L27/38-VBS

Project Guide

Four-stroke Propulsion Engine

compliant with IMO Tier II

Complete manual
date 2012.05.08

MAN Diesel
Project guide

Index
L27-2Marine

Text
General information

200010
200010
200010
200010
200010
200010
227000
227000
227000
227000
227000
227000
227000
227000
227000
227000
227000
227000
227000
219000
223000
1217000
1217000

1696401-2.1
1696402-4.1
1690706-0.1
1696403-6.1
1690708-4.1
3700068-8.1
1690709-6.1
1690710-6.1
1696404-8.1
1690713-1.0
1690714-3.1
1690715-5.0
1690716-7.0
1690717-9.0
1696406-1.1
1690719-2.1
1690720-2.1
1696464-6.0
1690721-4.0
1690722-6.1
1696407-3.0
1690725-1.0
1696408-5.0

332000
332000
332000
332000
332000
332000
332000
340000
382000

1696409-7.2
1696462-2.1
1696463-4.1
1696411-9.2
1696412-0.2
1696413-2.0
1696414-4.1
1696410-7.2
1696415-6.0

912000
912000
912000

1699261-3.0
1699910-8.1
1699912-1.1

9000

Dispatch condition of engine and reduction gear from MAN Diesel

Storage of propeller equipment
Storage of electronic equipment
Engine

3700132-3.1
1689462-2.3
1696467-1.1
3700112-0.0
1696436-0.1

3000

Design features
Project planning data - AMG28EV
Project planning data - AMG55EV
Main dimensions
Weight and centre of gravity
Foundation
PTO on gearbox
Servo oil system
Shaft brake
Packing and preservation

100000
100000
109000
100000
108059
2000

Main dimensions
Project planning data
Data sheet for propeller
Propeller clearance
Direction of rotation
Propeller operation
Fitting Stern Tube - Oil Lubricated
Stern tube - Stern tube with epoxy resin
Stern tube - standard liners
Stern tube - Optional liners
Stern tube - Sensors in stern tube
Stern tube - Seals
Stern tube - Net cutter and net pick-up
Stern tube - Cover tubes for twin-screw vessels
Oil systems - Servo oil system
Oil systems - Stern tube lube oil system
Oil systems - Oil tank for forward seal
Oil specification for Alpha CPP-systems
Oil systems - Lubricating oil system - VBS
Propeller shaft and coupling - VBS
Intermediate shaft
Propeller nozzle - General information
Propeller nozzle - Standard dimensions
Reduction gear

Drawing No.

1000

Introduction
Engine programme IMO Tier II - Propulsion
Project service
L27/38 propulsion package
NOx emission
Propeller equipment

Index

14000

MAN Diesel
Index

Project guide

L27-2Marine
Text
Design features
Main dimensions
Foundation for engine
Foundation for engine - rigid mounting
Foundation for engine - resilient mounting
List of capacities
List of capacities
List of symbols
Exhaust gas components
Space requirements
Cooling water system
Cooling water system cleaning
Cooling water inspecting
Engine cooling water specifications
Engine ventilation
Power, outputs, speed
Main particulars
Operation data & set points
Spare parts for unrestricted service
Spare parts for restricted service
Standard tools - unrestricted service
Standard tools - restricted service
Additional tools
Hand tools
Weight and centre of gravity
Weight and dimensions of principal parts
Fuel oil system
Recalculation of fuel consumption dependent on ambient conditions
Fuel oil consumption for emissions standard
Fuel oil system - MDO
Fuel oil system - HFO
Heavy fuel oil (HFO) specification
Diesel oil (MDO) specification
Gas oil / diesel oil (MGO) specification
Bio fuel specification
Explanation notes for biofuel
Viscosity-temperature diagram (VT diagram)
Lubricating oil system
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
Specification of lube oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels
Starting air system
Specifications for intake air (combustion air)
Turbocharger - make MAN
Exhaust gas velocity
Exhaust gas system - Position of gas outlet on turbocharger
Exhaust gas system - Exhaust gas compensator
System description - SaCoSone
Modbus interface - SaCoSone
PTO on engine front
Weights of Main Components

Index

Drawing No.

1400000
1400000
1400000
1482000
1482000
1400000
1400000
1400000
1400000
1400000
1400000
000.08
000.07
3.3.7
1400000
1402150
1402150
1402150
1487000
1487000
1488010
1488010
1488050
1488070
1402000
1402000
1435000
1402000
1402090
1435000
1435000
3.3.3-01
3.3.2-01
3.3.1-01
3.3.1-02
1435000
3.3.4-01
1440000
3.3.6-01
3.3.5-01

1696416-8.2
3700083-1.0
1696451-4.2
1696422-7.3
1699866-5.0
3700009-1.6
3700010-1.6
1696424-0.1
1655210-7.3
1696425-2.1
1694925-0.3
000.08-01
000.07-01
3.3.7-01
1690751-8.0
3700005-4.0
3700158-7.0
3700147-9.0
3700019-8.0
3700020-8.0
3700125-2.0
3700127-6.0
3700126-4.1
3700067-6.0
1699862-8.1
1689476-6.2
1690730-9.1
1624473-6.2
3700004-2.2
1696437-2.3
1696438-4.1
3.3.3-01
3.3.2-01
3.3.1-01
3.3.1-02
3700063-9.0
3.3.4-01
1694924-9.2
3.3.6-01
3.3.5-01

1450000
3.3.11
1459000
1459000
1459000
1459000
1475000
1475000
1485000
1402000

3700212-6.1
3.3.11-01
3700196-9.0
3700195-7.0
3700199-4.0
3700200-6.0
3700071-1.0
3700072-3.0
1696426-4.3
1694916-6.3

General information

1000

MAN Diesel & Turbo

3700132-3.1
Page 1 (2)

Introduction

100000
General

Introduction
Our project guides provide customers and consultants with information and data when planning new
plants incorporating four-stroke engines from the
current MAN Diesel & Turbo engine programme.
On account of the modifications associated with
upgrading of our project guides, the contents of the
specific edition hereof will remain valid for a limited
time only.
Every care is taken to ensure that all information in
this project guide is present and correct.
For actual projects you will receive the latest project
guide editions in each case together with our quotation specification or together with the documents
for order processing.

All figures, values, measurements and/or other information about performance stated in the project
guides are for guidance only and shall not be used
for detailed design purposes or as a substitute for
specific drawings and instructions prepared for
such purposes. MAN Diesel & Turbo makes no representations or warranties either express or implied, as to the accuracy, completeness, quality or
fitness for any particular purpose of the information
contained in the project guides.
MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation
instructions when the contract documentation has
been completed.
The Installation Manual will comprise all necessary
drawings, piping diagrams, cable plans and specifications of our supply.

All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and
will be assessed and determined individually for each project. This will depend on the particular characteristics
of each individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation,
the English text shall prevail.

Original instructions

12.05 - Tier II

MAN Diesel & Turbo

Introduction

100000

3700132-3.1
Page 2 (2)

General

Complete propulsion system, examples:

Engine

6 L 27/38

6 cyl. 4 stroke turbocharged engine

stroke: 38 cm
bore: 27 cm
engine built in-line
number of cylinders

Reduction gear
AMG 28

gearbox series
Alpha Module Gear

Propeller equipment
VBS 860

diameter of propeller hub

CP-propeller with monoblock hub

Propeller nozzle
FD 2930 0.5

RD

lenght/diameter ratio
inside diameter in mm
FD = Fixed nozzle
RD = Steering nozzle

Remote control system

Alphatronic 2000:

Electronic control system with optimized automatic load

control and combined or separate pitch and rpm setting.

12.05 - Tier II

MAN Diesel & Turbo

1689462-2.3
Page 1 (1)

Engine Programme IMO Tier II - Propulsion

100000
L21/31, L23/30A
L27/38, L28/32A

Four-stroke diesel engine programme for marine

applications complies with IMO Tier II, Propulsion
application.

r/min

Engine type

400-428

L58/64

500-514

L51/60DF V51/60DF

500-514

L48/60CR V48/60CR

500-514

L48/60B V48/60B

720-750

L32/44CR V32/44CR

720-750

L32/40 V32/40

10001032

V28/33D*

10001032

V28/33D STC*

775

L28/32A

800

L27/38
L27/38 (MGO)

900

L23/30A

1000

L21/31

5,000

10,000

15,000

20,000

25,000
kW

* The engine complies with EPA Tier 2.

12.05 - Tier II

MAN Diesel & Turbo

1696467-1.1
Page 1 (1)

Project Service

109000
General

Arrangement drawings

Contract documentation

Prior to the final engineering stage we need confirmed documentation for the project in question
and with the following drawings in our possession:

Plant Specific Installation Manual

Ship lines plan

Engine room arrangement
General arrangement
Foundation (re-engining)
Exhaust gas system

Together with adequate information on the hull our

Project Engineers are able to carry out arrangement
drawings showing the most suitable location of the
propulsion plant in the ship.
The optimum layout of propeller shaftline and bearings, location of Power Take Off (PTO) and execution
of exhaust pipe will be highly considered as well as
securing sufficient space for daily maintenance and
major overhauls.
Moreover, to assist the naval consultant or the
shipyard in accomplishing arrangement drawings,
drawings of our complete propulsion package can
be forwarded on CD-ROM or by Email direct to you.
The drawings will be forwarded in DXF or DWG
format in latest version, which can be imported by
most CADsystems.
Our Project Service from sales to order implementation comprises fields such as:
Selection of optimum propulsion plants
Preparation of specific arrangement drawings,
piping diagrams etc
Lay-out of accessories
Waste heat recovery
Installation and alignment guidance

10.39

Once the contract documentation has been completed a Plant Specific Installation Manual will be
available on the extranet.

Instruction manual
As part of our technical documentation, an instruction
manual will be forwarded. The instruction manual
is tailormade for each individual propulsion plant
and includes:

Descriptions and technical data

Operation and maintenance guidelines
Spare parts plates

The manual can be supplied as a printed copy as

well as an electronic book in English on CDROM.

Customer information
MAN Diesel & Turbo SE
Niels Juels Vej 15
DK-9900 Frederikshavn
Denmark
Phone +45 96 20 41 00
Fax
+45 96 20 40 30
E-mail info-frh@mandieselturbo.com
www.mandieselturbo.com

MAN Diesel & Turbo

3700112-0.0
Page 1 (4)

L27/38 propulsion package

100000
L27/38

The concept

Installation aspects

Many years of experience with the propulsion concept,

together with customers requirements for reliability,
economy and technical advancement has resulted in
this attractive 800 rpm engine with a cylinder output
of 340 kW.

The development target and the idea behind the

design were to achieve the shortest possible propulsion system by optimizing the combination of engine,
flexible coupling and gearbox.

The L27/38 engine can also be quoted with a higher

cylinder output of 365 kW at 800 rpm. However, the
elevated load is only possible for operation with gas
oil according to MAN Diesel specification.
Combined with MAN Diesel & Turbo gearboxes
(AMG28EV), CP propellers and control systems,
the L27/38 is a fully integrated propulsion package
for ferries, RoRo vessels, container feeder vessels,
cargo ships, tugs, supply and fishing vessels requiring 20403285 kW.

Low dismantling height for cylinder head, piston and

cylinder liner is ensured thanks to the marine head
connecting rod.
The engine front-end box incorporates cooling water
pumps, thermostatic valves, lub oil pump, lub oil
cooler and the automatic lubricating oil filter.
100% PTO is possible from either end of the engine
and in addition a small 50 kW PTO is optional on
the front-end box for drive of a seawater pump or
similar.

Cylinder unit

Charge air cooler

Lub oil cooler

Aut lub oil filter

HT cooling
water pump

Thermostatic valves
LT cooling water pump
Optional 50 kW/2400 rpm PTO
Lub oil pump

Optional PTO, 100% engine power

Fig 1 L27/38 propulsion package

11.18 - Tier II

MAN Diesel & Turbo

100000

3700112-0.0
Page 2 (4)

L27/38 propulsion package

L27/38
The turbocharger is located on the engines aft-end
box utilising the space above the compact gearbox,
resulting in a very low exhaust gas outlet flange
position.

The engine can be delivered for clockwise rotation

(standard) or anticlockwise rotation, seen from the
flywheel end.

C
445

Diameter

1693 (2689)

820

905

2279 (3071)
W

Figures in brackets for

reduction gear AMG55EV
G

1960

700
(900)
780

530

1452
1500

Fig 2 Main dimensions

11.18 - Tier II

MAN Diesel & Turbo

3700112-0.0
Page 3 (4)

L27/38 propulsion package

100000
L27/38

Standard programme L27/38-VO Open free running propeller

Engine type

Reduction gear

Output mcr
Series
Type
at 800 rpm
6L27/38
AMG28EV
2040 kW
2775 bhp



AMG55EV

31VO20
39VO20
45VO30
56VO28

Propeller
Hub
type

Dimensions in mm

Speed Diam
rpm
mm

6229
6229
6229
6229

3692
3962
3962
3962

5070
5070
5070
5070

1940
1940
1940
1940

1166
1166
1166
1166

2225
2225
2225
2225

569
569
653
653

M W-min

VBS740
VBS740
VBS860
VBS860

256
208
177
145

2650
2950
3200
3500

60V055 VBS860

133

3650 7033 3962 5070 1940 1166 2225 653 743 1400

7L27/38
AMG28EV
2380 kW
3235 bhp



AMG55EV

31VO20
39VO20
45VO30
56VO28

VBS740
VBS860
VBS860
VBS860

256
208
177
145

2800
3100
3350
3650

60V055 VBS980

133

3800 7478 4407 5515 1940 1166 2357 746 806 1500

8L27/38
AMG28EV
2720 kW
3700 bhp



AMG55EV

31VO20
39VO30
45VO30
50VO30

VBS860
VBS860
VBS860
VBS860

256
208
177
161

2900
3200
3450
3600

60V055 VBS980

133

3950 7923 4852 5960 1940 1256 2357 746 806 1500

9L27/38
AMG28EV
3060 kW
4160 bhp




AMG55EV

31VO30
39VO30
45VO30
50VO30

VBS860
VBS860
VBS860
VBS980

256
208
177
161

3000
3300
3550
3700

60V055 VBS980

133

4050 8334 5263 6405 1940 1268 2357 746 806 1550

6674
6674
6674
6674

7119
7119
7119
7119

7563
7563
7563
7563

The propeller diameter is optimised at 85% MCR, 98% rpm and 14.0 kn.
the strength calculation is made at 100% MCR, 100% rpm and 14.5 kn.
The propeller is calcualted according to DnV, No Ice.

11.18 - Tier II

4407
4407
4407
4407

4852
4852
4852
4852

5263
5263
5263
5263

5515
5515
5515
5515

5960
5960
5960
5960

6405
6405
6405
6405

1940
1940
1940
1940

1940
1940
1940
1940

1940
1940
1940
1940

1166
1166
1166
1166

1256
1256
1256
1256

1268
1268
1268
1268

2357
2357
2357
2357

2357
2357
2357
2357

2357
2357
2357
2357

569
653
653
653

653
653
653
653

653
653
653
746

655
655
743
743

655
743
743
743

743
743
743
743

743
743
743
806

1300
1300
1400
1400

1300
1400
1400
1450

1400
1400
1450
1450

1400
1400
1400
1500

MAN Diesel & Turbo

100000

3700112-0.0
Page 4 (4)

L27/38 propulsion package

L27/38
MAN Diesel & Turbo standard propulsion program
L27/38 with AMG28E & VBS - Ducted Propeller
Engine type

Reduction gear

Output mcr Series

Type
at 800 rpm
6L27/38
AMG28E
2040 kW
2775 bhp

Hub
type

Dimensions in mm

Speed Diam
rpm mm

6229
6229
6229
6229

3962
3962
3962
3962

5070
5070
5070
5070

1940
1940
1940
1940

1166
1166
1166
1166

2225
2225
2225
2225

569
569
653
653

M W-min

VBS740
VBS740
VBS860
VBS860

256
208
177
145

2500
2800
3100
3450

AMG55EV 60V055 VBS980

133

3600 7033 3962 5070 1940 1166 2225 653 743 1400

VBS740
VBS740
VBS860
VBS860

256
208
177
145

2600
2900
3200
3600

AMG55EV 60V055 VBS980

133

3750 7478 4407 5515 1940 1166 2357 746 806 1500

VBS740
VBS860
VBS860
VBS860

256
208
177
161

2650
3000
3300
3550

VBS980

133

3900 7923 4852 5960 1940 1256 2357 746 806 1500

VBS740
VBS860
VBS860
VBS980

256
208
177
161

2700
3050
3350
3600

VBS980

133

4000 8334 5263 6405 1940 1268 2357 746 806 1550

7L27/38
AMG28E
2380 kW
3235 bhp

31VO20
39VO20
45VO30
56VO28

Propeller

31VO20
39VO20
45VO30
56VO28

8L27/38
AMG28E 31VO20
2720 kW
39VO30
3700 bhp
45VO30

50VO30


AMG55EV 60V055
9L27/38
AMG28E 31VO30
3060 kW
39VO30
4160 bhp
45VO30

50VO30


AMG55EV 60V055

6674
6674
6674
6674

7119
7119
7119
7119

7563
7563
7563
7563

4407
4407
4407
4407

4852
4852
4852
4852

5263
5263
5263
5263

5515
5515
5515
5515

1940
1940
1940
1940

1166
1166
1166
1166

5960 19400 1256

5960 1940 1256
5960 1940 1256
5960 1940 1256

6405
6405
6405
6405

1940
1940
1940
1940

1268
1268
1268
1268

2357
2357
2357
2357

2357
2357
2357
2357

2357
2357
2357
2357

569
569
653
653

569
653
653
653

569
653
653
746

655
655
743
743

655
655
743
743

655
743
743
743

655
743
743
806

1300
1300
1400
1400

1300
1400
1400
1900

1400
1400
1450
1450

1400
1400
1400
1500

The propeller diameter is optimised at 85% MCR, 98% rpm and 4.0 kn.
the strength calculation is made at 100% MCR, 100% rpm and 14.0 kn.
The propeller is calcualted according to DnV, No Ice.

11.18 - Tier II

MAN Diesel & Turbo

1696436-0.1
Page 1 (1)

NOx emission

108059
L27/38

Maximum allowable emission value NOx IMOTierII

Rated output
Rated speed

kW/cyl.
rpm

6L-9L : 340 kW/cyl.

800

6L-9L : 365 kW/cyl.

800

NOx2) 3)
IMOTierII cycle D2/E2/E3

g/kWh

9.46 3)

9.46 3)

1)

Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from

Ships, Revised MARPOL Annex VI (Regulations for the prevention of air pollution from ships), Regulation 13.4 (Tier
II) as adopted by the International Maritime Organization (IMO)
Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO)

2)

Maximum allowed NOx emissions for marine diesel engines according to IMO Tier II:

3)

130 n 2000 44 * n -0,23 g/kWh (n = rated engine speed in rpm)

Calculated as NO2:

4)

D2:Test cycle for Constant-speed auxiliary engine application

E2: Test cycle for Constant-speed main propulsion application including diesel-electric drive and all controllablepitch propeller installations)
E3: Test cycle for Propeller-law-operated main and propeller-law operated auxiliary engine application
Contingent to a charge air cooling water temperature of max. 32C at 25C sea water temperature.

5)

Note!
The engines certification for compliance with the NOx limits will be carried out during factory acceptance test, FAT as
a single or a group certification.

11.04 - Tier II

Propeller equipment

2000

MAN Diesel & Turbo

1696401-2.1
Page 1 (1)

Main dimensions

200010
L27/38

W-minimum
The dimension W-min is indicated to enable the
engine and reduction gearbox to be located as far
aft in the engine room as possible.

S dimension

These S and W-measurements are required, before

we can proceed with production of the propeller
equipment.
Without these two dimensions it is impossible to
prepare the drawings for the workshop.
It is also very important to know, if the stern tube has
to be rough or finished machined.

The S dimension is the stern tube length tailor made

to the vessel.

Diameter

Bulkhead

Engine
type

Gear
type

Hub
type

Prop
Diam.

A
mm

B
mm

E
mm

L
mm

M
mm

W-min
mm

6L27/38

31VO20
39VO20
45VO30
56VO28
60VO55

VBS740
VBS740
VBS860
VBS860
VBS860

2650
2950
3200
3500
3650

580
580
670
670
670

355
355
385
415
415

595
595
640
640
640

569
569
653
653
653

661
661
722
722
722

1300
1300
1330
1400
1400

7L27/38

31VO20
39VO20
45VO30
56VO28
60VO55

VBS740
VBS860
VBS860
VBS860
VBS980

2800
3100
3350
3650
3800

580
670
670
670
760

355
385
385
415
475

595
640
640
640
650

569
653
653
653
746

661
722
722
722
814

1300
1330
1330
1400
1500

8L27/38

31VO20
39VO30
45VO30
50VO30
60VO55

VBS860
VBS860
VBS860
VBS860
VBS980

2900
3200
3450
3600
3950

670
670
670
670
760

385
385
415
415
475

640
640
640
640
650

653
653
653
653
746

722
722
722
722
814

1330
1330
1400
1400
1500

9L27/38

31VO30
39VO30
45VO30
50VO30
60VO55

VBS860
VBS860
VBS860
VBS980
VBS980

3000
3300
3550
3700
4050

670
670
670
760
760

385
415
415
415
475

640
640
640
650
650

653
653
653
746
746

722
722
722
814
814

1330
1400
1400
1500
1500

Fig 1 Main dimensions

05.02

W-min

MAN Diesel & Turbo

1696402-4.1
Page 1 (3)

Project planning data

200010
L27/38

Standard propeller plants

Optimising the propeller equipment

A complete range of propulsion systems has been

developed to enable the selection of an optimum
solution.

We have the facilities and expertise to design and

supply a propulsion package, optimized to a customers specific requirements provided adequate
data is available.

The range is particularly suitable for selecting the

right combination of engine, gearbox and propeller
equipment in the project stage. The condition chosen
for optimisation is characterised by:

Dim.

Engine power
%
Engine revolutions
%
Ship speed knots
14

Open
propellers
85
98
4

Ducted
propellers
85
98

The dimensioning of the equipment is carried out at

100% MCR according to the rules of classification
societies without ice class notation.
In case the optimisation criteria deviate considerably
from the table above or the vessel has an ice class
notation, please do contact us for a detailed calculation.

The design of the propeller, giving regard to the

main variables which include diameter, rpm, area
ratio etc, is determined by the requirements for
maximum efficiency and minimum vibrations and
noise levels.
The chosen diameter should be as large as the hull
can accommodate, allowing the propeller revolutions
to be selected according to optimum efficiency. The
optimum propeller revolutions corresponding to the
chosen diameter can be found from fig 1 for a given
reference condition.
For a specific plant please fill in the page Project
layout data.

r/min

Propeller diameter mm

75
100

7000

125

6000

150
175
200

5000

250

4000

300
350
400

3000

2000

1000
1000

3000

5000

7000

9000

11000

13000
15000
Engine power kW

Fig 1 Optimum propeller diameter open propeller 14 knots

04.48

MAN Diesel & Turbo

200010

1696402-4.1
Page 2 (3)

Project planning data

L27/38
Four-Stroke standard propulsion programme open propeller
Engine
Gearbox
Gearbox

type
series
type


6L27/38
AMG28EV
31VO20
2040 kW
39VO20

45VO30

56VO28

AMG55EV

7L27/38
AMG28EV
2380 kW




AMG55EV

8L27/28
AMG28EV
2720 kW




AMG55EV
9L27/38
AMG28EV
3060 kW




AMG55EV

Propeller
Hub
speed
type
(rpm)

Propeller
diameter
(mm)

Coupling
flange
type

254
208
177
145

VBS740
VBS740
VBS860
VBS860

2650
2950
3200
3500

200
200
225
250

60VO55

133

VBS860

3650

250

31VO20
39VO20
45VO30
56VO28

256
208
177
145

VBS740
VBS860
VBS860
VBS860

2800
3100
3350
3650

200
225
225
250

60VO55

133

VBS980

3800

280

31VO20
39VO30
45VO30
50VO30

256
208
177
161

VBS860
VBS860
VBS860
VBS860

2900
3200
3450
3600

225
225
250
250

60VO55

133

VBS980

3950

280

31VO30
39VO30
45VO30
50VO30

256
208
177
161

VBS860
VBS860
VBS860
VBS980

3000
3300
3550
3700

225
250
250
280

60VO55

133

VBS980

4050

280

The propeller diameter is optimised at 85% MCR, 98% rpm and 14.0 kn.
The strength calculation is made at 100% MCR, 100% rpm and 14.5 kn.
The propeller is calculated according to DnV, No ice with high skew.

04.48

MAN Diesel & Turbo

Project planning data

1696402-4.1
Page 3 (3)

200010
L27/38

Four-Stroke standard propulsion programme ducted propeller

Engine
Gearbox
Gearbox

type
series
type


6L27/38 AMG28EV
31VO20
2040 kW
39VO20

45VO30

56VO28

AMG55EV

7L27/38 AMG28EV
2380 kW

Propeller
Hub
speed
type
(rpm)

Coupling
flange
type

Bollard
pull
(tons)

256
208
177
145

VBS740
VSB740
VBS860
VBS860

2500
2800
3100
3450

200
200
225
250

34.4
37.6
40.3
43.4

60VO55

133

VBS980

3600

250

44.7

31VO20
39VO20
45VO30
56VO28

256
208
177
145

VBS740
VBS740
VBS860
VBS860

2600
2900
3200
3600

200
225
225
280

39.1
42.7
45.6
49.4

AMG55EV

8L27/38 AMG28EV
2720 kW

60VO55

133

VBS980

3750

280

50.8

31VO20
39VO30
45VO30
50VO30

256
208
177
161

VBS740
VBS860
VBS860
VBS860

2650
3000
3300
3550

225
225
250
250

43.3
47.7
50.9
53.3

AMG55EV

60VO55

133

VBS980

3900

280

56.9

9L27/38 AMG28EV
3060 kW

31VO30
39VO30
45VO30
50VO30

256
208
177
161

VBS740
VBS860
VBS860
VBS980

2700
3050
3350
3600

225
250
250
280

47.5
52.2
55.7
58.3

AMG55EV

60VO55

133

VBS980

4000

280

62.6

The propeller diameter is optimised at 85% MCR, 98% rpm and 4.0 kn.
The strength calculation is made at 100% MCR, 100% rpm and 14.0 kn.
The propeller is calculated according to LRS, No Ice.

04.48

Propeller
diameter
(mm)

MAN Diesel & Turbo

1690706-0.1
Page 1 (2)

Propeller Layout Data

200010
L21/31
L27/38

Project

: _______________________________________________________

Type of vessel : _______________________________________________________

For propeller layout please provide the following information:

04.50

1.

S : ________ mm

W : ________ mm

I : ________ mm

(as shown above)

2.

Stern tube and shafting arrangement layout

3.

Stern tube mountings: Epoxy mounted ___ or interference fitted ___

4.

Propeller aperture drawing

5.

Copies of complete set of reports from model tank test (resistance test, self-propulsion test and
wake measurement).
In case model test is not available section 10 must be filled in.

6.

Drawing of lines plan

7.

Classification society: _______________ Notation:_________

Ice class notation

8.

Maximum rated power of shaft generator : __________ kW

9.

To obtain the highest propeller efficiency please identify the most common
service condition for the vessel:

Ship speed

: __________ kn.

Engine service load

Service/sea margin

: __________ %

Shaft gen. service load : __________ kW

Draft

: __________ m

D : ________ mm

: _______________

: __________ %

MAN Diesel & Turbo

200010

1690706-0.1
Page 2 (2)

Propeller Layout Data

L21/31
L27/38
10.

Vessel Main Dimensions (Please fill-in if model test is not available)

Symbol

Unit

Ballast

Length between perpendiculars

LPP

Length of load water line

LWL

Breadth

Draft at forward perpendicular

TF

Draft at aft perpendicular

TA

Displacement

m3

Block coefficient (LPP)

CB

Midship coefficient

CM

Waterplane area coefficient

CWL

m2

LCB

Propeller centre height above baseline

Bulb section area at forward perpendicular

AB

m2

Wetted surface with appendages

Centre of buoyancy forward of LPP/2

11.

Loaded

Comments : _____________________________________________________________

_________________________________________________________________

_________________________________________________________________

_________________________________________________________________

Date:_________________________

Signature:___________________________

04.50

MAN Diesel & Turbo

1696403-6.1
Page 1 (1)

Propeller clearance

200010
L27/38

To reduce emitted pressure impulses and vibrations

from the propeller to the hull, MAN B&W Alpha
recommend a minimum tip clearance as shown in
fig 1.

In twin-screw ships the blade tip may protrude below

the base line.

For ships with slender aft body and favourable inflow

conditions the lower values can be used whereas full
after body and large variations in wake field cause
the upper values to be used.

2 P04-AMG28E

Baseline
Z

Hub

Dismantling
of cap
X mm

VBS740

250

VBS860

265

VBS980

325

High skew
propeller
Y mm

15-20% of D

Non-skew
propeller
Y mm

Baseline
clearance
Z mm

20-25% of D

Mininum 50-100

Fig 1 Recommende tip clearance

04.48

MAN Diesel & Turbo

1690708-4.1
Page 1 (1)

Direction of rotation

200010
L21/31
L27/38

Definitions
The direction of rotation is defined seen from aft. The
normal direction is anticlockwise for the propeller.
Opposite rotating direction can also be supplied by
changing direction of the engine.

Twin-screw propulsion plants

The direction of rotation of the propellers for twinscrew propulsion plants can be chosen in two ways,
as shown in fig 1 and fig 2.

This solution will normally give the propellers the

highest efficiency, because the flow around the stern
of most vessels will favour this direction of rotation.
However, it is not possible to give an opinion concerning this, unless model tests are carried out for
the specific vessel.
The configuration in fig 2 is recommended for icebreakers, river craft or the like, which operate in areas
prone to dunnage, trees, ice etc floating in the water.
Outward turning propellers will tend to throw out
foreign matter rather than wedging it in.

Usually, we recommend the propellers to turn towards

each other at the top.

PS
port side

SB
starboard

Fig 1 Inward turning propellers

04.46

PS
port side

SB
starboard

Fig 2 Outward turning propellers

MAN Diesel & Turbo

3700068-8.1
Page 1 (7)

200010

Propeller Operation

General
Operating range for controllable-pitch propeller

Engine output [%]

Torque , BMEP [%]

110

100

1 Load limit
2 Recommended combinator curve
3 Zero thrust

100

MCR
90

90

80

80

70

70
60
60
50

50

40

40

Range II

Range I

30

30
20

20
3

10

10

0
40

50

60

70

80

Engine speed [%]

Fig 1

11.07 - Tier II

Operating range for controllable-pitch propeller

90

100

110

MAN Diesel & Turbo

200010

Propeller Operation

3700068-8.1
Page 2 (7)

General
Rated output/operating range

Acceleration/load increase

Maximum continuous rating (MCR)

The engine speed has to be increased before increasing the propeller pitch (see Fig 2, Example to
illustrate the change from one load step to another).

Range I: Operating range for continuous operation.

Range II: Operating range which is temporarily admissible e.g. during acceleration and manoeuvring.
The combinator curve must keep a sufficient distance
to the load limit curve. For overload protection, a load
control has to be provided.
Transmission losses (e.g. by gearboxes and shaft
power) and additional power requirements (e.g. by
PTO) must be taken into account.

General requirements for propeller pitch

control

Or if increasing both synchronic the speed has to be

increased faster than the propeller pitch. The area
above the combinator curve should not be reached.
Deceleration/unloading the engine
The engine speed has to be reduced later than the
propeller pitch (see Fig 2, Example to illustrate the
change from one load step to another).
Or if decreasing both synchronic the propeller pitch
has to be decreased faster than the speed. The area
above the combinator curve should not be reached.
Windmilling protection

Pitch control of the propeller plant

As a load indication a 420 mA signal from the engines admission teletransmitter is supplied to the
propeller control system.

If a stopped engine (fuel admission at zero) is being

turned by the propeller, this is called "windmilling".The
permissible period for windmilling is short, because
windmilling can cause, due to poor lubrication at
low propeller speed, excessive wear of the engines
bearings.

For electronic speed governors

Single-screw ship

As a load indication a 420 mA signal from the engines electronic governor is supplied to the propeller
control system.

The propeller control has to ensure that the windmilling time is less than 40 sec.

For mechanical speed governors

Multiple-screw ship
General
A distinction between constant-speed operation and
combinator-curve operation has to be ensured.
Combinator-curve operation:
The 420 mA signal has to be used for the assignment
of the propeller pitch to the respective engine speed.
The operation curve of engine speed and propeller
pitch (for power range, see Fig 1, Operating range
for controllable-pitch propeller) has to be observed
also during acceleration/load increase and unloading.

The propeller control has to ensure that the windmilling time is less than 40 sec. In case of plants without
shifting clutch, it has to be ensured that a stopped
engine won't be turned by the propeller.
(Regarding maintenance work a shaft interlock has
to be provided for each propeller shaft.)

11.07 - Tier II

MAN Diesel & Turbo

3700068-8.1
Page 3 (7)

200010

Propeller Operation

General
Engine output [%]
1 Load limit
2 Recommended combinator curve
3 Zero thrust

MCR

Detail:
decreasing load
1st Pitch
(load)

2nd Speed

Detail:
increasing load
2nd Pitch
(load)
1st Speed

Load steps
3

Engine speed [%]

Fig 2

11.07 - Tier II

Example to illustrate the change from one load step to another

MAN Diesel & Turbo

200010

Propeller Operation

3700068-8.1
Page 4 (7)

General
Binary signals from engine control

Acceleration times

Overload contact

Acceleration times for controllable pitch-propeller plants

The overload contact will be activated when the engines fuel admission reaches the maximum position.
At this position, the control system has to stop the
increase of the propeller pitch. If this signal remains
longer than the predetermined time limit, the propeller
pitch has to bo decreased.
Operation close to the limit curves (only for electronic
speed governors)
This contact is activated when the engine is ope-rated
close to a limit curve (torque limiter, charge air pressure limiter ....). When the contact is activated, the
propeller control system has to keep from increasing
the propeller pitch. In case the signal remains longer
than the predetermined time limit, the propeller pitch
has to be decreased.
Propeller pitch reduction contact
This contact is activated when disturbances in engine
operation occur, for example too high exhaust-gas
mean-value deviation. When the contact is activated,
the propeller control system has to reduce the propeller pitch to 60% of the rated engine output, without
change in engine speed.
Distinction between normal manoeuvre and
emergency manoeuvre
The propeller control system has to be able to distinguish between normal manoeuvre and emergency
manoeuvre (i.e., two different acceleration curves
are necessary).
MAN Diesel & Turbo's guidelines concerning
acceleration times and power range, see page
4 and page 1.

Notes on design
For remote controlled propeller drives for ships
with unmanned or centrally monitored engine room
operation, a load programme has to be provided for
the engines. Within the scope of the remote control
system (for the pitch adjustment of the controllable
pitch propeller or reversing and load application of
the engine).
This programme serves to protect the preheated
engine(s) (lube oil temperature 40oC and fresh
water temperature 60oC) against excessive thermal
stresses, increased wear and exhaust gas turbidity,
when the engines are loaded for the first time possibly up to the rated output.
In case of a manned engine room, the engine room
personnel is responsible for the soft loading sequence, before control is handed over to the bridge.
The lower time limits for normal and emergency manoeuvres are given in our diagrams for application
and shedding of load. We strongly recommend that
the limits for normal manoeuvring will be observed
during normal operation, to achieve trouble-free
engine operation on a long-term basis. An automatic
change-over to a shortened load programme is required for emergency manoeuvres.
The final design of the programme should be jointly
determined by all the involved parties, considering
the demands for manoeuvring and the actual service
capacity.
Please note that the time constants for the dynamic
behaviour of the prime mover and the vessel are in
the ratio of about 1:100. It can be seen from this that
an extremely short load application time generally
don't lead to an improvement in ships manoeuvring
behaviour (except tugs and small, fast vessels).

11.07 - Tier II

Fig 3

11.07 - Tier II

Control lever setting / propeller pitch

1
0 0
1
2
Time in minutes Time in minutes

Normal Manoeuvre

STOP to FULL AHEAD

10 0

Time [min] with preheated engine (lube oil temperature minimum 40C, cooling water temperature minimum 60C)
Engine speed should generally rise more quickly than propeller pitch when loading and fall more slowly when unloading the engine.

