 198 22 41


6.01.18


Cyl. 4 5 6 7 8 9 10 11 12

kW 14560 18200 21840 25480 29120 32760 36400 40040 43680

Pum

ps




2) 110 135 165 190 220 245 275 300 330

3) 115 145 175 200 230 260 290 315 345

4) 110 135 165 190 220 245 275 300 330


2) 465 580 700 820 930 1050 1160 1290 1400

3) 460 580 700 810 930 1040 1160 1270 1390

4) 465 580 690 810 930 1040 1160 1270 1390


2) 350 435 520 610 700 780 870 960 1050

3) 335 420 510 590 670 760 840 930 1010

4) 350 435 520 610 700 780 870 960 1040

Booster pump for camshaft m3/h 6.9 8.7 10.4 12.1 13.9 15.6 17.3 19.1 20.8

Co

ole

rs


Seawater m3/h 302 378 454 529 605 680 756 832 907


2) 1360 1650 2010 2420 2710 3000 3290 3770 4070

3) 1160 1460 1750 2040 2330 2620 2910 3200 3490

4) 1270 1580 1870 2210 2540 2830 3160 3450 3740


Seawater m3/h 1) 163 202 246 291 325 380 414 458 493

2) 163 202 246 291 325 370 404 458 493

3) 158 202 246 281 325 360 404 438 483

4) 163 202 236 281 325 360 404 438 483


2) 2090 2610 3130 3660 4180 4700 5220 5750 6270

3) 2180 2740 3320 3840 4370 4980 5510 6030 6550

4) 2090 2610 3130 3660 4180 4700 5220 5750 6270






*

**



Fig. 6.03i: List of capacities, L80MC with seawater system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 36 26-0.1

L80MC


430 200 025 198 22 41

6.01.19


Cyl. 4 5 6 7 8 9 10 11 12

kW 14560 18200 21840 25480 29120 32760 36400 40040 43680

Pum

ps


2) 110 135 165 190 220 245 275 300 3303) 115 145 175 200 230 260 290 315 3454) 110 135 165 190 220 245 275 300 330

Central cooling water pump* m3/h 1) 390 490 590 690 780 890 980 1080 11702) 390 485 590 690 780 880 970 1080 11803) 385 485 580 680 770 870 970 1070 11604) 390 485 580 680 780 870 970 1060 1160

Seawater pump* m3/h 1) 460 570 690 800 920 1040 1150 1260 13802) 460 570 690 810 920 1030 1140 1270 13803) 455 570 680 800 910 1030 1140 1250 13604) 455 570 680 800 910 1020 1140 1250 1360

Lubricating oil pump* m3/h 1) 350 435 530 610 700 790 870 960 10402) 350 435 520 610 700 780 870 960 10503) 335 420 510 590 670 760 840 930 10104) 350 435 520 610 700 780 870 960 1040

Booster pump for camshaft m3/h 6.9 8.7 10.4 12.1 13.9 15.6 17.3 19.1 20.8

Co

ole

rs


2) 1360 1650 2010 2420 2710 3000 3290 3770 40703) 1160 1460 1750 2040 2330 2620 2910 3200 34904) 1270 1580 1870 2210 2540 2830 3160 3450 3740


2) 163 201 250 293 326 370 403 456 5003) 158 201 240 283 316 360 403 446 4804) 163 201 240 283 326 360 403 436 480


2) 2090 2610 3130 3660 4180 4700 5220 5750 62703) 2180 2740 3320 3840 4370 4980 5510 6030 65504) 2090 2610 3130 3660 4180 4700 5220 5750 6270


2) 9600 11950 14370 16850 19200 21550 23900 26450 288003) 9490 11890 14300 16650 19010 21450 23810 26160 285004) 9510 11880 14230 16640 19030 21380 23770 26130 28470





Fig. 6.04i: List of capacities, L80MC with central cooling water system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

L80MC

178 36 28-2.1

430 200 025 198 22 41


6.01.20


Cyl. 6 7 8 9 10 11 12

kW 21660 25270 28880 32490 36100 39710 43320

Pum

ps




2) 155 180 210 235 260 285 310

3) 165 190 220 250 275 300 325

4) 155 180 210 235 260 285 310


2) 670 780 890 1000 1110 1220 1340

3) 660 770 880 990 1100 1210 1320

4) 660 770 880 990 1100 1210 1320


2) 495 570 660 740 820 900 990

3) 475 550 630 710 790 870 950

4) 490 580 660 740 820 900 980

Booster pump for camshaft m3/h 10.4 12.1 13.9 15.6 17.3 19.1 20.9

Co

ole

rs


Seawater m3/h 441 515 588 662 735 809 882


2) 1940 2220 2610 2890 3170 3450 3920

3) 1670 1950 2230 2510 2790 3060 3340

4) 1800 2120 2440 2720 2990 3310 3590


Seawater m3/h 1) 229 265 302 338 375 411 448

2) 229 265 302 338 375 411 458

3) 219 255 292 328 365 401 438

4) 219 255 292 328 365 401 438


2) 2780 3240 3700 4170 4630 5090 5560

3) 2970 3430 3890 4450 4910 5370 5840

4) 2780 3240 3700 4170 4630 5090 5560






*

**



Fig. 6.03j: List of capacities, K80MC-C with seawater system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 87 79-6.0

K80MC-C


430 200 025 198 22 41

6.01.21


Cyl. 6 7 8 9 10 11 12

kW 21660 25270 28880 32490 36100 39710 43320

Pum

ps


2) 155 180 210 235 260 285 3103) 165 190 220 250 275 300 3254) 155 180 210 235 260 285 310

Central cooling water pump* m3/h 1) 540 630 710 800 890 980 10702) 530 620 710 800 890 970 10703) 530 620 700 800 880 970 10604) 530 620 710 790 880 970 1060

Seawater pump* m3/h 1) 650 750 860 970 1080 1180 12902) 650 750 860 970 1070 1180 12903) 640 750 850 960 1070 1170 12804) 640 750 850 960 1060 1170 1280

Lubricating oil pump* m3/h 1) 495 580 650 730 820 900 9802) 495 570 660 740 820 900 9903) 475 550 630 710 790 870 9504) 490 580 660 740 820 900 980

Booster pump for camshaft m3/h 10.4 12.1 13.9 15.6 17.3 19.1 20.8

Co

ole

rs


2) 1940 2220 2610 2890 3170 3450 39203) 1670 1950 2230 2510 2790 3060 33404) 1800 2120 2440 2720 2990 3310 3590


2) 221 260 298 337 375 404 4533) 221 260 288 337 365 404 4434) 221 260 298 327 365 404 443


2) 2780 3240 3700 4170 4630 5090 55603) 2970 3430 3890 4450 4910 5370 58404) 2780 3240 3700 4170 4630 5090 5560


2) 13490 15690 18000 20210 22410 24610 270203) 13410 15610 17810 20110 22310 24500 267204) 13350 15590 17830 20040 22230 24470 26690





Fig. 6.04j: List of capacities, K80MC-C with central cooling water system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

K80MC-C

178 87 80-6.0

430 200 025 198 22 41


6.01.22


Cyl. 4 5 6 7 8

kW 12420 15525 18630 21735 24840

Pum

ps

Fuel oil circulating pump m3/h 5.5 6.9 8.3 9.6 11.0

Fuel oil supply pump m3/h 3.1 3.9 4.6 5.4 6.2

Jacket cooling water pump m3/h 1) 110 140 165 190 225

2) 105 130 155 180 205

3) 110 135 160 190 215

4) 105 130 155 180 205

Seawater cooling pump* m3/h 1) 405 500 610 710 810

2) 405 510 610 710 810

3) 400 500 600 700 800

4) 400 500 600 700 800

Lubricating oil pump* m3/h 1) 265 325 390 455 530

2) 260 325 390 460 520

3) 250 315 380 440 500

4) 265 325 390 455 530

Booster pump for exh. valve act. m3/h 2.0 2.5 3.0 3.5 4.0

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 5070 6330 7600 8870 10130

Seawater m3/h 269 336 404 471 538

Lubricating oil coolerHeat dissipation approx.* kW 1) 980 1200 1440 1660 1950

2) 1030 1320 1540 1840 2060

3) 880 1100 1320 1540 1760

4) 970 1200 1420 1680 1970


Seawater m3/h 1) 136 164 206 239 272

2) 136 174 206 239 272

3) 131 164 196 229 262

4) 131 164 196 229 262

Jacket water coolerHeat dissipation approx. kW 1) 1880 2330 2830 3280 3760

2) 1800 2250 2700 3150 3600

3) 1890 2340 2830 3340 3790

4) 1800 2250 2700 3150 3600



Fuel oil heater kW 145 180 220 250 290

Exhaust gas flow at 235 °C** kg/h 117600 147000 176400 205800 235200

Air consumption of engine kg/s 32.1 40.1 48.1 56.1 64.1

*

**



Fig. 6.03k: List of capacities, S70MC-C with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 45 60-4.0

S70MC-C


430 200 025 198 22 41

6.01.23


Cyl. 4 5 6 7 8

kW 12420 15525 18630 21735 24840

Pum

ps

Fuel oil circulating pump m3/h 5.5 6.9 8.3 9.6 11.0Fuel oil supply pump m3/h 3.1 3.9 4.6 5.4 6.2Jacket cooling water pump m3/h 1) 110 140 165 190 225

2) 105 130 155 180 2053) 110 135 160 190 2154) 105 130 155 180 205

Central cooling water pump* m3/h 1) 310 385 465 540 6202) 310 385 460 540 6203) 305 380 455 530 6104) 305 380 455 530 610

Seawater pump* m3/h 1) 380 470 570 660 7502) 375 470 560 660 7503) 375 465 560 650 7504) 375 465 560 650 750

Lubricating oil pump* m3/h 1) 265 325 390 460 5302) 260 325 390 460 5203) 250 315 380 440 5004) 265 325 390 455 530


Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 5030 6290 7540 8800 10060Central cooling water m3/h 173 216 259 302 345Lubricating oil coolerHeat dissipation approx.* kW 1) 980 1200 1440 1660 1950

2) 1030 1320 1540 1840 20603) 880 1100 1320 1540 17404) 980 1200 1420 1680 1970

Lubricating oil* m3/h See above "Lubricating oil pump"Central cooling water m3/h 1) 137 169 206 238 275

2) 137 169 201 238 2753) 132 164 196 228 2654) 132 164 196 228 265


2) 1800 2250 2700 3150 36003) 1890 2340 2830 3340 37904) 1800 2250 2700 3150 3600

Jacket cooling water m3/h See above "Jacket cooling water"Central cooling water m3/h See above "Central cooling water quantity" for lube oil coolerCentral coolerHeat dissipation approx.* kW 1) 7890 9820 11810 13740 15770

2) 7860 9860 11780 13790 157203) 7800 9730 11690 13680 156104) 7810 9740 11660 13630 15630





Fig. 6.04k: List of capacities, S70MC-C with high efficiency turbocharger central cooling water system stated at thenominal MCR power (L1) for engines complying with IMO's NOx emission limitations

S70MC-C

178 45 61-6.0

430 200 025 198 22 41


6.01.24


Cyl. 4 5 6 7 8

kW 11240 14050 16860 19670 22480

Pum

ps




2) 85 105 125 150 170

3) 90 110 135 155 180

4) 85 105 125 150 170


2) 355 440 530 620 710

3) 350 440 530 610 700

4) 350 440 530 610 700


2) 245 305 365 425 490

3) 235 295 355 410 470

4) 245 305 365 425 485

Booster pump for camshaft m3/h 6.2 7.8 9.4 10.9 12.5

Co

ole

rs


Seawater m3/h 231 289 347 404 462


2) 930 1180 1380 1580 1860

3) 800 990 1190 1390 1590

4) 870 1100 1300 1520 1710


Seawater m3/h 1) 124 151 183 216 248

2) 124 151 183 216 248

3) 119 151 183 206 238

4) 119 151 183 206 238


2) 1630 2030 2440 2850 3260

3) 1720 2130 2570 2980 3440

4) 1630 2030 2440 2850 3260






*

**



Fig. 6.03l: List of capacities, S70MC with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 87 81-8.0

S70MC


430 200 025 198 22 41

6.01.25


Cyl. 4 5 6 7 8

kW 11240 14050 16860 19670 22480

Pum

ps


2) 85 105 125 150 1703) 90 110 135 155 1804) 85 105 125 150 170


Seawater pump* m3/h 1) 335 420 500 590 6702) 335 420 500 580 6703) 330 415 495 580 6604) 330 415 495 580 660



Co

ole

rs


2) 930 1180 1380 1580 18603) 800 990 1190 1390 15904) 870 1100 1300 1520 1710


2) 121 155 184 213 2423) 121 150 179 208 2424) 121 150 179 208 242


2) 1630 2030 2440 2850 32603) 1720 2130 2570 2980 34404) 1630 2030 2440 2850 3260


2) 6980 8740 10450 12170 139603) 6940 8650 10390 12110 138704) 6920 8660 10370 12110 13810





Fig. 6.04l: List of capacities, S70MC with high efficiency turbocharger and central cooling water system stated at thenominal MCR power (L1) for engines complying with IMO's NOx emission limitations

S70MC

178 87 83-1.0

430 200 025 198 22 41


6.01.26


Cyl. 4 5 6 7 8

kW 11320 14150 16980 19810 22640

Pum

ps




2) 94 120 140 165 190

3) 99 125 150 175 200

4) 94 120 140 165 190


2) 370 465 560 650 740

3) 370 460 550 650 740

4) 370 460 550 640 740


2) 255 320 380 450 510

3) 245 310 370 430 490

4) 260 320 380 445 520


Co

ole

rs


Seawater m3/h 248 310 372 434 496


2) 930 1190 1380 1660 1860

3) 800 990 1190 1390 1590

4) 880 1100 1300 1520 1760


Seawater m3/h 1) 127 155 188 216 254

2) 122 155 188 216 244

3) 122 150 178 216 244

4) 122 150 178 206 244


2) 1640 2050 2460 2870 3280

3) 1730 2140 2590 3060 3470

4) 1640 2050 2460 2870 3280






*

**



Fig. 6.03m: List of capacities, L70MC with seawater system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 87 84-3.0

L70MC


430 200 025 198 22 41

6.01.27

L70MC


Cyl. 4 5 6 7 8

kW 11320 14150 16980 19810 22640

Pum

ps


2) 94 120 140 165 1903) 99 125 150 175 2004) 94 120 140 165 190


Seawater pump* m3/h 1) 355 440 530 620 7102) 350 440 530 620 7003) 350 435 520 610 7004) 350 435 520 610 700



Co

ole

rs


2) 930 1190 1380 1660 18603) 800 990 1190 1390 15904) 880 1100 1300 1520 1760


2) 123 155 182 219 2463) 123 150 182 209 2464) 123 150 182 209 246


2) 1640 2050 2460 2870 32803) 1730 2140 2590 3060 34704) 1640 2050 2460 2870 3280


2) 7360 9230 11020 12910 147203) 7320 9120 10960 12830 146404) 7310 9140 10940 12770 14620





Fig. 6.04m: List of capacities, L70MC with central cooling water system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 87 85-5.0

430 200 025 198 22 41


6.01.28


Cyl. 4 5 6 7 8

kW 9020 11275 13530 15785 18040

Pum

ps




2) 76 95 115 135 150

3) 79 100 120 140 160

4) 76 95 115 135 150


2) 300 370 445 515 590

3) 295 365 440 510 590

4) 295 365 440 515 590


2) 190 240 285 335 380

3) 185 230 275 320 370

4) 190 240 290 335 380


Co

ole

rs


Seawater m3/h 198 247 297 346 395


2) 760 950 1110 1340 1500

3) 640 800 960 1120 1280

4) 710 870 1050 1220 1380

Lubricating oil* m3/h See above "Lubricating oil pump"

Seawater m3/h 1) 97 128 148 174 195

2) 97 123 148 174 195

3) 97 123 143 164 195

4) 97 118 143 164 195


2) 1320 1650 1980 2310 2640

3) 1380 1740 2070 2400 2770

4) 1320 1650 1980 2310 2640






*

**



Fig. 6.03n: List of capacities, S60MC-C with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 45 58-2.0

S60MC-C


430 200 025 198 22 41

6.01.29

S60MC-C


Cyl. 4 5 6 7 8

kW 9020 11275 13530 15785 18040

Pum

ps


2) 76 95 115 135 1503) 79 100 120 140 1604) 76 95 115 135 150


Seawater pump* m3/h 1) 275 345 410 480 5502) 275 340 410 480 5503) 270 340 405 475 5404) 270 340 405 475 540



Co

ole

rs


2) 760 950 1110 1340 15003) 640 800 960 1120 12804) 710 870 1050 1220 1380


2) 99 122 146 174 1983) 99 122 146 169 1934) 99 122 146 169 193


2) 1320 1650 1980 2310 26403) 1380 1740 2070 2400 27704) 1320 1650 1980 2310 2640


2) 5720 7150 8550 10030 114303) 5660 7090 8490 9900 113404) 5670 7070 8490 9910 11310





Fig. 6.04n: List of capacities, S60MC-C with high efficiency turbocharger central cooling system stated at thenominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 45 59-4.0

430 200 025 198 22 41


6.01.30


Cyl. 4 5 6 7 8

kW 8160 10200 12240 14280 16320

Pum

ps




2) 62 78 93 110 125

3) 66 83 98 115 130

4) 62 78 93 110 125


2) 260 325 390 460 520

3) 260 325 390 455 520

4) 260 325 390 455 520


2) 175 220 265 310 350

3) 170 210 255 295 340

4) 180 220 265 310 350


Co

ole

rs


Seawater m3/h 172 215 258 301 344


2) 680 850 1000 1200 1340

3) 580 720 860 1010 1150

4) 650 790 950 1110 1250


Seawater m3/h 1) 93 110 137 154 176

2) 88 110 132 159 176

3) 88 110 132 154 176

4) 88 110 132 154 176


2) 1190 1480 1780 2080 2380

3) 1250 1580 1880 2170 2500

4) 1190 1480 1780 2080 2380






*

**



Fig. 6.03o: List of capacities, S60MC with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 30 51-8.1

S60MC


430 200 025 198 22 41

6.01.31

S60MC


Cyl. 4 5 6 7 8

kW 8160 10200 12240 14280 16320

Pum

ps


2) 62 78 93 110 1253) 66 83 98 115 1304) 62 78 93 110 125


Seawater pump* m3/h 1) 245 305 365 425 4852) 245 305 365 425 4853) 240 300 360 420 4854) 240 300 360 420 480



Co

ole

rs


2) 680 850 1000 1200 13403) 580 720 860 1010 11504) 650 790 950 1110 1250


2) 88 113 132 157 1763) 88 108 132 152 1764) 88 108 132 152 171


2) 1190 1480 1780 2080 23803) 1250 1580 1880 2170 25004) 1190 1480 1780 2080 2380


2) 5090 6350 7610 8910 101603) 5050 6320 7570 8810 100904) 5060 6290 7560 8820 10070





Fig. 6.04o: List of capacities, S60MC with high efficiency turbocharger central cooling systemstated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 30 53-1.1

430 200 025 198 22 41


6.01.32


Cyl. 4 5 6 7 8

kW 7680 9600 11520 13440 15360

Pum

ps




2) 60 75 90 105 120

3) 64 79 95 110 125

4) 60 75 90 105 120


2) 245 310 370 430 495

3) 245 305 365 425 490

4) 245 305 365 430 490


2) 175 220 260 305 350

3) 170 210 255 295 340

4) 175 220 265 305 350


Co

ole

rs


Seawater m3/h 160 200 239 279 319


2) 670 840 990 1190 1330

3) 570 710 850 990 1140

4) 640 780 940 1100 1240


Seawater m3/h 1) 90 110 131 151 171

2) 85 110 131 151 176

3) 85 105 126 146 171

4) 85 105 126 151 171


2) 1150 1440 1720 2010 2300

3) 1210 1500 1820 2100 2390

4) 1150 1440 1720 2010 2300






*

**



Fig. 6.03p: List of capacities, L60MC with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 87 86-7.0

