MAN Diesel

Project Guides

Index
L21/31

Text
Introduction

Freshwater system treatment

Internal cooling water system
Internal cooling water system

1699166-7.0
1699167-9.0
1699160-6.0
1699161-8.0
1699163-1.0
1699164-3.0
1609510-3.5
1699964-7.0
1655210-7.1
1699165-5.0
1693502-6.0
1683310-4.1
1699169-2.0

B 10 01 1
B 10 01 1
B 10 01 1
B 10 01 1
B 10 01 1
B 10 01 1
B 10 01 1
B 10 11 1

1683373-8.0
1683375-1.0
1699157-2.1
1683380-9.2
1687129-4.1
1683377-5.0
1683381-0.0
1607566-7.1

B 11 00 0
B 11 00 0
B 11 00 0
B 11 00 0
B 11 00 0
B 11 01 0
E 11 08 1

1683378-7.1
1693521-7.3
1609529-6.4
1693520-5.2
1655267-1.3
1699158-4.0
1679744-6.1

B 12 00 0
B 12 07 0
B 12 15 0
B 12 15 0

1683379-9.5
1655289-8.8
1609531-8.8
1643494-3.6

B 13 00 0
B 13 00 0
B 13 00 1

1609571-3.4
1643496-7.5
1683393-0.1

B 12

Internal lubricating oil system

Prelubricating pump
Lubricating oil specification
Treatment of lubricating oil
Cooling Water System

D 10 05 0
D 10 05 0
D 10 10 0
D 10 10 0
D 10 20 0
D 10 20 0
D 10 25 0
D 10 25 0
D 10 28 0
D 10 28 0
D 10 30 0
D 10 35 0
D 10 35 0

B 11

Internal fuel oil system

Fuel oil diagram
Fuel oil specification
Fuel oil quality
Fuel oil cleaning recommendations
Specific fuel oil consumption SFOC
Fuel oil safety filter
Lubrication Oil System

1643483-5.2
1609526-0.5
1607568-0.2
1687100-5.2
1631472-4.1

B 10

General description
Cross section
Main Particulars
Dimension and weights
Centre of gravity
Material specification
Overhaul areas
Engine rotation clockwise
Fuel Oil System

I 00 00 0
I 00 05 0
I 00 15 0
I 00 20 0
I 00 25 0
D 10

List of capacities
List of capacities
Engine performance
Engine performance
Heat Balance
Heat Balance
Description of sound measurements
Sound measurement
Exhaust gas emission
NOx emission
Monent of inertia
Overhaul recommendations
Overhaul Recommendations
Basic Diesel Engine

Drawing No.

I 00

Introduction to project guide

Key for engine designation
Designation of cylinders
Code identification for instruments
Basic symbols for piping
General information

Index

B 13

MAN Diesel
Index

Project Guides

L21/31
Text
Design data for the external cooling water system
External cooling water system
One string central cooling water system
Compressed Air System

B 16 00 0
B 16 01 1
B 16 02 0
E 16 04 2
E 16 04 3
E 16 04 5
E 16 04 6

1655213-2.2
1665763-5.2
1683302-1.3
1683303-3.2
1683304-5.2
1683305-7.2
1683306-9.2

B 17 00 0
B 17 01 4
P 17 40 0

1655204-8.6
1679743-4.2
1683324-8.2

B 19 00 0
B 19 00 0
B 19 00 0
B 19 22 1
E 19 11 0

1683385-8.8
1665767-2.9
1693529-1.5
1699190-5.0
1631477-3.3

B 20 01 0

1687109-1.0

B 20 01 3

1687110-1.0

B 21 01 1

1356501-5.6

E 23 00 0
E 23 04 0
P 23 01 1

1699168-0.0
1687156-8.0
1683308-2.5

E 23

Weight and Dimenseions of principal parts

Recommended wearing parts
Standard spare parts
Tools

1683317-7.2
1699110-4.0
1639499-6.0
1683300-8.1

B 21

Test running of GenSet on DO

Spare Parts

B 15 00 0
B 15 00 0
B 15 05 1
B 15 11 2

B 20

Recommendations concerning steel foundations for resilient mounted

gensets
Resilient mounting of generating sets
Test running

1683394-2.5
1655207-3.2

B 19

Operating data & set points

Safety, control and monitoring system
Communication from the GenSet
Oil Mist Detector
Prelubricating oil pump starting box
Foundation

B 14 00 0
B 14 00 0

B 17

Starting of engine
Governor
CoCoS
Safety and Control System

1683397-8.0
1655290-8.1
1643498-0.6

B 16

Exhaust gas system

Cleaning the turbocharger in service, dry cleaning
Position of gas outlet on turbocharger
Silencer without spark arrestor, damping 25 dB(A)
Silencer without spark arrestor, damping 35 dB(A)
Silencer with spark arrestor, damping 25 dB(A)
Silencer with spark arrestor, damping 35 dB(A)
Speed Control System

B 13 00 0
B 13 00 0
B 13 00 3

B 15

Combustion air system

Engine room ventilation and combustion air
Water washing of turbocharger - compressor
Lambda Controller
Exhaust Gas System

Drawing No.

B 14

Compressed air system

Compressed air system
Combustion Air System

Index

P 24

MAN Diesel
Project Guides

Index
L21/31

Text
Standard tools for normal maintenance
Tools for reconditioning
B 25 Preservation and Packing

Planned maintenance programme

Drawing No.

P 24 01 1
P 24 02 1

1683314-1.1
1693587-6.0

B 98 01 1
B 98 01 1
B 98 01 1
P 98 05 1

1665758-8.1
1665761-1.2
1665762-3.1
1679794-8.1

D 10 36 0

1699981-4.0

B 98

Preservation of diesel engine before dispatch

Preservation of spare parts and tools
Removal of preservation before starting of a new engine
Lifting instruction
Variant

Index

V 00

Introduction

I 00

MAN B&W Diesel

1643483-5.2
Page 1 (1)

Introduction to Project Guide

I 00 00 0
General

Introduction
With this Project Guide we hope that we have provided you with a "tool" covering all necessary information required
for project planning of the GenSet installation and making your daily work easier. Further, our Project Department
is available with advices on more specific questions concerning the projecting.
All figures, values, measurements or information about performance stated in the project guide are
for guidance only and shall not be used for detailed design purposes or as a substitute for specific
drawings and instructions prepared for such purposes.
Our product range is constantly reviewed, developed and improved according to needs and conditions dectated.
Therefore, we reserve the right to make changes in the technical specification and data without prior notice.
Concerning the alternator, the specific data depend on the alternator type.
Project related drawings and installation instructions will be forwarded in a Installation Manual, when the contract
documentation has been completed.
The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifi-cations
of our supply.

Code numbers
MAN B&W Holeby Diesel Identification No.

X XX XX X

Code letter
Function/system
Sub-function
Choice number

08028-0D/H5250/94.08.12

Code letter: The code letter indicates the contents of the documents:

B
D
E
G
I
P

:
:
:
:
:
:

Basic Diesel engine / built-on engine

Designation of plant
Extra parts per engine
Generator
Introduction
Extra parts per plant

Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil
system, monitoring equipment, foundation, test running, etc.
Sub-function: This figure varies from 0-99.
Choice number: This figure varies from 0-9:
0
:
2-8 :

03.20

General information
Standard optionals

1
9

:
:

Standard
Optionals

MAN B&W Diesel

1609526-0.5
Page 1 (1)

Key for Engine Designation

I 00 05 0
General

Engine Type Identification

The engine types of the MAN B&W programme are identified by the following figures:

No of cylinders
5, 6, 7, 8, 9
12, 16, 18

Engine Type
L :
V :

In-line
V-built

Cyl. diam/stroke
16/24
21/31
23/30
27/38
28/32
32/40

:
:
:
:
:
:

160/240
210/310
225/300
270/380
280/320
320/400

08028-0D/H5250/94.08.12

Design Variant

04.08

Rating
MCR :
ECR :

Maximum continuous rating

Economy continuous rating

28/32

MCR

MAN B&W Diesel

1607568-0.2
Page 1 (1)

Designation of Cylinders

I 00 15 0

08028-0D/H5250/94.08.12

In-Line

01.31

MAN B&W Diesel

1687100-5.2
Page 1 (2)

Code Identification for Instruments

I 00 20 0
General

Explanation of Symbols
TI
40

Measuring device
Local reading
Temperature Indicator
No. 40 *

PI
22

Measuring device
Sensor mounted on engine/unit
Reading/identification mounted in a panel on the engine/unit
Pressure Indicator
No. 22 *

TAH
12

Measuring device
Sensor mounted on engine/unit
Reading/identification outside the engine/unit
Temperature Alarm High
No. 12 *

PT
22

Measureing device
Sensor mounted on engine/unit
Reading/identification in a panel on the engine/unit and reading/indication outside
the engine/unit
Pressure Transmitting
No. 22 *
* Refer to standard location and text for instruments on the following pages.

Specification of letter code for measuring devices

08028-0D/H5250/94.08.12

1st letter

05.33

Following letters

Flow

Alarm

Level

Differential

Pressure

Element

Speed, System

High

Temperature

Indicating

Voltage

Low

Viscosity

Switching, Stop

Sound

Transmitting

Position

Failure

Valve, Atuator

MAN B&W Diesel

I 00 20 0

1687100-5.2
Page 2 (2)

Code Identification for Instruments

General
Standard Text for Instruments
Diesel Engine/Alternator
LT Water System
01 inlet to air cooler
02 outlet from air cooler
03 outlet from lub. oil cooler

04
05
06

inlet to alternator
outlet from alternator
outlet from fresh water cooler (SW)

07
08
09

inlet to lub. oil cooler

inlet to fresh water cooler (SW)

HT Water System
10 inlet to engine
10A FW inlet to engine
11 outlet from each cylinder
12 outlet from engine
13 inlet to HT pump

14
14A
14B
15
16

inlet to HT air cooler

FW inlet to air cooler
FW outlet from air cooler
outlet from HT system
outlet from turbocharger

17
18
19
19A
19B

outlet from fresh water cooler

inlet to fresh water cooler
preheater
inlet to prechamber
outlet from prechamber

Lubricating Oil System

20 inlet to cooler
21 outlet from cooler / inlet to filter
22 outlet from filter / inlet to engine
23 inlet to turbocharger

24
25
26
27

sealing oil - inlet engine

28
prelubricating
29
inlet rocker arms and roller guides
intermediate bearing / alternator bearing

Charging Air System

30 inlet to cooler
31 outlet from cooler
32 jet assist system
33 outlet from TC filter / inlet to TC compr.

34
35
36
37

charge air conditioning

surplus air inlet
inlet to turbocharger
charge air from mixer

38
39

Fuel
40
41
42
43

Oil System
inlet to engine
outlet from engine
leakage
inlet to filter

44
45
46
47

outlet from sealing oil pump

fuel-rack position
inlet to prechamber

48
49

Nozzle Cooling System

50 inlet to fuel valves
51 outlet from fuel valves
52
53

54
55
56
57

Exhaust Gas System

60 outlet from cylinder
61 outlet from turbocharger
62 inlet to turbocharger
63 compustion chamber

64
65
66
67

Compressed Air System

70 inlet to engine
71 inlet to stop cylinder
72 inlet to balance arm unit
73 control air

74
75
76
77

inlet to reduction valve

microswitch for turning gear
inlet to turning gear
waste gate pressure

78
79

inlet to sealing oil system

Load Speed
80 overspeed air
81 overspeed
82 emergency stop
83 engine start

84
85
86
87

engine stop
microswitch for overload
shutdown
ready to start

88
89
90

index - fuel injection pump

turbocharger speed
engine speed

Miscellaneous
91 natural gas - inlet to engine
92 oil mist detector
93 knocking sensor

94
95
96

cylinder lubricating
voltage
switch for operating location

97
98
99

remote
alternator winding
common alarm

valve timing
injection timing
earth/diff. protection

58
59

level in base frame

main bearings

oil splash
alternator load

08028-0D/H5250/94.08.12

68
69

05.33

MAN B&W Diesel

1631472-4.1
Page 1 (3)

Basic Symbols for Piping

I 00 25 0
General

No
1.

08028-0D\H5250\94.08.12

Symbol designation

No

Symbol

Symbol designation

GENERAL CONVENTIONAL SYMBOLS

2.14

Spectacle flange

1.1

Pipe

2.15

Orifice

1.2

Pipe with indication of direction of flow

2.16

Orifice

1.3

Valves, gate valves, cocks and flaps

2.17

Loop expansion joint

1.4

Appliances

2.18.

Snap coupling

1.5

Indicating and measuring instruments

2.19

Pneumatic flow or exhaust to atmosphere

1.6

High-pressure pipe

3.

1.7

Tracing

Valve, straight through

1.8

Enclosure for several components assembled in one unit

Valve, angle

2.

05.02

Symbol

PIPES AND PIPE JOINTS

VALVES, GATE VALVES, COCKS AND FLAPS

Valve, three-way

2.1

Crossing pipes, not connected

Non-return valve (flap), straight

2.2

Crossing pipes, connected

Non-return valve (flap), angle

2.3

Tee pipe

Non-return valve (flap), straight screw

down

2.4

Flexible pipe

Non-return valve (flap), angle, screw down

2.5

Expansion pipe (corrugated) general

Safety valve

2.6

Joint, screwed

Angle safety valve

2.7

Joint, flanged

Self-closing valve

2.8

Joint, sleeve

Quick-opening valve

2.9

Joint, quick-releasing

Quick-closing valve

2.10

Expansion joint with gland

Regulating valve

2.11

Expansion pipe

Ball valve (cock)

2.12

Cap nut

Butterfly valve

2.13

Blank flange

Gate valve

MAN B&W Diesel

1631472-4.1
Page 2 (3)

Basic Symbols for Piping

I 00 25 0
General
Symbol

Symbol designation

No

Symbol

Symbol designation

3.17

Double-seated changeover valve

3.18

Suction valve chest

4.1

Fan-operated

3.19

Suction valve chest with non-return valves

4.2

Remote control

3.20

Double-seated changeover valve, straight

4.3

Spring

3.21

Double-seated changeover valve, angle

4.4

Mass

3.22

Cock, straight through

4.5

Float

3.23

Cock, angle

4.6

Piston

3.24

Cock, three-way, L-port in plug

4.7

Membrane

3.25

Cock, three-way, T-port in plug

4.8

Electric motor

3.26

Cock, four-way, straight through in plug

4.9

Electromagnetic

3.27

Cock with bottom connection

4.10

Manual (at pneumatic valves)

3.28

Cock, straight through, with bottom conn.

4.11

Push button

3.29

Cock, angle, with bottom connection

4.12

Spring

3.30

Cock, three-way, with bottom connection

4.13

Solenoid

3.31

Thermostatic valve

4.14

Solenoid and pilot directional valve

3.32

Valve with test flange

4.15

By plunger or tracer

3.33

3-way valve with remote control (actuator)

5.

3.34

Non-return valve (air)

5.1

Mudbox

3.35

3/2 spring return valve, normally closed

5.2

Filter or strainer

3.36

2/2 spring return valve, normally closed

5.3

Magnetic filter

3.37

3/2 spring return valve contr. by solenoid

5.4

Separator

3.38

Reducing valve (adjustable)

5.5

Steam trap

3.39

On/off valve controlled by solenoid and pilot

directional valve and with spring return

5.6

Centrifugal pump

4.

CONTROL AND REGULATION PARTS

APPLIANCES

08028-0D\H5250\94.08.12

No

05.02

MAN B&W Diesel

1631472-4.1
Page 3 (3)

Basic Symbols for Piping

I 00 25 0
General

08028-0D\H5250\94.08.12

No.

05.02

Symbol

Symbol designation

No.
6.

Symbol

Symbol designation

FITTINGS

5.7

Gear or screw pump

5.8

Hand pump (bucket)

6.1

Funnel / waste tray

5.9

Ejector

6.2

Drain

5.10

Various accessories (text to be added)

6.3

Waste tray

5.11

Piston pump

6.4

Waste tray with plug

5.12

Heat exchanger

6.5

Turbocharger

5.13

Electric preheater

6.6

Fuel oil pump

5.14

Air filter

6.7

Bearing

5.15

Air filter with manual control

6.8

Water jacket

5.16

Air filter with automatic drain

6.9

Overspeed device

5.17

Water trap with manual control

5.18

Air lubricator

7.1

Sight flow indicator

5.19

Silencer

7.2

Observation glass

5.20

Fixed capacity pneumatic motor with

direction of flow

7.3

Level indicator

5.21

Single acting cylinder with spring returned

7.4

Distance level indicator

5.22

Double acting cylinder with spring returned

7.5

Recorder

5.23

Steam trap

7.

READING INSTR. WITH ORDINARY DESIGNATIONS

General information

D 10

MAN B&W Diesel

1699166-7.0
Page 1 (1)

List of Capacities

D 10 05 0
L21/31

Cyl.
kW

5
950

6
1320

7
1540

8
1760

9
1980

(1-2.5 bar)
(1-2.5 bar)
(3-5 bar)

m/h
m/h
m/h

55
55
31

55
55
31

55
55
41

55
55
41

55
55
41

External pumps :
Max. delivery pressure of cooling water pumps
Diesel oil pump
(5 bar at fuel oil inlet A1)
Fuel oil supply pump
(4 bar discharge pressure)
Fuel oil circulating pump
(8 bar at fuel oil inlet A1)

bar
m/h
m/h
m/h

2.5
0.65
0.32
0.66

2.5
0.91
0.44
0.92

2.5
1.06
0.52
1.07

2.5
1.21
0.59
1.23

2.5
1.36
0.67
1.38

Cooling capacities :
Lubricating oil
LT charge air
Total LT system
* LT flow at 36C inlet and 44C outlet

kW
kW
kW
m/h

195
118
313
27.0

158
313
471
44.0

189
366
555
48.1

218
418
636
51.9

247
468
715
54.0

Jacket cooling
HT charge air
Total HT system
* HT flow at 44C inlet and 80C outlet

kW
kW
kW
m/h

154
201
355
8.5

274
337
611
19.8

326
383
709
22.6

376
429
805
25.3

427
475
902
27.9

Total from engine

LT flow from engine at 36C inlet
LT outlet temperature from engine at 36C inlet
( 1-string cooling water system )

kW
m/h
C

668
27.0
55

1082
43.5
58

1264
47.6
59

1441
51.3
61

1617
53.5
63

Gas data :
Exhaust gas flow
Exhaust gas temperature at turbine outlet
Maximum allowable back pressure
Air consumption

kg/h
C
bar
kg/h

6679
335
0.025
6489

9600
348
0.025
9330

11200
348
0.025
10900

12800
348
0.025
12400

14400
348
0.025
14000

Starting air system :

Air consumption per start incl. air for jet assist

Nm

1.0

1.2

1.4

1.6

1.8

Heat radiation :
Engine
Alternator

kW
kW

49
50
54
( See separate data from alternator maker )

58

Maximum continuous rating at 900 Rpm.

Engine-driven pumps :
LT cooling water pump
HT cooling water pump
Lubricating oil pump

The stated heat balances are based on 100% load and tropical condition.

08028-0D/H5250/94.08.12

The mass flows and exhaust gas temperature are based on ISO ambient condition.

* The outlet temperature of the HT water is fixed to 80C,

and 44C for the LT water.
At different inlet temperature the flow will change accordingly.
Example: If the inlet temperature is 25C then the LT flow will
change to (44-36)/(44-25)*100 = 42% of the original flow.
The HT flow will not change.

06.17 - 220kW

MAN B&W Diesel

1699167-9.0
Page 1 (1)

List of Capacities

D 10 05 0
L21/31

Cyl.
kW

5
1000

6
1320

7
1540

8
1760

9
1980

(1-2.5 bar)
(1-2.5 bar)
(3-5 bar)

m/h
m/h
m/h

61
61
34

61
61
34

61
61
46

61
61
46

61
61
46

External pumps :
Max. delivery pressure of cooling water pumps
Diesel oil pump
(5 bar at fuel oil inlet A1)
Fuel oil supply pump
(4 bar discharge pressure)
Fuel oil circulating pump
(8 bar at fuel oil inlet A1)

bar
m/h
m/h
m/h

2.5
0.69
0.34
0.70

2.5
0.92
0.45
0.93

2.5
1.08
0.53
1.09

2.5
1.23
0.60
1.25

2.5
1.38
0.68
1.40

Cooling capacities :
Lubricating oil
LT charge air
Total LT system
* LT flow at 36C inlet and 44C outlet

kW
kW
kW
m/h

206
125
331
35.5

162
333
495
47.8

192
388
580
52.1

222
443
665
56.2

252
499
751
60.5

Jacket cooling
HT charge air
Total HT system
* HT flow at 44C inlet and 80C outlet

kW
kW
kW
m/h

163
212
374
8.9

280
361
641
20.9

332
411
743
23.9

383
460
843
26.7

435
509
944
29.5

Total from engine

LT flow from engine at 36C inlet
LT outlet temperature from engine at 36C inlet
(1-string cooling water system)

kW
m/h
C

705
35.5
53

1136
47.2
57

1323
51.5
59

1508
55.6
60

1695
59.9
61

Gas data :
Exhaust gas flow
Exhaust gas temperature at turbine outlet
Maximum allowable back pressure
Air consumption

kg/h
C
bar
kg/h

6920
335
0.025
6720

10200
333
0.025
9940

11900
333
0.025
11600

13600
333
0.025
13200

15300
333
0.025
14900

Starting air system :

Air consumption per start incl. air for jet assist

Nm

1.0

1.2

1.4

1.6

1.8

Heat radiation :
Engine
Alternator

kW
kW

21
47
50
54
( See separate data from alternator maker )

56

Maximum continuous rating at 1000 Rpm.

Engine-driven pumps :
LT cooling water pump
HT cooling water pump
Lubricating oil pump

The stated heat balances are based on 100% load and tropical condition.

08028-0D/H5250/94.08.12

The mass flows and exhaust gas temperature are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80C,
and 44C for the LT water.
At different inlet temperature the flow will change accordingly.
Example: If the inlet temperature is 25C then the LT flow will
change to (44-36)/(44-25)*100 = 42% of the original flow.
The HT flow will not change.

06.17 - 220kW

MAN B&W Diesel

1699160-6.0
Page 1 (1)

Engine Performance

D 10 10 0
L21/31

P = 220 kW/cyl. at 900 rpm Pme = 27.3 bar

Ambient cond. 25.0 C - 1.00 bar - Cool W 35.3 C

MDO calorific value 42700 kJ/kg

(Generator load, const.rpm)
13

550

12

450

11

400

10

350

9T after turbo

300

250
25%

50%

75%

Spec. air cons. kg/kWh

Exhaust temp (C)

T before turbo
500

7Spec. air cons.

100%

Engine load (%)

250

Max pressure

200

150

3,5
Charge air pressure
3
2,5

100

2
1,5

50

1
0,5

0
25%

50%

75%

Charge air pressure (bar)

Max. comb. pressure (bar)

4,5

0
100%

Relativ engine load (%)

08028-0D/H5250/94.08.12

210

g/kWh

200

190

Spec. fuel
cons.*
180
25

50

75
Rel. engine load (%)

* tolerance +5%

06.17 - 220kW

100

MAN B&W Diesel

1699161-8.0
Page 1 (1)

Engine Performance

D 10 10 0
L21/31

P = 220 kW/cyl. at 1000 rpm Pme = 24.6 bar

MDO calorific value 42700 kJ/kg
(Generator load, const.rpm)

550

13

500

T before turbo
12

450

11

400

10

350

9
T after turbo

300

Spec. air cons. kg/kWh

Exhaust temp (C)

Ambient cond. 25.0 C - 1.00 bar - Cool W 35.3 C

Spec. air cons.

250
25%

50%

75%

7
100%

Engine load (%)

250

Max pressure

200

150

3,5
Charge air pressure
3
2,5

100

2
1,5
1

50

0,5
0
25%

50%

75%

Charge air pressure (bar)

Max. comb. pressure (bar)

4,5

0
100%

Relativ engine load (%)

08028-0D/H5250/94.08.12

220

g/kWh

210

200

190

Spec. fuel
cons.*

180
25

* tolerance +5%

06.17 - 220kW

50

75

Rel. engine load (%)

100

MAN B&W Diesel

1699163-1.0
Page 1 (1)

Heat Balance

D 10 20 0
L21/31

100

200

90

180

80

160

Exhaust heat
(kW/cyl.)

P = 220 kW/cyl. at 900 RPM. Pme = 27.3 bar

ISO Condition (Generator load, const. RPM)

Heat (kW/cyl.)

Exhaust gas
70

140

60

120

50

100
Charge air (HT)
Jacket cooling

40

80

30

60
Charge air (LT)
Lub. oil

20

40

10

20
Radiation and convection

0
25%

50%

75%

08028-0D/H5250/94.08.12

Load (%)

* tolerance 10%

06.17 - 220kW

0
100%

MAN B&W Diesel

1699164-3.0
Page 1 (1)

Heat Balance

D 10 20 0
L21/31

Heat (kW/cyl)

P = 220 kW/cyl. at 1000 RPM. Pme = 24.6 bar

ISO Condition (Generator load, const. RPM)

100

200

90

180

80

160
Exhaust gas

70

140

60

120

50

Charge air (HT)

100
Jacket cooling

40

80

30

Charge air (LT)

60
Lub. oil

20

40

20
Radiation and convection

10

0
25%

50%

75%

08028-0D/H5250/94.08.12

Load (%)

* tolerance 10%

06.17 - 220kW

0
100%

MAN Diesel
1609510-3.5
Page 1 (1)

Description of Sound Measurements

D 10 25 0
General

Purpose
This should be seen as an easily comprehensible
sound analysis of MAN Diesel GenSets. These
measurements can be used in the project phase
as a basis for decisions concerning damping and
isolation in buildings, engine rooms and around
exhaust systems.

Measuring Equipment
All measurements have been made with Precision
Sound Level Meters according to standard IEC
Publication 651or 804, type 1 - with 1/1 or 1/3 octave
filters according to standard IEC Publication 225.
Used sound calibrators are according to standard
IEC Publication 942, class 1.

Previously used method for measuring exhaust sound

are DS/ISO 2923 and DIN 45635, here is measured
on unsilenced exhaust sound, one meter from the
opening of the exhaust pipe, see Fig. no 1.

Sound Measuring "on-site"

The Sound Power Level can be directly applied to
on-site conditions. It does not, however, necessarily
result in the same Sound Pressure Level as measured
on test bed.
Normally the Sound Pressure Level on-site is 3-5
dB higher than the given surface Sound Pressure
Level (Lpf) measured at test bed. However, it depends
strongly on the acoustical properties of the actual
engine room.

Standards
Definitions
Sound Pressure Level: LP = 20 x log P/P0 [dB]
where P is the RMS value of sound pressure in
pascals, and P0 is 20 Pa for measurement in air.
Sound Power Level:

LW = 10 x log P/P0 [dB]

Determination of Sound Power from Sound Pressure

measurements will normally be carried out
according to:
ISO 3744 (Measuring method, instruments,
background noise, no of microphone positions etc)
and ISO 3746 (Accuracy due to criterion for suitability
of test environment, K2>2 dB)

where P is the RMS value of sound power in watts,

and P0 is 1 pW.

Measuring Conditions

08028-0D/H5250/94.08.12

All measurements are carried out in one of MAN

Diesel's test bed facilities.

07.01

During measurements, the exhaust gas is led outside

the test bed through a silencer. The GenSet is placed
on a resilient bed with generator and engine on a
common base frame.
Sound Power are normally determined from Sound
Pressure measurements.
New measurement of exhaust sound is carried out at
the test bed, unsilenced, directly after turbocharger,
with a probe microphone inside the exhaust pipe.

Fig. no 1.

MAN Diesel
1699964-7.0
Page 1 (1)

Sound Measurements

D 10 25 0
L21/31

Engine and Exhaust Sound

Number of cylinders

RPM

900

1000

900

1000

900

1000

900

1000

900

1000

Mean sound pressure LpfA [dB]

99.0

100.1

100.2

105.2

105.5

105.7

Power

950

1000

1320

1200

1720

1935

Engine sound:

[kW]

Number of cylinders

RPM

900

1000

900

1000

900

1000

900

1000

900

1000

126.4

133.6

133

1000

1400

1720

Exhaust sound: **
Sound pressure LpA
Power

[dB] 126.4
kW

950

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

08028-0D/H5250/94.08.12

**

07.17

Measured in exhaust pipe with probe.

The stated values are calculated and actual measurements on specified plant may be different.

MAN B&W Diesel

1655210-7.1
Page 1 (1)

Exhaust Gas Emission

D 10 28 0
General

The composition of the exhaust gases emitted by our

medium-speed four-stroke diesel engines during full
load operation, and depending on the air/fuel ratio, is
as follows:

Nitrogen N2
Oxygen O2
Carbon dioxide CO2
Water (vapour) H2O
Argon Ar
Ash, soot, NOx, CO, HC, etc.