10

20

30

40

50

60

70

Emergency Manoeuvre

STOP
to FULL ASTERN

AHEAD

FULL AHEAD
to STOP

3700068-8.1
Page 5 (7)

80

90

100

FULL ASTERN
to STOP

ASTERN

MAN Diesel & Turbo

Propeller Operation
200010

General

Engine rating [%]

MAN Diesel & Turbo

200010

3700068-8.1
Page 6 (7)

Propeller Operation

General
Operating range for fixed-pitch propeller
Single shaft vessel

Torque, BMEP [%]

Engine output [%]

110

100

100

90

1
2
3
4

90
80

Load limit Range II

Load limit Range I
Theoretical propeller curve
Design of propeller (FP)

80
70

70
60

4(FP)

60

50
50

Range II

40

40
30

30

20

Range I

20

10

10
106
103,5

0
30

40

50

60

70

80

90

100

110

Engine speed [%]

Fig 4

Operating range for fixed-pitch propeller

11.07 - Tier II

MAN Diesel & Turbo

3700068-8.1
Page 7 (7)

Propeller Operation

200010
General

Maximum continuous rating (MCR), fuel stop

power
Range I

Operating range for continuous service subject

to a propeller light-running of 1.53%. It should
be aimed at the lower value.

Range II (torque limit)

Operating range which is temporarily admissible

e.g. during acceleration, manoeuvring.

The propeller design depends on type and application of the vessel. Therefore the determination of the
installed propulsive power in the ship is always the
exclusive responsiblity of the yard.
Determining the engine power: The energy demand
or the energy losses from all at the engine additionally
attached aggregates has to be considered (e.g. shaft
alternators, gearboxes).That means, after deduction
of their energy demand from the engine power the
remaining engine power must be sufficient for the
required propulsion power.
Note!

Theoretical propeller curve

Applies to a fully loaded vesel after a fairly long

operating time and to a possible works trial run
with zero-thrust propeller.

FP

Design range for fixed-pitch propeller. A new propeller must be designed to operate in this range.

Attention!

Engine operation in a speed range between

103% and 106% is permissible for maximum
1 hour!

11.07 - Tier II

Type testing of the engines is carried out at 110%

rated output and 103% rated engine speed.

Installation

2005-03-07

The stern tube must be fitted with a tight fit. The propeller boss is measured
and the stern tube is finished with an interference of 0.02 - 0.05 mm.
If the bore in the boss is rough or out of round then the bore should be
lighter. The contact face of the boss for the stern tube flange has to be flat
and square to shaft line, so a leak-proof assembly is obtained. The bore
is chamfered.
The stern tube with gasket is pressed into position, the oil grooves of the
stern tube bearings being in horizontal position.
The alignment / welding ring and the sealing flange is fitted on the forward
end of the stern tube. The adapter ring is mounted on the forward end of
the stern tube, and the oilbox is mounted to.
The installation length for the stern tube is checked - it should not deviate
by more than S-dimension 5.0 mm
Molykote GN is applied to the bolts before tightening in to the required
torque.
Bearing temperature sensors may be required by more of the classification
societies, and fitted in the stern tube.

Fig 1 Assembled stern tube - oil lubricated

Doc-ID: 1690709-6.1

Description
Product
Alpha
Propeller
type Mk.5

The stern tube is designed to be installed from aft. It is of welded construction and machined. A 5 mm fitting allowance is left for final installation
machining.
The stern tube is delivered with stern tube liners fitted. Guard, alignment
/ welding ring, sealing flange, adapter ring, oilbox, gaskets, bolts, gravity
tank and valves are also included in the supply.

Fitting stern tube - oil lubricated

XXX

227000

MAN Diesel & Turbo

1 (3)

Fitting stern tube - oil lubricated

MAN Diesel & Turbo

Pressing force for stern tube
The following formula can be used for calculating of the approx. force
required:
F=

2
(p E m)
L 1 (d/D) U
2

F =
E =
m =
d =
D =
L =
U =

Pressing force in Newton

210,000 N/mm2
0.15 (steel/steel)
Inside diameter at the stern tube (mm)
Outside diameter at the stern tube (mm)
Total length of the carrying outside diameter of the stern tube (mm)
Interference fit between the inside diameter of the stern boss and
the outside diameter of the stern tube

Stern Boss

1. Stern tube
2. Gasket
Oil groove

3. Alignment/Welding ring

2 (3)

5. Sealing flange
6. Gasket
7. Adapter ring
8. Gasket
Seen from A

Doc-ID: 1690709-6.1

9. Oilbox

2005-03-07

Description
Alpha Propeller Mk.5

4. Sealing ring

Epoxy chocks
Stern tube and oil box may be located in epoxy resin but precautions to
provide adequate cooling of the stern tube may be necessary.
The use of epoxy resin has to be acceptable to the owner and MAN Diesel
& Turbo, whilst the installation and design have to be approved by the classification society involved.

Maintenance
The stern tube requires no maintenance, but care should be taken that the
lubricating oil is not contaminated by water or impurities. With good lubrication the life of the white-metal bearings can be 100,000 hours or more.
The max permissible wear is 1.5 mm.
The clearance of a new stern tube bearing is indicated in the table below
where A = shaft diameter and D = inside diameter of stern tube bearing.
D = A + 0.5 + 00.05
A
= 100 200 mm

Fitting stern tube - oil lubricated

XXX

MAN Diesel & Turbo

A
= 201 300 mm
D = A + 0.6 + 00.05

A
= 301 400 mm
D = A + 0.7 + 00.05

A
= 401 500 mm
D = A + 0.8 + 00.15

A
= 501 600 mm
D = A + 0.9 + 00.15

Stern tube liners delivered separately

When supplying loose stern tube liners they have to be fitted with the following press fit:
100-300

300-700

Interference

+0.02 to
+0.03

+0.03 to
+0.05

2005-03-07

Description
Product
Alpha
Propeller
type Mk.5

Outside diameter liner

Doc-ID: 1690709-6.1

3 (3)

Stern tube with epoxy resin

The stern tube can be installed with epoxy resin. See fig 1. Precautions have
to be taken in order to provide sufficient cooling of the stern tube bearings.
The forward end of the stern tube is supported by an alignment ring which
is to be welded to the forward end of the propeller boss. It is not necessary
to secure the oil box with epoxy resin, while it is supplied with a combined
welding/alignment ring.
The area and the surface pressure on the resin must be calculated from
case to case.
The casting must be in accordance with the recommendations of the epoxy
supplier.

Epoxy mounted stern tube

227000

MAN Diesel & Turbo

Fig 1

Stern tube

Boss - Yard supply

Oil box
Alignment
ring

2011-06-06

Description
Alpha Propeller Mk.5

Stern tube with epoxy resin

Doc-ID: 1690710-6.2

1 (1)

MAN Diesel & Turbo

1696404-8.1
Page 1 (1)

Stern tube

227000
L27/38

Standard liners
The stern tube is provided with forward and aft whitemetal liners, fig 1.

A thermometer for the forward bearing is standard

delivery.

Sensors for bearing temperature can be mounted,

if required.

Lead-based
white metal

Cast iron

2 P18

Stern tube bush - AFT

Stern tube bush - FORE

AFT diameter
of tailshaft

A
mm

B
mm

C
mm

FORE diameter
of tailshaft

D
mm

E
mm

F
mm

220
232
236
242
248
249
252
260
262
266
270
274
280
283
285
288
294
301
313

300
312
316
322
328
329
332
340
342
346
350
354
360
363
365
368
374
381
393

296
308
312
318
324
325
328
336
338
342
346
350
356
359
361
364
370
377
389

485
510
520
535
545
550
505
575
580
585
595
605
620
625
630
635
650
665
690

215
227
231
237
243
244
247
255
257
261
265
269
275
278
280
283
289
296
308

295
307
311
317
323
324
327
335
337
341
345
349
355
358
360
363
369
376
388

291
303
307
313
319
320
323
331
333
337
341
345
351
354
356
359
365
372
384

175
180
185
190
195
195
200
205
205
210
215
215
220
225
225
225
231
235
246

Fig 1 Stern tube white-metal liners

05.18

MAN Diesel & Turbo

1690713-1.0
Page 1 (1)

Stern tube

227000
L21/31
L27/38

Optional liners
We have several years of experience in installing
other types of stern tube arrangements.

These are used mostly when the stern tube is water lubricated. Some types can also be used for oil
lubricated stern tubes.

Where required, the propeller plant can be equipped

with rubber liners for sea water lubricated stern tube,
see fig 1.

2 P10-AMG28E

Cooling water

Fig 1 Water lubricated stern tube example

03.30

MAN Diesel & Turbo

1690714-3.1
Page 1 (1)

227000

Stern tube

L21/31
L27/38
Sensors in stern tube
The propulsion plant is equipped with a number
of sensors which via the alarm plant warn against
abnormal operating conditions which may lead to
breakdown.
The sensors can be either of the on/off type or analog,
depending on the alarm plant.

The sensors are designed for replacement without

redrawing of shaft.
On/off sensors are usually connected in such a way
that in case of alarm the switch will break, ie they are
prepared for connection to a closed circuit alarm plant.

Cable pipe
Support pipe for
cable pipe, located
between fore and
aft bearing

View B-B

A
Cable pipe
Pt 100 sensor-TE3952
(option)

Aft stern tube

bearing

View A-A

Terminal box

TI3951Thermometer

2 P17

Pt 100 sensorTE3951 (option)

Fig 1 Sensors in stern tube example

05.46

MAN Diesel & Turbo

1690715-5.0
Page 1 (1)

Stern tube

227000
L21/31
L27/38

Seals
Optionally split seals, face seals and pollution free
seals can be supplied on request.

2032418-7.0

As standard, the stern tube is provided with forward

and aft stern tube seals of the lip ring type with three
lip rings in the aft seal and two lip rings in the forward
seal, fig 2.11.

Aft stern tube seal

Fore stern tube seal

Fig 2.11 Stern tube seals

03.30

MAN Diesel & Turbo

1690716-7.0
Page 1 (1)

Stern tube

227000
L21/31
L27/38

Net cutter and net pickup

To avoid fishing lines and nets being woundup by
the rotating propeller and causing damage to the
stern tube seal, two precautions can be taken.

The net cutters consist of 4 knives (fig 1 and 3) which

are welded to the non-rotating boss tube of the stern
and overlap the rotating part of the propeller.

2 P14

By installing net cutters, a first barrier which will try to

cut the net and line into smaller pieces is established.

Fig 2 Net pickup

Depending on the direction of rotation the knives

o
should be installed angled 1215 to the shaft axis
o
and positioned 90 apart.
A second barrier may be applied by installing a net
pick-up (fig 2) which will windup the net before it
reaches the stern tube seal, in case the lines are
able to pass the net cutters. The pick-up is placed
under the protection cover at the fore-end of the
propeller hub.

Installation
Installation of propeller equipment into the ships
hull shows many different solutions depending on
installation requirements from the ship yard and the
ship owners operational demands.
We have the expertise and knowledge of all the
different possible stern tube installations to meet
specific wishes and requirements.

12-15
2 P12

12-15

Fig 1 Net cutter knives

anti clockwise propeller rotation

03.30

Fig 3 Net cutter knives

clockwise propeller rotation

MAN Diesel & Turbo

1690717-9.0
Page 1 (1)

Stern tube

227000
L21/31
L27/38

Cover tubes for twin-screw vessels

Different combinations of cover tube designs can be
supplied on request. See example fig 1.

Propeller side

Gearbox side

See detail

2 P15

A-bracket

Guide for covertube

Fig 1 Cover tube design

03.30

Sterntube

MAN Diesel & Turbo

1696406-1.1
Page 1 (2)

Oil systems

227000
L27/38

Servo oil system

P2

PT
3253

PT
2230

PT
3252

7
3

PT
2221

10

SERVO RETURN

SERVO ASTERN

CLUTCH IN

CLUTCH OUT

LSL
2206

SERVO FORWARD

PSH
2222

TE
2245

TE
2240

TE
2244

TE
2241

TO LUBRICATING

ALPHA REDUCTION GEAR

TE
2242

**

TE
2243

TE
2246

P1

E4

PSL
2231
TE
2231
PT
2231A

PT
2231B

Fig 1 Oil diagram

09.27

E5

MAN Diesel & Turbo

227000

1696406-1.1
Page 2 (2)

Oil systems

L27/38

Connections: See install. arr.
E4 Cooling water to cooler
E5 Cooling water from cooler
P1 Stand-by pump - suction
P2 Stand-by pump - pressure

* = Not built on
** = Only for EMG55EV

Item

Description

Prefilter for pump

Oil pump

Non-return valve

Non-return valve

Valve unit

Oil cooler

7
8
9
10

High pressure filter

Prefilter for stand-by pump
Oil stand-by pump*
Low pressure filter

09.27

MAN Diesel & Turbo

1690719-2.1
Page 1 (1)

Oil systems

227000
L21/31
L27/38

Stern tube lub oil system

piping connections, and a flange where a level alarm
(LSL3954) can be mounted.

In order to prevent sea water penetration, the system

is kept under static pressure by the gravity tank placed
above normal load water line in accordance with the
stern tube seal manufacturers recommendations.
The gravity tank in fig 1 is equipped with level glass,

Level alarm low

H
tank

Venting

Gravity tank for

stern tube,
capacity : 75 l

Pressure control system for outboard seal.

"Optional" Simplex SC2000 - 400 and larger.
Oil tank for outboard
seal, capacity: 30 l
Pressure control
oil to chamber II
IN THE AFT SEAL.

H
TANK
H
BWL

Min

To be closed
in dry-dock

Sectional view
of oil box

Max

Overflow

Load water line

C.L. prop. shaft

Connections for temperature

sensor for aft bearing

Oil in
Drain
Lubricating oil system for stern tube

Fig 1 Lub oil diagram

05.17

See formula in the manual for the stern

tube seal for calculation of H TANK

BWL

MAN Diesel & Turbo

1690720-2.1
Page 1 (1)

Oil systems

227000
L21/31
L27/38

Oil tank for forward seal

The oil tank fig 1 is equipped with level glass and
piping connections.

Max. level

500 - 600

Min. level

Oil tank for inboard

seal, capacity: 15 l

Oil system for inboard stern tube seal

Fig 1 Sectional view of inboard stern tube seal

05.17

MAN Diesel & Turbo

1696464-6.0
Page 1 (1)

Oil specification for Alpha CPP-systems

227000
L21/31
L27/38

General information
For both the servo oil system (only VBS-types) as
well as the stern tube/shaft seal system, only single
grade mineral oil is accepted.

Viscosity limits
The kinematic viscosity @ 40C of the oil used must
be in the range 80 - 200 cSt according to ISO.

ISO & SAE classification

ISO Viscosity Grade 100 & 150 (90 - 165 cSt) as
well as SAE 30 & 40 (approx 80 - 200 cSt) is accepted. A mix of these two viscosity grades is also
accepted.

Notes
Note I: The oil for the stern tube/shaft seal system
must be chosen also in accordance with the approved oil list from the shaft seal manufacturer/supplier.

09.28

Note II: In case of continuous operation in cold waters, it is recommended to use ISO VG100/SAE30
oil for the system.
Note III: For the servo oil system, permitted contamination class is 10 (NAS1638), 21/19/16
(ISO4406:1999), 11 (SAE AS4059:D) and recommended filtration rating is10-20 m.
For both systems the maximum water content is
5%.
Note IV: Normally it will be possible to choose an
oil,which fulfils the demands for both the CPP system, the engine and/or the gearbox.

IMPORTANT
In the contractual warranty period for the CPP
equipment, the oil used must fulfil the above specifications. Any deviation will only be allowed provided a written acceptance is given by MAN Diesel.
Further we undertake no responsibility for difficulties that might be caused by the oil itself.

MAN Diesel & Turbo

1690721-4.0
Page 1 (1)

Oil systems

227000
L21/31
L27/38

Lubricating oil system

The stern tube and hub lubrication is a common
system. The stern tube is therefore kept under static
oil pressure by a stern tube oil tank placed above
sea level, see fig 1.

Stern tube oil

tank

All our propellers with seals of the lip ring type operate on lub oil type SAE 30 or SAE 40 usually
the same type of lubricating oil as used in the main
engine and reduction gear.
In case of operating in cold waters it is recommended
to use SAE 30 lub oil.

Oil tank forward seal

2 P16-AMG28E

Lip ring seals

Fig 1 VBS Lub oil system

03.31

MAN Diesel & Turbo

1690722-6.1
Page 1 (2)

Propeller shaft and coupling

219000
L21/31
L27/38

Propeller shaft and coupling

The propeller hub and shaft are supplied assembled,
with the aft seal fitted, fig 1.
The propeller blades can be supplied fitted depending
on propeller size and transport facilities.
The tailshaft can only be installed from the aft end.
Standard tailshafts can be supplied up to a length
of 14 m, longer on request. In plants with long shaftlines, the max distance between the intermediate
journal bearings can be estimated by means of the
following formula provided the propeller speed is
below 350 r/min.

L = 450

shaft diameter (mm)

L : maximum bearing distance

For twin screw ships with open shaft line arrangement supported by struts the distance between the
aft and second aft bearing should not exeed 20 times
the shaft diameter.
For easy alignment of the propeller shaftline, alignment calculations are made and a drawing with
instructions is supplied for all propulsion plants.

Wear-ring
O-ring

Fig 1 Propeller hub/shaft mounting

04.50

MAN Diesel & Turbo

219000

1690722-6.1
Page 2 (2)

Propeller shaft and coupling

L21/31
L27/38
Hydraulic coupling flange
The flange diameter of the coupling matches the
counter part of the gearbox flange. This type of
coupling uses a special shrink fitted mounting. High
pressure oil of more than 2,000 bar is injected between the muff and the coupling flange by means
of the injectors. By increasing the pressure in the
annular space C, with the hydraulic pump, the muff
is gradually pushed up the cone.
Longitudinal placing of the coupling flange as well
as final pushup of the muff is marked on the shaft
and muff.

For assembling or dismantling we recommend to use

SAE30 oil.To facititate mounting at low temperatures,
o
the coupling can be heated to approx 20 C.

Special shaft arrangements

We have several years of experience in special shaft
arrangements:

Pendulum ferries
Supply and anchor handling vessels
Sailing ships
Ferries

Injectors

Venting
screw

Muff

100 mm

A ....
A ....
Mark on shaft

Distance for push-up

stamped on coupling
muff
Hydr. pump

Fig 2 Fitting hydraulic coupling flange - Type ODG

04.50

MAN Diesel & Turbo

1696407-3.0
Page 1 (1)

Intermediate shaft

223000
L27/38

Bulkhead seal
Journal bearing

VBS
propeller

Detail A

Detail B
Intermediate shaft with servo
oil pipe for VBS propeller.
To be specified by the customer

Hydraulic
coupling

2 P21-AMG28E

Servo pipe

Detail A

Detail B

Fig 1 Intermediate shaft example

04.04

MAN Diesel & Turbo

1690725-1.0
Page 1 (2)

Propeller nozzle

1217000
L21/31
L27/38

General information

Fixed nozzle

Nozzles offer many advantages for tugs and trawlers

or whenever high thrust at low speed is required. We
have supplied hundreds of nozzles, both fixed and
steering nozzles. A special propeller blade design
is supplied with the nozzle.

The nozzle and struts must be orientated relative

to the general water flow behind the hull in order to
reduce drag and optimize propulsion. Furthermore
the struts must be fitted to allow free flow around the
whole surface of the nozzle.

A correctly mounted nozzle will have a favourable

influence on propeller induced vibrations, as the
nozzle has an equalizing effect on the wake field
round the propeller. Furthermore ducted propellers
are lower loaded than open propellers contributing
to a lower vibration level.

Behind a Vshaped afterbody, the nozzle should be

o
tilted 23 relative to the baseline with the forward
end downward to suit the flow to the nozzle, fig 1.

Design and classification approval of the nozzle

support structure is the responsibility of the yard,
but some general recommendations are given in
the following.

As the propeller shaft very often has an aft inclination in proportion to the baseline, the relative tilting
between the nozzle and the propeller shaftline is
increased. This has no negative influence on the
propulsion performance providing the angle does
o
not exceed 57 .

Pivot point

Engine
inclination

2 P05 -AMG28E

Max 5-7

2-3

Fig 1 Fixed nozzle - uncovered struts

03.31

MAN Diesel & Turbo

1217000

1690725-1.0
Page 2 (2)

Propeller nozzle

L21/31
L27/38
With the propeller blade in a vertical downward position, and set at zero pitch, it is possible for the blade
tip to be outside the stainless steel belt within the
nozzle. This is acceptable because the tip moves
astern into the stainless steel zone, when Ahead
pitch is applied.
Cavitation in the lower part of the nozzle can normally
be disregarded, due to the improved water flow and
pressure head available in this area.
The position of the nozzle should have sufficient
space for dismantling of the propeller blades and shaft.

Structurally, the side struts are cut through the shell

plating and connected to the hull framing. The shell
plating should be strengthened locally.
The upper nozzle support might be constructed as
a closed streamlined box as shown on fig 2 or with
sidestruts in Vform.
During construction of the nozzle attachment, it
is important to realize that not only strength and
reliability purposes have to be observed, but the
hydrodynamic performance as well. Providing ample
clearance between hull and nozzle reduces the thrust
deduction and improves the propulsion.

The nozzle is prepared for mounting with struts.

Struts

Width of nozzle

CL Propeller shaft
Max
6-7
CL Nozzle

2 P06 -AMG28E

Space for d ismantling

Pivot point

Fig 2 Fixed nozzle - struts in streamlined box

03.31

MAN Diesel & Turbo

1696408-5.0
Page 1 (1)

Propeller nozzle

1217000
L27/38

Standard dimensions

Fixed nozzle L/D = 0.4

The fixed nozzle can be supplied in two standard

lengths, either 0.4 or 0.5 propeller diameter, according to application.
Standard fixed nozzles are normally 0.4 propeller
diameter as propellers for geared propulsion systems
are relatively low loaded.
For higher loaded propellers and fluctuations in wake
field it may be recommendable to use nozzle 0.5
propeller diameter.

Nozzle Prop.
D
D
L
Weight
type
diam. min max
approx.
FD

mm mm mm mm
Kg

2380
2730
3080
3480
2430
2780
3180
3630
2480
2880
3280
3730
2580
2980
3380
3830

2350
2700
3050
3450
2400
2750
3150
3600
2450
2850
3250
3700
2550
2950
3350
3800

2500
2870
3180
3650
2550
2920
3340
3810
2600
3020
3440
3910
2710
3130
3550
4020

2775 940
3180 1090
3530 1220
4060 1380
2830 960
3240 1100
3710 1260
4240 1440
2890 980
3360 1140
3820 1310
4350 1490
3000 1020
3475 1180
3940 1340
4470 1520

Weightless
buoyancy
Kg

1850 800
2750
1030
3350
1140
4350
1350
1950 850
2800
1050
3500
1150
5150
1400
2050 875
2950
1075
4030
1170
5160
1310
2300 940
3075
1100
4150
1200
5300
1350

D max

FD

D min

Fixed nozzle L/D = 0.5

Fig 1 Fixed nozzle

04.04

Nozzle Prop.
D
D
L
Weight
type
diam. min max
approx.
FD

mm mm mm mm
Kg

2380
2730
3080
3480
2430
2780
3180
3630
2480
2880
3280
3730
2580
2980
3380
3830

2350
2700
3050
3450
2400
2750
3150
3600
2450
2850
3250
3700
2550
2950
3350
3800

2530
2940
3270
3700
2580
2960
3380
3860
2640
3060
3420
3970
2740
3170
3590
4070

2880
3310
3730
4210
2940
3360
3840
4390
2990
3480
3900
4510
3120
3600
4090
4630

1175
1365
1525
1725
1200
1375
1575
1800
1225
1425
1625
1850
1275
1475
1675
1900

2950
4500
5725
7300
3060
4580
6100
7950
3200
4800
6300
8125
3520
5250
6900
9400

Weightless
buoyancy
Kg
1280
1885
2060
2175
1300
1920
2100
2250
1320
1960
2050
2300
1420
2000
2150
2350

Reduction gear

3000

MAN Diesel & Turbo

1696409-7.2
Page 1 (1)

Design features

332000
L27/38

General information
MAN Diesel launched the development of reduction
gearboxes in the late sixties and today more than
1500 gearboxes have been produced.
The gearboxes AMG28EV and AMG55EV are specially designed for the 27/38 propulsion engine and
covers a power range from 2040 kW to approx 3285
kW depending on the gearbox ratio. Standard reduction ratios are in the range from 2.8 to 6.0.
All reduction gearboxes are designed, manufactured,
and approved in accordance with the rules of the
major Classification Societies.

5. As an option, the gearbox can be equipped with

a built-on power take-off (PTO). The standard
power take-off is of the primary type. This makes
it possible to use the PTO while the propeller is
disengaged, an advantage as the shaft alternator
can be used as main power source during stay
in port.

AMG28EV
AMG
28
E
V

Series designation
Alpha Module Gear
Gearbox series
Electro/hydraulic pitch control
For VBS-propeller

45VO30
45
VO
30

Type designation
Gear ratio 10
Vertical offset
Gear box size

The gearboxes are capable of managing very high

ice-class notations.

Reduction gearbox
The AMG28EV and AMG55EV reduction gearboxes
incorporates the following main functions:
1. Clutch for engaging and disengaging the propeller
from the engine.The friction clutch is hydraulically
actuated and is of the multiple disc type with
sintered plates.
As option the gearbox can be supplied without clutch.
2. Built-on servo system for controlling the VBS
propeller. Servo oil inlet to the propeller goes
through the gear output shaft.
3. Gear wheels for reduction of engine revolutions
to required propeller revolutions.The gear wheels
are single helical, made of special alloy steel, case
hardened and ground, giving a high strength with
low noise levels. All bearings in the gearbox are
pressure lubricated slide bearings.
4. Thrust bearings for absorbing the propeller thrust
are integrated. Thrust bearings are with tilting
pads to ensure full surface contact.

Fig 1 Sectional view of gearbox

08.09

MAN Diesel & Turbo

1696462-2.1
Page 1 (1)

Project Planning Data - AMG 28

332000
L21/31, L27/38

General Design Data - AMG28EV

Built on servo oil pump, flow

255-305

L/min

Min./ max. oil level, gear housing

Stand-by pump, pressure
Stand by pump, capacity

250/300
75
180

litre
Bar
l/min

Nom. temperature range for thrust bearing

Nom. temperature range for journal bearing
Nom. temperature range for lub oil (outlet from cooler)

55-70
50-70
40-50

Alarm limit, thrust bearing temperature

Alarm limit, journal bearing temperature
Alarm limit, lub oil pump temperature
Alarm limit, lub oil pressure
Alarm limit, clutch oil pressure
Max. propeller thrust
Thrust shaft flange diameter
Thrust bearing type
Center distance, gear wheels
Servo piston, stroke (Not for EV-version)
Servo piston, diameter (Not for EV-version)
Soft clutch-in: - Pressure in oil accumulator
- Time for built-up pressure at clutch-in

C
C
C

75
75
60
0.5
16

C
C
C
Bar
Bar

350
575
TILTING-PAD
700/690
200
560
2
6-8

kN
mm
mm
mm
mm
Bar
Sec.

REQUIREMENTS FOR INSTALLATION

Foundation bolts
Adjusting foundation screws
Chocks thickness
Suction pipe, stand-by pump
Pressure pipe, stand-by pump

Oil content at alarm

Oil cooler type
- Water connection
- Water flow
- Water temperature inlet (maximum)
Weight approx (dry)

12x24/M24
4xM24
25-50 mm
DN65
DN50
220 litre
PF-20-1P L=800
DN80
30 m3 / h
42 C
8500 kg

OPERATING DATA
Nom. lub oil pressure
Min./max. lub oil pressure
Nom. servo oil pressure (without pressure increase)
Max. servo oil pressure
Clutch oil pressure min./max. (optional)

11.49

6L21/31: 14-15 Bar

7L21/31: 16-17 Bar
8L21/31: 19-20 Bar
9L21/31: 21-22 Bar

3
1.0-4.0
30
60
6L27/38: 18-20
7L27/38: 21-23
8L27/38: 24-27
9L27/38: 27-30

Bar
Bar
Bar
Bar
Bar
Bar
Bar
Bar

MAN Diesel & Turbo

1696463-4.1
Page 1 (1)

Project Planning Data - AMG 55

332000
L27/38

General Design Data - AMG55EV

Built on servo oil pump, flow
Min./ max. oil level, gear housing
Stand-by pump, pressure
Stand by pump, capacity
Nom. temperature of thrust bearing
Nom. temperature of journal bearing
Min./max. lub oil temperature (outlet from cooler)

300

l/min

670/760
75
220

litre
Bar
l/min

60
60
40/50

Alarm limit, thrust bearing temperature

Alarm limit, journal bearing temperature
Alarm limit, lub oil pressure
Alarm limit, clutch oil pressure

C
C
C

75 C
75 C
1.0 Bar
5 bar below min.

Max. propeller thrust (nominal / bollard pull)

Thrust shaft flange diameter
Thrust bearing type
Centre distance, gear wheels
Max. total pitch stroke [VBS740 VBS1280]
Soft clutch-in: - Pressure in oil accumulator
- Time for built-up pressure at clutch-in

310/495
575/775
TILTING-PAD
900
240
2-3
4-8

kN
mm
mm
mm
Bar
Sec.

REQUIREMENTS FOR INSTALLATION

Foundation bolts
Adjusting foundation screws
Chocks thickness
Suction pipe, stand-by pump
Pressure pipe, stand-by pump

Oil content at alarm

Oil cooler type
- Water connection
- Water flow
- Water temperature inlet (maximum)
Weight approx (dry)

12x24/M24
4xM24
25-50 mm
DN100
DN50
550
PF28-20-631
DN80
62
39
14500

litre
L=631
m3 / h
C
kg

OPERATING DATA
Nom. lub oil pressure
Min./max. lub oil pressure
Nom. servo oil pressure (without pressure increase)
Max. servo oil pressure
Clutch oil pressure min./max.

11.49

2.5
1.0-4.0
30
70
6L27/38: 18-20
7L27/38: 21-23
8L27/38: 24-27
9L27/38: 27-30

Bar
Bar
Bar
Bar
Bar
Bar
Bar
Bar

MAN Diesel & Turbo

1696411-9.2
Page 1 (3)

332000

Main dimensions

L27/38

PTO shaft

60

780

658

575

596

1290

1051

1420

1223

1500

1693
2065

Fig 1 AMG28EV gearbox PTO - Starboard

05.31

394

1008

700

1747

180 t6

Max.118

633

MAN Diesel & Turbo

332000

1696411-9.2
Page 2 (3)

Main dimensions

L27/38

Max.118

874

60

780

658

575

700

1200

1473

180 t6

PTO shaft

596

1290

1051

1420

1223

1500

1693
2245

Fig 2 AMG28EV gearbox PTO - Center

05.31

MAN Diesel & Turbo

1696411-9.2
Page 3 (3)

Main dimensions

332000
L27/38

180 t6
2038

70

2900

355 275

00

920

142

409

575

900

485

R9

680
1878

810
2050

Fig 3 AMG55EV Gearbox - main dimensions

05.31

2731

400

PTO
1620

Max 130

1057

MAN Diesel & Turbo

1696412-0.2
Page 1 (2)

Weight and centre of gravity

332000
L27/38

Weight and centre of gravity of gearbox

780

215

The gearbox is delivered with a flexible coupling.

Type of coupling depends on engine power. The
approximately weight without coupling and without
oil is 8500 kg.

915
2065

1500

Lifting gearbox
The gearbox is lifted by three wire straps connected
to the four lugs.
One strap is to be connected to lugs aft and the other
two straps to the two forward lugs.
Fig 1 Reduction gearbox AMG28EV weight and centre of gravity

04.51

MAN Diesel & Turbo

332000

Weight and centre of gravity

1696412-0.2
Page 2 (2)

L27/38
Weight and centre of gravity of gearbox

920

360

2685

The gearbox is delivered with a flexible coupling.

Type of coupling depends on engine power. The
approximately weight without coupling and without
oil is 15000 kg.

1330

45
2900

1878

Lifting gearbox
The gearbox is lifted by three wire straps connected
to the four lugs.
One strap is to be connected to lugs aft and the other
two straps to the two forward lugs.

Fig 1 Reduction gearbox AMG55EV weight and centre of gravity

04.51

MAN Diesel & Turbo

1696413-2.0
Page 1 (2)

Foundation

332000
L27/38

Installation of gearbox

When using epoxy chocks, side and end chocks are

to be fitted at both forward and aft end, fitted bolts
can then be omitted.

The foundation must be as stiff as possible in all

directions to absorb the dynamic forces caused by
the engine and the propeller thrust.

Noise and vibration levels

The propeller thrust is transferred to the foundation

through fitted holding down bolts when the gearbox
is seated on steel chocks.

Noise and vibrations from the gearbox are minimised by using cast iron. Precision ground helical
gear wheels with optimum correction and forced
lubricated slide bearings, also reduce the noise and
vibration levels.

2267

1648

1423

1198

973

523

0
710

7
6

1698

1535

605

470

2x2xM24 Adjusting screws

Aft-end box

Flywheel

1280

710

720

2x6x26 Holding down bolts

Fig 1 Gearbox foundation top view

04.04

See detail C
Gear flange

720

750
750

3 G07-AMG28E

748

Detail C
Flywheel

Cyl.8

MAN Diesel & Turbo

332000

1696413-2.0
Page 2 (2)

Foundation

L27/38
Input shaft

1500

Output shaft

40 *

40 *

100

22

680

780

See detail B

234

700

1420

579

400 *

170
1280
1300

15 *

* Guidance only
1

55

3 G08-AMG28E

3
4

Spotfacing 60

H2

40 *

100

40

Detail B, GEAR

To check for possible creep in

the epoxy material, measuring pins
are to be welded on the top plate at
each side of the engine/reduction gear
at both ends and midlenght before
casting the epoxy chocks.
X: Height of chocks between 25 and 50 mm.
S: Min 1 mm.

Fig 2 Gearbox foundation aft view

04.04

MAN Diesel & Turbo

1696414-4.1
Page 1 (2)

PTO on gearbox

332000
L27/38

Whenever the gearbox is supplied with a PTO, (fig 1)

the arrangements must be planned in co-operation
with us and all necessary information made available
to enable us to calculate the complete propulsion
system torsional vibration characteristic.
The most frequent requirements for PTOs are to
drive alternators, hydraulic pumps, etc.
Generally, a flexible coupling between the PTO and
the generator will be necessary and this coupling
must be selected to transmit the power and give
suitable torsional vibration characteristics. A toothed
coupling will normally not be acceptable.

When the generator is not in use, we recommend

that it should be free wheeling as vibrations during
standstill might damage the ball bearings in the
generator.
PTOs are installed on the aft end of the gearbox
and can provide 1500/1800 rpm as standard for
synchronous drives.
The PTOs are supplied as an integrated part of the
gearbox. Output power is max 1500 kW.

kWel

1008

394

Fig 1 PTO on reduction gearbox

09.28

MAN Diesel & Turbo

332000

1696414-4.1
Page 2 (2)

PTO on gearbox

L27/38
PTO data sheet 1500 rpm alternator

A
mm

B
mm

C
mm

356 881
432
1078
492
1178
540
1178
576
1278
620
1427
700
1427
836
1425
904
1425
972
1660

1080
1755

1144
1900

1244
2005

1352
2105

1444
2105

355
400
400
400
400
450
450
450
450
450
500
500
500
500
500

523 628
658 792
658 792
658 792
658 792
820
1083
820
1083
820
1083
820
1083
820
1083
820
1050
870
1050
870
1050
870
1050
870
1050

Generator

kWel

PTO data sheet 1800 rpm alternator

D
mm

A
mm

B
mm

C
mm

372 880
408 880
432 880
508
1078
584
1178
656
1178
712
1278
768
1380
788
1425
940
1515

1096
1610

1216
1705

1296
1900

1372
1900

1492
2000

355
355
355
400
400
400
400
450
450
450
450
450
500
500
500

523 628
523 925
523 628
658 792
658 792
658 792
658 792
820
1083
820
1083
820
1083
820
1083
820
1083
870
1050
870
1050
870
1050

Generator

kWel

D
mm

PTO placement

394

394

1190

1008 1008

09.28

MAN Diesel & Turbo

1696410-7.2
Page 1 (3)

Servo oil system

340000
L27/38

Servo oil system

Propeller
ZT
3725B

Pitch Indication

Servopiston
Ahead Astern

S
S

Pressure control low control

PSL

49
44

2231

PT
2231A

49

48

Multiple disc
clutch

PSH

PT
2231B

49

48

Clutch engaged indication

49

48

Input shaft
main bearings
temperature

Cluth out

48

27

ZC
2711A

11

ZC
2711B

2245

TE

11

Y2

Engine

ZI
3725B

18

TE

2241

ZT

Clutch in

Hydraulic outlet
for shaft break

TE
2240

3725A

2222

44

PT

49

2221

17

Y1

8b

26

48

44

ZC
3721B

ZC
3721A

ZC
4720

Pitch command

Gearbox lubrication
8a

14
TE
2231

Lube oil
temperature control
Valve block
TE
2244

PT

15

Thrust bearing
temperature

49

Safety block

48

E7

Output shaft main bearings temperature

E6

TE
2242

Water

19
TE
2243

12
10

PT

49

3252

48

13

Air vent

Level dip stick

Oil filling

44

13
29

22

24

24
20

29

LSL
2206

25

Oil drain

P1

Oil sump

Fig 1 Oil diagram

12.06

21

3253

P2
25

44

MAN Diesel & Turbo

340000

Servo oil system

1696410-7.2
Page 2 (3)

L27/38
Item

Description

7
8
8a
8b
9
10
11
12
13
14
15
17
18
19
20
21
22
24
25
26
27
29
35
44
48
49

Proportional valve
Servo valve
Control pressure max setting
Control pressure min setting
Clutch oil valve
Max system pressure
Non-return valve
HP double filter
Non-return valve
Lub oil back pressure valve
Cooler
4/2 way valve clutch
Accumulator
Difference pressure safety valve
El-motor
HP oil pump
HP flange pump
Excess flow check valve
Magnetic prefilter
Flow reduction valve
Hydraulic outlet for shaft brake
For oil filling
By-pass
Measuring connection
Isolating valve
Testing connection
During the engaging process of the multi disc
clutch the following controlling devices have
to be delayed for 15 sec.