L60MC


430 200 025 198 22 41

6.01.33

L60MC


Cyl. 4 5 6 7 8

kW 7680 9600 11520 13440 15360

Pum

ps


2) 60 75 90 105 1203) 64 79 95 110 1254) 60 75 90 105 120


Seawater pump* m3/h 1) 235 290 350 405 4652) 230 290 345 405 4653) 230 285 345 400 4604) 230 290 345 400 460



Co

ole

rs


2) 670 840 990 1190 13303) 570 710 850 990 11404) 640 780 940 1100 1240


2) 87 108 130 151 1733) 87 103 130 146 1684) 87 108 125 146 168


2) 1150 1440 1720 2010 23003) 1210 1500 1820 2100 23904) 1150 1440 1720 2010 2300


2) 4850 6070 7260 8500 96903) 4810 6000 7220 8390 95904) 4820 6010 7210 8410 9600





Fig. 6.04p: List of capacities, L60MC with high efficiency turbocharger central cooling systemstated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 87 87-9.0

430 200 025 198 22 41


6.01.34


Cyl. 4 5 6 7 8

kW 6320 7900 9480 11060 12640

Pum

ps




2) 53 66 79 92 105

3) 56 69 83 97 110

4) 53 66 79 92 105


2) 195 245 335 340 390

3) 195 240 335 340 385

4) 195 245 335 340 385


2) 135 165 195 230 260

3) 125 160 190 220 255

4) 130 165 200 230 265


Co

ole

rs


Seawater m3/h 126 158 234 221 252


2) 520 650 760 900 1010

3) 440 550 660 770 880

4) 495 620 730 840 970


Seawater m3/h 1) 69 87 106 124 138

2) 69 87 101 119 138

3) 69 82 101 119 133

4) 69 87 101 119 133


2) 920 1150 1380 1610 1840

3) 980 1210 1440 1700 1930

4) 920 1150 1380 1610 1840






*

**n.a.



Fig. 6.03q: List of capacities, S50MC-C with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 32 47-3.2

S50MC-C


430 200 025 198 22 41

6.01.35

S50MC-C


Cyl. 4 5 6 7 8

kW 6320 7900 9480 11060 12640

Pum

ps


2) 53 66 79 92 1053) 56 69 83 97 1104) 53 66 79 92 105


Seawater pump* m3/h 1) 190 240 285 335 3852) 190 240 285 335 3803) 190 235 285 330 3804) 190 235 285 330 380



Co

ole

rs


2) 520 650 760 900 10103) 440 550 660 770 8804) 495 620 730 840 970


2) 67 87 101 120 1353) 67 82 101 120 1354) 67 87 101 115 135


2) 920 1150 1380 1610 18403) 980 1210 1440 1700 19304) 920 1150 1380 1610 1840


2) 3990 4990 5960 6970 79503) 3970 4950 5920 6930 79104) 3970 4960 5930 6910 7910





Fig. 6.04q: List of capacities, S50MC-C with high efficiency turbocharger central cooling systemstated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 32 48-5.2

430 200 025 198 22 41


6.01.36


Cyl. 4 5 6 7 8

kW 5720 7150 8580 10010 11440

Pum

ps




2) 44 55 66 77 87

3) 46 58 69 82 93

4) 44 55 66 77 87


2) 165 210 250 290 335

3) 165 210 250 290 330

4) 165 205 250 290 330


2) 125 155 185 220 250

3) 120 150 180 210 240

4) 125 155 190 220 250


Co

ole

rs


Seawater m3/h 104 130 156 182 208


2) 480 610 710 840 950

3) 405 510 610 710 810

4) 460 560 680 780 880


Seawater m3/h 1) 66 80 94 108 127

2) 61 80 94 108 127

3) 61 80 94 108 122

4) 61 75 94 108 122


2) 840 1040 1250 1460 1670

3) 880 1110 1320 1560 1770

4) 840 1040 1250 1460 1670






*

**n.a.



Fig. 6.03r: List of capacities, S50MC with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 87 88-0.0

S50MC


430 200 025 198 22 41

6.01.37

S50MC


Cyl. 4 5 6 7 8

kW 5720 7150 8580 10010 11440

Pum

ps


2) 44 55 66 77 873) 46 58 69 82 934) 44 55 66 77 87


Seawater pump* m3/h 1) 170 215 255 300 3452) 170 215 255 300 3403) 170 210 255 300 3404) 170 210 255 295 340



Co

ole

rs


2) 480 610 710 840 9503) 405 510 610 710 8104) 460 560 680 780 880


2) 65 80 94 111 1253) 60 80 94 111 1254) 60 75 94 106 120


2) 840 1040 1250 1460 16703) 880 1110 1320 1560 17704) 840 1040 1250 1460 1670


2) 3580 4470 5340 6250 71303) 3550 4440 5310 6220 70904) 3560 4420 5310 6190 7060





Fig. 6.04r: List of capacities, S50MC with high efficiency turbocharger central cooling systemstated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 87 89-2.0

430 200 025 198 22 41


6.01.38


Cyl. 4 5 6 7 8

kW 5320 6650 7980 9310 10640

Pum

ps




2) 41 51 62 72 82

3) 43 55 65 75 87

4) 41 51 62 72 82


2) 160 200 240 280 320

3) 160 200 240 280 320

4) 160 200 240 280 320


2) 125 155 185 215 245

3) 120 150 180 210 240

4) 125 155 185 215 245


Co

ole

rs


Seawater m3/h 100 125 150 175 200


2) 480 580 710 810 940

3) 405 500 600 710 810

4) 455 560 670 780 880


Seawater m3/h 1) 60 75 90 105 120

2) 60 75 90 105 120

3) 60 75 90 105 120

4) 60 75 90 105 120


2) 790 990 1190 1390 1580

3) 840 1050 1250 1450 1680

4) 790 990 1190 1390 1580






*

**n.a.



Fig. 6.03s: List of capacities, L50MC with high efficiency turbocharger seawater systemstated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 87 90-2.0

L50MC


430 200 025 198 22 41

6.01.39

L50MC


Cyl. 4 5 6 7 8

kW 5320 6650 7980 9310 10640

Pum

ps


2) 41 51 62 72 823) 43 55 65 75 874) 41 51 62 72 82


Seawater pump* m3/h 1) 160 200 240 280 3202) 160 200 240 280 3203) 160 200 235 275 3154) 160 200 235 275 315



Co

ole

rs


2) 480 580 710 810 9403) 405 500 600 710 8104) 455 560 670 780 880


2) 61 76 92 103 1213) 61 76 87 103 1214) 61 76 87 103 116


2) 790 990 1190 1390 15803) 840 1050 1250 1450 16804) 790 990 1190 1390 1580


2) 3330 4150 4990 5810 66403) 3310 4130 4940 5770 66104) 3310 4130 4950 5780 6580





Fig. 6.04s: List of capacities, L50MC with high efficiency turbocharger central cooling systemstated at the nominal MCR power (L1) for engines complying with IMO's NOx emission limitations

178 87 91-4.0

430 200 025 198 22 41


6.01.40


Cyl. 4 5 6 7 8

kW 5240 6550 7860 9170 10480

Pum

ps




2) 44 55 66 77 88

3) 46 57 70 81 92

4) 44 55 66 77 88


2) 170 215 255 300 340

3) 170 210 255 295 340

4) 170 210 255 295 340


2) 130 150 170 190 210

3) 120 140 160 180 200

4) 125 145 165 190 210

Booster pump f. exh. valve actuator*** m3/h 1.0 1.5 1.5 2.0 2.0

Co

ole

rs


Seawater m3/h 108 135 162 189 216


2) 490 600 730 830 930

3) 415 520 620 730 830

4) 470 570 680 800 900


Seawater m3/h 1) 62 80 93 111 124

2) 62 80 93 111 124

3) 62 75 93 106 124

4) 62 75 93 106 124


2) 830 1030 1240 1450 1650

3) 870 1080 1300 1510 1720

4) 830 1030 1240 1450 1650






*

*****

For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsionalvibration damper the engine’s capacities must be increased by those stated for the actual systemThe exhaust gas amount and temperature must be adjusted according to the actual plant specificationNo booster pumps are required for engines produced according to Plant Specifications ordered after January 2000


Fig. 6.03t: List of capacities, S46MC-C with seawater system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 32 71-1.1

S46MC-C


430 200 025 198 22 41

6.01.41

S46MC-C


Cyl. 4 5 6 7 8

kW 5240 6550 7860 9170 10480

Pum

ps


2) 44 55 66 77 883) 46 57 70 81 924) 44 55 66 77 88


Seawater pump* m3/h 1) 160 200 235 275 3152) 160 195 235 275 3153) 155 195 235 275 3104) 155 195 235 275 310


Booster pump f. exh. valve actuator*** m3/h 1.0 1.5 1.5 2.0 2.0

Co

ole

rs


2) 490 600 730 830 9303) 415 520 620 730 8304) 470 570 680 800 900


2) 63 77 95 108 1233) 63 77 90 108 1234) 63 77 90 108 123


2) 830 1030 1240 1450 16503) 870 1080 1300 1510 17204) 830 1030 1240 1450 1650


2) 3310 4120 4950 5760 65603) 3280 4090 4900 5720 65304) 3290 4090 4900 5730 6530





Fig. 6.04t: List of capacities, S46MC-C with central cooling system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 32 72-3.1

430 200 025 198 22 41


6.01.42


Cyl. 4 5 6 7 8 9 10 11 12

kW 4320 5400 6480 7560 8640 9720 10800 11880 12960

Pum

ps




2) 41 51 61 71 82 92 100 110 120

3) 43 53 64 75 85 95 105 115 125

4) 41 51 61 71 82 92 100 110 120


2) 140 175 210 245 280 315 350 385 420

3) 140 175 210 245 280 315 350 380 415

4) 140 175 210 245 280 315 350 385 420


2) 99 125 150 175 195 220 250 275 300

3) 95 120 145 165 190 215 240 260 285

4) 98 125 150 170 200 220 250 270 295

Booster pump f. exh. valve actuator*** m3/h 1.0 1.5 1.5 2.0 2.0 2.5 2.5 3.0 3.0

Co

ole

rs


Seawater m3/h 88 110 132 154 176 199 221 243 265


2) 395 485 570 650 760 840 970 1050 1140

3) 330 410 490 570 660 740 820 900 980

4) 360 465 550 630 730 810 930 1010 1090


Seawater m3/h 1) 52 65 78 91 104 116 129 142 155

2) 52 65 78 91 104 116 129 142 155

3) 52 65 78 91 104 116 129 137 150

4) 52 65 78 91 104 116 129 142 155


2) 700 880 1060 1230 1410 1580 1760 1940 2110

3) 750 920 1100 1300 1470 1650 1850 2020 2200

4) 700 880 1060 1230 1410 1580 1760 1940 2110






*

*****



Fig. 6.03u: List of capacities, S42MC with seawater system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 42 71-6.1

S42MC


430 200 025 198 22 41

6.01.43

S42MC


Cyl. 4 5 6 7 8 9 10 11 12

kW 4320 5400 6480 7560 8640 9720 10800 11880 12960

Pum

ps


2) 41 51 61 71 82 92 100 110 1203) 43 53 64 75 85 95 105 115 1254) 41 51 61 71 82 92 100 110 120


Seawater pump* m3/h 1) 130 165 195 230 260 295 325 360 3952) 130 165 195 230 260 295 325 360 3903) 130 160 195 225 260 290 325 355 3904) 130 165 195 225 260 290 325 360 390



Co

ole

rs


2) 395 485 570 650 760 840 970 1050 11403) 330 410 490 570 660 740 820 900 9804) 360 465 550 630 730 810 930 1010 1090


2) 52 65 78 91 104 116 129 142 1553) 52 65 78 91 104 116 129 137 1504) 52 65 78 91 104 116 129 142 155


2) 700 880 1060 1230 1410 1580 1760 1940 21103) 750 920 1100 1300 1470 1650 1850 2020 22004) 700 880 1060 1230 1410 1580 1760 1940 2110


2) 2750 3430 4100 4760 5460 6120 6840 7520 81903) 2730 3390 4060 4750 5420 6090 6780 7450 81204) 2710 3410 4080 4740 5430 6090 6800 7480 8140





Fig. 6.04u: List of capacities, S42MC with central cooling system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 42 75-3.1

430 200 025 198 22 41


6.01.44


Cyl. 4 5 6 7 8 9 10 11 12

kW 3980 4975 5970 6965 7960 8955 9950 10945 11940

Pum

ps




2) 32 40 48 56 64 72 80 88 96

3) 34 42 50 58 68 76 85 93 100

4) 32 40 48 56 64 72 80 88 96


2) 120 150 175 205 235 265 300 325 355

3) 120 145 175 205 235 265 295 325 355

4) 115 145 175 205 235 265 295 325 355


2) 95 115 130 145 160 180 205 220 235

3) 91 105 120 135 150 175 195 210 225

4) 94 110 125 140 155 180 200 220 235


Co

ole

rs


Seawater m3/h 75 94 113 132 151 170 189 208 227


2) 340 415 485 550 620 720 830 900 970

3) 270 340 410 475 540 610 680 750 820

4) 305 375 460 530 600 680 750 850 920


Seawater m3/h 1) 45 56 67 73 84 95 106 117 128

2) 45 56 62 73 84 95 111 117 128

3) 45 51 62 73 84 95 106 117 128

4) 40 51 62 73 84 95 106 117 128


2) 580 720 860 1010 1150 1300 1440 1590 1730

3) 620 760 910 1050 1220 1360 1530 1670 1820

4) 580 720 860 1010 1150 1300 1440 1590 1730






*

*****



Fig. 6.03v: List of capacities, L42MC with seawater system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 42 51-3.1

L42MC


430 200 025 198 22 41

6.01.45

L42MC


Cyl. 4 5 6 7 8 9 10 11 12

kW 3980 4975 5970 6965 7960 8955 9950 10945 11940

Pum

ps


2) 32 40 48 56 64 72 80 88 963) 34 42 50 58 68 76 85 93 1004) 32 40 48 56 64 72 80 88 96


Seawater pump* m3/h 1) 110 140 165 190 220 250 275 305 3302) 110 140 165 190 220 245 275 305 3303) 110 135 165 190 220 245 275 300 3254) 110 135 165 190 220 245 270 300 330



Co

ole

rs


2) 340 415 485 550 620 720 830 900 9703) 270 340 410 475 540 610 680 750 8204) 305 375 460 530 600 680 750 850 920


2) 45 56 62 73 84 95 111 117 1283) 45 51 62 73 84 95 106 117 1284) 40 51 62 73 84 95 106 117 128


2) 580 720 860 1010 1150 1300 1440 1590 17303) 620 760 910 1050 1220 1360 1530 1670 18204) 580 720 860 1010 1150 1300 1440 1590 1730


2) 2320 2890 3450 4010 4570 5170 5770 6340 69003) 2290 2850 3420 3980 4560 5120 5710 6270 68404) 2290 2850 3420 3990 4550 5130 5690 6290 6850





Fig. 6.04v: List of capacities, L42MC with central cooling system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 42 52-5.1

430 200 025 198 22 41


6.01.46


Cyl. 4 5 6 7 8 9 10 11 12

kW 2960 3700 4440 5180 5920 6660 7400 8140 8880

Pum

ps




2) 28 36 43 50 57 64 71 78 85

3) 30 37 45 52 59 66 74 83 90

4) 28 36 43 50 57 64 71 78 85


2) 88 110 130 155 175 195 220 240 265

3) 87 110 130 150 175 195 215 240 260

4) 87 110 130 155 175 195 220 240 260


2) 64 80 95 115 130 145 160 175 190

3) 61 76 91 105 120 135 150 165 180

4) 63 79 94 110 125 140 160 175 190


Co

ole

rs


Seawater m3/h 53 66 79 92 105 118 131 144 158


2) 280 355 410 475 530 590 710 760 820

3) 230 285 345 400 460 510 570 630 690

4) 250 320 375 455 510 570 640 700 750


Seawater m3/h 1) 37 44 51 63 70 77 89 96 107

2) 37 44 51 63 70 77 89 96 107

3) 37 44 51 58 70 77 84 96 102

4) 37 44 51 63 70 77 89 96 102


2) 465 580 700 820 930 1050 1170 1280 1400

3) 495 610 740 860 980 1090 1230 1370 1490

4) 465 580 700 820 930 1050 1170 1280 1400






*

*****



Fig. 6.03x: List of capacities, S35MC with seawater system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 42 72-8.1

S35MC


430 200 025 198 22 41

6.01.47

S35MC


Cyl. 4 5 6 7 8 9 10 11 12

kW 2960 3700 4440 5180 5920 6660 7400 8140 8880

Pum

ps


2) 28 36 43 50 57 64 71 78 853) 30 37 45 52 59 66 74 83 904) 28 36 43 50 57 64 71 78 85


Seawater pump* m3/h 1) 88 110 130 155 175 195 220 240 2602) 88 110 130 155 175 195 220 240 2603) 87 110 130 150 175 195 215 240 2604) 86 110 130 150 175 195 215 235 260



Co

ole

rs


2) 280 355 410 475 530 590 710 760 8203) 230 285 345 400 460 510 570 630 6904) 250 320 375 455 510 570 640 700 750


2) 37 44 51 63 70 77 89 96 1073) 37 44 51 58 70 77 84 96 1024) 37 44 51 63 70 77 89 96 102


2) 465 580 700 820 930 1050 1170 1280 14003) 495 610 740 860 980 1090 1230 1370 14904) 465 580 700 820 930 1050 1170 1280 1400


2) 1830 2290 2740 3200 3630 4080 4590 5020 54703) 1810 2250 2720 3160 3610 4040 4510 4980 54304) 1800 2250 2710 3180 3610 4060 4520 4960 5400





Fig. 6.04x: List of capacities, S35MC with central cooling system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 42 76-5.1

430 200 025 198 22 41


6.01.48


Cyl. 4 5 6 7 8 9 10 11 12

kW 2600 3250 3900 4550 5200 5850 6500 7150 7800

Pum

ps




2) 23 28 34 39 45 51 56 62 68

3) 24 30 36 42 47 53 60 65 72

4) 23 28 34 39 45 51 56 62 68


2) 79 98 120 135 155 175 195 215 235

3) 78 97 115 135 155 175 195 215 235

4) 77 97 115 135 155 175 195 215 230


2) 64 74 90 105 120 130 145 155 160

3) 61 71 86 100 110 120 135 145 150

4) 63 73 89 105 115 125 140 155 160


Co

ole

rs


Seawater m3/h 48 60 72 84 96 108 120 132 144


2) 240 290 355 405 460 510 580 630 710

3) 190 240 290 335 385 430 480 530 580

4) 215 265 320 370 420 485 530 600 640


Seawater m3/h 1) 32 40 43 51 59 67 75 83 91

2) 32 40 48 51 59 67 75 83 91

3) 32 40 43 51 59 67 75 83 91

4) 32 40 43 51 59 67 75 83 86


2) 400 500 600 700 800 900 1000 1100 1200

3) 430 530 640 750 850 950 1060 1160 1290

4) 400 500 600 700 800 900 1000 1100 1200






*

*****



Fig. 6.03y: List of capacities, L35MC with seawater system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 87 92-6.0

L35MC


430 200 025 198 22 41

6.01.49

L35MC


Cyl. 4 5 6 7 8 9 10 11 12

kW 2600 3250 3900 4550 5200 5850 6500 7150 7800

Pum

ps


2) 23 28 34 39 45 51 56 62 683) 24 30 36 42 47 53 60 65 724) 23 28 34 39 45 51 56 62 68


Seawater pump* m3/h 1) 75 94 110 130 150 165 190 205 2252) 75 93 115 130 150 170 185 205 2253) 74 92 110 130 150 165 185 205 2254) 74 92 110 130 145 165 185 205 220



Co

ole

rs


2) 240 290 355 405 460 510 580 630 7103) 190 240 290 335 385 430 480 530 5804) 215 265 320 370 420 485 530 600 640


2) 32 40 48 51 59 67 75 83 913) 32 40 43 51 59 67 75 83 914) 32 40 43 51 59 67 75 83 86


2) 400 500 600 700 800 900 1000 1100 12003) 430 530 640 750 850 950 1060 1160 12904) 400 500 600 700 800 900 1000 1100 1200


2) 1570 1950 2360 2740 3120 3510 3910 4290 47103) 1550 1930 2330 2720 3100 3480 3870 4250 46704) 1550 1930 2320 2700 3080 3490 3860 4260 4640





Fig. 6.04y: List of capacities, L35MC with central cooling system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 87 93-8.0

430 200 025 198 22 41


6.01.50


Cyl. 4 5 6 7 8 9 10 11 12

kW 1600 2000 2400 2800 3200 3600 4000 4400 4800

Pum

ps




2) 16 20 24 28 32 36 40 44 48

3) 24 28 25 29 34 38 55 47 51

4) 16 20 24 28 32 36 40 44 48


2) 71 88 105 125 140 160 175 195 210

3) 73 90 105 125 140 155 180 190 210

4) 71 88 105 125 140 155 175 190 210


2) 51 58 66 73 83 93 100 105 115

3) 48 55 63 70 80 90 95 100 110

4) 50 57 65 72 82 92 99 105 115

Booster pump f. exh. valve actuator m3/h n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a.