The ash and SO2 content of the exhaust gas is solely

determined by the composition of the fuel and not by
the combustion in the engine.

% Volume

SO2 can be determined by the empirical relationship: SO2 * = (21.9 x S) - 2.1 (kg/tonne fuel). Where
S is the sulphur content of fuel in % of the weight.

approx.
76
approx.
13
approx.
4
approx.
6
approx.
1
the remaining

The soot emission, though it does play a role, causes

no problem in case of super-charged engines due to
the large amount of excess air compared with naturally
aspirated engines.

However, as regards the environmental impact

attributable to diesel exhaust gases, only the
components listed under "the remaining" are of
interest. Among the above the various proportion of
carbon monoxide, CO, nitrogen oxides, NOx, sulphur
dioxide SO2 and of hydrocarbons, HC, are known as
noxious materials on account of their toxicity.

As the NOx emission is also considerably influenced

by the site and operating conditions of the engine
(e.g. charge air temperature), the MAN B&W Diesel
A/S, Holeby works should be consulted and advised
of any existing local ordinances before any statements
regarding emissions are made in case of concrete
projects.

08028-0D/H5250/94.08.12

97.11 - NG

Reference: Lloyds Register Marine Exhaust

Emissions Research.

MAN B&W Diesel

1699165-5.0
Page 1 (1)

NOx Emission

D 10 28 0
General

The NOx measurements are made after Annex VI

of MARPOL 73/78, The Technical Code on Control
of Emission of Nitrogen Oxides from Marine Diesel
Engines. The NOx emission is measured at worst
case conditions during the IMO certification and
surveyed by the major classifications societies. The
emissions are measured at five load points and
calculated as a weighted average after the D2 cycle.
The D2 cycle is used for marine auxiliary engines
where the 75% and 50% load points have the biggest
contribution the average value.

18
16

NOx emission g/kWh

14
12

IMO Limit
L21/31 (60Hz)

10

L21/31 (50Hz)

8
6
4
2
0

08028-0D/H5250/94.08.12

06.17 - 220kW

500

1000
Engine speed rpm

1500

2000

MAN B&W Diesel

1693502-6.0
Page 1 (1)

Moment of Inertia

D 10 30 0
L21/31

No. of

Generator

cyl.

type

Max. cont.
rating
kW

Moment of inertia (J)

Speed
r/min.

kgm2

Flywheel
**
kgm2

Generator
**
kgm2

Engine

TNC6 564-8*

1000

900

63.5

166.3

95.4

TNC6 564-6*

1075

1000

103.7

251

78

TNC6 566-8*

1200

900

79.5

166.3

96.6

TNC6 567-6*

1290

1000

79.5

166.3

90.4

TNC6 634-6*

1505

1000

88.8

TNC6 636-6*

1720

1000

112.3

* Generator, make ULJANIK

08028-0D/H5250/94.08.12

** If other generator is chosen the values will change.

03.15

116

166.3

138.9

MAN B&W Diesel

1683310-4.1
Page 1 (1)

Overhaul Recommendations

D 10 35 0
L21/31

Component
Turbocharger

Overhaul Recommendations
Dry cleaning of turbine side ............................................................
Water washing of compressor side ................................................

Hours
Between
Overhauls
every week
25-75

Air filter cleaning : Based on observations.

Inspection: Check all mounting screws, casing screws and pipe
line connections for tight fit by tapping, retighten if necessary .......

with new or
overhauled
turbocharger
once aft 1000

Compressor cleaning in dismantled condition: compressor

inner components, final diffusor, compressor wheel ......................

8,000

Silencer cleaning in dismantled condition: silencer felt linings .

8,000

Major overhaul: Dismantling, cleaning, inspection, checking and

cleaning cartridge, checking bearing clearances, checking gaps
and clearances on reassembly .......................................................

16,000

Function check of overspeed and shutdown devices.

Check that the control rod of each individual fuel pump can easily
go to "stop" position ........................................................................

monthly

Compressed air system

Check of compressed air system ...................................................

16,000

Main bearings

Inspection according to classification survey, normally after 32.000

running hours or 4 years of service ................................................
Retightening of main bearing cap. 200 hours after new or overhaul
and every ........................................................................................
Retightening of screws for counterweights. 200 hours after new or
overhaul and every and after overspeed ........................................

Regulating system

Flexible mountings

Check anti-vibration mountings .....................................................

Autolog reading

Only after request from class or dismounting og alternator ............

Fuel pump

Fuel pump barrel/plunger assembly. Overhaul based on operational

observations ...................................................................................

Lub. oil filter cartridge

Replacement based on observations of pressure drop ..................

32,000
8,000
8,000
8,000

Cylinder unit:

08028-0D/H5250/94.08.12

Cylinder head

Checking and adjustment of valve clearance .................................

2,000

Fuel injection valve

Exhaust valve

Checking, cleaning and adjustment of opening pressure ...............

Overhaul and regrinding of spindle and valve seat ........................
Function check of rotocap ..............................................................

4,000
16,000
quarterly

Air inlet valve

Valve guide

Overhaul in connection with exhaust valve overhaul .....................

Measuring of inside diameter in connection with valve overhaul ...

16,000
16,000

Cylinder head nuts

Retightening 200 hours after new or overhaul

Big-end bearing

Retightening; 200 hours after new or overhaul and every ............

Inspection:In connection with unit overhaul ...................................

8,000
16,000

Piston

Overhaul, replacement of compression rings, scraper rings and

measuring of ring grooves:In connection with unit overhaul ..........

16,000

Inspection, measuring and reconditioning of running surface

condition; In connection with unit overhaul .....................................

16,000

Cylinder liner

02.17

MAN B&W Diesel

1699169-2.0
Page 1 (1)

Overhaul Recommendations

D 10 35 0
L21/31

Component
Turbocharger

Overhaul Recommendations
Dry cleaning of turbine side ............................................................
Water washing of compressor side ...............................................

Hours
Between
Overhauls
every week
25-75

Air filter cleaning : Based on observations.

Inspection: Check all mounting screws, casing screws and pipe
line connections for tight fit by tapping, retighten if necessary .......

with new or
overhauled turbocharger once aft
1000

Compressor cleaning in dismantled condition: compressor

inner components, final diffusor, compressor wheel.......................

8,000

Silencer cleaning in dismantled condition: silencer felt linings .

8,000

Major overhaul: Dismantling, cleaning, inspection, checking and

cleaning cartridge, checking bearing clearances, checking gaps
and clearances on reassembly ......................................................

15,000

Function check of overspeed and shutdown devices.

Check that the control rod of each individual fuel pump can easily
go to "stop" position .......................................................................

monthly

Compressed air system

Check of compressed air system ..................................................

16,000

Main bearings

Inspection according to classification survey, normally after 32.000

running hours or 4 years of service ...............................................
Retightening of main bearing cap. 200 hours after new or overhaul
and every .......................................................................................
Retightening of screws for counterweights. 200 hours after new or
overhaul and every and after overspeed ........................................

Regulating system

Flexible mountings

Check anti-vibration mountings .....................................................

Autolog reading

Only after request from class or dismounting og alternator ...........

Fuel pump

Fuel pump barrel/plunger assembly. Overhaul based on operational

observations ..................................................................................

Lub. oil filter cartridge

Replacement based on observations of pressure drop .................

32,000
8,000
8,000
8,000

Cylinder unit:

08028-0D/H5250/94.08.12

Cylinder head

Checking and adjustment of valve clearance ................................

2,000

Fuel injection valve

Exhaust valve

Checking, cleaning and adjustment of opening pressure ..............

Overhaul and regrinding of spindle and valve seat ........................
Function check of rotocap .............................................................

3,000
16,000
quarterly

Air inlet valve

Valve guide

Overhaul in connection with exhaust valve overhaul .....................

Measuring of inside diameter in connection with valve overhaul ...

16,000
16,000

Cylinder head nuts

Retightening 200 hours after new or overhaul

Big-end bearing

Retightening; 200 hours after new or overhaul and every ...........

Inspection:In connection with unit overhaul ..................................

8,000
16,000

Piston

Overhaul, replacement of compression rings, scraper rings and

measuring of ring grooves:In connection with unit overhaul .........

16,000

Inspection, measuring and reconditioning of running surface

condition; In connection with unit overhaul .....................................

16,000

Cylinder liner

06.17 - 220kW

Basic Diesel Engine

B 10

MAN B&W Diesel

1683373-8.0
Page 1 (7)

General Description

B 10 01 1
L21/31

General

Engine Frame

The engine is a turbocharged, single-acting fourstroke diesel engine of the trunk type with a cylinder
bore of 210 mm and a stroke of 310 mm. The
crankshaft speed is 900 or 1000 rpm.

The monobloc cast iron engine frame is designed to

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

The engine can be delivered as an in-line engine with

5 to 9 cylinders.
For easy maintenance the cylinder unit consists of:
the cylinder head, water jacket, cylinder liner, piston
and connecting rod which can be removed as complete assemblies with possibility for maintenance by
recycling. This allows shoreside reconditioning work
which normally yields a longer time between major
overhauls.
The engine is designed for an unrestricted load
profile on HFO, low emission, high reliability and
simple installation.

Two camshafts are located in the engine frame. The

valve camshaft is located on the exhaust side in a
very high position and the injection camshaft is
located on the service side of the engine.
The main bearings for the underslung crankshaft are
carried in heavy supports by tierods from the intermediate frame floor, and are secured with the bearing caps. These are provided with side guides and
held in place by means of studs with hydraulically
tightened nuts. The main bearing is equipped with
replaceable shells which are fitted without scraping.
On the sides of the frame there are covers for access
to the camshafts and crankcase. Some covers are
fitted with relief valves which will operate if oil vapours in the crankcase are ignited (for instance in the
case of a hot bearing).

Base Frame
The engine and alternator are mounted on a rigid
base frame. The alternator is considered as an
integral part during engine design. The base frame,
which is flexibly mounted, acts as a lubricating oil
reservoir for the engine.

08028-0D/H5250/94.08.12

Cylinder Liner
The cylinder liner is made of special centrifugal cast
iron and fitted in a bore in the engine frame. The liner
is clamped by the cylinder head and rests by its
flange on the water jacket.

Fig 1 Engine frame.

01.03

MAN B&W Diesel

B 10 01 1

General Description

1683373-8.0
Page 2 (7)

L21/31
The liner can thus expand freely downwards when
heated during the running of the engine.
The liner is of the flange type and the height of the
flange is identical with the water cooled area which
gives a uniform temperature pattern over the entire
liner surface.
The lower part of the liner is uncooled to secure a
sufficient margin for cold corrosion in the bottom
end. There is no water in the crankcase area.

Cylinder Head
The cylinder head is of cast iron with an integrated
charge air receiver, made in one piece. It has a borecooled thick walled bottom. It has a central bore for
the fuel injection valve and 4 valve cross flow design,
with high flow coefficient. Intensive water cooling of
the nozzle tip area made it possible to omit direct
nozzle cooling. The valve pattern is turned about 20
to the axis and achieves a certain intake swirl.
The cylinder head is tightened by means of 4 nuts
and 4 studs which are screwed into the engine
frame. The nuts are tightened by means of hydraulic
jacks.
The cylinder head has a screwed-on top cover. It has
two basic functions: oil sealing of the rocker chamber
and covering of the complete head top face.

The gas sealing between liner and cylinder head

consists of an iron ring.

08028-0D/H5250/94.08.12

Fig 2 Cylinder liner.

Fig 3 Cylinder head.

To reduce bore polishing and lub. oil consumption a

slip-fit-type flame ring is arranged on the top side of
the liner.

01.03

MAN B&W Diesel

1683373-8.0
Page 3 (7)

General Description

B 10 01 1
L21/31

Air Inlet and Exhaust Valves

The valve spindles are made of heat-resistant material and the spindle seats are armoured with weldedon hard metal.
All valve spindles are fitted with valve rotators which
turn the spindles each time the valves are activated.
The turning of the spindles ensures even temperature levels on the valve discs and prevents deposits
on the seating surfaces.
The cylinder head is equipped with replaceable
valve seat rings. The exhaust valve seat rings are
water cooled in order to ensure low valve temperatures.

Valve Actuating Gear

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

The high pressure pipe which is led through a bore

in the cylinder head is surrounded by a shielding
tube.
The shielding tube also acts as a drain channel in
order to ensure any leakage from the fuel valve and
the high pressure pipe will be drained off.
The complete injection equipment including injection
pumps and high pressure pipes is well enclosed
behind removable covers.

Piston
The piston, which is oil-cooled and of the composite
type, has a body made of nodular cast iron and a
crown made of forged deformation resistant steel. It
is fitted with 2 compression rings and 1 oil scraper
ring in hardened ring grooves.
By the use of compression rings with different barrelshaped profiles and chrome-plated running surfaces, the piston ring pack is optimized for maximum
sealing effect and minimum wear rate.
The piston has a cooling oil space close to the piston
crown and the piston ring zone. The heat transfer,
and thus the cooling effect, is based on the shaker
effect arising during the piston movement. The cooling medium is oil from the engine's lubricating oil
system.

Fuel Injection System

08028-0D/H5250/94.08.12

The engine is provided with one fuel injection pump

unit, an injection valve, and a high pressure pipe for
each cylinder.
The injection pump unit is mounted on the engine
frame. The pump unit consists of a pump housing
embracing a roller guide, a centrally placed pump
barrel and a plunger. The pump is activated by the
fuel cam, and the volume injected is controlled by
turning the plunger.
The fuel injection valve is located in a valve sleeve in
the centre of the cylinder head. The opening of the
valve is controlled by the fuel oil pressure, and the
valve is closed by a spring.

01.03

Fig 4 Piston.

MAN B&W Diesel

B 10 01 1

General Description

1683373-8.0
Page 4 (7)

L21/31
Oil is supplied to the cooling oil space through a bore
in the connecting rod. Oil is drained from the cooling
oil space through ducts situated diametrically to the
inlet channels.
The piston pin is fully floating and kept in position in
the axial direction by two circlips.

The bearing shells are of the precision type and are

therefore to be fitted without scraping or any other
kind of adaption.
The small-end bearing is of the trimetal type and is
pressed into the connecting rod. The bush is equipped with an inner circumferential groove, and a
pocket for distribution of oil in the bush itself and for
the supply of oil to the pin bosses.

Connecting Rod
The connecting rod is of the marine head type.

Crankshaft and Main Bearings

The joint is above the connecting rod bearing. This

means that the big-end bearing need not to be
opened when pulling the piston. This is of advantage
for the operational safety (no positional changes/no
new adaption), and this solution also reduces the
height dimension required for piston assembly /
removal.

The crankshaft, which is a one-piece forging, is

suspended in underslung bearings. The main bearings are of the trimetal type, which are coated with
a running layer. To attain a suitable bearing pressure
and vibration level the crankshaft is provided with
counterweights, which are attached to the crankshaft by means of two hydraulic screws.

Connecting rod and bearing body consist of dieforged CrMo steel.

At the flywheel end the crankshaft is fitted with a gear

wheel which, through two intermediate wheels, drives
the camshafts.

The material of the bearing shells are identical to

those of the crankshaft bearing. Thin-walled bearing
shells having an AISn running layer are used.

Also fitted here is a flexible disc for the connection of

an alternator. At the opposite end (front end) there is
a gear wheel connection for lub. oil and water pumps.
Lubricating oil for the main bearings is supplied
through holes drilled in the engine frame. From the
main bearings the oil passes through bores in the
crankshaft to the big-end bearings and then through
channels in the connecting rods to lubricate the
piston pins and cool the pistons.

Camshaft and Camshaft Drive

08028-0D/H5250/94.08.12

The inlet and exhaust valves as well as the fuel

pumps of the engine are actuated by two camshafts.
Due to the two-camshaft design an optimal adjustment of the gas exchange is possible without interrupting the fuel injection timing. It is also possible to
adjust the fuel injection without interrupting the gas
exchange.

Fig 5 Connecting rod.

01.03

MAN B&W Diesel

1683373-8.0
Page 5 (7)

General Description

B 10 01 1
L21/31

The two camshafts are located in the engine frame.

On the exhaust side, in a very high position, the valve
camshaft is located to allow a short and stiff valve
train and to reduce moving masses.
The injection camshaft is located at the service side
of the engine.
Both camshafts are designed as cylinder sections
and bearing sections in such a way that disassembly
of single cylinder sections is possible through the
side openings in the crankcase.
The two camshafts and the governor are driven by
the main gear train which is located at the flywheel
end of the engine. They rotate with a speed which is
half that of the crankshaft.

08028-0D/H5250/94.08.12

The camshafts are located in bearing bushes which

are fitted in bores in the engine frame; each bearing
is replaceable.

Fig 6 Monitoring and safety system.

01.03

Front-End Box
The front-end box is fastened to the front end of the
engine. It contains all pipes for cooling water and
lubricating oil systems and also components such as
pumps, filters, coolers and valves.
The components can be exchanged by means of the
clip on/clip off concept without removing any pipes.
This also means that all connections for the engine,
such as cooling water and fuel oil, are to be connected at the front end of the engine to ensure simple
installation.

Governor
The engine speed is controlled by a hydraulic or
electronic governor with hydraulic actuators.

MAN B&W Diesel

B 10 01 1

General Description

1683373-8.0
Page 6 (7)

L21/31

All media systems are equipped with temperature

sensors and pressure sensors for local and remote
reading. Connecting to the alarm system in control
room is made by modbus communication
On the local monitoring module, the pressure, temperature and rpm are illustrated by means of a bar
graph. On the display will be indicated whether it is
the working hours, load in per cent, pressure, temperature or rpm which is measured.
To ensure precise monitoring, the static indications
will appear by means of a lighting diode placed in the
middle of the bar graph and dynamic indications will
appear by means of a normal bar graph on the
display.
The number and type of parameters to have indications and alarm functions are chosen in accordance
with - but not limited to the requirements of the
classification societies.
The engine has as standard shutdown functions for
low lubricating oil pressure and high cooling water
temperature, and for overspeed and emergency
stop. The system is arranged for compatibility with
the CoCoS (Computer Controlled Surveillance) system for remote controlled engine diagnosis.

Turbocharger System
The turbocharger system of the engine, which is a
constant pressure system, consists of an exhaust
gas receiver, a turbocharger, a charge air cooler and
a charge air receiver.
The turbine wheel of the turbocharger is driven by
the engine exhaust gas, and the turbine wheel drives
the turbocharger compressor, which is mounted on
the common shaft. The compressor draws air from
the engine room through the air filters.
The turbocharger forces the air through the charge
air cooler to the charge air receiver. From the charge
air receiver the air flows to each cylinder through the
inlet valves.

The charge air cooler is a compact two-stage tubetype cooler with a large cooling surface. The high
temperature water is passed through the first stage
of the charging air cooler and the low temperature
water is passed through the second stage. At each
stage of the cooler the water is passed two times
through the cooler, the end covers being designed
with partitions which cause the cooling water to turn.
From the exhaust valves, the exhaust gas is led
through to the exhaust gas receiver where the
pulsatory pressure from the individual cylinders is
equalized and passed on to the turbocharger as a
constant pressure, and further to the exhaust outlet
and silencer arrangement.
The exhaust gas receiver is made of pipe sections,
one for each cylinder, connected to each other by
means of compensators to prevent excessive stress
in the pipes due to heat expansion.
To avoid excessive thermal loss and to ensure a
reasonably low surface temperature the exhaust gas
receiver is insulated.

Compressed Air System

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

Fuel Oil System

The built-on fuel oil system consists of inlet pipes for
fuel oil, mechanical fuel pump units, high pressure
pipes as well as return pipes for fuel oil.

08028-0D/H5250/94.08.12

Monitoring and Control System

Fuel oil leakages are led to a leakage alarm which is

heated by means of the inlet fuel oil.

Lubricating Oil System

All moving parts of the engine are lubricated with oil
circulating under pressure.

01.03

MAN B&W Diesel

1683373-8.0
Page 7 (7)

General Description

B 10 01 1
L21/31

The lubricating oil pump is of the helical gear type. A

pressure control valve is built into the system. The
pressure control valve reduces the pressure before
the filter with a signal taken after the filter to ensure
constant oil pressure with dirty filters.
The pump draws the oil from the sump in the base
frame, and on the pressure side the oil passes
through the lubricating oil cooler and the full-flow
depth filter with a nominel fineness of 15 microns.
Both the oil pump, oil cooler and the oil filter are
placed in the front-end box. The system can also be
equipped with a centrifugal filter.
Cooling is carried out by the low temperature cooling
water system and temperature regulation effected
by a thermostatic three-way valve on the oil side.
The engine is as standard equipped with an electrically-driven prelubricating pump.

Cooling Water System

The cooling water system consists of a low temperature system and a high temperature system.
Both the low and the high temperature systems are
cooled by treated freshwater.
Only a one string cooling water system to the engine
is required.
The water in the low temperature system passes
through the low temperature circulating pump which
drives the water through the second stage of the
charge air cooler and then through the lubricating oil
cooler before it leaves the engine together with the
high temperature water.
The high temperature cooling water system
passes through the high temperature circulating
pump and then through the first stage of the charge
air cooler before it enters the cooling water jacket
and the cylinder head. Then the water leaves the
engine with the low temperature water.
Both the low and high temperature water leaves the
engine through separate three-way thermostatic
valves which control the water temperature.
The low temperature system (LT) is separately
bleeded. The HT system is automatically bleeded to
expansion tank.

Charge
air
cooler

It should be noted that there is no water in the engine

frame.

Lub. oil
cooler

08028-0D/H5250/94.08.12

Tools
HT Circuit

The engine can optionally be delivered with all necessary tools for the overhaul of each specific plant.
Most of the tools can be arranged on steel plate
panels.

LT Circuit

80C

40C

Turning
The engine is equipped with a manual turning device.

Fig 7 Internal cooling water system.

01.03

MAN B&W Diesel

1683375-1.0
Page 1 (1)

Cross Section

B 10 01 1

08028-0D/H5250/94.08.12

L21/31

01.02

MAN B&W Diesel

1699157-2.1
Page 1 (1)

Main Particulars

B 10 01 1
L21/31

Cycle

4-stroke

Configuration

In-line

Cyl. Nos. available

5-6-7-8-9

Power range

950-1980 kW

Speed

900/1000 rpm

Bore

210 mm

Stroke

310 mm

Stroke/bore ratio

1.48:1

Piston area per cyl.

346 cm2

Swept volume per cyl.

10.7 ltr.

Compression ratio

15.5:1

Max. combustion pressure

200 bar (in combustion chamber)

Turbocharging principle

Constant pressure system and intercooling

Fuel quality acceptance

HFO up to 700 cSt/50 C (BSMA 100-M9)

Power lay-out
Speed

MCR version
rpm

900

1000

m/sec.

9.3

10.3

5 cylinder engine

bar

23.6

22.4

6, 7, 8, 9 cylinder engine

bar

27.3

24.6

5 cylinder engine

kW/cyl.

190

200

6, 7, 8, 9 cylinder engine

kW/cyl.

220

220

Mean piston speed

08028-0D/H5250/94.08.12

Mean effective pressure:

06.17 - 220kW

Power per cylinder:

MAN B&W Diesel

1683380-9.2
Page 1 (1)

Dimensions and Weights

B 10 01 1

08028-0D/H5250/94.08.12

L21/31

Cyl. no

A (mm)

* B (mm)

* C (mm)

H (mm)

**Dry weight
GenSet (t)

5 (900 rpm)
5 (1000 rpm)

3959
3959

1820
1870

5680
5730

3180
3180

21.5
21.5

6 (900 rpm)
6 (1000 rpm)

4314
4314

1870
2000

6086
6216

3180
3180

23.7
23.7

7 (900 rpm)
7 (1000 rpm)

4669
4669

1970
1970

6760
6537

3180
3180

25.9
25.9

8 (900 rpm)
8 (1000 rpm)

5024
5024

2250
2250

7210
7176

3287
3287

28.5
28.5

9 (900 rpm)
9 (1000 rpm)

5379
5379

2400
2400

7660
7660

3287
3287

30.9
30.9

P
Q

Free passage between the engines, width 600 mm and height 2000 mm.
Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with galley)

*
**

Depending on alternator
Weight incl. standard alternator (based on a Uljanik alternator)

All dimensions and masses are approximate, and subject to changes without prior notice.

06.17

MAN B&W Diesel

1687129-4.1
Page 1 (1)

Centre of Gravity

B 10 01 1
L21/31

Engine Type

X - mm

Y - mm

Z - mm

5L21/31

1205

1235

6L21/31

1470

1235

7L21/31

1730

1235

8L21/31

1925

1235

9L21/31

2315

1235

The values are expected values based on alternator,

make Uljanik. If an other alternator is chosen, the
values will change.
Actual values is stated on General Arrangement.

08028-0D/H5250/94.08.12

Centre of gravity is stated for dry GenSet.

06.17

MAN B&W Diesel

1683377-5.0
Page 1 (1)

Material Specification

B 10 01 1
L21/31

Components

Material

Frame

Nodular cast iron

Front end box

Grey cast iron

Crankshaft

Forged and tempered chromium-molybdenum

steel

Connecting rod

Forged and tempered chromium-molybdenum

steel

Piston

Composite piston:
Skirt
: nodular cast iron
Crown : forged, hardned and tempered
chronium molydenum steel

Cylinder head

Nodular cast iron

Cylinder liner

Centrifugally cast iron copper-vanadium alloyed

Exhaust and inlet valves

Hardened and tempered chromium-silicon steel

Coating nickel base alloy

Fuel injection equipment

L'Orange

Turbocharger

MAN B&W

Governor

Regulateurs Europa

08028-0D/H5250/94.08.12

Charge air cooler

01.05

Tubes

Arsenical aluminium bras

Tubeplates

Steel

Covers

Grey cast iron

Lubricating oil cooler

Plates

Stainless steel

Thrust plates

Steel, coated

MAN B&W Diesel

1683381-0.0
Page 1 (2)

Overhaul Areas

B 10 01 1
L21/31

Fig 1 Dismantling height.

Engine Type

H1 (mm)

H2 (mm)

Cylinder Unit, complete:

3705

3965

Unit dismantled:
Cylinder liner, water jacket,
connecting rod and piston:

3245

3505

Dismantling Height

08028-0D/H5250/94.08.12

H1 : For dismantling at the service side.

01.04

H2 : For dismantling passing the alternator.

(Remaining cover not removed).

MAN B&W Diesel

B 10 01 1

Overhaul Areas

1683381-0.0
Page 2 (2)

L21/31
Dismantling Space

08028-0D/H5250/94.08.12

It must be considered that there is sufficient space

for pulling the charge air cooler element, lubricating
oil cooler, lubricating oil filter cartridge, lubricating
pump and water pumps.

Fig 2 Overhaul areas for charge air cooler element, lub. oil cooler and lub. oil filter cartridge.

01.04

MAN B&W Diesel

1607566-7.1
Page 1 (1)

Engine Rotation Clockwise

B 10 11 1

08028-0D/H5250/94.08.12

General

98.18

Fuel Oil System

B 11

MAN B&W Diesel

1683378-7.1
Page 1 (2)

Internal Fuel Oil System

B 11 00 0
L21/31

Fig 1 Diagram for fuel oil system.

Running-in Filter
Pipe description
A1

Fuel oil inlet

DN20

A2

Fuel oil outlet

DN20

A3

Waste oil outlet to drain tank

DN15

08028-0D/H5250/94.08.12

Flange connections are standard according to DIN 2501

General
The internal built-on fuel oil system as shown in fig.
1 consists of the following parts:

the running-in filter

the high-pressure injection equipment
the waste oil system

The running-in filter has a fineness of 50 and is

placed in the fuel inlet pipe. Its function is to remove
impurities in the fuel pipe between safety filter and
the engine in the running-in period.
Note: The filter must be removed before ship delivery
or before handling over to the customer.

It is adviced to install the filter every time the external

fuel pipe system has been dismantled, but it is
important to remove the filter again when the
extern fuel oil system is considered to be clean for
any impurities.

Fuel Injection Equipment

Each cylinder unit has its own set of injection
equipment comprising injection pump unit, highpressure pipe and injection valve.

02.15

MAN B&W Diesel

B 11 00 0

Internal Fuel Oil System

1683378-7.1
Page 2 (2)

L21/31
The injection equipment and the distribution pipes
are housed in a fully enclosed compartment thus
minimizing heat losses from the preheated fuel. This
arrangement reduces external surface temperatures
and the risk of fire caused by fuel leakage.

Waste Oil System

The injection pump unit are with integrated roller

guide directly above the camshaft.

The alarm unit consists of a box with a float switch for

level monitoring. In case of a larger than normal
leakage, the float switch will initiate an alarm. The
supply fuel oil to the engine is led through the unit in
order to keep this heated up, thereby ensuring free
drainage passage even for high-viscous waste/leak
oil.