PSL
2231

PT
2221

PSH
2222

Clutch pressure low, stand by pump start

Clutch pressure low, alarm
Clutch engaged indication
Parts and piping to be supplied and
mounted by yard

All pipes installed by the yard must be free of all

foreign parts and forging scales.

Connections:
E6 Cooling water inlet
E7 Cooling water outlet
P1 Stand-by pump inlet
P2 Stand-by pump outlet

The oil system (see fig 1) consists of three systems

integrated in one: clutch, servo for pitch control and
lub oil system. The oil system is protected by a double full flow filter, which cartridge can be exchanged
while the gear is in service.
The propeller pitch is adjusted by an electrically
controlled proportional valve. The exact position of
the propeller pitch is detected by a non-contacting
magnetostrictive sensor which gives a precise and
safe feed-back signal and will allow no unintended
movement of the propeller pitch once the chosen
pitch has been set.
Oil for pitch control is supplied to the propeller through
an oil distributor ring placed in the forward end of
the lower shaft.
Pressure controlled non-return valves built on to the
side of the oil sleeve ensure that the actual pitch setting will be kept also in case of failure in power supply.
The hydraulic system is designed for a max pressure of 60 bar during manoeuvres, but the actual
pressure required is normally considerably lower.
The oil pressure is automatically reduced by approx
50% to maintain pitch once the desired setting has
been attained.

Prefilter, item 25
To protect the gear oil standby pump (item 21), a
prefilter (item 29) has to be installed before the pump.
Design data:
Capacity: See gear oil standby pump, item 21
Mesh size: 0.8 1.0 mm

Gear oil stand-by pump, item 21

To ensure good suction conditions for the gear oil
stand-by pump (item 21), the pump should be placed
as low as possible. The suction pipe should be as
short and with as few bends as possible in order to
prevent cavitation of the pump.

12.06

MAN Diesel & Turbo

1696410-7.2
Page 3 (3)

Servo oil system

340000
L27/38

The gear pump also acts as a priming pump for the

gearbox prior to start.
Design data:
Capacity:
Pressure:

Temperature:
Viscosity:

See planning data

Max 60 bar
Start-up 30 bar
Max 70C
Normal 40 60 cSt
Start-up 1000 cSt

Non-return valves, item 13

To facilitate automatic start-up of stand-by pumps,
a non-return valve after the built-on pump and after
the stand-by pump is standard.

Pressure control valves, items 8, 8a, 8b, 9

and 14
A valve block is mounted on the gearbox. The valve
block consists of a pressure control valve for clutch

12.06

oil (item 9), a pressure control valve for lubricating

oil (item 14) and a special pressure control valve
(item 8) for servo oil.

Gear oil cooler, item 15

The gearbox is supplied with a built-on oil cooler.
The cooler has only one element made of extruded
material. This results in a very compact cooler. By
use of correct cooling liquid no cleaning or maintenance is needed.

Oil quality
Lubricating oil SAE30 with FZGclass of minimum
12 can be used.

MAN Diesel & Turbo

1696415-6.0
Page 1 (1)

Shaft brake

382000
L27/38

As an option, the gearbox can be supplied with a

shaft brake.
The shaft brake is mainly used in connection with
fishing vessels to prevent the propeller from causing
damage to the fishing-tackle and consequently avoid
rope or wire to be caught by the propeller. No specific
requirements in design of the propeller shafting are
necessary when installing shaft brakes.
When a shaft brake is required, the disc can be
accommodated between any convenient inboard
coupling flange in the propeller shafting and the
gear thrust shaft.

Fig 1 shows the shaft brake arrangement. Brake

linings are non-asbestos environmentally safe
with longer service life.
Oil pressure from the clutch-out side of the oil distributor box is led to the shaft brake, which means
that the brake is activated as soon as the propeller
shaft is clutched out.
The static brake power is about 5-10% of the nominal torque.
The brake power can be increased by using several
pairs of callipers.

Shaft brake

3 G03-AMG28E

Disc
for brakes

Thrust shaft

Seen from above

Fig 1 Shaft brake arrangement

04.04

Packing and
preservation

9000

MAN Diesel & Turbo

1699261-3.0
Page 1 (1)

Dispatch condition of engine and reduction gear

from MAN Diesel

912000
General

The engine and reduction gear are situated on

wooden foundation, covered with tarpaulins and
equipped with lifting tools.

Where storage is for 8 months or more, lubricating oil

must be applied to each cylinder every six months,
during the monthly turning.

External components which are not varnished are

protected with preservative (VCI-product) and internal unvarnished components are sprayed with same.
This protective oil is totally soluble with lubricating
oils and should not be removed when putting the
engine and reduction gear into service.

For lubrication, lub oil or preservation (VCI-product) (max 1/4 litres per cylinder) can be introduced
through the indicator valve.

Storage of engine and reduction gear at

customers
Engine and gearbox should always be stored indoor
in a dry environment and at a minimum, covered
with tarpaulins.
Engine and gearbox should be stored indoors at
a minimum of 5C above outside temperatures to
avoid condensation, or in a humidity controlled environment at a relative humidity of 45-55%.

Maintenance intervals
Protection maintenance must be carried out at the
following intervals:
Storage conditions (dry and indoor at 5C above
outside temperature or relative Humidity of 45-55%
every 4 months
If the above conditions are not met every 1 month
Exhaust must be covered until installation, and Indicator valves closed.

Turning of engine and reduction gear

When storage of engines is for more than 60 days
following dispatch from the factory, then engine must
be turned 3 1/2 revolutions each month, and the rest
position of the crank must be at a different position.
Indicator valves should be opened prior to turning
and then closed again on completion of turning.

09.22

When storing the engine longer than 24 months,

bearing and piston inspection must be carried out
before starting up the engine, and MAN Diesel must
in all cases, be informed.
During storage the reduction gear should be turned
monthly and when storage exceeds 24 months, inspection of the bearings, gearwheels, servomotor,
and clutch must be carried out. MAN Diesel must in
all cases be informed.

Protection maintenance

- Remove the crankcase, camshaft and rocker

arm covers.
- Check the surfaces and maintain the preservation by painting thoroughly with preservative
(VCI-product).
- Check the top of the cylinder heads and paintwith preservation.
- Replace covers.
- Check the external surfaces and restore preservation, if necessary with preservative.
- Check the paint work and repair, as necessary.
- Remove the outlet pipe from the turbocharger
exhaust and turn the rotor of the turbocharger.
- Replace the pipe.
- Restore the original packing as far as possible
and cover with tarpaulins.

Dispatch conditions of propeller equipment from MAN Diesel & Turbo

The propeller equipment is treated by MAN Diesel & Turbo with conservation grease. Furthermore the propeller equipment is covered with foil, shock
absorbing material and a wooden layer. The propeller hub is furthermore
sealed by a tarpaulin.

Storage of propeller equipment at customer

Upon arrival of equipment it is yard responsibility to visually inspect that
there are no damages to the protection cover.
Minimum protection during storage must be by covering with tarpaulins to
keep dry. The propeller equipment should be keept in the wooden foundation as delivered.
MAN Diesel & Turbo do however recommend indoor storage and maintaining
min 5C above outdoor temperature to avoid condensation and sweating.

Packing and preservation

91200

MAN Diesel & Turbo

Maintenance intervals

2010-12-12

Description
Alpha Propeller Mk.5

Protection maintenance must be carried out at the following intervals prior

to installation:
Good storage conditions
(dry and indoor)..................... every 12 months
Poor storage conditions
(outdoor)................................ every 3 months
Immediately after installation in the ship, the propeller shaft must be treated
with preservation oil/grease in order to avoid corrosion and damages to
the shaft.
Please note: Propeller parts with build-on electronics are to be stored and
handled as electronic equipment

Doc-ID: 1699910-8.1

1 (1)

Dispatch conditions of electronic equipment from MAN Diesel & Turbo

Panels and control unit are packed in well-sealed boxes and to protect the
components from corrosion they are supplied with a Cor-trol VCI Vapour
Corrosion Inhibitor giving an invisible protective ionic layer.
Small electronic components are packed in poly bags supplied with Cortrol VCI tablets.

Storage of electronic equipment at customers

The equipment should always be stored in a dry environment. Under normal
warehouse conditions the Cor-trol VCI will give long term protection provided they remain sealed and maintained in such a condition that prevents
any air circulation within.

Packing and preservation

912000

MAN Diesel & Turbo

Protection maintenance
Provided the sealing has been properly maintained no additional measures
are needed for the entire period of protection.
The electronic equipment can be put into operation without degreasing,
coating removal or cleaning.

Installation works

2010-12-12

Description
Alpha Propeller Mk.5

During the installation period the yard has to protect the cabinets and electrical equipments against water, dust and fire.
It is not allowed to do any welding works near the cabinets. The cabinets
have to be fixed to the floor or to the walls by means of screws.
If it is necessary to do welding works near the cabinet the cabinets and
panels have to be protected against heat, electric current and electromagnetic influences. For protection against current, all cabling has to be
disconnected from affected components.
Installation of additional components inside the cabinets is allowed upon
approval by the responsible project manager of MAN Diesel & Turbo only.

Doc-ID: 1699912-1.1

1 (1)

Engine

14000

MAN Diesel & Turbo

1696416-8.2
Page 1 (2)

Design features

1400000
L27/38

Design criteria for L27/38

Decisive parameters for a propulsion engine are the
requirements for a compact engine design and long
term reliability in operation.

In order to reduce the engine length, external pipe

connections are arranged on the sides of the frontend box
The small optional PTO is located on the forward side.

However, other requirements as mentioned below,

have been given high priority:
Long time between overhauls (TBO)
No unscheduled maintenance and repair work
Unrestricted heavy fuel oil operation
Low fuel and lub oil consumption rates, fulfilling
legal emission limit values
High maintenance and operation friendliness
Good part load behaviour
Easy installation, rigidly or resiliently seated

Engine frame and crankshaft

The monobloc nodular cast iron engine frame forms
the most vital part of the engine. Through-going main
bearing tie rods and the deeply positioned cylinder
head tie rods maintain a static preloading of the
casting, thereby absorbing dynamic loads attained
from gas and mass forces, with a high safety margin.
All tie rods are tightened hydraulically.
Well supported main bearings carry the crankshaft
with generously dimensioned journals.The combina
tion of a stiff box design and the carefully balanced
crankshaft ensure that the engine is running smoothly
and free of vibrations.

Front-end box
A unique feature is the introduction of the front-end
box, arranged at the free end of the engine. It contains connecting ducts for cooling water and lubricating oil systems as well as pumps (plug-in units),
thermostatic valve elements, lub oil cooler and the
automatic back-flushing lub oil filter.

Fig 1 Sectional view of engine

10.40

MAN Diesel & Turbo

1400000

Design features

1696416-8.2
Page 2 (2)

L27/38
Cylinder unit

Lubricating oil system

The cylinder unit incorporating cylinder head, water

jacket, piston and connecting rod can either be withdrawn/installed as a complete unit or as individual
components, depending on the available space
conditions.
The cylinder liner features a flame ring in the top.
The purpose is to scrape away coke deposits on
the piston top land and thereby avoid bore polishing of the cylinder liner. This will ensure optimal ring
performance and low lub oil consumption.

The engine features an entirely closed lub oil system

which ensures easy installation on board and no risk
of dirt entering the lub oil circuit.

The piston is a composite piston with steel crown and

a nodular cast iron body. A wear resistant chrome
layer on the piston rings ensures long TBOs.
The robust connecting rod is of the marine head
type with the joint above the marine head and fitted with hydraulically tightened units. During piston
withdrawal, the marine head remains on the journal,
saving dismantling space and at the same time protecting the journal.
The cross-flow cylinder head in nodular cast iron
has 2 inlet and 2 exhaust valves all rotating to
minimize wear and equalize temperatures. Together
with the direct cooled exhaust valve seat rings, a
reliable operation is ensured.

The helical gear type lub oil pump is mounted in the

front-end box and draws the oil from the wet sump.
Via a pressure regulator, the oil flows through
the lub oil plate cooler and the full-flow automatic
back-flushing lub oil filter. This solution eliminates
exchange of filter cartridges as well as the waste
disposal problem.
The back-flush oil is drained to the sump. A purifier
is to be connected to maintain proper condition of
the lub oil.
An integrated thermostatic valve ensures a constant
lub oil temperature to the engine.

Cooling water system

The cooling water system is based on separate low
and high temperature systems.
Both circuits are cooled by fresh water.

Turbocharging, charge air cooler

HT system

The turbocharging system is based on the constant

pressure principle, using the newly developed radialflow type MAN Diesel & Turbo turbochargers.

The water is circulated by the HT pump through the

first stage of the charge air cooler, the jacket water
collar, cylinder heads and thermostatic valve, through
the high temperature cooler, back to the HT pump.

Starting air system

Nearly 100% of the heat removed from the high

temperature system can be utilized for heat recovery.

The engine is started by means of a built-on air

starter, controlled from the instrument panel on the
engine or from the remote control system.
In case of electric power failure, an emergency starting facility can be activated.
A cranking device is fitted on the engine.

LT system
The water is circulated by the LT pump through the
second stage of the charge air cooler, the lub oil
coolers for engine and gearbox, the high temperature cooler, through the central cooler and back to
the LT pump.

10.40

MAN Diesel & Turbo

3700083-1.0
Page 1 (2)

Main dimensions

1400000
L27/38

5070
1053

445

445

904

762

2108099-7.0

800

530

2225

888

3220

454

1370

3962

Fig 1 Engine type 6L27/38

5515
1053

445

445

822

904

800

530

2357

888

3665

454

4407

Fig 2 Engine type 7L27/38

11.06 - Tier II

1370

MAN Diesel & Turbo

1400000

3700083-1.0
Page 2 (2)

Main dimensions

L27/38
5955
1053

445

445

904

822

2108115-4.0

800

530

2357

888

4110

454

1370

4852

Fig 3 Engine type 8L27/38

6405
1053

445

445

904

822

2108116-6.0

800

530

2357

888

4555

454

1370

5263

Fig 4 Engine type 9L27/38

11.06 - Tier II

MAN Diesel & Turbo

1696451-4.2
Page 1 (1)

Foundation for engine

1400000
L27/38

The details given in this chapter are important for

dimensioning the engine foundation and the aft
structure of the vessel.

We recommend the clearance between the tanktop

and oil pan of the engine to be min 15 mm, when
the engine/reduction gear is placed on the top plates
without chocks.

The forces and torques, arising due to weight, and

operation of the engine must be taken into consideration when designing the engine foundation. For
information on forces and torques, see fig 1.
1
2
3
4
5
6

1. Order moment, vertical

2. Order moment, vertical
AFT

1. Order moment, horizontal

2. Order moment, horizontal

Guide pressure moment, horizontal

Fig 1

Engine

Type

08.45

External forces and moments

1 order moment
Horisontal Vertical
rpm

kNm

kNm

2 order moment
Horisontal
kNm

Free forces

Vertical Horisontal
kNm

kN

Vertical
kN

Guide pressure
moment
kNm

Hz

6L27/38
800
0
0
0
0
0
0

22.52
14.65

40
80

7L27/38
800
0.174
19.381
0
16.495
0
0

51.71
9.88

46.7
93.3

8L27/38
800
0
0
0
0
0
0

45.3
6.42

53.3
106.7

9L27/38
800
0.128
14.043
0
8.983
0
0

43.59
3.74

60
120

MAN Diesel & Turbo

1696422-7.3
Page 1 (5)

Foundation for Engine - Rigid Mounting

1482000

3205
3338

2760
2910

2315
2465

1870
2020

1425
1575

535
685

10

832.5

355
8

2
5

The wedges are to be lightly driven

into place, re-checked and tack-welded
at service temperature.

685

640
1060

685

2x2xM30 Adjusting screws

Cyl.1

640

2x13x26 Holding down Bolts

Cyl.2

3777

Cyl.3

Front-end box

Cyl.4

3338

Cyl.5

3057.5

6 cyl

Detail C
Cyl.6

Aft-end box

Flywheel

Front Foundation Bolt

DETAIL C
FLYWHEEL
Scale 1:2.5

980
1130

L27/38

3650
3783

3205
3355

2760
2910

2315
2465

1870
2020

1425
1575

535
685
8

832.5
7

The wedges are to be lightly driven

into place, re-checked and tack-welded
at service temperature.

685
685

1060

640

Engine seating - 7L27/38

10.47

Cyl.1

2167.5

10

355

2x3xM30x2 Adjusting screws

Cyl.2

640

2x15x26 Holding down Bolts

Cyl.3

4222

Cyl.4

Front-end box

Cyl.5

3783

Cyl.6

3502.5

Detail C
CYL.7

Aft-end box

Flywheel

7 cyl

1270

Front Foundation Bolt

DETAIL C
FLYWHEEL
Scale 1:2.5

980
1130

Engine seating - 6L27/38

MAN Diesel & Turbo

1482000

1696422-7.3
Page 2 (5)

Foundation for Engine - Rigid Mounting

L27/38

4095
4228

3650
3800

3205
3355

2760
2910

2315
2465

1870
2020

1425
1575

535
685
7

2612.5

685
685

1060

Cyl.1

832.5

355

0
11

Cyl.2

2x3xM30 Adjusting screws

10

Cyl.3

640

2x17x26 Holding down Bolts

Cyl.4

640

Cyl.5

4667

Cyl.6

4228

Cyl.7

3947.5

Detail C
Cyl.8

Aft-end box

Flywheel

8 cyl

Front-end box

Front Foundation Bolt

FLYWHEEL
Scale 1:2.5

980
1130

DETAIL C

The wedges are to be lightly driven

into place, re-checked and tack-welded
at service temperature.

Cyl.6

2x19x26 Holding down Bolts

10

Cyl.4

Cyl.3

Cyl.2

Cyl.1

2
5

2578

798

321

2x3xM30 Adjusting screws

Cyl.5

640
640

Cyl.7

1060

Cyl.8

Front-end box

Cyl.9

4358

Flywheel

Aft-end box

Detail C

9 cyl

4639

21.7

Front Foundation Bolt

4506
4639

4061
4211

3616
3766

3171
3321

2726
2876

2281
2431

1836
1986

1391
1541

501
651

Detail C
Flywheel
Scale 1:2.5

946
1096

Engine seating - 8L27/38

7
The wedges item 8 are to be lightly
driven into place, re-checked and
tack-welded at service temperature.

Engine seating - 9L27/38

10.47

MAN Diesel & Turbo

1696422-7.3
Page 3 (5)

Foundation for Engine - Rigid Mounting

1482000
L27/38

365

SEE DETAIL A

40 *
40 *

800

1330

165

23

530

CL Crankshaft

15 *

400 *
6

15

10

870
980
1060
1100
1280
1370
* GUIDANCE ONLY

DETAIL A, ENGINE
Scale 1:2.5
40

To check for possible creep in

the epoxy material, measuring
pins are to be welded on the top
plate at each side of the engine
at both ends and midlenght before
casting the epoxy chocks.

40 *

45

H1

165

3
Spotfacing 60
4

10.47

MAN Diesel & Turbo

1482000

1696422-7.3
Page 4 (5)

Foundation for Engine - Rigid Mounting

L27/38
Ra 3.2
Ra 1.6

50

3x45

M24

24

M24

50

3x45
Ra 3.2

L=H1+85
HOLDING-DOWN BOLT, ITEM 2
10

24

175

45

80

29

10

100

35
135

25

SIDE CHOCKS, ITEM 7

30

150

100

35

WEDGE, ITEM 8

23.9

25

MATERIAL SPECIFICATION:
- Holding-down bolts item 2, nuts item 1 and 4
and endchock bolts item 12:
Tensile strenght min 700 N/mm .
Yield point min 640 N/mm .
ISO property class 8.8 or similar.
EPOXY CHOCKS:
- Epoxy plan, see guiding "Calculation for epoxy chocks"
- Height of chocks "Y" for engine: 25 - 50 mm
TIGHTENING TORQUE FOR HOLDING-DOWN
BOLT ITEM 2:
Tightening torque according to epoxy chock calculation
Tightening torque for end chock bolts, item 12: 830 Nm

10.47

MAN Diesel & Turbo

1696422-7.3
Page 5 (5)

Foundation for Engine - Rigid Mounting

1482000
L27/38

40

Ra 3.2

The supporting plates of the end chock,

item 10, must be adapted to the
foundation top plate, and full welded
10
both inside and outside.

10

30

25

60

Tightening torque for

endchock bolts,item 12:
830 Nm

12

**

** Height of epoxy chock "Y" + 50 mm

10

11.2

55

19.2

49

35
56

Max height
50mm

Min height
40mm

Bolt for end chock

Item 12

Adjustable
spherical washer
Item 11

10.47

Scale 2:1

12

Ra 3.2

330

Ra 3.2

3x45

Spherical washer for

end shock, Item 13

31
56

30
3x45

41

3.6

30

Ra 1.6

.8x45

R
55

11

33

80

110
15

14 13

ITEM
1
2
3
4
5
7
8
10
11
12
13
14

DESCRIPTION
M24 nut
M24 holding-down bolt
Plain washer. Min hardness 200HB
M24 nut with locking device
Adjusting screw (MAN Diesel & Turbo supply)
Side chocks
Wedge
Engine end chocks
Adjustabel spherical washer
M30 bolt for engine end chocks
Spherical washer
M30 nut with locking device

MAN Diesel 6 Turbo

1699866-5.0
Page 1 (3)

Foundation for Engine - Resilient Mounting

1482000
L27/38

(The engine shown is 8L27/38)

A
16

View A-A
CL - Crankshaft

800

700

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16

870
1370

Hexagon screw
Washer
Hexagon screw
Support plate for bracket
Bracket for resilient mounting
Resilient mounting element
Hexagon screw
Shim
Cylindrical distance piece
Fastening plate
Alignment screw
Hexagon screw
Guide
Mounting template
Hexagon screw
Distance ring

1630

1
Section B

2
3
4

Section C

5
6
7
8
80

170

11

80

Section D

12
13
14
15

9
10

Bricks for adjusting

screws Yard supply.
The engine is supplied without
brackets and rubber mountings.
The engine is to be landed on
the adjusting screws (item 11),
and aligned in proportion to the
gearbox according to the
alignment instructions.
08.09

Brackets (item 5) and rubber mountings

(item 6) etc are supplied as loose parts
and have to be installed according to
the description "Installation of rubber
mountings".

Mounting template (item 14) is to be

used for installation of the cylindrical
distance pieces (item 9) and the
fastening plates (item 10).

MAN Diesel & Turbo

1482000

1699866-5.0
Page 2 (3)

Foundation for Engine - Resilient Mounting

L27/38
6L27/38

3508 3508

2168

1430

single-bracket

833

755

twin-bracket

Position of rubber mountings

Position of adjusting screws

3058

3503

2765
2168

2015

1335

833

755

7L27/38

3948 3948

3058

1430

2613

833

755

8L27/38

4358 4358

3468

1396

2578 2578

798

721

9L27/38

08.09

MAN Diesel 6 Turbo

1699866-5.0
Page 3 (3)

Foundation for Engine - Resilient Mounting

1482000
L27/38

The rubber mountings should now be attached to

the brackets.
Before attaching, the rubber mounting is to be
pre-adjusted
as follows:
Attach the mountings to the brackets by means of
fixing the central buffer (item 22), washer (item 27)
and nut (item 28), handtight.
Remove nut (item 28) and washer (item 27) from
the mounting.

30

28

27

21
22
23
24
25
26
27
28
29
30

Base casting
Central buffer
Synthetic bush
Rubber element
Top casting
Adjusting nut
Washer
Nut
Tapped hole M12 for jacking bolts
Protecting cap

20

26

25

24

23

22

21

29

Twin bracket
Twin bracket for starboard side as shown
- mirror imaged for port side.
Location of the rubber mountings changes
with no of cylinders.

08.09

Single bracket

MAN Diesel & Turbo

3700009-1.6
Page 1 (2)

List of Capacities

1400000
L27/38

6-9L27/38: 365 kW/cyl., 800 rpm, MGO

Reference Condition : Tropic
Air temperature
LT-water temperature inlet engine (from system)
Air pressure
Relative humidity
Temperature basis
Setpoint HT cooling water engine outlet 1)

C
C
bar
%

45
38
1
50

Setpoint LT cooling water engine outlet 2)

Setpoint Lube oil inlet engine

C
kW
rpm

79C nominal
(Range of mechanical thermostatic element 79C to 85C)
35C nominal
(Range of mechanical thermostatic element 29C to 41C)
66C nominal
(Range of mechanical thermostatic element 63C to 72C)
6
7
8
9

2190
2555
2920
3285

800

kW
kW
kW
kW
kW

326
716
249
292
54

380
810
282
341
63

434
897
317
390
72

489
979
353
438
81

m3/h
m3/h
m3/h

70
70
80

70
70
115

70
70
115

70
70
115

22.9
70

26
70

28.8
70

31.5
70

54
13580
6.79

56
15844
6.79

57
18107
6.79

58
20371
6.79

Charge air pressure

Air required to dissipate heat radiation (engine) (t2-t1= 10C)

C
m3/h 5)
kg/kWh
bar
m3/h

17498

20414

23330

26247

Exhaust gas data

Volume flow (temperature turbocharger outlet)
Mass flow
Temperature at turbine outlet
Heat content (190C)
Permissible exhaust back pressure

m3/h 7)
t/h
C
kW
mbar

28921
15.3
385
896

33741
17.9
385
1045

38562
20.4
385
1194

43382
23.0
385
1343

Number of Cylinders
Engine output
Speed
Heat to be dissipated 3)
Cooling water (C.W.) Cylinder
Charge air cooler; cooling water HT
Charge air cooler; cooling water LT
Lube oil (L.O.) cooler
Heat radiation engine
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage)
LT circuit (lube oil + charge air cooler LT stage)
Lube oil
External (from engine to system)
HT water flow (at 40C inlet)
LT water flow (at 38C inlet)
Air data
Temperature of charge air at charge air cooler outlet
Air flow rate

m3/h
m3/h

4.07

6)

1)
2)

3)
4)
5)
6)
7)

12.17 - Tier II

< 30

HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine
regulated by mechanical thermostat.
LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat.
Tolerance: + 10% for rating coolers, - 15% for heat recovery.
Basic values for layout of the coolers.
Under above mentioned reference conditions.
Tolerance: quantity +/- 5%, temperature +/- 20C.
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.

MAN Diesel & Turbo

1400000

3700009-1.6
Page 2 (2)

List of Capacities

L27/38
Number of Cylinders
Pumps
External pumps 8)
For MGO/MDO-operation
Diesel oil pump
(3.5 bar at fuel oil inlet B3)
For HFO-operation
Fuel oil supply pump
(4 bar discharge pressure)
Fuel oil circulating pump (8 bar at fuel oil inlet B3)
Lube oil pump
(4.5 bar)
LT cooling water pump
(2.5 bar)
HT cooling water pump
(2.5 bar)
Starting air data
Air consumption per start, incl. air for jet assist
(IR/TDI)

8)

1.55

1.81

2.06

2.32

m3/h
m3/h
m3/h
m3/h
m3/h

0.74
1.55
60
62
62

0.87
1.81
60
62
62

0.99
2.06
60
62
62

1.12
2.32
75
62
62

Nm3

2.9

3.3

3.8

4.3

m3/h

Tolerance of the pumps delivery capacities must be considered by the manufactures.

12.17 - Tier II

MAN Diesel & Turbo

3700010-1.6
Page 1 (2)

1400000

List of Capacities

L27/38
6-9L27/38: 340 kW/cyl., 800 rpm
Reference Condition : Tropic
Air temperature
LT-water temperature inlet engine (from system)
Air pressure
Relative humidity
Temperature basis
Setpoint HT cooling water engine outlet 1)

C
C
bar
%

45
38
1
50

Setpoint LT cooling water engine outlet 2)

Setpoint Lube oil inlet engine

C
kW
rpm

79C nominal
(Range of mechanical thermostatic element 77C to 85C)
35C nominal
(Range of mechanical thermostatic element 29C to 41C)
66C nominal
(Range of mechanical thermostatic element 63C to 72C)
6
7
8
9

2040
2380
2720
3060

800

kW
kW
kW
kW
kW

311
640
238
276
50

363
725
268
322
59

415
804
298
368
67

467
878
330
413
75

m3/h
m3/h
m3/h

70
70
80

70
70
115

70
70
115

70
70
115

21
70

23.8
70

26.5
70

29
70

54
13023
6.99

55
15193
6.99

57
17364
6.99

58
19534
6.99

Charge air pressure

Air required to dissipate heat radiation (engine) (t2-t1= 10C)

C
m3/h 5)
kg/kWh
bar
m3/h

16202

19118

21710

Exhaust gas data

Volume flow (temperature turbocharger outlet)
Mass flow
Temperature at turbine outlet
Heat content (190C)
Permissible exhaust back pressure

m3/h 7)
t/h
C
kW
mbar

26658
14.7
360
748

31102
17.1
360
873

35545
19.6
360
997

Number of Cylinders
Engine output
Speed
Heat to be dissipated 3)
Cooling water (C.W.) Cylinder
Charge air cooler; cooling water HT
Charge air cooler; cooling water LT
Lube oil (L.O.) cooler
Heat radiation engine
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage)
LT circuit (lube oil + charge air cooler LT stage)
Lube oil
External (from engine to system)
HT water flow (at 40C inlet)
LT water flow (at 38C inlet)
Air data
Temperature of charge air at charge air cooler outlet
Air flow rate

m3/h
m3/h

4.04
24302

6)

1)
2)

3)
4)
5)
6)
7)

12.17 - Tier II

39988
22.0
360
1122

< 30

HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine
regulated by mechanical thermostat.
LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat.
Tolerance: + 10% for rating coolers, - 15% for heat recovery.
Basic values for layout of the coolers.
Under above mentioned reference conditions.
Tolerance: quantity +/- 5%, temperature +/- 20C.
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.

MAN Diesel & Turbo

1400000

3700010-1.6
Page 2 (2)

List of Capacities

L27/38
Number of Cylinders
Pumps
External pumps 8)
For MGO/MDO-operation
Diesel oil pump
(3.5 bar at fuel oil inlet B3)
For HFO-operation
Fuel oil supply pump
(4 bar discharge pressure)
Fuel oil circulating pump (8 bar at fuel oil inlet B3)
Lube oil pump
(4.5 bar)
LT cooling water pump
(2.5 bar)
HT cooling water pump
(2.5 bar)
Starting air data
Air consumption per start, incl. air for jet assist
(IR/TDI)

8)

m3/h

1.44

1.68

1.92

2.16

m3/h
m3/h
m3/h
m3/h
m3/h

0.69
1.44
60
62
62

0.81
1.68
60
62
62

0.92
1.92
75
62
62

1.04
2.16
75
62
62

Nm3

2.9

3.3

3.8

4.3

Tolerance of the pumps delivery capacities must be considered by the manufactures.

12.17 - Tier II

MAN Diesel & Turbo

1696424-0.1
Page 1 (4)

List of Symbols

1400000
L21/31
L27/38

Pipe dimensions and piping signature

Pipe dimenesions

2047948-0.1/2015716-6

04.27

Welded or seamless steel pipes.

Normal
Diameter
DN

Outside
Diameter
mm

15
20
25
32
40
50
65
80
90
100
125
150
175
200

21.3
26.9
33.7
42.4
48.3
60.3
76.1
88.9
101.6
114.3
139.7
168.3
193.7
219.1

Wall
Thickness
mm

In accordance with classification

or other rules

A :

B :

Seamless precision steel pipes or Cu-

pipes.

i.e. 18 x 2

Stated: Outside diameter and wall

thickness

Piping

: Built-on engine/Gearbox

: Yard supply

Items connected by thick lines are built-on engine/

gearbox.

MAN Diesel & Turbo

1400000

List of Symbols

1696424-0.1
Page 2 (4)

L21/31
L27/38
Pump, general

DIN 2481

Ballcock

Centrifugal pump

DIN 2481

Cock, three-way, L-port

Centrifugal pump with electric

motor

DIN 2481

Double-non-return valve

Gear pump

DIN 2481

Spectacle flange

DIN 2481

Screw pump

DIN 2481

Spectacle flange, open

DIN 2481

Screw pump with electric motor

DIN 2481

Spectacle flange, closed

DIN 2481

Compressor

ISO 1219

Orifice

Heat exchanger

DIN 2481

Flexible pipe

Electric pre-heater

DIN 2481

Centrifuge

Heating coil

DIN 8972

Suction bell
Air vent

Butterfly valve

Sight glass

Gate valve

Mudbox

Relief valve

Filter

Quick-closing valve

Filter with water trap

Self-closing valve

Typhon

Back pressure valve

Pressure reducing valve (air)

Shut off valve

Oil trap

Thermostatic valve

Accumulator

Pneumatic operated valve

Pressure reducing valve with

pressure gauge

DIN 28.004

DIN 28.004

ISO 1219
DIN 74.253
ISO 1219
DIN 28.004

2047948-0.1/2015716-6

Non-return valve

DIN 74.253

04.27

MAN Diesel & Turbo

1696424-0.1
Page 3 (4)

List of Symbols

1400000
L21/31
L27/38

PI
1.2

Measuring device
Local reading
Pressure Indication
no 1.2 (refer to list of instruments)

PT
2231

Measuring device
Remote reading
Pressure Transmitter
ID-no 2231 (refer to list of alarms)

Shut off cock

with test flange

Before unit - pressure high

Measuring pressure difference
After unit - pressure low
Plugged connection
for additional device

Specification of letter code for measuring

devices

2047948-0.1/2015716-6

1st letter

D
E
F
L
M
P
S
T
V
Z

:
:
:
:
;
:
:
:
:
:

Following letters
Density
Electric
Flow
Level
Moisture
Pressure
Speed
Temperature
Viscosity
Position

(ISO 3511/I-1977(E))

A
D
E
H
I
L
N
O
S
T
X
C
Z

:
:
:
:
:
:
:
:
:
:
:
:
:

Alarm
Difference
Transducer
High
Indicating
Low
Closed
Open
Switching, shut down
Transmitter
Failure
Controlling
Emergency/safety acting

The presence of a measuring device on a schematic diagram does not necessarily indicate that the device
is included in our scope of supply.
For each plant. The total extent of our supply will be stated formally.

04.27

MAN Diesel & Turbo

1400000

1696424-0.1
Page 4 (4)

List of Symbols

L21/31
L27/38
Specification of ID-no code for measuring
signals/devices
1st digit

2nd digit

Refers to the main system to which the signal is

related.

Refers to the auxillary system to which the signal

is related.

1xxx :

Engine

x0xx :

LT cooling water

2xxx :

Gearbox

x1xx :

HT cooling water

3xxx :

Propeller equipment

x2xx :

Oil systems (lub. oil, cooling oil, clutch

oil, servo oil)

4xxx :

Automation equipment

5xxx :

Other equipment, not related to the

propulsion plant

x3xx :

Air systems (starting air, control air,

charging air)

x4xx :

Fuel systems (fuel injection, fuel oil)

x5xx :
x6xx :

Exhaust gas system

x7xx :

Power control systems (start, stop,

clutch, speed, pitch)

x8xx :

Sea water

x9xx :

Miscellaneous (shaft, stern tube,

sealing)

Where dublicated measurements are carried out, i.e. multiple similar devices are measuring the same parameter, the ID specification is followed by a letter (A, B, ...etc.), in order to be able to separate the signals
from each other.

2047948-0.1/2015716-6

The last two digits are numeric ID for devices referring to the same main and aux. system.