Co

ole

rs


Seawater m3/h 45 56 68 79 90 101 112 123 134


2) 230 280 340 390 450 500 580 630 680

3) 200 250 300 350 400 450 500 550 600

4) 225 275 325 375 425 475 550 600 650


Seawater m3/h 1) 25 34 37 46 50 59 63 67 76

2) 25 34 37 46 50 59 63 72 76

3) 25 34 37 46 50 54 68 67 76

4) 25 34 37 46 50 54 63 67 76


2) 310 385 460 540 620 690 770 850 920

3) 395 470 485 560 650 720 940 890 970

4) 310 385 460 540 620 690 770 850 920






*

**n.a.



Fig. 6.03z: List of capacities, S26MC with seawater system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 42 72-8.1

S26MC


430 200 025 198 22 41

6.01.51

S26MC


Cyl. 4 5 6 7 8 9 10 11 12

kW 1600 2000 2400 2800 3200 3600 4000 4400 4800

Pum

ps


2) 16 20 24 28 32 36 40 44 483) 24 28 25 29 34 38 55 47 514) 16 20 24 28 32 36 40 44 48


Seawater pump* m3/h 1) 52 66 79 92 105 120 130 145 1602) 53 66 79 92 105 120 130 145 1553) 56 68 78 91 105 115 135 145 1554) 53 66 78 91 105 115 130 145 155


Booster pump f. exh. valve actator m3/h n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a.

Co

ole

rs


2) 230 280 340 390 450 500 580 630 6803) 200 250 300 350 400 450 500 550 6004) 225 275 325 375 425 475 550 600 650


2) 25 34 37 46 50 59 63 72 763) 25 34 37 46 50 54 68 67 764) 25 34 37 46 50 54 63 67 76


2) 310 385 460 540 620 690 770 850 9203) 395 470 485 560 650 720 940 890 9704) 310 385 460 540 620 690 770 850 920


2) 1100 1380 1650 1920 2200 2460 2760 3030 32903) 1160 1430 1640 1900 2180 2440 2850 2990 32604) 1100 1370 1640 1910 2180 2440 2730 3000 3260





Fig. 6.04z: List of capacities, S26MC with central cooling system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 42 76-5.1

430 200 025 198 22 41


Starting air system: 30 bar (gauge)

Cylinder No. 4 5 6 7 8 9 10 11 12

K98MCReversible engineReceiver volume (12 starts) m3 2 x 14.5 2 x 15.0 2 x 15.5 2 x 15.5 2 x 15.5 2 x 16.0 2 x 16.0Compressor capacity, total m3/h 870 900 930 930 930 960 960Non-reversible engineReceiver volume (6 starts) m3 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.5 2 x 8.5Compressor capacity, total m3/h 480 480 480 480 480 510 510

K98MC-CReversible engineReceiver volume (12 starts) m3 2 x 13.5 2 x 13.5 2 x 13.5 2 x 13.5 2 x 13.5 2 x 13.5 2 x 14.0Compressor capacity, total m3/h 810 810 810 810 810 810 840Non-reversible engineReceiver volume (6 starts) m3 2 x 7.0 2 x 7.0 2 x 7.0 2 x 7.0 2 x 7.0 2 x 7.0 2 x 7.5Compressor capacity, total m3/h 420 420 420 420 420 420 450

S90MC-CReversible engineReceiver volume (12 starts) m3 2 x 15.0 2 x 15.0 2 x 15.5 2 x 15.5Compressor capacity, total m3/h 900 900 930 930Non-reversible engineReceiver volume (6 starts) m3 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0Compressor capacity, total m3/h 480 480 480 480

L90MC-CReversible engineReceiver volume (12 starts) m3 2 x 13.5 2 x 14.0 2 x 14.0 2 x 14.5 2 x 14.5 2 x 14.5 2 x 15.0Compressor capacity, total m3/h 810 840 840 870 870 870 900Non-reversible engineReceiver volume (6 starts) m3 2 x 7.0 2 x 7.5 2 x 7.5 2 x 7.5 2 x 7.5 2 x 7.5 2 x 8.0Compressor capacity, total m3/h 420 450 450 450 450 450 480

K90MCReversible engineReceiver volume (12 starts) m3 2 x10.0 2 x 11.0 2 x 11.5 2 x 12.0 2 x 12.0 2 x 12.5 2 x 12.5 2 x 12.5 2 x 12.5Compressor capacity, total m3/h 600 660 690 720 720 750 750 750 750Non-reversible engineReceiver volume (6 starts) m3 2 x 5.5 2 x 6.0 2 x 6.0 2 x 6.5 2 x 6.5 2 x 6.5 2 x 6.5 2 x 6.5 2 x 7.0Compressor capacity, total m3/h 330 360 360 390 390 390 390 390 420


Fig. 6.01.05a: Capacities of starting air receivers and compressors for main engine

6.01.52

178 87 96-3.0


430 200 025 198 22 41


Cylinder No. 4 5 6 7 8 9 10 11 12

S80MC-CReversible engineReceiver volume (12 starts) m3 2 x 12.0 2 x 12.0 2 x 12.5Compressor capacity, total m3/h 720 720 750Non-reversible engineReceiver volume (6 starts) m3 2 x 6.5 2 x 6.5 2 x 6.5Compressor capacity, total m3/h 390 390 390

S80MCReversible engineReceiver volume (12 starts) m3 2 x 9.5 2 x 10.5 2 x 11.5 2 x 11.5 2 x 12.0 2 x 12.0Compressor capacity, total m3/h 570 630 690 690 720 720Non-reversible engineReceiver volume (6 starts) m3 2 x 5.0 2 x 5.5 2 x 6.0 2 x 6.0 2 x 6.5 2 x 6.5Compressor capacity, total m3/h 300 330 360 360 390 390

L80MCReversible engineReceiver volume (12 starts) m3 2 x 8.5 2 x 9.0 2 x 9.5 2 x 10.0 2 x 10.0 2 x 10.0 2 x 10.0 2 x 10.5 2 x 10.5Compressor capacity, total m3/h 510 540 570 600 600 600 600 630 630Non-reversible engineReceiver volume (6 starts) m3 2 x 4.5 2 x 5.0 2 x 5.0 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 6.0 2 x 6.5Compressor capacity, total m3/h 270 300 300 330 330 330 330 360 360


S70MC-CReversible engineReceiver volume (12 starts) m3 2 x 7.0 2 x 7.5 2 x 8.0 2 x 8.0 2 x 8.0Compressor capacity, total m3/h 420 450 480 480 480Non-reversible engineReceiver volume (6 starts) m3 2 x 3.5 2 x 4.0 2 x 4.5 2 x 4.5 2 x 4.5Compressor capacity, total m3/h 210 240 270 270 270

S70MCReversible engineReceiver volume (12 starts) m3 2 x 7.0 2 x 7.0 2 x 8.0 2 x 8.0 2 x 8.0Compressor capacity, total m3/h 420 420 480 480 480Non-reversible engineReceiver volume (6 starts) m3 2 x 4.0 2 x 4.0 2 x 4.0 2 x 4.0 2 x 4.0Compressor capacity, total m3/h 240 240 240 240 240

L70MCReversible engineReceiver volume (12 starts) m3 2 x 5.5 2 x 6.0 2 x 6.5 2 x 6.5 2 x 7.0Compressor capacity, total m3/h 330 360 390 390 420Non-reversible engineReceiver volume (6 starts) m3 2 x 3.0 2 x 3.5 2 x 3.5 2 x 3.5 2 x 4.0Compressor capacity, total m3/h 180 210 210 210 240

Fig. 6.01.05b: Capacities of starting air receivers and compressors for main engine

6.01.53

178 87 96-3.0

430 200 025 198 22 41



Cylinder No. 4 5 6 7 8 9 10 11 12








Fig. 6.01.05c: Capacities of starting air receivers and compressors for main engine

6.01.54

178 87 96-3.0


430 200 025 198 22 41


Cylinder No. 4 5 6 7 8 9 10 11 12

S42MCReversible engineReceiver volume (12 starts) m3 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.5 2 x 3.5 2 x 3.5 2 x 3.5 2 x 3.5Compressor capacity, total m3/h 180 180 180 180 210 210 210 210 210Non-reversible engineReceiver volume (6 starts) m3 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5Compressor capacity, total m3/h 120 120 120 120 150 150 150 150 150





Fig. 6.01.05d: Capacities of starting air receivers and compressors for main engine

6.01.55

178 87 96-3.0

Auxiliary System Capacities forDerated Engines

The dimensioning of heat exchangers (coolers) andpumps for derated engines can be calculated on thebasis of the heat dissipation values found by usingthe following description and diagrams. Those forthe nominal MCR (L1), see Figs. 6.01.03 and6.01.04, may also be used if wanted.

The examples represent the engines which have thelargest layout diagrams. The layout diagram sizesfor all engine types can be found in section 2.

Cooler heat dissipations

For the specified MCR (M) the diagrams in Figs.6.01.06, 6.01.07 and 6.01.08 show reduction fac-tors for the corresponding heat dissipations forthe coolers, relative to the values stated in the“List of Capacities” valid for nominal MCR (L1).

The percentage power (P%) and speed (n%) of L1for specified MCR (M) of the derated engine is usedas input in the above-mentioned diagrams, givingthe % heat dissipation figures relative to those in the“List of Capacities”, Figs. 6.01.03 and 6.01.04.

430 200 025 198 22 41


6.01.56

Fig. 6.01.06: Scavenge air cooler, heat dissipationqair% in % of L1 value

Fig. 6.01.07: Jacket water cooler, heat dissipationqjw% in % of L1 value

Fig. 6.01.08: Lubricating oil cooler, heat dissipationqlub% in % of L1 value

178 06 56-6.1

178 08 07-7.0178 06 55-6.1

Pump capacitiesThe pump capacities given in the “List of Capa-cities” refer to engines rated at nominal MCR (L1).For lower rated engines, only a marginal saving inthe pump capacities is obtainable.

To ensure proper lubrication, the lubricating oilpump and the booster pump for camshaft and/orexhaust valve actuator must remain unchanged.

Booster pumps for

Exhaust valveactuator

Camshaft andexhaust valve

actuatorNone

K98MC XK98MC-C XS90MC-C XL90MC XK90MC XK90MC-C XS80MC-C XS80MC XL80MC XK80MC-C XS70MC-C XS70MC XL70MC XS60MC-C XS60MC XL60MC XS50MC-C XS50MC XL50MC XS46MC-C XS42MC XL42MC XS35MC XL35MC XS26MC X

Also the fuel oil circulating and supply pumps andthe fuel oil heater should remain unchanged,

In order to ensure a proper starting ability, thestarting air compressors and the starting air recei-vers must also remain unchanged.

The jacket cooling water pump capacity is relativelylow, and practically no saving is possible, it is there-fore kept unchanged.

The seawater flow capacity for each of the sca-venge air, lube oil and jacket water coolers can be

reduced proportionally to the reduced heat dissipa-tions found in Figs. 6.01.06, 6.01.07 and 6.01.08,respectively.

However, regarding the scavenge air cooler(s), the en-gine maker has to approve this reduction in order toavoid too low a water velocity in the scavenge aircooler pipes.

As the jacket water cooler is connected in serieswith the lubricating oil cooler, the water flow capac-ity for the latter is used also for the jacket watercooler.

If a central cooler is used, the above still applies, butthe central cooling water capacities are used in-stead of the above seawater capacities. The seawa-ter flow capacity for the central cooler can be re-duced in proportion to the reduction of the totalcooler heat dissipation.

Pump pressuresIrrespective of the capacities selected as per theabove guidelines, the below-mentioned pumpheads at the mentioned maximum working tempe-ratures for each system shall be kept:

Pumpheadbar

Max.workingtemp. °C

Fuel oil supply pump 4.0 100Fuel oil circulating pump 6.0 150Lubricating oil pumpK98, K98-CS90-C, L90, S80-C, S80K90-C, K90K80-C, L80, S70-C, S70L70, S60-C, S60, L60, S50-C,S50, L50, S46-C, S42, L42,S35, L35, S26

5.04.64.54.34.0

6060606060

Booster pump for camshaftand/or exhaust valve actuator

3.0 60

Seawater pump 2.5 50Central cooling water pump 2.5 60Jacket water pump 3.0 100

Flow velocitiesFor external pipe connections, we prescribe thefollowing maximum velocities:Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/sHeavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/sLubricating oil . . . . . . . . . . . . . . . . . . . . . . . 1.8 m/sCooling water . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s


430 200 025 198 22 41

6.01.57

Example 1:

The method of calculating the reduced capacitiesfor point M is shown below.

The values valid for the nominal rated engine arefound in the “List of Capacities” Fig. 6.01.03a, andare listed together with the result in Fig. 6.01.09.

Heat dissipation of scavenge air coolerFig. 6.01.05 which is approximate indicates a 73%heat dissipation:

7600 x 0.73 = 5548 kW

Heat dissipation of jacket water coolerFig. 6.01.07 indicates a 84% heat dissipation:

2830 x 0.84 = 2377 kW

Heat dissipation of lube. oil coolerFig. 6.01.08 indicates a 91% heat dissipation:

1440 x 0.91 = 1310 kW

Seawater pump

Scavenge air cooler:Lubricating oil cooler:Total:

404 x 0.73 = 294.9 m3/h206 x 0.91 = 187.5 m3/h

482.4 m3/h

If the engine were fitted with VIT fuel pumps, theM would not coincide with O, and in the figure thedata for the specified MCR (M) should be used.

430 200 025 198 22 41


Example 1:

Derated 6S70MC-C with high efficiency MAN B&W turbocharger with fixed pitch propeller, seawatercooling system and without VIT fuel pumps.

The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.

As the engine is without VIT fuel pumps the specified MCR (M) is identical to the optimised power (O)

Nominal MCR, (L1) PL1: 18,630 kW = 25,320 BHP (100.0%) 91 r/min (100.0%)

Specified MCR, (M) PM: 14,904 kW = 20,256 BHP (80.0%) 81.9 r/min (90.0%)

Optimised power, (O) PO: 14,904 kW = 20,256 BHP (80.0%) 81.9 r/min (88.0%)

6.01.58


430 200 025 198 22 41

Nominal rated engine (L1)high efficiencyturbocharger

Example 1Specified MCR (M)

Shaft power at MCR 18,630 kWat 91 r/min

14,904 kWat 81.9 r/min

Pumps:Fuel oil circulating pump m3/h 8.3 8.3Fuel oil supply pump m3/h 4.6 4.6Jacket cooling water pump m3/h 165 165Seawater pump* m3/h 610 482.4Lubricating oil pump* m3/h 390 390Booster pump for camshaft and exhaust valves m3/h 3.0 3.0Coolers:Scavenge air coolerHeat dissipation kW 7600 5548Seawater quantity m3/h 404 294.9Lub. oil coolerHeat dissipation* kW 1440 1310Lubricating oil quantity* m3/h 390 390Seawater quantity m3/h 206 187.5Jacket water coolerHeat dissipation kW 2830 2377Jacket cooling water quantity m3/h 165 165Seawater quantity m3/h 206 187.5Fuel oil preheater: kW 220 220Gases at ISO ambient conditions*

Exhaust gas amount kg/h 176400 138200Exhaust gas temperature °C 235 226Air consumption kg/sec. 48.1 37.6Starting air system: 30 bar (gauge)

Reversible engineReceiver volume (12 starts) m3 2 x 8.0 2 x 8.0Compressor capacity, total m3/h 480 480Non-reversible engineReceiver volume (6 starts) m3 2 x 4.5 2 x 4.5Compressor capacity, total m3/h 270 270Exhaust gas tolerances: temperature -/+ 15 °C and amount +/- 5%

The air consumption and exhaust gas figures are expected and refer to 100% specified MCR, ISO ambientreference conditions and the exhaust gas back pressure 300 mm WCThe exhaust gas temperatures refer to after turbocharger* Calculated in example 3, in this chapter

Fig. 6.01.09: Example 1 – Capacities of derated 6S70MC-C with high efficiency MAN B&W turbocharger and seawatercooling system.

178 45 72-4.0

6.01.59

Freshwater Generator

If a freshwater generator is installed and is utilisingthe heat in the jacket water cooling system, it shouldbe noted that the actual available heat in the jacketcooling water system is lower than indicated by theheat dissipation figures valid for nominal MCR (L1)given in the List of Capacities. This is because thelatter figures are used for dimensioning the jacketwater cooler and hence incorporate a safety marginwhich can be needed when the engine is operatingunder conditions such as, e.g. overload. Normally,this margin is 10% at nominal MCR.

For a derated diesel engine, i.e. an engine having aspecified MCR (M) and/or an optimising point (O)different from L1, the relative jacket water heat dissi-pation for point M and O may be found, as previ-ously described, by means of Fig. 6.01.07.

At part load operation, lower than optimised power,the actual jacket water heat dissipation will be re-duced according to the curves for fixed pitch pro-

peller (FPP) or for constant speed, controllable pitchpropeller (CPP), respectively, in Fig. 6.01.10.

With reference to the above, the heat actually avail-able for a derated diesel engine may then be foundas follows:

1. Engine power between optimised and specifiedpower.

For powers between specified MCR (M) and op-timised power (O), the diagram Fig. 6.01.07 is tobe used,i.e. giving the percentage correctionfactor “qjw%” and hence

Qjw = QL1 xq

100jw% x 0.9 (0.87) [1]

2. Engine power lower than optimised power.

For powers lower than the optimised power, thevalue Qjw,O found for point O by means of theabove equation [1] is to be multiplied by the cor-rection factor kp found in Fig. 6.01.10 and hence

Qjw = Qjw,O x kp [2]

where

Qjw = jacket water heat dissipationQL1 = jacket water heat dissipation at nominal

MCR (L1)qjw%= percentage correction factor from Fig.

6.01.07Qjw,O= jacket water heat dissipation at optimised

power (O), found by means of equation [1]kp = correction factor from Fig. 6.01.100.9 = factor for overload margin, tropical

ambient conditions

The heat dissipation is assumed to be more or lessindependent of the ambient temperature condi-tions, yet the overload factor of about 0.87 insteadof 0.90 will be more accurate for ambient conditionscorresponding to ISO temperatures or lower.