The fuel quantity injected into each cylinder unit is

adjusted by means of the governor, which maintains
the engine speed at the preset value by a continuous
positioning of the fuel pump racks, via a common
regulating shaft and spring-loaded linkages for each
pump.

Waste and leak oil from the fuel pump compartment,

fuel valves and fuel pumps is led to a fuel leakage
alarm unit.

Data

The injection oil is supplied from the injection pump

to the injection valve via a double-walled pressure
pipe and an insert piece in the cylinder head.

For pump capacities, see D 10 05 0 "List of Capacities".

Specific fuel oil consumption is stated in B 10 01 1.
Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data and
Set Points".

08028-0D/H5250/94.08.12

The injection valve is build into the centre of the

cylinder head.

02.15

MAN B&W Diesel

1693521-7.3
Page 1 (3)

Fuel Oil Diagram

B 11 00 0

08028-0D/H5250/94.08.12

L21/31

Fig 1 Fuel oil diagram.

06.08

MAN B&W Diesel

B 11 00 0

Fuel Oil Diagram

1693521-7.3
Page 2 (3)

L21/31

The fuel system on page 1 is designed as a uni-fuel

system, which means that the propulsion engine and
the GenSets are running on the same fuel oil and are
fed from the common fuel feed system. The uni-fuel
concept is a unique foundation for substantial savings
in operating costs and it is also the simplest fuel
system, resulting in lower maintenance and easier
operation.
The diagram on page 1 is a guidance. It has to be
adapted in each case to the actual engine and pipe
lay-out.

Fuel Feed System

The common fuel feed system is a pressurized
system, consisting of HFO supply pumps, HFO
circulating pumps, preheater and equipment for
controlling the viscosity, (e.g. a viscorator as shown).
From the service tank, the oil is led to one of the
electrically driven supply pumps, which deliver the
oil with a pressure of approximately 4 bar to the low
pressure side of the fuel oil system, thus avoiding
boiling of the fuel in the venting tank in the temperature
range applied.
From the low pressure part of the fuel system, the
fuel oil is led to an electrically driven circulating
pump, which pumps the fuel through a preheater to
the engines. For the propulsion engine please see
the specific plant specifications. The internal fuel
system for the GenSets is shown in B 11 00 0
"Internal Fuel Oil System".
It is recommended to place a safety duplex filter with
a fineness of max. 50 m as close as possible to
each engine as shown at the fuel oil diagram. It is
possible, however not our standard/recommendations, to place a common fuel oil safety duplex
filter and a common MDO filter for the entire GenSet
installation. In this case it must be ensured that the
fuel oil system fullfil the classification rules and
protect the engines from impurities.
Note: a filter surface load of 1 l/cm2. hour must not be
exceeded.

The venting tank is connected to the service tank via

an automatic de-aerating valve, which will release
any gases present.
To ensure ample filling of the fuel injection pumps,
the capacity of the electrically driven circulating
pumps must be 3 times higher than the amount of
fuel, consumed by the diesel engine at 100% load.
The surplus amount of fuel oil is re-circulated through
the engine and back through the venting tank.
To ensure a constant fuel pressure to the fuel injection
pumps during all engine loads, a spring-loaded
overflow is inserted in the fuel system.
The circulating pump pressure should be as specified
in "B 19 00 0, Operating Data & Set Points" which
provides a pressure margin against gasification and
cavitation in the fuel system even at a temperature of
150C.
The circulating pumps will always be running, even
if the propulsion engine and one or several of the
GenSets are stopped. This is in order to circulate
heated heavy fuel oil through the fuel system on the
engine(s), thereby keeping them ready to start with
preheated fuel injection pumps and the fuel valves
de-aerated.

MDO Operation
The MDO to the GenSets is delivered from a separate
pipeline from the service tank by means of a booster
pump.
The pump capacity of the MDO pump must be 3
times higher than the amount of MDO, consumed by
the diesel engines at 100% load.
08028-0D/H5250/94.08.12

Uni-Fuel

The system is designed in such a way that the fuel

type for the GenSets can be changed independent of
the fuel supply to the propulsion engine.
As an optional, the GenSet plant can be delivered
with the fuel changing system, consisting of a set of
remotely controlled, pneumatically actuated 3-way
fuel changing valves for each GenSet and a fuel
changing valve control box common for all GenSets.
A separate fuel changing system for each GenSet
gives the advantage of individually choosing MDO or
HFO mode.
06.08

MAN B&W Diesel

1693521-7.3
Page 3 (3)

Fuel Oil Diagram

B 11 00 0
L21/31

Such a change-over may become necessary, for

instance, if the engine(s) has to be:

stopped for a prolonged period.

stopped for major repairs of the fuel system,
etc.

If the fuel type for the propulsion engine has to be

changed from HFO to MDO, then the 3-way valves
immediately after the service tanks have to be
changed.

Emergency Start

08028-0D/H5250/94.08.12

Further, the MDO must be available as a fuel in

emergency situations.

06.08

If a black-out occurs, starting up the auxiliary engines

on MDO can be seen in two ways:

The MDO is supplied from the MDO booster

pump which can be driven pneumatically or
electrically. If the pump is driven electrically it
must be connected to the emergency
switchboard.

A gravity tank (100 - 200 l) may be arranged

above the engine.

If no pumps are available, it is possible to start up the

engine if a tank - as mentioned above - is placed
minimum 8 meters above the engine. However, only
if the change-over valve is placed as near as possible
to the engine.

MAN B&W Diesel

1609529-6.4
Page 1 (5)

B 11 00 0

Fuel Oil Specification

General
Marine Gas Oil (MGO)

Marine Diesel Oil (MDO)

MGO is a medium class distillate oil which therefore

must not contain any residual components.

MDO is offered as heavy distillate (CIMAC) or as a

blend of distillate and small amounts of residual oil
(CIMAC) exclusively for marine applications. The
commonly used term for the blend, which is of dark
brown to black colour, is Blended MDO. MDO is
produced from crude oil and must be free from
organic acids.

The key property ratings refer to CIMAC #21 /2003.

Units

Value

kg/m3
kg/m3

820.0
890.0

mm 2/s
mm 2/s

>1.5
<6.0

>60

Water content

% by volume

<0.05

Sulphur content

% by weight

<1.5

Ash

% by weight

<0.01

Kinematic Viscosity
at 40C

Carbon residue (10% v/v)

% by weight

<0.30

Flash Point

Property
Density at 15C

min.
max.

Kinematic Viscosity
at
40C

The key properties are based on the test methods

specified.

Property
Flash Point

Units
DB

DC

kg/m3

900

920

cSt (mm2/s)

<11

<14

>60

>60

Water content

% by volume

<0.3

<0.3

Sulphur content

% by weight

<2.0

<2.0

Ash content

% by weight

<0.01

<0.05

Carbon residue

% by weight

<0.30

<2.5

Vanadium

mg/kg

<100

Aluminium + Silicium

mg/kg

<25

CIMAC #21 /2003

Density at 15C

Minimum injection viscosity at entering the engine

>1.5 cSt.

Value

08028-0D/H5250/94.08.12

Minimum injection viscosity at entering the engine

>1.5 cSt.

05.37

MAN B&W Diesel

B 11 00 0

1609529-6.4
Page 2 (5)

Fuel Oil Specification

General
Property

Units

Value

Commercially available fuel oils with a viscosity up to

700 cSt at 50 C corresponding to 55 cSt at 100 C
can be used for MAN B&W four-stroke medium
speed diesel engines.

Density at 15C

kg/m3

991*

Kinematic Viscosity
at 100C
at 50 C

cSt
cSt

55
700

For guidance on purchase, reference is made to ISO

8216/17, BS 6843 and to CIMAC recommendations
regarding requirements for heavy fuel for diesel
engines, #21 /2003. From these maximum accepted
grades are RMH 55 and K55.

Flash Point

> 60

Pour Point

30

% (m/m)

22

Conradsen
Carbon Residue

22

Micro Carbon Residue

It means that engines can be operated on the same

fuel oils as MAN B&W two-stroke low-speed diesel
engines.
The data in the HFO standards and specifications
refer to the same fuel type as delivered to the ship,
i.e. before on-board cleaning.
In order to ensure effective and sufficient cleaning of
the HFO, i.e. removal of water and solid contaminants, the fuel oil specific gravity at 15 C (60 F)
should be below 991 kg/m3. Higher densities can be
allowed if special treatment systems are installed.
Current analysis information is not sufficient for
estimating the ignition and combustion properties of
the oil. This means that service results depend on oil
properties which cannot be known beforehand. This
especially applies to the tendency of the oil to form
deposits in combustion chambers, gas passages
and turbines.

Guiding Heavy Fuel Oil Specification

Ash

% (m/m)

0.15

Total Sediment after

Ageing

% (m/m)

0.10

% (v/v)

1.0

% (m/m)

4.5

Vanadium

mg/kg

600

Aluminium + Silicium

mg/kg

80

Water
Sulphur

2/3 of carbon
residue

Asphaltenes

FIA Cetane Number

m/m = mass

V/V = volume

*)

May be increased to 1.010 (kg/m3) provided

adequate cleaning equipment is installed, and
modern type of centrifuges.

**)

If the CCAI value exceeds 840 it is recommended to have the FIA index measured revealing if ignition and combustion problems
may arise.

Based on our general service experience we have,

as a supplement to the above-mentioned standards,
drawn up the guiding HFO-specification shown below.
Heavy fuel oils limited by this specification have, to
the extent of the commercial availability, been used
with satisfactory results on MAN B&W four-stroke
medium speed diesel engines.

CCAI

08028-0D/H5250/94.08.12

Heavy Fuel Oil (HFO)

If the CCAI value exceeds 840 ignition and

combustion problems can occur.
***)

If the FIA value is below 20 increasing ignition

and combustion problems may be foreseen at
low load operation.

The data refer to the fuel as supplied, i.e. before any

on-board cleaning.

05.37

MAN B&W Diesel

1609529-6.4
Page 3 (5)

Fuel Oil Specification

B 11 00 0
General

If heavy fuel oils, with analysis data exceeding the

besides figures, are to be used, especially with
regard to viscosity and specific gravity, the engine
builder should be contacted for advice regarding
possible changes in the fuel oil system.

Blends
Fuel oil containing used lubricating oil (ULO) has to
comply with the CIMAC #21/2003 fuel oil specification.
The admixing of used engine oil to the fuel involves
a substantial danger because the lubricating oil
additives have an emulsifying effect and keep dirt,
water and catfines finely suspended. Therefore, they
impede or preclude the necessary cleaning of the
fuel. We ourselves and others have made the experience that severe damage included by wear may
occur to the engine and turbocharger components
as a result.
The admixing of non-mineral oil constituents (such
as coal oil) and of residual products from refining or
other processes (such as solvents) is harmfull to the
engine! The reasons are, for example: the abrasive
and corrosive effects, the adverse combustion properties, a poor compatibility with mineral oils and, last
but not least, the negative environmental effects.
The order letter for the fuel should expressly mention
what is prohibited, as this constraint has not yet been
incorporated in the commonly applied fuel specifications.

08028-0D/H5250/94.08.12

The admixing of chemical waste materials (such as

solvents) to the fuel is for reasons of environmental
protection prohibited by resolution of the IMO Marine
Environmental Protection Committee of 1 Jan. 92.

05.37

If the sodium content is lower than 30% of the

vanadium content, the risk of high-temperature corrosion will be small. It must also be prevented that
sodium in the form of sea water enters the engine
together with the intake air.
If sodium content is higher than 100 mg/kg, an
increase of salt deposits is to be expected in the
combustion space and in the exhaust system. This
condition will have an adverse effect on engine
operation (among others, due to surging of the
turbocharger).
Under certain conditions, high-temperature corrosion may be prevented by a fuel additive that raises
the melting temperature of the heavy fuel oil ash.

Ash
Heavy fuel oils with a high ash content in the form of
foreign particles such as sand, corrosion elements
and catalyst fines (catfines) in heavy fuel oils coming
from catalytic cracking processes. In most cases,
these catfines will be aluminium oxides, silicium
oxides, which causes high wear in the injection
system and in the engine.

Sulphuric Acid Corrosion

The engine should be operated at the cooling water
temperatures specified in the operating manual for
the respective load. If the temperature of the component surface exposed to the acidic combustion gases
is below the acid dew point, acid corrosion can
occour.

Fuel Oil Condition, when entering the Engine

Vanadium / Sodium
Should the vanadium/sodium ratio be unfavourable,
the melting temperature of the heavy fuel oil ash may
drop into the range of the exhaust valve temperature
which will result in high-temperature corrosion and
deposits build up. By precleaning the heavy fuel oil
in the settling tank and in the centrifugal separators,
the water, and with it the water-soluble sodium
compounds can be largely removed.

As practically all fuel oil specifications including the

above standards refer to the same fuel type as
supplied, the fuel supplied to a ship has to be treated
on board before use. For running on the oil quality
mentioned above it is necessary that equipment
exists on board, which can treat, respectively clean
and preheat, the fuel oil with optimum efficiency.

MAN B&W Diesel

B 11 00 0

Fuel Oil Specification

1609529-6.4
Page 4 (5)

General
In B 11 00 0 "Cleaning Recommendations" our
recommendations are outlined.
For economical HFO operation the fuel oil condition
at engine inlet should be as recommended below.

Units

Value

Water

% by volume

max. 0.2

Solid
particles

ppm (mg/kg)

max. 20

Micron

max. 5

cSt

Range 12-18

Property

Particle size
Viscosity

For fuels above 180 cSt/50 C a pressurerized fuel

oil system is necessary to avoid boiling and foaming
of the fuel.

Temperature controller
If this method is chosen it demands a laboratory
apparatus enabling the staff to test the fuel oil
samples on a regular basis and set the temperature
controller accordingly. The frequency is dependent
on the homogenity of the fuel ie. how often charges
are received and how well these are blended in the
tanking system.
The reason being that the charges of the fuel oils
may vary considerably in properties eg. fractions,
viscosity indexes, etc.

Viscosity regulator (Viscorator)

If this method is chosen the viscosity of the fuel oil is
monitored continuously and the temperature is adjusted at the set value depending of the quality of
heating elements and the controls of these.
There are in the principle two different methods of
monitoring the viscosity of the fuel:

The preheating chart on page 5 illustrates the expected preheating temperature as function of the specific
fuel oil viscosity.

The viscosity leaving the heaters should be 10-15

cSt and approx. 12-18 cSt entering the engine.

*)

True measurement (pressure drop in a calibrated tube)*

Ultrasonic vibration
The difficulty of this method is that the equipment has to be maintained and calibrated
regularly. However this method is by far to be
preferred.

Viscosity Adjustment

A vessel heated either by steam or electricity adjusts

the viscosity of the fuel. There are two means of
adjusting the power supply to the vessel:

Either by measuring the temperature of the

media, or
by measuring the viscosity of the media

08028-0D/H5250/94.08.12

To enable a proper injection viscosity and a to

prevent overloading of the fuel equipment it is essential to maintain a constant viscosity within the limits
stipulated, see preheating chart on page 5.

05.37

MAN B&W Diesel

1609529-6.4
Page 5 (5)

Fuel Oil Specification

B 11 00 0
General

Fuel oil - preheating chart

Approx. viscosity
after preheater
Temperature
after preheater C

cSt

sec.
Rw.

43

10

52

12

59

15

69

20

87

30

125

170
160
Normal preheating limit
150
140
130
120
110
100
90
80
70
60
Approx. pumping limit
50
40
30

08028-0D/H5250/94.08.12

Log scales

05.37

10
30
200

15
60
400

100
800

25

35

180
1500

380
3500

45

55 cSt/100 C

700
7000

cSt/50 C
sec. Rw/100 F

Viscosity of fuel

This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.
Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary,
dependent on the viscosity and viscosity index of the fuel.

MAN B&W Diesel

1693520-5.2
Page 1 (3)

Fuel Oil Quality

B 11 00 0
General

General Considerations

Combustion Quality

The quality of a fuel oil is stated, in analysis data, in

terms of physical and chemical properties, which are
decisive to the suitability of the fuel oil for different
applications. For diesel engine fuels the combustion
quality, the content of impurities and the handling
properties are the main quality criteria.

Combustion quality is the ability of the fuel oil to ignite

and burn in a proper way. The ignition quality,
combustion intensity, and length and completeness
of combustion are properties influenced by the
chemical composition and structure of the fuel oil.

Since residual fuels are traded and designated

according to viscosity, it has become common
practice to associate viscosity with quality. This
practice can be very misleading, especially with
modern residual fuels, as a fuel oil of low viscosity
can often be just as bad, or even worse, than other
fuel oils of very high viscosity.
The quality of refinery residues is dependent on the
origin of the crude oil, the grade of utilization when
refining the crude oil, and the refinery technique
used.
Some of the residues used in fuel oil production are
of a viscosity requiring visbreaking, a process which
will reduce the viscosity without improving the quality
at all.
When producing residual fuels from visbreaked,
cracked residues and from "straight run" residues,
the final adjustment of viscosity to fulfil the
requirements of the different grades of intermediate
fuels is achieved by adding gas oil.

08028-0D/H5250/94.08.12

However, it must be noted that considerable reduction

of the viscosity is achieved by adding a relatively
small amount of gas oil, which will give only a minor
improvement of the quality of the blend. This means
that the quality to a major extent depends on residues
present in the blend. Therefore the quality also
depends on the density.

04.46

As a consequence of the possible variations in the

quality of residues and the influence of adding gas
oil, the quality of blended fuels can vary, even for fuel
oils of equal nominal viscosity.

Ignition quality relates to ignition delay, i.e. the time

elapsed between the start of injection and the start of
combustion.
Ignition quality is expressed by the cetane number,
diesel index or cetane index. In all cases the higher
the value, the better the ignition quality. For diesel oil
the ignition quality is expressed by the cetane number
determined by a specified method in a standard
engine running under standard conditions.
For distillate fuels the ignition quality can be expressed
by the diesel index or cetane index, both to be
calculated from physical properties such as the
aniline point, specific gravity and mid-distillation
temperature. The cetane number, diesel index or
cetane index of a certain fuel oil will show reasonable
correlation between the numerical values.
For residual fuels ignition quality is an even more
important parameter. The reason why it does not
appear in the international specifications is that a
standardized testing method is non-existent.
Therefore, parameters such as the Calculated Carbon
Aromaticity Index (CCAI) are resorted to as an aid
which is derived from determinable fuel parameters.
According to our experience, only a rough
assessment of the ignition quality of the heavy fuel oil
is possible with the help of this method.
However, the CCAI has become so well-known in
widespread publications that, in spite of the
reservations mentioned above, we were compelled
to classify the respective MAN B&W Diesel A/S, fourstroke engines according to CCAI-rating, too, see
also B 11 01 0 "Nomogram for Determination of
CCAI".
A FIA cetane number test is also good for evaluation
of the combustion quality.

MAN B&W Diesel

B 11 00 0

Fuel Oil Quality

1693520-5.2
Page 2 (3)

General
Fuel ignition analyser FIA 100/4 measurements
In the FIA 100 instrument, the ignition delay is
defined as a time delay (in millisenconds, msec.)
from the start of injection, until the pressure has
increased to 0.2 bar above the initial chamber pressure.
The start of the main combustion phase is defined as
being the time (in msec.) from when the pressure has
increased to 3 bar above the intial chamber pressure.
The start of the combustion is used to establish the
ignition quality of a tested fuel expressed as a FIA CN
(Cetane Number). The basis for FIA CN is a reference curve for the instrument in question showing
the ignition properties of mixtures of the reference
fuels U15 and T22 from Phillips Petr. Int. This reference curve establishes the relationship between
ignition quality, recorded in milliseconds, and Cetane
Number of the different mixtures of the reference
fuels. For heavy fuels, the ignition properties range
from CN =18.7 to above CN = 40.
The rate of heat release (ROHR) is used to evaluate
the combustion properties of the oil.

However, the information about the differences in

the fuel behaviour makes it possible to see the
effects of the fuel in composition on the ignition and
the heat release pattern which may or may not have
any impact on the particular engine.
The engine load also influences the performance of
the fuel. At low load operation, ignition must take
place at lower temperature. This will increase the
demand for ignition quality and if the lighter fuel
fractions are highly aromatic, low load combustion
problems may be found.
As mentioned above, the longer time the engine has
for ignition, the less sensitive the engine is to the
ignition delay quality of the fuel.
This consideration has been proved lately in a small
number of ships with auxiliary engines and main
engine operating on the same fuel. Ignition problems
have been observed on the auxiliary engines during
low load operation only, having no effect on the twostroke low-speed engine.
The combustion condition of the fuel oils is normally
evaluated from Conradson Carbon residue and the
asphaltene contents.

Comparing the FIA test and CCAI, the FIA gives a

relative picture of ignition qualities of fuels, which
may be of use for the ship operator before buying the
fuel. The CCAI does not provide sufficient information and has in some tests shown very inconsistent
indications, i.e. the FIA test should be carried out
when the CCAI value is higher than 840.

The content of impurities of diesel engine fuels

should be kept as low as possible. Harmful and
unwanted impurities should, be removed in the pretreatment system in order to minimize wear and
corrosion of engine components. Impurities derive
from the crude oil itself, from refinery processes and
from handling and storage of oils. The amount of
water and solid impurities can be reduced by
centrifuging and filtration.

Conversion of FIA 100/4 test result to actual

engine performance

Sand, rust, metal oxides and catalyst particles can

be found as solid particles in fuel oil.

When using the FIA 100/4 test conditions for temperature and pressure, the differences between the
different fuels are more pronounced than what would
actually be seen in the engine, and the results must
be seen in this context and in relation to the engine
types in question.

08028-0D/H5250/94.08.12

Content of Impurities
FIA compared with CCAI

Fuel-related wear and corrosion in diesel engines

take the form of mechanical wear and chemically
induced corrosion, the latter in the form of high and
low temperature corrosion.

04.46

MAN B&W Diesel

1693520-5.2
Page 3 (3)

B 11 00 0

Fuel Oil Quality

General
The solid impurities and particles produced during
combustion, collectively known as ash, cause
mechanical wear of engine components.
Especially catalyst particles, silicone and aluminium
oxides and silicates in the form of sand are very
abrasive. From sulphur, vanadium and sodium
corrosive ash in the form of oxides, carbonates and
sulphates, is created during combustion.
Further the sulphur content of a fuel oil may lead to
low temperature corrosion of combustion chamber
components and the formation of deposits on these.
The corrosive effect is due to the formation of sulphuric
acid.
Sea water in the fuel oil may lead to several detrimental
effects to the fuel system and to the diesel engine in
general by giving rise to mechanical and corrosive
wear, as well as fouling.

The flash point is related to the volatility of the

amount and nature of lighter fractions in the fuel oil,
and might thus be used to estimate the propensity of
gasification in non-pressurized parts of the fuel
system.
The pour point defines the temperature at which wax
crystallization will take place and prevent the fuel oil
from flowing and from being pumped.
Therefore, the pour point must be taken into account
when deciding the presence and capacity of heating
coils in bunker tanks.

Quality
Criteria

Fuel Oil
Characteristics

Combustion Conradson carbon Ignition ability.

quality
asphaltenes +
Combustion condition.
FIA test
Fouling of gasways.
Sulphur

Corrosive wear. Cold

corrosion.

Vanadium
Sodium

Formation of deposits on
exhaust valves and turbochargers.
High temperature corrosion.

Sea water

Disturbance of combustion
process.
Increased heat-load of combustion chamber components, fouling of gas ways,
mechanical wear and cavitation of fuel injection system.

Ash

Mechanical and corrosive

wear of combustion
chamber components.
Formation of deposits.
Mechanical wear of fuel injection system, cylinder
liners and piston rings.

Handling Properties
Handling of the fuel, i.e. storage, pumping and
treatment, is affected mainly by physical properties
such as viscosity, density, flash point and pour point,
but other fuel oil properties such as stability, emulsification tendency, viscosity index and the nature
and amount of water and solid impurities will also
influence the handling system.

Content of
impurities

The nominal viscosity is decisive for the preheating

temperature necessary to achieve adequate viscosity
for pumping, settling, centrifuging and injection.

08028-0D/H5250/94.08.12

Main Effects

The density influences the gravitational settling of

water and solid contaminants in settling tanks.
Specific gravity is also an important parameter in the
centrifuging process. The flash point is, for safety
reasons, limited to a minimum of 60C (140F) by
classification societies and other authorities.

Catalyst fines

Handling
properties

Viscosity
Density
Pour point

Temperatures, pressures,
and capacities of fuel oil
systems for storage,
pumping and pre-treatment.

Flash point

Safety requirements.

Table 1. Fuel properties affecting diesel engine and fuel systems.

04.46

MAN B&W Diesel

1655267-1.3
Page 1 (1)

Fuel Oil Cleaning Recommendations

B 11 00 0
General

Centrifuging
Fuel oils should always be considered as contaminated upon delivery and should therefore be
thoroughly cleaned to remove solids as well as liquid
contaminants before use.
The solid contaminants in the fuel oil are mainly rust,
sand, dust and refinery catalysts. Liquid contaminants are mainly water, i.e. either fresh water or salt
water.
Impurities in the fuel can cause damage to fuel
pumps and fuel valves, and can lead to increased
cylinder liner wear and deterioration of the exhaust
valve seats. Also increased fouling of gas ways and
turbocharger blades may result from the use of
inadequately cleaned fuel oil. Effective cleaning can
only be ensured by using a centrifuge.
We recommend that the capacity of the installed
centrifuge should, at least, be according to the
centrifuge maker's instructions.
Cleaning of distillate fuel such as ISO 8217 classes
DMX to DMB is generally not necessary. But handling of a liquid fuel on board ships gives a risk of
contamination with sea water. Therefore it is a good
idea to centrifuge all fuel on board ships.

08028-0D/H5250/94.08.12

Fuel classes DMC to RMH55 require a treatment

with centrifuge in all cases.

99.33

Automatic centrifuges must be used. Fuel types

RMK35 to RMK55 require centrifuges capable to
handle up to 1010 kg/m3 density.
To obtain optimum cleaning it is of the utmost importance that the centrifuge is operated with a fuel oil
viscosity as low as possible, i.e. that the highest
possible temperature is maintained in the centrifuge
oil preheater.

Supplementary Equipment
Experience proves that if the centrifugal installation
is dimensioned and installed correctly and operated correctly according to the supplier's instructions
this is a sufficient way of cleaning the fuel.
All supplementary equipment, such as the 10 m
nominal filter, will have a positive effect and may
contribute to longer intervals between overhauls.
Also, supplementary equipment will reduce the operation costs.
This equipment can give difficulties if incorrectly
installed, However if correctly installed and operated
can with some fuels give benefits in lower wear and
sludge formation.

MAN B&W Diesel

1699158-4.0
Page 1 (1)

Specific Fuel Oil Consumption SFOC

B 11 01 0
L21/31

Constant Speed Engines

L21/31
MCR

Engine type
Speed r/min

900

1000

kW/cyl.
5 cyl. engine
6, 7, 8, 9 cyl. engine

190
220

200
220

SFOC (g/kWh)

Load
25 %

219

219

50 %

192

192

75 %

186

187

100 %

186

189

All values based on ISO 3046/1 conditions.

Ambient air temperature
25 C
Ambient air pressure
1000 mbar
Cooling water for air cooler 25 C
Marine diesel oil (MDO). Lower calorific value: 42,700 kJ/kg

Tolerance:

+5%

08028-0D/H5250/94.08.12

With built-on pumps, the SFOC will be increased by:

06.17 - 220kW

Lub. oil main pump

1.2 x

LT Cooling water pump

0.7 x

HT Cooling water pump

0.7 x

110
load % + 10
110
load % + 10
110
load % + 10

%
%
%

For other reference conditions, the SFOC is to be corrected by:

Ambient air temperature
Ambient air pressure
Cooling water to air cooler
Lower calorific value

rise
rise
rise
rise

10
10 mbar
10
427 kJ/kg

C
0.6
- 0.07 %
C
0.7
- 1.0 %

%
%

MAN B&W Diesel

1679744-6.1
Page 1 (1)

Fuel Oil Safety Filter

E 11 08 1
General

Fuel Oil Safety Filter

The duplex fuel oil safety filter is with Star pleated
filter elements, the fineness of the filter is 25-37
Abs.
The filter is supplied loose, and is to be built in the fuel
oil supply line before each engine.

08028-0D/H5250/94.08.12

Fig 1 Fuel oil safety filter.

02.10 - ny

Lubrication Oil System

B 12

MAN B&W Diesel

1683379-9.5
Page 1 (3)

Internal Lubricating Oil System

B 12 00 0
L21/31

Fig 1 Diagram for internal lubricating oil system.