04.27

MAN Diesel & Turbo

1655210-7.3
Page 1 (2)

Exhaust gas components

1400000
General

Exhaust gas components of medium speed

four-stroke diesel engines
The exhaust gas is composed of numerous constituents which are formed either from the combustion
air, the fuel and lube oil used or which are chemical reaction products formed during the combustion
process. Only some of these are to be considered
as harmful substances.

Main exhaust gas constituents

For the typical exhaust gas composition of a MAN

Diesel & Turbo four-stroke engine without any exhaust gas treatment devices, please see tab. 1.
All engines produced currently fulfil IMO Tier II.

approx. [% by volume]

approx. [g/kWh]

Nitrogen N2

74.0 76.0

5,020 5,160

Oxygen O2

11.6 13.2

900 1,030

Carbon dioxide CO2

5.2 5.8

560 620

Steam H2O

5.9 8.6

260 370

Inert gases Ar, Ne, He...

0.9

75

> 99.75

7,000

approx. [% by volume]

approx. [g/kWh]

Total
Additional gaseous exhaust gas constituents considered as pollutants
Sulphur oxides SOx1)

0.07

10.0

Nitrogen oxides NOx2)

0.07 0.10

8.0 10.0

0.006 0.011

0.4 0.8

0.1 0.04

0.4 1.2

< 0.25

26

approx. [mg/Nm3]

approx. [g/kWh]

Carbon monoxide CO3)

Hydrocarbons HC4)
Total
Additionally suspended exhaust gas
constituents, PM5)

operating on
MGO

6)

operating on
HFO

MGO

HFO7)

7)

6)

Soot (elemental carbon)8)

50

50

0.3

0.3

Fuel ash

40

0.03

0.25

Lube oil ash

0.02

0.04

Note!
At rated power and without exhaust gas treatment.
Tab. 1. Exhaust gas constituents (only for guidance)

12.09

3)

4)

5)

6)

7)

8)

1)
2)

SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight.
NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
CO according to ISO-8178 or US EPA method 10.
HC according to ISO-8178 or US EPA method 25A.
PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01% and an ash content of the lube oil of 1.5%.
Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1% and an ash content of the lube oil of 4.0%.
Pure soot, without ash or any other particle-borne constituents.

MAN Diesel & Turbo

1400000

Exhaust Gas Components

1655210-7.3
Page 2 (2)

General
Carbon dioxide CO2

Carbon monoxide CO

Carbon dioxide (CO2) is a product of combustion of

all fossil fuels.

Carbon monoxide (CO) is formed during incomplete combustion.

Among all internal combustion engines the diesel

engine has the lowest specific CO2 emission based
on the same fuel quality, due to its superior efficiency.

In MAN Diesel & Turbo four-stroke diesel engines,

optimisation of mixture formation and turbocharging process successfully reduces the CO content
of the exhaust gas to a very low level.

Sulphur oxides SOx

Hydrocarbons HC

Sulphur oxides (SOx) are formed by the combustion

of the sulphur contained in the fuel.

The hydrocarbons (HC) contained in the exhaust

gas are composed of a multitude of various organic
compounds as a result of incomplete combustion.
Due to the efficient combustion process, the HC
content of exhaust gas of MAN Diesel & Turbo fourstroke diesel engines is at a very low level.

Among all propulsion systems the diesel process

results in the lowest specific SOx emission based
on the same fuel quality, due to its superior efficiency.

Nitrogen oxides NOx (NO + NO2)

The high temperatures prevailing in the combustion
chamber of an internal combustion engine causes
the chemical reaction of nitrogen (contained in the
combustion air as well as in some fuel grades) and
oxygen (contained in the combustion air) to nitrogen oxides (NOx).

Particulate Matter PM
Particulate matter (PM) consists of soot (elemental
carbon) and ash.

12.09

MAN Diesel & Turbo

1696425-2.1
Page 1 (3)

Space Requirements

1400000
L27/38

Dismantling Space

2275

2255

Sufficient space for pulling the pistons, cylinder liners, cylinder heads, and charging air cooler must
be available.

CL Crankshaft

4 E08

530

530

CL Crankshaft

Fig 4.21 Lifting height for cylinder

heads

2540

Fig 4.20 Lifting height for

pistons

4 E08

530

CL Crankshaft

04.46

Fig 4.22 Lifting height for cylinder

liners

MAN Diesel & Turbo

1696425-2.1
Page 2 (3)

Space Requirements

1400000

530

CL Crankshaft

Front foundation bolt

CL of cyliner no 1

1186

L27/38

966
1114
1670

Dismantling lub oil pump

3482 (with studs)

Fig 4.24

3040 (without studs)

Dismantling lub oil filter

955

Fig 4.23

530

CL Crankshaft

530

CL Crankshaft

1757
Fig 4.25

Dismantling charging air cooler

Fig 4.26

Dismantling complete cylinder unit

04.46

MAN Diesel & Turbo

1696425-2.1
Page 3 (3)

Space Requirements

1400000

4 E02-AMG28E

L27/38

Min 2500

Fig 1 Centre distance for twin engine installation

04.46

MAN Diesel & Turbo

1694925-0.3
Page 1 (9)

Cooling Water System

1400000
L27/38

35
DN 100

C B
34 A

38
F12

F10

33

F5

F6

31
F4
30

F7

TE
1104A

DN 100

DN 32

DN 100

39

DN 32
DN 100

49

DN 100

29

PSL
1102

TE
1104B

F1

36 B
A C

PT
1102A
TE
1102

DN 100

F13

37

PT
1102B

32
13
TE
1002

15

E6

E6

14

TE
1004

TE
1103

TE
1005

16

PT PSL
1002 1002

TE
1003

12

E3

10
M

E2
17
A C
B

18

DN 100

Gearbox

E8

E7

DN 100

E7

E1

4
4

DN 100

3
3

11

DN 32

2047914-3.2

Item
1
2
3
4
9
10
11
12
13
14
15
16
17
18
29
30
31
32
33
34
35
36
37
38
39
49

Description
Seachest low
Seachest high
Sea water filter
Sea water pump
Overboard discharge valve
LT pump
LT stand-by pump
Regulating valve (optional)
Charging air cooler, LT section
Orifice for cooling water to gearbox
Gear oil cooler
Engine lubricating oil cooler
LT thermostatic valve
Central cooler
LT expansion tank
HT pump
HT stand-by pump
Charging air cooler HT section
Adjustment valve for heat recovery
Thermostatic valve for heat recovery
Heat recovery
HT thermostatic valve
HT fresh water cooler
Circulating pump for preheater
Preheater
HT expansion tank

Fig 6.4 Cooling water diagram

11.07

Connections:
E1 LT cooling water - inlet
E2 LT cooling water - outlet
E3 LT cooling water stand-by pump - pressure
E6 LT cooling water to gear cooler (on gear/engine)
E7 LT cooling water from gear cooler (on gear/engine)
F1 HT cooling water - inlet
F4 HT cooling water stand-by pump - pressure
F5 HT cooling water to heat recovery system
F6 HT cooling water from heat recovery system
F7 HT cooling water to expansion tank (venting)
F10 Engine preheating - inlet
F12 Engine preheating - outlet
F13 HT cooling water - outlet (to cooler)
Sea water filters (item 3):
We recommend a filter with max 3 mm meshsize to
prevent clogging of the central cooler.
Thermostatic valves (items 17, 34 and 36):
A, B and C refer to port position (diverting mode)
Expansion tank (items 29 and 49):
The lowest water level in the expansion tanks should be
min 6 meters above centerline of crankshaft.
Inlet to expansion tank to be beneeth the lowest water
level.

MAN Diesel & Turbo

1400000

1694925-0.3
Page 2 (9)

Cooling Water System

L27/38
35
C B
34 A

38
F12

DN32
F10

F5

33

F6

31
F8

F4

F7
PSL
1102

TE
1104B

F1

36 B
A C

30
TE
1104A

DN100

39

DN32

DN100

DN100
DN100

49

DN100

29

PT
1102A

F13
9

DN100

PT
1102B
TE
1102

32
13
TE
1002
TE

E8 1103

E7

16
PT
1002

15
E6

14

DN32

2055131-1.2

Item
1
2
3
4
9
10
11
12
13
14
15
16
17
18
29
30
31
32
33
34
35
36
37
38
39
49

18
E2

PSL
1002

37

A C
17 B

12
DN100

E6

TE
1005

Description
Seachest low
Seachest high
Sea water filter
Sea water pump
Overboard discharge valve
LT pump
LT stand-by pump
Regulating valve (optional)
Charging air cooler, LT section
Orifice for cooling water to gearbox
Gear oil cooler
Engine lubricating oil cooler
LT thermostatic valve
Central cooler
LT expansion tank
HT pump
HT stand-by pump
Charging air cooler HT section
Adjustment valve for heat recovery
Thermostatic valve for heat recovery
Heat recovery
HT thermostatic valve
HT fresh water cooler
Circulating pump for preheater
Preheater
HT expansion tank

E3

10
M

E1

DN100

Gearbox E7

4
4

DN100

3
3

11

Connections:
E1 LT cooling water - inlet
E2 LT cooling water - outlet
E3 LT cooling water stand-by pump - pressure
E6 LT cooling water to gear cooler (on gear/engine)
E7 LT cooling water from gear cooler (on gear/engine)
E8 LT cooling water to expansion tank (venting)
F1 HT cooling water - inlet
F4 HT cooling water stand-by pump - pressure
F5 HT cooling water to heat recovery system
F6 HT cooling water from heat recovery system
F7 HT cooling water to expansion tank (venting)
F8 HT cooling water from expansion tank (venting)
F10 Engine preheating - inlet
F12 Engine preheating - outlet
F13 HT cooling water - outlet (to cooler)
Sea water filters (item 3):
We recommend a filter with max 3 mm meshsize to
prevent clogging of the central cooler.
Thermostatic valves (items 17, 34 and 36):
A, B and C refer to port position (diverting mode)
Expansion tank (items 29 and 49):
The lowest water level in the expansion tanks should be
min 6 meters above centerline of crankshaft.
Inlet to expansion tank to be beneeth the lowest water
level.

Fig 6.4a Cooling water diagram

11.07

MAN Diesel & Turbo

1694925-0.3
Page 3 (9)

Cooling Water System

1400000
L27/38

Cooling Water System

Water Quality

The engine is designed for freshwater cooling only.

Therefore the cooling water system has to be arranged as a centralised or closed cooling water
system. All recommendable types are described in
the following.

The fresh water used as coolant, should be as clean

as possible.

The engine design is almost pipeless, i.e. the water

flows through internal cavities inside the front-endbox
and the cylinder units. The front-end box contains all
large pipe connections. On the aft-end, the water to
the gear oil cooler has to be connected by the yard.
The engine is equipped with built-on freshwater
pumps for both the high and low temperature cooling water systems. To facilitate automatic start-up
of stand-by pumps, non-return valves are standard.
Thermostatic valve elements, which control the high
and low temperature cooling water system, are also
integrated parts of the front-end box.
In case the HT cooler as alternative is a part of the
LT cooling water system the LT thermostatic valves
are to be replaced by dummies inside the front-end
box and an external thermostatic valve housing is
required to be placed in the LT circuit just after the
HT freshwater cooler.
The engine is equipped with a two stage charge air
cooler.The first stage is placed in the high temperature
cooling water system. The charging air temperature
after the turbocharger is at its maximum, making a
higher degree of heat recovery possible, when the
heat is dissipated to the high temperature cooling
water.
The second stage of the charge air cooler is placed
in the low temperature system.
It will cool the charging air further down before entering the combustion chamber.
For special applications i.e. sailing in arctic waters
with low air temperatures and direct air intake from
deck, a regulating system can be applied to control
the water flow to the second stage of the charge air
cooler in order to increase the charging air temperature, at low load.

11.07

The pH value should be between 6.5 and 8 at 20C.

The total hardness of the water must be max 10dH
(German hardness degrees). If the hardness is higher,
the water should be diluted with some soft water.
The contents of chlorine, chloride, silicate and
sulphate must be as low as possible and must not
exceed the following values:

Chlorine: 10 PPM

Chloride: 50 PPM

Silicate: 150PPM

Sulphate: 100PPM
The fresh water must be treated with additives in order to reduce the risk of corrosion in the engine. Anti
corrosive agents are not included in our usual scope
of supply. The freshwater cooling system should be
treated prior to carrying out sea trials.
There are two basic types of chemical additives:
Chromate base
Nitrite base or similar
Additives of chromate base are often considered to
be more effective, but we advise against using them
due to their extreme poisonousness and they are not
permitted if a freshwater generator is incorporated
in the plant.
For information on additives recommended by us,
please refer to Cooling water inhibitors, which can
be forwarded on request.
New engines, supplied by us are cleaned and nitrated. Providing the freshwater inhibiting is correctly
maintained then future cleaning of the system should
hardly be necessary. However if it should berequired,
we would be pleased to assist withrecommendations
for degreasing, de-scaling with acid and inhibiting.

MAN Diesel & Turbo

1400000

Cooling Water System

1694925-0.3
Page 4 (9)

L27/38
Velocity recommendations for freshwater and sea
water pipes:

The pumps in parallel, layout point 2 see fig 6.5, are

as standard designed to fulfil:

Freshwater:

Suction pipe: 2.0 - 2.5 m/s

Delivery pipe: 2.0 - 2.5 m/s

Capacity:

Sea water:

Suction pipe: 1.0 - 1.5 m/s

Delivery pipe: 1.5 - 2.5 m/s

Central Cooling Water System

Determined by the cooler manufacturer.

Approx 100 - 175% of fresh water flow
in the cooler, depending on the central
cooler.
Pressure:
1.8 - 2.0 bar
Sea water temperature: Max 32C
The volume of sea water required to circulate through
a known sized cooler to remove a known amount of
heat, is very sensitive and dependent on the sea
water temperature.

Sea Water Filter, Item 3

Design data:
Capacity:
See sea water pump
Pressure drop
across clean filter: Max 0.05 bar
Pressure drop
across dirty filter: Max 0.1 bar
Mesh size:
##-5 mm
Free filter hole area:
Min two times the normal pipe area.

The relation between sea water temperature and

the necessary water flow in the central cooler is
shown in fig 6.6.

Flow
%

Sea Water Pumps, Item 4

100
90

The pumps should always be installed below sea

water level when the ship is unloaded.

80
70
60
50
40

H
(m)

System resistance curve

30
20

2031309-2.0

Layout point 1
~305C SW pump
Single pump
operation

75% 100%

Fig 6.5 Pump characteristic

Two pumps
in parallel
operation

V
(m3/h)

2032534-8.0

Lay-out point 2
~325C SW pump

10
0

15

20
25
30 32 5C
Sea water temperature

Fig 6.6 Necessary water flow

Depending on the actual characteristic of the system

resistance curve and the pump characteristic curve,
the sea water flow with only one pump in service will
be approx 75%. This means that the cooling capacity
can be obtained with only one pump until reaching
a sea water temperature of approx 30C.

11.07

MAN Diesel & Turbo

1694925-0.3
Page 5 (9)

1400000

Cooling Water System

L27/38
The back pressure in single pump operation must
be observed as a low back pressure may lead to
unfavourable operation and cavitation of impeller.
We are pleased to advise on more specific questions concerning the layout of pumps and location
of orifices, etc.

The stand-by pumps should be of the centrifugaltype.

Central Cooler(s), Item 18

Design data:
Capacity:

Pressure:

If we are to supply the central cooler(s), it will be a

plate cooler with titanium plates.

HT Sea Water Cooler, Item 37

Design data:
Heat transfer:
See planning data
Pressure drop LT: Max 0.5 bar
Pressure drop SW: Max 0.5 bar standard

Max 1.0 bar if HT cooler

is in LT system

Two Central Coolers in Parallel

For an extra investment of 20-25% for the central
cooler a much greater safety margin can be achieved
by installing two central coolers each of 50% required
capacity, operating in parallel instead of one cooler
at 100% capacity.
With such flexibility it is possible to carry out repair
and maintenance during a voyage especially in temperate climates where the sea water temperature is
below the design temperature.

LT Freshwater Pump, Item 10

The built-on low temperature pump is of the centrifugal type. The maximum back pressure in the
low temperature section with clean cooler must not
exceed 2.5 bar.
For multi engine installations with a common centralised cooling water system the built-on pumps
should be replaced with common electrically driven
pumps for full flow.
Design data: See planning data

11.07

LT Stand-by Pump, Item 11

See planning data, for the

built-on freshwater pump
See planning data, for the
built-on freshwater pump

The HT sea water cooler will be a plate cooler in

titanium as standard.
Design data:
Heat transfer:
See planning data
Pressure drop HT: Max 0.5 bar
Pressure drop SW: Max 0.5 bar

HT Fresh Water Cooler (Option)

The HT cooler can as an alternative be installed as a
part of the LT cooling water system. This will require
a separate thermostatic valve for the LT cooling
water system.
The HT freshwater cooler will be a plate cooler in
stainless steel.
Design data:
Heat transfer:
See planning data
Pressure drop HT: Max 0.5 bar
Pressure drop LT: Max 0.5 bar

LT Thermostatic Valve, Item 17

The temperature of the LT cooling water to the charge
air cooler is normally controlled by thermostatic valve
elements of the expanding agent type.
The function of the thermostatic valve is to maintain
the outlet temperature of the low temperature water
within 29C to 41C depending on operating conditions, by re-circulating the water to the suction of the
pump or let it in through the central cooler (item 18).

MAN Diesel & Turbo

1400000

Cooling Water System

1694925-0.3
Page 6 (9)

L27/38
The re-circulated water is led directly to the suction
side of the built-on pumps.

Expansion Tanks, Items 29 and 49

Separate expansion tanks for the LT and HT system
should be installed to accommodate for changes of
volume due to varying temperatures and possible
leakage in the LT and HT systems. The separated
HT and LT systems facilitates trouble shooting.
The minimum water level in the expansion tankshould
be no less than 6 m above the centre line of the
crankshaft. This will ensure sufficient suction head
to the freshwater pump and reduce the possibility of
cavitation, as well as local hot spots in the engine.
The expansion tank should be equipped with a vent
pipe and flange for filling the tank with water and
inhibitors.
The vent pipe should be installed below the minimum
water level to reduce oxidation of the cooling water
due to splashing from the vent pipe.
Volume:

Min 10% of water volume,

however, min 100 litres.

HT Stand-by Pump, Item 31

The stand-by pumps should be of the centrifugaltype.
Design data:
Capacity:

Pressure:

Temperature:

See planning data, for the

built-on freshwater pump
See planning data, for the
built-on freshwater pump
Max 95C

Circulating Pump for Preheater, Item 38

For preheating the engine a pump should be installed
to circulate high temperature cooling water trough
the preheater.
Design data:
Capacity: m =

m3/h

Q: Heat radiation from engine in kW, see below

Cp: Specific heat for water 4.187 kJ/kgC
t:
The desired temperature drop across

engine = 5C
Pressure:
Max 2 bar
Temperature:
Max 85C

Preheater, Item 39
The engine must be fitted with preheating facilities.
Preheating is required to avoid producing unnecessary shock loads that may arise as a result of temperature differences if the engine is started from cold.
Design data:
Preheating temperature MDO engine:
Preheating temperature HFO engine:

Min 40C
60-70C

The heating power required for electrical preheating

is stated below:

Engine type
6L27/38
7L27/38
8L27/38
9L27/38

Heating power
9 kW
10.5 kW
12 kW
13.5 kW

The figures are based on raising the engine temperature to 40C (20-60C) for a period of 10 hours including the cooling water contained within the engine.
We will be pleased to make calculations for other
conditions on request.

11.07

MAN Diesel & Turbo

1694925-0.3
Page 7 (9)

Cooling Water System

1400000
L27/38

The preheater can be of the electrical type. If sufficient central heating capacity is available, a plate
type heat exchanger can be installed. It is important
that the inhibited fresh water, used in the main engine cooling system, is not mixed with water from
the central heating system.

Thermostatic Valve for Heat Recovery,

Item34
If the heat recovery is below 25% of the heat rejection
from engine jacket water the heat recovery equipment (item 35) can be connected in series with the
HT freshwater cooler.
By utilisation of more than 25% of the heat in the
HT cooling water section, an additional thermostatic
valve, item 34, should be installed for bypassing of
the HT fresh water cooler thus avoiding unnecessary
cooling after the heat recovery equipment (item 35).

Connection of Heat Recovery or Freshwater

Generator
By layout of the freshwater generator we recommend
that no more than 90% of the heat available at MCR
is utilised due to safety margins, part load operation
and deviations in ambient conditions.
The expected obtainable freshwater production using
a normal generator of the single vacuum evaporator
type can be estimated.
Design data:
Capacity:
m= 0.03 x Q m3/24h
Q: Utilised heat in kW
Pressure:
Max 2.5 bar
Pressure drop:
Max 0.5 bar
Temperature:
80C

Different Arrangements of Central Cooling

Systems
There are many variations of centralised cooling
systems and we are available to discuss various
changes to suit an owners or builders specificwishes.

11.07

For each plant, special consideration should be

given to the following design criteria: Sea water
temperatures, pressure loss in coolers, valves and
pipes, pump capacities etc, for which reason these
components have not been specified in this guide.

Closed Cooling Systems

Several systems have been developed to avoid sea
water. The benefits are:
Minimising the use of expensive corrosion
resistant pipes, valves and pumps
Sea water pumps at reasonable costs
No cleaning of plate type central heat exchangers
Such systems are advantageous in the following
conditions:
Sailing in shallow waters
Sailing in very cold waters
Sailing in corrosive waters (e.g. someharbours)
Sailing in water with high contents of solids
(dredging and some rivers)
A disadvantage of most closed cooling water systems
is the poor heat transfer coefficient.
LT coolers with very small temperature differences
between the cooling water and the sea or raw water,
require a relatively large heat exchanger to enable
sufficient heat transfer.
The 27/38 engine is a high efficient main engine
calling for high efficient coolers. Therefore some
designs cannot be recommended.
We are available to offer advice for specific cooler
types, but the final responsibility for design, pressure
losses, strength and system maintenance remains
with the yard and the ship owner. We reserve the
right not to accept proposed coolers, which seems
to be insufficient for its purpose.
Also when using other types of closed cooling water
systems the HT and LT cooling water systems have
to be separated.

MAN Diesel & Turbo

1694925-0.3
Page 8 (9)

Cooling Water System

1400000
L27/38
Box Cooler

The temperature of the sea water has influence on

the heat exchanger efficiency as well. We recommend that a temperature of 25C or 32C is used,
depending on the vessels operating area.

The box cooling system has through many years

proven to be a reliable closed cooling water system.
The box cooler is a pre-manufactured tube bundle
for mounting in a sea chest.

The tube bundle is normally of corrosion resistant

material with a non-metallic coating. The coating
protects the vessel from galvanic corrosion between
the sea chest and the box cooler. Uncoated coolers
may be used, but special consideration has to be
given to the galvanic separation of the box cooler
and the hull. In waters with mussels and shell fish
these might want to live on the tube bundle, which
the different box cooler manufacturers have different
solutions to avoid.

The movement of the sea water across the heat exchanger is initiated by the movement of the heated
sea water upwards because of the lower density
compared with that of the surrounding water. This
means that the heat transfer is less dependant on the
ships speed, compared to coolers mounted on the
shell of the vessel. However the speed of the vessel
does have some influence on the cooling area. For
vessels sailing at below 3 knots at MCR, i.e. tugs,
dredgers etc, the speed has to be considered when
designing the cooler.
Y

tH3=805C
Gear oil
cooler

Charg.air
cooler
stage 2

Main
engine

Engine
lub oil
cooler

Heatrecovery
option

Preheater

Charg.air
cooler
stage 1

tL1=385C

HT
cooler

Fig 6.7

Box cooling diagram

11.07

MAN Diesel & Turbo

1694925-0.3
Page 9 (9)

Cooling Water System

1400000
L27/38

If the box cooler is supplied by us, it consists of a

steel frame for welding to the hull, a tube bundle and
a topbox, delivered complete with counter flanges,
gaskets and bolts.
Design data:
Heat transfer:
See planning data
Pressure drop
through all coolers: Max 0.5 bar
Min vessel
speed at MCR:
Normally more than 3 knots

Other cooler types

Some traditional, low efficient coolers fitted to the hull
and often referred to as keel cooling, skin cooling
or tank cooling is not recommended for the L27/38
engine. The layout of such coolers is difficult and
changes due to lack of efficiency is very complicated
and expensive. The low temperature difference between the sea water and the LT cooling water results
in a very big cooling water surface. Depending on
the design of the cooler, the waterflow around the
hull and to the propeller will be disturbed, causing
increased hull resistance and lower speed for the
same power.

11.07

Cooling water system

Cleaning
Summary
Remove contamination/residue from operating fluid systems, ensure/reestablish operating reliability.
Cooling water systems containing deposits or contamination prevent effective cooling of parts. Contamination and deposits must be regularly eliminated.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.

6682 000.08-01

000.08

MAN Diesel & Turbo

Cleaning
The cooling water system must be checked for contamination at regular
intervals. Cleaning is required if the degree of contamination is high. This
work should ideally be carried out by a specialist who can provide the right
cleaning agents for the type of deposits and materials in the cooling circuit.
The cleaning should only be carried out by the engine operator if this cannot
be done by a specialist.

Oil sludge

Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled "Cleaning agents
for removing oil sludge". Products by other manufacturers can be used providing they have similar properties. The manufacturer's instructions for use
must be strictly observed.

Manufacturer

Product

Concentration

Drew

HDE - 777

4 - 5%

4 h at 50 60 C

Nalfleet

MaxiClean 2

2 - 5%

4 h at 60 C

Unitor

Aquabreak

Vecom

Ultrasonic
Multi Cleaner

0.05 0.5%
4%

Duration of cleaning procedure/temperature

4 h at ambient temperature
12 h at 50 60 C

Lime and rust deposits can form if the water is especially hard or if the concentration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corrosion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the components being cooled.
Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
"Cleaning agents for removing lime scale and rust deposits". Products by

6682 000.08-01 EN

General

2010-02-09 - de

Lime and rust deposits

Cooling water system

Table 1: Cleaning agents for removing oil sludge

1 (3)

000.08

MAN Diesel & Turbo

6682 000.08-01

other manufacturers can be used providing they have similar properties. The
manufacturer's instructions for use must be strictly observed. Prior to cleaning, check whether the cleaning agent is suitable for the materials to be
cleaned. The products listed in the table entitled "Cleaning agents for removing lime scale and rust deposits" are also suitable for stainless steel.
Manufacturer

Product

Concentration

Duration of cleaning procedure/temperature

Drew

SAF-Acid
Descale-IT
Ferroclean

5 - 10%
5 - 10%
10%

4 h at 60 - 70 C
4 h at 60 - 70 C
4 - 24 h at 60 - 70 C

Nalfleet

Nalfleet 9 - 068

5%

4 h at 60 75

Unitor

Descalex

5 - 10%

4 - 6 h at approx. 60 C

Vecom

Descalant F

3 10%

Approx. 4 h at 50 60C

Table 2: Cleaning agents for removing limescale and rust deposits

In emergencies only

Hydrochloric acid diluted in water or aminosulphonic acid may only be used

in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:

Stainless steel heat exchangers must never be treated using diluted

hydrochloric acid.

Cooling systems containing non-ferrous metals (aluminium, red bronze,

brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 - 5 %. The temperature of the solution should be 40 - 50 C.

Diluted hydrochloric acid may only be used to clean steel pipes. If hydrochloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutralised and flushed. This residual acid promotes pitting. We therefore recommend you have the cleaning carried out by a specialist.

The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled "Detergents for removing lime
scale and rust deposits.
The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.

2 (3)

Start the cleaning operation only when the engine has cooled down.
Hot engine components must not come into contact with cold water.
Open the venting pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping which can lead to
thermal overloading of the engine.

6682 000.08-01 EN

2010-02-09 - de

Only carry out the cleaning operation once the engine has
cooled down

General

Cooling water system

Following cleaning

The products to be used can endanger health and may be harmful to

the environment.
Follow the manufacturer's handling instructions without fail.

2010-02-09 - de

Cooling water system

The applicable regulations governing the disposal of cleaning agents or acids

must be observed.

6682 000.08-01 EN

General

Cleaning products can cause damage

6682 000.08-01

000.08

MAN Diesel & Turbo

3 (3)

Cooling water
inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The fresh water used to fill the cooling water circuits must satisfy the specifications. The cooling water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the concentration of the anticorrosive agent.

6682 000.07-01

000.07

MAN Diesel & Turbo

Tools/equipment required
Equipment for checking the
fresh water quality

The following equipment can be used:

Equipment for testing the

concentration of additives

When using chemical additives:

The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg)
Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.

Testing the typical values of water

Short specification
Typical value/property

Water for filling

and refilling (without additive)

Circulating water
(with additive)

Water type

Fresh water, free of foreign matter

Treated cooling water

Total hardness

10dGH 1)

10dGH 1)

pH value

6.5 - 8 at 20 C

7.5 at 20 C

Chloride ion content

50 mg/l

50 mg/l 2)

Table 1: Quality specifications for cooling water (abbreviated version)

dGH

1dGh

1mg/l

= 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
= 1 ppm

Cooling water

2011-06-21 - de

2)

German hardness

6682 000.07-01 EN

General

1)

1 (2)

6682 000.07-01

000.07

MAN Diesel & Turbo

Testing the concentration of anticorrosive agents

Short specification
Anticorrosive agent

Concentration

Chemical additives

according to the quality specification in Volume 010.005 Engine - Operating Instructions,

Chapter 3, Sheet 3.3.7

Anti-freeze agents

according to the quality specification in Volume 010.005 Engine - Operating Instructions,

Chapter 3, Sheet 3.3.7

Table 2: Concentration of the cooling water additive

Testing the concentration of

chemical additives

The concentration should be tested every week, and/or according to the

maintenance schedule, using the testing instruments, reagents and instructions of the relevant supplier.

The concentration must be checked in accordance with the manufacturer's

instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.

Regular water samplings

Small quantities of lubricating oil in cooling water can be found by visual

check during regular water sampling from the expansion tank.

Testing

We test cooling water for customers in our laboratory. To carry out the test,
we will need a representative sample of abt. 0.5 l.

2011-06-21 - de

Testing the concentration of

anti-freeze agents

General

Cooling water

Chemical slushing oils can only provide effective protection if the right concentration is precisely maintained. This is why the concentrations recommended by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine
Operating Instructions, Chapter 3, Page 3.3.7) must be complied with in all
cases. These recommended concentrations may be other than those specified by the manufacturer.

2 (2)

6682 000.07-01 EN

Engine cooling water specifications

Preliminary remarks
As is also the case with the fuel and lubricating oil, the engine cooling water
must be carefully selected, handled and checked. If this is not the case, corrosion, erosion and cavitation may occur at the walls of the cooling system in
contact with water and deposits may form. Deposits obstruct the transfer of
heat and can cause thermal overloading of the cooled parts. The system
must be treated with an anticorrosive agent before bringing it into operation
for the first time. The concentrations prescribed by the engine manufacturer
must always be observed during subsequent operation. The above especially
applies if a chemical additive is added.

6680 3.3.7-01

3.3.7

MAN Diesel & Turbo

Requirements
Limit values

The properties of untreated cooling water must correspond to the following

limit values:
Properties/Characteristic
Water type

Properties

Unit

Distillate or fresh water, free of foreign matter.

The following are prohibited: Seawater, brackish water, river water, brines, industrial waste
water and rainwater.

max. 10

dH*

6.5 - 8

Max. 50

mg/l**

Total hardness
pH value
Chloride ion content

Table 1: Cooling water - properties to be observed

*) 1dH (German hard- 10 mg CaO in 1 litre of water
ness)
0.357 mval/l

17.9 mg CaCO3/l
0.179 mmol/l

The MAN Diesel water testing equipment incorporates devices that determine the water properties referred to above in a straightforward manner. The
manufacturers of anticorrosive agents also supply user-friendly testing equipment. For information on monitoring cooling water, refer to Work Card
000.07.

Additional information

2012-02-07 - de

Distillate

If distilled water (from a fresh water generator, for example) or fully desalinated water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine cooling water. These waters are free of lime
and salts which means that deposits that could interfere with the transfer of
heat to the cooling water, and therefore also reduce the cooling effect, cannot form. However, these waters are more corrosive than normal hard water
as the thin film of lime scale that would otherwise provide temporary corrosion protection does not form on the walls. This is why distilled water must
be handled particularly carefully and the concentration of the additive must
be regularly checked.

6680 3.3.7-01 EN

General

Testing equipment

Engine cooling water specifications

**) 1 mg/l 1 ppm

1 (8)

3.3.7

MAN Diesel & Turbo

6680 3.3.7-01

Hardness

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

Damage to the cooling water system

Corrosion

Corrosion is an electrochemical process that can widely be avoided by

selecting the correct water quality and by carefully handling the water in the
engine cooling system.

Flow cavitation

Flow cavitation can occur in areas in which high flow velocities and high turbulence is present. If the steam pressure is reached, steam bubbles form
and subsequently collapse in high pressure zones which causes the destruction of materials in constricted areas.

Erosion

Erosion is a mechanical process accompanied by material abrasion and the

destruction of protective films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbulence.

Stress corrosion cracking

Stress corrosion cracking is a failure mechanism that occurs as a result of

simultaneous dynamic and corrosive stress. This may lead to cracking and
rapid crack propagation in water-cooled, mechanically-loaded components if
the cooling water has not been treated correctly.

Processing of engine cooling water

The purpose of treating the engine cooling water using anticorrosive agents
is to produce a continuous protective film on the walls of cooling surfaces
and therefore prevent the damage referred to above. In order for an anticorrosive agent to be 100 % effective, it is extremely important that untreated
water satisfies the requirements in the Section Requirements.
Protective films can be formed by treating the cooling water with an anticorrosive chemical or an emulsifiable slushing oil.
Emulsifiable slushing oils are used less and less frequently as their use has
been considerably restricted by environmental protection regulations, and
because they are rarely available from suppliers for this and other reasons.
Treatment with an anticorrosive agent should be carried out before the
engine is brought into operation for the first time to prevent irreparable initial
damage.

Treatment of the cooling water

The engine must not be brought into operation without treating the
cooling water first.

2 (8)

6680 3.3.7-01 EN

2012-02-07 - de

Treatment prior to initial

commissioning of engine

General

Engine cooling water specifications

Formation of a protective
film

Additives for cooling water

Only the additives approved by MAN Diesel and listed in the tables under the
section entitled "Approved cooling water additives may be used.

Required approval

A cooling water additive may only be permitted for use if tested and
approved as per the latest directives of the ICE Research Association (FVV)
"Suitability test of internal combustion engine cooling fluid additives. The test
report must be obtainable on request. The relevant tests can be carried out
on request in Germany at the staatliche Materialprfanstalt (Federal Institute
for Materials Research and Testing), Abteilung Oberflchentechnik (Surface
Technology Division), Grafenstrae 2 in D-64283 Darmstadt.

6680 3.3.7-01

3.3.7

MAN Diesel & Turbo

Once the cooling water additive has been tested by the FVV, the engine
must be tested in the second step before the final approval is granted.

Only in closed circuits

Additives may only be used in closed circuits where no significant consumption occurs, apart from leaks or evaporation losses.

Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescribed cooling water treatment and electrochemical potential reversal can occur
due to the cooling water temperatures which are normally present in engines
nowadays. If necessary, the pipes must be deplated.

Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corrosion without interfering with the transfer of heat and also prevents limescale
deposits on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.

Sufficient corrosion protection can be provided by adding the products listed

in the table entitled "Anti-freeze solutions with slushing properties" while
observing the prescribed concentration. This concentration prevents freezing
at temperatures down to -22 C. However, the quantity of anti-freeze solution actually required always depends on the lowest temperatures that are to
be expected at the place of use.
Anti- freezes are generally based on ethylene glycol. A suitable chemical anticorrosive agent must be added if the concentration of the anti-freeze solution
prescribed by the user for a specific application does not provide an appropriate level of corrosion protection, or if the concentration of anti-freeze solution used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. For information
on the compatibility of the anti-freeze solution with the anticorrosive agent

6680 3.3.7-01 EN

General

2012-02-07 - de

If temperatures below the freezing point of water in the engine cannot be

excluded, an anti-freeze solution that also prevents corrosion must be added
to the cooling system or corresponding parts. Otherwise, the entire system
must be heated. (Military specification: Sy-7025).