If necessary, all the actually available jacket coolingwater heat may be used provided that a special tem-perature control system ensures that the jacketcooling water temperature at the outlet from the en-gine does not fall below a certain level. Such a tem-

430 200 025 198 22 41


Fig. 6.01.10: Correction factor “kp” for jacket coolingwater heat dissipation at part load, relative to heatdissipation at optimised power

178 06 64-3.0

6.01.60

perature control system may consist, e.g., of a spe-cial by-pass pipe installed in the jacket coolingwater system, see Fig. 6.01.11, or a special built-intemperature control in the freshwater generator,e.g., an automatic start/stop function, or similar. Ifsuch a special temperature control is not applied,we recommend limiting the heat utilised to maxi-mum 50% of the heat actually available at specifiedMCR, and only using the freshwater generator at en-gine loads above 50%.

When using a normal freshwater generator of thesingle-effect vacuum evaporator type, the freshwa-ter production may, for guidance, be estimated as0.03 t/24h per 1 kW heat, i.e.:

Mfw = 0.03 x Qjw t/24h [3]

where

Mfw is the freshwater production in tons per 24hours

and

Qjw is to be stated in kW


430 200 025 198 22 41

Valve A: ensures that Tjw < 80 °CValve B: ensures that Tjw >80 – 5 °C = 75 °CValve B and the corresponding by-pass may be omitted if, for example, the freshwater generator is equipped with anautomatic start/stop function for too low jacket cooling water temperatureIf necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature controlsystem ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level

Fig. 6.01.11: Freshwater generators. Jacket cooling water heat recovery flow diagram

Freshwater generator system Jacket cooling water system

178 16 79-9.2

6.01.61

The expected available jacket cooling water heat atservice rating is found as follows:

QL1 = 2830 kW from “List of Capacities”

qjw% = 84.0% using 80.0% power and 90.0%speed for M=O (as no VIT fuel pumps areused) in Fig. 6.01.07

By means of equation [1], and using factor 0.87 foractual ambient condition the heat dissipation in theoptimising point (O) is found:

Qjw,O = QL1 xq

100jw% x 0.87

= 2830 x84.0100

x 0.87 = 2068 kW

If the engine were fitted with VIT fuel pumps, M wouldnot coincide with O, and the data for the optimisingpoint should be used, as shown in Fig. 6.01.07.

By means of equation [2], the heat dissipation in theservice point (S) is found:

Qjw = Qjw,O x kp = 2068 x 0.85 = 1760 kW

kp = 0.85 using Ps% = 80% in Fig. 6.01.10

For the service point the corresponding expectedobtainable freshwater production from a freshwatergenerator of the single-effect vacuum evaporatortype is then found from equation [3]:

Mfw = 0.03 x Qjw = 0.03 x 1760 = 52.7 t/24h

430 200 025 198 22 41


Example 2:

Freshwater production from a derated 6S70MC-C with high efficiency MAN B&W turbocharger, withoutVIT fuel pumps and with fixed pitch propeller.

Based on the engine ratings below, this example will show how to calculate the expected available jacketcooling water heat removed from the diesel engine, together with the corresponding freshwaterproduction from a freshwater generator.

The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.

As the engine is without VIT fuel pumps the specified MCR (M) is identical to the optimised power (O)

Nominal MCR, (L1) PL1: 18,630 kW = 25,320 BHP (100.0%) 91.0 r/min (100.0%)


Optimised power, (O) PO: 14,904 kW = 20,256 BHP (80.0%) 81.9 r/min (90.0%)

Service rating, (S) PS: 11,923 kW = 16,205 BHP (64.0%) 76.0 r/min (83.5%)

Calculation of Exhaust Gas Amount andTemperature

Influencing factors

The exhaust gas data to be expected in practice de-pends, primarily, on the following three factors:

a) The optimising point of the engine (point O):

PO:nO:

power in kW (BHP) at optimising pointspeed in r/min at optimising point

b) The ambient conditions, and exhaust gasback-pressure:

Tair:pbar:TCW:DpO:

actual ambient air temperature, in °Cactual barometric pressure, in mbaractual scavengeaircoolant temperature, in °Cexhaust gas back-pressure in mm WC atoptimising point

c) The continuous service rating of the engine(point S), valid for fixed pitch propeller orcontrollable pitch propeller (constant engine

speed)

PS: continuous service rating of engine,in kW (BHP)

6.01.62

Calculation Method

To enable the project engineer to estimate the ac-tual exhaust gas data at an arbitrary service rating,the following method of calculation may be used.

Mexh:Texh:

exhaust gas amount in kg/h, to be foundexhaust gas temperature in °C, to be found

The partial calculations based on the above influ-encing factors have been summarised in equations[4] and [5], see Fig. 6.01.12.

The partial calculations based on the influencingfactors are described in the following:

a) Correction for choice of optimising pointWhen choosing an optimising point “O” other thanthe nominal MCR point “L1”, the resulting changesin specific exhaust gas amount and temperature arefound by using as input in diagrams 6.01.13 and6.01.14 the corresponding percentage values (of L1)for optimised power PO% and speed nO%.

mo%: specific exhaust gas amount, in % of specificgas amount at nominal MCR (L1), see Fig.6.01.13.

DTo: change in exhaust gas temperature afterturbocharger relative to the L1 value, in °C,see Fig. 6.01.14.


430 200 025 198 22 41

Mexh = ML1 xP

PO

L1

xm

100o% x (1 +

DM

100amb% ) x (1 +

Dm

100s% ) x

P

100S% kg/h [4]

Texh = TL1 + DTo + DTamb + DTS °C [5]

where, according to “List of capacities”, i.e. referring to ISO ambient conditions and 300 mm WCback-pressure and optimised in L1:

ML1: exhaust gas amount in kg/h at nominal MCR (L1)

TL1: exhaust gas temperatures after turbocharger in °C at nominal MCR (L1)

Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures

Fig. 6.01.13: Specific exhaust gas amount, mo% in %of L1 value

Fig. 6.01.14: Change of exhaust gas temperature, DTo in°C after turbocharger relative to L1 value

178 30 58-0.0

178 06 59-1.1 178 06 60-1.1

6.01.63

b) Correction for actual ambient conditions andback-pressureFor ambient conditions other than ISO 3046/1-1986, and back-pressure other than 300 mm WC atoptimising point (O), the correction factors stated inthe table in Fig. 6.01.15 may be used as a guide, andthe corresponding relative change in the exhaustgas data may be found from equations [6] and [7],shown in Fig. 6.01.16.

430 200 025 198 22 41


Parameter Change Change of exhaustgas temperature

Change of exhaustgas amount

Blower inlet temperature

Blower inlet pressure (barometric pressure)

Charge air coolant temperature(seawater temperature)

Exhaust gas back pressure at the optimising point

+ 10 °C

+ 10 mbar

+ 10 °C

+ 100 mm WC

+ 16.0 °C

– 0.1 °C

+ 1.0 °C

+ 5.0 °C

– 4.1%

+ 0.3%

+ 1.9%

– 1.1%

Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure

DMamb% = -0.41 x (Tair – 25) + 0.03 x (pbar – 1000) + 0.19 x (TCW – 25 ) - 0.011 x (DpO – 300) % [6]

DTamb = 1.6 x (Tair – 25) – 0.01 x (pbar – 1000) +0.1 x (TCW – 25) + 0.05 x (DpO– 300) °C [7]

where the following nomenclature is used:

DMamb%: change in exhaust gas amount, in % of amount at ISO conditions

DTamb: change in exhaust gas temperature, in °C

The back-pressure at the optimising point can, as an approximation, be calculated by:

DpO =DpM x (PO/PM)2

[8]

where,

PM: power in kW (BHP) at specified MCR

DpM: exhaust gas back-pressure prescribed at specified MCR, in mm WC

Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure

178 30 59-2.1

178 30 60-2.1

6.01.64

c) Correction for engine loadFigs. 6.01.17 and 6.01.18 may be used, as guid-ance, to determine the relative changes in the spe-cific exhaust gas data when running at part load,compared to the values in the optimising point, i.e.using as input PS% = (PS/PO) x 100%:

Dms%: change in specific exhaust gas amount, in% of specific amount at optimising point,see Fig. 6.01.17.

DTs: change in exhaust gas temperature, in°C, see Fig. 6.01.18.


430 200 025 198 22 41

Fig. 6.01.18: Change of exhaust gas temperature,DTs in °C at part load

Fig. 6.01.17: Change of specific exhaust gas amount,Dms% in % at part load

178 06 74-5.0 178 06 73-3.0

6.01.65

Reference conditions:

Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 °CScavenge air coolant temperature TCW. . . . . 18 °CBarometric pressure pbar. . . . . . . . . . . . 1013 mbarExhaust gas back-pressureat specified MCR DpM . . . . . . . . . . . . 300 mm WC

a) Correction for choice of optimising point:

PO% =1393518630

x 100 = 74.8%

nO% =80.191

x 100 = 88.0%

By means of Figs. 6.01.13 and 6.01.14:

mO% = 97.6 %

DTO = - 8.9 °C

b) Correction for ambient conditions andback-pressure:

The back-pressure at the optimising point is foundby means of equation [8]:

DpO = 300 x1393514904

2ìíî

üýþ

= 262 mm WC

By means of equations [6] and [7]:

Mamb% = - 0.41 x (20-25) – 0.03 x (1013-1000)+ 0.19 x (18-25) – 0.011 x (262-300) %

Mamb% = + 0.75%

DTamb = 1.6 x (20- 25) + 0.01 x (1013-1000)+ 0.1 x (18-25) + 0.05 x (262-300) °C

DTamb = - 10.5 °C

c) Correction for the engine load:

Service rating = 80% of optimised powerBy means of Figs. 6.01.17 and 6.01.18:

DmS% = + 3.2%

DTS = - 3.6 °C

By means of equations [4] and [5], the final result isfound taking the exhaust gas flow ML1 and tempera-ture TL1 from the “List of Capacities”:

ML1 = 176400 kg/h

Mexh = 176400 x1393518630

x97.6100

x (1 +0.75100

) x

(1 +3.2100

) x80

100= 107117 kg/h

Mexh = 107000 kg/h +/- 5%

430 200 025 198 22 41


Example 3:

Expected exhaust data for a derated 6S70MC-C with high efficiency MAN B&W turbocharger, with fixed pitchpropeller and with VIT fuel pumps.

In order to show the calculation in “worst case” we have chosen an engine with VIT fuel pump.

Based on the engine ratings below, and by means of an example, this chapter will show how to calculate theexpected exhaust gas amount and temperature at service rating , and corrected to ISO conditions

The calculation is made for the service rating (S) being 80% of the optimised power of the diesel engine.

Nominal MCR, (L1) PL1: 18,630 kW = 25,320 BHP (100.0%) 91.0 r/min (100.0%)


Optimised power, (O) PO: 13,935 kW = 18393 BHP (74.8%) 80.1 r/min (88.0%)

Service rating, (S) PS: 11,923 kW = 16,205 BHP (59.8%) 74.3 r/min (81.7%)

6.01.66

The exhaust gas temperature:

TL1 = 235 °C

Texh = 235 – 8.9 – 10.5 – 3.6 = 212 °C

Texh = 212 °C -/+15 °C

Exhaust gas data at specified MCR (ISO)At specified MCR (M), the running point may be con-sidered as a service point where:

PS% =P

PM

O

x 100% =1490413935

x 100% = 107.0%

and for ISO ambient reference conditions, the corre-sponding calculations will be as follows:

Mexh,M = 176400 x1393518630

x97.6100

x (10 42100.

+ ) x

(1-0.1100

+ ) x1070100

.= 138233 kg/h

Mexh,M = 138200 kg/h

Texh,M = 235 – 8.9 – 1.9 + 2.2 = 226.4 °C

Texh,M= 226 °C

The air consumption will be:

138200 x 0.98 kg/h = 37.6 kg/sec


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6.01.67

430 200 025 198 22 41


6.01.68

No. Symbol Symbol designation No. Symbol Symbol designation

1 General conventional symbols 2.17 Pipe going upwards

1.1 Pipe 2.18 Pipe going downwards

1.2 Pipe with indication of direction of flow 2.19 Orifice

1.3 Valves, gate valves, cocks and flaps 3 Valves, gate valves, cocks and flaps

1.4 Appliances 3.1 Valve, straight through

1.5 Indicating and measuring instruments 3.2 Valves, angle

2 Pipes and pipe joints 3.3 Valves, three way

2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight

2.2 Crossing pipes, connected 3.5 Non-return valve (flap), angle

2.3 Tee pipe 3.6 Non-return valve (flap), straight, screw down

2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down

2.5 Expansion pipe (corrugated) general 3.8 Flap, straight through

2.6 Joint, screwed 3.9 Flap, angle

2.7 Joint, flanged 3.10 Reduction valve

2.8 Joint, sleeve 3.11 Safety valve

2.9 Joint, quick-releasing 3.12 Angle safety valve

2.10 Expansion joint with gland 3.13 Self-closing valve

2.11 Expansion pipe 3.14 Quick-opening valve

2.12 Cap nut 3.15 Quick-closing valve

2.13 Blank flange 3.16 Regulating valve

2.14 Spectacle flange 3.17 Kingston valve

2.15 Bulkhead fitting water tight, flange 3.18 Ballvalve (cock)

2.16 Bulkhead crossing, non-watertight

Fig. 6.01.19a: Basic symbols for piping 178 30 61-4.0


430 200 025 198 22 41

6.01.69


3.19 Butterfly valve 4.6 Piston

3.20 Gate valve 4.7 Membrane

3.21 Double-seated changeover valve 4.8 Electric motor

3.22 Suction valve chest 4.9 Electro-magnetic

3.23 Suction valve chest with non-return valves 5 Appliances

3.24 Double-seated changeover valve, straight 5.1 Mudbox

3.25 Double-seated changeover valve, angle 5.2 Filter or strainer

3.26 Cock, straight through 5.3 Magnetic filter

3.27 Cock, angle 5.4 Separator

2.28 Cock, three-way, L-port in plug 5.5 Steam trap

3.29 Cock, three-way, T-port in plug 5.6 Centrifugal pump

3.30 Cock, four-way, straight through in plug 5.7 Gear or screw pump

3.31 Cock with bottom connection 5.8 Hand pump (bucket)

3.32 Cock, straight through, with bottom conn. 5.9 Ejector

3.33 Cock, angle, with bottom connection 5.10 Various accessories (text to be added)

3.34 Cock, three-way, with bottom connection 5.11 Piston pump

4 Control and regulation parts 6 Fittings

4.1 Hand-operated 6.1 Funnel

4.2 Remote control 6.2 Bell-mounted pipe end

4.3 Spring 6.3 Air pipe

4.4 Mass 6.4 Air pipe with net

4.5 Float 6.5 Air pipe with cover

Fig. 6.01.19b: Basic symbols for piping178 30 61-4.0

430 200 025 198 22 41


6.01.70


6.6 Air pipe with cover and net 7 Indicating instruments with ordinary symbol designations

6.7 Air pipe with pressure vacuum valve 7.1 Sight flow indicator

6.8 Air pipe with pressure vacuum valve with net 7.2 Observation glass

6.9 Deck fittings for sounding or filling pipe 7.3 Level indicator

6.10 Short sounding pipe with selfclosing cock 7.4 Distance level indicator

6.11 Stop for sounding rod 7.5 Counter (indicate function)

7.6 Recorder

The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19

Fig. 6.01.19c: Basic symbols for piping

178 30 61-4.0

6.02 Fuel Oil System

Pressurised Fuel Oil System

The system is so arranged that both diesel oil andheavy fuel oil can be used, see Fig. 6.02.01.

From the service tank the fuel is led to an electricallydriven supply pump by means of which a pressureof approximately 4 bar can be maintained in the lowpressure part of the fuel circulating system, thusavoiding gasification of the fuel in the venting box inthe temperature ranges applied.

The venting box is connected to the service tank viaan automatic deaerating valve, which will releaseany gases present, but will retain liquids.

From the low pressure part of the fuel system thefuel oil is led to an electrically-driven circulatingpump, which pumps the fuel oil through a heaterand a full flow filter situated immediately before theinlet to the engine.

To ensure ample filling of the fuel pumps, the capac-ity of the electrically-driven circulating pump ishigher than the amount of fuel consumed by the die-sel engine. Surplus fuel oil is recirculated from theengine through the venting box.

To ensure a constant fuel pressure to the fuel injec-tion pumps during all engine loads, a spring loadedoverflow valve is inserted in the fuel oil system onthe engine.

The fuel oil pressure measured on the engine (at fuelpump level) should be 7-8 bar, equivalent to a circu-lating pump pressure of 10 bar.

When the engine is stopped, the circulating pump willcontinue to circulate heated heavy fuel through thefuel oil system on the engine, thereby keeping thefuel pumps heated and the fuel valves deaerated.

This automatic circulation of preheated fuel duringengine standstill is the background for our recom-mendation:

constant operation on heavy fuel

In addition, if this recommendation was not fol-lowed, there would be a latent risk of diesel oil andheavy fuels of marginal quality forming incompatibleblends during fuel change over. Therefore, westrongly advise against the use of diesel oil for oper-ation of the engine – this applies to all loads.

In special circumstances a change-over to diesel oilmay become necessary – and this can be performedat any time, even when the engine is not running.Such a change-over may become necessary if, forinstance, the vessel is expected to be inactive for aprolonged period with cold engine e.g. due to:

dockingstop for more than five days’major repairs of the fuel system, etc.environmental requirements

The built-on overflow valves, if any, at the supplypumps are to be adjusted to 5 bar, whereas the ex-ternal bypass valve is adjusted to 4 bar. The pipesbetween the tanks and the supply pumps shall haveminimum 50% larger passage area than the pipebetween the supply pump and the circulating pump.

The remote controlled quick-closing valve at inlet“X” to the engine (Fig. 6.02.01) is required by MANB&W in order to be able to stop the engine immedi-ately, especially during quay and sea trials, in theevent that the other shut-down systems should fail.This valve is yard’s supply and is to be situated asclose as possible to the engine. If the fuel oil pipe “X”at inlet to engine is made as a straight line immedi-ately at the end of the engine, it will be necessary tomount an expansion joint. If the connection ismade as indicated, with a bend immediately at theend of the engine, no expansion joint is required.


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6.02.01

402 600 025 198 22 42


6.02.02

– – – – – – Diesel oil

Number of auxiliary engines, pumps, coolers, etc. Sub-ject to alterations according to the actual plants speci-fication

––––––––– Heavy fuel oil

Heated pipe with insulation

a)b)

Tracing fuel oil lines of max. 150 °CTracing of fuel oil drain lines: maximum90 °C, min. 50 °C f. Inst. By jacket cool-ing water

The letters refer to the “List of flanges”D shall have min. 50% larger area than d.

Fig. 6.02.01: Fuel oil system commen for main engine and Holeby GenSets

178 46 91-0.0

The introduction of the pump sealing arrangement,the so-called “umbrella” type, has made it possibleto omit the separate camshaft lubricating oil system.

The umbrella type fuel oil pump has an additionalexternal leakage rate of clean fuel oil through AD.

The flow rate in litres is approximately:

0.10 l/cyl. h S26MC, L35MC0.15 l/cyl. h S35MC0.20 l/cyl. h S42MC, L42MC0.30 l/cyl. h S46MC-C, S50MC-C0.45 l/cyl. h S50MC, L50MC0.50 l/cyl. h L60MC0.60 l/cyl. h S60MC, S60MC-C, L70MC0.75 l/cyl. h S70MC, S70MC-C, L80MC, K80MC-C,

K90MC-C, K90MC, L90MC-C1.00 l/cyl. h S80MC, S80MC-C1.25 l/cyl. h K98MC-C, K98MC, S90MC-C

The purpose of the drain “AF” is to collect the unin-tentional leakage from the high pressure pipes. Thedrain oil is lead to a fuel oil sludge tank. The “AF”drain can be provided with a box for giving alarm incase of leakage in a high pressure pipes.