08028-0D/H5250/94.08.12

Pipe description for connection at the engine

C3

Lubricating oil from separator

DN25

C4

Lubricating oil to separator

DN25

C13

Oil vapour discharge*

DN65

C15

Lubricating oil overflow

DN50

C30

Venting pipe turbocharger bearings

DN40

The standard engine is equipped with:

Engine driven lubricating oil pump.

Lubricating oil cooler.
Lubricating oil thermostatic valve.
Duplex full-flow depth filter.
Pre-lubricating oil pump.

Flange connections are standard according to DIN 2501

Oil Quantities

* For external pipe connection, please see section

for crankcase ventilation.

The approximate quantities of oil necessary for a

new engine, before starting up are given in the table,
see "B 12 01 1 Lubricating Oil in Base Frame" (max.
litre H3)

General
As standard the lubricating oil system is based on
wet sump lubrication.

When engine or pre-lubricating oil pump is running

approx. 200 litres of lubricating oil is accumulated in
the front-end box and the lubricating oil system of the
engine.

All moving parts of the engine are lubricated with oil

circulating under pressure in a closed system.

This oil will return to the oil sump when the engine
and the pre-lubricating oil pump are stopped.

The lubricating oil is also used for the purpose of

cooling the pistons and turbocharger.

This oil return may cause level alarm HIGH.

The level alarm will disappear when the pre-lubricating
oil pump is started again.

05.33

MAN B&W Diesel

B 12 00 0

Internal Lubricating Oil System

1683379-9.5
Page 2 (3)

L21/31

The lubricating oil consumption is 0.4 - 0.8 g/kWh,

see "Specific Lubricating Oil Consumption - SLOC,
B 12 15 0 / 504.07"

ad 2) Lubricating oil for the main bearings is supplied through holes in the engine frame. From the
main bearings it passes through bores in the crankshaft to the connecting rod big-end bearings.

It should, however, be observed that during the

running-in period the lubricating oil consumption
may exceed the values stated.

The connecting rods have bored channels for supply

of oil from the big-end bearings to the small-end
bearings, which has an inner circumferential groove,
and a bore for distribution of oil to the piston.

Quality of Oil

From the front main bearing channels are bored in

the crankshaft for lubricating of the damper.

Only HD lubricating oil (Detergent Lubricating Oil)

should be used, characteristics are stated in
"Lubricating Oil Specification B 12 15 0".

ad 3) The lubricating oil pipes for the camshaft drive

gear wheels are equipped with nozzles which are
adjusted to apply the oil at the points where the gearwheels are in mesh.

System Flow

ad 4) The lubricating oil pipe for the gear wheels are

adjusted to apply the oil at the points where the gear
wheels are in mesh.

The lubricating oil pump draws oil from the oil sump
and pumps the oil through the cooler and filter to the
main lubricating oil bore, from where the oil is distributed throughout the engine. Subsequently the oil
returns by gravity to the oil sump.The oil pressure is
controlled by an adjustable spring-loaded relief valve
built in the system.
The main groups of components to be lubricated are:
1
2
3
4
5
6

Turbocharger
Main bearings, big-end bearing pistons etc.
Camshaft drive
Governor drive
Rocker arms
Camshaft

ad 1) The turbocharger is an integrated part of the

lubricating oil system, thus allowing continuous
priming and lubrication when engine is running. For
priming and during operation the turbocharger is
connected to the lubricating oil circuit of the engine.
The oil serves for bearing lubrication and also for
dissipation of heat.
The inlet line to the turbocharger is equipped with
an orifice in order to adjust the oil flow.

ad 5) The lubricating oil to the rocker arms is led

through bores in the engine frame to each cylinder
head. The oil continuous through bores in the cylinder
head and rocker arm to the movable parts to be
lubricated at the rocker arm and valve bridge.
ad 6) Through a bores in the frame lubricating oil is
led to camshafts bearings.

Lubricating Oil Pump

The lubricating oil pump, which is of the gear wheel
type, is mounted in the front-end box of the engine
and is driven by the crankshaft.

Lubricating Oil Cooler

08028-0D/H5250/94.08.12

Lubricating Oil Consumption

As standard the lubricating oil cooler is of the plate

type. The cooler is mounted on the front-end box.

Thermostatic Valve
The thermostatic valve is a fully automatic 3-way
valve with thermostatic elements set at fixed temperature.

05.33

MAN B&W Diesel

1683379-9.5
Page 3 (3)

Internal Lubricating Oil System

B 12 00 0
L21/31

Built-on Full-flow Depth Filter

3)

The manifold is to be vented to the open air,

such that the vent outlet is fitted with corrosion
resistant flame screen, and the clear open
area of the vent outlet is not less than the
aggregate area of the individual crankcase
vent pipes entering the manifold.

4)

The manifold is to be provided with drainage

arrangement.

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

Pre-lubrication
As standard the engine is equipped with an electricdriven pre-lubricating oil pump mounted parallel to
the main pump. The pump is arranged for automatic
operation, ensuring standstill of the pre-lubricating
oil pump when the engine is running, and running
during engine standstill in stand-by position by the
engine control system.

The ventilation pipe should be designed to eliminate

the risk of water condensation in the pipe flowing
back into the engine and should end in the open air:

Draining of the Oil Sump

It is recommended to use the separator suction pipe
for draining of the lubricating oil sump.

The connection between engine (C13) and the

ventilation pipe must be flexible.
The ventilation pipe should be continuously
inclined (min. 5 degrees).
A continuous drain has to be installed near the
engine. The drain must not be lead back to the
engine.
Dimension of the flexible connection DN65.
Dimension of the ventilation pipe after the
flexible connection min. DN80.

Crankcase Ventilation
Oil Level Switches
The crankcase ventilation is not to be directly connected with any other piping system. It is preferable
that the crankcase ventilation pipe from each engine
is led independently to the open air. The outlet is to
be fitted with corrosion resistant flame screen separately for each engine.
However, if a manifold arrangements is used, its
arrangements are to be as follows:

08028-0D/H5250/94.08.12

1)

05.33

2)

The oil level is automatically monitored by level

switches giving alarm if the level is out of range.

Optionals
Centrifugal bypass filter can be built-on.

The vent pipe from each engine is to run

indepently to the manifold, and be fitted with
corrosion resistant flame screen within the
manifold.

Data

The manifold is to be located as high as

practicable so as to allow substantial length of
piping separating the crankcase.

Operation levels for temperature and pressure are

stated in B 19 00 0 "Operating Data and Set Points".

For heat dissipation and pump capacities, see D 10

05 0 "List of Capacities".

MAN B&W Diesel

1655289-8.8
Page 1 (1)

Prelubricating Pump

B 12 07 0
General

The engine is as standard equipped with an electric

driven pump for prelubricating before starting.

The automatic control of prelubricating must be

made by the customer or can be ordered from MAN
B&W, Holeby.

The pump is self-priming.

The voltage for the automatic control must be supplied from the emergency switchboard in order to
secure post- and prelubrication in case of a critical
situation. The engines can be restarted within 20
min. after prelubrication have failed.

The engine must always be prelubricated 2 minutes

prior to start if the automatic continuous prelubricating has been switched off.

Electric motor 3x380 V, 50 Hz

Engine
type

No of
cyl.

Pump
type

m3/h

rpm
kW

Start
current
Amp.

Full-load
current
Amp.

L16/24

5-6-7-8-9

Make: IMO
Type:
ACD025N6 IRBP

2.2

2820

0.55

6.8

1.5

L21/31

5-6-7-8-9

Make:
Type:
R35/40 FL-Z-DB-SO

6.82

2900

3.0

47.0

6.3

L27/38

5-6-7-8-9

Make: WP
Type:
R35/40 FL-Z-DB-SO

6.82

2900

3.0

47.0

6.3

Electric motor 3x440 V, 60 Hz

08028-0D/H5250/94.08.12

Engine
type

04.46 - NG

No of
cyl.

Pump
type

m3/h

rpm
kW

Start
current
Amp.

Full-load
current
Amp.

L16/24

5-6-7-8-9

Make: IMO
Type:
ACD025N6 IRBP

2.6

3360

0.75

7.2

1.6

L21/31

5-6-7-8-9

Make:
Type:
R35/40 FL-Z-DB-SO

8.19

3480

3.45

46.0

5.9

L27/38

5-6-7-8-9

Make: WP
Type:
R35/40 FL-Z-DB-SO

8.19

3480

3.45

46.0

5.9

MAN Diesel
1609531-8.8
Page 1 (1)

Lubricating Oil Specification

B 12 15 0
General

Requirement
This document is valid for the following engine types:
L16/24, L21/31, L23/30H, L27/38, L28/32H, V28/32H,
V28/32S and L32/40.
Heavy Duty lubricating oil (HD-Lubricating oil) has
to be used coresponding to at least type CF after
API service system (http://api-ep.api.org/filelibrary/
ACF1E1.pdf). Further the lubricating oil should be
rust and oxidation inhibited.

Viscosity
Marine
Engine
SAE class
L23/30H, L+V28/32H
30* 105 cSt @ 40 C
L16/24, L21/31, L27/38, L32/40
40 145 cSt @ 40 C
Stationary
L16/24, L21/31, L27/38, L23/30H,
L+V28/32H, V28/32S
40 145 cSt @ 40 C
* At cooling water temperatures above 32 C SAE
40 oil can be used. In this case, please contact MAN
Diesel, Holeby.

Guiding Values for BN

08028-0D/H5250/94.08.12

When selecting lubricating oil, attention must be paid

to the fuel oil sulphur content.

07.11

Marine GenSet engines are normally running at low

load compared to propulsion engines, therefore the
absolute fuel consumption is lower and consequently
the lubricating oil is exposed to a smaller amount of
sulphur.Therefore the BN-value (Base Number) of the
lubricating oil has to be lower in order to neutralise
the sulphur input from the fuel.
The lubricating oil consumption has an influence
on the recommended initial BN value. When the
lubricating oil consumption is high, low BN values
is recommended, and opposite. How to evaluate the
lubricating oil consumption, please see section B 12
15 0 "Specific Lubricating Oil Consumption".

The BN selection is based on typical load profiles

for marine GenSet (50-60% of rated power) and for
stationary GenSet (50-100% of rated power)
For all engines except L32/40
Oil type

BN
(mg KOH/g)

Gas oil

8-12

Marine diesel

10-15

Heavy fuel oil (S<1.5%)

15-20

Heavy fuel oil (S>1.5%)

20-40

For engines L32/40

Oil type

BN
(mg KOH/g)

Gas oil

12-15

Marine diesel

15-25

Heavy fuel oil (S<1.5%)

25-35

Heavy fuel oil (S>1.5%)

30-40

For low loaded marine GenSet engines the lowest BN

values are recommended and for high loaded stationary engines the highest BN values are recommended.
If the load profile is different, this should be taken in
consideration. However, the operation results are the
criteria that prove which BN is the most economical
one for efficient engine operation.
In order to meet the emission regulations, more often
fuel oils with different sulphur content are in operation. At habour/coastal operation a low sulphur fuel
oil will be used and at sea operation a high sulphur
fuel oil will be used. The lubricating oil BN value will
have to be evaluated from engine running hours
operating on the two different fuel oils. Normally the
BN value should be evaluated from the fuel oil with
the highest sulphur content, please see section B 11
00 0 "Guidelines Regarding MAN Diesel GenSets
Operating on Low Sulphur Fuel Oil".

MAN Diesel
1643494-3.6
Page 1 (2)

Treatment of Lubricating Oil

B 12 15 0
General

Operation on Marine Diesel Oil (MDO)

At engine operation on MDO we recommend to install
a build on centrifugal by-pass filter as an additionally filter to the build on full flow depth filter and the
lubricating oil separator.

Operation on Heavy Fuel Oil (HFO)

HFO operating engines requires effective lubricating
oil cleaning. In order to secure a safe operation it is
necessary to use a supplement cleaning equipment
together with the built on full flow depth filter. For
this purpose a centifugal unit, a decanter unit or an
automatic by-pass filter can be used.
Continuous lubricating oil cleaning during engine
operation is necessary.
The centrifugal unit, decanter unit and the automatic
by-pass filter capacity to be adjusted according to
makers resommendations.

Q = required flow (l/h)

P = engine output (kW).
t = actual effective separator operating time
per day (hour)
n = number of turnovers per day of the
theoretical oil volume corresponding to
1.36 l/kW or 1 l/HP.
The following values for "n" are recommended:
n = 5 for HFO operating (residual)
n = 4 for MDO operating
n = 3 for distillate fuel
Example: for 1000 kW engine operating on HFO,
self-cleaning separator with a daily effective separating period of 23 hours:
Q

1000 x 1.36 x 5
23

= 295 l/h

Separator Installation

Cleaning Capacity

It is recommended to carry out continuous lubricating

oil cleaning during engine operation at a lubricating
oil temperature between 95C till 98C at entering
the separator.

Normally, it is recommended to use a self-cleaning

filtration unit in order to optimize the cleaning period
and thus also optimize the size of the filtration unit.

With multi-engine plants, one separator per engine in

operation is recommended, but if only one separator
is in operation, the following lay-outs can be used.

Separators for manual cleaning can be used when

the reduced effective cleaning time is taken into consideration by dimensioning the separator capacity.

A common separator can be installed, possibly with

one in reserve for operation of all engines through
a pipe system, which can be carried out in various
ways. Fig. 1 and 2 show a principle lay-out for a single
plant and a multi-plant.

The capacity is evaluated below.

08028-0D/H5250/94.08.12

The required Flow

In order to evaluate the required lubricating oil flow
through the separator, the separator suppliers recommendation should be followed.
As a guidance, the following formula should form the
basis for choosing the required flow for the separator capacity:
Q

Engine

To/from separator

P x 1.36 x n
t
Fig 1 Principle lay-out for direct separating on a single plant.

07.11

MAN Diesel
B 12 15 0

Treatment of Lubricating Oil

1643494-3.6
Page 2 (2)

General

Eng. No 1

Eng. No 2

To/from lubricating
oil separator
Eng. No 3

Fig 2 Principle lay-out for direct separating on a multi plant.

Fig 3 Principle lay-out for overflow system.

The aim is to ensure that the separator is only connected with one engine at a time. This to ensure
that there is no suction and discharging from one
engine to another.

Overflow System

With only one engine in operation there are no problems with separating, but if several engines are in
operation for some time it is recommended to split
up the time so that there is separation on all engines,
which are operating in turns.
The capacity of the separator has to correspond
with the separating of oil on the single engine n
times during the available time, every 24 hours.
(see page 1)

By-pass Centrifugal Filter

The Holeby GenSets can be delivered with built-on
by-pass centrifugal filters.

By-pass Depth Filter

When dimensioning the by-pass depth filter the suppliers recommendations are to be followed.
08028-0D/H5250/94.08.12

To provide the above-mentioned it is recommended

that inlet and outlet valves are connected, so that
they can only be changed-over simultaneously.

As an alternative to the direct separating an overflow

system can be used (see fig. 3).

07.11

Cooling Water System

B 13

MAN B&W Diesel

1609571-3.4
Page 1 (5)

Freshwater System Treatment

B 13 00 0
General

Protection against Corrosion in Freshwater

Cooling System
The engine fresh water must be carefully treated,
maintained and monitored so as to avoid corrosion
or the formation of deposits which can result in
insufficient heat transfer, it is necessary to treat the
cooling water. MAN B&W recommend that this treatment is carried out according to the following procedure:

Clean the cooling water system.

Fill up with deionized or distilled cooling water

(for example from the freshwater generator)
with corrosion inhibitor added.

Carry out regular checks of the cooling water

system and the condition of the cooling water.

Cleaning agents emulsified in water as well as

slightly alkaline cleaning agents can be used for the
degreasing process, whereas ready-mixed cleaning
agents which involve the risk of fire must obviously
not be used. For descaling with acid, especially
products based on amino-sulphonic acid, citric acid,
and tartaric acid are recommendable, as these acids
are usually obtainable as solid substances, easily
soluble in water, and do not emit poisonous vapours.
The cleaning agents should not be directly admixed,
but should be dissolved in water and then added to
the cooling water system.
Normally, cleaning can be executed without any
dismantling of the engine. We point out that the water
should be circulated in the engine to achieve the best
possible result.

Observance of these precautions, and correct venting of the system, will reduce service difficulties
caused by the cooling water to a minimum.

As cleaning can cause leaks to become apparent in

poorly assembled joints or partly defective gaskets,
inspection should be carried out during the cleaning
process. The acid content of the system oil should
also be checked immediately after cleaning, and 24
hours afterwards.

Cleaning of the Cooling Water System

Cooling Water - Inhibitors

Before starting the inhibition process, any existing

deposits of lime or rust, or any oil sludge, should be
removed in order to improve the heat transfer and to
ensure uniform protection of the surface by means of
the inhibitor.

The filling-up with cooling water and the admixture of

the inhibitor is to be carried out directly after the
cleaning in order to prevent formation of rust on the
cleaned surfaces.
Raw Water

08028-0D/H5250/94.08.12

The cleaning should comprise degreasing to remove

oil sludge, and descaling with acid afterwards to
remove rust and lime deposits.

00.11

Ready-mixed cleaning agents, specially made for

cleaning the cooling water system, can be obtained
from companies specializing in cooling water treatment. These companies offer assistance and control
of the treatment in all major ports. A number of these
companies are mentioned on the enclosed list. We
point out that the directions given by them should be
closely followed. It is of particular importance to flush
the system completely after cleaning.

The formation of lime stone on cylinder liners and in

cylinder heads may reduce the heat transfer, which
will result in unacceptably high temperatures in the
material.
Therefore, it is recommended that deionized or
distilled water (for example from the freshwater
generator) is used as cooling water. However, on
account of its lack of hardness, this water will be
relatively corrosive, and a corrosion inhibitor should
therefore always be added.

MAN B&W Diesel

B 13 00 0

Freshwater System Treatment

1609571-3.4
Page 2 (5)

General

Chloride
Chlorine
Sulphate
Silicate

50 ppm
10 ppm
100 ppm
150 ppm

(50 mg/litre)
(10 mg/litre)
(100 mg/litre)
(150 mg/litre)

There should be no sulphide and ammonia content.

Rain water must not be used, as it may be heavily
contaminated.
It should be noted that softening of water does not
reduce its sulphate and chloride contents.
Corrosion Inhibitors
To protect freshwater cooling systems in marine
diesel engines against corrosion, various types of
inhibitors are available.
Generally, only nitrite-borate based inhibitors
are recommended.
A number of the products marketed by major companies are specified on the enclosed list, together with
the necessary dosages and admixing procedures.
We recommend that these directions are strictly
observed.
Treatment of the cooling water with inhibting oils is
not recommended, as such treatment involves the
risk of oil adhering to the heat transmitting surfaces.
Chromate inhibitors must not be used in plants
connected to a freshwater generator.
Evaporated cooling water is to be replaced with
noninhibited water, whereas a loss of water through
leakage must be replaced with inhibited water.
When overhauling individual cylinders, a new dosage of inhibitor must, if necessary, be added immediately after completing the job.

Checking of the Cooling Water System and

the Cooling Water during Service
If the cooling water is contaminated during service,
sludge or deposits may form. The condition of the
cooling water system should therefore be regularly
checked, especially if deionized or distilled water is
not used. If deposits are found in the cooling spaces,
these spaces or, if necessary, the entire system
should be cleaned.
According to experience, a zinc galvanized coating
in the freshwater cooling system is often very susceptible to corrosion, which results in heavy formation of sludge, even if the cooling water is correctly inhibited. The initial descaling with acid will, to
a great extent, remove the galvanized coating. Generally, therefore, we advise against the use of galvanized piping in the freshwater cooling system.
The quality of the cooling water is to be checked
regularly, if possible once a week. Basically the
inhibitor concentration, the pH value and the chloride
concentration should be in accordance with limits
stated by inhibitor manufacturer. For this purpose
the inhibitor manifactures normally supply simple
test kits.
As a general guidance values the pH value should be
7-10 measured at 20 C and the chloride concentration should not exceed 50 ppm (50 mg/litre).
The water sample for these tests is to be taken from
the circulating system, and not from the expansion
tank or the pipe leading to it.
The concentration of inhibitor must under no
circumstances be allowed to fall below that recommended by the producer, as this would increase the risk of corrosion.
08028-0D/H5250/94.08.12

If deionized or distilled water cannot be obtained,

normal drinking water can be used in exceptional
cases. If so, the total hardness of the water must not
exceed 9 dH (German hardness degrees). The
chloride, chlorine, sulphate, and silicate contents are
also to be checked. These contents should not
exceed the following values:

A clear record of all measuring results should be

kept, so that the actual condition and trend of the
system may be currently ascertained and evaluated.
A sudden or gradual increase in the chloride content
of the cooling water may be indicative of salt water
leakages. Such leakages are to be traced and repaired at the first opportunity.

00.11

MAN B&W Diesel

1609571-3.4
Page 3 (5)

Freshwater System Treatment

B 13 00 0
General

A chloride content in the cooling water higher than

the 50 ppm specified might, in exceptional cases be
tolerated. However, in that case the upper limit
specified by the individual inhibitor supplier must not
be exceed.
A clear record of all measuring results should be
kept, so that the actual condition and trend of the
system may be currently ascertained and evaluated.

The cooling water system must not be kept

under pressure.
Check, and repair any leaks.
Drain the system and fill up completely with clean tap
water, in order to flush out any oil or grease from the
tank.
Circulate the water for 2 hours, and drain again.

A sudden or gradual degrease in pH value, or an

increase of the sulphate content, may indicate exhaust gas leakage. The pH value can be increased
by adding inhibtor; however, if major quantities are
necessary, the water should be replaced.
Every third month a cooling water sample should be
sent ashore for laboratory analysis, in particular to
ascertain the contents of inhibtor, sulphate, and iron,
as well as the total salinity of the water.

Cleaning and Inhibiting Procedure

The engine must not be running during the cleaning
procedure, as this may involve the risk of overheating when draining.

Descaling with Acid Solution

Fill up with clean tap water and heat to 70-75 C.
Dissolve the necessary dosage of acid compound in
a clean iron drum with hot water.
Fill the drum half up with water and slowly add the
acid compound, while stirring vigorously. Then fill
the drum up completely with hot water while continuing to stir (e.g. using a steam hose).
Be careful - use protective spectacles and gloves.
For engines which have been treated before the trial
trip, the lowest concentration recommended by the
supplier will normally be sufficient.

Degreasing
Use clean tap water for filling-up. The cooling water
in the system can be used, if it does not contain
inhibitors.
Heat the water to 60 C and circulate the water
continuously.

08028-0D/H5250/94.08.12

Drain to lowest water level in expansion tank.

Add the amount of degreasing chemical specified by
the supplier, preferably from the suction side of the
freshwater pump.
Drain to lowest water level in the expansion tank
directly afterwards.
Circulate the cleaning chemical for the period specified by the supplier.

00.11

For untreated engines, a higher concentration depending on the condition of the cooling system will normally be necessary.
Drain some water from the system and add the acid
solution via the expansion tank.
The cooling water system must not be put under
pressure.
Keep the temperature of the water between 70 C
and 75 C, and circulate it constantly. The duration
of the treatment will depend on the degree of fouling.
Normally, the shortest time recommended by the
supplier will be sufficient for engines which are
treated before the trial trip. For untreated engines, a
longer time must be reckoned with. Check every
hour, for example with pH-paper, that the acid in the
solution has not been used up.

MAN B&W Diesel

B 13 00 0

Freshwater System Treatment

1609571-3.4
Page 4 (5)

General
A number of descaling preparations contain colour
indicators which show the state of the acid solution.
If the acid content is exhausted, a new acid solution
can be added, in which case, the weakest recommended concentration should be used.

Adding of Inhibitors

The solubility of acids in water is often limited.

Therefore if, in exceptional cases, a large amount is
required, descaling can be carried out in two stages
with a new solution of compound and clean water.
Normally the supplier will specify the maximum
solubility.

Weight out the quantity of inhibitors specified by the

supplier and dissolve in a clean iron drum with hot
water from the evaporator.

Fill up the cooling water system with water from the

evaporator to the lowest water level in the expansion
tank.

Add the solution via the expansion tank to the

system. Then fill up to normal water level with water
from the evaporator.

After completing the descaling, drain the system and

flush with water. Acid residues can be neutralized
with clean tap water containing 10 kg soda per ton of
water. Circulate the mixture for 30 minutes, then
drain and flush the system.

Allow the engine to run for not less than 24 hours to

ensure that a stable protection of the cooling surfaces is formed.

The cooling water system must not be put under

pressure.

Subsequently, test the cooling water with a test kit

(available from the inhibitor supplier) to ensure that
an adequate inhibitor concentration has been obtained.
This should be checked every week.
The acid content of the system oil is to be checked
directly after the descaling with acid, and again 24
hours afterwards.

08028-0D/H5250/94.08.12

Continue to flush until water used is neutral (pH

approx. 7).

00.11

MAN B&W Diesel

1609571-3.4
Page 5 (5)

Freshwater System Treatment

B 13 00 0
General

Nitrite-borate corrosion inhibitors

for cooling water treatment

Company

08028-0D/H5250/94.08.12

Delivery Form

Maker's minimum
Recommended
Dosage*

Castrol Limited
Swindon
Wiltshire, England

Castrol
Solvex WT4
Castrol
Solvex WT2

Powder

3 kg/1000 l

Liquid

20 l/1000 l

Drew Ameriod
Marine
Boonton, N.J./U.S.A

DEWT-NC
Liquidewt
Maxiguard

Powder
Liquid
Liquid

Houseman Scandinavia
3660 Stenlse
Denmark

Cooltreat 651

Liquid

5 l/1000 l

Cooltreat 652

Liquid

5 l/1000 l

Nalfleet Marine Chemicals

Northwich,
Cheshire CW8DX, England

Nalfleet EWT Liq

(9-108)
Nalfleet EWT 9-131C
Nalfleet EWT 9-111
Nalcool 2000

Liquid
Liquid
Liquid
Liquid

3 l/1000 l
10 l/1000 l
10 l/1000 l
10 l/1000 l

Rohm & Haas

(ex Duolite)
Paris, France

RD11 DIA PROSIM

RD25 DIA PROSIM

Powder
Liquid

3 kg/1000 l
50 l/1000 l

Unitor Rochem
Marine Chemicals
Oslo, Norway

Dieselguard NB
Rocor NB Liquid

Powder
Liquid

3 kg/1000 l
10 l/1000 l

00.11

Name of Inhibitor

3.2 kg/1000 l
8 l/1000 l
16 l/1000 l

Initial dosage may be larger

The list is for guidance only and must not be

considered complete. We undertake no responsibility for difficulties that might be caused by these or
other water inhibitos/chemicals.

The suppliers are listed in alpabetical order.

Suitable cleaners can normally be supplied by
these firms.

MAN B&W Diesel

1643496-7.5
Page 1 (1)

Internal Cooling Water System

B 13 00 0
General

Internal Cooling Water System

The engine's cooling water system comprises a low
temperature (LT) circuit and a high temperature (HT)
circuit. The systems are designed only for treated
fresh water.

Low Temperature Cooling Water System

Temperature regulation in the HT and LT systems

takes place in the internal system where also the
pumps are situated. This means that it is only
nessesary with two main pipes for cooling of the
engine. The only demand is that the FW inlet
temperature is between 10 and 40 C
To be able to match every kind of external systems,
the internal system can as optional be arranged with
a FW cooler for an external SW system.

The LT cooling water system includes charge air

cooling and lubricating oil cooling.

HT-circulating and LT-circulating Pumps

High Temperature Cooling Water System
The high temperature cooling water is used for the
cooling of cylinder liners and cylinder heads.
The engine outlet temperature ensures an optimal
combustion in the entire load area when running on
Heavy Fuel Oil (HFO), i.e. this temperature limits the
thermal loads in the high-load area, and hot corrosion in the combustion area is avoided.
In the low-load area the temperature is sufficiently
high to secure a perfect combustion and at the same
time cold corrosion is avoided; the latter is also the
reason why the engine, in stand-by position and
when starting on HFO, should be preheated with a
cooling water temperature of at least 60C - either by
means of cooling water from running engines or by
means of a separate preheating system.

The circulating pumps which are of the centrifugal

type are mounted in the front-end box of the engine
and are driven by the crankshaft through gear transmissions.
Technical data:

See "list of capacities" D 10 05 0

Thermostatic Valves
The thermostatic valves are fully automatic threeway valves with thermostatic elements set at fixed
temperatures.

Preheating Arrangement
In connection with plants where all engines are
stopped for a certain period of time it is possible to
install an electric heat exchanger in the external
system.

System Layout

08028-0D/H5250/94.08.12

MAN B&W Holeby's standard for the internal cooling

water system is shown on our Basic Diagram.

99.39 - NG

In connection with plants with more than one engine

the stand-by engines can be automatically preheated
by the operating engines by means of the pipe
connections leading to the expansion system and
the HT-circulation pumps.