Engine cooling water specifications

Anti-freeze agents

3 (8)

3.3.7

MAN Diesel & Turbo

6680 3.3.7-01

and the required concentrations, contact the manufacturer. As regards the

chemical additives indicated in the table Nitrite-Containing Chemical Additives, their compatibility with ethylene glycol-based antifreezes has been
proved. Anti-freeze solutions may only be mixed with one another with the
consent of the manufacturer, even if these solutions have the same composition.
Before an anti-freeze solution is used, the cooling system must be thoroughly
cleaned.
If the cooling water contains an emulsifiable slushing oil, anti-freeze solution
must not be added as otherwise the emulsion would break up and oil sludge
would form in the cooling system.
Observe the applicable environmental protection regulations when disposing
of cooling water containing additives. For more information, consult the additive supplier.

Biocides
If you cannot avoid using a biocide because the cooling water has been contaminated by bacteria, observe the following steps:

You must ensure that the biocide to be used is suitable for the specific
application.

The biocide must be compatible with the sealing materials used in the
cooling water system and must not react with these.

The biocide and its decomposition products must not contain corrosionpromoting components. Biocides whose decomposition products contain chloride or sulphate ions are not permitted.

Biocides that cause foaming of cooling water are not permitted.

Prerequisite for effective use of an anticorrosive agent

As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs are carried out on the pipe system. The entire system must therefore
be cleaned with the engine switched off using a suitable cleaning agent (see
Work Cards 000.03 and 000.08 by MAN Diesel).

4 (8)

The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the cooling water additive will be able
to carry out this work and, if this is not possible, will at least be able to provide suitable products to do this. If this work is carried out by the engine
operator, he should use the services of a specialist supplier of cleaning
agents. The cooling system must be flushed thoroughly following cleaning.
Once this has been done, the engine cooling water must be treated immediately with anticorrosive agent. Once the engine has been brought back into
operation, the cleaned system must be checked for leaks.

6680 3.3.7-01 EN

2012-02-07 - de

Loose solid matter in particular must be removed by flushing the system

thoroughly as otherwise erosion may occur in locations where the flow velocity is high.

General

Engine cooling water specifications

Clean cooling system

Regular checks of the cooling water condition and cooling water

system
Treated cooling water may become contaminated when the engine is in
operation, which causes the additive to loose some of its effectiveness. It is
therefore advisable to regularly check the cooling system and the cooling
water condition. To determine leakages in the lube oil system, it is advisable
to carry out regular checks of water in the compensating tank. Indications of
oil content in water are, e.g. discoloration or a visible oil film on the surface of
the water sample.

6680 3.3.7-01

3.3.7

MAN Diesel & Turbo

The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.

Concentrations of chemical additives

The chemical additive concentrations shall not be less than the
minimum concentrations indicated in the table Nitrite-containing
chemical additives.
Excessively low concentrations can promote corrosion and must be avoided.
If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recommended concentration should be avoided.
Every 2 to 6 months send a cooling water sample to an independent laboratory or to the engine manufacturer for integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or anti-freeze solutions are used, cooling water should
be replaced after 3 years at the latest.

2012-02-07 - de

Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the section Requirements. The
concentration of the anticorrosive agent must subsequently be checked and
adjusted if necessary.
Subsequent checks of cooling water are especially required if the cooling
water had to be drained off in order to carry out repairs or maintenance.

6680 3.3.7-01 EN

General

Deposits in the cooling system may be caused by fluids that enter the cooling water, or the break up of emulsion, corrosion in the system and limescale
deposits if the water is very hard. If the concentration of chloride ions has
increased, this generally indicates that seawater has entered the system. The
maximum specified concentration of 50 mg chloride ions per kg must not be
exceeded as otherwise the risk of corrosion is too high. If exhaust gas enters
the cooling water, this may lead to a sudden drop in the pH value or to an
increase in the sulphate content.

Engine cooling water specifications

If there is a high concentration of solids (rust) in the system, the water must
be completely replaced and entire system carefully cleaned.

5 (8)

6680 3.3.7-01

3.3.7

MAN Diesel & Turbo

Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
the manufacturer's material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.

Auxiliary engines
If the same cooling water system used in a MAN Diesel & Turbo two-stroke
main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38
or 28/32H, the cooling water recommendations for the main engine must be
observed.

Analysis
We analyse cooling water for our customers in our chemical laboratory. A 0.5
l sample is required for the test.

Permissible cooling water additives

Nitrite-containing chemical additives

General

6 (8)

Product designation

Initial dosing for

1,000 litres

Minimum concentration ppm

Product

Nitrite
(NO2)

Na-Nitrite
(NaNO2)

15 l
40 l

15,000
40,000

700
1,330

1,050
2,000

21.5 l
4.8 kg

21,500
4,800

2,400
2,400

3,600
3,600

Drew Marine
One Drew Plaza
Boonton
New Jersey 07005
USA

Liquidewt
Maxigard

Wilhelmsen (Unitor)
KJEMI-Service A.S.
P.O.Box 49/Norway
3140 Borgheim

Rocor NB Liquid
Dieselguard

Nalfleet Marine
Chemicals
P.O.Box 11
Northwich
Cheshire CW8DX, U.K.

Nalfleet EWT Liq

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

3l

3,000

1,000

1,500

10 l
30 l

10,000
30,000

1,000
1,000

1,500
1,500

Nalco

Nalcool 2000

30 l

30,000

1,000

1,500

TRAC 102

30 l

30,000

1,000

1,500

Marisol CW

12 l

12,000

2,000

3,000

Maritech AB
P.O.Box 143
S-29122 Kristianstad

6680 3.3.7-01 EN

2012-02-07 - de

Engine cooling water specifications

Manufacturer

Manufacturer

Product designation

Initial dosing for

1,000 litres

Minimum concentration ppm

Product

Nitrite
(NO2)

Na-Nitrite
(NaNO2)

Uniservice
Via al Santuario di N.S.
della Guardia 58/A
16162 Genova, Italy

N.C.L.T.

12 l

12,000

2,000

3,000

Colorcooling

24 l

24,000

2,000

3,000

Marichem Marigases
64 Sfaktirias Street
18545 Piraeus, Griechenland

D.C.W.T. Non-Chromate

48 l

48,000

2,400

Marine Care
3144 NA Maasluis
The Netherlands

Caretreat 2

16 l

16,000

4,000

6,000

Vecom
Schlenzigstrae 7
21107 Hamburg
Deutschland

Cool Treat NCLT

16 l

16,000

4,000

6,000

6680 3.3.7-01

3.3.7

MAN Diesel & Turbo

Table 2: Nitrite-containing chemical additives

Nitrite-free additives (chemical additives)

Manufacturer

Initial dosing
for 1 000 litres

Minimum concentration

Havoline XLI

75 l

7.5 %

Total Lubricants
Paris, France

WT Supra

75 l

7.5 %

Q8 Oils

Q8 Corrosion Inhibitor
Long-Life

75 l

7.5 %

Arteco
Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium

Product designation

Table 3: Chemical additives - nitrite free

Product
(designation)

BP Marine, Breakspear Way, Hemel Hempstead,

Herts HP2 4UL

Diatsol M
Fedaro M

Castrol Int., Pipers Way, Swindon SN3 1RE, UK

Solvex WT 3

Deutsche Shell AG, berseering 35,

22284 Hamburg, Germany

Oil 9156

2012-02-07 - de

Table 4: Emulsifiable slushing oils

6680 3.3.7-01 EN

General

Manufacturer

Engine cooling water specifications

Emulsifiable slushing oils

7 (8)

3.3.7

MAN Diesel & Turbo

6680 3.3.7-01

Anti-freeze solutions with slushing properties

Manufacturer

Product designation

BASF
Carl-Bosch-Str.
67063 Ludwigshafen,
Rhein
Deutschland

Glysantin G 48
Glysantin 9313
Glysantin G 05

Castrol Int.
Pipers Way
Swindon SN3 1RE, UK

Antifreeze NF, SF

BP, Britannic Tower

Moor Lane,
London EC2Y 9B, UK

Anti-frost X2270A

Deutsche Shell AG
berseering 35
22284 Hamburg
Deutschland

Glycoshell

Mobil Oil AG
Steinstrae 5
20095 Hamburg
Deutschalnd

Frostschutz 500

Arteco, Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium

Havoline XLC

Total Lubricants
Paris, France

Glacelf Auto Supra

Total Organifreeze

Minimum concentration

35%

2012-02-07 - de

General

Engine cooling water specifications

Table 5: Anti-freeze solutions with slushing properties

8 (8)

6680 3.3.7-01 EN

MAN Diesel & Turbo

1690751-3.0
Page 1 (1)

Engine ventilation

1400000
L21/31
L27/38

The air intake to the engine room should be dimensioned in such a way that a sufficient quantity of air
is available not only for the main engine, auxiliaries,
boilers etc, but also to ensure adequate ventilation
and fresh air when work and service are in progress.

Approx 50% of the ventilating air should be blown in

at the level of the top of the main engine close to the
air inlet of the turbocharger. Air should not be blown
directly onto heat emitting components or directly
onto electric or other water sensitive apparature.

We recommend the ventilation capacity should be min

50% more than required air consumption (in tropical
conditions more than 100% should be considered)
for main engine, auxiliaries, boilers etc.

A small airflow should be evenly distributed around

the engine and reduction gear in order to dissipate
radiated heat.

It is important that the air is free of oil and sea water

to prevent fouling of the ventilators and filters.
The air consumption of the main engine appears
from the planning data.

With closed engine room and all air consuming equipment operating, there should always be positive air
pressure in the engine room.
Surplus air should be led up through the casing via
special exhaust openings. Alternatively extraction
fans should be installed.
Fire arresting facilities must be installed within the
casings of the fans and ventilation trunkings to retard
the propagation of fire.

03.43

MAN Diesel & Turbo

3700005-4.0
Page 1 (3)

Power, Outputs, Speed

1402150
L27/38

Engine Ratings
800 rpm
Engine type
No of cylinders

800 rpm (MGO)

800 rpm

Available turning
direction

800 rpm

Available turning
direction

kW

CW 1) / CCW 2)

kW

CW 1) / CCW 2)

6L27/38

2040

Yes / Yes

2190

Yes / Yes

7L27/38

2380

Yes / Yes

2555

Yes / Yes

8L27/38

2720

Yes / Yes

2920

Yes / Yes

9L27/38

3060

Yes / Yes

3285

Yes / Yes

1)
2)

CW clockwise
CCW counter clockwise

Table 1 Engine ratings for emission standard - IMO Tier II.

Definition of Engine Rating

General definition of diesel engine rating (acccording
to ISO 15550: 2002; ISO 3046-1: 2002)
Reference conditions:
ISO 3046-1: 2002; ISO 15550: 2002
Air temperature Tr

K/C

298/25

Air pressure pr

kPa

100

30

K/C

298/25

Relative humidity r
Cooling water temperature upstream charge air cooler Tcr
Table 2 Standard reference conditions.

10.46 - Tier II

MAN Diesel & Turbo

1402150

3700005-4.0
Page 2 (3)

Power, Outputs, Speed

L27/38

Kind of Application

(%)

(%)

(%)

(C)

Remarks

(tr / tcr / pr = 100 kPa

Tropic conditions

at maximum torque 1)

Max. allowed Speed reduction

Fuel Stop power (Blocking)

PApplication
Available output in percentage from
ISO-Standard-Output

Available Outputs

Electricity generation
Marine main engines (with mechanical or diesel electric drive)
Main drive with controllable pitch
propeller

100

100

45/38

2)

Main drive with fixed-pitch propeller

100

100

10

45/38

2)

1)
2)

Maximum torque given by available output and nominal speed.

According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines listed in the
column PApplication

tr Air temperature at compressor inlet of turbocharger.

tcr Cooling water temperature before charge air cooler
pr Barometric pressure.
Engine Fuel: according to ISO 8217 DMA/DMB/DMC-grade fuel or RM-grade fuel, fulfilling the stated quality requirements

POperating: Available output under local conditions and

dependent on application.
Dependend on local conditions or special application demands a further load reduction of PApplication, ISO
might be needed.

1. No de-rating due to ambient conditions is needed as long as following conditions are not
exceeded:

08028-0D/H5250/94.08.12

Table 3 Available outputs / related reference conditions.

10.46 - Tier II

MAN Diesel & Turbo

3700005-4.0
Page 3 (3)

Power, Outputs, Speed

1402150

Ambient pressure
Cooling water temperature inlet charge air cooler (LT-stage)

Special calculation
needed if following
values are exceeded

Air temperature before turbocharger Tx

No de-rating up to
stated reference
conditions (Tropic)

L27/38

318 K (45 C)

333 K (60 C)

100 kPa (1 bar)

90 kPa

311 K (38 C)

316 K (43 C)

Intake pressure before compressor

-20 mbar 1)

-40 mbar 1)

Exhaust gas back pressure after turbocharger

30 mbar

60 mbar 1)

1)

1)

Overpressure

Table 4 De-rating - Limits of ambient conditions.

2. De-rating due to ambient conditions and negative intake pressure before compressor or
exhaust gas back pressure after turbocharger

[(

a =

318
Tx + U + O

1.2

311
Tcx

x 1.09 - 0.09

with a 1
POperating = PApplication, ISO x a
a Correction factor for ambient conditions
Tx Air temperature before turbocharger [K] being
considered (Tx = 273 + tx)
U Increased negative intake pressure before
compressor leeds to an de-rating, calculated as
increased air temperature before turbocharger
U = (-20mbar pAir before compressor[mbar]) x 0.25K/mbar
with U 0
O Increased exhaust gas back pressure after
turbocharger leads to a de-rating, calculated as
increased air temperature before turbocharger:
O = (PExhaust after Turbine[mbar] 30mbar) x 0.25K/mbar
with O 0

10.46 - Tier II

Tcx Cooling water temperature inlet charge air

cooler (LT-stage) [K] being considered
(Tcx = 273 + tcx)
T Temperature in Kelvin [K]
t Temperature in degree Celsius [C]
3. De-rating due to special conditions or demands.
Please contact MAN Diesel & Turbo, if:
limits of ambient conditions mentioned in
"Table 4 De-rating - Limits of ambient conditions are exceeded
higher requirements for the emission level
exist
special requirements of the plant for heat
recovery exist
special requirements on media temperatures of the engine exist
any requirements of MAN Diesel & Turbo
mentioned in the Project Guide can not
be kept

MAN Diesel & Turbo

3700158-7.0
Page 1 (1)

Main Particulars

1402150
L27/38

Cycle

4-stroke

Configuration

In-line

Cyl. nos available

6-7-8-9

Power range
:

2040-3060 kW (HFO/MDO)
2190-3285 kW (MGO)

Speed

800 rpm

Bore

270 mm

Stroke

380 mm

Stroke/bore ratio

1.4:1

Piston area per cyl.

572.6 cm2

Swept volume per cyl.

21.8 ltr.

Compression ratio

15.9:1

Turbocharging principle

Constant pressure system and intercooling

Fuel quality acceptance

:

HFO (up to 700 cSt/50 C, RMK700)

MDO (DMB) - MGO (DMA, DMZ)
according ISO8217-2010

Power lay-out
Speed

rpm

800

m/sec.

10.1

Mean effective pressure:

6, 7, 8, 9 cylinder engine (HFO/MDO)
6, 7, 8, 9 cyl engine (MGO)

bar
bar

23.5
25.2

Max. combustion pressure:

6, 7, 8, 9 cylinder engine (HFO/MDO)
6, 7, 8, 9 cyl engine (MGO)

bar
bar

200
200

Power per cylinder:

6, 7, 8, 9 cylinder engine (HFO/MDO)
6, 7, 8, 9 cyl engine (MGO)

kW/cyl.
kW/cyl.

340
365

Mean piston speed

11.36 - Tier II - Propulsion

MCR version

MAN Diesel & Turbo

3700147-9.0
Page 1 (1)

Operating Data and Set Points

1402150
L27/38

Normal
value at full
load at ISO
conditions

Alarm set points

Low

High

Reduced
load of
engine

70 C

85 C

Shutdown
of engine

Lubricating oil system

Temp. after cooler (inlet engine)

68 - 73 C

Pressure after filter (inlet engine)

< 600 rpm
> 600 rpm

4.0 - 4.8 bar

Pressure before filter

4.2 - 5.0 bar

Pressure drop across filter

0.1 - 0.3 bar

Pressure inlet turbocharger

1.4 - 1.8 bar

2.0 bar
2.8 bar

Lub oil level

Temperature main bearing

1.9 bar
2.6 bar
1.0 bar

1.3 bar

103 C

105 C

1.8 bar
2.5 bar

1.1 bar
low level

80 - 95 C

Fuel oil system

Pressure after filter - MDO

3.0 - 3.5 bar

1 bar

Pressure after filter - HFO

4 - 10 bar

3 bar
high leakage
level

Leaking oil
Temperature inlet engine - MDO

20 - 40 C

50 C

Temperature inlet engine - HFO

80 - 140 C

Fuel oil viscosity - HFO

11 - 13 cSt

10 cSt

Press. LT system, inlet engine

2.0 - 3.0 bar

1.3 bar

Press. HT system, inlet engine

< 600 rpm
> 600 rpm

2.0 - 3.0 bar

14 cSt

Cooling water system

1.9 bar
2.6 bar

Temp. HT system, outlet engine

75 - 85 C

Temp. HT system, inlet engine

65 - 70 C

Temp. LT system, inlet engine

25 - 40 C

Temp. LT system, outlet engine

35 - 45 C

1.3 bar
1.5 bar

1.2 bar
1.5 bar

95 C

97 C

98 C

570 C

590 C

510 C
average
+50 C

530 C
average
70 C

Exhaust gas and charge air

Exh. gas temp. inlet TC

480 - 530 C

Exh. gas temp. outlet cyl

370 - 450 C

Exh. gas temp. outlet TC

300 - 350 C

Ch. air press. after cooler

2.9 - 3.1 bar

Ch. air temp. after cooler

40 - 55 C

35 C

30 bar

15 bar

average
-50 C

500 C

65 C

70 C

Starting air system

Press. inlet engine
Speed control system
Engine speed
Safety control air pressure
11.32 - Tier II

800 rpm
8 bar

880 rpm
6 bar

920 rpm

MAN Diesel & Turbo

3700019-8.0
Page 1 (3)

1487000

Spare Parts for Unrestricted Service

L27/38
Spare parts for unrestricted service, according to the classification societies requirements/recommendations.
For multi-engine installations spares are only necessary for one engine.

Description

Plate

Item

Cylinder Head
Cylinder head with valves
11616
1
Valve, inlet
11616
2
Valve rotation device
11616
3
Valve cone
11616
4
O-ring
11616
5
Valve spindle, exhaust
11616
7
Pressure spring
11616
11
O-ring
11616
A3
Gasket
11616
A5
O-ring
11616
A6
O-ring
11616
A7
Valve seat ring, exhaust
11616
F9
O-ring
11616
F10
Valve seat ring, inlet
11616
F11
Indicator valve
11618
1
Connecting socket
11618
2
Union nut
11618
3
Threaded socket
11618
4
Molykote
11618
5
Insulation glove
11618
6
Safety valve
11618
A1
Gasket
11618
A2
Pipe, safety valve
11618
A3

Piston and piston rings
Ring Package
11614
1-2
Piston
11614
13

Cylinder liner
Cylinder liner
11610
1
Flame ring
11610
5
Sealing ring
11610
7
O-ring
11610
9
Sealing ring
11610
10

Connecting rod
Connecting rod stem
11612
10

Cylinder head, top cover
O-ring
11620
4

10.40. Tier II

Qty.

1
2
6
3
6
4
6
1
1
1
1
4
4
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1

MAN Diesel & Turbo

1487000

3700019-8.0
Page 2 (3)

Spare Parts for Unrestricted Service

L27/38

Description

Plate

Item

Cylinder head, top cover

O-ring
11620
4

Frame with main bearings
O-ring
11012
45
Tie rod
11012
46
Nut
11012
47
Nut
11012
48
Tie rod, cylinder head
11012
63
O-ring
11012
64
Ring
11012
65
Nut
11012
66
Protection cap
11012
66A
Main bearing shell, 2/2
11012
A1
Thrust bearing ring
11012
A2

Connecting rod accessories
Piston pin bush
11612
20
Connecting rod bearing, 2/2
11612
9
Connecting rod bolt
11612
2
Nut
11612
1
Connecting rod bolt
11612
5
Nut
11612
6
Cylindrical pin
11612
7

Charging air reciever
O-ring
11814
7

Fuel injecting pump
Fuel injecting pump, complete
12016
0

Fuel injection valve
Fuel injection valve, complete
12018
1
O-ring
12018
8
O-ring
12018
9

Fuel injection pipe
Connection pipe
12020
1
O-ring
12020
3
O-ring
12020
4
O-ring
12020
5
Fuel injection pipe, complete
12020
14

Qty.

1
2
2
2
2
2
2
2
2
2
1
2
1
1
4
4
2
2
2
2
1
1/cyl
1/cyl
1/cyl
1
1
1
1
1

10.40, Tier II

MAN Diesel & Turbo

3700019-8.0
Page 3 (3)

1487000

Spare Parts for Unrestricted Service

L27/38

Description

Plate

Item

Qty.

Cooling water connections

Intermediate pipe
Intermediate pipe
O-ring

13016
13016
13016

8
9
11

4
4
12

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

10.40, Tier II

MAN Diesel & Turbo

3700020-8.0
Page 1 (1)

1487000

Spare Parts for Restricted Service

L27/38
Spare parts for restricted service, according to the classification societies requirements/recommendations.

Description

Plate

Item

Cylinder head accessories

Valve, inlet
11616
2
Valve rotation device
11616
3
Valve spindle, exhaust
11616
7
Pressure spring
11616
11
Valve seat ring, exhaust
11616
F9
Valve seat ring, inlet
11616
F11

Valves on cylinder head
Safety valve
11618
A1
Packing ring
11618
A2

Fuel injection valve
Fuel injection valve, complete
12018
1
O-ring
12018
8
O-ring
12018
9

Gasket kit for cylinder unit
Gasket kit for cylinder unit
51704
021

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

10.40, Tier II

Qty.

2
4
2
4
2
2
1
1
3
3
3
1

MAN Diesel & turbo

3700125-2.0
Page 1 (9)

1488010

Standard Tools (Unrestricted service)

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Valve spring tightening

device

1 9000

014

Lifting tool for cylinder

unit

1 9000

038

Removing device for

flame ring

1 9000

021

Guide bush for piston

1 9000

045

11.21 - Tier II

MAN Diesel & Turbo

1488010

3700125-2.0
Page 2 (9)

Standard Tools (Unrestricted service)

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Fit and removal device

for conn. rod bearing,
incl. eye screws (2 pcs)

1 9000

069

Lifting device for cylinder liner

1 9000

082

Lifting device for piston

and connecting rod

1 9000

104

Piston ring opener

1 9000

190

11.21 - Tier II

MAN Diesel & turbo

3700125-2.0
Page 3 (9)

1488010

Standard Tools (Unrestricted service)

L27/38
Supply per Ship

Name

Sketch

316

153

Supporting device for

connecting rod and
piston in the cylinder
liner, incl fork

Plate

Item no Remarks

Working

Spare

1 9000

212

1 9000

221

1 9000

010

1 9000

652

1
1

1 9000
1 9000

664
676

1 9000

035

221

Feeler gauge

Socket wrench

218

311

Socket wrench and

torque spanner

Dismantling tool for

main bearing upper
shell

11.21 - Tier II

482.5

MAN Diesel & Turbo

1488010

3700125-2.0
Page 4 (9)

Standard Tools (Unrestricted service)

L27/38
Supply per Ship

Name

Sketch

Plate

Item no Remarks

Working

Spare

1 9000

060

Eye screw for lifting

1 9000

036

Container complete
for water washing of
compressor side

1 9000

318

Blowgun for dry cleaning of turbocharger

1 9000

136

Tool for fixing of marine

head for counterweight

444.5

83.5

11.21 - Tier II

MAN Diesel & turbo

3700125-2.0
Page 5 (9)

1488010

Standard Tools (Unrestricted service)

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Broad chissel

1 9000

473

Cleaning tool for fuel

injector

1 9000

013

1 9000

050

1 9000

051

1 9000

052

Fuel pipe

1 9000

053

Fuel pipe

1 9000

054

1 9000

074

747

1 9000

747

759

1 9000

759

1 9000

760

Pressure testing tool

Clamping bracket for fuel
injector

050

051
052

Clamping bracket for fuel

injection pump

053
054

200

Grinding paper
Plier

637

Grinding device for

nozzle seat

Loctite

Loctite

760

11.21 - Tier II

MAN Diesel & Turbo

1488010

3700125-2.0
Page 6 (9)

Standard Tools (Unrestricted service)

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Extractor device for

injector valve

1 9000

407

Eye screw for lifting

1 9000

032

Combination spanner,
36 mm

1 9000

772

Crow foot, 36 mm

1 9000

784

Pressure pump, complete

1 9000

011

11.21 - Tier II

MAN Diesel & turbo

3700125-2.0
Page 7 (9)

1488010

Standard Tools (Unrestricted service)

L27/38
Supply per Ship

Name

Sketch

Plate

Item no Remarks

Working

Spare

1 9000

806

1 9000

633

Pressure part, long

M39 x 2

1 9000

059

Pressure part, short

M39 x 2

1 9000

072

Tension screw
M39 x 2

1 9000

118

Hydraulic tightening
cylinder M39 x 2

1 9000

263

Hydraulic tools complete consisting of the

following 3 boxes:

Hydraulic tools box 1+2

consisting of:

059

118

263

11.21 - Tier II

633

072

w)

MAN Diesel & Turbo

1488010

3700125-2.0
Page 8 (9)

Standard Tools (Unrestricted service)

L27/38
Supply per Ship

Name

Hydraulic tools box 3

consisting of:

Sketch

143

383

167

358

180/202

Pressure part
M24/27 x 2

581

Tension screw
M24/27 x 2

096

Distribution piece, cylinder head

371

Plate

Item no Remarks

Working

Spare

1 9000

581

1 9000

096

1 9000

131

1 9000

143

Distribution piece, main

bearing

131

1 9000

167

Hose with unions for

cylinder head

246

1 9000

180

1 9000

202

1 9000

226

1 9000

238

Spare parts for hydraulic tool M30 x 2

1 9000

251

Spare parts for hydraulic tool M24 x 2

1 9000

322

Hydraulic tightening
cylinder M24/27 x 2

1 9000

246

Hydraulic tightening
cylinder M36 x 2

1 9000

275

Hydraulic tightening
cylinder M30 x 2

1 9000

287

Hose with unions for

connecting of oil pump
and distributing block
Spare parts for hydraulic tool M39 x 2
Spare parts for hydraulic tool M36 x 2

275

287

556

334

226
238
251
322

11.21 - Tier II

MAN Diesel & turbo

3700125-2.0
Page 9 (9)

1488010

Standard Tools (Unrestricted service)

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Angle piece

Tommy bar

1 9000

358

1 9000

334

Tommy bar

1 9000

556

Pressure part
M36 x 2

1 9000

371

Pressure part
M30 x 2

1 9000

383

11.21 - Tier II

MAN Diesel & turbo

3700127-6.0
Page 1 (7)

1488010

Standard Tools (Restricted service)

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Valve spring tightening

device

1 9000

014

Lifting tool for cylinder

unit

1 9000

038

Removing device for

flame ring

1 9000

021

Guide bush for piston

1 9000

045

11.21 - Tier II

MAN Diesel & Turbo

1488010

3700127-6.0
Page 2 (7)

Standard Tools (Restricted service)

L27/38
Supply per Ship

Name

Sketch

Plate

Item no Remarks

Working

Spare

1 9000

010

1 9000

652

1
1

1 9000
1 9000

664
676

Eye screw for lifting

1 9000

036

Container complete for

water washing of compressor side

1 9000

318

Feeler gauge

311

Socket wrench
218

Socket wrench and

torque spanner

482.5

11.21 - Tier II

MAN Diesel & turbo

3700127-6.0
Page 3 (7)

1488010

Standard Tools (Restricted service)

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Blowgun for dry cleaning of turbocharger

1 9000

136

Broad chissel

1 9000

473

Cleaning tool for fuel

injector

1 9000

013

1 9000

050

1 9000

051

1 9000

052

Fuel pipe

1 9000

053

Fuel pipe

1 9000

054

Pressure testing tool

Clamping bracket for fuel
injector
Clamping bracket for fuel
injection pump

051
052

050

053
054

11.21 - Tier II

MAN Diesel & Turbo

1488010

3700127-6.0
Page 4 (7)

Standard Tools (Restricted service)

L27/38
Supply per Ship

Name

Sketch

Plate

Item no Remarks

Working

Spare

1 9000

074

1 9000

747

1 9000

759

1 9000

760

Extractor device for

injector valve

1 9000

407

Eye screw for lifting

1 9000

032

Combination spanner,
36 mm

1 9000

772

Crow foot, 36 mm

1 9000

784

Grinding device for

nozzle seat

200

Grinding paper

Loctite

747

637

Plier

759

760
Loctite

11.21 - Tier II

MAN Diesel & turbo

3700127-6.0
Page 5 (7)

1488010

Standard Tools (Restricted service)

L27/38
Supply per Ship

Name

Sketch

Plate

Item no Remarks

Working

Spare

1 9000

011

1 9000

806

Hydraulic tools box 1+2

consisting of:

1 9000

633

Pressure part, long

M39 x 2

1 9000

059

Pressure part, short

M39 x 2

1 9000

072

Tension screw
M39 x 2

1 9000

118

1 9000

263

Pressure pump, complete

Hydraulic tools complete consisting of the

following 3 boxes:

059

Hydraulic tightening
cylinder M39 x 2

11.21 - Tier II

118

263

633

072

w)

MAN Diesel & Turbo

1488010

3700127-6.0
Page 6 (7)

Standard Tools (Restricted service)

L27/38
Supply per Ship

Name

Hydraulic tools box 3

consisting of:

Sketch

143

383

167

358

180/202

Pressure part
M24/27 x 2

581

Tension screw
M24/27 x 2

096

Distribution piece, cylinder head

Plate

Item no Remarks

Working

Spare

1 9000

581

1 9000

096

1 9000

131

1 9000

143

371

Distribution piece, main

bearing

131

1 9000

167

Hose with unions for

cylinder head

246

1 9000

180

1 9000

202

1 9000

226

1 9000

238

Spare parts for hydraulic tool M30 x 2

1 9000

251

Spare parts for hydraulic tool M24 x 2

1 9000

322

Hydraulic tightening
cylinder M24/27 x 2

1 9000

246

Hydraulic tightening
cylinder M36 x 2

1 9000

275

Hydraulic tightening
cylinder M30 x 2

1 9000

287

Hose with unions for

connecting of oil pump
and distributing block
Spare parts for hydraulic tool M39 x 2
Spare parts for hydraulic tool M36 x 2

275

287

556

334

226
238
251
322

11.21 - Tier II

MAN Diesel & turbo

3700127-6.0
Page 7 (7)

1488010

Standard Tools (Restricted service)

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Angle piece

Tommy bar

1 9000

358

1 9000

334

Tommy bar

1 9000

556

Pressure part
M36 x 2

1 9000

371

Pressure part
M30 x 2

1 9000

383

11.21 - Tier II

MAN Diesel & Turbo

3700126-4.1
Page 1 (10)

1488050

Additional tools

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Fit and removal device

for conn. rod bearing,
incl. eye screws (2 pcs)

52000

069

Lifting device for cylinder liner

52000

082

Lifting device for piston

and connecting rod

52000

104

Plier for piston pin lock

ring

52000

759

11.33 - Tier II

MAN Diesel & Turbo

1488050

Additional tools

3700126-4.1
Page 2 (10)

L27/38
Supply per Ship
Name

Sketch

Plate

Item no Remarks

Working

Spare

52000

190

52000

212

52000

221

Dismantling tool for

main bearing upper
shell

52000

035

Tool for fixing of marine

head for counterweight

52000

060

Eye screw for lifting of

charge air cooler

52000

036

Piston ring opener

316

Supporting device for

connecting rod and
piston in the cylinder
liner, incl. fork

153

221

11.33 - Tier II

MAN Diesel & Turbo

3700126-4.1
Page 3 (10)

1488050

Additional tools

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Eye screw for lifting lubricating oil cooler

52000

032

Grinding tool for cylinder head/liner

52002

126

Max. pressure indicator

52002

138

52002

498

Testing mandrel for

piston ring grooves,
6.43 mm

52002

151

Testing mandrel for

piston ring grooves,
8.43 mm

52002

163

appr. 87

appr. 230

Handle for indicator

valve

11.33 - Tier II

MAN Diesel & Turbo

1488050

Additional tools

3700126-4.1
Page 4 (10)

L27/38
Supply per Ship

Name

Sketch

Plate

Item no Remarks

Working

Spare

52002

067

52002

508

Fitting device for lubricating oil cooler

52002

521

Resetting device for

hydraulic cylinder

52002

092

Crankshaft alignment,
gauge (autolog)

Mandrel for lubricating
oil cooler

11.33 - Tier II

MAN Diesel & Turbo

3700126-4.1
Page 5 (10)

1488050

Additional tools

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Measuring device

52002

533

Lifting straps for main

bearing cap

52002

545

Lifting handle for main

bearing cap

52002

557

Fit and removing device for connecting rod

bearing

52002

569

11.33 - Tier II

MAN Diesel & Turbo

1488050

Additional tools

3700126-4.1
Page 6 (10)

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Support for connecting

rod

52002

570

Turning device for cylinder unit

52002

114

Grinding machine
for valve seat rings

52002

199

Mandrel

52002

209

52002

210

Cutting tool

209

210

Wooden box
L x B x H = 450 x 380 x 190 mm

11.33 - Tier II

MAN Diesel & Turbo

3700126-4.1
Page 7 (10)

1488050

Additional tools

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Grinding machine
for valve seat rings

52002

222

Stone

52002

234

Guide

52002

246

Fit and removing device

for valve guides

52002

258

Touching bow for inlet

valve

52002

582

Touching bow for

exhaust valve

52002

594

234
246

11.33 - Tier II

MAN Diesel & Turbo

1488050

Additional tools

3700126-4.1
Page 8 (10)

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Fitting device for valve

seat rings

52002

295

Plate
(used with item 329)

52002

317

Extractor for valve seat

rings

52002

329

Fit and removing device

for fuel injection pump

52002

342

11.33 - Tier II

MAN Diesel & Turbo

3700126-4.1
Page 9 (10)

1488050

Additional tools

L27/38
Supply per Ship

Name

Sketch

Plate

Item no Remarks

Working

Spare

52002

366

Cleaning needles for fuel

injector (5 pcs)

52002

378

Fit and removing device for cooler insert

52002

401

Micrometer screw

52002

425

Closing cover (TCR20)

(standard with only one
propulsion engine)

52002

486

Setting device for

fuel injection pump

11.33 - Tier II

MAN Diesel & Turbo

1488050

Additional tools

3700126-4.1
Page 10 (10)

L27/38
Supply per Ship

Name

Sketch

Working

Spare

Plate

Item no Remarks

Closing cover (TCR18)

(standard with only one
propulsion engine)

52002

450

Lifting tool for cylinder

unit (low dismantling
height)

52002

474

Assembly device for

sealing ring, complete

52002

689

Assembly cone

52002

690

Expanding sleeve

52002

700

Assembly cone

52002

712

Sizing sleeve

52002

724

690

700

712

724

11.33 - Tier II

MAN Diesel & Turbo

3700067-6.0
Page 1 (2)

Hand Tools

1488070
L21/31
L27/38

Socket spanner set

Designation
Rachet
Extension
Extension
Universal
Socket - double hexagon
Socket - double hexagon
Socket - double hexagon
Socket - double hexagon
Socket - double hexagon
Socket for internal hexagon
Socket for internal hexagon
Socket for internal hexagon
Socket for internal hexagon
Socket for internal hexagon
Socket for internal hexagon
Socket - screwdriver
Socket - cross head screw
Socket - cross head screw
Socket - cross head screw

019

Item Size [mm]

331
343
355
367
379
380
392

7
8
10
12
14
17
19

Size [mm]
125
250
10
13
17
19
22
5
6
7
8
10
12
1.6 x 10
2
3
4

Combination spanner

Hexagon key

Item Size [mm]

140

272
284
296

032
044
056
068
223
081
235
093
103
115
127

10
12
13
14
16
17
18
19
22
24
30

139

152
164

24 mm
11.01

176

30 mm

188

36 mm

247

8 mm

259

10 mm

260

12 mm

MAN Diesel & Turbo

3700067-6.0
Page 2 (2)

Hand Tools

1488070
L21/31
L27/38
Item
no

Qty

Designation

Benvnelse

Item
no

Qty

Designation

019

1/E

Set of tools

Topnglest

260

1/E

032

1/E

Combination spanner, Ring-gaffelngle,

10 mm
10 mm

Bit, hexagon socket Unbrakotop, str 12

screw, square drive

272

1/E

1/E

Combination spanner, Ring-gaffelngle,

12 mm
12 mm

Momentngle,
20-120 Nm - 1/2"

044

Torque spanner,
20-120 Nm - 1/2"

284

1/E

1/E

Combination spanner, Ring-gaffelngle,

13 mm
13 mm

Momentngle,
40-200 Nm - 1/2"

056

Torque spanner,
40-200 Nm - 1/2"

296

1/E

1/E

Combination spanner, Ring-gaffelngle,

14 mm
14 mm

Momentngle,
30-320 Nm - 1/2"

068

Torque spanner,
30-320 Nm - 1/2"

331

1/E

Hexagon key 7 mm

Unbrakongle 7 mm

081

1/E

Combination spanner, Ring-gaffelngle,

17 mm
17 mm

343

1/E

Hexagon key 8 mm

Unbrakongle 8 mm

093

1/E

Combination spanner, Ring-gaffelngle,

19 mm
19 mm

355

1/E

Hexagon key 10 mm

Unbrakongle 10 mm

367

1/E

Hexagon key 12 mm

Unbrakongle 12 mm

103

1/E

Combination spanner, Ring-gaffelngle,

22 mm
22 mm

379

1/E

Hexagon key 14 mm

Unbrakongle 14 mm

115

1/E

Combination spanner, Ring-gaffelngle,

24 mm
24 mm

380

1/E

Hexagon key 17 mm

Unbrakongle 17 mm

392

1/E

Hexagon key 19 mm

Unbrakongle 19 mm

127

1/E

Combination spanner, Ring-gaffelngle,

30 mm
30 mm

139

1/E

Tee handle 1/2" square T-greb 1/2"

drive

140

1/E

Ratchet, 20 mm

Skralde, 20 mm

152

1/E

Extension bar

Forlnger

164

1/E

Socket spanner, squa- Top, str 24

re drive, size 24

176

1/E

Socket spanner, squa- Top, str 30

re drive, size 30

188

1/E

Socket spanner, squa- Top str 36

re drive, size 36

223

1/E

Combination spanner, Ring-gaffelngle,

16 mm
16 mm

235

1/E

Combination spanner, Ring-gaffelngle,

18 mm
18 mm

247

1/E

Bit, hexagon socket Unbrakotop, str 8

screw, square drive

259

1/E

Bit, hexagon socket Unbrakotop, str 10

screw, square drive

Benvnelse

When ordering spare parts, see also page 500.50.