Owing to the relatively high viscosity of the heavyfuel oil, it is recommended that the drain pipe andthe tank are heated to min. 50 °C.

The drain pipe between engine and tank can beheated by the jacket water, as shown in Fig. 6.02.01.Flange “BD”.

Operation at sea

The flexibility of the common fuel oil system for mainengine and GenSets makes it possible, if necessary,to operate the GenSet engines on different fuels, –diesel oil or heavy fuel oil, – simultaneously bymeans of remote controlled 3-way valves, which arelocated close to the engines.

A separate booster pump, supplies diesel oil fromthe MDO tank to the GenSet engines and returnsany excess oil to the tank. In order to ensure opera-tion of the booster pump, in the event of ablack-out, the booster pump must have an immedi-ate possibility of being powered by compressed airor by power supplied from the emergency genera-tor.

A 3-way valve is installed immediately before eachGenSet for change-over between the pressurisedand the open MDO (Marine Diesel Oil) supply sys-tem.

In the event of a black-out, the 3-way valve at eachGenSet will automatically change over to the MDOsupply system. The internal piping on the GenSetswill then, within a few seconds, be flushed with MDOand be ready for start up.

Operation in port

During operation in port, when the main engine isstopped but power from one or more GenSet is stillrequired, the supply pump, should be runnning. Onecirculating pump should always be kept runningwhen there is heavy oil in the piping.

The by-pass line with overflow valve, item 1, be-tween the inlet and outlet of the main engine, servesthe purpose of by-passing the main engine if, forinstance, a major overhaul is required on the mainengine fuel oil system. During this by-pass, theoverflow valve takes over the function of the inter-nal overflow valve of the main engine.


402 600 025 198 22 42

6.02.03

Fuel oils

Marine diesel oil:

Marine diesel oil ISO 8217, Class DMBBritish Standard 6843, Class DMBSimilar oils may also be used

Heavy Fuel Oil (HFO)

Most commercially available HFO with a viscositybelow 700 cSt at 50 °C (7000 sec. Redwood I at100 °F) can be used.

The data refers to the fuel as supplied i.e. before anyon board cleaning.

Property Units Value

Density at 15 °C kg/m3 < 991*

Kinematic viscosityat 100 °Cat 50 °C

cStcSt

> 55> 700

Flash point °C > 60

Pour point °C > 30

Carbon residue % mass > 22

Ash % mass > 0.15

Total sediment after ageing % mass > 0.10

Water % volume > 1.0

Sulphur % mass > 5.0

Vanadium mg/kg > 600

Aluminum + Silicon mg/kg > 80

*) May be increased to 1.010 provided adequatecleaning equipment is installed, i.e. modern type ofcentrifuges.

For external pipe connections, we prescribe thefollowing maximum flow velocities:

Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/sHeavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s

402 600 025 198 22 42


6.02.04

6.03 Uni-lubricating Oil System

Since mid 1995 we have introduced as standard,the so called “umbrella” type of fuel pump for whichreason a separate camshaft lube oil system is nolonger necessary.

As a consequence the uni-lubricating oil system isfitted with two small booster pumps for exhaustvalve actuators lube oil supply “Y” and/or the cam-shaft for engine of the 50 type and larger, dependingon the specific engine type, see Fig. 6.03.01.

Please note that no booster pumps are required onS46MC-C, S42MC, L42MC, S35MC, L35MC andS26MC produced according to plant specificationsorderd after January 2000.

The system supplies lubricating oil through inlet “R”,to the engine bearings and through “U” to cooling oilto the pistons etc.

For some engine types the “R” and “U” inlet can becombined in “RU” as shown in Fig. 6.03.01.

Turbochargers with slide bearings are normallylubricated from the main engine system .

Separate inlet “AA” and outlet “AB” can be fitted forthe lubrication of the turbocharger(s) on the 98 to60-types, and the venting is through "E" directly tothe deck.


440 600 025 198 22 43

6.03.01

The letters refer to “List of flanges”* Venting for MAN B&W or Mitsubishi turbochargers

Fig. 6.03.01: Lubricating and cooling oil system

178 46 92-2.1

The engine crankcase is vented through “AR” by apipe which extends directly to the deck. This pipe hasa drain arrangement so that oil condensed in the pipecan be led to a drain tank.

Drains from the engine bedplate “AE” are fitted onboth sides.

Lubricating oil is pumped from a bottom tank, bymeans of the main lubricating oil pump, to the lubri-cating oil cooler, a thermostatic valve and, througha full-flow filter, to the engine, where it is distributedto pistons and bearings.

The major part of the oil is divided between pistoncooling and crosshead lubrication.

From the engine, the oil collects in the oil pan, fromwhere it is drained off to the bottom tank.

For external pipe connections, we prescribe a maxi-mum oil velocity of 1.8 m/s.

Flushing of lube oil system

Before starting the engine for the first time, the lubri-cating oil system on board has to be cleaned in ac-cordance with MAN B&W’s recommendations:“Flushing of Main Lubricating Oil System”, which isavailable on request.

440 600 025 198 22 43


6.03.02

Lubricating oil centrifuges

Manual cleaning centrifuges can only be used for at-tended machinery spaces (AMS). For unattendedmachinery spaces (UMS), automatic centrifuges withtotal discharge or partial discharge are to be used.

The nominal capacity of the centrifuge is to be ac-cording to the supplier’s recommendation for lubri-cating oil, based on the figures:

0.136 l/kWh = 0.1 l/BHPh

The Nominal MCR is used as the total installed effect.

List of lubricating oils

The circulating oil (Lubricating and cooling oil) mustbe a rust and oxidation inhibited engine oil, of SAE30 viscosity grade.

In order to keep the crankcase and piston coolingspace clean of deposits, the oils should have ade-quate dispersion and detergent properties.

Alkaline circulating oils are generally superior in thisrespect.

CompanyCirculating oilSAE 30/TBN 5-10

Elf-Lub.BPCastrolChevronExxonFinaMobilShellTexaco

Atlanta Marine D3005Energol OE-HT-30Marine CDX-30Veritas 800 MarineExxmar XAAlcano 308Mobilgard 300Melina 30/30SDoro AR 30

The oils listed have all given satisfactory service inMAN B&W engine installations. Also other brandshave been used with satisfactory results.

6.04 Cylinder Lubricating Oil System

The cylinder lubricators are supplied with oil from agravity-feed cylinder oil service tank, and they areequipped with built-in floats, which keep the oil levelconstant in the lubricators, Fig. 6.04.01.

The size of the cylinder oil service tank depends onthe owner’s and yard’s requirements, and it is nor-mally dimensioned for minimum two days’ con-sumption.

Cylinder Oils

Cylinder oils should, preferably, be of the SAE 50viscosity grade.

Modern high rated two-stroke engines have a rela-tively great demand for the detergency in the cylin-der oil. Due to the traditional link between highdetergency and high TBN in cylinder oils, we recom-mend the use of a TBN 70 cylinder oil in combinationwith all fuel types within our guiding specification re-gardless of the sulphur content.

Consequently, TBN 70 cylinder oil should also beused on testbed and at seatrial. However, cylinder

oils with higher alkalinity, such as TBN 80, may bebeneficial, especially in combination with high sul-phur fuels.

The cylinder oils listed below have all given satisfac-tory service during heavy fuel operation in MANB&W engine installations:

Company Cylinder oilSAE 50/TBN 70

Elf-Lub.BPCastrolChevronExxonFinaMobilShellTexaco

Talusia HR 70CLO 50-MS/DZ 70 cyl.Delo Cyloil SpecialExxmar X 70Vegano 570Mobilgard 570Alexia 50Taro Special

Also other brands have been used with satisfactoryresults.

Cylinder Lubrication

Each cylinder liner has a number of lubricating ori-fices (quills), through which the cylinder oil is intro-duced into the cylinders. The oil is delivered into thecylinder via non-return valves, when the piston ringspass the lubricating orifices, during the upwardstroke.

The cylinder lubricators can be either of the me-chanical type or the electronic Alpha lubricator.

Cylinder Oil Feed Rate

The nominal cylinder oil feed rate at nominal MCR isfor all S-MC types

0.95-1.5 g/kWh (0.7-1.1 g/BHPh)

and for L-MC types and K-MC types

0.8-1.2 g/kWh (0.6-0.9 g/BHPh)


442 600 025 198 22 44

6.04.01

Fig. 6.04.01: Cylinder lubricating oil system178 06 14-7.2

The letters refer to “List of flanges”

Electronic Alpha CylinderLubrication System

The electronic Alpha cylinder lubrication system,Fig. 6.04.02, is an alternative to the mechanical en-gine-driven lubrication system.

The system is designed to supply cylinder oil inter-mittently, e.g. every four engine revolutions, at aconstant pressure and with electronically controlledtiming and dosage at a defined position.

Cylinder lubricating oil is fed to the engine by meansof a pump station which can be mounted either onthe engine or in the engine room.

The oil fed to the injectors is pressurised by meansof lubricator(s) on each cylinder, equipped withsmall multi-piston pumps. The amount of oil fed tothe injectors can be finely tuned with an adjustingscrew, which limits the length of the piston stroke.

The whole system is controlled by the Master Con-trol Unit (MCU) which calculates the injection fre-quency on the basis of the engine-speed signalgiven by the tacho signal and the fuel index.

The MCU is equipped with a Backup Control Unitwhich, if the MCU malfunctions, activates an alarmand takes control automatically or manually, via aswitchboard unit.

The electronic lubricating system incorporates allthe lubricating oil functions of the mechanical sys-tem, such as “speed dependent, mep dependent,and load change dependent”.

Prior to start up, the cylinders can be pre-lubricatedand, during the running-in period, the operator canchoose to increase the lube oil feed rate by 25%,50% or 100%.

442 600 025 198 22 44


Fig. 6.04.02: Electronic Alpha cylinder lubricating oil system

178 47 15-2.0

6.04.02

6.05 Stuffing Box Drain Oil System

For engines running on heavy fuel, it is importantthat the oil drained from the piston rod stuffingboxes is not led directly into the system oil, as the oildrained from the stuffing box is mixed with sludgefrom the scavenge air space.

The performance of the piston rod stuffing box onthe MC engines has proved to be very efficient, pri-marily because the hardened piston rod allows ahigher scraper ring pressure.

The amount of drain oil from the stuffing boxes isabout 5 - 10 litres/24 hours per cylinder during nor-mal service. In the running-in period, it can behigher.

We therefore consider the piston rod stuffing boxdrain oil cleaning system as an option, and recom-mend that this relatively small amount of drain oil isused for other purposes or is burnt in the incinerator.

If the drain oil is to be re-used as lubricating oil, it willbe necessary to install the stuffing box drain oilcleaning system shown below.

As an alternative to the tank arrangement shown,the drain tank (001) can, if required, be designed asa bottom tank, and the circulating tank (002) can beinstalled at a suitable place in the engine room.

The above mentoned cleaning system for stuffingbox drain oil is not applicable for the S26MC.


443 800 003 198 22 45


Fig. 6.05.01: Optional stuffing box drain oil system

178 47 09-3.0

6.05.01

Piston rod lube oil pump and filter unit

The filter unit consisting of a pump and a fine filtercould be of make C.C. Jensen A/S, Denmark. Thefine filter cartridge is made of cellulose fibres andwill retain small carbon particles etc. with relativelylow density, which are not removed by centrifuging.

Lube oil flow . . . . . . . . . . . see table in Fig. 6.05.02Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 barFiltration fineness . . . . . . . . . . . . . . . . . . . . . . 1 mmWorking temperature . . . . . . . . . . . . . . . . . . . 50 °COil viscosity at working temperature . . . . . . 75 cStPressure drop at clean filter . . . . maximum 0.6 barFilter cartridge . . . maximum pressure drop 1.8 bar

443 800 003 198 22 45


No. of cylinders C.J.C. Filter004

Minimum capacity of tanks Capacity of pumpoption 4 43 640

at 2 barm3/h

Tank 001m3

Tank 002m3

4 - 9 1 x HDU 427/54 0.6 0.7 0.2

10 – 12 1 x HDU 427/54 0.9 1.0 0.3

Fig. 6.05.02: Capacities of cleaning system, stuffing box drain

178 34 72-4.1

6.05.02

6.06 Cooling Water Systems

The water cooling can be arranged in several config-urations, the most common system choice being:

• A seawater cooling systemand a jacket cooling water system

The advantages of the seawater cooling system aremainly related to first cost, viz:

• Only two sets of cooling water pumps(seawater and jacket water)

• Simple installation with few piping systems.

Whereas the disadvantages are:

• Seawater to all coolers and thereby higher main-tenance cost

• Expensive seawater piping of non-corrosive ma-terials such as galvanised steel pipes or Cu-Nipipes.

• A central cooling water system,with three circuits:a seawater systema low temperature freshwater systema jacket cooling water system

The advantages of the central coling system are:

• Only one heat exchanger cooled by seawater,and thus, only one exchanger to be overhauled

• All other heat exchangers are freshwater cooledand can, therefore, be made of a less expensivematerial

• Few non-corrosive pipes to be installed

• Reduced maintenance of coolers and components

• Increased heat utilisation.

whereas the disadvantages are:

• Three sets of cooling water pumps (seawater,freshwater low temperature, and jacket waterhigh temperature)

• Higher first cost.

An arrangement common for the main engine andMAN B&W Holeby auxiliary engines is shown inFigs. 6.06.01. and 6.06.02.


445 600 025 198 22 46

6.06.01

445 600 025 198 22 46


Fig. 6.06.01 : Seawater cooling system common for main engine and Holeby GenSets

6.06.02

178 46 93-4.1

Seawater Cooling System

The seawater cooling system is used for cooling, themain engine lubricating oil cooler, the jacket watercooler and the scavenge air cooler, and the cam-shaft lube oil cooler, if fitted.

The lubricating oil cooler for a PTO step-up gear shouldbe connected in parallel with the other coolers. Thecapacity of the SW pump is based on the outlettemperature of the SW being maximum 50 °C afterpassing through the coolers – with an inlet tempera-ture of maximum 32 °C (tropical conditions), i.e. amaximum temperature increase of 18 °C.

The valves located in the system fitted to adjust thedistribution of cooling water flow are to be providedwith graduated scales.

The inter-related positioning of the coolers in thesystem serves to achieve:

• The lowest possible cooling water inlet tempera-ture to the lubricating oil cooler in order to ob-tain the cheapest cooler. On the other hand, inorder to prevent the lubricating oil from stiffeningin cold services, the inlet cooling water tempera-ture should not be lower than 10 °C

• The lowest possible cooling water inlet tempera-ture to the scavenge air cooler, in order to keepthe fuel oil consumption as low as possible.

Operation at sea

Seawater is drawn by the seawater pump, throughtwo separate inlets or “sea chests”, and pumpedthrough the various coolers for both the main engineand the GenSets.

The coolers incorporated in the system are the lubri-cating oil cooler, the scavenge air cooler(s), and acommon jacket water cooler.

The camshaft lubricating oil cooler, is omitted if a uni-lubricating oil system is applied for the main engine.

The air cooler(s) are supplied directly by the seawaterpumps and are therefore cooled by the coldest wateravailable in the system. This ensures the lowest possi-

ble scavenge air temperature, and thus optimumcooling is obtained with a view to the highest possi-ble thermal efficiency of the engines.

Since the system is seawater cooled, all componentsare to be made of seawater resistant materials.

With both the main engine and one or more auxiliaryengines in service, the seawater pump, suppliescooling water to all the coolers and, throughnon-return valve, item A, to the auxiliary engines.The port service pump is inactive.

Operation in port

During operation in port, when the main engine isstopped but one or more auxiliary engines arerunning, a port service seawater pump is startedup, instead of the large pump. The seawater is ledfrom the pump to the auxiliary engine(s), throughthe common jacket water cooler, and is dividedinto two strings by the thermostatic valve, eitherfor recirculation or for discharge to the sea.


445 600 025 198 22 46

6.06.03

445 600 025 198 22 46


Fig. 6.06.02 : Jacket cooling water system common for main engine and Holeby GenSets

178 46 94-6.0

6.06.04

Jacket Cooling Water System

The jacket cooling water system, shown in Fig.6.06.02, is used for cooling the cylinder liners, cylindercovers and exhaust valves of the main engine andheating of the fuel oil drain pipes.

The jacket water pump draws water from the jacketwater cooler outlet and delivers it to the engine.

At the inlet to the jacket water cooler there is a ther-mostatically controlled regulating valve, with a sen-sor at the engine cooling water outlet, which keepsthe main engine cooling water outlet at a tempera-ture of 80 °C.

The engine jacket water must be carefully treated,maintained and monitored so as to avoid corrosion,corrosion fatigue, cavitation and scale formation. Itis recommended to install a preheater if preheatingis not available from the auxiliary engines jacketcooling water system.

The venting pipe in the expansion tank should endjust below the lowest water level, and the expansiontank must be located at least 5 m above the enginecooling water outlet pipe.

MAN B&W’s recommendations about the fresh-water system de-greasing, descaling and treatmentby inhibitors are available on request.

The freshwater generator, if installed, may be con-nected to the seawater system if the generator doesnot have a separate cooling water pump. The gener-ator must be coupled in and out slowly over a periodof at least 3 minutes.

For external pipe connections, we prescribe the 3following maximum water velocities:

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/sSeawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

Operation at sea

An integrated loop in the GenSets ensures a con-stant temperature of 80 °C at the outlet of theGenSets.

There is one common expansion tank, for the mainengine and the GenSets.

To prevent the accumulation of air in the jacket wa-ter system, a deaerating tank, is to be installed.

An alarm device is inserted between the deaeratingtank and the expansion tank, so that the operatingcrew can be warned if excess air or gas is released,as this signals a malfunction of engine components.

Operation in port

The main engine is preheated by utilising hot waterfrom the GenSets. Depending on the size of mainengine and GenSets, an extra preheater may benecessary.

This preheating is activated by closing valves A andopening valve B.

Activating valves A and B will change the directionof flow, and the water will now be circulated by theauxiliary engine-driven pumps.

From the GenSets, the water flows through valve Bdirectly to the main engine jacket outlet. When thewater leaves the main engine, through the jacket in-let, it flows to the thermostatically controlled 3-wayvalve.

As the temperature sensor for the valve in this oper-ating mode is measuring in a non-flow, low temper-ature piping, the valve will lead most of the coolingwater to the jacket water cooler.

The integrated loop in the GenSets will ensure aconstant temperature of 80 °C at the GenSets out-let, the main engine will be preheated, and GenSetson stand-by can also be preheated by operatingvalves F3 and F1.

Fresh water treatment

The MAN B&W Diesel recommendations for treat-ment of the jacket water/freshwater are availableon request.


445 600 025 198 22 46

6.06.05

6.07 Central Cooling Water System

The central cooling water system is characterisedby having only one heat exchanger cooled by sea-water, and by the other coolers, including the jacketwater cooler, being cooled by the freshwater lowtemperature (FW-LT) system.

In order to prevent too high a scavenge air tempera-ture, the cooling water design temperature in theFW-LT system is normally 36 °C, corresponding to amaximum seawater temperature of 32 °C.

Our recommendation of keeping the cooling waterinlet temperature to the main engine scavenge air

cooler as low as possible also applies to the centralcooling system. This means that the temperaturecontrol valve in the FW-LT circuit is to be set to mini-mum 10 °C, whereby the temperature follows theoutboard seawater temperature when this exceeds10 °C.