MAN B&W Diesel

1683393-0.1
Page 1 (2)

Internal Cooling Water System

B 13 00 1
L21/31

Fig. 1 Diagram for internal cooling water system.

Pipe description
F3

Venting to expansion tank

DN 25

F4

HT fresh water from preheater

DN 25

G1

LT fresh water inlet

DN 80

G2

LT fresh water outlet

DN 80

Thus, the engine on the cooling water side only

requires fresh water between 10 and 40 C and so the
engine can be integrated in the ship's cooling water
system as a stand-alone unit. This is a simple
solution with low installation costs, which also can
be interesting in case of repowering, where the
engine power is increased, and the distance to the
other engines is larger.

Flange connections are standard according to DIN 2501

08028-0D/H5250/94.08.12

Low Temperature Circuit

Description
The system is designed as a single circuit with two
flange connections on both sides of the engine to the
external centralized cooling water system.
The engine is equipped with a self-controlling temperature water circuit.

02.44

The components for circulation and temperature

regulation are placed in the internal system.
The charge air cooler and the lubricating oil cooler
are situated in serial order. After the LT water has
passed the lubricating oil cooler, it is let to the
thermostatic valves and depending on the water
temperature, the water will either be re-circulated or
led to the external system.

MAN B&W Diesel

B 13 00 1

Internal Cooling Water System

1683393-0.1
Page 2 (2)

L21/31
High Temperature Circuit

Data

The built-on engine-driven HT-circulating pump of

the centrifugal type pumps water through the first
stage of the charge air cooler and then through the
distributing bore to the bottom of the cooling water
jacket. The water is led out through bores at the top
of the cooling water jacket to the bore in the cylinder
head for cooling of this, the exhaust valve seats and
the injector valve.

For heat dissipation and pump capacities,

See D 10 05 0, "List of Capacities".
Set points and operating levels for temperature and
pressure are stated in B 19 00 0, "Operating Data and
Set Points".
Other design data are stated in B 13 00 0, "Design
Data for the External Cooling Water System".

08028-0D/H5250/94.08.12

From the cylinder heads the water is led through to

the thermostatic valve, and depending on the engine
load, a smaller or larger amount of the water will be
led to the external system or will be re-circulated.

02.44

MAN B&W Diesel

1683397-8.0
Page 1 (1)

Design Data for the External Cooling Water System

B 13 00 0
L21/31

General

Expansion Tank

This data sheet contains data regarding the necessary

information for dimensioning of auxiliary machinery in
the external cooling water system for the L21/31 type
engine(s).The stated data are for one engine only and
are specified at MCR.

To provide against volume changes in the closed

jacket water cooling system, caused by changes in
temperature or leakage, an expansion tank must be
installed.
As the expansion tank also provides a certain suction
head for the fresh water pump to prevent cavitation,
the lowest water level in the tank should be minimum
5 m above the center line of the crankshaft.

The cooling water inlet pipe line has the function as

preheating line during standstill.

Note: make sure that this pipe line always is open for
this function.

Minimum recommended tank volume: 0.1 m.

For multi plants the tank volume should be min.:

For heat dissipation and pump capacities see D 10 05

0 "List of Capacities". Set points and operating levels
for temperature and pressure are stated in B 19 00 0
"Operating Data and Set points".

V = 0.1 + ( exp. vol. per extra eng.) [m]

As the LT system is vented to the HT system, both
systems must be connected to the same expansion
tank.

External Pipe Velocities

Data for External Preheating System

For external pipe connections we prescribe the

following maximum water velocities:
Fresh water :

The capacity of the external preheater should be 2.53.0 kW/cyl. The flow through the engine should for
each cylinder be approx. 4.0 l/min with flow from top
and downwards and 25 l/min with flow from bottom
and upwards. See also table 1 below.

3.0 m/s

Pressure Drop
The engines have an attached pump for both LT and
HT cooling water. The external pressure shall be < 1.0
bar.

Cyl. No

245

260

275

290

305

08028-0D/H5250/94.08.12

Quantity of water in eng:

01.02

HT and LT system (litre)

Expansion vol. (litre)

Table 1 Showing cooling water data which are depending on the number
of cylinders.

MAN B&W Diesel

1655290-8.1
Page 1 (1)

External Cooling Water System

B 13 00 0
General

Design of External Cooling Water System

It is not difficult to make a system fulfil the requirements, but to make the system both simple and
cheap and still fulfil the requirements of both the
engine builder and other parties involved can be very
difficult. A simple version cannot be made without
involving the engine builder.
The diagrams are principal diagrams, and are MAN
B&W's recommendation for the design of external
cooling water systems.

Ad 3)
If the engines are preheated with reverse cooling
water direction, i.e. from the top and downwards, an
optimal heat distribution is reached in the engine.
This method is at the same time more economic
since the need for heating is less and the water flow
is reduced.
Ad 4)
The systems have been designed in such a way that
the change-over from sea operation to harbour operation/stand-by with preheating can be made with a
minimum of manual or automatic interference.

The systems are designed on the basis of the

following criteria:

Fresh Water Treatment

1. Simplicity.
2. Preheating with surplus heat.

The engine cooling water is, like fuel oil and lubricating oil, a medium which must be carefully selected,
treated, maintained and monitored.

3. Preheating in engine top, downwards.

4. As few change-over valves as possible.
Ad 1)
Cooling water systems have a tendency to be unnecessarily complicated and thus uneconomic in
installation and operation. Therfore, we have attached great importance to simple diagram design with
optimal cooling of the engines and at the same time
installation- and operation- friendly systems resulting in economic advantages.

08028-0D/H5250/94.08.12

Ad 2)
It has been stressed on the diagrams that the alternator engines in stand-by position as well as the
propulsion engine in stop position are preheated,
optimally and simply, with surplus heat from the
running engines.

01.02 - NG

Otherwise, corrosion, corrosion fatigue and cavitation may occur on the surfaces of the cooling system
which are in contact with the water, and deposits
may form.
Corrosion and cavitation may reduce the life time
and safety factors of parts concerned, and deposits
will impair the heat transfer and may result in thermal
overload of the components to be cooled.
The treatment process of the cooling water has to be
effected before the first commission of the plant, i.e.
immediately after installation at the shipyard or at the
power plant.

MAN B&W Diesel

1643498-0.6
Page 1 (2)

One String Central Cooling Water System

B 13 00 3

08028-0D/H5250/94.08.12

General

Fig 1 Central cooling system.

01.26 - NG

MAN B&W Diesel

B 13 00 3

One String Central Cooling Water System

1643498-0.6
Page 2 (2)

General
System Design
The system is a central cooling water system of
simple design with only one central cooler. In order
to minimize the power consumption the FW pump
installation consists of 3 pumps, two for sea operation
and a smaller one for harbour operation.
The GenSets are connected as a one-string plant,
with only one inlet- and one outlet cooling water
connection and with internal HT and LT-circuit, see
also B 13 00 0 Internal Cooling Water System 1,
describing this system.
The propulsion engines HT-circuit temperature is
adjusted with LT-water mixing by means of the
thermostatic valve.

Preheating

Preheating of Stand-by GenSets during Sea

Operation
GenSets in stand-by position are preheated automatically via the venting pipe with water from the
running engines. This is possible due to the interconnection of the GenSet's HT-pumps which force
the water downwards in the stand-by engines.
It is to be stated that the interconnection between the
GenSet L.T. inlets is not to be disturbed. If an on/off
valve is built in, a bypass has to be installed. It is then
possible to preheat the GenSet automatically in
standby position with the running GenSets.
Preheating of Stand-by GenSets and Propulsion
Engines during Harbour Operation
During harbour stay the propulsion and GenSets are
also preheated in stand-by position by the running
GenSets. Valve (B) is open and valve (A) is closed.
Thus, the propulsion engine is heated from top and
downwards, which is the most economical solution.

08028-0D/H5250/94.08.12

Engines starting on HFO and engines in stand-by

position must be preheated. It is also recommended
to preheat engines operating on MDO due to the
prolonged life time of the engines' wearing parts.
Therefore it is recommended that the preheating is
arranged for automatic operation, so that the
preheating is disconnected when the engine is running
and connected when the engine is in stand-by
position. The preheating is adjusted so that the
temperature is 60 5C at the top cover (see
thermometer TI11), and approximately 25 to 45C at
outlet of the cylinders (see thermometer TI10).

When working out the external cooling water system

it must be ensured, that no cold cooling water is
pressed through the engine and thus spoiling the
preheating during stand-by. The diesel engine has
no built-in shut-off valve in the cooling water system.
Therefore the designer of the external cooling water
system must make sure that the preheating of the
GenSets is not disturbed.

Fig 2 Preheating.
01.26 - NG

Compressed Air System

B 14

MAN B&W Diesel

1683394-2.5
Page 1 (2)

Compressed Air System

B 14 00 0
L21/31

Fig. 1 Diagram for compressed air system.

To avoid dirt particles in the internal system, a strainer

is mounted in the inlet line to the engine.

Pipe description
K1

Compressed air inlet

DN 40

Flange connections are standard according to DIN 2501

08028-0D/H5250/94.08.12

General

06.17

The compressed air system on the engine consists

of a starting system, starting control system and
safety system. Further, the system supplies air to
the jet system and the stop cylinders on each fuel
injection pump.
The compressed air is supplied from the starting air
receivers max. inlet pressure at starter unit is 8.3 bar
to the engine.

Starting System
The engine is started by means of a built-on air starter,
safety clutch and drive shaft with pinion. Further,
there is a main starting valve.

Control System
The air starter is activated electrically with a pneumatic 3/2-way solenoid valve. The valve can be
activated manually from the starting box on the
engine, and it can be arranged for remote control,
manual or automatic.

MAN B&W Diesel

B 14 00 0

Compressed Air System

1683394-2.5
Page 2 (2)

L21/31
For remote activation the starting coil is connected so
that every starting signal to the starting coil goes
through the safe start function which is connected to
the basemodule mounted on the engine.

Pneumatic Start Sequence

Further, the starting valve also acts as an emergency

starting valve which makes it possible to activate the
air starter manually in case of power failure.

The air supply will - by activating a piston - bring the

drive pinion into engagement with the gear rim on the
engine flywheel.

Air supply must not be interrupted when the

engine is running.
As standard the engine is equipped with a pneumatically/mechanically stop cylinder, which starts to
operate if the safety system is activated. The system is activated electrically. One stop cylinder for
each cylinder is intergrated in each fuel injection
pump.

When the pinion is fully engaged, the pilot air will flow
to, and open the main starting valve, whereby air will
be led to the air starter, which will start to turn the
engine.
When the rpm exceeds approx. 158, at which firing
has taken place, the starting valve is closed whereby
the air starter is disengaged.

Optionals
Besides the standard components, the following
standard optional can be built-on:

Main valve, inlet engine.

08028-0D/H5250/94.08.12

Safety System

When the starting valve is opened, air will be supplied

to the drive shaft housing of the air starter.

06.17

MAN B&W Diesel

1655207-3.2
Page 1 (1)

Compressed Air System

B 14 00 0
General

Fig 1. Diagram for Compressed Air System

Design of External System

Installation

The external compressed air system should be

common for both propulsion engines and GenSet
engines.

In order to protect the engine's starting and control

equipment against condensation water, the following
should be observed:

Separate tanks shall only be installed in turbine

vessels, or if GenSets in engined vessels are installed far away from the propulsion plant.
The design of the air system for the plant in question
should be according to the rules of the relevant
classification society.
As regards the engine's internal compressed air
system, please see B 14 00 0 "Internal Compressed
Air System".

08028-0D/H5250/94.08.12

An oil and water separator should be mounted between the compressor and the air receivers, and the
separator should be equipped with automatic drain
facilities.
Each engine needs only one connection for compressed air, please see diagram for the compressed
air system.

98.35 - NG

The air receiver(s) should always be installed

with good drainage facilities. Receiver(s) arranged in horizontal position must be installed
with a slope downwards of min. 3 - 5 deg.

Pipes and components should always be treated

with rust inhibitors.

The starting air pipes should be mounted with

a slope towards the receivers, preventing possible condensed water from running into the
compressors.

Drain valves should be mounted at the lowest

position on the starting air pipes.

Combustion Air System

B 15

MAN B&W Diesel

1683317-7.2
Page 1 (2)

Combustion Air System

B 15 00 0
L21/31

Fig 1 Diagram for combustion air system.

General
The air intake to the turbochargers takes place
directly from the engine room through the intake
silencer on the turbocharger.

08028-0D/H5250/94.08.12

Pipe Description

06.17

M1

Charge air inlet

P2

Exhaust gas outlet:

5 cyl. engine
6 + 7 cyl. engine
8 + 9 cyl. engine

P6

Drain from turbocharger - outlet

P8

Water washing compressor side

with quick coupling - inlet

P9

Working air, dry cleaning turbine

side with quick coupling - inlet

DN 350
DN 450
DN 500

Flange connections are standard according to DIN 2501.

From the turbocharger the air is led via the charge air
cooler and charge air receiver to the inlet valves of
each cylinder.
The charge air cooler is a compact two-stage tubetype cooler with a large cooling surface.
The charge air receiver is mounted in the engine's
front end box.
It is recommended to blow ventilation air in the level
of the top of the engine(s) close to the air inlet of the
turbocharger, but not so close that sea water or
vapour may be drawn-in. It is further recommended
that there always should be a positive air pressure in
the engine room.

MAN B&W Diesel

B 15 00 0

Combustion Air System

1683317-7.2
Page 2 (2)

L21/31
Cleaning of Turbocharger

Improved load ability.

The turbocharger is fitted with an arrangement for

dry cleaning of the turbine side, and water washing
of the compressor side.

Less fouling of the engine's exhaust gas ways.

Limitation of fuel oil index during starting

procedure.

The purpose of the lambda controller is to prevent

injection of more fuel in the combustion chamber
than can be burned during a momentary load increase. This is carried out by controlling the relation
between the fuel index and the charge air pressure.
The lambda controller has the following advantages:

Reduction of visible smoke in case of sudden

momentary load increases.

The above states that the working conditions are

improved under difficult circumstances and that the
maintenance costs for an engine, working with many
and major load changes, will be reduced.

Data
For charge air heat dissipation and exhaust gas
data, see D 10 05 0 "List of Capacities".
Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data and
Set Points".

08028-0D/H5250/94.08.12

Lambda Controller

06.17

MAN B&W Diesel

1699110-4.0
Page 1 (1)

Engine Room Ventilation and Combustion Air

B 15 00 0
General

Combustion Air Requirements

The combustion air must be free from water

spray, dust, oil mist and exhaust gases.

The capacity of the air ventilators must be large

enough to cover:

The air ventilation fans shoud be designed to

maintain a positive air pressure of 50 Pa (5
mmWC) in the auxiliary engine room in all
running conditions.

The combustion air requirements of all consumers.

The air required for carrying off the heat emission.

The combustion air is normally taken from the

engine room through a filter fitted on the turbocharger.
In tropical service a sufficient volume of air must be
supplied to the turbocharger(s) at outside air temperature. For this purpose there must be an air duct
installed for each turbocharger, with the outlet of the
duct facing the respective intake air silencer. No
water of condensation from the air duct must be
allowed to be drawn in by the turbocharger.
In arctic service the air must be heated to at least
0oC. If necessary air preheaters must be provided.

05.10

Ventilator Capacity

See "List of Capacities" section D 10 05 0 for

information about required combustion air quantity
and heat emission.
For minimum requirements concerning engine room
ventilation see applicable standards such as ISO
8861.

MAN B&W Diesel

1639499-6.0
Page 1 (1)

Water Washing of Turbocharger - Compressor

B 15 05 1
General

During operation the compressor will gradually be

fouled due to the presence of oil mist and dust in the
inlet air.
The fouling reduces the efficiency of the turbocharger which will result in reduced engine performance.
Therefore manual cleaning of the compressor components is necessary in connection with overhauls.
This situation requires dismantling of the turbocharger.
However, regular cleaning by injecting water into the
compressor during normal operation of the engine has
proved to reduce the fouling rate to such an extent that
good performance can be maintained in the period
between major overhauls of the turbochar-ger.
The cleaning effect of injecting pure fresh water is
mainly based upon the mechanical effect arising,
when the water droplets impinge the deposit layer on
the compressor components.
The water is injected in a measured amount and within
a measured period of time by means of the water
washing equipment.

1
2
3
4

Injection tube
Pipe
Snap coupling
Plug-in coupling

5
6
7

Hand valve with handle

Container
Charge air line

Fig 1 Water washing equipment

The water washing equipment, see fig 1, comprises

two major parts. The transportable container (6)
including a hand valve with handle (5) and a plug-in
coupling (4) at the end of a lance.
Installed on the engine there is the injection tube (1),
connected to a pipe (2) and a snap coupling (3).

08028-0D/H5250/94.08.12

The cleaning procedure is:

94.11

1. Fill the container (6) with a measured amount of

fresh water. Blow air into the container by means of a
blow gun, until the prescribed operation pressure is
reached.

2. Connect the plug-in coupling of the lance to the

snap coupling on the pipe, and depress the handle on
the hand valve.
3.

The water is then injected into the compressor.

The washing procedure is executed with the engine

running at normal operating temperature and with the
engine load as high as possible, i.e. at a high
compressor speed.
The frequency of water washing should be matched to
the degree of fouling in each individual plant.

MAN B&W Diesel

1683300-8.1
Page 1 (2)

Lambda Controller

B 15 11 2
L21/31

Purpose
The purpose of the lambda controller is to prevent
injection of more fuel in the combustion chamber
than can be burned during a momentary load increase. This is carried out by controlling the relation
between the fuel index and the charge air pressure.

Advantages
The lambda controller has the following advantages:
-

Reduction of visible smoke in case of sudden

momentary load increases.

Improved load ability.

Less fouling of the engine's exhaust gas ways.

Limitation of fuel oil index during starting

procedure.

If the system is activated for more than 10 seconds

the air supply will be shutoff and a "Jet system
failure" signal will be generated.

Shutdown Function
The controller also have a stop function. In case of a
shutdown situation (e.g. overspeed, low lubricating
oil pressure or high temperature for H.T. water), the
safety system will activate the shutdown valve (6)
and thereby compressed air will press the piston in
the Lambda controller downwards and force the
index at the fuel pumps to zero.
The shutdown stop is independent of the governor
due to the spring loaded pull rod connection.

Fuel Oil Limitation during Start Procedure

The above states that the working conditions are

improved under difficult circumstances and that the
maintenance costs for an engine, working with many
and major load changes, will be reduced.

Principles of Functioning
Fig. 1. illustrates the controller's operation mode. In
case of a momentary load increase, the regulating
device will increase the index on the injection pumps
and hereby the regulator arm (1) is turned, the switch
(2) will touch the piston arm (3), whereby the electrical
circuit will be closed.

During the start procedure the controller is activated

as an index limiter.
Hereby, heavy smoke formation is avoided during
start, and the regulating device cannot overreact.
The fuel limiter function stops when the engine
reaches the nominal RPM.
The jet system is released at 50 RPM during the
starting procedure.

Air Consumption
Jet air consumption at sudden step loads:

08028-0D/H5250/94.08.12

Air cons. =
Thus the solenoid valve (4) opens. The jet system is
activated, the turbocharger accelerates and increases
the charge air pressure, thereby pressing the piston
(3) backwards in the lambda cylinder (5). When the
lambda ratio is satisfactory the jet system will be deactivated.

(Nm)

N = Number of cylinders.

(step load % - 25) x N

111

Example:
At 50% stepload for a 6L21/31 the air consumption
will be :

At 50% load change the system will be activated for

about 3-8 seconds.

=
(50 % - 25) x 6
111

01.05

1,35 (Nm)

MAN B&W Diesel

B 15 11 2

Lambda Controller

1683300-8.1
Page 2 (2)

08028-0D/H5250/94.08.12

L21/31

Fig. 1 Lambda Controller

01.05

Exhaust Gas System

B 16

MAN B&W Diesel

1655213-2.2
Page 1 (2)

Exhaust Gas System

B 16 00 0
General

Internal Exhaust Gas System

From the exhaust valves, the gas is led to the exhaust
gas receiver where the fluctuating pressure from the
individual cylinders is equalized and the total volume
of gas led further on to the turbocharger, at a constant
pressure. After the turbocharger, the gas is led to the
exhaust pipe system.
The exhaust gas receiver is cast sections, one for
each cylinder, connected to each other, by means of
compensators, to prevent excessive stress due to
heat expansion.
After each cylinder thermosensor for reading the
exhaust gas temperature is fitted. The value is
indicated by means of the MEG-module (Monitor
exhaust Gas Temperature).
To avoid excessive thermal loss and to ensure a
reasonably low surface temperature the exhaust gas
receiver is insulated.

The insulation should be shielded by a thin plating,

and should comply with the requirements of the
classification society and/or the local authorities.

Exhaust Pipe Dimensions

It should be noted that concerning the maximum
exhaust gas velocity the pipe dimension after the
expansion bellow should be increased for some of the
engines.
The wall thickness of the external exhaust pipe
should be min. 3 mm.

Exhaust Pipe Mounting

When the exhaust piping is mounted, the radiation of
noise and heat must be taken into consideration.
Because of thermal fluctuations in the exhaust pipe,
it is necessary to use flexible as well as rigid suspension points.

External Exhaust Gas System

The exhaust back-pressure should be kept as low as
possible.
It is therefore of the utmost importance that the
exhaust piping is made as short as possible and with
few and soft bends.

08028-0D/H5250/94.08.12

Long, curved, and narrow exhaust pipes result in

higher back-pressure which will affect the engine
combustion. Exhaust back-pressure is a loss of
energy and will cause higher fuel consumption.
The exhaust back-pressure should not exceed 25
mbar at MCR. An exhaust gas velocity through the
pipe of maximum 35 m/sec is often suitable, but
depends on the actual piping.
Holeby will be pleased to assist in making a calculation of the exhaust back-pressure.
The gas outlet of turbocharger, the expansion bellows, the exhaust pipe, and silencer, (in case of
silencer with spark arrestor care must be taken that
the cleaning parts are accessible), must be insulated
with a suitable material.

01.43 - NG

In order to compensate for thermal expansion in the

longitudinal direction, expansion bellows must be
inserted. The expansion bellows should preferably be
placed at the rigid suspension points.
Note: The exhaust pipe must not exert any force
against the gas outlet on the engine.
One sturdy fixed-point support must be provided for
the expansion bellows on the turbocharger. It should
be positioned, immediately above the expansion
bellow in order to prevent the transmission of forces,
resulting from the weight, thermal expansion or lateral
displacement of the exhaust piping, to the
turbocharger.
The exhaust piping should be mounted with a slope
towards the gas outlet on the engine. It is recommended to have drain facilities in order to be able to remove
condensate or rainwater.

MAN B&W Diesel

B 16 00 0

Exhaust Gas System

1655213-2.2
Page 2 (2)

General
Position of Gas Outlet on Turbocharger

Expansion Bellow

B 16 02 0 shows turning alternatives positions of the

exhaust gas outlet. Before dispatch of the engine
from Holeby exhaust gas outlet will be turned to the
wanted position.

The expansion bellow, which is supplied separately,

must be mounted directly on the exhaust gas outlet,
see also E 16 01 1-2.

The turbocharger is, as standard, mounted in the front

end.

Exhaust Silencer

Exhaust Gas Boiler

To utilize the thermal energy from the exhaust, an
exhaust gas boiler producing steam or hot water can
be installed.
Each engine should have a separate exhaust gas
boiler or, alternatively, a common boiler with separate
gas ducts. Concerning exhaust gas quantities and
temperature, see list of capacities D 10 05 0, and
engine performance D 10 10 0.

The position of the silencer in the exhaust gas piping

is not decisive for the silencing effect. It would be
useful, however, to fit the silencer as high as possible
to reduce fouling. The necessary silencing depends
on the loudness of the exhaust sound and the discharge from the gas outlet to the bridge wing.
The exhaust silencer, see E 16 04 2-3-5-6 is supplied
loose with counterflange, gaskets and bolts.

The discharge temperature from the exhaust gas

boiler should not be lower than 180 C (in order to avoid
sulphuric acid formation in the funnel).
The exhaust gas boilers should be installed with bypass entering in function at low load operation.

08028-0D/H5250/94.08.12

The back-pressure over the boiler must be included in

the back-pressure calculation.

01.43 - NG

MAN B&W Diesel

1665763-5.2
Page 1 (3)

Cleaning the Turbocharger in Service

Dry Cleaning - Turbine

B 16 01 1
General

Description

Cleaning System

The tendency to fouling on the gas side of turbochargers depends on the combustion conditions, which
are a result of the load and the maintenance condition
of the engine as well as the quality of the fuel oil used.

The cleaning system consists of a cleaning agent

container (2) with a capacity of approx. 0.5 liters and
a removable cover. Furthermore the system consists
of an air valve (3), a closing valve (1) and two snap on
connectors.

Fouling of the gas ways will cause higher exhaust gas

temperatures and higher wall temperatures of the
combustion chamber components and will also lead
to a higher fuel consumption rate.
Tests and practical experience have shown that
radial-flow turbines can be successfully cleaned by
the dry cleaning method.

The position numbers (2) and (3) indicate the system's "blow-gun". Only one "blow-gun" is used for
each engine plant. The blow-gun is working according
to the ejector principle with pressure air (working air)
at 5-7 bar as driven medium. Injection time approx. 2
min. Air consumption approx. 5 Nm3/2 min.

This cleaning method employs cleaning agents consisting of dry solid bodies in the form of granules. A
certain amount of these granules, depending on the
turbocharger size, is, by means of compressed air,
blown into the exhaust gas line before the gas inlet
casing of the turbocharger.
The injection of granules is done by means of working
air with a pressure of 5-7 bar.
On account of their hardness, particularly suited
blasting agents such as nut-shells, broken or artificially shaped activated charcoal with a grain size of 1.0
mm to max. 1.5 mm should be used as cleaning
agents.
The solid bodies have a mechanical cleaning effect
which removes any deposits on nozzle vanes and
turbine blades.

08028-0D/H5250/94.08.12

Dry cleaning can be executed at full engine load and

does not require any subsequent operating period of
the engine in order to dry out the exhaust system.
Experience has shown that regular cleaning intervals
are essential to successful cleaning, as ex-cessive
fouling is thus avoided. For cleaning intervals see the
instruction book.
The cleaning intervals can be shorter or longer based
on operational experience.

00.11 - NG

1
3
5

Closing valve
Air valve
Exhaust pipe

2
4
6

Container
working air inlet
Snap coupling

Fig 1 Arrangement of dry cleaning of turbocharger - Turbine.

MAN B&W Diesel

B 16 01 1

Cleaning the Turbocharger in Service

Dry Cleaning - Turbine

1665763-5.2
Page 2 (3)

General
Dry cleaning of turbochargers
Suppliers of cleaning agents:

1.

"Solf Blast Grit, Grade 14/25"

TURCO Products B.V.
Verl. Blokkenweg 12,
Tel.:08380 - 31380,

2.

Designation unknown
Neptunes Vinke B.V.
Schuttevaerweg 24,
Potbus 11032,
Tel.: 010 - 4373166

3.

617 AD EDE - Holland

Fax.: 08380 - 37069

3044 BB Rotterdam
3004 E.A. Rotterdam, Holland
Fax.: 4623466

"Grade 16/10"
FA. Poul Auer GmbH
Strahltechnik
D-6800 Mainheim 31, Germany

4.

"Granulated Nut Shells"

Eisenwerke Wrth GmbH + Co.
4107 Bad Friederichshall, Germany
Tel.: 0 71 36-60 01

"Soft Blasting Grade 12/3a"

H.S. Hansen Eftf.
2100 Copenhagen ,
Tel.:(31) 29 97 00

6.

Kattegatvej 2
Denmark
Telex: 19038

"Crushed Nutshells"
Brigantine, Hong Kong

7.

"Turbine Wash"

08028-0D/H5250/94.08.12

5.

Ishikawajima-Harima Heavy Industries Co.

Ishiko Bldg., 2-9-7 Yassu, Chuo-Ku
Tokyo 104, Japan
Tel.: 03-2 77-42 91
00.11 - NG

MAN B&W Diesel

1665763-5.2
Page 3 (3)

Cleaning the Turbocharger in Service

Dry Cleaning - Turbine

B 16 01 1
General

8.

"A-C Cleaner" (Activated Coal)

Mitsui Kozan Co. Ltd. (Fuel Dept.)
Yamaguchi Bldg., 2-1-1 Nihonbashi
Muromachi, Chuo-Ku
Tokyo 103, Japan

9.

"OMT-701"
Marix KK
Kimura Bldg., 6-2-1 Shinbashi
Minato-Ku,
Tokyo 105, Japan
Tel.: 03-4 36-63 71,
Telex: 242-7232 MAIX J

10.