Ved bestilling af reservedele, se ogs side 500.50.

*
= Only available as part of a spare parts kit /
not avail separately
Qty/C = Qty/Cylinder

*
= Kun tilgngelig som en del af et reservedelsst /
ikke tilgngelig alene
Qty/C = Qty/Cylinder

11.01

MAN Diesel & Turbo

1699862-8.1
Page 1 (2)

Weight and centre of gravity

1402000
L27/38

Weight and centre of gravity of engine

615*

645**

CL

CL - Crankshaft

1103

Fore
1330

Aft

20
B

4 E05

Seen from aft

A approx.
mm

B approx.
mm

Engine weight
tons*

Engine weight
tons**

6L27/38

1855

5070

31.4

31.0

7L27/38

2077

5515

35.1

34.0

8L27/38

2300

5960

38.7

37.0

9L27/38

2523

6405

42.7

40.5

Engine
type

* Incl. lubricating oil and water

** Excl. lubricating oil and water

10.02

MAN Diesel & Turbo

1402000

1699862-8.1
Page 2 (2)

Weight and centre of gravity

L27/38
Lifting engine on board

The lifting tool is to be returned to us after finishing

lifting.

Before taking an engine on board, it must be ensured

that the vessels deck casing or hatchway provides
adequate space for this purpose. The engine should
be lifted by the special tools mounted by the factory.
The lifting tool has to be removed after the installation,
and the protective caps should be fitted.

The complete lifting tool consists of the following parts:

1 lifting tool
8 extension studs
8 nuts for same

240

1300

410

800

530

Lifting tool for engine - 280 kg

4 E07

Engine

type

6L27/38
7L27/38
8L27/38
9L27/38

A approx.
mm

B approx.
mm

C
mm

Max engine width

mm

Dry weight
tons

4450
4450
4450
4450

2815
3360
3455
3806

5070
5515
5960
6405

1370
1370
1370
1370

31.0
34.0
37.0
40.5

10.02

MAN Diesel & Turbo

Weight and Dimensions of Principal Parts

1689476-6.2
Page 1 (6)

1402000
L27/38

45

88

775

Cylinder head incl. rocker arms approx. 400 kg

Piston approx. 66 kg

Charge air cooler approx. 490 kg

Cylinder liner approx. 140 kg

Please note: 5 cyl. only for GenSet

11.26 - Tier II, WB II

MAN Diesel & Turbo

Weight and Dimensions of Principal Parts

1402000

1689476-6.2
Page 2 (6)

L27/38
88

45

755

1209

1435

751

2
62

Cylinder unit approx. 700 kg

Connecting rod with marine head approx. 120 kg

2045

86

Front end box for GenSet

approx. 2420 kg

Front end box for Propulsion

approx. 1345 kg

Please note: 5 cyl. only for GenSet

11.26 - Tier II, WB II

MAN Diesel & Turbo

1689476-6.2
Page 3 (6)

Weight and Dimensions of Principal Parts

1402000
L27/38

17

70

Base Frame for GenSet

Length (L)*
mm

One bearing
Weight, kg

Two bearing
Weight, kg

5 cyl.

5245

5121

6 cyl.

6168

5500

6300

7 cyl.

6800

5687

6583

8 cyl.

7970

6920

9 cyl.

8470

7585

* Depending on Alternator type

79

Oil Pan for Propulsion

Please note: 5 cyl. only for GenSet

11.26 - Tier II, WB II

Length (L), mm

Weight, kg

6 cyl.

3367

1186

7 cyl.

3812

1320

8 cyl.

4251

1587

9 cyl.

4702

1720

MAN Diesel & Turbo

1402000

Weight and Dimensions of Principal Parts

1689476-6.2
Page 4 (6)

L27/38

Valve Camshaft
Length (L), mm

Weight, kg

5 cyl.

2378

376

6 cyl.

2823

427

7 cyl.

3268

477

8 cyl.

3713

528

9 cyl.

4158

528

Injection Camshaft
Length (L), mm

Please note: 5 cyl. only for GenSet

11.26 - Tier II, WB IIp

5 cyl.

2570

6 cyl.

3015

7 cyl.

3460

8 cyl.

3905

9 cyl.

4350

MAN Diesel & Turbo

1689476-6.2
Page 5 (6)

Weight and Dimensions of Principal Parts

1402000

L27/38

1630

13

70

L, mm

H, mm

Weight, kg

TCR18

1328

772

460

TCR20

1661

953

780

Frame
Length (L), mm

Weight, kg

5 cyl.

2658

8503

6 cyl.

3103

9886

7 cyl.

3548

11268

8 cyl.

3993

12652

9 cyl.

4438

14053

2
1

32

48

Flywheel with gear rim

For GenSet

Small
Medium
Large

1451 kg
1927 kg
2671 kg

Flywheel with gear rim

for Propulsion
1196 kg

Please note: 5 cyl. only for GenSet

11.26 - Tier II, WB II

MAN Diesel & Turbo

1402000

Weight and Dimensions of Principal Parts

1689476-6.2
Page 6 (6)

L27/38

Crankshaft with Counter Weights

Length (L), mm

Please note: 5 cyl. only for GenSet

11.26 - Tier II, WB IIp

5 cyl.

2920

6 cyl.

3365

7 cyl.

3810

8 cyl.

4255

9 cyl.

4700

MAN Diesel & Turbo

1690730-9.1
Page 1 (1)

Fuel oil system

1435000
L21/31
L27/38

General
The engine can be equipped with different equipment
depending on fuel oil quality.
The standard engine, for operation on MDO (Marine
Diesel Oil), is equipped with built-on:

Fuel oil primary pump

Double filter with paper inserts
Lubrication of fuel oil pumps
Fuel oil pumps with leak oil seal
Uncooled fuel injection valves

The MDO built-on equipment is designed for single

engine installation. For multi engine installations it
is recommended to have either two separate fuel
supplies or the built-on pumps have to be replaced
by electrical pumps.
The standard engine, for operation on HFO (Heavy
Fuel Oil), is equipped with built-on:

08.45

Fuel oil duplex filter

Fuel oil back pressure valve
Lubrication of fuel oil pumps
Fuel oil pumps without leak oil seal
Uncooled fuel injection valves
Equipment for cleaning of turbocharger
turbine side during operation

The built-on equipment is designed for use of fuel oil

modules, normally referred to as booster modules.
For multi engine installations a common fuel oil feed
system should cover all engines.

Fuel oil quality

o

We recommend to use heavy fuel up to 380 cSt/50 C,

even though the engine is designed for operation on
o
HFO up to 700 cSt/50 C, depending on the actual
fuel quality.
For fuel oil quality, see Quality Requirements
1435000.
The maximum injection viscosity is 12-14 cSt.
Velocity recommendations for fuel oil pipes:
Marine Diesel Oil:

Suction pipe: 0.5 - 1.0m/s

Delivery pipe: 1.5 - 2.0 m/s

Heavy Fuel Oil:

Suction pipe: 0.3 - 0.8 m/s

Delivery pipe: 0.8 - 1.2 m/s

MAN Diesel & Turbo

1624473-6.2
Page 1 (1)

Recalculation of fuel consumption dependent on

ambient conditions

1402000
General

In accordance to ISO-Standard ISO 3046-1:2002 Reciprocating internal combustion engines Performance, Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods
Additional requirements for engines for general use MAN Diesel& Turbo specifies the method for
recalculation of fuel consumption dependent on ambient conditions for 1-stage turbocharged engines as follows:

= 1+ 0.0006 x (tx tr) + 0.0004 x (tbax tbar) + 0.07 x (pr px)

The formula is valid within the following limits:
+ Ambient air temperature

5C 55C

+ Charge air temperature before cylinder

25C 75C

+ Ambient air pressure

0.885bar 1.030bar

bx = br x

br =

bx

Fuel consumption factor

tbar

Engine type specific reference charge air temperature before cylinder

see Reference conditions in Fuel oil consumption for emissions standard.

Legend

Reference

At test run or at site

[g/kWh]

br

bx

Ambient air temperature

[C]

tr

tx

Charge air temperature before cylinder

[C]

tbar

tbax

Ambient air pressure

[bar]

pr

px

Specific fuel consumption

Example
Reference values:
br = 200g/kWh, tr = 25C, tbar = 40C, pr = 1.0bar
At Site:
tx = 45C, tbax = 50C, px = 0.9bar
= 1+ 0.0006 (4525) + 0.0004 (5040) + 0.07 (1.00.9) = 1.023
bx = x br = 1.023 x 200 = 204.6g/kWh
All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each
project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.
12.12

MAN Diesel & Turbo

3700004-2.2
Page 1 (2)

Fuel Oil Consumption for Emissions Standard

1402090
L27/38

6-9L27/38: 340 kW/cyl. at 800 rpm, Controllable-Pitch Propeller (CPP)

% Load

100

851)

75

50

25

Spec. fuel consumption

(g/kWh) with HFO/MDO
without attached pumps 2) 3)

188

1851)

185

191

210

Warranted fuel consumption at 85% MCR

Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for
warranty is taken into account.
3)
Based on reference conditions, see "Reference conditions"
1)
2)

Table 1 Fuel oil consumption

6-9L27/38: 365 kW/cyl. at 800 rpm, Controllable-Pitch Propeller (CPP)

% Load

100

851)

75

50

25

Spec. fuel consumption

(g/kWh) with MDO/MGO 4)
without attached pumps 2) 3)

191

1861)

184

186

206

Warranted fuel consumption at 85% MCR

Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for
warranty is taken into account.
3)
Based on reference conditions, see "Reference conditions"
4)
MDO viscosity must not exceed 6 mm2/s = cSt @ 40 C.
1)
2)

Table 2 Fuel oil consumption

No of cylinders
Speed / 800 rpm

Fuel oil consumption at idle running (kg/h)

6L

7L

8L

9L

44

48

52

56

Table 3 Fuel oil consumption at idle running

IMO Tier II requirements:

IMO: International Maritime Organization MARPOL
73/78; Revised Annex VI-2008, Regulation 13.
Tier II: NOx technical code on control of emission
of nitrogen oxides from diesel engines.

Note!
Operating pressure data without further specification
are given below/above atmospheric pressure.
For calculation of fuel consumption, see "1402000
Recalculation of fuel oil consumption dependent on
ambient conditions"

All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each
project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.
12.15 - Tier II

MAN Diesel & Turbo

1402090

Fuel Oil Consumption for Emissions Standard

3700004-2.2
Page 2 (2)

L27/38
For operation with MGO SFOC will be increased by 2 g/kWh
With built-on pumps, the SFOC will be increased in [%] by:
Lubricating oil main pump
LT Cooling water pump
HT Cooling water pump
Fuel oil feed pump*
*only for MDO/MGO operation

110
1.5 x
load % + 10
110
0.7 x
load % + 10
110
0.7 x
load % + 10
110
0.1 x
load % + 10

%
%
%
%

For different net calorific value, the SFOC will be corrected in [%] by:
Net calorific value NCV
rise
427 kJ/kg - 1.0 %
Increased negative intake pressure before compressor leads to increased fuel oil consumption, calculated
as increased air temperature before turbocharger:
U = ( -20 [mbar] pAir before compressor [mbar] ) x 0.25 [K/mbar] with U 0
Increased exhaust gas back pressure after turbine leads to increased fuel oil consumption, calculated as
increased air temperature before turbocharger:
O = ( pExhaust after turbine [mbar] 30 [mbar] ) x 0.25 [K/mbar] with O 0
Charge air blow-off for exhaust gas temperature control (plants with catalyst) leads to increased fuel oil
consumption:
For every increase of the exhaust gas temperature by 1 C, due to activation of charge air blow-off device,
an addition of 0.05 g/kWh to be considered.
Reference conditions (according to ISO 3046-1: 2002; ISO 1550: 2002)
Air temperature before turbocharger tr

25

Ambient pressure pr

bar

Relative humidity r

30

Engine type specific reference charge air temperature before cylinder tbar 1)

40

kJ/kg

42,700

Net calorific value NCV

Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be achieved with 25 C
LT cooling water temperature before charge air cooler (according to ISO)

1)

Table 4 Reference conditions

All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each
project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.
12.15 - Tier II

MAN Diesel & Turbo

1696437-2.3
Page 1 (3)

Fuel oil system MDO

1435000
L27/38

Fuel oil system for operation on gas/diesel oil

28 x 2

20 x 2

DN 32

LAL

To sludge

B1

M
LSH
1425

Item
1
2
3
4
5
6
7
8
9

7
B3

PT
1423

PT
1424

To fuel oil drain tank

Return to
bunker/settling tank

From bunker/
settling tank

2049080-0.1

8x1

20 x 2

B7A

B4
28 x 2

Description
Prefilter for purifier
Transfer pump
Purifier
MDO service tank
Sightglass for MDO overflow
Duplex filter (magnetic insert)
Primary stand-by pump
Primary pump
Duplex filter (paper insert)

Connections:
B1 Fuel oil primary pump - suction
B3 Fuel oil primary stand-by pump - pressure
B4 Fuel oil circulation to service tank
B7A Leak oil to drain tank

Shut-off valve at B4 is to be placed as close to the

connections as possible

Service tank (item 4):

Min capacity in m# for 8 hours operation:
CYL.

WITH PURIFIER OR SETTLING TANK

6L27/38
7L27/38
8L27/38
9L27/38

3.9
4.6
5.2
5.9

The lowest oil level of the service tank must be min

500 mm above centerline of crankshaft.

Fig 6.1 Fuel oil system MDO

09.35

28 x 2

28 x 2

To sludge

MAN Diesel & Turbo

1435000

Fuel oil system MDO

1696437-2.3
Page 2 (3)

L27/38
Fuel oil storage

Purifier, item 3

The storage and handling system comprises of bunker

tanks, pipe systems and transfer systems.

For engines operating on MDO we recommend

cleaning of the oil by a purifier to remove water.
For the blended fuel oil (M3 in accordance to BS
MA100 fuel oil specification) which can be expected in some bunker places, the purifier is also
an important cleaning device. We recommend the
automatic self-cleaning type.

Cleaning systems
The cleaning system normally comprises of a settling
tank, pipe system and equipment for cleaning of the
MDO prior to use in the engine.
The settling tank should be designed to provide the
most efficient sludge and water separation. The tank
should be provided with baffles to reduce mixing of
sludge with the fuel. The bottom of the tank should
have a slope toward the sludge drain valve(s), and
the pump suction must not be in the vicinity of the
sludge space.
We recommend that the capacity of a single settling tank is sufficient to ensure minimum 24 hours
operation.

Design data:
Capacity: V = C (24/T)
V: The nominal capacity of the purifier in litres/
hour
C: Consumption at MCR in litres/hour
T: Daily separating time, depending on purifier
(20-22 hours)
Guidance given by the manufacturer of the purifier
must be observed.

Prefilter, item 1
To protect the purifier pump (item 2), a prefilter should
be inserted before the pump.
Design data:
Capacity:
See oil pump, item 2
Mesh size:
0.8 1.0 mm

Oil pump to purifier, item 2

The pump can be driven directly by the purifier or by
an independent motor.
Design data:
Capacity:
Pressure:
Temperature:

As a guideline for the selection of purifier, the following formula can be used:

If aux engines are fed from the same fuel oil system, the fuel oil consumption has to include all
engines.
Pre-heating is normally not necessary, but a purifying temperature of approx 40C is recommended
for better separation. Some Marine Diesel Oils have
a high content of paraffin which clogs up filters and
can cause unintended engine stopping. To avoid
this, preheating can be necessary.
A heat exchanger and a thermostatic valve using
the main engine HT cooling water as heating media
can be installed, if necessary.

Service tank, item 4

According to purifier
Max 2.5 bar
Max 40C

The service tank shall be dimensioned to contain

purified MDO for operating minimum 4 hours at
MCR.

09.35

MAN Diesel & Turbo

1696437-2.3
Page 3 (3)

Fuel oil system MDO

1435000
L27/38

Attention must be paid that the fuel oil inlet pipe is

connected to the side of the tank in a position to avoid
sludge and water contamination of the MDO.
A vent pipe from the tank should be led up to the deck
level minimum 500 mm above the tank. Precaution
should be taken that water does not enter the tank
through the vent pipe.

Cooler requirements
Fuel oil temperatures before engine / fuel oil injection pumps (MDO/MGO):

To ensure satisfactory suction when starting up the

main engine, the lowest oil level in the service tank
should be at least 500 mm above the suction to the
primary pump (item 8 in fig 6.1) and the stand-by
primary pump.

If the fuel oil temperature before engine / fuel injection pumps exceeds 40 C or the viscosity is below
2.2 cSt a cooler must be built-in, in order to ensure
the lubricating properties for the injection pumps.

Duplex suction filter, item 6

Notes

A duplex suction filter with magnetic inserts should

be installed in the suction line of the fuel oil primary
pump to protect the pump. The filter should be designed for the capacity of the built-on primary pump
with a mesh size of 0.5-0.8 mm.

We recommend that the total pressure drop in the

piping system is calculated in order to ensure that
the pump capacity is sufficient and the flow velocity
is as recommended by us.

Stand-by primary pump, item 7

Design data:
Capacity: 4 MCR consumption
Pressure: 2.5 bar

Fuel oil consumption

For calculating the necessary tank size, purifier,
stand-by pumps, etc, the consumption stated in
the planning data, based on engine MCR, should
be used.

09.35

These values include an addition for engine driven

pumps plus 3% tolerance in accordance with ISO
requirements.

We should be pleased to review your piping diagrams

and give our comments and recommendations. The
shipyard is responsible for the choice of method,
design and execution.

MAN Diesel & Turbo

1696438-4.1
Page 1 (6)

Fuel oil system HFO

1435000
L27/38

Fuel oil system for operation on heavy fuel oil

20 x 2

To sludge

20 x 2

Marine diesel
oil
34

LAL

To sludge

22 x 2

13

8A

11

VAL/H

15

12

16

PSL

TI

18

TAL

PSL

To sludge
LSH
1428

B7A

8x1

4A

3A

To sludge

2A

PT
1424
20
12 x 1.5

DN 32

Fig 1 Fuel oil diagram HFO

06.18

PT
1423 TE
1424

B2 B4

2047918-0.5

DN 32

To fuel oil drain tank

To sludge

To fuel oil drain tank

To sludge

28 x 2

28 x 2

From bunker tank (HFO)

Return to bunker tank (HFO)

28 x 2
28 x 2
6

31

17

To sludge
9

TAH

Return to bunker tank (MDO)

FI

10

DN 32

16A

DPAH

9A

32

PSL

PSL

28 x 2

14

DN 32

To sludge
20 x 2

DN 32

33

19

DN 32
B1
DN 32

From bunker tank (MDO)

LAL

DN 32

Heavy fuel oil

7

28 x 2

DN 32

30

20 x 2

35

MAN Diesel & Turbo

1435000

Fuel oil system HFO

1696438-4.1
Page 2 (6)

L27/38
Item Description
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
30
31
32
33
34
35

HFO settling tank

Prefilter for purifier/clarifier
Transfer pump for purifier/clarifier
Preheater for purifier/clarifier
HFO purifier
HFO clarifier
HFO day tank
Prefilter for HFO supply pump
Fuel oil supply pump
Automatic filter
Flow indicator
Mixing tank
Automatic deaeration valve
Supply pressure control valve
Duplex filter (magnetic insert)
Fuel oil booster pump
Final preheater
Viscosity control equipment
Duplex silt filter
Booster pressure regulating valve
Sight galss, HFO day tank overflow
Prefilter for MDO transfer pump
MDO transfer pump
MDO purifier
MDO purifier
Sight glass, MDO day tank overflow

Connections:
B1 Fuel oil inlet engine
B2 Drain oil from fuel valves
B4 Fuel oil circulation to service tank
B7A Leak oil to drain tank (with alarm)
Note:
All tanks and pipes for heated oil must be insulated.
Shut-off valve at B4 is to be placed as close to the connection as possible
Final preheater (item 17):
Standard: Steam heated final preheater
Optional: Electrical, Thermal oil heated final preheater
MDO-tank (item 34):
Min oil level in MDO-tank is to be approx 500 mm above
inlet pipe (item 10).
Pressure regulating valve (item 20):
The pressure regulating valve is to be adjusted to a pres
sure of 4 bar. The relief valve for booster pumps (items 16
and 16A) are adjusted to a pressure somewhat higher.

Fuel oil storage

The storage and handling system consists of bunker
tanks, pipe systems and transfer systems.

Cleaning systems
The cleaning system normally comprises of a settling
tank, pipe system and equipment for cleaning of the
HFO prior to use in the engine.

Settling tank, item 1

The settling tanks should be designed to provide the
most efficient sludge and water separation. Each tank
should be provided with baffles to reduce mixing of
sludge with the fuel. The bottom of the tank should
be with a slope toward the sludge drain valve(s),
and the pump suction must not be in the vicinity of
the sludge space.
We recommend that the capacity of each settling
tank should be sufficient to ensure minimum 24
hours operation.
The temperature of the oil settling tanks should be
as high as possible to help the dirt to settle. The
temperature should be below 5C in order to avoid
the formation of asphaltenes, and min 7C above the
pour point of the oil to ensure pumpability.

Prefilter, items 2 and 2A

To protect the separator pumps, items 3 and 3A, a
prefilter should be inserted before the pumps.
Design data:
Capacity: See oil pump, items 3 and 3A
Mesh size:
0.8-1.0 mm

Oil pump to purifier and clarifier, items 3

and 3A
The pumps can be driven directly by the purifier or
by an independent motor.

06.18

MAN Diesel & Turbo

1696438-4.1
Page 3 (6)

Fuel oil system HFO

1435000
L27/38

Guidance given by the manufacturer of the seperators must be observed.

Design data:
Capacity:
Pressure:
Temperature:

According to separator
Max 2.5 bar
Max 70C

Preheater before purifier and clarifier, items

4 and 4A
The preheater must be able to raise the temperature
of the oil from approx 60C to approx 98C, which is
the temperature of the oil for purifying.

HFO service tank, item 7

The service tank should be dimensioned to contain
purified HFO for operating for at least 12 hours.
The tank must be insulated and the oil temperature in
the tank should be kept at minimum 60 C. Depending on separating temperature and tank insulation
the temperature may rise to above 90C.

Design data:
Capacity: P = v t/1710
P: Capacity of the preheater in kW
v: Flow through preheater in litres/hour
t: Temperature difference approx 40C
(engine operating)
Max pressure:
Max pressure loss:

If aux engines are supplied from the same fuel oil

system, the fuel oil consumption has to include all
engines.

4 bar
0.5 bar

The specific load on heating surface for an electric

preheater is recommended not to exceed 1.2 W/cm2.

Purifier/clarifier, items 5 and 6

For engines operating on HFO we recommend cleaning of the fuel oil by a purifier and a clarifier to remove
water and solids. For applications with separators
acting as a clarifier and purifier at the same time,
we recommend to have one separator as stand-by.
We recommend the automatic self-cleaning type.

Attention must be paid that the fuel oil inlet pipe is

connected to the side of the tank in a position to
avoid sludge and water contamination of the HFO.
The feed from the service tank to the mixing pipe
is to be connected in a suitable distance above the
bottom of the service tank to avoid sludge and water
contamination in the pipe.
A vent pipe from the tank should be led up to the deck
level minimum 500 mm above the tank. Precaution
should be taken that water does not enter the tank
through the vent pipe.

Prefilters, items 8 and 8A

The pressure pumps (items 9 and 9A) must be protected by prefilters.
Design data:

As a guideline for the selection of separators, the

following formula can be used:
Design data:
Capacity: V = C (24/T)
V:The nominal capacity of the separators in litres/hour
C: Consumption at MCR in litres/hour
T: Daily separating time, depending on purifier
(20-22 hours)

06.18

Capacity:
Temperature:
Mesh size:

See capacity for pressure pump

Max 90C
0.8-1.0 mm

Pressure pumps, items 9 and 9A

The HFO system must be pressurised to avoid
gas separation in the fuel oil piping. Pressurising is
maintained by the pumps installed between the HFO
service tank and the automatic filter.

MAN Diesel & Turbo

1435000

Fuel oil system HFO

1696438-4.1
Page 4 (6)

L27/38
Design data:

Fuel oil consumption measuring, item 11

Type:
Screw or gear pump with relief valve
Capacity:
MCR consumption + flushing oil
Pressure:
Max 4 bar
Temperature: Max 90C
Viscosity at normal operation:

Max 140 cSt

(corresponding to 70C)
Viscosity for dimensioning of elmotor:

1000 cSt

For engines with pressurised HFO system a fuel

consumption meter can be fitted between the automatic filter (item 10) and the mixing tank (item 12).
A spring loaded valve has to be installed in parallel.
In case of the measuring device, the valve will open
and ensure fuel supply to the engine.

Pressure regulating valve, item 14

The pressure regulating valve is to be adjusted to a
pressure of approx 4 bar and the relief valve setting
for supply pumps, items 9 and 9A, is adjusted to a
higher pressure.
If the capacity of the pressure pumps (items 9 and
9A) exceeds the fuel oil consumption too much, or
if the plant often operates at low load, the surplus
oil by-passed by the pressure regulating valve has
to be cooled down by a by-pass oil radiator, to avoid
unintended heating of the fuel supply.

Automatic filter, item 10

An automatic filter should be installed between the
supply pumps and the mixing pipe.
As the flow is limited to the consumption of the engine,
a filter with 10 m mesh size should be used in order
to achieve optimal filtration. In case of malfunction of
the filter, a manually cleaned by-pass filter has to be
installed in parallel to the automatic filter.
Design data:
Capacity
:
Pressure
:

Temperature :
Mesh size
:

MCR consumption
Normally 4 bar
Max 8 bar
Max 90C
10 m absolute (main supply)
35 m absolute (by-pass supply)

Mixing pipe, item 12

The main purpose of the mixing pipe is to ensure
good ventilation of gas from the hot fuel oil.
Furthermore, the mixing pipe ensures a gradual
temperature balance by mixing the hot returned oil
from the engine with the oil from the daily service
tank thereby reducing the heat requirements from
the final preheater.
The mixing pipe should be dimensioned to contain
fuel oil for 10-15 minutes operation at MCR load,
and in any case not less than 50 litres.
Minimum diameter of mixing pipe: 200 mm.
Because the capacity of the fuel oil primary pump
is higher than the consumption of the engine, the
surplus oil from engine flange connection B4 must be
returned to the mixing pipe and must be adequately
insulated.
The flange connection B2 must be connected to a
drain tank and not to the mixing pipe.

Prefilter, item 15
To protect the fuel oil circulation pumps a duplex
prefilter is recommended between the mixing pipe
(item 12) and the circulating pumps (items 16 and
16A).

06.18

MAN Diesel & Turbo

1696438-4.1
Page 5 (6)

Fuel oil system HFO

1435000
L27/38

Design data (depending on fuel type):

Capacity:
Operating temperature:
Pressure:
Pressure drop by clean filter:
Pressure drop by dirty filter:
Mesh size:

See the planning data

Max 150C
Max 10 bar
Max 0.05 bar
Max 0.1 bar
0.5 0.8 mm

HFO circulating pump, items 16 and 16A

The pressurised HFO system has a high degree of
recirculation.

The above capacities include a safety margin of 15%

but the necessary capacity depends on the actual
fuel and condition. We will be pleased to carry out
calculations for a specific condition on request.

Fuel type
IF 80
final temp t= 110 C

kW

6L27/38
7L27/38
8L27/38
9L27/38

18
21
25
28

IF 180
t=131 C
kW

IF 380
t=147 C
kW

25
29
33
38

30
35
40
45

Design data (depending on fuel type):

Capacity: 4 MCR consumption
Pressure: Max 8 bar
Operating temperature:

Max 150C
Viscosity at normal operation:

25 cSt (corresponding to 110C)
Viscosity for dimensioning of el-motor:

250 cSt (corresponding to 60C)

Preheater, item 17

This equipment is required for all types of fuel to

ensure the optimum viscosity of approx 122 cSt at
the inlet to the fuel injection pump. The viscosimeter
should be of a design which is not affected by pressure peaks produced by the injection pumps. For
efficient operation, the pipe length between the HFO
preheater and the viscosity control equipment should
be as short as possible (or in accordance with the
manufacturers instruction).

In order to heat the HFO to the proper viscosity

before the injection valves (122 cSt), the oil is led
through a preheater.

The viscosity control equipment should be able to

switch over to thermostatic control in case of malfunctioning.

The temperature of the HFO is regulated by an automatic viscosity control unit to 85-150 C (depending
on the viscosity).
The specific load on heating surface for an electric
preheater is recommended not to exceed 1.2 W/cm2.
Based on the minimum temperature of the oil from
the HFO service tank to be 60 C and because the
fuel must be heated to temperatures indicated in the
table below (corresponding to a viscosity of 122 cSt
plus an addition of 5C to compensate for heat loss
before injection) the capacity of the preheater in kW
should be minimum:

06.18

Viscosity control equipment, item 18

General piping
Settling tank, service tank, and mixing pipe must be
insulated. All pipes for heated oil must be insulated
as well.

MAN Diesel & Turbo

1435000

Fuel oil system HFO

1696438-4.1
Page 6 (6)

L27/38
The fuel oil pipe system must be made of seamless
precision steel tubes which can be assembled by
means of either cutting ring or clamp ring fittings.

Fuel oil consumption

The MDO treatment and feed system

The engine is designed for pier to pier operation on
HFO. However, change-over to MDO might become
necessary. For instance during:

For calculating the necessary size of tank, separators, stand-by pumps, etc, the consumption stated
in the planning data, based on engine MCR, should
be used.

Repair of engine and fuel oil system

Docking
More than 5 days stop
Environmental legislation requiring use of
low-sulphur fuels

The consumption includes an addition for engine

driven pumps plus 5% tolerance in accordance with
ISO requirements.

The layout of MDO treatment and feed system

should be in accordance with the recommendations
for MDO.

The conversion from kg/hour to litres/hour is based

on a fuel with density of 950 kg/m3 for IF 80 and 980
kg/m3 for IF 380.
The low calorific heat value of the heavy fuel oil corresponds to 40,225 kJ/kg.

06.18

Heavy fuel oil (HFO) specification

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

6680 3.3.3-01

3.3.3

MAN Diesel & Turbo

Heavy fuel oil (HFO)

Origin/Refinery process

The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
that these also comply with the international specifications. The engine operator is responsible for ensuring that suitable heavy fuel oils are chosen.

Different international specifications exist for heavy fuel oils. The most important specifications are ISO 8217-2010 and CIMAC-2003, which are more or
less identical. The ISO 8217 specification is shown in Fig. 1. All qualities in
these specifications up to K700 can be used, providing the fuel preparation
system has been designed accordingly. To use any fuels, which do not comply with these specifications (e.g. crude oil), consultation with Technical Service of MAN Diesel & Turbo SE in Augsburg is required. Heavy fuel oils with a
maximum density of 1,010 kg/m3 may only be used if up-to-date separators
are installed.
Even though the fuel properties specified in the table entitled "The fuel specification and corresponding properties for heavy fuel oil" satisfy the above
requirements, they probably do not adequately define the ignition and combustion properties and the stability of the fuel. This means that the operating
behaviour of the engine can depend on properties that are not defined in the
specification. This particularly applies to the oil property that causes formation of deposits in the combustion chamber, injection system, gas ducts and
exhaust gas system. A number of fuels have a tendency towards incompatibility with lubricating oil which leads to deposits being formed in the fuel
delivery pump that can block the pumps. It may therefore be necessary to
exclude specific fuels that could cause problems.

Blends

The addition of engine oils (old lubricating oil, ULO used lubricating oil) and
additives that are not manufactured from mineral oils, (coal-tar oil, for example), and residual products of chemical or other processes such as solvents

2011-06-21 - de

Important

6680 3.3.3-01 EN

General

Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in Table 1.
The entries in the last column of Table 1 provide important background information and must therefore be observed.

Heavy fuel oil (HFO) specification

Specifications

1 (12)

3.3.3

MAN Diesel & Turbo

6680 3.3.3-01

(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine suspension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.

Viscosity (at 50 )

Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.
max.

700

Viscosity/injection viscosity

max.

55

Viscosity/injection viscosity

g/ml

max.

1.010

min.

60

Flash point
(ASTM D 93)

Pour point (summer)

max.

30

Low-temperature behaviour
(ASTM D 97)

Pour point (winter)

max.

30

Low-temperature behaviour
(ASTM D 97)

max.

20

Combustion properties

5 or
legal requirements

Sulphuric acid corrosion

0.15

Heavy fuel oil processing

mm2/s (cSt)

Viscosity (at 100 )

Density (at 15 C)
Flash point

Coke residue (Conradson)

Weight %

Sulphur content

Vanadium content

mg/kg

450

Heavy fuel oil processing

Water content

Vol. %

0.5

Heavy fuel oil processing

Weight %

0.1

Sediment (potential)
Aluminium and silicium
content (total)
Acid number

mg/kg

max.

2 (12)

60

mg KOH/g

2.5

Hydrogen sulphide

mg/kg

Used lubricating oil

(ULO)

mg/kg

Heavy fuel oil processing

The fuel must be free of lubricating oil (ULO = used lubricating oil, old oil). Fuel is considered as contaminated with
lubricating oil when the following concentrations occur:

General

Heavy fuel oil (HFO) specification

Ash content

Heavy fuel oil processing

Ca > 30 ppm and Zn > 15

ppm or Ca > 30 ppm and P >
15 ppm.

6680 3.3.3-01 EN

2011-06-21 - de

Leak oil collector

Asphaltene content
Sodium content

Weight %

2/3 of coke residue

(according to Conradson)

Combustion properties

mg/kg

Sodium < 1/3 Vanadium,

Sodium<100

Heavy fuel oil processing

The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be
free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.

6680 3.3.3-01

3.3.3

MAN Diesel & Turbo

6680 3.3.3-01 EN

General

2011-06-21 - de

Heavy fuel oil (HFO) specification

Table 1: Table_The fuel specification and corresponding characteristics for heavy fuel oil

3 (12)

3.3.3

2011-06-21 - de

General

Heavy fuel oil (HFO) specification

6680 3.3.3-01

MAN Diesel & Turbo

Figure 1: ISO 8217-2010 specification for heavy fuel oil

4 (12)

6680 3.3.3-01 EN

3.3.3

General

2011-06-21 - de

Heavy fuel oil (HFO) specification

6680 3.3.3-01

MAN Diesel & Turbo

Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)

6680 3.3.3-01 EN

5 (12)

6680 3.3.3-01

3.3.3

MAN Diesel & Turbo

Additional information
The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
and operating results more clearly.