For external pipe connections, we prescribe the fol-lowing maximum water velocities:

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/sCentral cooling water (FW-LT) . . . . . . . . . . 3.0 m/sSeawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s


445 550 002 198 22 47

6.07.01

Fig. 6.07.01: Central cooling system

Letters refer to “List of flanges”

178 47 05-6.0

Central Cooling System, common forMain Engine and Holeby GenSets

Design features and working principle

The camshaft lubricating oil cooler, is omitted inplants using the uni-lubricating oil system for themain engine.

The low and high temperature systems are directlyconnected to gain the advantage of preheating themain engine and GenSets during standstill.

As all fresh cooling water is inhibited and commonfor the central cooling system, only one commonexpansion tank, is necessary for deaeration of boththe low and high temperature cooling systems. Thistank accommodates the difference in water volumecaused by changes in the temperature.

To prevent the accumulation of air in the cooling wa-ter system, a deaerating tank, is located below theexpansion tank.

An alarm device is inserted between the deaeratingtank and the expansion tank so that the operatingcrew can be warned if excess air or gas is released,as this signals a malfunction of engine components.

Operation at sea

The seawater cooling pump, supplies seawaterfrom the sea chests through the central cooler, andoverboard. Alternatively, some shipyards use apumpless scoop system.

On the freshwater side, the central cooling waterpump, circulates the low-temperature fresh water, in acooling circuit, directly through the lubricating oilcooler of the main engine, the GenSets and the scav-enge air cooler(s).

The jacket water cooling system for the GenSets isequipped with engine-driven pumps and a by-pass system integrated in the low-temperaturesystem.

The main engine jacket system has an independentpump circuit with a jacket water pump, circulating

the cooling water through the main engine to thefresh water generator, and the jacket water cooler.

A thermostatically controlled 3-way valve, at the jacketcooler outlet mixes cooled and uncooled water tomaintain an outlet water temperature of 80-85 °C fromthe main engine.

Operation in port

During operation in port, when the main engine isstopped but one or more GenSets are running,valves A are closed and valves B are opened.

A small central water pump, will circulate the neces-sary flow of water for the air cooler, the lubricatingoil cooler, and the jacket cooler of the GenSets. Theauxiliary engines-driven pumps and the previouslymentioned integrated loop ensure a satisfactoryjacket cooling water temperature at the GenSetsoutlet.

The main engine and the stopped GenSets arepreheated as described for the jacket water sys-tem.

445 550 002 198 22 47


6.07.02


445 550 002 198 22 47

6.07.03

Fig. 6.07.02 Central cooling system common for main engine and Holeby GenSets

178 46 95-8.0

6.08 Starting and Control Air Systems

The starting air of 30 bar is supplied by the startingair compressors in Fig. 6.08.01 to the starting air re-ceivers and from these to the main engine inlet “A”.

Through a reducing station, compressed air at 7 baris supplied to the engine as:

• Control air for manoeuvring system, and forexhaust valve air springs, through “B”

• Safety air for emergency stop through “C”

• Through a reducing valve is supplied compressedair at 10 bar to “AP” for turbocharger cleaning(soft blast) , and a minor volume used for the fuelvalve testing unit.

Please note that the air consumption for control air,safety air, turbocharger cleaning, sealing air for ex-haust valve and for fuel valve testing unit are momen-tary requirements of the consumers.The capacitiesstated for the air receivers and compressors in the“List of Capacities” cover the main engine require-ments and starting of GenSets.

The main starting valve “A” on the engine is combinedwith the manoeuvring system, which controls the startof the engine.

Slow turning before start of engine is an option rec-ommended by MAN B&W Diesel.


450 600 025 198 22 48

A: Valve “A” is supplied with the engineAP: Air inlet for dry cleaning of turbochargerThe letters refer to “List of flanges”

Fig. 6.08.01: Starting and control air systems

178 47 04-4.0

6.08.01

* The diameter depends on the pipe length and theengine size

450 600 025 198 22 48


Starting Air System common for MainEngine and Holeby GenSets

Starting air and control air for the GenSets is sup-plied from the same starting air receivers, as for themain engine via reducing valves, see Fig. 6.07.02,item 4, that lower the pressure to the values speci-fied for the relevant type of MAN B&W four-strokeGenSets.

An emergency air compressor and a starting air bot-tle are installed for emergency start of GenSets.

If high-humidity air is sucked in by the air compres-sors, the oil and water separator, will remove dropsof moisture form the 30 bar compressed air. Whenthe pressure is subsequently reduced to 7 bar, e.g.for use in the main engine manouvering system, therelative humidity remaining in the compressed airwill be very slight. Cosequently, further air drying willbe unnecessary.

Fig. 6.07.02: Starting air system common for main engine and Holeby GenSets

178 46-97-1.1

6.08.02

6.09 Scavenge Air System

The engines are supplied with scavenge air fromone or more turbochargers either located on theexhaust side of the engine or on the aft end of theengine, if only one turbocharger is applied.

Location of turbochargers

The locations are as follows:

• On exhaust side:98, 90, 80, 70, 60-types10-12-cylinder 42, 35, 26-typesOptionally on 50-46-types

• On aft on end50, 46-types4-9-cylinder 42, 35 and 26-typesOptionally on 60-types.

The compressor of the turbocharger sucks air fromthe engine room, through an air filter, and the com-pressed air is cooled by the scavenge air cooler, oneper turbocharger. The scavenge air cooler is pro-vided with a water mist catcher, which preventscondensate water from being carried with the airinto the scavenge air receiver and to the combustionchamber.


455 600 025 198 22 49

Fig. 6.09.01: Scavenge air system

178 07 27-4.1

6.09.01

The scavenge air system, Fig. 6.09.01 is an inte-grated part of the main engine.

The heat dissipation and cooling water quantitiesstated in the 'List of capacities' in section 6.01 arebased on MCR at tropical conditions, i.e. a SW tem-perature of 32 °C, or a FW temperature of 36 °C, andan ambient air inlet temperature of 45 °C.

Auxiliary Blowers

The engine is provided with two or more electricallydriven auxiliary blowers. Between the scavenge aircooler and the scavenge air receiver, non-returnvalves are fitted which close automatically when theauxiliary blowers start supplying the scavenge air.

The auxiliary blowers start operating consecutivelybefore the engine is started and will ensure com-plete scavenging of the cylinders in the startingphase, thus providing the best conditions for a safestart.

During operation of the engine, the auxiliary blowerswill start automatically whenever the engine load isreduced to about 30-40%, and will continue operat-ing until the load again exceeds approximately40-50%.

Emergency running

If one of the auxiliary blowers is out of action, theother auxiliary blower will function in the system,without any manual readjustment of the valves beingnecessary.

For further information please refer to the respectiveproject guides and our publication:

P.311 Influence of Ambient Temperature Condi-tions on Main Engine Operation

Air cooler cleaning

The air side of the scavenge air cooler can becleaned by injecting a grease dissolvent through“AK”, see Fig. 6.09.02 to a spray pipe arrangement

fitted to the air chamber above the air cooler ele-ment.

Sludge is drained through “AL” to the bilge tank, andthe polluted grease dissolvent returns from “AM”,through a filter, to the chemical cleaning tank. Thecleaning must be carried out while the engine is atstandstill.

Scavenge air box drain system

The scavenge air box is continuously drainedthrough “AV”, see Fig. 6.09.03, to a small “pressur-ised drain tank”, from where the sludge is led to thesludge tank. Steam can be applied through “BV”, ifrequired, to facilitate the draining.

The continuous drain from the scavenge air boxmust not be directly connected to the sludge tankowing to the scavenge air pressure. The “pressur-ised drain tank” must be designed to withstand fullscavenge air pressure and, if steam is applied, towithstand the steam pressure available.

Drain from water mist catcher

The drain line for the air cooler system is, during run-ning, used as a permanent drain from the air coolerwater mist catcher. The water is led though an ori-fice to prevent major losses of scavenge air. Thesystem is equipped with a drain box, where a levelswitch is mounted, indicating any excessive waterlevel.

455 600 025 198 22 49


6.09.02


455 600 025 198 22 49

6.09.03

Fig. 6.09.03: Scavenge box drain system

178 06 16-0.0

Fig. 6.09.02: Air cooler cleaning system, option: 4 55 655


178 47 10-3.0

Fire Extinguishing System for ScavengeAir Space

Fire in the scavenge air space can be extinguishedby steam, being the standard version, or, optionally,by water mist or CO2, see Fig. 6.09.04.

The alternative external systems are using:

• Steam pressure: 3-10 bar

• Freshwater pressure: min. 3.5 bar

• CO2 test pressure: 150 bar

455 600 025 198 22 49


The letters refer to “List of flanges

Fig. 6.09.04 Fire extinguishing system for scavenge airspace

178 06 17-2.0

6.09.04

6.10 Exhaust Gas System

Exhaust Gas System on Engine

The exhaust gas is led from the cylinders to the ex-haust gas receiver where the fluctuating pressuresfrom the cylinders are equalised and from where thegas is led further on to the turbocharger at a constantpressure, see Fig. 6.10.01.

Compensators are fitted between the exhaustvalves and the exhaust gas receiver and betweenthe receiver and the turbocharger. A protective grat-ing is placed between the exhaust gas receiver andthe turbocharger. The turbocharger is fitted with apick-up for remote indication of the turbochargerspeed.

The exhaust gas receiver and the exhaust pipes areprovided with insulation, covered by steel plating.

Turbocharger arrangement andcleaning systems

The turbocharger is, in the basic design, arranged onthe exhaust side of the engine types 98-60 and on theaft end on the 50-26 types, but can, as an option, bearranged on the aft end of the engine, on the 60 typesand on the exhaust side on the 50 and 46 types.

The 10,11 and 12 cylinder engines of the S46MC-C,S35MC, L35MC and S26MC types are equippedwith two turbochargers on the exhaust side.

The engines are designed for the installation of eitherMAN B&W turbochargers type NA, ABB turbochargerstype VTR or TPL, or MHI turbochargers type MET.

All makes of turbochargers are fitted with an ar-rangement for water washing of the compressorside, and soft blast cleaning of the turbine. Washingof the turbine side is only applicable on MAN B&Wand ABB turbochargers.


460 600 025 198 22 50

Fig. 6.10.01: Exhaust gas system on engine

6.10.01

178 07 27-4.1

Exhaust Gas System for main engine

At specified MCR (M), the total back-pressure in theexhaust gas system after the turbocharger – indi-cated by the static pressure measured in the roundpiping after the turbocharger – must not exceed 350mm WC (0.035 bar).

In order to have a back-pressure margin for the finalsystem, it is recommended at the design stage toinitially use about 300 mm WC (0.030 bar).

For dimensioning of the external exhaust gas piping,the recommended maximum exhaust gas velocity is50 m/s at specified MCR (M).

The actual back-pressure in the exhaust gas systemat MCR depends on the gas velocity, i.e. it is propor-tional to the square of the exhaust gas velocity, andhence inversely proportional to the pipe diameter tothe 4th power. It has by now become normal prac-tice in order to avoid too much pressure loss in thepiping, to have an exhaust gas velocity of about 35m/sec at specified MCR.

As long as the total back-pressure of the exhaust gassystem – incorporating all resistance losses from pipesand components – complies with the above-mentio-ned requirements, the pressure losses across eachcomponent may be chosen independently.

Exhaust gas piping system for main engine

The exhaust gas piping system conveys the gasfrom the outlet of the turbocharger(s) to the atmo-sphere.

The exhaust piping is shown schematically on Fig.6.10.02.

The exhaust piping system for the main engine com-prises:

• Exhaust gas pipes

• Exhaust gas boiler

• Silencer

• Spark arrester (compensators)

• Expansion joints

• Pipe bracings.

460 600 025 198 22 50


6.10.02

Fig. 6.10.02: Exhaust gas system178 33 46-7.1

In connection with dimensioning the exhaust gaspiping system, the following parameters must beobserved:

• Exhaust gas flow rate

• Exhaust gas temperature at turbocharger outlet

• Maximum pressure drop through exhaust gassystem

• Maximum noise level at gas outlet to atmo-sphere

• Maximum force from exhaust piping onturbocharger(s)

• Sufficient axial and lateral elongation abitity ofexpansion joints

• Utilisation of the heat energy of the exhaust gas.

Items that are to be calculated or read from tablesare:

Exhaust gas mass flow rate, temperature and maxi-mum back pressure at turbocharger gas outlet

• Diameter of exhaust gas pipes

• Utilising the exhaust gas energy

• Attenuation of noise from the exhaust pipe outlet

• Pressure drop across the exhaust gas system

• Expansion joints.

Exhaust gas compensator after turbocharger

When dimensioning the compensator for the expan-sion joint on the turbocharger gas outlet transitionpipe, the exhaust gas pipe and components, are to beso arranged that the thermal expansions are absorbedby expansion joints. The heat expansion of the pipesand the components is to be calculated based on atemperature increase from 20 °C to 250 °C. The verti-cal and horizontal thermal expansion of the enginemeasured at the top of the exhaust gas transition

piece of the turbocharger outlet are indicated in therespective Project Guides as DA and DR.

The movements stated are related to the engineseating. The figures indicate the axial and the lateralmovements related to the orientation of the expan-sion joints.

The expansion joints are to be chosen with an elas-ticity that limit the forces and the moments of the ex-haust gas outlet flange of the turbocharger as statedfor each of the turbocharger makers in the corre-sponding Project Guide.

Exhaust gas boiler

Engine plants are usually designed for utilisation ofthe heat energy of the exhaust gas for steam pro-duction (or for heating of thermal oil system.)

The exhaust gas passes an exhaust gas boilerwhich is usually placed near the engine top or inthe funnel.

It should be noted that the exhaust gas temperatureand flow rate are influenced by the ambient condi-tions, for which reason this should be consideredwhen the exhaust gas boiler is planned.

At specified MCR, the maximum recommendedpressure loss across the exhaust gas boiler is nor-mally 150 mm WC.

This pressure loss depends on the pressure lossesin the rest of the system as mentioned above. There-fore, if an exhaust gas silencer/spark arrester is notinstalled, the acceptable pressure loss across theboiler may be somewhat higher than the max. of 150mm WC, whereas, if an exhaust gas silencer/sparkarrester is installed, it may be necessary to reducethe maximum pressure loss.

The above-mentioned pressure loss across the si-lencer and/or spark arrester shall include the pres-sure losses from the inlet and outlet transitionpieces.


460 600 025 198 22 50

6.10.03

Exhaust gas silencer

The typical octave band sound pressure levels fromthe diesel engine’s exhaust gas system – related tothe distance of one metre from the top of the ex-haust gas uptake – are shown in the respective Pro-ject Guide.

The need for an exhaust gas silencer can be de-cided based on the requirement of a maximumnoise level at a certain place.

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

The noise level in the Project Guides refers to nomi-nal MCR at a distance of one metre from the exhaustgas pipe outlet edge at an angle of 30° to the gasflow direction.

For each doubling of the distance, the noise levelwill be reduced by about 6 dB (far-field law).

Spark arrester

To prevent sparks from the exhaust gas from beingspread over deck houses, a spark arrester can befitted as the last component in the exhaust gas sys-tem.

It should be noted that a spark arrester contributeswith a considerable pressure drop, which is often adisadvantage.

It is recommended that the combined pressureloss across the silencer and/or spark arrestershould not be allowed to exceed 100 mm WC atspecified MCR – depending, of course, on thepressure loss in the remaining part of the system,thus if no exhaust gas boiler is installed, 200mmWC could be possible.

460 600 025 198 22 50


6.10.04

6.11 Manoeuvring System

Manoeuvring System on Engine

The basic diagram is applicable for reversible en-gines, i.e. those with fixed pitch propeller (FPP).

The layout of the manoeuvring system depends onthe engine type chosen, but generally can be statedthat:

• The 98-80-types have electronic governors withremote control and electronic speed setting, ac-cording to Fig. 6.11.01.

• The 70-50-types have also electronic governorswith remote control and electronic speed setting,according to Fig. 6.11.02.

• The 46-26-types have normally mechanical/hy-draulic governors from Woodward, with pneu-matic speed setting and electronic start, stop andreversing according to Fig. 6.11.03, but they canoptionally be fitted with an electronic governor.

The lever on the “Engine side manoeuvring console”can be set to either Manual or Remote position.

In the ‘Manual’ position the engine is controlled fromthe engine side manoeuvring console by the pushbuttons START, STOP, and the AHEAD/ASTERN.The load is controlled by the “Engine side speed set-ting” handwheel.

In the ‘Remote’ position all signals to the engine areelectronic or pneumatic for 50-26-types, theSTART, STOP, AHEAD and ASTERN signals acti-vate the solenoid valves EV684, EV682, EV683 andEV685, respectively.

Shutdown system

The engine is stopped by activating the puncturevalves located in the fuel pumps either at normalstopping or at shutdown by activating solenoidvalve EV658.

Slow turning

The standard manoeuvring system does not featureslow turning before starting, but for Unattended Ma-chinery Space (UMS) we strongly recommend theaddition of the slow turning device shown in Figs.6.11.01, 6.11.02 and 6.11.03, option 4 50 140.

The slow turning valve allows the starting air to par-tially bypass the main starting valve. During slowturning the engine will rotate so slowly that, in theevent that liquids have accumulated on the pistontop, the engine will stop before any harm occurs.

Governor

When selecting the governor, the complexity of theinstallation has to be considered. We normally dis-tinguish between “conventional” and “advanced”marine installations.

The electronic governor consists of the followingelements:

• Actuator

• Revolution transmitter (pick-ups)

• Electronic governor panel

• Power supply unit

• Pressure transmitter for scavenge air.

The actuator, revolution transmitter and the pres-sure transmitter are mounted on the engine.

The electronic governors must be tailor-made, andthe specific layout of the system must be mutuallyagreed upon by the customer, the governor supplierand the engine builder.

It should be noted that the shutdown system, thegovernor and the remote control system must becompatible if an integrated solution is to be obtained.


465 100 010 198 22 52

6.11.01

“Conventional” plants

A typical example of a “conventional” marine instal-lation is:

• An engine directly coupled to a fixed pitch propeller

• An engine directly coupled to a controllable pitchpropeller, without clutch and without extreme de-mands on the propeller pitch change

• Plants with controllable pitch propeller with ashaft generator of less than 15% of the engine’sMCR output.

With a view to such an installation, the engine can beequipped with a Woodward governor on the46-26-types or with a “conventional” electronicgovernor approved by MAN B&W, e.g.:

• Lyngsø Marine A/S electronic governor system,type EGS 2000 or EGS 2100

• Kongsberg Norcontrol Automation A/S digitalgovernor system, type DGS 8800e

• Siemens digital governor system, type SIMOSSPC 55.

“Advanced” plants

The “advanced” marine installations, are for example:

• Plants with flexible coupling in the shafting system

• Geared installations

• Plants with disengageable clutch for disconnect-ing the propeller

• Plants with shaft generator requiring great fre-quency accuracy.

For these plants the electronic governors have to betailor-made.

Fixed Pitch Propeller (FPP)

Plants equipped with a fixed pitch propeller requireno modifications to the basic diagrams for the re-versible engine shown in Figs. 6.11.01, 6.11.02 and6.11.03.

Controllable Pitch Propeller (CPP)

For plants with CPP, two alternatives are available:

• Non-reversible engineIf a controllable pitch propeller is coupled to theengine, the manoeuvring system diagram has tobe simplified as the reversing is to be omitted.

The fuel pump roller guides are provided withnon-displaceable rollers.

• Engine with emergency reversingThe manoeuvring system on the engine is identi-cal to that for reversible engines, as the interlock-ing of the reversing is to be made in the electronicremote control system.From the engine side manoeuvring console it ispossible to start, stop and reverse the engine,aswell as from the engine control room console, butnot from the bridge.

Engine Side Manoeuvring Console

The layout of the engine side mounted manoeuvringconsole is located on the camshaft side of the engine.

Control Room Console

The manoeuvring handle for the Engine ControlRoom console is delivered as a separate item withthe engine.