"OMT-701"
OMT Incorporated
4F, Kiji Bldg., 2-8 Hatchobori,
4-chome, Chuo-Ku,
Tokyo 104, Japan
Tel.: 03-5 53-50 77,
Telex: 252-2747 OMTINC J

11.

"Marine Grid No. 14" (Walnut)

Hikawa Marine
Kaigan-Dori 1-1-1,
Tel.: 0 78-3 21-66 56

12.

Kobe 650, Japan

"Marine Grid No. 14"

Mashin Shokai
Irie-Dori, 3-1-13, Hyogo-Ku
Kobe 652, Japan
Tel.: 0 78-6 51-15 81

08028-0D/H5250/94.08.12

13.

00.11 - NG

Granulate
MAN B&W Diesel A/S
Teglholmsgade 41
Tel.: +45 33 851100

2450 Kbenhavn SV, Danmark

Fax.: +45 33 851030

The list is for guidance only and must not be considered complete. We
undertake no responsibility that might be caused by these or other
products.

MAN Diesel
1683302-1.3
Page 1 (1)

B 16 02 0

Position of Gas outlet on Turbocharger

L21/31

A
x

x = 15

1000

CL -Crankshaft

CL -Engine

Dimensions
Engine type

5-7L21/31

792

740

2182.5

8-9L21/31

792

790

2289

Exhaust flange D. mating dimensions

DN (mm)

OD (mm)

T (mm)

PCD (mm)

Hole size (mm)

No of holes

5L21/31 (TCR 16)

350

490

20

445

22

12

6-7L21/31 (TCR 16)

450

595

20

550

22

16

8-9L21/31 (TCR 18)

500

695

20

600

22

20

08028-0D/H5250/94.08.12

Engine type

06.43

MAN B&W Diesel

1683303-3.2
Page 1 (1)

Silencer without Spark Arrestor, Damping 25 dB (A)

E 16 04 2
L21/31

Design

Installation

The operating of the silencer is based on the absorption system. The Gasflow passes straight-through a
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenuation over a wide frequency range.

The silencer may be installed, vertically, horizontally or in any position close to the end of the piping.
100
80
60
Pressure loss (mm w ~ 10 Pa) at T300 C.

The silencer is delivered without insulation and

fastening fittings.

Pressure Loss
The pressure loss will not be more then in a straight
tube having the same lenght and bore as the silencer.
Graphic shows pressure loss in relation to velocity.

E
G

30
20
15
10
8
6
5
4
3
2

A
B

40

D
C

Nxd

Flanges according to DIN 86 044

10

15 20
30 40
60 80 100
Gas velocity (m/s)

Silencer type (A)

Damping
dB(A)

DN

Nxd

Weight
kg

25

5L21/31

350

890

490

445

359

2500

850

2200

150

16

12x22

400

25

6L21/31
7L21/31

450

1040

595

550

461

3300

1000

3000

150

16

16x22

700

8L21/31
9L21/31

500

1140

645

600

512

3500

1100

3250

125

16

20x22

900

DN

Nxd

Weight
kg

25

08028-0D/H5250/94.08.12

Engine type

Silencer type (B)

Damping
dB(A)

Engine type

25

5L21/31

350

730

490

445

359

3000

700

2750

125

16

12x22

347

25

6L21/31
7L21/31

450

830

595

550

461

3400

800

3050

175

16

16x22

473

8L21/31
9L21/31

500

930

645

600

512

3600

900

3300

150

16

20x22

597

25

Dimension for flanges for exhaust pipes is according to DIN 86 044

06.13

MAN B&W Diesel

1683304-5.2
Page 1 (1)

Silencer without Spark Arrestor, Damping 35 dB (A)

E 16 04 3
L21/31

Design

Installation

The operating of the silencer is based on the absorption system. The Gasflow passes straight-through a
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenuation over a wide frequency range.

The silencer may be installed, vertically, horizontally or in any position close to the end of the piping.
100
80
60
Pressure loss (mm w ~ 10 Pa) at T300 C.

The silencer is delivered without insulation and

fastening fittings.

Pressure Loss
The pressure loss will not be more then in a straight
tube having the same lenght and bore as the silencer.
Graphic shows pressure loss in relation to velocity.
A
B

E
G

40
30
20
15
10
8
6
5
4
3

D
C

Nxd

Flanges according to DIN 86 044

10

15 20
30 40
60 80 100
Gas velocity (m/s)

Silencer type (A)

Damping
dB(A)

DN

Nxd

Weight
kg

35

5L21/31

350

890

490

445

359

3500

850

3300

100

16

12x22

550

35

6L21/31
7L21/31

450

1040

595

550

461

4300

1000

4000

150

16

16x22

900

8L21/31
9L21/31

500

1140

645

600

512

4500

1100

4200

150

16

20x22

1100

DN

Nxd

Weight
kg

35

08028-0D/H5250/94.08.12

Engine type

Silencer type (B)

Damping
dB(A)

Engine type

35

5L21/31

350

880

490

445

359

3400

850

3200

100

16

12x22

528

35

6L21/31
7L21/31

450

1080

595

550

461

4000

1050

4000

100

16

16x22

1015

8L21/31
9L21/31

500

1130

645

600

512

4000

1100

4000

100

16

20x22

1093

35

Dimension for flanges for exhaust pipes is according to DIN 86 044

06.13

MAN B&W Diesel

1683305-7.2
Page 1 (1)

Silencer with Spark Arrestor, Damping 25 dB (A)

E 16 04 5
L21/31

Design

Installation

The operating of the silencer is based on the absorption system. The Gasflow passes straight-through a
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenuation over a wide frequency range.

The silencer/spark arrestor has to be installed as

close to the end of the exhaust pipe as possible.
1000
800
600
Pressure loss (mm w ~ 10 Pa) at T300 C.

The operation of the spark arrestor is based on the

centrifugal system. The gases are forced into a
rotary movement by means of a number of fixed
blades. The solid particles in the gases are thrown
against the wall of the spark arrestor and collected
in the soot box. (Pressure loss, see graphic)

The silencer is delivered without insulation and

fastening fittings.
E
G

300
200
150
100
80
60
50
40
30

A
B

400

20
Spark-arrestor type A

Spark-arrestor type B

Nxd

I
K

Flanges
according
to DIN
86 044

10

L
D
C

10

15 20
30 40
60 80 100
Gas velocity (m/s)

Silencer type (A)

Damping
dB(A)

DN

850

Nxd

Weight
kg

5L21/31

350

890

490

445

359

2900

2600

150

16

500

80

270 12x22

450

25

6L21/31
7L21/31

450

1040

595

550

461

3700 1000 3500

100

16

1000

100

300 16x22

800

8L21/31
9L21/31

500

1140

645

600

512

4000 1100 3800

100

16

1000

150

310 20x22 1000

DN

Silencer type (B)

Damping
dB(A)

Engine type

Nxd

Weight
kg

25

5L21/31

350

730

490

445

359

3000

700

2750

125

16

650

50

300 12x22

377

25

6L21/31
7L21/31

450

830

595

550

461

3400

800

3050

175

16

800

100

350 16x22

526

8L21/31
9L21/31

500

930

645

600

512

3600

900

3300

150

16

900

100

350 20x22

643

25

Dimension for flanges for exhaust pipes is according to DIN 86 044

06.13

25

25

08028-0D/H5250/94.08.12

Engine type

MAN B&W Diesel

1683306-9.2
Page 1 (1)

Silencer with Spark Arrestor, Damping 35 dB (A)

E 16 04 6
L21/31

Design

Installation

The operating of the silencer is based on the absorption system. The Gasflow passes straight-through a
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenuation over a wide frequency range.

The silencer/spark arrestor has to be installed as

close to the end of the exhaust pipe as possible.
1000
800
600
Pressure loss (mm w ~ 10 Pa) at T300 C.

The operation of the spark arrestor is based on the

centrifugal system. The gases are forced into a
rotary movement by means of a number of fixed
blades. The solid particles in the gases are thrown
against the wall of the spark arrestor and collected
in the soot box. (Pressure loss, see graphic)

The silencer is delivered without insulation and

fastening fittings.
E
G

A
B

400
300
200
150
100
80
60
50
40
30
20

Spark-arrestor type A

Spark-arrestor type B

Nxd

I
K

Flanges
according
to DIN
86 044

10

L
D
C

10

15 20
30 40
60 80 100
Gas velocity (m/s)

Silencer type (A)

Damping
dB(A)

DN

850

Nxd

Weight
kg

5L21/31

350

890

490

445

359

3700

3500

100

16

450

80

270 12x22

35

6L21/31
7L21/31

450

1040

595

550

461

4700 1000 4500

100

16

1000

100

300 16x22 1000

8L21/31
9L21/31

500

1140

645

600

512

5000 1100 4750

125

16

1000

150

310 20x22 1250

DN

850

550

Silencer type (B)

Damping
dB(A)

Engine type

Nxd

Weight
kg

35

5L21/31

350

880

490

445

359

3750

3500

125

16

650

50

300 12x22

35

6L21/31
7L21/31

450

1080

595

550

461

4650 1050 4350

150

16

800

100

350 16x22 1140

8L21/31
9L21/31

500

1130

645

600

512

4700 1100 4500

100

16

900

100

350 20x22 1204

35

Dimension for flanges for exhaust pipes is according to DIN 86 044

06.13

35

35

08028-0D/H5250/94.08.12

Engine type

627

Speed Control System

B 17

MAN B&W Diesel

1655204-8.6
Page 1 (1)

Starting of Engine

B 17 00 0
General

Load %
100

50

The engine can be started and loaded according to

the following procedure:
A)

Normal start without preheated cooling water.

Only on MDO. Continuous lubricating.

B)

Normal start with preheated cooling water.

On MDO or HFO. Continuous lubricating.

12 minutes

If the engine normally runs on HFO, preheated fuel

must be circulated through the engine while preheating, although the engine has run or has been flushed
on MDO for a short period.

08028-0D/H5250/94.08.12

Starting on MDO

C)

Stand-by engine. Emergency start, with preheated cooling water, continuous prelubricating. On MDO or HFO.

Above curves indicates the absolute shortes time

and we advise that loading to 100% takes some
more minutes.

Starting on HFO
During shorter stops or if the engine is in a stand-by
position on HFO, the engine must be preheated and
HFO viscosity must be in the range 12-18 cSt.
05.30 - NG

For starting on MDO there are no restrictions except

for the lub. oil viscosity which may not be higher than
1500 cSt (10 C SAE 40).
Initial ignition may be difficult if the engine and the
ambient temperature are lower than 0 C and the
cooling water temperature is lower than 15 C.

Prelubricating
Continuous prelubricating is standard. Intermittent
prelubricating is not allowed for stand-by engines.
If the prelubrication has been switch-off for more
than 20 minutes the start valve will be blocked.

MAN B&W Diesel

1679743-4.2
Page 1 (1)

Governor

B 17 01 4
General

Governor Type

Droop

As standard, the engines are equipped with a

hydraulic - mechanical governor, make Regulateurs
Europa, type 1102.

Adjustable by dial type lockable control from 0-10%

droop.

Load Distribution
Speed Adjustment
By the droop setting.
Manual and electric.
Manual operated

: speed setting controlled by

handwheel.

Shutdown/Stop
Solenoid energised to "stop".

Electric motor

: series wound: 24V AC/DC for

raise and lower the speed.

Speed Adjustment Range

08028-0D/H5250/94.08.12

Between -5% and +10% of the nominal speed at idle

running.

Fig 1 Regulateurs Europa governor.

02.16

Manually operated shut-down knob fitted on governor

energised to "stop" only.
Stop Solenoid voltages: 24V DC.

MAN B&W Diesel

1683324-8.2
Page 1 (2)

CoCoS

P 17 40 0
General

Description

To improve availability and reliability of engines.

The Computer Controlled Surveillance system is the

family name of the software application products
from the MAN B&W Diesel group.

To reduce operating costs and losses due to

engine failure.

These objectives are achieved through:

CoCoS comprises four individual software application
products:
-

CoCoS-EDS, Engine Diagnostics System

CoCoS-MPS, Maintenance Planning System
CoCoS-SPC, Spare Part Catalogue
CoCoS-SPO, Stock Handling and Spare Part
Ordering

Logging, monitoring and storage of operating

data.

Unambiguous diagnostics of operating states.

Timely detection of irregularities.

CoCoS MPS, SPC, and SPO can communicate with

one another, or they can be used as separate standalone system. These three applications can also
handle non-MAN B&W Diesel technical equipment;
for instance pumps and separators.

To obtain the full benefits of the principal features of

CoCoS-EDS, it should have on-line connections to
the alarm system and other data acquisition systems. However, manual input facilities make it
possible to utilise CoCoS-EDS for off-line equipment,
too.

The objectives of the CoCos software products are

to provide:

CoCoS-MPS (P 17 60 1, P 17 60 2)

Increased availability and reliability of engines.

Efficient reduction of operating costs and

losses.

Efficient planning of engine maintenance.

Easy and unambiguous identification of spare

parts.

Integrated stock handling and spare part

ordering.

Maintenance Planning System, CoCoS-MPS assists

in the planning and initiating of preventive
maintenance. Key features are: scheduling of
inspections and overhaul, forecasting and budgeting
of spare part requirements, estimating of the amount
of work hours needed, work procedures, and logging
of maintenance history.
The main objectives of CoCoS-MPS are:

To assist in decision making onboard or at the

power plant.

To improve availability and reliability of engines.

To reduce maintenance costs and losses.

08028-0D/H5250/94.08.12

CoCoS-EDS (P 17 50 1, P 17 50 2)
Engine Diagnostics System, CoCoS-EDS assists in
the performance evaluation through diagnostics.
Key features are: on-line data logging, monitoring,
diagnostics and trends.
The main objectives of CoCoS-EDS are:

03.12

To assist in decision making onboard, at the

office, or at the power plant.

MAN B&W Diesel

P 17 40 0

1683324-8.2
Page 2 (2)

CoCoS

General
These objectives are achieved through:

Comprehensive maintenance programmes.

Dedicated tools for extensive planning of engine

performance.

Forecasting of the consumption of spare parts

and work hours.

Logging of maintenance history and

experience.

CoCoS-SPO (P 17 80 1, P 17 80 2)
Stock Handling and Spare Part Ordering, CoCoSSPO assists in managing the procurement and control
of the spare part stock. Key features are: available
stock, store location, planned receipts and issues,
minimum stock, safety stock, suppliers, prices and
statistics.
The main objectives of CoCoS-SPO are:

CoCoS-MPS can be used as a stand-alone system.

However, to obtain the full benefits of the principal
features of CoCoS-MPS, it should have direct
access to CoCoS-SPC and CoCoS-SPO.

To assist in the handling of the spare part

stock.

To give up-to-date information on current stock.

To forecast spare part availability.

To assist in the procurement of spare parts.

CoCoS-SPC (P 17 70 1, P 17 70 2)
These objectives are achieved through:
Spare Part Catalogue, CoCoS-SPC assists in the
identification of spare part. Key features are: multilevel part lists, spare part information, and graphics.

Stock administration.

Automatic generation of ordering proposals.

Easy preparation of - and follow-up on - orders.

Extensive reporting.

The main objectives of CoCoS-MPS are:

To assist in the identification of spare parts for

engines and other technical equipment, onboard or at the power plant.
To give easy access to spare part information.

These objectives are achieved through:

Multilevel part lists.

Graphics.

Spare part information.

Extended search.

CoCoS-SPO can be used as a stand-alone system.

However, to obtain the full benefits of the integrated
stock handling and spare part ordering, and of the
other principal features of CoCoS-SPO, it should
have direct access to CoCoS-MPS and CoCoSSPC.

CoCoS Suite (P 17 90 1)
08028-0D/H5250/94.08.12

CoCoS-SPC can be used as a stand-alone system.

However, to obtain the full benefits of the features of
CoCoS-SPC, it should have direct access to
CoCoS-MPS and CoCoS-SPO.

CoCoS Suite includes the four above-mentioned

system;
P 17 50 1 (2), P 17 60 1 (2), P 17 70 1 (2) and
P 17 80 1 (2).

03.12

Safety and Control

System

B 19

MAN B&W Diesel

1683385-8.8
Page 1 (3)

Operation Data & Set Points

B 19 00 0
L21/31

Acceptable
value at shop
Normal Value at Full load
test or after
repair

Alarm Set point

Autostop of engine

Lubricating Oil System

Temp. after cooler
(inlet filter)

SAE 40

TI 21

68-73 C

<73 C

TAH 21

80 C

Pressure after filter(inlet engine)

PI 22

4.2-5.0 bar

>4.5 bar

PAL 22

3.5 bar

PDAH 21-22

0.1-1 bar

<0.5 bar

PDAH 21-22

1.5 bar

(PI 22)

0.13-1.5 bar

<1.0 bar

PAL 25

0.12 bar (H)

PI 23

1.5 0.2 bar

(C)

>1.5 bar

PAL 23

0.9 bar

Pressure drop across filter

Prelubricating pressure
Pressure inlet turbocharger

3.0 bar
(2.5 bar)

TSH 12
(TSH 12) (D)

95 C
(100 C)

LAL 28/LAH low/high level

28

Lub. oil level in base frame

Pressure before filter

PSL 22
(PSL 22) (D)

PI 21

4.5-5.5 bar

PI 40
PI 40

3.5-6 bar
4-16 bar (A)

Fuel Oil System

Pressure after filter

MDO
HFO

Leaking oil
Temperature inlet engine MDO
HFO

PAL 40
PAL 40

3 bar
3-6 bar (E)

LAH 42

High leakage
level

TI 40
TI 40

30-40C
110-140C

Press. LT system, inlet engine

PI 01

2.5-4.5 bar

>1.8 bar

PAL 01

0.4 + (B) bar

Press. HT system, inlet engine

PI 10

2.0-4.0 bar

>1.8-<6 bar

PAL 10

0.4 + (B) bar

Temp. HT system, outlet engine

TI 12

75-85C

<85 C

TAH 12
TAH 12-2

90 C
93 C

Temp. LT system, inlet engine

TI 01

30-40C

Exh. gas temp. before TC

TI 62

480-530 C

Exh. gas temp. outlet cyl.

TI 60

350-450 C

TAH 62
TAH 62-2
TAH 60

570 C
620 C
465 C

TAD 60

average
50 C

TAH 61

450 C

PAL 70

6.5 bar

Cooling Water System

Exhaust Gas and Charge Air

08028-0D/H5250/94.08.12

Diff. between individual cyl.

06.06

average
25 C

Exh. gas temp. after TC

TI 61

250-350 C

Ch. air press. after cooler

PI 31

2.8-3.1 bar

Ch. air temp. after cooler

TI 31

40-55 C

<55 C

PI 70

7-9 bar

>7.5-<9 bar

SI 90

1000 rpm

SAH 81

1150 rpm

SSH 81
(SSH 81) (D)

1130 rpm
(1150 rpm)

SI 90

900 rpm

SAH 81

1035 rpm

SSH 81
(SSH 81) (D)

1017 rpm
(1035 rpm)

Compressed Air System

Press. inlet engine
Speed Control System
Engine speed elec.

MAN B&W Diesel

B 19 00 0

1683385-8.8
Page 2 (3)

Operation Data & Set Points

L21/31
Acceptable
value at shop
Normal Value at Full load
test or after
repair
Turbocharger speed

Alarm Set point

SI 89

30000-47000
rpm

SAH 89

(J)

TI 98

100 C

TAH 98

130 C

SX32

switch

Autostop of engine

Alternator
Winding temperature
Miscellaneous
Jet system failure
Monitoring system failure

24 VDC
15%

UX 95-1

switch

Safety system failure

24 VDC
15%

UX 95-2

switch

Turning engaged

ZS75

Engaged (F)

Local indication

ZS 96

switch

Remote indication

ZS 97

switch

Common shutdown

SS 86

switch (F)

Monitoring sensor cable failure

SX 86-1

switch

Safety sensor cable failure

SX 86-2

switch

Start failure

SX 83

switch (G)

Stop signal

SS 84

switch (F)

SX 84

switch

SS 90

880 rpm (I)

SS 87

switch

Stop failure
Engine run

SI 90
900/1000 rpm

Ready to start

A. Fuel Oil Pressure, HFO-operation.

C. Lub. Oil Pressure, Offset Adjustment.

When operating on HFO, the system pressure must

be sufficient to depress any tendency to gasification
of the hot fuel.

The read outs of lub. oil pressure has an offset

adjustment because of the transmitter placement.
This has to be taken into account in case of test and
calibration of the transmitter.

The system pressure has to be adjusted according

to the fuel oil preheating temperature.

D. Software Created Signal.

B. Cooling Water Pressure, Alarm Set Points.

Software created signal from PI 22, TI 12, SI 90.

08028-0D/H5250/94.08.12

Remarks to Individual Parameters

As the system pressure in case of pump failure will

depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to
0.4 bar plus the static pressure. The static pressure
set point can be adjusted on the base module SW3.
06.06

MAN B&W Diesel

1683385-8.8
Page 3 (3)

Operation Data & Set Points

B 19 00 0
L21/31

E. Set Points depending on Fuel Temperature.

G. Start Failure.
If remote start is activated and the engine is in
blocking or local mode or turning is engaged
the alarm time delay is 2 sec.
Start failure will be activated if revulutions are
below 50 rpm within 5 sec. from start or
revulutions are below 210 rpm 10 sec. from
start.
Start failure alarm will automatically be released after 30 sec. of activation.
H. Alarm Hysterese.

Fig 1 Set point curve.

On all alarm points (except prelub. oil pressure) a

hysterese of 0.5% of full scale are present. On
prelub. oil pressure alarm the hysterese is 0.2%.

F. Start Interlock.

I. Engine Run Signal.

The following signals are used for start interlock/

blocking:
1)
2)
3)
4)
5)
6)

Turning must not be engaged

Engine must not be running
"Remote" must be activated
No shutdowns must be activated.
The prelub. oil pressure must be OK, 20 min.
after stop.
"Stop" signal must not be activated

The engine run signal is activated when engine

rpm >880 or lube oil pressure >3.0 bar or TC
rpm >5000 rpm.
If engine rpm is above 210 rpm but below 880
rpm within 30 sec. the engine run signal will be
activated.
J. Limits for Turbocharger Overspeed Alarm
(SAH 89)

08028-0D/H5250/94.08.12

Engine type
5L21/31 / TCR 16
6L21/31 / TCR 16
7L21/31 / TCR 16
8L21/31 / TCR 18
9L21/31 / TCR 18

06.06

900 rpm
47,630
47,630
47,630
39,280
39,280

1000 rpm
47,630
47,630
47,630
39,280
39,280

MAN B&W Diesel

1665767-2.9
Page 1 (7)

Safety, Control and Monitoring System

B 19 00 0
General

General Description
Monitoring and instrumentation on the engine represents a tailor-made system. The system is designed
to fulfil the following requirements:

The engine is equipped with the following main

safety, control and monitoring components:

Continuous analogue monitoring

Independent safety system
Easy installation
Simple operation
Instrumentation complete
No maintenance
Prepared for CoCoS
Redundant safety system

08028-0D/H5250/94.08.12

In order to fulfil all classification society requirements

the engine is equipped with monitoring sensors for
all medias as standard. If just one classification
society require one specific measuring point it is
standard on the engine. Also a built-on safety system
is standard.

Fig 1 Monitoring and safety system.

05.18 - NG

Safety system
Governor
Monitoring modules
base module (BM)
operation box (OB)
monitoring of temperatures/pressures
panel (MTP)
monitoring of exhaust gas temperature
panel (MEG)
monitoring of bearing temperature panel
(MBT), option
bearing temperature display (BTD), option
oil mist detector, option
Instrumentation (sensors, wiring, junction
boxes)
Manometers and thermometers
Output module (OM), option
Alarm panel (AP), option

MAN B&W Diesel

B 19 00 0

Safety, Control and Monitoring System

1665767-2.9
Page 2 (7)

General
Safety System
The safety system is an independent system for
monitoring and controlling the GenSets shutdown
functions.
The safety system is based on a programme logic
controller (PLC) which automatically controls the
automatically stop (shutdown) in case of:
Shutdown
1)
2)
3)
4)
5)
6)
7)

Overspeed
Low lube oil pressure
High HT water temp.
Emergency stop
High bearing temp. (option)
Oil mist stop (option)
Differential protection / earth connection (option)

Set points and special conditions can be found in the

"Operation Data & Set Points, B 19 00 0"

The spring-loaded pull rod permits the governor to

give full deflection even if the stop cylinder of the
manoeuvering system keeps the fuel injection pump
at "no fuel" position.
Each fuel injection pump is connected to the common, longitudinal regulating shaft by means of a
spring-loaded arm.
Should a fuel plunger seize in its barrel, thus blocking
the regulating guide, governing of the remaining fuel
injection pumps may continue unaffected owing to
the spring-loaded linkage between the blocked pump
and the regulating shaft.

Monitoring System
All media systems are equipped with temperature
sensors and pressure sensors for local and remote
reading.
The sensors for monitoring and alarming are connected to the base module.

Connection to and from the power management

system is hard wire connection.

Base Module

Governor
The engine speed is controlled by a hydraulic governor or electronic controller with hydraulic actuator.
Information about the design, function and operation
of the governor is found in the special governor
instruction book.
The governor is mounted on the flywheel end of the
engine and is driven from the camshaft via a cylindrical gear wheel and a set of bevel gears.

Regulating Shaft
The governor's movements are transmitted through
a spring-loaded pull rod to the fuel injection pump
regulating shaft which is fitted along the engine.

The base module is the centre of the monitoring

system.
The base module, the OB-module, the MTP-module
and the MEG-module are designed by MAN B&W
Diesel A/S, Holeby specifically for this engine type.
Apart from the electrical main connection to the
alternator the ship yard only has to perform the
following electrical connection:

24 VDC supply to the safety system.

Cable connection to/from power management
system.
24 VDC supply to the base module.
Modbus communication or interlink to output
module.

The vessels alarm and monitoring system in the

main switch board can be connected to the base
module by means of a 3-wire MODBUS communication link. For further information, please see the
description "Communication from the GenSet".

05.18 - NG

08028-0D/H5250/94.08.12

Indication of each shutdown can be found on the

operation box and directly on the safety system
module inside the terminal box.

MAN B&W Diesel

1665767-2.9
Page 3 (7)

Safety, Control and Monitoring System

B 19 00 0
General

In situations where the vessels system cannot operate a MODBUS communication unit, MBD-H offers
an output module (OM) to be installed in the vessels
control room.
By means of the OM it is possible to connect all digital
and analogue signals to the vessels monitoring
system in a conventional manner.
Communication between the base module (BM) and
the output module (OM) takes place via a 3-wire
interlink bus (RS485).
In the base module all the alarms are generated and
delay and cut-off at standstill is done. Set points and
special conditions can be found in "Operation Data
& Set Points, B 19 00 0".

Indication of:
Engine rpm
TC rpm
Starting air pressure
Display for digital read out
Indication of software version

Shutdowns indication:
overspeed
low lub. oil pressure
high fresh water temp.
emergency stop / oil mist

Please note that the local stop push button must be

activated at least 3 sec. before the engine will stop.

The Base Module do also include redundant safety

stop function for:
1)
2)
3)

Overspeed
Low lube oil pressure
High cooling water temperature

The set points for above redundant safety stop are

adjusted to a higher/lower point as the safety system. This will secure that the safety system will
normally stop the engine in a critical situation. Only
in case that the safety system is out of order the
redundant safety stop will be needed.

Operating Box Module (OB)

This module includes the following possibilities:

08028-0D/H5250/94.08.12

05.18 - NG

Operation of:
engine start
engine stop
remote mode
local mode
blocking/reset mode
lamp test
arrow up - shift upwards through measurements for display
arrow down - shift downwards through
measurements for display

Fig 2 Operation box module (OB).

The manual start button must be activated until

ignition, takes place. If the engine have been without
prelubrication in more than 20 minutes the engine
can not be electrical started.
The push buttons REMOTE - LOCAL - BLOCKING
is only related to the start function. In case of
BLOCKING the engine can not be started from local
or from remote (switchboard).

MAN B&W Diesel

B 19 00 0

Safety, Control and Monitoring System

1665767-2.9
Page 4 (7)

General
The stop function is not depended of the REMOTE
- LOCAL - BLOCKING position.
On the local operating box module the pressure,
temperature and rpm are illustrated by means of a
display: an LED indicates whether it is the working
hours, alternator, pressure, temperature or rpm which
is measured.
The display of the operation box module is used to
read each individual measurement chosen by using
"arrow up" or "arrow down" incl. MTP and MEG
measurements. All rpm, pressures and temperatures are indicated in full values. The value displayed
is indicated by flashing of the last segment of the
bargraph on the OB, MTP or MEG module.
If the lamp test button is activated for more than 3
sec. the software version will be displayed.
Fig 4 Monitor temp./press. (MTP)

If there is a deviation, the bargraph in question will

start to illuminate the segments upwards or downwards, depending on rising or falling measurements,
see fig 4.
It must be mentioned that the latter does not apply to
the charge air temperature and charge air pressure,
because they will vary with the engine load.