Selection of heavy fuel oil

Economic operation with heavy fuel oil within the limit values specified in the
table entitled "The fuel specification and corresponding properties for heavy
fuel oil" is possible under normal operating conditions, provided the system is
working properly and regular maintenance is carried out. If these requirements are not satisfied, shorter maintenance intervals, higher wear and a
greater need for spare parts is to be expected. The required maintenance
intervals and operating results determine, which quality of heavy fuel oil
should be used.
It is an established fact that the price advantage decreases as viscosity
increases. It is therefore not always economical to use the fuel with the highest viscosity as in many cases the quality of this fuel will not be the best.

Viscosity/injection viscosity

Heavy fuel oils with a high viscosity may be of an inferior quality. The maximum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator.
The prescribed injection viscosity of 12 - 14 mm2/s (for GenSets, 23/30H and
28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of the
engine must be observed. This is the only way to ensure efficient atomisation
and mixture formation and therefore low-residue combustion. This also prevents mechanical overloading of the injection system. For the prescribed
injection viscosity and/or the required fuel oil temperature upstream of the
engine, refer to the viscosity temperature diagram.

Heavy fuel oil processing

Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst particles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the aluminum and silicium content is higher than 15 mg/kg.

General

6 (12)

Settling tank

Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 C to
prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 3802/s at 50 C. If the heavy
fuel oil has a high concentration of foreign matter, or if fuels in accordance
with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks will
be required one of which must be sized for 24-hour operation. Before the
content is moved to the service tank, water and sludge must be drained from
the settling tank.

Separators

A separator is particularly suitable for separating material with a higher specific density water, foreign matter and sludge, for example. The separators
must be self-cleaning (i.e. the cleaning intervals must be triggered automatically).
Only new generation separators should be used. They are extremely effective
throughout a wide density range with no changeover required, and can separate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 C.

6680 3.3.3-01 EN

2011-06-21 - de

Heavy fuel oil (HFO) specification

Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.

Table "Achievable proportion of foreign matter and water (following separation)" shows the prerequisites that must be met by the separator. These limit
values are used by manufacturers as the basis for dimensioning the separator and ensure compliance.
The manufacturer's specifications must be complied with to maximize the
cleaning effect.

6680 3.3.3-01

3.3.3

MAN Diesel & Turbo

Application in ships and stationary use: parallel installation

1 Separator for 100 % flow rate
1 Separator (reserve) for 100 % flow
rate
Figure 3: Location of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' current

recommendations (Alpha Laval and Westfalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Diesel should be consulted.
If processing is carried out in accordance with the MAN Diesel specifications
and the correct separators are chosen, it may be assumed that the results
stated in the table entitled "Achievable proportion of foreign matter and
water" for inorganic foreign matter and water in the heavy fuel oil will be achieved at the engine inlet.

Particle size

Inorganic foreign matter

including catalyst particles

Quantity

< 5 m

< 20 mg/kg

Al+Si content

--

< 15 mg/kg

Water content

--

< 0.2 % by vol. %

2011-06-21 - de

Table 2: Achievable proportion of foreign matter and water (after separation)

Water

It is particularly important to ensure that the water separation process is as

thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomisation and combustion of the heavy fuel oil. If the water absorbed in the fuel
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.

6680 3.3.3-01 EN

General

Definition

Heavy fuel oil (HFO) specification

Results obtained during operation in practie show that the wear occurs as a
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum
lubricating oil treatment process must be ensured.

7 (12)

3.3.3

MAN Diesel & Turbo

6680 3.3.3-01

Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
at regular intervals. The tank's ventilation system must be designed in such a
way that condensate cannot flow back into the tank.

Vanadium/Sodium

If the vanadium/sodium ratio is unfavorable, the melting point of the heavy

fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble
sodium compounds it contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does not enter the engine in the form of seawater in the intake air.
If the sodium content is higher than 100 mg/kg, this is likely to result in a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction function of the turbocharger).

General

8 (12)

Ash

Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above chapter for more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g. sand, corrosion compounds and catalyst particles, accelerate the mechanical wear in the engine.
Catalyst particles produced as a result of the catalytic cracking process may
be present in the heavy fuel oils. In most cases, these are aluminium silicate
particles that cause a high degree of wear in the injection system and the
engine. The aluminium content determined, multiplied by a factor of between
5 and 8 (depending on the catalytic bond), is roughly the same as the proportion of catalyst remnants in the heavy fuel oil.

Homogeniser

If a homogeniser is used, it must never be installed between the settling tank

and separator as otherwise it will not be possible to ensure satisfactory separation of harmful contaminants, particularly seawater.

Flash point (ASTM D 93)

National and international transportation and storage regulations governing

the use of fuels must be complied with in relation to the flash point. In general, a flash point of above 60 C is prescribed for diesel engine fuels.

Low-temperature behaviour
(ASTM D 97)

The pour point is the temperature at which the fuel is no longer flowable
(pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 C, the bunker facility must be preheated, unless fuel in accordance
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10 C above
the pour point.

Pump characteristics

If the viscosity of the fuel is higher than 1000 mm2/s (cST), or the temperature is not at least 10 C above the pour point, pump problems will occur.
For more information, also refer to Low-temperature behaviour
(ASTM D 97).

Combustion properties

If the proportion of asphalt is more than two thirds of the coke residue (Conradson), combustion may be delayed which in turn may increase the formation of combustion residues, leading to such as deposits on and in the injection nozzles, large amounts of smoke, low output, increased fuel consumption and a rapid rise in ignition pressure as well as combustion close to the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
6680 3.3.3-01 EN

2011-06-21 - de

Heavy fuel oil (HFO) specification

Under certain conditions, high-temperature corrosion can be prevented by

using a fuel additive that increases the melting point of the heavy fuel oil ash
(also see "Additives for heavy fuel oils).

system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
increased deposition of asphalt (see "Compatibility).

Ignition quality

Nowadays, to achieve the prescribed reference viscosity, cracking-process

products are used as the low viscosity ingredients of heavy fuel oils although
the ignition characteristics of these oils may also be poor. The cetane number of these compounds should be < 35. If the proportion of aromatic hydrocarbons is high (more than 35 %), this also adversely affects the ignition
quality.

6680 3.3.3-01

3.3.3

MAN Diesel & Turbo

The ignition delay in heavy fuel oils with poor ignition characteristics is longer;
the combustion is also delayed which can lead to thermal overloading of the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.
The disadvantages of using fuels with poor ignition characteristics can be
limited by preheating the charge air in partial load operation and reducing the
output for a limited period. However, a more effective solution is a high compression ratio and operational adjustment of the injection system to the ignition characteristics of the fuel used, as is the case with MAN Diesel piston
engines.
The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standardised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
therefore aids that are derived from quantifiable fuel properties. We have
established that this method is suitable for determining the approximate ignition quality of the heavy fuel oil used.

6680 3.3.3-01 EN

General

2011-06-21 - de

As the liquid components of the heavy fuel oil decisively influence the ignition
quality, flow properties and combustion quality, the bunker operator is
responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. (Also see illustration entitled "Nomogram for determining the CCAI assigning the CCAI ranges to engine types").

Heavy fuel oil (HFO) specification

A testing instrument has been developed based on the constant volume

combustion method (fuel combustion analyser FCA) and is currently being
tested by a series of testing laboratories.
The instrument measures the ignition delay to determine the ignition quality
of a fuel and this measurement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been established that in some cases,
heavy fuel oils with a low FIA cetane number or ECN number can cause
operating problems.

9 (12)

3.3.3

6680 3.3.3-01

MAN Diesel & Turbo

V Viscosity in mm2/s (cSt) at 50 C

D Density [in kg/m3] at 15 C

CCAI Calculated Carbon Aromaticity

Index

Figure 4: Nomogram for determining the CCAI assigning the CCAI ranges to engine
types

The CCAI can be calculated using the following formula:

Sulphuric acid corrosion

10 (12)

The engine should be operated at the cooling water temperatures prescribed

in the operating handbook for the relevant load. If the temperature of the
components that are exposed to acidic combustion products is below the
acid dew point, acid corrosion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
The BN values specified in Section 3.3.6 are sufficient, providing the quality
of lubricating oil and the engine's cooling system satisfy the requirements.

6680 3.3.3-01 EN

2011-06-21 - de

CCAI = D - 141 log log (V+0.85) - 81

General

Heavy fuel oil (HFO) specification

1 Engine type

A Normal operating conditions

B The ignition characteristics can
be poor and require adapting the
engine or the operating conditions.
C Problems identified may lead to
engine damage, even after a
short period of operation.
2 The CCAI is obtained from the
straight line through the density
and viscosity of the heavy fuel
oils.

Compatibility

The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of residue as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunkering again to prevent incompatibility.

Blending the heavy fuel oil

If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibility").

Additives for heavy fuel oils

MAN Diesel & Turbo SE engines can be operated economically without additives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine operation will not be impaired by using the product.

6680 3.3.3-01

3.3.3

MAN Diesel & Turbo

The use of heavy fuel oil additives during the warranty period must be avoided as a basic principle.
Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below "Additives for heavy fuel oils classification/effects".

Dispersing agents/stabilisers

Emulsion breakers

Biocides

Combustion additives

Combustion catalysts
(fuel savings, emissions)

Post-combustion additives

Ash modifiers (hot corrosion)

Soot removers (exhaustgas system)

Precombustion additives

From the point of view of an engine manufacturer, a lower limit for the sulphur content of heavy fuel oils does not exist. We have not identified any
problems with the low-sulphur heavy fuel oils currently available on the market that can be traced back to their sulphur content. This situation may
change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
Turbo will monitor developments and inform its customers if required.

2011-06-21 - de

If the engine is not always operated with low-sulphur heavy fuel oil, corresponding lubricating oil for the fuel with the highest sulphur content must be
selected.

Improper handling of operating fluids

If operating fluids are improperly handled, this can pose a danger to
health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.

6680 3.3.3-01 EN

General

Heavy fuel oils with low

sulphur content

Heavy fuel oil (HFO) specification

Table 3: Additives for heavy fuel oils Classification/effects

11 (12)

6680 3.3.3-01

3.3.3

MAN Diesel & Turbo

Tests
Sampling

To check whether the specification provided and/or the necessary delivery

conditions are complied with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the engine's warranty period).
To ensure that the samples taken are representative of the bunker oil, a sample should be taken from the transfer line when starting up, halfway through
the operating period and at the end of the bunker period. Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.

Analysis of samples

Our department for fuels and lubricating oils (Augsburg factory, department
EQC) will be pleased to provide further information on request.

2011-06-21 - de

General

Heavy fuel oil (HFO) specification

We can analyse fuel for customers at our laboratory. A 0.5 l sample is

required for the test.

12 (12)

6680 3.3.3-01 EN

Diesel oil (MDO) specification

Marine diesel oil
Other designations
Origin

Marine diesel oil, marine diesel fuel.

Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-FDMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.

6680 3.3.2-01

3.3.2

MAN Diesel & Turbo

Specification
The suitability of fuel depends on the design of the engine and the available
cleaning options, as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217-2010 standard as
the basis. The properties have been specified using the stated test procedures.
Properties

Unit

Testing method

ISO-F specification

Designation
DMB

kg/m3

ISO 3675

900

mm2/s cSt

ISO 3104

> 2,0
< 11 *

Pour point (winter quality)

ISO 3016

<0

Pour point (summer quality)

Flash point (Pensky Martens)

ISO 2719

> 60

% by weight

ISO CD 10307

0.10

% by vol.

ISO 3733

< 0.3

Sulphur content

% by weight

ISO 8754

< 2.0

Ash content

% by weight

ISO 6245

< 0.01

Carbon residue (MCR)

% by weight

ISO CD 10370

< 0.30

ISO 5165

> 35

mg/kg

IP 570

<2

mg KOH/g

ASTM D664

< 0.5

Oxidation resistance

g/m3

ISO 12205

< 25

Lubricity
(wear scar diameter)

ISO 12156-1

< 520

ISO 2160

<1

Total sediment content

Water content

Cetane number or cetane index

Hydrogen sulphide
Acid value

Copper strip test

<6

2012-03-21 - de

Other specifications:
British Standard BS MA 100-1987

Class M2

ASTM D 975

2D

ASTM D 396

Nr. 2

Table 1: Marine diesel oil (MDO) characteristic values to be adhered to

* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed
6 mm2/s @ 40 C, as this would reduce the lifetime of the injection system.

6680 3.3.2-01 EN

General

Kinematic viscosity at 40 C

Diesel oil (MDO) specification

Density at 15 C

1 (2)

6680 3.3.2-01

3.3.2

MAN Diesel & Turbo

Additional information
During transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with highviscosity fuel or heavy fuel oil with the remnants of these types of fuels in
the bunker ship, for example that could significantly impair the properties of
the oil.

Lubricity

Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 m.
The fuel must be free of lubricating oil (ULO used lubricating oil, old oil).
Fuel is considered as contaminated with lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
The pour point specifies the temperature at which the oil no longer flows. The
lowest temperature of the fuel in the system should be roughly 10 C above
the pour point to ensure that the required pumping characteristics are maintained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 C.
Seawater causes the fuel system to corrode and also leads to hot corrosion
of the exhaust valves and turbocharger. Seawater also causes insufficient
atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.
Solid foreign matter increase mechanical wear and formation of ash in the
cylinder space.
We recommend the installation of a separator upstream of the fuel filter. Separation temperature: 40 50C. Most solid particles (sand, rust and catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.

If operating fluids are improperly handled, this can pose a danger to

health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.

We can analyse fuel for customers at our laboratory. A 0.5 l sample is

required for the test.

2 (2)

6680 3.3.2-01 EN

2012-03-21 - de

Analyses

General

Diesel oil (MDO) specification

Improper handling of operating fluids

Gas oil / diesel oil (MGO) specification

Diesel oil
Other designations

Gas oil, marine gas oil (MGO), diesel oil

Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.

6680 3.3.1-01

3.3.1

MAN Diesel & Turbo

Military specification
Diesel oils that satisfy specification F-75 or F-76 may be used.

Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards
have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.
Properties

Unit

Test procedure

Typical value

kg/m3

ISO 3675

820.0
890.0

mm2/s (cSt)

ISO 3104

2
6.0

in summer and
in winter

C
C

DIN EN 116
DIN EN 116

0
-12

Flash point in closed cup

ISO 2719

60

weight %

ISO 3735

0.01

Vol. %

ISO 3733

0.05

ISO 8754

1.5

ISO 6245

0.01

ISO CD 10370

0.10

mg/kg

IP 570

<2

mg KOH/g

ASTM D664

< 0.5

g/m3

ISO 12205

< 25

ISO 12156-1

< 520

Cetane number or cetane index

ISO 5165

40

Copper strip test

ISO 2160

Density at 15 C
Kinematic viscosity at 40 C

Water content
Sulphur content
Ash

weight %

Coke residue (MCR)

Hydrogen sulphide
Acid number
Oxidation stability

2011-07-06 - de

Lubricity
(wear scar diameter)

Other specifications:
British Standard BS MA 100-1987

M1

ASTM D 975

1D/2D

Table 1: Diesel fuel (MGO) properties that must be complied with.

6680 3.3.1-01 EN

General

Sediment content (extraction method)

Gas oil / diesel oil (MGO) specification

Filterability*

1 (2)

3.3.1

MAN Diesel & Turbo

6680 3.3.1-01

* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
the cloud point in accordance with ISO 3015

Additional information
Use of diesel oil

If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behaviour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.

Viscosity

To ensure sufficient lubrication, a minimum viscosity must be ensured at the

fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 C.

Lubricity

Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 m.
You can ensure that these conditions will be met by using motor vehicle diesel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.

Improper handling of operating fluids

If operating fluids are improperly handled, this can pose a danger to
health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.

2011-07-06 - de

We can analyse fuel for customers at our laboratory. A 0.5 l sample is

required for the test.

General

Gas oil / diesel oil (MGO) specification

Analyses

2 (2)

6680 3.3.1-01 EN

Bio fuel specification

Biofuel
Other designations
Origin

Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat
Biofuel is derived from oil plants or old cooking oil.

6680 3.3.1-02

3.3.1

MAN Diesel & Turbo

Provision
Transesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must comply with the standard EN
14214.
Non-transesterified biofuels must comply with the specifications listed in
Table 1.
These specifications are based on experience to d/ate. As this experience is
limited, these must be regarded as recommended specifications that can be
adapted if necessary. If future experience shows that these specifications are
too strict, or not strict enough, they can be modified accordingly to ensure
safe and reliable operation.
When operating with bio-fuels, lubricating oil that would also be suitable for
operation with diesel oil (see Sheet 3.3.5) must be used.

Density at 15 C

900 - 930 kg/m

Flash point

DIN EN ISO 3675,

EN ISO 12185

> 60 C

DIN EN 22719

> 35 MJ/kg
(typical: 37 MJ/kg)

DIN 51900-3

Viscosity/50 C

< 40 cSt (corresponds to a viscosity/40 C of < 60 cSt)

DIN EN ISO 3104

Cetane number

> 40

FIA

< 0.4%

DIN EN ISO 10370

< 200 ppm

DIN EN 12662

>5h

ISO 6886

Phosphorous content

< 15 ppm

ASTM D3231

Na and K content

< 15 ppm

DIN 51797-3

Ash content

< 0.01%

DIN EN ISO 6245

Water content

< 0.5%

EN ISO 12537

Iodine number

< 125g/100g

DIN EN 14111

< 5 mg KOH/g

DIN EN ISO 660

< 10 C below the lowest temperature in the fuel system

EN 116

lower calorific value

Coke residue
Sediment content
Oxidation stability (110 C)

TAN (total acid number)

Filterability
2011-03-25 - de

Test method
3

Table 1: Non-transesterified bio-fuel - Specifications

6680 3.3.1-02 EN

General

Unit

Bio fuel specification

Properties/Characteristics

1 (2)

3.3.1

MAN Diesel & Turbo

6680 3.3.1-02

Improper handling of operating fluids

If operating fluids are improperly handled, this can pose a danger to
health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.

Analyses

2011-03-25 - de

General

Bio fuel specification

We can analyse fuel for customers at our laboratory. A 0.5 l sample is

required for the test.

2 (2)

6680 3.3.1-02 EN

MAN Diesel & Turbo

3700063-9.0
Page 1 (2)

Explanatory notes for biofuel

1435000
L21/31
L27/38

Operation with biofuel

Please contact MAN Diesel & Turbo at an early
stage of project.

Requirements on plant side

Biofuel has to be divided into 3 categories.

Caution:
Not transesterified biofuel with a pour point above
20 C carries a risk of flocculation and may clog up
pipes and filters unless special precautions are taken.
Therefore the standard layout of fuel oil system for
HFO-operation has to be modified concerning following aspects:

In general no part of the fuel oil system must be

cooled down below pour pont of the used biofuel.

Esterified biofuel is comparable to MDO (ISO-F-DMB/

ISO-F-DMC), therefore standard layout of fuel oil
system for MDO-operation to be used.

Fuel cooler for circulation fuel oil feeding part

=> to be modified.
In this circuit a temperature above pour point of
the biofuel is needed without overheating of the
supply pumps.

Sensor pipes to be isolated or heated and located

near to main pipes.

Categori 2 - not transesterified biofuel and pour

point below 20 C

To prevent injection nozzles from clogging indicator filter size 0.010 mm has to be used instead
of 0.034 mm.

Categori 1 - transesterified biofuel

For example:

Biodiesel (FAME)

For example:

Vegetable oil
Rape-seed oil

Not transesterified biofuel with pour point below

20 C is comparable to HFO (ISO-F-RM), therefore
standard layout of fuel oil system for HFO-operation
to be used.
Categori 3 - not transesterified biofuel and pour
point above 20 C
For example:

11.01

Palm oil
Stearin
Animal fat
Frying fat

Additionally:

Fuel oil module to be located inside plant (to be

protected against rain and cold wind).

A second fuel type has to be provided of category 1 or 2.

Due to the risk of clogging it is needed before each
stop of the engine, to change over to a second
fuel type of category 1 or 2 and to operate the
engine until the danger of clogging of the fuel
oil system no longer exists.

MAN Diesel & Turbo

1435000

Explanatory notes for biofuel

3700063-9.0
Page 2 (2)

L21/31
L27/38
Requirements on engine

Please be aware

Injection pumps with special coating and with

sealing oil system.

Fuel pipes and leak fuel pipes must be equipped

with heattracing (not to be applied for biofuel
category 1). Heattracing to be applied for biofuel
category 2 outside covers of injection pump area
and for biofuel category 3 also inside injection
pump area.

Depending on the quality of the biofuel, it may

be necessary to carry out one oil change per
year (this is not taken into account in the details
concerning lubricating oil consumption).

An addition to the fuel oil consumption is necessary:

Inlet valve lubrication (L32/40)

Nozzle cooling to be appied for biofuel category

2 and 3. (L32/40)

Charge air temperature before cylinder 55 C to

minimize ignition delay.

2 g/kWh addition to fuel oil consumption (see

chapter fuel oil consumption)

Engine operation with fuels of low calorific value

like biofuel, requires an output reduction:

LCV 38 MJ/kg Power reduction 0%

LCV 36 MJ/kg Power reduction 5%

LCV 35 MJ/kg Power reduction 10%

11.01

3.3.4

MAN Diesel & Turbo

Figure 1: Viscosity-temperature diagram (VT diagram)

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

2011-03-25 - de

Determining the viscosity-temperature curve and the required preheating temperature

Example: Heavy fuel oil with
180 mm/s at 50 C

Prescribed injection viscosity

in mm/s

Required temperature of heavy fuel oil

at engine inlet* in C

12

126 (line c)

14

119 (line d)

Table 1: Determining the viscosity-temperature curve and the required preheating

temperature

6680 3.3.4-01 EN

General

Explanations of viscosity-temperature diagram

Viscosity-temperature diagram (VT diagram)

Viscosity-temperature diagram (VT diagram)

Viscosity-temperature diagram (VT diagram)

1 (2)

3.3.4

MAN Diesel & Turbo

Viscosity-temperature diagram (VT diagram)

* With these figures, the temperature drop between the last preheating
device and the fuel injection pump is not taken into account.
A heavy fuel oil with a viscosity of 180 mm2/s at 50 C can reach a viscosity
of 1000 mm2/s at 24 C (line e) this is the maximum permissible viscosity of
fuel that the pump can deliver.
A heavy fuel oil discharge temperature of 152 C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating system this leads to a reduction in heating output and thermal overloading of
the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.
The heavy fuel oil lines between the outlet of the last preheating system and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/s at 50 C (the maximum viscosity as defined in the international specifications such as ISO CIMAC or British Standard). If heavy fuel oil with a low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in order to achieve more effective atomisation to reduce the combustion residue.
The delivery pump must be designed for heavy fuel oil with a viscosity of up
to 1 000 mm2/s. The pour point also determines whether the pump is capable of transporting the heavy fuel oil. The bunker facility must be designed so
as to allow the heavy fuel oil to be heated to roughly 10 C above the pour
point.

Viscosity

This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:

45 C at the most with MGO (DMA) and MDO (DMB) and

60 C at the most with MDO (DMC).

A fuel cooler must therefore be installed.

2011-03-25 - de

If the viscosity of the fuel is < 2 cSt at 40 C, consult the technical service of
MAN Diesel & Turbo SE in Augsburg.

General

Viscosity-temperature diagram (VT diagram)

The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the
engine must be at least 1.9 mm2/s. If the viscosity is too low, this may
cause seizing of the pump plunger or nozzle needle valves as a result
of insufficient lubrication.

2 (2)

6680 3.3.4-01 EN

MAN Diesel & Turbo

1694924-9.2
Page 1 (4)

Lubricating Oil System

1440000
L27/38

General

Lub Oil Consumption

The engine features an entirely closed wet sump lub

oil system, ensuring easy installation and no risk of
dirt entering the lub oil circuit.

The lub oil consumption is 0.5-0.8 g/kWh (always

referring to MCR).

The helical gear type lub oil pump is installed in the

front-end box and draws the oil from the sump.
Via a double check valve with connection for stand-by
pump, the oil flows to the pressure regulator, through
the built-on lub oil plate cooler and the integrated
automatic lub oil filter to the engine.
The back-flush oil from the filter is drained to the
sump. A purifier must be connected to maintain
proper condition of the lub oil.
Integrated thermostatic elements ensure a constant
lub oil temperature to the engine.

It should, however, be observed that during the

running-in period the lub oil consumption may
exceed the values stated:
Engine type


6L27/38

7L27/38

8L27/38

9L27/38

Lub oil consumption

[litres/hour]
1.1 - 1.8
1.3 - 2.1
1.5 - 2.4
1.7 - 2.7

Lub Oil Requirements

Only lub oils meeting the requirements in the List
of Lubricating Oils may be used.
Within the guarantee period, only lub oils approved
by us should be used, unless a written statement
has been given.

09.28

MAN Diesel & Turbo

1694924-9.2
Page 2 (4)

Lubricating oil system

1440000
L27/38
Lub oil system

The lub oil system is the same for both MDO and HFO operation.

DN 32

Filling from lub. oil

storage tank

PT
1225

D12

D7

D8

D4

DN **

7
PSL
1221

DN x

2
D5

LSH
1231

H TE

A B
4
C

1224

2047045-5.3

PT
PT
1224A 1224B

DN xx

TE
1223

TE
1222

DN 32
21

23
22

20

DN 32
Flushing outlet
Cent. water outlet

Pipe dimension for DN**

6 cyl.
DN65

7 cyl.
DN65

8 cyl.
DN80

Item Description
1
2
3
4
5
6
7
20
21
22
23

Lub oil pump, attached

Lub oil pump, stand-by
Lub oil cooler
Thermostatic valve
Automatic backflush filter
Lub oil presure control valve
Strainer (magnetic insert)
Prefilter for lub. oil purifier
Lub oil purifier pump
Preheater for lub. oil purifier
Lub oil purifier

9 cyl.
DN80

Connections:
D4 Lub oil stand-by pump, suction
D5 Lub oil stand-by pump, pressure
D7 Lub oil to purifier
D8 Lub oil filler
D12 Filling of lub oil
H Venting of crankcase
Automatic backflush filter (item 5):
Flushing outlet
to sump
5A Filter
Filter 5C
outlet
inlet
5B

5A Backflush filter unit, 25 m

5B Pressure controlled by-pass valve
5C Back-up filter in line, 50 m
Fig 1 Lub oil diagram
09.28

MAN Diesel & Turbo

1694924-9.2
Page 3 (4)

Lubricating Oil System

1440000
L27/38

Lub oil standby pump, item 2

Lub oil thermostatic valve, item 4

To ensure good suction conditions for the lub oil pump,

the pump should be placed as low as possible.

The integrated thermostatic valve has 4 elements

and controls the inlet temperature to the engine.
The nominal set-point is 66 C. Manual override is
featured when required by the classification society
concerned.

The suction pipe should be as short and with as few

bends as possible in order to prevent cavitation of
the pump.
The lub oil stand-by pump also acts as a priming
pump for the engine prior to start.

Automatic lub oil, back-flushing filter, item

5

Design data:

The built-on automatic lub oil filter has 2 filtering

stages:

Capacity:
See planning data
Pressure:
Min 5 bar
Temperature: Max 85 C
Viscosity at normal operation:

40 cSt (corresponding to 70 C)
Max viscosity for dimensioning of el-motor:

1000 cSt (corresponding to 12 C

for SAE 40 oil)

The primary filter contains several filter candles with

a filter mesh of 25 m corresponding to a nominal
filtration degree of 20 m.
The back-flushing facility operates continuously by
means of the oil pressure. The back flushing oil is
led to the oil sump.

The turbocharger is connected into the same piping system and must not be primed for more than
5 minutes. The motor starter for the stand-by pump
must be fitted with time and auxiliary relays limiting
the stand-by pump to run for 5 minutes only.

The pressure drop across the filter candles is approx

0.2 bar with clean filter.

When we are to supply the motor starter, the function

described is built-in. When the motor starter is not
included in our scope of supply, a drawing showing
the components and connections required will be
forwarded.

The filtered oil is always passing the secondary

filter with a filter mesh of 50 m.

Lub oil cooler, item 3

Lub oil pressure control valve, item 6

The lub oil cooler with stainless steel plates is builton to the engine. All connections are integrated in
cooler/front-end box.

The control valve ensures a correct lub oil pressure

also in case of operation with the lub oil stand-by
pump.

The heat dissipation appears from the planning

data.

Strainer with magnetic insert, item 7

In case the pressure drop exceeds 2 bar, by-pass

valves in the filter will open.

This filter also acts as a safety filter in case the bypass valves are open.

The strainer is part of the suction pipe in the oil

sump.

09.28

MAN Diesel & Turbo

Lubricating oil system

1440000

1694924-9.2
Page 4 (4)

L27/38
Prefilter, item 20

Lub oil preheating

To protect the purifier pump, item 21, a prefilter should

be inserted before the pump.

In case engine stopped for a larger period it can be

required to install a preheater which can maintain
at least 40 C in case engine has a longer stand
still period.

Design data:
Capacity:
Mesh size:

See oil pump, item 21

0.8-1.0 mm

Lub oil pump to purifier, item 21

The pump can be driven directly by the purifier or by
an independent motor.
Design data:
Capacity:
V:
F:

P:

The preheater must be enlarged in size if necessary,

so that it can heat the content of the service tank to
40 C within 4 hours.

Lub oil purifier, item 23

V=FxP

Pump capacity in litres/hour

MDO - 0.32
HFO - 0.38
Power of the engine in kW at MCR

Pressure:

Preheating the lub oil to 40 C is effected by the

preheater of the seperator via the free-standing
pump.

Max 2.5 bar

The circulating oil will gradually be contaminated by

products of combustion, water and/or acid. In some
instances cat_fines may also be present.
In order to prolong the interval between the exchange
of oil it is necessary to install an automatic self_cleaning lub oil purifier dimensioned to handle a flow of
approx 0.32-0.38 l/kWh.

Temperature: Max 95C

As a guideline for the selection of purifier, the following formula can be used:

Preheater before lub oil purifier, item 22

The preheater must be able to raise the temperature

of the oil from approx 65C to approx 95C, which is
the temperature of the oil for purifying.

V: The nominal capacity of the purifier in litres/

hour
F: MDO - 0.32
HFO - 0.38
P: Power of the engine in kW at MCR
T: Daily separating time, depending on purifier
(22_24 hours)

Capacity:

C = V x t/1800

C:
V:

Capacity of the preheater in kW

Flow through preheater in litres/hour - defined from the capacity of the purifier.
t: Temperature difference 35C (engine operating)
Max pressure
4 bar
Max pressure loss
0.5 bar

V = F x P x (24/T)

Guidance given by the manufacturer of the purifier

must be observed.

Specific load on heating surface for an electric preheater must not exceed 0.8 W/cm2 .

09.28

General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralisation reserve than with fully compounded engine oils (HD oils).
International specifications do not exist for medium alkalinity lubricating oils.
A test operation is therefore necessary for a corresponding long period in
accordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the table entitled "Lubricating oils approved for use
in heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".

Specifications
Base oil

The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraffins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:
Properties/Characteristics

Unit

Test method

Limit value

Ideally paraffin based

Low-temperature behaviour, still flowable

ASTM D 2500

-15

Flash point (Cleveland)

ASTM D 92

> 200

Ash content (oxidised ash)

Weight %

ASTM D 482

< 0.02

Coke residue (according to Conradson)

Weight %

ASTM D 189

< 0.50

MAN ageing oven *

Insoluble n-heptane

Weight %

ASTM D 4055
or DIN 51592

< 0.2

Evaporation loss

Weight %

<2

MAN Diesel test

Precipitation of resins or
asphalt-like ageing products
must not be identifiable.

Make-up

Ageing tendency following 100 hours of heating

up to 135 C

2012-02-23 - de

Spot test (filter paper)

Table 1: Base oils - target values

* Works' own method

Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
oil

6680 3.3.6-01 EN

Lubricating oil (SAE 40) - Specification for heavy fuel

operation (HFO)
General

Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)

Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)

3.3.6

MAN Diesel & Turbo

1 (5)

Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)

3.3.6

MAN Diesel & Turbo

Additives

The additives must be dissolved in the oil and their composition must ensure
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.
The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pitting of the valve seats, and causes valve burn-out, it also increases mechanical wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.

Washing ability

The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion. The lubricating oil must not
absorb the deposits produced by the fuel.

Dispersion capability

The selected dispersibility must be such that commercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.

Neutralisation capability

The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion chamber.
For tips on selecting the base number, refer to the table entitled Base number to be used for various operating conditions".

Evaporation tendency

The evaporation tendency must be as low as possible as otherwise the oil

consumption will be adversely affected.

Additional requirements

The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.

2 (5)

Engine

SAE class

16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64,

51/60DF

40

Table 2: Viscosity (SAE class) of lubricating oils

Neutralisation properties
(BN)

Lubricating oils with medium alkalinity and a range of neutralisation capabilities (BN) are available on the market. According to current knowledge, a relationship can be established between the anticipated operating conditions
and the BN number as shown in the table entitled "Base number to be used
for various operating conditions". However, the operating results are still the
overriding factor in determining which BN number produces the most efficient engine operation.

Approx. BN
of fresh oil
(mg KOH/g oil)

Engines/Operating conditions

20

Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
content of less than 0.5 %

30

generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
for exclusively HFO operation only with a sulphur content < 1.5 %.

6680 3.3.6-01 EN

2012-02-23 - de

Lubricating oil (SAE 40) - Specification for heavy fuel

operation (HFO)
General

Lubricating oil selection

Approx. BN
of fresh oil
(mg KOH/g oil)

Engines/Operating conditions

40

Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corresponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF for
exclusively HFO operation providing the sulphur content is over 1.5 %.

50

32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficient
with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).

Table 3: Base number to be used for various operating conditions

Operation with low-sulphur

fuel

To comply with the emissions regulations, the sulphur content of fuels used
nowadays varies. Fuels with a low-sulphur content must be used in environmentally-sensitive areas (SECA). Fuels with a higher sulphur content may be
used outside SECA zones. In this case, the BN number of the lubricating oil
selected must satisfy the requirements for operation using fuel with a highsulphur content. A lubricating oil with low BN number may only be selected if
fuel with a low-sulphur content is used exclusively during operation.
However, the results obtained in practie that demonstrate the most efficient
engine operation are the factor that ultimately determines, which additive
fraction is permitted.

Cylinder lubricating oil

In engines with separate cylinder lubrication systems, the pistons and cylinder liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.

Speed governor

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers with a separate oil sump. If this oil is not available when filling, 15W40 oil
can be used instead in exceptional cases. In this case, it makes no difference
whether synthetic or mineral-based oils are used.

Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)

3.3.6

MAN Diesel & Turbo

2012-02-23 - de

Experience with the drive engine L27/38 has shown that the operating temperature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. Engines
supplied after March 2005 are already filled with this oil.

Lubricating oil additives

The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmonised with each another, and also specially tailored to the base oil.

Selection of lubricating oils/

warranty

Most of the mineral oil companies are in close regular contact with engine
manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manufacturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.

Oil during operation

There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil). An oil sample must

6680 3.3.6-01 EN

Lubricating oil (SAE 40) - Specification for heavy fuel

operation (HFO)
General

The military specification for these oils is O-236.

3 (5)

4 (5)

MAN Diesel & Turbo

be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).

Temporary operation with

gas oil

Due to current and future emission regulations, heavy fuel oil cannot be used
in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a
lubricating oil which is suitable for HFO operation (BN 30 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1000 h and is subsequently operated once again with HFO, a lubricating oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubricating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 55) must be used to replenish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value

Procedure

Viscosity at 40

110 - 220 mm/s

ISO 3104 or ASTM D 445

Base number (BN)

at least 50 % of fresh oil

ISO 3771

Flash point (PM)

At least 185

ISO 2719

Water content

max. 0.2 % (max. 0.5 % for brief periods)

ISO 3733 or ASTM D 1744

n-heptane insoluble

max. 1.5 %

DIN 51592 or IP 316

Metal content

depends on engine type and operating conditions

Guide value only

Fe
Cr
Cu
Pb
Sn
Al

max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm

Table 4: Limit values for used lubricating oil

Tests
We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample
is required for the test.
Base Number (mgKOH/g)
Manufacturer

20

30

40

50

AEGEAN

Alfamar 430

Alfamar 440

Alfamar 450

AGIP

Cladium 300

Cladium 400

6680 3.3.6-01 EN

2012-02-23 - de

Lubricating oil (SAE 40) - Specification for heavy fuel

operation (HFO)
General

Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)

3.3.6

Base Number (mgKOH/g)

Manufacturer

20

30

40

50

BP

Energol IC-HFX 204

Energol IC-HFX 304

Energol IC-HFX 404

Energol IC-HFX 504

CASTROL

TLX Plus 204

TLX Plus 304

TLX Plus 404

TLX Plus 504

CEPSA

Troncoil 3040 Plus

Troncoil 4040 Plus

Troncoil 5040 Plus

CHEVRON
(Texaco, Caltex)

Taro 20DP40
Taro 20DP40X

Taro 30DP40
Taro 30DP40X

Taro 40XL40
Taro 40XL40X

Taro 50XL40
Taro 50XL40X

EXXON MOBIL

Mobilgard M430
Exxmar 30 TP 40

Mobilgard M440
Exxmar 40 TP 40

Mobilgard M50

LUKOIL

Navigo TPEO 20/40

Navigo TPEO 30/40

Navigo TPEO 40/40

Navigo TPEO 50/40

Navigo TPEO 55/40

PETROBRAS

Marbrax CCD-420

Marbrax CCD-430

Marbrax CCD-440

REPSOL

Neptuno NT 2040

Neptuno NT 3040

Neptuno NT 4040

SHELL

Argina S 40

Argina T 40

Argina X 40

Argina XL 40
Argina XX 40

TOTAL LUBMARINE

Aurelia TI 4030

Aurelia TI 4040

Aurelia TI 4055

Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.