465 100 010 198 22 52


6.11.02


465 100 010 198 22 52

Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP, with remote control

178 46 65-9.0

6.11.03

98-90-80-types

465 100 010 198 22 52


Fig. 6.11.02: Diagram of manoeuvring system for reversible engine with FPP, with remote control

6.11.04

178 44 39-6.1

70-60-types


465 100 010 198 22 52

6.11.05

Fig. 6.11.03: Diagram of manoeuvring system, reversible engine with FPP and mechanical-hydraulic governor prepared forremote control

178 39 96-1.1A, B, C refer to ‘List of flanges’.

50-46-42-35-26-types

7 Vibration Aspects

The vibration characteristics of the two-stroke lowspeed diesel engines can for practical purposes be,split up into four categories, and if the adequatecountermeasures are considered from the earlyproject stage, the influence of the excitation sour-ces can be minimised or fully compensated.

In general, the marine diesel engine may influencethe hull with the following:

• External unbalanced momentsThese can be classified as unbalanced 1st, 2ndand may be 4th order external moments, whichneed to be considered only for certain cylindernumbers

• Guide force moments

• Axial vibrations in the shaft system

• Torsional vibrations in the shaft system.

The external unbalanced moments and guideforce moments are illustrated in Fig. 7.01.

In the following, a brief description is given of theirorigin and of the proper countermeasures needed torender them harmless.

External unbalanced moments

The inertia forces originating from the unbalancedrotating and reciprocating masses of the enginecreate unbalanced external moments although theexternal forces are zero.

Of these moments, only the 1st order (one cycle perrevolution) and the 2nd order (two cycles perrevo-lution) need to be considered, and then only forengines with a low number of cylinders. On somelarge bore engines the 4th external order momentmay also have to be examined. When application oncontainer vessel is considered. The inertia forces onengines with more than 6 cylinders tend, more orless, to neutralise themselves.

Countermeasures have to be taken if hull resonanceoccurs in the operating speed range, and if the vibra-tion level leads to higher accelerations and/or veloci-ties than the guidance values given by international

standards or recommendations (for instance relatedto special agreement between shipowner and ship-yard).The natural frequency of the hull depends on thehull’s rigidity and distribution of masses, whereasthe vibration level at resonance depends mainly onthe magnitude of the external moment and the en-gine’s position in relation to the vibration nodes ofthe ship.


407 000 100 198 22 53

7.01

Fig. 7.01: External unbalanced moments andguide force moments

A –B –C –D –

Combustion pressureGuide forceStaybolt forceMain bearing force

1st order moment, vertical 1 cycle/rev

2nd order moment, vertical 2 cycle/rev

1st order moment, horizontal 1

cycle/rev

Guide force moment,H transverse Z cycle/rev.Z is 1 or 2 times numberof cylinder

Guide force moment,X transverse Z cycles/rev.Z = 1,2...12

178 06 82-8.0

A

B

D

C C

1st order moments on 4-cylinder engines

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

For engines with five cylinders or more, the 1st ordermoment is rarely of any significance to the ship. Itcan, however, be of a disturbing magnitude infour-cylinder engines.

Resonance with a 1st order moment may occur forhull vibrations with 2 and/or 3 nodes. This reso-nance can be calculated with reasonable accuracy,and the calculation will show whether a compensa-tor is necessary or not on four-cylinder engines.

A resonance with the vertical moment for the 2 nodehull vibration can often be critical, whereas the reso-nance with the horizontal moment occurs at a higherspeed than the nominal because of the higher natu-ral frequency of horizontal hull vibrations.

As standard, four-cylinder engines are fitted withadjustable counterweights, as illustrated in Fig.7.02. These can reduce the vertical moment to an in-significant value (although, increasing correspond-ingly the horizontal moment), so this resonance iseasily dealt with. A solution with zero horizontal mo-ment is also available.

407 000 100 198 22 53


7.02

Fig 7.02: Adjustable counterweights

178 16 87-7.0

Adjustablecounterweights

Fore

Fixedcounterweights

Fixedcounterweights

Adjustablecounterweights

Aft

In rare cases, where the 1st order moment will causeresonance with both the vertical and the horizontalhull vibration mode in the normal speed range of theengine, a 1st order compensator, as shown in Fig.7.03, can be introduced as an option, in the chaintightener wheel, reducing the 1st order moment to aharmless value. The compensator comprises twocounter-rotating masses running at the same speedas the crankshaft.

With a 1st order moment compensator fitted aft, thehorizontal moment will decrease to between 0 and30% of the value stated in the last table of thissection, depending on the position of the node. The1st order vertical moment will decrease to about30% of the value stated in the table.

Since resonance with both the vertical and the hori-zontal hull vibration mode is rare, the standard en-gine is not prepared for the fitting of such compen-sators.


407 000 100 198 22 53

Fig. 7.03: 1st order moment compensator178 06 76-9.0

7.03

2nd order moments on 4, 5 and 6-cylinder engines

The 2nd order moment acts only in the vertical di-rection. Precautions need only to be considered forfour, five and six cylinder engines in general.

Resonance with the 2nd order moment may occurat hull vibrations with more than three nodes. Con-trary to the calculation of natural frequency with 2and 3 nodes, the calculation of the 4 and 5 nodenaural frequencies for the hull is a rather compre-hensive procedure and, despite advanced calcula-tion methods, is often not very accurate.

A 2nd order moment compensator comprises twocounter-rotating masses running at twice the en-gine speed. 2nd order moment compensators arenot included in the basic extent of delivery.

Several solutions, as shown in Fig. 7.04, are avail-able to cope with the 2nd order moment, out ofwhich the most cost efficient one can be chosen inthe individual case, e.g.

1) No compensators, if considered unnecessaryon the basis of natural frequency, nodal pointand size of the 2nd order moment

2) A compensator mounted on the aft end of theengine, driven by the main chain drive

3) A compensator mounted on the front end,driven from the crankshaft through a separatechain drive

4) Compensators on both aft and fore end, com-pletely eliminating the external 2nd order mo-ment.

Briefly, it can be stated that compensators posi-tioned in a node or close to it, will be inefficient. Insuch a case, solution (4) should be considered.

A decision regarding the vibrational aspects and thepossible use of compensators must be taken at thecontract stage. If no experience is available from sis-ter ships, which would be the best basis for decidingwhether compensators are necessary or not, it is ad-visable to make calculations to determine which ofthe solutions (1), (2), (3) or (4) should be applied.

Experience with our two-stroke slow speed engineshas shown that propulsion plants with small boreengines (S/L42MC, S/L35MC and S26MC) are lesssensitive regarding hull vibrations exited by 2nd or-der moments than the lager bore engines. There-fore, these engines do not have engine driven 2ndorder moment compensators.

If compensator(s) are omitted, the engine can be de-livered prepared for the fitting of compensators lateron. The decision for preparation must also be takenat the contract stage. Measurements taken duringthe sea trial, or later in service and with fully loadedship, will be able to show whether compensator(s)have to be fitted or not.

If no calculations are available at the contract stage,we advise to order the engine with a 2nd order mo-ment compensator on the aft end and to make prep-arations for the fitting of a compensator on the frontend.

If it is decided not to use compensators and, further-more, not to prepare the main engine for later fitting,another solution can be used, if annoying vibrationsshould occur:

An electrically driven compensator synchronisedto the correct phase relative to the external force ormoment can neutralise the excitation. This type ofcompensator needs an extra seating fitted, prefera-bly, in the steering gear room where deflections arelargest and the effect of the compensator will there-fore be greatest.

The electrically driven compensator will not give riseto distorting stresses in the hull, but it is more ex-pensive than the engine-mounted compensators(2), (3) and (4).

407 000 100 198 22 53


7.04


407 000 100 198 22 53

7.05

178 47 06 -8.0

Fig. 7.04: Optional 2nd order moment compensators

Power Related Unbalance (PRU)

To evaluate if there is a risk that 1st and 2nd orderexternal moments will excite disturbing hull vibra-tions, the concept Power Related Unbalance can beused as a guidance.

PRU =External moment

EnginepowerNm/kW

With the PRU-value, stating the external momentrelative to the engine power, it is possible to give anestimate of the risk of hull vibrations for a specificengine. Based on service experience from a greaternumber of large ships with engines of different typesand cylinder numbers, the PRU-values have beenclassified in four groups as follows:

PRU Nm/kWNeed for compensaorfrom 0 to 60 . . . . . . . . . . . . . . . . . . . . . not relevantfrom 60 to 120 . . . . . . . . . . . . . . . . . . . . . . unlikelyfrom 120 to 220 . . . . . . . . . . . . . . . . . . . . . . . likelyabove 220 . . . . . . . . . . . . . . . . . . . . . . . most likely

The actual values for the MC-engines are shown inFigs. 7.05, 7.06 and 7.07.

In the table at the end of this chapter, the externalmoments (M1) are stated at the speed (n1) and MCRrating in point L1 of the layout diagram. For otherspeeds , the corresponding external moments arecalculated by means of the formula:

M M xn

nkNmA 1

A

1

2

=ìíî

üýþ

(The tolerance on the calculated values is 2.5%).

407 000 100 198 22 53


7.06

Fig 7.05: Power Related Unbalance (PRU) values in Nm/kW for S-MC/MC-C engines178 46 98-3.0


407 000 100 198 22 53

7.07

Fig. 7.06: Power Realted Unbalance (PRU) values in Nm/kW for L-MC/MC-C engines

178 46 99-5.0

407 000 100 198 22 53


7.08

Fig. 7.07: Power Related Unbalance (PRU) value in Nm/kW for K-MC/MC-C engines

178 47 00-7.0

Guide Force Moments

The so-called guide force moments are caused bythe transverse reaction forces acting on the cross-heads due to the connecting rod/crankshaft mecha-nism. These moments may excite engine vibrations,moving the engine top athwartships and causing arocking (excited by H-moment) or twisting (excitedby X-moment) movement of the engine as illustratedin Fig. 7.08.

The guide force moments corresponding to theMCR rating (L1) are stated in the tables.

Top bracings

The guide force moments are harmless exceptwhen resonance vibrations occur in the engine/dou-ble bottom system.

As this system is very difficult to calculate with thenecessary accuracy, MAN B&W Diesel stronglyrecommend that a top bracing is installed be-tween the engine's upper platform brackets andthe casing side. The only exception is the S26MCwhich is so small that we consider guide force mo-ments to be insignificant.

The mechanical top bracing comprises stiff connec-tions (links) with friction plates and alternatively ahydraulic top bracing, which allow adjustment tothe loading conditions of the ship. With both typesof top bracing above-mentioned natural fre-quency will increase to a level where resonance willoccur above the normal engine speed. Details ofthe top bracings are shown in section 5.


407 000 100 198 22 53

7.09

Fig. 7.08: H-type and X-type force moments178 47 14-0.0

Definition of Guide Force Moments

During the years the definition of guide force mo-ment has been discussed. Especially nowadayswhere complete FEM-models are made to predicthull/engine interaction this definition has becomeimportant.

H-type Guide Force Moment (MH)

Each cylinder unit produces a force couple consist-ing of:

1: A force at level of crankshaft centreline.

2: Another force at level of the guide plane. Theposition of the force changes over one revo-lution, as the guide shoe reciprocates on theguide plane.

As the deflection shape for the H-type is equal foreach cylinder the Nth order H-type guide force mo-ment for an N-cylinder engine with regular firing or-der is: N • MH(one cylinder).

For modelling purpose the size of the forces in theforce couple is:

Force = MH / L kN

where L is the distance between crankshaft leveland the middle position of the guide plane (i.e. thelength of the connecting rod).

As the interaction between engine and hull is at theengine seating and the top bracing positions, thisforce couple may alternatively be applied in thosepositions with a vertical distance of (LZ). Then theforce can be calculated as:

ForceZ = MH / LZ kN

Any other vertical distance may be applied, so as toaccommodate the actual hull (FEM) model.

The force couple may be distributed at any numberof points in longitudinal direction. A reasonable wayof dividing the couple is by the number of top brac-ing, and then apply the forces in those points.

ForceZ,one point = ForceZ,total / Ntop bracing, total kN

X-type Guide Force Moment (MX)

The X-type guide force moment is calculated basedon the same force couple as described above. How-ever as the deflection shape is twisting the engineeach cylinder unit does not contribute with equalamount. The centre units do not contribute verymuch whereas the units at each end contributesmuch.

A so-called ”Bi-moment” can be calculated (fig. 7.08):

”Bi-moment” = S [force-couple(cyl.X) • distX]in kNm2

The X-type guide force moment is then defined as:

MX = ”Bi-Moment”/ L kNm

For modelling purpose the size of the four (4) forces(see fig. 7.08) can be calculated:

Force = MX / LX kN

where:

LX: ishorizontal lengthbetween”forcepoints” (fig.7.08)

Similar to the situation for the H-type guide forcemoment, the forces may be applied in positionssuitable for the FEM model of the hull. Thus theforces may be referred to another vertical level LZabove crankshaft centreline.These forces can becalculated as follows:

ForceZ,one point =M LL L

x

z x

••

kN

407 000 100 198 22 53


7.10

Axial Vibrations

When the crank throw is loaded by the gas pressurethrough the connecting rod mechanism, the arms ofthe crank throw deflect in the axial direction of thecrankshaft, exciting axial vibrations. Through thethrust bearing, the system is connected to the ship`shull.

Generally, only zero-node axial vibrations are of in-terest. Thus the effect of the additional bendingstresses in the crankshaft and possible vibrations ofthe ship`s structure due to the reaction force in thethrust bearing are to be considered.

An axial damper is fitted as standard to all MC en-gines minimising the effects of the axial vibrations.

For an extremely long shaft line in certain large sizecontainer vessels, a second axial vibration damperpositioned on the intermediate shaft, designed tocontrol the on-node axial vibrations can be applied.


407 000 100 198 22 53

7.11

Torsional Vibrations

The reciprocating and rotating masses of the en-gine including the crankshaft, the thrust shaft, theintermediate shaft(s), the propeller shaft and thepropeller are for calculation purposes consideredas a system of rotating masses (inertias) intercon-nected by torsional springs. The gas pressure ofthe engine acts through the connecting rod mecha-nism with a varying torque on each crank throw, ex-citing torsional vibration in the system with differentfrequencies.

In general, only torsional vibrations with one andtwo nodes need to be considered. The main criticalorder, causing the largest extra stresses in the shaftline, is normally the vibration with order equal to thenumber of cylinders, i.e., five cycles per revolutionon a five cylinder engine. This resonance is posi-tioned at the engine speed corresponding to thenatural torsional frequency divided by the numberof cylinders.

The torsional vibration conditions may, for certaininstallations require a torsional vibration damper.

Based on our statistics, this need may arise for thefollowing types of installation:

• Plants with controllable pitch propeller

• Plants with unusual shafting layout and for specialowner/yard requirements

• Plants with 8, 11 or 12-cylinder engines.

The so-called QPT (Quick Passage of a barredspeed range Technique), is an alternative option to atorsional vibration damper, on a plant equipped witha controllable pitch propeller. The QPT could be im-plemented in the governor in order to limit the vibra-tory stresses during the passage of the barredspeed range.

The application of the QPT has to be decided by theengine maker and MAN B&W Diesel A/S based on fi-nal torsional vibration calculations.

Four, five and six-cylinder engines, require specialattention. On account of the heavy excitation, thenatural frequency of the system with one-node vi-bration should be situated away from the normal op-erating speed range, to avoid its effect. This can beachieved by changing the masses and/or the stiff-ness of the system so as to give a much higher, ormuch lower, natural frequency, called undercriticalor overcritical running, respectively.

Owing to the very large variety of possible shaftingarrangements that may be used in combination witha specific engine, only detailed torsional vibrationcalculations of the specific plant can determinewhether or not a torsional vibration damper is nec-essary.

Undercritical running

The natural frequency of the one-node vibration isso adjusted that resonance with the main critical or-der occurs about 35-45% above the engine speedat specified MCR.

Such undercritical conditions can be realised bychoosing a rigid shaft system, leading to a relativelyhigh natural frequency.

The characteristics of an undercritical system arenormally:

• Relatively short shafting system

• Probably no tuning wheel

• Turning wheel with relatively low inertia

• Large diameters of shafting, enabling the use ofshafting material with a moderate ultimate ten-sile strength, but requiring careful shaft align-ment, (due to relatively high bending stiffness)

• Without barred speed range

When running undercritical, significant varyingtorque at MCR conditions of about 100-150% of themean torque is to be expected.

This torque (propeller torsional amplitude) induces asignificant varying propeller thrust which, under ad-verse conditions, might excite annoying longitudinalvibrations on engine/double bottom and/or deckhouse.

The yard should be aware of this and ensure that thecomplete aft body structure of the ship, includingthe double bottom in the engine room, is designedto be able to cope with the described phenomena.

Overcritical running

The natural frequency of the one-node vibration isso adjusted that resonance with the main critical or-der occurs about 30-70% below the engine speedat specified MCR. Such overcritical conditions canbe realised by choosing an elastic shaft system,leading to a relatively low natural frequency.

The characteristics of overcritical conditions are:

• Tuning wheel may be necessary on crankshaftfore end

• Turning wheel with relatively high inertia

• Shafts with relatively small diameters, requiringshafting material with a relatively high ultimatetensile strength

• With barred speed range of about ±10% withrespect to the critical engine speed.

Torsional vibrations in overcritical conditions may,in special cases, have to be eliminated by the use ofa torsional vibration damper.

Overcritical layout is normally applied for engineswith more than four cylinders.

Please note:We do not include any tuning wheel, or torsional vi-bration damper, in the standard scope of supply, asthe proper countermeasure has to be found aftertorsional vibration calculations for the specific plant,and after the decision has been taken if and where abarred speed range might be acceptable.

For further information about vibration aspectsplease refer to our publications:

P.222 “An introduction to Vibration Aspects ofTwo-stroke Diesel Engines in Ships”

P.268 “Vibration Characteristics of Two-strokeLow Speed Diesel Engines”

407 000 100 198 22 53


7.12

407 000 100 198 22 53


7.13

K98MCNo. of cyl. 6 7 8 9 10 11 12

Firingorder

1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

Uneven Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6

External forces in kN0 0 0 0 0 0 0

External moments in kNmOrder:1st a 0 545 214 987 180 76 02nd 6108 c 1773 0 813 123 126 04th 285 809 329 403 565 727 210

Guide force H-moments in kNmOrder:

1st 0 0 0 0 0 0 02nd 0 0 0 0 0 0 03rd 0 0 0 141 1008 476 04th 0 0 0 1034 1307 1066 05th 0 0 0 1006 427 530 06th 2234 0 0 264 129 540 07th 0 1662 0 72 871 763 08th 0 0 1130 99 221 581 09th 0 0 0 542 120 49 0

10th 0 0 0 38 138 79 011th 0 0 0 11 67 203 012th 160 0 0 28 28 62 320

Guide force X-moments in kNmOrder:


10th 73 208 0 96 231 149 011th 0 159 235 92 200 266 012th 0 15 58 203 101 117 0

a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical momentsfor all cylinder numbers.

c 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,eliminating the 2nd order external moment.