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

Monitoring of Temp./Pressure Panel (MTP)

The temperature shown on the MEG module is

indicated with segments illuminated from the left to
the right. The number of segments illuminated depends on the actual temperature of the exhaust gas.

All temperatures and pressures shown on the MTP

module's bargraph are indicated with illuminated
segments. When the temperatures and pressures
are within the stated limits, two segments are illuminated in the middle forming a straight line. This
means that it is easy to check the engines' systems,
even at distance.
Fig 5 Monitoring of exhaust gas temperature module (MEG).

05.18 - NG

08028-0D/H5250/94.08.12

Monitoring of Exhaust Gas Temperature

Panel (MEG)

MAN B&W Diesel

1665767-2.9
Page 5 (7)

Safety, Control and Monitoring System

B 19 00 0
General

For emergency operation in case of totally black-out

on the 24 V DC supply the engine is equipped with
manometers for:

Lub. oil pressure

Cooling water pressure
Fuel oil pressure

By performing an offset adjustment equalisation of

the temperature when the engine is adjusted correctly the operator will get the impression that the
temperatures then are identical when the pumps etc
are adjusted correctly. If a deviation of the temperatures occurs, it is because of problems with the
combustion or the fuel pumps just as the operator is
used to.

and thermometers for:

Cooling water temp.

Fuel oil temp.

The equaliser function is activated by pressing the

arrow push buttons on the OB panel for minimum
three seconds. A menu occurs and by pressing
arrow push buttons up/down the following options
are available:

"NO"

(Nothing happens and you return to

normal mode)
"YES"
(Equalisation is completed if possible. New offsets are calculated)
"RESET" (All offset values are re-zeroed)

The chosen option is accepted by pressing "BLOCKING" or "lamp test". If equalisation cannot be completed, "Err-2" will show up for two seconds and
afterwards it returns to normal mode again. In case
that a temperature deviation is above 40o C it will not
be possible to complete an equalisation and "Err-2"
will be indicated. The 40o C deviation is from the
"real" readings, and not from the "manipulated"
readings.
If the equaliser is activated on the OB panel without
choosing an option, it will automatically return to
normal OB display again after 15 seconds.
Fig 6 Monitor exh. gas temperature (MEG).

08028-0D/H5250/94.08.12

Equaliser Function for Exhaust Gas Temperature

An equaliser function has been introduced to take
into consideration the old learning that the exhaust
temperature values must be identical on a fourstroke diesel engine.
On the engine type L16/24, L27/38 and especially
L21/31 it is observed that the temperature are not
identical althrough the engine combustion is adjusted correctly. This fact may involve that the ship's
crew will adjust the fuel pumps improperly to obtain
identical exhaust temperature values for each cylinder and this is of course not desirable.

05.18 - NG

Monitoring of Bearing Temperature, MBT

(option)
The temperature shown on the MBT module is
indicated with segments illuminated from the left to
the right. The number of segments illuminated depends on the actual temperature of the bearing
temperature.

MAN B&W Diesel

B 19 00 0

Safety, Control and Monitoring System

1665767-2.9
Page 6 (7)

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

Alarm Panel (option)

Fig 7 Monitoring of bearing temperature (MBT), option.

Display for Bearing Temperature Display,

BTD (option)

It is important that all alarms leads to prompt investigation and remedy of the error. No alarm is insignificant. It is therefore important that all engine crew
members are familiar with and well trained in the use
and importance of the alarm system.The most serious alarms are equipped with slowdown and/or
shutdown functions.

08028-0D/H5250/94.08.12

On the bearing temperature display the excact measuring value for each individual bearing temperautre
can be read. Furthermore an indication of high
bearing temperature alarm and very high bearing
temperature shutdown are indicated.

An alarm panel with 24 alarm points can be connected to the system. The alarm panel can be
installed on the engine or in the engine control room,
see fig 7. The dimensions for the panel are (H/L/W):
144 x 96 x 35 mm.

Fig 9 Alarm panel.

Fig 8 Display for bearing temperature (BTD), option.
05.18 - NG

MAN B&W Diesel

1665767-2.9
Page 7 (7)

Safety, Control and Monitoring System

B 19 00 0
General

Instrumentation

The temperature sensors are placed at the measuring point.

Pressure measurements are generated from the

pressure transmitters.

Data
The exhaust gas temperatures are generated by
NiCr/Ni thermo sensors.
Temperatures are generated by PT100 sensors.
The above transmitters and sensors are specially
designed for installation on diesel engines.

08028-0D/H5250/94.08.12

The pressure sensors are placed centrally at the

front of the engine, facilitating easy access for maintenance and overhauls, and minimizing wire connections.

05.18 - NG

Power supply

: 24 VDC -20 to +30%,

max ripple 10%
Power consumption : < 2 amp
Ambient temp.
: -20oC to 70oC
External
communication links : MODBUS ASCII / RTU or
interlink (RS422 / RS485)

MAN Diesel
1693529-1.5
Page 1 (10)

Communication from the GenSet

B 19 00 0
General

All signals can be wired up from the OM-module to the ships alarm & monitoring system.

System Layout
Fig 1 shows the system layout. The modules BM, OB,
MTP, MEG and safety system are all placed on the
engine. More detailed information on each module
and sensors can be read in the description "Safety,
Control and Monitoring System".

Communication
Communication from the BM-module to the ships
alarm & monitoring system can be done in three
ways:
1)

2)

In the BM-module there is a MODBUS ASCII

or RTU interface communication.
An output module (OM) can be placed in
the control room switchboard or alarm disk.
Communication from the BM-module to the
OM-module is made via the 3 wire module
interlink bus.

08028-0D/H5250/94.08.12

In the OM-module all the signals are converted

into 4-20 mA signals and digital outputs.

Fig 1 System overview: "monitoring system & safety system"

06.44 - NG

3)

A simple alarm panel (AP) with 24 LED channels can be installed in the control room. This
solution only serves digital alarms.

If the alarm system can communicate with MODBUS

ASCII or RTU, there is no need for the OM-module
or AP. All signals can be communicated by the
MODBUS.
In the following please find a description of the MODBUS protocol and addressing of the signals.

MODBUS Protocol (BM)

The BM has a standard MODBUS ASCII and RTU
interface which may be selected, by means of a DIP
switch on the BM, to be either:

RS422 5 wire (Rx+, Rx-, Tx+, Tx-, GND) or

RS485 3 wire (Rx+/Tx+, Rx-/Tx-, GND)

MAN Diesel
B 19 00 0

Communication from the GenSet

1693529-1.5
Page 2 (10)

General
The communication setup is: 9600 baud, 8 databits,
1 stopbit, no parity.

The general message frame format has the following outlook:

The BM MODBUS protocol accept one command

(Function Code 03) for reading analog and digital
input values one at a time, or as a block of up to
32 inputs.

[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]

MODBUS is defined by the company AEG Modicon

and the implementated protocol in the BM is designed to observe the relevant demands in the latest
protocol description from AEG Modicon:

MODBUS was originally defined by EAG Modicon,

but is now adminstered by the MODBUS-IDA group.
The MODBUS protocol implemented for the BM is
defined in the document "MODBUS over serial line
specification and implementation V1.0", available at
http://www.modbus.org/

[:]
[SLAVE]

1 char. Begin of frame

2 char. Modbus slave address
Selected on DIP-switch at BM
print
[FCT]
2 char. Function code
[DATA]
n X 2 chars data.
[CHECKSUM] 2 char checksum (LRC)
[CR]
1 char CR
[LF]
1 char LF (end of frame)

Notice: The MODBUS address [SLAVE] should

be adjusted on the DIP-switch (SW 1) on the BM.
Allowed addresses are 1..63 (address 0 is not allowed). Broadcast packages will not be accepted
(to be ignored), see fig 2.

The following chapter describes the commands in

the MODBUS protocol, which are implementated,
and how they work.

The following function codes (FCT) is accepted:

03H:
10H:

Read n words at specific address.

Write n words at specific address.

Protocol Description
In response to the message frame, the slave (BM)
must answer with appropriate data. If this is not possible, a package with the most important bit in FCT
set to 1 will be returned, followed by an exception
code, where the following is supported:

The ASCII and RTU version of the MODBUS protocol is used, where the BM works as MODBUS slave.
All data bytes will be converted to 2-ASCII characters (hex-values). Thus, when below is referred to
bytes or words, these will fill out 2 or 4 characters,
respectively in the protocol.

01:
02:
03:
06:

Illegal function
Illegal data address
Illegal data value
BUSY. Message rejected

MODBUS address

Switch no

Address:
0
1
2

OFF
ON
OFF

OFF
OFF
ON

OFF
OFF
OFF

OFF
OFF
OFF

OFF
OFF
OFF

OFF
OFF
OFF

Not allowed

ON

ON

ON

ON

ON

ON

Not allowed

63

08028-0D/H5250/94.08.12

SW 1:

Fig 2 Modbus address

06.44 - NG

MAN Diesel
1693529-1.5
Page 3 (10)

Communication from the GenSet

B 19 00 0
General

FCT = 03H: Read n words

MODBUS addressing

The master transmits an inquiry to the slave (BM)

to read a number (n) of datawords from a given
address. The slave (BM) replies with the required
number (n) of datawords. To read a single register
(n) must be set to 1. To read block type register (n)
must be in the range 1...32.

In order to be able to read from the different I/O

and data areas, they have to be supplied with an
address.

Request (master):
[DATA] = [ADR][n]
[ADR]=Word stating the address in
HEX.
[n]=Word stating the number of words to
be read.
Answer (slave-BM):
[DATA] = [bb][1. word][2. word]....[n. word]
[bb]=Byte, stating number of subsequent
bytes.
[1. word]=1. dataword
[2. word]=2. dataword
[n. word]=No n. dataword

08028-0D/H5250/94.08.12

FCT = 10H: Write n words

In the MODBUS protocol each address refers to a

word or register. For the GenSet there are following I/O registers:

Block (multiple) I/O registers occupying up to

32 word of registers (see table 3, 4, 5 and 6).

Block I/O registers hold up to 32 discrete I/O's placed

at adjacent addresses, so it is possible to request
any number of I/O's up to 32 in a single MODBUS
command. Please refer to table 3, 4, 5 and 6 which
specifies the block I/Os registers addresses and how
the individual I/O's are situated within the block".

Data Format
The following types of data format have been chosen:

The master sends data to the slave (BM) starting

from a particular address. The slave (BM) returns the
written number of bytes, plus echoes the address.

Digital:

Write data (master):

[DATA] = [ADR][n] [bb][1. word][2. word]....[n
word]
[ADR] = Word that gives the address in
HEX.
[n] = Word indicating number of words to
be written.
[bb] = Byte that gives the number of bytes
to follow (2*n)
Please note that 8bb9 is byte size!
[1. word]=1. dataword
[2. word]=2. dataword
[n. word]=No n. dataword

Integer: Consists of 1 word (register):

1 word: 12 bit signed data
(second complement):
[0000H]=0
[0FFFH]=100% of range
[F000H]=-100% of range

Answer (slave-BM):
[DATA] = [ADR][bb*2]
[ADR]= Word HEX that gives the address
in HEX
[bb*2]=Number of words written.
[1. word]=1. dataword
[2. word]=2. dataword
[n. word]=No n. dataword

06.44 - NG

Consists of 1 word (register):

1 word: [0000H]=OFF
[FFFFH]=ON

Notice: 12 bit data format must be used no matter

what dissolution a signal is sampled with. All measuring values will be scaled to 12 bit signed.
Example 1:
PI10, range 0-6 bar
The value 2.3 bar will be represented as 38.33% of
6 bar = 0621H

MAN Diesel
B 19 00 0

Communication from the GenSet

1693529-1.5
Page 4 (10)

General

To prevent lock up of the protocol, ie. a breakdown

on the connection, a number of timeouts are to
be built in, as specified in the MODBUS protocol
specification:
MODBUS specification max. time between characters in a frame:
10 ms
MODBUS specification max. time between receipt
of frame and answer:
1 second

However the implementation of the protocol in the

GenSet Base Module is able to handle much smaller
timeouts (response times), which may be required
in order to obtain an acceptable worst-case I/O
scan time:
Base Module, max. time between characters in a
frame:5 ms
Base Module, max. time between receipt of frame
and answer:
100 ms

08028-0D/H5250/94.08.12

MODBUS Timeout

06.44 - NG

MAN Diesel
1693529-1.5
Page 5 (10)

B 19 00 0

Communication from the GenSet

General
In the tables below each signal has a importance
statement with following meaning:
Required by the classification society or MAN
B&W.
Recommended by MAN B&W.
"Nice to have".
In the tables below some signals have a remark with
following meaning:
a) Required by American Bureau of Shipping,
ABS.
b) Required by Bureau Veritas, BV.
c) Required by Jugoslavenski Register & DnV.
d) Required by Registro Italiano Navale, RINA.
e) Required by Nippon Kaiji Kyokai, NKK & DnV.
f) Bureau Veritas, Lloyds Register of Shipping
and ABS demand alarm point for low/high
heavy fuel oil temp. Normally this is placed
at yard side as an common alarm for all aux.
engines. The signal can also be generated from
iTI40.
g) "Common shutdown" consists of following
signals: PSL22, TSH12, SSH81 and ZS82
(as option TSH29/27 for L27/38 or LSH92 for
L27/38 and L32/40). Furthermore it consist
also of the redundant shutdowns performed in
the Base Module.

h) "Safety system failure" consists of following

signals: Power supply failure and internal watch
dog alarm.
i) "Safety sensor cable failure" means cable failure on one or more of following sensors: lub. oil
pressostate PSL22, cool. water ther-mostate
TSH12, speed pick-up SE90-2 or emergency
stop switch ZS82 (as option TSH29/27 for
L27/38 or LSH92 for L27/38 and L32/40)
j) "Local shutdown" only consists of the shutdowns (PSL22, TSH, SSH81, and ZS82) in the
safety system.
k) For L27/38, L21/31 and L32/40 the signal
ZS82, also includes high oil mist shutdown,
LSH92 if it is installed (option).
l) Oil mist (LSH/LAH92) is standard for 7, 8, 9 cyl.
L27/38 (for marine application) and L32/40. For
5, 6 cyl. L27/38 and L21/31 it is an option.
m) Required by Det Norske Veritas, DnV.
n) For L16/24 engine type TC rpm range is 080000.
o) Not accepted by all classification societies.
p) For GenSets with high voltage alternators.
General) All alarm signals are already performed
with necessary time delay. F.ex. lub. oil level
alarms (LAL/LAH28) includes 30 sec. alarm
delay. Start air alarm (PAL70) includes 15 sec.
alarm delay. No further delay are needed.

08028-0D/H5250/94.08.12

Table 3 (Block scanning)

Signal

Name/description

oLAH42
oPAL25
oSX32
oUX95-2
oSS86
oTAH98
oPAL10
oPAL70
oPDAH21-22
oPAL 22
oPAL40
oTAH12
oTAH21
oLAL28
oLAH28
iZS75
oSAH81
oTAD60
oTAH61
oTAH62

Drain box high level

Prelub. oil low press.
Jet system failure
Safety system failure
Common shutdown
Alternator winding temp. high
HT water press. inlet low
Starting air press. low
Diff. press. high, lub. oil filter
Lub. oil press. inlet low
Fuel press. low
HT water temp. high
Lub. oil temp. inlet high
Low oil level base frame
High oil level base frame
Microswitch, turning gear engaged
Overspeed alarm
Exh. gas temp. high or low
TC temp. outlet, high
TC temp. inlet, high

Address

Data format

Importance

4002
4003
4004
4005
4006
4007
4008
4009
400A
400B
400C
400D
400E
400F
4010
4011
4012
4013
4014
4015

Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital

Required
Required
Required
Required
Required
Required
Required
Required
Required
Required
Required
Required
Required
Recommended
Recommended
Recommended
Recommended
Recommended
Recommended
Recommended

Remark

Meas. range

h)
g)

b)
b)
m)
m)

Cont.
06.44 - NG

MAN Diesel
B 19 00 0

1693529-1.5
Page 6 (10)

Communication from the GenSet

General
Cont. of table 3
Signal

Name/description

iTI12
iTI21/22
iTI40
iTI98-1
iTI98-2
iTI98-3
iPI10
iPI22
iPI40
iPI70
oSX86-2
oSX83

HT water temp. outlet

Lub. oil temp. inlet
Fuel oil temp. inlet
Alternator winding temp. 1
Alternator winding temp. 2
Alternator winding temp. 3
HT water press. inlet
Lub. oil press inlet engine
Fuel oil press. inlet
Starting air pressure
Safety sensor cable failure
Start failure

Address

Data format

Importance

Remark

Meas. range

4016
4017
4018
4019
401A
401B
401C
401D
401E
401F
4020
4021

Integeter 12 Bit
Integeter 12 Bit
Integeter 12 Bit
Integeter 12 Bit
Integeter 12 Bit
Integeter 12 Bit
Integeter 12 Bit
Integeter 12 Bit
Integeter 12 Bit
Integeter 12 Bit
Digital
Digital

Recommended
Recommended
Recommended
Recommended
Recommended
Recommended
Recommended
Recommended
Recommended
Recommended
Recommended
Recommended

m)
a) + m)
f)
a)
a)
a)
a) + m)
a) + m)

0-200 C
0-200 C
0-200 C
0-200 C
0-200 C
0-200 C
0-6 bar
0-10 bar
0-16 bar
0-40 bar

Address

Data format

Importance

Remark

4042
4043
4044
4045
4046
4047
4048
4049
404A
404B
404C
404D
404E
404F
4050
4051
4052
4053
4054
4055
4056
4057
4058
4059
405A
405B
405C
405D
405E
405F
4060
4061

Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Integer 12 Bit
Digital
Digital
Digital
Digital
Digital

Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have

a)
i)

Table 3 MODBUS block 1 (multiple i/o) register addressing.

Table 4 (Block scanning)

Name/description

iPSL22
iTSH12
iZS82 (LSH92)
iSSH81
oZS96
oZS97
oSA99
oSS90A
iTE60-1
iTE60-2
iTE60-3
iTE60-4
iTE60-5
iTE60-6
iTE60-7
iTE60-8
iTE60-9
iTE61
iTE62
iTI01
iTI31
iPI01
iPI21
iPI23
iPI31
oSE90
oSE89
oUX95-2_Dly
oSX84
iSS86-3
oPAL01
oPAL23

Lub. oil inlet low pressure, stop

HT water outlet high temp., stop
Emergency shutdown (oil mist)
Overspeed stop
Local indication
Remote indication
(Spare)
Engine running
Exh. gas temp., cylinder 1
Exh. gas temp., cylinder 2
Exh. gas temp., cylinder 3
Exh. gas temp., cylinder 4
Exh. gas temp., cylinder 5
Exh. gas temp., cylinder 6
Exh. gas temp., cylinder 7
Exh. gas temp., cylinder 8
Exh. gas temp., cylinder 9
Exh. gas temp. outlet TC
Exhaust gas temp. inlet TC
LT water temp. inlet
Charge air temp.
LT water press. inlet
Lub. oil press. inlet filter
Lub. oil TC press.
Charge air press.
Engine RPM pickup
TC RPM pickup
(Spare)
Stop failure
Shutdown from safety system
LT water press. inlet
Lub. oil press. TC, low

Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have

Meas. range

k)+l)

c)
c)
c)
c)
c)
c)
c)
c)
c)
d)
e)

n)

0-800 C
0-800 C
0-800 C
0-800 C
0-800 C
0-800 C
0-800 C
0-800 C
0-800 C
0-800 C
0-800 C
0-200 C
0-200 C
0-6 bar
0-10 bar
0-4 bar
0-4 bar
0-1600 rpm
0-60000 rpm

j)

Table 4 MODBUS block 2 (multiple i/o) register addressing.

06.44 - NG

08028-0D/H5250/94.08.12

Signal

MAN Diesel
1693529-1.5
Page 7 (10)

B 19 00 0

Communication from the GenSet

General
Table 5 (Block scanning)
Signal

Name/description

oSAH89
oTAH62-2
oTAH12-2
oTAH60-1
oTAH60-2
oTAH60-3
oTAH60-4
oTAH60-5
oTAH60-6
oTAH60-7
oTAH60-8
oTAH60-9
oUX95-1
oSX86-1
iLAH92

High TC rpm
High exh. gas temp. before TC
High cooling water temp.
High exh. gas temp cyl. 1
High exh. gas temp cyl. 2
High exh. gas temp cyl. 3
High exh. gas temp cyl. 4
High exh. gas temp cyl. 5
High exh. gas temp cyl. 6
High exh. gas temp cyl. 7
High exh. gas temp cyl. 8
High exh. gas temp cyl. 9
Monitoring system failure
Monitoring sensor failure
High oil mist alarm (oil splash)

Address

Data format

Importance

Remark

40C2
40C3
40C4
40C5
40C6
40C7
40C8
40C9
40CA
40CB
40CC
40CD
40CE
40CF
40D0

Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital
Digital

Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Recommended
Recommended
Nice to have

m)
m)
m)
m)
m)
m)
m)
m)
m)
m)
m)
m)

Address

Data format

Importance

Remark

4090

Digital

Nice to have

p)

Meas. range

l)

Table 5 MODBUS block 3 (mutiple i/o) register addressing.

Individual scanning
Name/description

oZS57

Earth connector & diff. protection

08028-0D/H5250/94.08.12

Signal

06.44 - NG

Meas. range

MAN Diesel
B 19 00 0

1693529-1.5
Page 8 (10)

Communication from the GenSet

General
Table 6 (Block scanning)
Signal

Name/description

Address

Data format

Importance

Following signals are only available as option for engine type L27/38.
iTI29-1
Main bearing temp.
4005H
Integer 12 Bit
iTI29-2
Main bearing temp.
4004H
Integer 12 Bit
iTI29-3
Main bearing temp.
4003H
Integer 12 Bit
iTI29-4
Main bearing temp.
4002H
Integer 12 Bit
iTI29-5
Main bearing temp.
4006H
Integer 12 Bit
iTI29-6
Main bearing temp.
4007H
Integer 12 Bit
iTI29-7
Main bearing temp.
4008H
Integer 12 Bit
iTI29-8
Main bearing temp.
4009H
Integer 12 Bit
iTI29-9
Main bearing temp.
400AH
Integer 12 Bit
iTI29-10
Main bearing temp.
400BC
Integer 12 Bit
iTI29-11
Guide bearing temp.
400CH
Integer 12 Bit
oTI29-1
Cable break
400DH
Digital
oTI29-2
Cable break
400EH
Digital
oTI29-3
Cable break
400FH
Digital
oTI29-4
Cable break
4010H
Digital
oTI29-5
Cable break
4011H
Digital
oTI29-6
Cable break
4012H
Digital
oTI29-7
Cable break
4013H
Digital
oTI29-8
Cable break
4014H
Digital
oTI29-9
Cable break
4015H
Digital
oTI29-10
Cable break
4016H
Digital
oTI29-11
Cable break
4017H
Digital
iTI27-1
Alternator bearing temp.
4018H
Integer 12 Bit
iTI27-2
Alternator bearing temp.
4019H
Integer 12 Bit
iTI INTERNT.
Compensation resistor
401AH
Integer 12 Bit
oTSH29/27
High bearing temp. shutdown
401BH
Digital
oTSH29/27
High bearing temp. shutdown
401CH
Digital
oTSH29/27A
Common alarm main bearing temp.
401DH
Digital
oTSH29/27B
Common alarm main bearing temp.
401EH
Digital
oUX29/27
Common cable failure
401FH
Digital

Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have
Nice to have

Remark

Meas. range

0-800 C
0-800 C
0-800 C
0-800 C
0-800 C
0-800 C
0-800 C
0-800 C
0-800 C
0-800 C
0-800 C

0-200 C
0-200 C
0-200 C

Table 6 MODBUS block 4 (mutiple i/o) register addressing.

Table 7 (Individual scanning of control signals)

Name/description

Address

Data format

Running hours
Start via MODBUS
Stop via MODBUS
Start counter

C141
C1C1
C201
C241

32 bit word
Digital
Digital
32 bit word

Importance

Remark

Meas. range
2 registers

08028-0D/H5250/94.08.12

Signal

o)
o)
2 registers

Table 7 MODBUS block 5 (multiple i/o) register addressing.

In fig 8 and 9 some examples of wiring are illustrated.

See also description "Guidelines for cable and wiring" for further information.

06.44 - NG

MAN Diesel
1693529-1.5
Page 9 (10)

Communication from the GenSet

B 19 00 0
General

08028-0D/H5250/94.08.12

Engine type L16/24, L21/31, L27/38 or L32/40

Fig 8 MODBUS communication (RS 485 and RS 422).

06.44 - NG

MAN Diesel
B 19 00 0

Communication from the GenSet

1693529-1.5
Page 10 (10)

General
Engine type L27/38 incl. bearing surveillance module

Fig 9 MODBUS communication (RS 485).

08028-0D/H5250/94.08.12

Comment:
Always connect each engine with
separate serial cable to the alarm system. Do not
connect all auxiliary engines on one serial cable
connection.

06.44 - NG

MAN Diesel
1699190-5.0
Page 1 (1)

Oil Mist Detector

B 19 22 1
General

Description
The oil mist detector type Tufmon from company Dr.
Horn is standard on the 7, 8 and 9L27/38 engine
types and option for all other engine types.
The oil mist detector is based on direct measurement
of the oil mist concentration in the natural flow from
the crankcase to the atmosphere.
The detector is developed in close cooperation
between the manufacturer Dr. Horn and us and it
has have been tested under realistic conditions at
our testbed.
The oil mist sensor is mounted on the venting pipe
together with the electronic board. At first the sensor
will activate an alarm, and secondly the engine will
be stopped, in case of critical oil mist concentration.
Furthermore there is an alarm in case of sensor
failure. To avoid false alarms direct heating of the
optical sensor is implemented. The installation is
integrated on the engine. No extra piping/cabling
is required.

Tecnical Data
Power supply
: 24 V DC +30% / -25%
Power consumption : 1 A
Operating temperature : 0 C....+70 C

08028-0D/H5250/94.08.12

Enclosure according to DIN 40050:

Analyzer
: IP54
Speed fuel rack and
optical sensors
: IP67
Supply box and connectors : IP65

06.47

Fig 1 Oil mist detector.

MAN B&W Diesel

1631477-3.3
Page 1 (2)

E 19 11 0

Prelubricating Oil Pump Starting Box

General
Description

The pump can be arranged for continuous or intermittent running. (For L16/24, L21/31 & L27/38 only
continuous running is accepted).

The prelubricating oil pump box is for controlling the

prelubricating oil pump built onto the engine.

Depending on the number of engines in the plant, the

control box can be for one or several engines.

The control box consists of a cabinet with starter,

overload protection and control system. On the front
of the cabinet there is a lamp for "pump on", a
change-over switch for manual start and automatic
start of the pump, furthermore there is a main switch.

The prelubricating oil pump starting box can be

combined with the high temperature preheater control box.
See also B 12 07 0, Prelubricating Pump.

10.2

Pre.lub. oil pump

Engine 1

Man Auto
OFF

Pump
ON

Man Auto
OFF

Pre.lub. oil pump

Engine 3

Pump
ON

Man Auto
OFF

560

Pump
ON

Pre.lub. oil pump

Engine 2

08028-0D/H5250/94.08.12

630

Fig 1 Dimensions.

01.10

220

MAN B&W Diesel

E 19 11 0

Prelubricating Oil Pump Starting Box

1631477-3.3
Page 2 (2)

08028-0D/H5250/94.08.12

General

Fig 2 Wiring diagram.

01.10

Foundation

B 20

MAN B&W Diesel

1687109-1.0
Page 1 (1)

Recommendations Concerning Steel Foundations

for Resilient Mounted GenSets

B 20 01 0
L21/31

Foundation Recommendations
When the generating sets are installed on a transverse stiffened deck structure, it is generally recommended to strengthen the deck by a longitudinal
stiffener inline with the resilient supports, see fig 2.
For longitudinal stiffened decks it is recommended to
add transverse stiffening below the resilient supports.
It is a general recommendation that the steel foundations is in line with both the supporting transverse
and longitudinal deck structure , fig 1, in order to
obtain sufficient stiffness in the support of the resilient mounted generating sets.

08028-0D/H5250/94.08.12

The strength and the stiffness of the deck structure

has to be based on the actual deck load, i.e. weight
of machinery, tanks etc. and furthermore, resonance
with the free forces and moments from especially the
propulsion system have to be avoided.

02.10

Fig 2 Resilient supports.

Fig 1 Transverse stiff deck structure.