Fig. 7.09a: External forces and moments in layout point L1 for K98MC

178 33 22-7.2

407 000 100 198 22 53


7.14

No. of cyl. 6 7 8 9 10 11 12

Firingorder

1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-47-2-5-6



External moments in kNmOrder:1st a 0 581 228 1052 192 81 02nd 6283 c 1824 0 836 126 130 04th 273 776 315 387 542 697 546



10th 0 0 0 31 112 62 011th 0 0 0 10 55 168 012th 137 0 0 24 24 53 275



10th 64 181 0 83 201 130 011th 0 142 209 82 178 237 012th 0 13 53 187 93 108 0



Fig. 7.09b: External forces and moments in layout point L1 for K98MC-C

178 86 03-5.1

K98MC-C


407 000 100 198 22 53

7.15

No. of cyl. 6 7 8 9

Firing order 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-3-47-2-5-6

1-9-2-7-36-5-4-8

External forces in kN0 0 0 0

External moments in kNmOrder:

1st a 0 1006 173 10452nd 5336 c 967 0 5564th 359 1234 415 1939


1st 0 0 0 02nd 0 0 0 03rd 0 0 0 04th 0 0 0 05th 0 0 0 06th 2676 0 0 07th 0 2057 0 08th 0 0 1435 09th 0 0 0 861

10th 0 0 0 011th 0 0 0 012th 208 0 0 0


1st 0 679 117 7062nd 563 102 0 593rd 1663 2200 2784 6584th 1442 4954 1665 77825th 0 216 5176 64266th 0 149 0 7787th 0 67 17 528th 304 60 0 629th 422 29 5 22

10th 98 337 0 2011th 0 244 309 712th 0 11 68 61



Fig. 7.09c: External forces and moments in layout point L1 for S90MC-C

S90MC-C

178 36 71-3.2

407 000 100 198 22 53


7.16

No. of cyl. 6 7 8 9 10 11 12

Firingorder

1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6




1st a 0 1056 182 726 256 177 02nd 4841 c 878 0 630 36 213 04th 244 839 282 342 501 640 488



10th 0 0 0 41 149 85 011th 0 0 0 9 54 166 012th 105 0 0 19 18 41 211



10th 69 236 0 92 222 142 011th 0 136 172 67 146 193 012th 0 5 33 120 60 69 0



Fig. 7.09d: External forces and moments in layout point L1 for L90MC-C

L90MC-C

178 86 05-9.1


407 000 100 198 22 53

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-47-2-5-6

1-6-7-3-5-8-2-4-9

Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6

External forces in kN0 0 0 0 0 0 0 0 0


1st a 2502 b 794 0 473 207 1630 291 202 02nd 5322 c 6625 c 4609 c 1338 0 1504 34 203 04th 0 21 163 463 188 234 334 427 326


1st 0 0 0 0 0 0 0 0 02nd 0 0 0 0 0 0 0 0 03rd 0 0 0 0 0 0 747 352 04th 2437 0 0 0 0 0 1018 830 05th 0 2342 0 0 0 0 325 403 06th 0 0 1680 0 0 0 97 406 07th 0 0 0 1257 0 0 659 577 08th 426 0 0 0 852 0 167 439 09th 0 0 0 0 0 460 89 37 0

10th 0 145 0 0 0 0 103 59 011th 0 0 0 0 0 0 43 131 012th 59 0 88 0 0 0 15 34 176


1st 997 317 0 188 82 650 116 80 02nd 132 164 114 33 0 37 1 5 03rd 180 635 1148 1256 1922 2306 2517 3274 40914th 0 125 963 2738 1112 1387 1977 2526 19275th 302 0 0 215 3220 1066 438 2009 06th 511 57 0 34 0 2310 1503 171 07th 116 408 0 0 10

931743 180 0

8th 0 242 168 13 045

181 1015 337

9th 33 10 210 23 3 3369

127 748

10th 53 0 46 131 0 12 149 95 0


b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be movedfrom horizontal to vertical direction or vice versa, if required.

c 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,eliminating the 2nd order external moment.

Fig. 7.09e: External forces and moments in layout point L1 for K90MC

7.17

K90MC

178 87 58-1.0

407 000 100 198 22 53


No. of cyl. 6 7 8 9 10 11 12

Firing order 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-47-2-5-6




1st a 0 497 1669 890 81 35 02nd 4859 c 1411 0 641 56 28 04th 172 490 199 243 346 444 345



10th 0 0 0 22 80 46 011th 0 0 0 6 35 106 012th 81 0 0 14 14 31 162



10th 40 113 0 52 126 81 011th 0 78 100 45 99 131 012th 0 7 27 97 49 56 0



Fig. 7.09f: External forces and moments in layout point L1 for K90MC-C

K90MC-C

7.18

178 87 59-3.0


407 000 100 198 22 53

No. of cyl. 6 7 8

Firing order 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

External forces in kN0 0 0


1st a 0 252 8472nd 3405 c 988 04th 230 652 265


1st 0 0 02nd 0 0 03rd 0 0 04th 0 0 05th 0 0 06th 2118 0 07th 0 1628 08th 0 0 11229th 0 0 0

10th 0 0 011th 0 0 012th 117 0 0


1st 0 182 6102nd 517 150 03rd 1395 1526 19564th 1023 2906 11815th 0 241 30256th 0 41 07th 0 0 918th 211 16 09th 289 32 29

10th 63 180 011th 0 107 13712th 0 9 34


c 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,eliminating the 2nd order external moment

.

Fig. 7.09g: External forces and moments in layout point L1 for S80MC -C

S80MC-C

178 36 72-5.1

7.19

407 000 100 198 22 53


7.20

No. of cyl. 4 5 6 7 8 9

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-3-4-7-2-5-6 UnevenExternal forces in kN

0 0 0 0 0 429


1st a 1289 b 409 0 244 817 4292nd 3346 c 4166 c 2898 c 841 0 3784th 0 20 152 433 176 214


1st 0 0 0 0 0 02nd 0 0 0 0 0 03rd 0 0 0 0 0 1434th 2558 0 0 0 0 8455th 0 2490 0 0 0 8156th 0 0 1927 0 0 2287th 0 0 0 1502 0 658th 515 0 0 0 1029 909th 0 0 0 0 0 570

10th 0 223 0 0 0 4311th 0 0 0 0 0 1012th 71 0 107 0 0 19


1st 822 261 0 155 521 2742nd 497 619 431 125 0 563rd 220 775 1400 1531 1963 27434th 0 117 900 2558 1039 12645th 286 0 0 204 2554 10966th 522 59 0 35 0 22837th 123 434 0 0 78 4238th 0 260 181 14 0 2859th 41 13 264 29 26 52

10th 72 0 63 178 0 8411th 15 5 0 103 132 6112th 0 36 0 7 29 104




Fig. 7.09h: External forces and moments in layout point L1 for S80MC

S80MC

178 35 07-4.1


407 000 100 198 22 53

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-2-6-4-5-3-7




1st a 1470 b 467 0 278 466 489 128 620 902nd 3616 c 4501 c 3131 c 909 0 409 12 599 1224th 0 19 148 420 683 208 301 654 386



10th 0 159 0 0 0 31 113 64 011th 0 0 0 0 0 7 43 130 012th 48 0 73 0 0 13 13 28 145



10th 58 0 50 143 0 67 162 104 011th 12 4 0 85 55 50 110 146 012th 0 28 0 6 88 80 40 46 0

1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical momentsfor all cylinder numbers.



Fig. 7.09i: External forces and moments in layout point L1 for L80MC

L80MC

178 35 08-6.1

7.21

407 000 100 198 22 53


No. of cyl. 6 7 8 9 10 11 12

Firing order 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6




1st a 0 321 1078 574 54 28 02nd 3418 c 992 0 451 36 23 04th 144 408 166 203 289 370 287



10th 0 0 0 19 68 39 011th 0 0 0 6 32 98 012th 77 0 0 14 13 30 154



10th 32 92 0 43 103 66 011th 0 69 88 40 87 116 012th 0 6 25 89 45 52 0



Fig. 7.09j: External forces and moments in layout point L1 for K80MC-C

178 87 60-3.0

K80MC-C

7.22


407 000 100 198 22 53

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

External forces in kN

0 0 0 0 0

External moments in kNm

Order:

1st a 854 b 271 0 161 542

2nd 2515 c 3131 c 2178 c 632 0

4th 0 19 147 417 170

Guide force H-moments in kNm

Order:

1 x No. of cyl. 1771 1805 1387 1802 766

2 x No. of cyl. 383 160 67

3 x No. of cyl. 44

Guide force X-moments in kNm

Order:

1st 612 194 0 116 388

2nd 365 455 316 92 0

3rd 133 469 847 927 1188

4th 0 82 636 1807 734

5th 212 0 0 151 1889

6th 383 43 0 26 0

7th 91 319 0 0 57

8th 0 198 138 11 0

9th 31 10 198 22 20

10th 53 0 46 131 0

11th 11 3 0 75 96

12th 0 23 0 5 18



c 4.5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,eliminating the 2nd order external moment.

Fig. 7.09k: External forces and moments in layout point L1 for S70MC-C

S70MC-C

178 44 37-2.0

7.23

407 000 100 198 22 53


No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6


0 0 0 0 0


Order:

1st a 944 b 300 0 178 599

2nd 2452 c 3052 c 2123 c 343 0

4th 0 14 111 317 129


Order:

1 x No. of cyl. 1503 1488 1124 876 602

2 x No. of cyl. 301 129 50

3 x No. of cyl. 34


Order:

1st 533 169 0 101 338

2nd 149 186 129 37 0

3rd 101 355 642 702 899

4th 0 69 529 1503 611

5th 171 0 0 122 1526

6th 304 34 0 20 0

7th 72 253 0 0 46

8th 0 152 106 8 0

9th 24 7 150 17 15

10th 42 0 36 103 0

11th 8 3 0 58 74

12th 0 17 0 3 14



c 4,5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,eliminating the 2nd order external moment

Fig. 7.09l: External forces and moments in layout point L1 for S70MC

S70MC

178 87 68-8.0

7.24


407 000 100 198 22 53

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-2-6-4-5-3-7


0 0 0 0 0


Order:

1st a 1094 b 347 0 207 347

2nd 269 c 3350 c 2330 c 676 0

4th 0 14 110 313 508


Order:

1 x No. of cyl. 1274 1275 954 741 514

2 x No. of cyl. 257 107 49

3 x No. of cyl. 33


Order:

1st 523 166 0 99 166

2nd 23 28 20 6 0

3rd 82 289 522 571 366

4th 0 65 503 1431 2325

5th 165 0 0 117 734

6th 290 33 0 19 0

7th 68 241 0 0 22

8th 0 146 102 8 0

9th 22 7 141 16 7

10th 39 0 34 96 0

11th 8 3 0 57 37

12th 0 18 0 4 59




Fig. 7.09m: External forces and moments in layout point L1 for L70MC

L70MC

178 87 61-5.0

7.25

407 000 100 198 22 53


No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6


0 0 0 0 0


Order:

1st a 533 b 169 0 101 338

2nd 1570 c 1954 c 1360 c 395 0

4th 0 12 92 261 106


Order:

1 x No. of cyl. 1116 1136 873 681 482

2 x No. of cyl. 241 101 42

3 x No. of cyl. 28


Order:

1st 385 122 0 73 244

2nd 236 294 204 59 0

3rd 85 300 542 593 759

4th 0 52 401 1139 463

5th 133 0 0 95 1189

6th 241 27 0 16 0

7th 57 201 0 0 36

8th 0 124 87 7 0

9th 20 6 124 14 12

10th 34 0 29 83 0

11th 7 2 0 47 60

12th 0 14 0 3 12




Fig. 7.09n: External forces and moments in layout point L1 for S60MC-C

S60MC-C

178 44 38-4.0

7.26


407 000 100 198 22 53

7.27

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6


0 0 0 0 0


Order:

1st a 582 b 185 0 110 369

2nd 1510 c 1880 c 1308 c 380 0

4th 0 9 69 195 74


Order:

1 x No. of cyl. 949 937 708 552 380

2 x No. of cyl. 190 82 32

3 x No. of cyl. 21


Order:

1st 334 106 0 63 212

2nd 109 136 94 27 0

3rd 66 233 421 460 590

4th 0 43 334 949 386

5th 108 0 0 77 961

6th 192 22 0 13 0

7th 45 160 0 0 29

8th 0 96 67 5 0

9th 15 5 95 11 9

10th 27 0 23 65 0

11th 5 2 0 37 47

12th 0 11 0 2 9




Fig. 7.09o: External forces and moments in layout point L1 for S60MC

S60MC

178 87 62-7.0

407 000 100 198 22 53


7.28

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-2-6-4-5-3-7


0 0 0 0 0


Order:

1st a 656 b 208 0 124 208

2nd 1615 c 2010 c 1398 c 406 0

4th 0 9 66 188 305


Order:

1 x No. of cyl. 782 783 606 481 335

2 x No. of cyl. 168 78 27

3 x No. of cyl. 18


Order:

1st 312 99 0 59 99

2nd 12 15 10 3 0

3rd 49 171 309 339 217

4th 0 40 309 878 1428

5th 101 0 0 72 451

6th 184 21 0 12 0

7th 44 156 0 0 14

8th 0 95 66 5 0

9th 16 5 99 11 5

10th 29 0 25 70 0

11th 5 2 0 38 24

12th 0 10 0 2 32




Fig. 7.09p: External forces and moments in layout point L1 for L60MC

L60MC

178 87 63-9.0


407 000 100 198 22 53

7.29

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6


0 0 0 0 0


Order:

1st a 302 b 96 0 57 192

2nd 891 c 1109 c 771 c 224 0

4th 0 7 52 148 60


Order:

1 x No. of cyl. 649 658 506 394 279

2 x No. of cyl. 140 58 24

3 x No. of cyl. 16


Order:

1st 222 71 0 42 141

2nd 146 181 126 37 0

3rd 51 180 326 357 457

4th 0 30 233 662 269

5th 77 0 0 55 689

6th 140 16 0 9 0

7th 33 116 0 0 21

8th 0 72 50 4 0

9th 11 4 72 8 7

10th 19 0 17 48 0

11th 4 1 0 27 35

12th 0 8 0 2 7




Fig. 7.09q: External forces and moments in layout point L1 for S50MC-C

S50MC-C

178 38 95-4.2

407 000 100 198 22 53


7.30

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6


0 0 0 0 0


Order:

1st a 343 b 109 0 65 218

2nd 891 c 1109 c 772 c 224 0

4th 0 5 41 115 47


Order:

1 x No. of cyl. 548 543 410 319 219

2 x No. of cyl. 110 47 18

3 x No. of cyl. 12


Order:

1st 194 62 0 37 123

2nd 56 70 48 14 0

3rd 37 130 236 258 330

4th 0 25 293 548 223

5th 62 0 0 44 556

6th 111 12 0 7 0

7th 26 92 0 0 17

8th 0 56 39 3 0

9th 9 3 54 6 5

10th 15 0 13 38 0

11th 3 1 0 21 27

12th 0 6 0 1 5




Fig. 7.09r: External forces and moments in layout point L1 for S50MC

S50MC

178 87 64-0.0


407 000 100 198 22 53

7.31

No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-2-6-4-5-3-7


0 0 0 0 0


Order:

1st a 383 b 122 0 72 122

2nd 943 c 1174 c 817 c 237 0

4th 0 5 39 110 178


Order:

1 x No. of cyl. 449 451 350 278 195

2 x No. of cyl. 97 46 16

3 x No. of cyl. 11


Order:

1st 180 57 0 34 57

2nd 14 17 12 3 0

3rd 27 94 171 187 120

4th 0 23 177 504 820

5th 58 0 0 41 260

6th 106 12 0 7 0

7th 26 90 0 0 8

8th 0 55 39 3 0

9th 9 3 58 6 3

10th 17 0 15 42 0

11th 3 1 0 22 14

12th 0 6 0 1 20




Fig. 7.09s: External forces and moments in layout point L1 for L50MC

L50MC

178 87 65-2.0

407 000 100 198 22 53


No. of cyl. 4 5 6 7 8

Firing order 1-3-2-4 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6

1-8-3-4-7-2-5-6


0 0 0 0 0


Order:

1st a 238 b 76 0 45 151

2nd 702 c 874 c 608 c 177 0

4th 0 5 41 117 47


Order:

1 x No. of cyl. 530 537 411 318 224

2 x No. of cyl. 112 47 27

3 x No. of cyl. 18


Order:

1st 173 55 0 33 110

2nd 110 137 95 28 0

3rd 39 137 247 271 347

4th 0 23 181 515 209

5th 60 0 0 43 536

6th 108 12 0 7 0

7th 25 89 0 0 16

8th 0 55 38 3 0

9th 8 3 54 6 5

10th 15 0 13 37 0

11th 4 1 0 24 31

12th 0 9 0 2 7




Fig. 7.09t: External forces and moments in layout point L1 for S46MC-C

S46MC-C

178 87 66-4.0

7.32


407 000 100 198 22 53

7.33

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

1-6-7-3-5-8-2-4-9

Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6



1st a 151 b 48 0 29 96 99 13 9 02nd 392 488 340 99 0 111 1 11 04th 0 2 18 51 21 26 36 46 36



10th 0 30 0 0 0 0 22 11 011th 0 0 0 0 0 0 10 25 012th 14 0 21 0 0 0 4 8 39



10th 9 0 8 24 0 2 25 14 011th 2 1 0 16 21 2 21 23 012th 0 7 0 1 5 20 10 10 0



Fig. 7.09u: External forces and moments in layout point L1 for S42MC178 41 24-4.1

S42MC

407 000 100 198 22 53


7.34

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-2-6-4-5-3-7

1-6-7-3-5-8-2-4-9

Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6



1st a 229 b 73 0 43 73 149 20 14 02nd 562 700 487 141 0 159 2 16 04th 0 3 23 65 106 33 47 60 46



10th 0 24 0 0 0 0 17 10 011th 0 0 0 0 0 0 7 20 012th 8 0 12 0 0 0 2 5 24



10th 9 0 7 21 0 2 24 15 011th 2 1 0 13 9 2 17 23 012th 0 5 0 1 15 16 7 8 0



Fig. 7.09v: External forces and moments in layout point L1 for L42MC178 41 25-6.1

L42MC


407 000 100 198 22 53

7.35

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

1-6-7-3-5-8-2-4-9

Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6



1st a 89 b 28 0 17 56 58 15 10 02nd 231 287 200 58 0 65 3 13 04th 0 1 11 30 12 15 22 28 21



10th 0 16 0 0 0 0 11 6 011th 0 0 0 0 0 0 6 17 012th 8 0 21 0 0 0 2 5 25



10th 5 0 4 12 0 1 14 8 011th 1 0 0 9 12 1 12 16 012th 0 4 0 1 3 12 6 7 0



Fig. 7.09x: External forces and moments in layout point L1 for S35MC178 41 26-8.1

S35MC

407 000 100 198 22 53


7.36

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

1-9-2-5-7-3-6-4-8

Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6



1st a 94 b 30 0 18 60 56 16 11 02nd 232 289 201 58 0 86 3 13 04th 0 1 10 27 11 40 20 25 19



10th 0 12 0 0 0 0 8 5 011th 0 0 0 0 0 0 4 11 012th 5 0 7 0 0 0 1 3 14



10th 4 0 4 11 0 1 13 8 011th 1 0 0 8 10 1 10 13 012th 0 3 0 1 2 4 4 5 0



Fig. 7.09y: External forces and moments in layout point L1 for L35MC

178 87 67-7.0

L35MC


407 000 100 198 22 53

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

1-9-2-5-7-3-6-4-8

1-8-5-7-2-9-4-6-

3-10

Uneven 1-8-12-4-2-9-10-5-3-7-11-6



1st a 57 b 18 0 11 36 34 21 23 02nd 147 183 127 37 0 54 27 31 04th 0 1 7 19 8 28 6 15 13



10th 0 10 0 0 0 0 21 4 011th 0 0 0 0 0 0 0 8 012th 3 0 4 0 0 0 0 2 8



10th 4 0 3 9 0 1 0 6 011th 1 0 0 5 7 1 0 8 012th 0 1 0 0 1 2 0 2 0



Fig. 7.09z: External forces and moments in layout point L1 for S26MC

178 41 28-1.1

S26MC

7.37

Engine Selection Guide Two-stroke MC/MC-C Engines - … · Engine Selection Guide Two-stroke MC/MC-C Engines ... MAN B&W Diesel A/S Engine Selection Guide 1.06 Power kW BHP Engine

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