MAN B&W Diesel

1687110-1.0
Page 1 (2)

Resilient Mounting of Generating Sets

B 20 01 3
L21/31

Resilient Mounting of Generating Sets

1)

On resiliently mounted generating sets, the diesel

engine and the alternator are placed on a common
rigid base frame mounted on the ship's/machine
house's foundation by means of resilient supports,
Conical type.

The support between the bottom flange of the

conical mounting and the foundation is made
with a loose steel shim. This steel shim is
adjusted to an exact measurement (min. 75
mm) for each conical mounting.

2)

The support can also be made by means of two

steel shims, at the top a loose steel shim of at
least 75 mm and below a steel shim of at least
10 mm which are adjusted for each conical
mounting and then welded to the foundation.

All connections from the generating set to the external systems should be equipped with flexible connections and pipes. Gangway etc. must not be
welded to the external part of the installation.

Resilient Support
A resilient mounting of the generating set is made
with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. These conical mountings are bolted to
the top flange of the base frame (see fig 1).
The setting from unloaded to loaded condition is
normally between 5-11 mm for the conical mounting.

08028-0D/H5250/94.08.12

The support of the individual conical mounting can

be made in one of the following three ways:

Fig 1 Resilient mounting of generating sets.

Fig 2 Support of conicals.

02.10

MAN B&W Diesel

B 20 01 3

Resilient Mounting of Generating Sets

1687110-1.0
Page 2 (2)

L21/31
Finally, the support can be made by means of
chockfast. It is necessary to use two steel
shims, the top steel shim should be loose and
have a minimum thickness of 75 mm and the
bottom steel shim should be cast in chockfast
with a thickness of at least 10 mm.

Irrespective of the method of support, the 75 mm

steel shim is necessary to facilitate a possible future
replacement of the conical mountings, which are
always replaced in pairs.

Adjustment of Engine and Alternator on

Base Frame
The resiliently mounted generating set is normally
delivered from the factory with engine and alternator
mounted on the common base frame. Eventhough
the engine and alternator have been adjusted by the
factory with the alternator rotor placed correctly in
the stator and the crankshaft bend of the engine is
within the prescribed tolerances.

08028-0D/H5250/94.08.12

3)

02.10

Test running

B 21

MAN B&W Diesel

1356501-5.6
Page 1 (1)

Test Running of GenSets on DO

B 21 01 1
General

1)

Warming up of GenSets.

2)

Load test in hours: (at 750 / 1000 rpm for 50 Hz or 720 / 900 / 1200 rpm for 60 Hz)

Load (%)

25

50

75

100

110

American Bureau of Shipping

Bureau Veritas

Chinese Corp. Register of Shipping

Det Norske Veritas

Germanischer Lloyd

Lloyd's Register of Shipping

Registro Italiano Navale

USSR Register of Shipping

3/4

3/4

3/4

3/4

Register of Shipping of
Peoples Republic of China

3/4

3/4

3/4

3/4

3/4

3/4

3/4

Nippon Kaiji Kyokai

3)

Governor test:

Measurement of momentaneous speed variation

Measurement of permanent speed variation,

08028-0D/H5250/94.08.12

from

load to
0%
50%
100%

load

4)

Overspeed test.

5)

Parallel running of GenSets.

6)

Test of remote start/stop and emergency functions.

7)

Test of alarm functions according to the actual list for the specific plant.

8)

Crankshaft deflection with warm engine (not 16/24).

9)

General inspection.

10)

03.35

100 %
0%
50 %

Inspection of lub. oil filter cartridges of each engine.

Spare Parts

E 23

MAN B&W Diesel

1699168-0.0
Page 1 (2)

Weight and Dimensions of Principal Parts

E 23 00 0
L21/31

Piston approx. 40 kg

Cylinder liner approx. 80 kg

only for 5 cyl.

Cylinder liner
only for 6-7-8-9 cyl.

08028-0D/H5250/94.08.12

Cylinder head incl. rocker arms approx. 225 kg

06.17 - 220kW

MAN B&W Diesel

E 23 00 0

1699168-0.0
Page 2 (2)

Weight and Dimensions of Principal Parts

L21/31

TCR 18 - approx. 770

TCR 18 - approx. 1300

Turbocharger - TCR16 approx.

kg
Turbocharger - TCR18 approx. 440 kg

08028-0D/H5250/94.08.12

Charge air cooler approx. 267 kg

Connecting rod approx. 62 kg

Cylinder unit approx. 485 kg

06.17 - 220kW

02.17
20 24 28 32 36
56789
none

10 12 14 16 18

none

none

none
none

none

none

O-ring for relief valve, crankcase doors. sets

Plunger/barrel for injection pump

0-8000 hours

observation

0-4000 hours

sets

Kits for turbine and main starting valve

Big-end bearings

Piston, scraper rings, flame rings

and sealing rings

sets

cyl. sets

none
none

none

none

none

none

none

none

none

56789

0-12000 hours

observation

none

none

none

none

none

none

6 7 8 10 10

11111

66666

none

none

56789

30 36 42 48 54
10 12 14 16 18
11111

10 12 14 16 18
11111

10 12 14 16 18
22222
none

8 10 11 13 14
22222
none

11111
observation
0-20000 hours

11111
observation
0-16000 hours

56789
none

none

56789

56789

56789

56789

11111

11111

56789

22222

22222

11111

11111

11111

11111

10 10 10 10 10

88888

11111

50 60 70 80 90

40 48 56 64 72

11111

56789

56789

56789

56789

none

56789

56789

none

0-20000 hour

0-16000 hours

none

56789

56789

56789

0-24000 hours

observation

11111

11111

22222

11111

none

22222

12 14 17 19 21

22222

12 12 12 12 12

11111

11111

15 18 21 24 27

60 72 84 96 108

56789

56789

56789

56789

0-24000 hour

10 12 14 16 18

10 12 14 16 18

16 19 22 26 30
44444
56789

14 17 20 22 24
22222
none

22222
observation
0-32000 hours

11111
observation
0-28000 hours

10 12 14 16 18
56789

none

10 12 14 16 18

56789

56789

56789

22222

11111

56789

44444

22222

22222

22222

22222

11111

16 16 16 16 16

14 14 14 14 14

22222

22222

11111

11111

20 24 28 32 36

15 18 21 24 27

70 84 96 112 126 80 96 112 128 144

10 12 14 16 18

10 12 14 16 18

56789

56789

56789

56789

0-32000 hour

0-28000 hour

Recommended Wearing Parts

O-rings for cylinder head mountingcyl.

Number of cylinder

sets

observation

none

sets

Kits for prelubricating oil pump

56789

none

none

sets

Kits for lubricating oil pump

56789

none

none

sets

Kits for water pumps L.T. + H.T.

Consumption for cylinder unit

none

none

Turbine nozzle ring for TC

sets
none

44566

cyl.sets

22333

O-ring for cyl.head top shield.

none

sets

O-rings for lub. oil filter cartridge

none

sets

Lub.oil filter cartridges.

none
44444

sets

O-ring for camshaft gear wheel

inspection.

22222

sets

cyl. sets

O-rings for air cooler

Injection nozzle

O-rings for injection valve mounting. cyl. sets

none

none

none

56789

0-12000 hours

1687156-8.0
Page 1 (1)

none

none

none

cyl. sets

O-rings for mounting of cyl.units.

none

none

O-ring, sleeve for fuel injection valve cyl. sets

none

56789

56789

none

0-8000 hours

0-4000 hours

Inlet and exhaust valves, inc. valve guide and

valve seats.
cyl. sets

Number of cylinder

L21/31
Consumption for one engine
excl. cylinder unit

08028-0D/H5250/94.08.12

MAN B&W Diesel

E 23 04 0
L21/31

MAN B&W Diesel

1683308-2.5
Page 1 (2)

P 23 01 1

Standard Spare Parts

L21/31
Extent according to the requirements of (Marine engines only):
For guidance
American Bureau of Shipping.
Bureau Veritas.
Lloyd's Register of Shipping.
Det Norske Veritas.

08028-0D/H5250/94.08.12

Description

06.09

Cylinder Head
Valve spindle, inlet
Valve spindle, exhaust
Spring
Valve seat ring, inlet
Valve seat ring, exhaust
Valve rotators
Kit for cylinder unit consisting of following items
O-ring
O-ring
O-ring
O-ring
O-ring
O-ring
O-ring
Circlip
Conical ring 2/2
O-ring
O-ring
O-ring
O-ring
Piston ring
Piston ring
Oil scraper ring
Sealing ring
O-ring
O-ring
O-ring
O-ring
O-ring
O-ring
Seal ring

Demands
Germanischer Lloyd.
USSR Register of Shipping.
Chinese Register.
Nippon Kaiji Kyokai
Korean Register of Shipping
Registro Italiano Navale
Qty.

2
2
4
2
2
4
1

Plate

50502
50502
50502
50501
50502
50502
50500
50501
50501
50501
50501
50501
50501
50501
50502
50502
50502
50502
50502
50510
50601
50601
50601
50610
50610
51230
51402
51402
51404
51404
51630

Item

274
274
201
123
184
191
021
064
135
172
196
231
243
363
095
178
237
250
536
014
093
103
127
031
055
027
033
104
022
046
033

MAN B&W Diesel

1683308-2.5
Page 2 (2)

Standard Spare Parts

P 23 01 1
L21/31

Description

Qty.

Plate

Item

Piston and Connecting Rod, Cylinder Liner

Screw for connecting rod
Screw for connecting rod
Bush for connecting rod
Piston pin
Retaining ring
Connecting rod bearing 2/2

2
4
1
1
2
1

50601
50601
50601
50601
50601
50601

152
211
056
019
032
139

Engine Frame and Base Frame

Main bearing shells
Stud
Nut

1
2
2

51101
51101
51101

241
216
228

Turbocharger System
Gasket

51202

024

*
1

51402
51401

116
565

1
1

51404
51404

117
129

Fuel Oil System and Injection Equipment

Fuel oil injector
Fuel oil injection pump
Fuel oil high-pressure pipe in cylinder head
- Pressure pipe, complete
- Delivery socket, complete

No of spare parts =

C
2

(add up to equal number)

C = Number of cylinders for engine with max. cyl. no in plant.

Then the number of spare parts must be

7
2

08028-0D/H5250/94.08.12

ex. A plant consists of 2x5L21/31 and 2x7L21/31.

= 3.5

Plate No. and Item No. refer to the spare parts plates in the instruction book.

06.09

Tools

P 24

MAN B&W Diesel

1683314-1.1
Page 1 (2)

Standard Tools for Normal Maintenance

P 24 01 1
L21/31

Description

Qty.

Plate

Item

1
1
1
1
1

52000
52000
52000
52000
52000

014
038
087
134
146

1
1
1
1
1
1
1
1

52000
52000
52000
52000
52000
52000
52000
52000

021
045
069
082
104
153
165
190

1
1

52000
52000
52000

212
221
224

Operating gear for inlet and exhaust valves

Feeler gauge

52000

010

Crankshaft and main bearings

Dismantling tool for main bearing upper shell
Tool for fixing of marine head for counterweight

1
1

52000
52000

035
060

Turbocharger System
Eye screw for lifting
Container complete for water washing of compressor side
Blowgun for dry cleaning of turbocharger

1
1
1

52000
51205
51210

036
318
136

1
1

52000
52000

013
407

1
1

52000
52000
52000

074
177
050

1
1

52000
52000

044
032

Cylinder head
Valve spring tightening device
Lifting tool for cylinder unit
Grinding tool for cylinder head/liner
Max. pressure indicator
Handle for indicator valve

08028-0D/H5250/94.08.12

Piston, connecting rod and cylinder liner

Removing device for flame ring
Guide bush for piston
Fit and removal device for connecting rod bearing
Lifting device for cylinder liner
Lifting device for piston and connecting rod
Testing mandrel for piston ring grooves, 6.43 mm
Testing mandrel for piston ring grooves, 5.43 mm
Piston ring opener
Supporting device for connecting rod and piston in
the cylinder liner (2 pieces), incl. fork
Fork
Honing brush

05.28

Fuel oil system and injection equipment

Cleaning tool for fuel injector
Extractor device for injector valve
Grinding device for nozzle seat, incl.
plier for piston pin lock ring
Plier for piston pin lock ring
Pressure testing tool
Lubricating oil system
Fitting device for lube. oil cooler
Eye screw for lifting

MAN B&W Diesel

P 24 01 1

Standard Tools for Normal Maintenance

1683314-1.1
Page 2 (2)

Description

Hydraulic tools
Hydraulic tools box 1, incl. pressure pump
consisting of:
Pressure pump complete
Hose with unions
Force-off device
Storage tank
Set of spare parts
Hydraulic tools box 2
consisting of:
Hydraulic tightening cylinder M33 x 2
Pressure part M33 x 2
Set of spare parts
Hydraulictightening cylinder M30 x 2
Pressure part, short M22 x 2
Pressure part, long M22 x 2
Tension screw M22 x 2
Set of spare parts
Turn pin
Turn pin
Turn pin
Angle piece
Measuring device
Hydraulic tools box 3
consisting of:
Hydraulic tightening cylinder M30 x 2
Pressure part, short M30 x 2
Pressure part, long M30 x 2
Tension screw
Set of spare part
Turn pin
Turn pin
Turn pin
Resetting device for hydraulic cylinder
Broad chissel
Broad chissel

Qty.

Plate

Item

52000

633

52000
52000
52000
52000
52000
52000

011
202
424
520
532
544

52000
52000
52000
52000
52000
52000
52000
52000
52000
52000
52000
52000
52000
52000

275
371
238
287
383
096
131
251
556
568
334
358
448
581

52000
52000
52000
52000
52000
52000
52000
52000

263
072
059
118
226
593
603
334

52000
52000
52000

436
473
485

1
1
1

08028-0D/H5250/94.08.12

L21/31

05.28

MAN B&W Diesel

1693587-6.0
Page 1 (1)

P 24 02 1

Tools for Reconditioning

L21/31

08028-0D/H5250/94.08.12

Description

04.41

Qty.

Plate

Item

Fit and removal device for main bearing cap

52001

036

Fit and removing device for connecting rod bearing

52001

073

Turning device for cylinder unit

52001

107

Grinding machine for valve seat rings

52001

119

Fit and removing device for valve guides

52001

120

Touching bow for inlet valve

52001

132

Fitting device for valve seat rings

52001

156

Plate (used with item 181)

Extractor for valve seat rings

1
1

52001
52001

168
181

Fit and removing device for fuel injection pump

52001

203

Setting device for fuel injection pump

52001

215

Fit and removing device for cooler insert

52001

239

Micrometer screw

52001

252

B 25 Preservation and
Packing

B 98

MAN B&W Diesel

1665758-8.1
Page 1 (1)

Preservation of diesel engine before dispatch

B 98 01 1
General

Preservation of Diesel Engine:

1)

Lubricating oil system.

Lub. oil is drained from base frame, lub. oil filter

and cooler.

3) Bright components internal or external on the

diesel engine such as crankshaft, camshaft and gear
wheels are covered with Mobilux EP004.

After cleaning of the engine and the base frame,

a rust-preventing lubricating oil is added, and the
entire lub. oil system is primed.

4) Bags with a hygroscopic product are suspended

inside the diesel engine in the crankcase. The bags
are equipped with a humidity indicator.

The oil is just covering the bottom of the base

frame.

SilicaGel or a similar product can be used in a quantity of 3000 grams/m3.

The following types of oils are suitable:

The bags must not touch any surfaces, and if necessary the surface is covered with a plastic sheet.

Mobilarma 524.
Esso Rustban 335.

5) All external surfaces are sprayed with a protective layer of Valvoline tectyl 511M.

Chevron EP Industrial Oil 68.

Shells Ensis Oil SAE 30 / SAE 10 W.

6) All openings and flange connections are carefully closed.

BP Protective Oil 30/40.

2)

Fuel oil system.

08028-0D/H5250/94.08.12

The fuel oil is drained. The fuel valves are cleaned

and pressure tested with Mobil White-Terex 309 or
similar, and the entire fuel oil system is filled with
this type of oil.

07.06

7) Electric boxes are protected inside by volatile

corrosion inhibitor tape.

MAN B&W Diesel

1665761-1.2
Page 1 (1)

Preservation of Spare Parts and Tools

B 98 01 1
General

Spare parts and tools.

Preservation of supplied spare parts and tools are
made as follows:

Smaller boxes containing special tools such as:

grinding machine for valve seats

Dinitrol 25B or Dinitrol 3850

indicator
special tools in boxes are protected by a volatile
corrosion inhibitor tape

test equipment for fuel valves

measuring equipment

Storage conditions
etc.
The boxes must always be stored under roof, protected from direct rain, sea-fog and dust. The boxes
must be covered with tar paulin.

must be removed from the shipment, inspected for

corrosion and stored in a dry place.

Maintenance of preservation

After inspection the boxes with the spare parts must

be closed and covered with tarpaulin.

Immediately upon arrival the boxes are to be opened

and the parts examined for damage to the preservation, and if necessary repaired.

Cleaning of parts can be made with petroleum,

turpentine or similar solvents.

08028-0D/H5250/94.08.12

This procedure must be repeated every 2-4 months

depending on the storage conditions.

07.06

Notice:Special preservation can be made on request.

MAN B&W Diesel

1665762-3.1
Page 1 (1)

Removal of preservation before starting

of a new engine

B 98 01 1
General

Starting of a New Engine

1) Clean the outside of the engine, Valvoline tectyl
511M, can be removed with hot water.

The rust-preventing oil does not need draining, it is

fully mixable with the lub. oil.

2) Remove the hygroscopic bags from the interior

of the engine.

4) The fuel oil system does not need draining

as the engine can be started on diesel oil, mixed
with the preservation oil.

The bags are placed in the crankcase.

08028-0D/H5250/94.08.12

3) Fill the lub. oil system with oil according to our

specification.

07.06

5) The internal and external protection with

grease
Mobilux EP004 does not need
cleaning before starting, it is fully mixable with the

MAN B&W Diesel

1679794-8.1
Page 1 (1)

Lifting Instruction

P 98 05 1
L16/24
L21/31

Lifting of Complete Generating Sets.

The generating sets should only be lifted in the two
wire straps. Normally, the lifting tools and the wire
straps are mounted by the factory. If not, it must be
observed that the fixing points for the lifting tools are
placed differently depending on the number of
cylinders.
The lifting tools are to be removed after the installation,
and the protective caps should be fitted.

Wire
Shackle

Beam
Nut
Tools

If necessary, placement of wire

and shackles on beam to be
adjusted after test lift.

Fig. 1. Lifting tools

08028-0D/H5250/94.08.12

Engine Type

2x4 bolt to be mounted

over cover of Cyl. no.

5L16/24, 5L21/31

3 cyl.

5 cyl.

6L16/24, 6L21/31

4 cyl.

6 cyl.

7L16/24, 7L21/31

5 cyl.

7 cyl.

8L16/24, 8L21/31

5 cyl.

7 cyl.

9L16/24, 9L21/31

6 cyl.

8 cyl.

Note: Based on MBD-H

standard generator

Fig. 2. Lifting tools' and wires placing on engine.

03.08

Variant

V 00

MAN Diesel
1699981-4.0
Page 1 (8)

Planned Maintenance Programme - MGO/DO

D 10 36 0
L21/31

General
The overhaul intervals are based on operation on
a specified fuel oil quality at normal service output,
which means 70-100% of MCR.
In the long run it is not possible to achieve safe and
optimum economical running without an effective
maintenance system.
The structure and amount of information in the maintenance programme mean that it can be integrated in
the entire ship's/power station's maintenance system
or it can be used separately.
The core of the maintenance system is the key
diagram, indicating the inspection intervals for the
components/systems, so that the crew can make the
necessary overhauls based on the engines' condition
and/or the time criteria.

The front page indicates the following:

1)

Safety regulations, which MUST be carried out

before the maintenance work can start.

2)

A brief description of the work.

3)

Reference to any work which must be carried

out before the maintenance work can start.

4)

Related procedures - indicates other works,

depending on the present work - or works
which it would be expedient to carry out.

5)

Indicates x number of men in x number of hours

to accomplish the work.

The stated consumption of hours is only intended

as a guide.

The maintenance system is divided into 2 main

groups:
a.

Major overhaul / inspection: These works are

to be carried out during major overhauls and
inspections of the engine.

b.

Duty during operation: indicated the works to

be carried out by the personnel during the daily
operation of the engine.

08028-0D/H5250/94.08.12

The stated recommended intervals are only for

guidance as different service conditions, the quality
of the fuel oil and the lubricating oil, treatment of
the cooling water, etc., will decisively influence the
actual service results and thus the intervals between
necessary overhauls.
Experience with the specific plant/personnel should
be used to adjust the time between overhauls. It
should also be used to adjust the timetable stated
for guidance in the working cards.

3
8
4

5
6

Working Cards
Each of the working cards can be divided into two:
a front page and one or several pages describing
and illustrating the maintenance work (instruction
book).

07.25

Fig. 1 Instruction guide for working cards.

MAN Diesel
D 10 36 0

Planned Maintenance Programme - MGO/DO

1699981-4.0
Page 2 (8)

Experience with the specific station/personnel may

lead to updating.
6)

Refers to data required to carry out the work.

7)

Special tools which must be used. Please note

that not all tools are standard equipment.

8)

Various requisite hand tools.

9)

Indicates the components/parts which it is

advisible to replace during the maintenance
work. Please note that this is a condition for
the intervals stated.

08028-0D/H5250/94.08.12

L21/31

07.25

MAN Diesel
1699981-4.0
Page 3 (8)

D 10 36 0

Planned Maintenance Programme - MGO/DO

L21/31
Major overhaul/inspection
Observations

Weekly

Monthly
3rd month

40000
Daily

20000

2000

10000

= Overhaul to be carried out

= Check the condition

50

200

Description

Check new/
overhauled parts
after - hours

Time Between Overhauls

Working
Card
No

Cylinder Unit:

505-01.55

505-01.05
505-01.15

505-01.25
505-01.26
505-01.45
505-01.40

Inspection of piston .........................................................

Piston ring and scraper ring ............................................
Piston pin and bush for connecting rod - Check of
clearance .........................................................................

506-01.10
506-01.10

506-01.15

Connecting rod - Measuring of big-end bore ...................

Inspection of big-end bearing shells ................................
Connecting rod - Retightening .........................................

506-01.15
506-01.16
506-01.25

506-01.35

507-01.00
507-01.05
507-01.20

507-01.00

Dismantling of cylinder unit .............................................

Dismantling of cylinder head, water jacket and cyl. liner.

Cylinder Head and Water Jacket

Inspection of inlet, exhaust valves and valve guide .........
Valve rotator ....................................................................
Safety valve - overhaul and adjustment of
opening pressure .............................................................
Indicator valve .................................................................
Cylinder head cooling water space - Inspection ..............
Cylinder head nut - Retightening .....................................

200

Piston, Connecting Rod and Cylinder Liner

200

08028-0D/H5250/94.08.12

Cylinder liner - Cleaning, honing and measuring ............

Camshaft and Camshaft Drive

Camshaft - Inspection of gear wheels, bolt, connections
etc. ...................................................................................
Camshaft bearing - Inspection of clearance ....................
Camshaft adjustment - check the condition.....................
Lubrication of camshaft bearing - Check .........................

07.25

200

MAN Diesel
D 10 36 0

1699981-4.0
Page 4 (8)

Planned Maintenance Programme - MGO/DO

L21/31
Major overhaul/inspection
Observations

Weekly

Monthly
3rd month

40000
Daily

20000

2000

10000

= Overhaul to be carried out

= Check the condition

50

200

Description

Check new/
overhauled parts
after - hours

Time Between Overhauls

Working
Card
No

Operating Gear for Inlet Valves and

Exhaust Valves
Roller guide for valve gear ...............................................
Valve gear - Valve bridge, spring, push rod, etc ..............

508-01.00
508-01.10

Lubricating of operating gear - Check .............................

508-01.00

Crankshaft and Main Bearing

Inspection of main bearing ..............................................

Inspection of guide bearing .............................................

510-01.05
510-01.05
510-04.00

Vibration viscodamper, see working card ........................

Counterweight - Retightening, see page 500.40 .............

200

Main and guide bearing cap - Retightening.....................

200

200

200

510-01.05

Engine Frame and Base Frame

Bolts between engine frame and base frame Retightening, see page 500.40 .......................................

Charging air cooler - Cleaning and inspection ................

Retightening of all bolts and connections ........................
For turbocharger, see special instruction book ................

512-01.00
512-30.00

513-01.30

Compressed Air System

Air starter motor - Dismantling and inspection ................

08028-0D/H5250/94.08.12

Turbocharger System

07.25

MAN Diesel
1699981-4.0
Page 5 (8)

D 10 36 0

Planned Maintenance Programme - MGO/DO

L21/31
Major overhaul/inspection
Observations

Weekly

Monthly
3rd month

40000
Daily

20000

2000

10000

= Overhaul to be carried out

= Check the condition

50

200

Description

Check new/
overhauled parts
after - hours

Time Between Overhauls

Working
Card
No

Fuel Oil System and Injection Equipment

Fuel oil injection pump - Check of condition ....................

Fuel injection valve - Adjustment of opening pressure ....

514-01.06
514-01.10

Lubricating Oil System

Lubricating oil pump - Engine driven ...............................
Lubricating oil cooler .......................................................

Prelubricating pump - El. driven ......................................

Thermostatic valve ..........................................................

515-01.00
515-06.00

515-01.05
515-01.20

516-04.00

Cooling Water System

Cooling water pump - Engine driven (HT / LT water).......
Thermostatic valve ..........................................................

Alternator - see special instruction book

08028-0D/H5250/94.08.12

Planned maintenance programme during operation,

see 500.26.

07.25

MAN Diesel
D 10 36 0

Planned Maintenance Programme - MGO/DO

1699981-4.0
Page 6 (8)

L21/31

08028-0D/H5250/94.08.12

Remarks:

07.25

MAN Diesel
1699981-4.0
Page 7 (8)

D 10 36 0

Planned Maintenance Programme - MGO/DO

L21/31

Observations

Monthly
3rd month

Daily

Weekly

40000

20000

2000

10000

= Overhaul to be carried out

= Check the condition

50

Time Between Overhauls

200

Description

Check new/
overhauled parts
after - hours

Duties during Operation

Working
Card
No

Operating of Engine
Readings of data for Engine and Generator, with reference to "Engine Performance Data", section 502-1 ........
Check for leakages ..........................................................

502-01.00
502-05.00

505-01.15

Specification - Cooling water

Cooling water system - Water samples, see section 504

Cylinder Head
Inlet and exhaust valve - check and adjustment of valve
clearance .........................................................................
Lubricating of operating gear - Check .............................
Check of valve rotators' rotation during engine rotation .

505-01.15

Control and Safety System, Automatics and

Instruments
Safety, alarm and monitoring equipment ........................
Lambda controller - Adjustment ......................................
Governor - Check oil level, see governor instruction
book, section 509 ...........................................................

509-01.00
509-10.00

section 509

08028-0D/H5250/94.08.12

Turbocharger System

07.25

Cleaning of air filter - Compressor side ...........................

Dry cleaning of turbine side ............................................
Water washing of compressor side ................................
Exhaust pipe compensator ..............................................
Retightening of all bolts and connections ........................

512-35.00
512-10.00
512-05.00
512-01.10
512-30.00

MAN Diesel
D 10 36 0

1699981-4.0
Page 8 (8)

Planned Maintenance Programme - MGO/DO

L21/31

Observations

Montly
3th month

Daily

Weekly

40000

20000

2000

10000

= Overhaul to be carried out

= Check the condition

50

Time Between Overhaul

200

Description

Check new/
Overhauled parts
after -hours

Duties during Operation

Working
Card
No

Compressed Air System

Function test - Main and emergency starting valve .........

Air filter, draining of bowl (filter element to be replaced
when pressure drop exceeds 0,7 bar) .............................

Compressed air system - Check of the system ...............

513-01.40
513-01.21

513-01.90

514-01.90
section 504
514-01.10

Fuel Oil System and Injection Equipment

Fuel oil system - Check the system .................................
Fuel oil - Oil samples after every bunkering, see sec.504
Fuel injection valve - Adjustment of opening pressure ....

Lubricating Oil System

Lubricating oil filter - Cleaning and replacement ............
Centrifugal filter - Cleaning and replacement paper filter

515-01.10
515-15.00

Lubricating oil - Oil samples ...........................................

Lubricating oil system - Check the system ......................

515-01.90

516-01.90

Cooling water system - Water samples ..........................

Cooling water system - Check the system ......................

Engine Frame and Bedplate

Flexible mounting - Check anti-vibration mountings ........
Safety cover - Function test .............................................

Alternator - see special instruction book

519-03.00

08028-0D/H5250/94.08.12

Cooling Water System

Major overhaul/inspection, see 500.25

07.25