No liability assumed if these oils are used

2012-02-23 - de

Lubricating oil (SAE 40) - Specification for heavy fuel

operation (HFO)
General

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.

Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)

3.3.6

MAN Diesel & Turbo

6680 3.3.6-01 EN

5 (5)

General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubricating oils contain additives that, amongst other things, ensure dirt absorption capability, cleaning of the engine and the neutralisation of acidic combustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.

Specifications
Base oil

The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraffins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.
Properties/Characteristics

Unit

Test method

Limit value

Ideally paraffin based

Low-temperature behaviour, still flowable

ASTM D 2500

-15

Flash point (Cleveland)

ASTM D 92

> 200

Ash content (oxidised ash)

Weight %

ASTM D 482

< 0.02

Coke residue (according to Conradson)

Weight %

ASTM D 189

< 0.50

MAN ageing oven *

Insoluble n-heptane

Weight %

ASTM D 4055
or DIN 51592

< 0.2

Evaporation loss

Weight %

<2

MAN Diesel test

Precipitation of resins or
asphalt-like ageing products
must not be identifiable.

Make-up

Ageing tendency following 100 hours of heating

up to 135 C

Spot test (filter paper)

Table 1: Base oils - target values

2012-02-23 - de

* Works' own method

Compounded lubricating oils

(HD oils)
Additives

The base oil to which the additives have been added (doped lubricating oil)
must have the following properties:
The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.

6680 3.3.5-01 EN

Specification of lubricating oil (SAE 40) for operation with

gas oil, diesel oil (MGO/MDO) and biofuels
General

Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels

Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels

3.3.5

MAN Diesel & Turbo

1 (5)

2 (5)

MAN Diesel & Turbo

The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pitting of the valve seats, and causes valve burn-out, it also increases mechanical wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.

Washing ability

The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.

Dispersion capability

The selected dispersibility must be such that commercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.

Neutralisation capability

The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion chamber.

Evaporation tendency

The evaporation tendency must be as low as possible as otherwise the oil

consumption will be adversely affected.

Additional requirements

The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.

Lubricating oil selection

Engine

SAE class

16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64,

51/60DF

40

Table 2: Viscosity (SAE class) of lubricating oils

Doped oil quality

We recommend doped lubricating oils (HD oils) according to international

specifications MIL-L 2104 or API-CD with a base number of BN 10 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
number of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the additive
content.

Cylinder lubricating oil

In engines with separate cylinder lubrication systems, the pistons and cylinder liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.

Speed governor

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers with a separate oil sump. If this oil is not available when filling, 15W40 oil
can be used instead in exceptional cases. In this case, it makes no difference
whether synthetic or mineral-based oils are used.
The military specification for these oils is O-236.
Experience with the drive engine L27/38 has shown that the operating temperature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. Engines
supplied after March 2005 are already filled with this oil.
6680 3.3.5-01 EN

2012-02-23 - de

Specification of lubricating oil (SAE 40) for operation with

gas oil, diesel oil (MGO/MDO) and biofuels
General

Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels

3.3.5

The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmonised with each another, and also specially tailored to the base oil.

Selection of lubricating oils/

warranty

Most of the mineral oil companies are in close regular contact with engine
manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manufacturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.

Oil during operation

There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil). An oil sample must
be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).

Temporary operation with

gas oil

Due to current and future emission regulations, heavy fuel oil cannot be used
in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a
lubricating oil which is suitable for HFO operation (BN 30 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1000 h and is subsequently operated once again with HFO, a lubricating oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubricating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 55) must be used to replenish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.

Tests
We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample
is required for the test.

2012-02-23 - de

Improper handling of operating fluids

If operating fluids are improperly handled, this can pose a danger to
health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.

6680 3.3.5-01 EN

Specification of lubricating oil (SAE 40) for operation with

gas oil, diesel oil (MGO/MDO) and biofuels
General

Lubricating oil additives

Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels

3.3.5

MAN Diesel & Turbo

3 (5)

4 (5)

MAN Diesel & Turbo

Approved lubricating oils SAE 40
Manufacturer

Base number 10 - 16 1) (mgKOH/g)

AGIP

Cladium 120 - SAE 40

Sigma S SAE 40 2)

BP

Energol DS 3-154

CASTROL

Castrol MLC 40
Castrol MHP 154
Seamax Extra 40

CHEVRON Texaco
(Texaco, Caltex)

Taro 12 XD 40
Delo 1000 Marine SAE 40
Delo SHP40

EXXON MOBIL

Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
Delvac 1640

PETROBRAS

Marbrax CCD-410

Q8

Mozart DP40

REPSOL

Neptuno NT 1540

SHELL

Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)

STATOIL

MarWay 1540
MarWay 1040 2)

TOTAL LUBMARINE

Disola M4015

Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil and
diesel fuel

If marine diesel oil is used, which has a very high sulphur content of 1.5 up
to 2.0 weight %, a base number of appr. 20 should be selected.

1)

2)

With a sulphur content of less than 1 %

No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.

Limit value

Procedure

Viscosity at 40

110 - 220 mm/s

ISO 3104 or ASTM D445

Base number (BN)

at least 50 % of fresh oil

ISO 3771

Flash point (PM)

At least 185

ISO 2719

Water content

max. 0.2 % (max. 0.5 % for brief periods)

ISO 3733 or ASTM D 1744

n-heptane insoluble

max. 1.5 %

DIN 51592 or IP 316

6680 3.3.5-01 EN

2012-02-23 - de

Specification of lubricating oil (SAE 40) for operation with

gas oil, diesel oil (MGO/MDO) and biofuels
General

Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels

3.3.5

Limit value
Metal content

Procedure

depends on engine type and operating conditions

Guide value only

Fe
Cr
Cu
Pb
Sn
Al

max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm

When operating with biofuels:

biofuel fraction

max. 12 %

2012-02-23 - de

Specification of lubricating oil (SAE 40) for operation with

gas oil, diesel oil (MGO/MDO) and biofuels
General

Table 4: Limit values for used lubricating oil

FT-IR

Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels

3.3.5

MAN Diesel & Turbo

6680 3.3.5-01 EN

5 (5)

MAN Diesel & Turbo

3700212-6.1
Page 1 (4)

Starting air system

1450000
L21/31
L27/38

General
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 (30 bar) through a reduction station, where
from compressed air at max. 10 bar is supplied to
the engine. The reduction station should be located
as near the starting air receiver as possible.
To avoid dirt particles in the internal system, a strainer
equipped with a drain valve is mounted in the inlet
line to the engine.

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

Control System
The air starter is activated electrically with a pneu
matic 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.
For remote activation the starting coil is connected
so that every starting signal to the starting coil goes

12.15

through the safe start function which is connected to

the safety system mounted on the engine.
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.

Safety System
As standard the engine is equipped with an emergency stop. It consists of one on-off valve, see
diagram, which activates one stop cylinder on each
fuel injection pump.
Air supply must not be interrupted when the engine
is running.

Pneumatic Start Sequence

When the starting valve is opened, air will be supplied
to the drive shaft housing of the air starter.
The air supply will - by activating a piston - bring the
drive pinion into engagement with the gear rim on
the engine flywheel.
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.

MAN Diesel & Turbo

1450000

3700212-6.1
Page 2 (4)

Starting air system

L21/31
L27/38
10 x 1
12 x 1.5

C
PT
1322

** DN32
C

to consumers

** DN32
A
PT
1312

A2

Drain mounted at
lowest point

PI

PSL

3A
3

*** DN 50

PI

E
to drain

22 x 2

DN 6
10 bar 30 bar

22 x 2

A1

E
to drain

1A
M

2161560-9.1

Item
1
1A
2
3
3A
4
5
6
7

The pressure switch for aut. START/STOP of the

compressor (items 1 and 1 A) should be connected
to the charging air pipe as close as possible to the
starting air receiver (items 3 and 3A) to compensate
for pressure peaks from the compressor.

Description
Compressor
Compressor
Filter with water trap
Starting air receiver
Starting air receiver
Filter
Pressure reducing valve
Self closing safety valve
Typhon

Starting air receiver (items 3 and 3A):

'A', 'B', 'C', 'E', 'F' and 'G' refer to corresponding
connections on the starting air receiver, if supplied by
MAN Diesel & Turbo, Frederikshavn.

Connections:
A1 Starting air - inlet
A2 Starting air - before pressure reducing valve
**
The pipe length between receiver and main engine
starting air pipe is to be as short as possible
***
max 10 m from air receiver to engine

Vertical installation of the starting air receiver is recom

mended. For horizontal installation, the slope must be
min 5 degrees as shown.
3, 3A

min 5

E
To drain

Fig 1 Starting air diagram

12.15

MAN Diesel & Turbo

3700212-6.1
Page 3 (4)

Starting air system

1450000
L21/31
L27/38

Compressor, items 1 and 1A

Starting air receiver, items 3 and 3A

The pressure switch (PSL) for aut start/stop of the

compressors 1 and 1A is to be connected to the
charging air pipe as close as possible to the starting
air receiver, to compensate for pressure peaks from
the compressor. If the pipe is short, a buffer tank or
damper is recommended.

The starting air receiver should, preferably, be

vertically installed and secured to a bulkhead, thus
ensuring easy acess to the water drain valve. If
space conditions do not permit vertical mounting,
the receiver may be minimum 5 off the horizontal,
with the drain valve at the lowest position.

All of the starting air receivers, items 3 and 3A, should

be pressurized to 30 bar for approx 60 minutes.

Two starting air receivers are standard equipment

for each plant. Table on next page descripe minimum
values of starting air capacity.

Artic conditions 30 minutes.

Compressors are to be installed with total capacity
sufficient for charging air receivers of capacities
specified from atmospheric to full pressure in the
course of one hour.
Two or more compressors of total capacity as specified are to be installed.
Calculation (example):
30 * V
P =
1000

(m3/h)

P = Total capacity of the compressors (m3/h)

V = Total volume of the starting air reciever (dm3)
at service pressure of 30 bar)

Pressure reducing valve, item 5

As standard the engines are fitted with a 10 bar air
starter. Therefore the air supply needs to be reduced
from 30 bar to 10 bar before inlet engine.
If the engine is fitted with a 30 bar air starter (option),
there will be a pressure reducing valve for stop air
pressure installed.
If a pressure drop should occur, it is alarmed by the
pressure switch (PT 1322) on the engine control
system. To have this indication there need to be a
pipe from before the pressure reducing station to
location of pressure switch (PT 1322).

Starting air and charging air pipe

Example: 1 x 250 ltr + 1 x 500 ltr

30 * 750
P =
1000

= 22.5 (m3/h)

Filter with water trap, item 2

A filter with water trap should be installed in the
charging air pipe between the compressors and the
starting air receivers.

12.15

The starting and charging air pipes are to be installed

with a slope towards the starting air receiver, preventing possible condensed water from running into
the air starting motor or the compressors. A drain
valve has to be installed at the lowest position of the
starting air pipe, as shown in fig 1.

MAN Diesel & Turbo

1450000

3700212-6.1
Page 4 (4)

Starting air system

L21/31
L27/38
Engine type / No of cylinders

Single engine arrangement

Twin engine arrangement

L27/38 / 6 - 7 cylinder

2 x 500 ltr

2 x 1,000 ltr

L27/38 / 8 - 9 cylinder

2 x 750 ltr

3 x 750 ltr

L21/31 / 6 - 7 cylinder

2 x 250 ltr

1 x 250 ltr
1 x 500 ltr

L21/31 / 8 - 9 cylinder

2 x 250 ltr

2 x 500 ltr

12.15

Specifications for intake air (combustion air)

General
The quality and condition of intake air (combustion air) have a significant
effect on the power output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also contamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular maintenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pressure drop (filter, silencer, pipe line) of 20 mbar must be taken into consideration.

Requirements

Specifications for intake air (combustion air)

3.3.11

MAN Diesel & Turbo

Dust (sand, cement, CaO, Al2O3 etc.)

Typical value

Unit *

max. 5

mg/Nm3

Chlorine

max. 1.5

Sulphur dioxide (SO2)

max. 1.25

Hydrogen sulphide (H2S)

max. 5

Salt (NaCl)

max. 1

* One Nm3 corresponds to one cubic meter of

gas at 0 C and 101.32 kPa.
Table 1: Intake air (combustion air) - typical values to be observed

Intake air shall not contain any flammable gases

2012-01-17 - de

Intake air shall not contain any flammable gases. Make sure that the
combustion air is not explosive.

6680 3.3.11-01 EN

General

Properties

Specifications for intake air (combustion air)

Gas engines or dual-fuel engines may only be equipped with a dry filter. An
oil filter should not be installed, because they enrich air with oil mist, which is
not permissible for gas operated engines. Filters of efficiency class G4
according to EN 779 must be used. The concentrations downstream of the
air filter and/or upstream of the turbocharger inlet must not exceed the following limit values:

1 (1)

MAN Diesel & Turbo

3700196-9.0
Page 1 (1)

Turbocharger - make MAN

1459000
General

Description
The engines are as standard equipped with a turbo
charger of the radial type MAN NR/R, NR/S and TCR.
The rotor, comprising compressor, turbine wheel and
shaft, is supported in floating plain bearing bushes.
The turbine wheel is an integrated part of the shaft.
Gas admission casing with gas outlet diffusor mat
ched to the exhaust pipe arrangement and a turbine

nozzle ring made of a special wear resistant material.

Air intake silencer with filter, and compressor casing
with one outlet.
Lubrication of the two plain bushes is an integrated
part of the engine lub. oil system.
The turbocharger has no water cooling.

L27/38

L21/31
215 kW/cyl.
1000 rpm

340 kW/cyl.
800 rpm

6 cyl.

TCR18

TCR18

7 cyl.

TCR20

8 cyl.

TCR18

8 cyl.

TCR20

9 cyl.

TCR18

9 cyl.

TCR20

6 cyl.

TCR18

7 cyl.

TCR20

8 cyl.

TCR20

9 cyl.

TCR20

6 cyl.

TCR16

7 cyl.

365 kW/cyl.
800 rpm

L28/32A
245 kW/cyl.
775 rpm

6 cyl.

NR24/R

7 cyl.

NR24/R

8 cyl.

NR24/R

9 cyl.

NR26/R

L23/30A
160 kW/cyl.
900 rpm

11.42 - Tier II

6 cyl.

NR20/R

8 cyl.

NR20/R

MAN Diesel & Turbo

3700195-7.0
Page 1 (2)

1459000

Exhaust Gas Velocity

L21/31
L27/38
Exhaust gas flow

Exhaust gas temp.

DN
Nominal diameter

Exhaust gas velocity

kg/h

mm

m/sec.

Engine type

6L21/31, 1000 rpm (215 kW)

10200

319

450

32.1

7L21/31, 1000 rpm (215 kW)

11900

319

500

30.3

8L21/31, 1000 rpm (215 kW)

13600

319

500

34.6

9L21/31, 1000 rpm (215 kW)

15200

319

550

32.0

6L27/38, 800 rpm (340 kW)

14700

360

550

33.1

7L27/38, 800 rpm (340 kW)

17100

360

600

32.2

8L27/38, 800 rpm (340 kW)

19600

360

650

29.8

9L27/38, 800 rpm (340 kW)

22000

360

650

33.5

6L27/38, 800 rpm (365 kW)

15300

385

550

35.9

7L27/38, 800 rpm (365 kW)

17900

385

600

34.9

8L27/38, 800 rpm (365 kW)

20400

385

650

32.3

9L27/38, 800 rpm (365 kW)

23000

385

650

36.3

Density of exhaust gases A~ 0.6 kg/m

11.42 - Tier II

MAN Diesel & Turbo

1459000

3700195-7.0
Page 2 (2)

Exhaust Gas Velocity

L21/31
L27/38
The exhaust gas velocities are based on the pipe dimensions in the table below.

D2

D1

DN
Norminel diameter

D1
mm

D2
mm

T
mm

Flow area
A
10-3 m2

300

323.9

309.7

7.1

75.331

350

355.6

339.6

8.0

90.579

400

406.4

388.8

8.8

118.725

450

457.0

437.0

10.0

149.987

500

508.0

486.0

11.0

185.508

550

559.0

534.0

12.5

223.961

600

610.0

585.0

12.5

268.783

11.42 - Tier II

MAN Diesel & Turbo

3700199-4.0
Page 1 (1)

Exhaust gas system

1459000
L27/38

Position of gas outlet on turbocharger

Fig 1 shows alternative positions for the exhaust gas

outlet and if requested the outlet can be turned to a
desired position prior to dispatch.

The turbocharger outlet is fitted with a round flange,

adapted for direct installation of an expansion bellow.

A
From 0o to 45o
continuously adjustable

From 270o to 359o

continuously
adjustable

Intermedian flange

G*

0o

20

45o

270o

CL - Crankshaft

445

Engine
type

A
mm

B
mm

C
mm

D
mm

E
mm

F
mm

G*
mm

6L27/38 (TCR 18)

7L27/38 (TCR 20)
8L27/38 (TCR 20)
9L27/38 (TCR 20)

703
754
754
805

1053
1053
1053
1053

1798
1844
1844
1844

427
514
514
514

315
315
315
315

762
822
822
822

550
600
650
650

* Exhaust pipe dimension

Fig 1 Position of exhaust gas outlet

11.42 - Tier II

MAN Diesel & Turbo

3700200-6.0
Page 1 (1)

Exhaust gas system

1459000
L27/38

Lateral
mm
30

BC
DN

Movement diagram
DN 500
DN 550
DN 600

LN

20

10

6 S 02

Axial
0

N D

Exhaust pipe dimension in mm

Number of cylinder
Outer flange diameter
A
Pitch circle diameter
BC
Exhaust pipe dimension
DN
Free length in mm
LN
Number of holes
N D

10 20 30 40 50 60 70 80 90 100 110 mm

550
6
703
650
550
315
20 22

600
7
754
700
600
315
20 22

Fig 1 Exhaust gas compensator

11.42 - Tier II

650
8&9
805
750
650
315
20 x 22

MAN Diesel & Turbo

3700071-1.0
Page 1 (11)

System Description - SaCoSone

1475000
L21/31
L27/38

System overview
General information
SaCoSone PROPULSION is the safety, control and monitoring system for MAN small bore diesel engines,
types L21/31 and L27/38.
All engine mounted sensors and actuators are connected to the system and controlled by the engine attached
SaCoSone PROPULSION. Optional, the system also monitors and supervises the gearbox. Additionally, there
is the possibility of monitoring propeller sensors like shaft bearing temperatures. SaCoSone PROPULSION
controls and monitors all engine functions including clutch control and the visualisation of engine-related prealarms, system-alarms, safety actions, operating values and operation status.
In this context, safety actions means shutdown of the engine, as well as request for load reductions and if
required, auto disengaging.

Schematics
Cabling diagram

Local Operating Panel

Ship alarm system

11.04 - rev 1.1 (26-01-2011)

Control Unit

Power supply

Spashoil Unit*

Exernal Systems:
- Ship Alarm System
- Remote Control
- PCS/PMS
- Generator Control

MAN Diesel & Turbo

1475000

3700071-1.0
Page 2 (11)

System Description - SaCoSone

L21/31
L27/38
System bus diagram

Standard

Optional

Optional

with Alpha gear

Display Module/
ROP

SaCoS one
EXPERT

Propulsion
Control
System

Vessel
Alarm
System

EDS /
Online Service

Ethernet

Ethernet

RS 422

RS 422

Ethernet

Ethernet

optional

control bus

Control Module
Small/Gearbox

Display Module/
LOP2

Display Module/
LOP1

Control Module
Small/Safety

Control Module
Small /Splashoil

Gateway
Module
optional

CAN3

optional

CAN3

optional

Control Module
Small/Alarm

Gearbox &
Propeller
Extension Unit

Safety
Extension Unit

optional

optional

Components
The table shows the required components for the system:
Foreign gearbox
Control Unit

Local Operating Panel

Splash-Oil Unit

Gateway Cabinet

Gearbox & Propeller Unit

Safety Extension Unit

Gearbox & Propeller Ext. Unit

= Standard = Optional

- = Not available

Control Unit
The Control Unit contains two Control Modules S (CMS), the CMS/alarm and the CMS/safety and is directly
attached to the engine.

rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo

3700071-1.0
Page 3 (11)

System Description - SaCoSone

1475000
L21/31
L27/38

Control Module S/alarm (CMS/alarm)

The Control Module S/alarm contains all engine related control functions, pre-alarming and redundant shutdowns. In addition system alarms like monitoring of all connected sensors and actuators are part of the CMS/
alarm functionality.
The CMS/alarm also offers a MODbus RS422 interface to the vessel alarm system.
Control functions:

Remote start and stop of engine

Local start and stop of engine
Waste gate flap control
Charge air blow by flap control
...

Control Module S/safety (CMS/safety)

The Control Module S/safety contains all engine, propeller and gearbox related shutdowns and load reductions. In addition system alarms like monitoring of all connected sensors and actuators are part of the CMS/
safety functionality.
The CMS/safety also offers a MODbus RS422 interface to the Propulsion Control System, in case an Alpha
Propeller is applied.
Slow downs, shut downs and pre alarms can be found in the engine serial no. related list of measuring and
control devices, or in the application specific list of alarms and safeties.

Local Operating Panel

On the Local Operating Panel (abbr. LOP), all operating values available in the system, as well as alarms,
shutdowns and system alarms, and engine operation status indications are displayed. Furthermore, some
basic operator actions are handled from the LOP:

Start of engine
Stop of engine
Acknowledge and reset of alarms, shutdowns, etc.
Manual emergency stop
Engine speed lower/raise
Clutching/Declutching (optional)
Pitch setting (optional)

The LOP consists, due to classification requirements for single propulsion plants, of two Display Modules
(DM), where one DM is the backup for the other DM. Even though, when both DM are working properly, it is
possible to have two different views on the DMs.

Splash-oil Unit (opt.)

The Splash-oil Unit is optional in case that splash-oil monitoring is applied. The unit contains one Control
Module S/Splashoil which includes the whole splash-oil monitoring functionalities, such as pre-alarm, shutdown, sensor monitoring, etc.

11.04 - rev 1.1 (26-01-2011)

MAN Diesel & Turbo

1475000

System Description - SaCoSone

3700071-1.0
Page 4 (11)

L21/31
L27/38
Gateway Cabinet (opt.)
The Gateway Cabinet (GC) is optional and is required in case EDS will be applied. The Gateway Cabinet will
also be supplied if the ship alarm system must be connected via MODBUS TCP. In case of applied Gateway
Module (GM), there are only data handling functions realized within it, no control functions alarming a safety
function are implemented.

Remote Operating Panel (opt.)

The optional Remote Operating Panel can be mounted within engine control room or wheelhouse. It consists
of one Display Module on which operating values and status are indicated. The ROP is only used for indication of operating values and status and provides no control authority.

Safety Extension Unit (opt.)

Depending on specific requirements by some classification societies, it is necessary to connect additional
sensors of the gearbox. In this case, the Safety Extension Unit (SEU) is applied. It is mainly used for some
additional temperature sensors in case of RINA classification. The unit provides additional I/O-modules and
is connected to the Control Unit via CAN.

Optional gearbox monitoring units

Gearbox & Propeller Unit (opt.)
The Gearbox & Propeller Unit (GPU) contains a Control Module S/Gearbox, which receives measuring data
from sensors located on gearbox or propeller or on the shaft. The collected data are transmitted to the different modules in order to create alarms, realise control functions or submitting them to PCS or alarm system.
The GPU is only applied, in case of an AMG gearbox from Alpha Propeller.
Gearbox & Propeller Extension Unit (opt.)
In case there are more sensors on gearbox and propeller and shaft, the Gearbox & Propeller Extension Unit
(GPEU) provides several additional I/Os and a CANopen coupler for the connection to the GPU.

Technical data
Dimensions
Width

Height

Depth

Weight

Control Unit

800 mm

560 mm

155 mm

tba.

Local Operating Panel

700 mm

400mm

ca.140 mm

tba.

Splash-Oil Unit

310 mm

400 mm

100 mm

tba.

Gearbox & Propeller Unit

tba.

tba.

tba.

tba.

Safety Extension Unit

tba.

tba.

tba.

tba.

rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo

3700071-1.0
Page 5 (11)

System Description - SaCoSone

1475000
L21/31
L27/38

System description
Safety system
Safety functions
The safety system monitors all operating data of the engine and initiates the required actions, i.e. engine shutdown, in case the limit values are exceeded. The safety system is integrated in the CMS/safety. The safety
system directly actuates the emergency shut-down device and the stop facility of the speed governor.

Emergency stop
Emergency stop is an engine shutdown initiated by an operator manual action like pressing an emergency
stop button. An emergency stop button is placed at the LOP on engine. For connection of an external emergency stop button there is one input channel at the Control Unit.

Automatic shutdown
Auto shutdown is an engine shutdown initiated by any automatic supervision of engine internal parameters. If
an engine shutdown is triggered by the safety system, the emergency stop signal has an immediate effect on
the emergency shut-down device and the speed control. At the same time the emergency stop is triggered,
SaCoSone issues a signal resulting in disengaging the clutch. The following list of criteria leading to an automatic shutdown and might be incomplete. For more details see the List of measuring and control devices.

Engine overspeed
HT cooling water pressure inlet too low
HT cooling water temperature outlet too high
Lube oil pressure at engine inlet low
Gear lube oil pressure too low
Gear pinion bearing fore temp. too high
Gear pinion bearing after temp. too high
Gear wheel bearing fore temp. too high
Gear wheel bearing after temp. too high
Gear clutch bearing temp. too high
Gear clutch support bearing temp. too high
Splash oil temperature rod bearing too high (optional)
Main bearing temperature too high (optional)
High oil mist concentration in crankcase (optional)
Remote Shutdown (optional)

Load reductions
After the exceeding of certain parameters, a load reduction to 60% is necessary. The safety system supervises these parameters and requests a load reduction, if necessary. The load reduction has to be carried out
by an external system (PCS, PMS). For safety reasons, SaCoSone PROPULSION will not reduce the load
by itself. The following list of criteria leading to a load reduction request and might be incomplete. For more
details see the List of measuring and control devices.

Turbocharger speed high

Exhaust gas temperature at cylinder too low/high

11.04 - rev 1.1 (26-01-2011)

MAN Diesel & Turbo

1475000

3700071-1.0
Page 6 (11)

System Description - SaCoSone

L21/31
L27/38

Exhaust gas temperature at turbocharger inlet too high

HTCW pressure too low
HTCW temperature cylinder row outlet too high
Lube oil temperature engine inlet too high
Charge air temperature too high
Lube oil filter differential pressure too high
Gear lube oil temperature too high
Gear thrust bearing temperature too high

Auto disengagements
If SaCoSone PROPULSION is used for clutch monitoring, it will carry out automatic disengagements of the
clutch to protect gearbox, propeller or engine against destruction. In this case, the clutch will be opened as
fast as possible.
The following list of criteria leading to an automatic disengagement and might be incomplete. For more details
see the List of measuring and control devices.
Clutch medium pressure low
Automatic shutdown of the engine
Manual emergency stop of the engine

Alarm/monitoring system
Alarming
The alarm function of SaCoSone PROPULSION supervises all necessary parameters and generates alarms
to indicate discrepancies when required. The alarms will be transferred to ship alarm system via Modbus data
communication.

Self-monitoring
SaCoSone PROPULSION carries out independent self-monitoring functions. Thus, for example the connected sensors are checked constantly for function and wire break. In case of a fault SaCoSone PROPULSION
reports the occurred malfunctions in single system components via system alarms.

Control
SaCoSone PROPULSION controls all engine-internal functions as well as external components, for example:

Start/stop sequences:
Local and remote start/stop sequence.
Activation of start device. Control (auto start/stop signal) regarding prelubrication oil pump.
Monitoring and control of the acceleration period.

Jet system:
For air fuel ratio control purposes, compressed air is lead to the turbocharger at start and at load
steps.

rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo

1475000

System Description - SaCoSone

3700071-1.0
Page 7 (11)

L21/31
L27/38

Control signals for external functions:

HT cooling water preheating unit
Prelubrication oil pump control

Redundant shutdown functions:

Engine overspeed
Low lubrication. oil pressure inlet engine
High cooling water temperature outlet engine

Speed Control System

Governor
Single propulsion engines
Single propulsion engines are equipped with mechanical governors in combination with electric speed setting
device for remote speed setting by the Propulsion Control System.
Multi propulsion engines
For multi propulsion engines the electronic speed control is realised by the Control Module. The engine is
equipped with an electro-hydraulic actuator. Engine speed indication is carried out by means of redundant
pick-ups at the camshaft.
The electronic speed governor is a part of the software in the CMS/alarm module and controls with its output
the on the engine attached mechanically/hydraulically actuator.

Speed adjustment
Remote speed setting is either possible via analogue 4-20 mA signal or by using binary lower/raise contacts.

Load sharing
For load sharing purposes (several engines on one shaft) or other applications droop will be required. The
speed droop is adjustable from 0-10% as the application requires.
Load sharing for two propellers on one shaft requires electronic speed governing and will be realized by
master/slave load sharing.

Engine stop
Engine stop can be initiated local at the LOP and remote via a hardware channel or the bus interface.

Clutch, Gearbox and propeller control

SaCoSone PROPULSION monitors the relevant temperatures and pressures of the gearbox and propeller.
The system also provides hardwired interfaces for the control of the clutch.

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System Description - SaCoSone

L21/31
L27/38
Interfaces to external systems
Interface to PCS

Control Unit

Propulsion Control
System
Prop. pitch not in zero position
Engine jet assist . clutch engage
Engine jet assist . clutch engage astern
Acknowledge remote starting failure
Engine unloaded
Engine rot . speed (engine running )
Engine speed setpoint

Control Module /alarm

-3D1

terminal block

Engine rot . speed (indication )

Engine fuel injection index /load
Engine stop order
Engine start order
CPP clutch engaged
Engage speed OK
Request ext . control authority
Engine governor failure (MCR speed)
Start blocked /Start failure
Ext. control active
Engine jet assistance load increased
Engine jet assistance clutch engage astern
Request CPP clutch engage speed
Engage speed OK /Engage valve command

CAN 2

CAN1

R422 *

Control Module /safety

-1D1

terminal block

Engine overload (near limit )

Engine overload (Index >102%)
Load reduction request
Request zero pitch /shutdown
CPP clutch auto /emergency disengage comm .
Override external
Override crankcase monitoring external
Gear thrust clutch disengage command (safety )
CPP clutch disengaged

Digital I/O

Analog I /O

Powered Output

MODbus RTU

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System Description - SaCoSone

L21/31
L27/38
Interface to ship alarm system
Data Machinery Interface
This interface serves for data exchange to ship alarm systems or integrated automation systems (IAS).
The status messages, alarms and safety actions, which are generated in the system, can be transferred. All
measuring values and alarms acquired by SaCoSone are available for transfer.
SaCoSone uses the MODbus RTU protocol.

Overview

Ship Alarm System

Control Unit
Control Module /alarm
-3D1

Common monitoring system failure

Engine alarm cut off
R422

CAN 2
Additional load reduction signal

terminal
block

CAN1

Control Module /safety

-1D1

Digital I/O

terminal block

Additional shutdown signal

Analog I /O

Additional shutdown signal

Common safety failure

Powered Output

MODbus RTU

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System Description - SaCoSone

L21/31
L27/38
Interface to the plant
Plant

Control Module /alarm

-3D1

terminal block

Fuel viscosity failure

Gear eng . disc clutch disengaged
Propeller shaft locking engaged
Engine speed (indication )
Lube oil temperature cooler inlet
Engine lub . oil filter bypass valve open

CAN 2

CAN1

Engine charge air pressure indication

Control Module /safety

-1D1

terminal block

Lube oil pressure filter inlet

Engine ambient pressure (absolute press .)
Fuel oil pressure filter inlet
Engine LT water start standby pump
Engine HT water start standby pump
Engine start preheating
Engine lub . oil start standby pump
Engine fuel start standby pump

Digital I/O

Analog I /O

Powered Output

MODbus RTU

Interface to the gear & PMS

Control Module /alarm

-3D1

Ext. load signal (geno load for load sharing )

Gear lubrication oil pressure
PT223 A

PMS
Gear

terminal
block

CAN 2

CAN1

Control Module /safety

-1D1

Digital I/O

terminal
block

Control Unit

Analog I /O

Gear lubrication oil pressure

PT2231 B
Gearbox common load reduction
Clutch medium press . low (autodisengage )

Powered Output

MODbus RTU

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L21/31
L27/38
SaCoSone EXPERT
The Ethernet interface at the Display Module can be used for the connection of SaCoSone EXPERT.

Power supply
The plant has to provide electric power for the automation and monitoring system. In general a redundant,
uninterrupted 24V DC (+20% -30% and max ripple 10%) power supply is required for SaCoSone.

CoCoS-EDS (optional)
The Ethernet connection to CoCoS-EDS is realised by means of the Gateway Cabinet (GC), which is connected to the Control Unit via the system bus.

Splash-oil Monitoring (optional)

If the Splash-oil Monitoring is applied, the engine will be equipped with a Splash-oil Unit, which is connected
to the Control Unit via the system bus.

Abbreviations
Abbreviation

Meaning

CMS

Control Module S

CU

Control Unit

DM

Display Module

GM

Gateway Module

GPU

Gearbox & Propeller Unit

GPEU

Gearbox & Propeller Extension Unit

GC

Gateway Cabinet

LOP

Local Operating Panel

ROP

Remote Operating Panel

SEU

Safety Extension Unit

SU

Splashoil Unit

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Modbus interface - SaCoSone

1475000
L21/31
L27/38

Data Bus Interface (Machinery Alarm System)

This interface serves for data exchange to ship alarm systems or integrated automation systems (IAS).
The status messages, alarms and safety actions, which are generated in the system, can be transferred. All
measuring values and alarms acquired by SaCoSone PROPULSION are available for transfer.
The Modbus RTU protocol is the standard protocol used for the communication with ship alarm system.

Modbus RTU protocol

The bus interface provides a serial connection. The protocol is implemented according to the following definitions:
Modbus application protocol specification, Modbus over serial line specification and implementation
guide,
Available interface:
RS422 Standard, 4 + 2 wire (cable length <= 100m), cable type as specified by the circuit diagram,
line termination: 150 Ohms

Settings
The communication parameters are set as follows:
Modbus Slave
Modbus Master
Slave ID (default)
Data rate (default)
Data rate (optionally available)
Data bits
Stop bits
Parity
Transmission mode

SaCoS
Machinery alarm system
1
57600 baud
4800 baud
9600 baud
19200 baud
38400 baud
115200 baud
8
1
None
Modbus RTU

Function Codes
The following function codes are available to gather data from the SaCoSone controllers:
Function
Code
1
3
5
6
15
16
22
23

Function Code
(hexadecimal)
0x01
0x03
0x05
0x06
0x0F
0x10
0x16
0x17

11.04 - rev 1.0 (26-01-2011)

Description
read coils
read holding registers
write coil
write single register
write multiple coils
write multiple registers
mask write register
read write multiple registers

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Modbus Interface - SaCoSone

L21/31
L27/38
Message Frame Separation
Message frames shall be separated by a silent interval of at least 4 character times.

Provided Data
Provided data includes measured values and alarm or state information of the engine.
Measured values are digitized analogue values of sensors, which are stored in a fixed register of the Control Module Small. Measured values include media values (pressures, temperatures) where, according to
the rules of classification, monitoring has to be done by the machinery alarm system. The data type used is
signed integer of size 16 bit. Measured values are scaled by a constant factor in order to provide decimals of
the measured.
Pre-alarms, shutdowns and state information from the SaCoSone system are available as single bits in fixed
registers. The data type used is unsigned of size 16 bit. The corresponding bits of alarm or state information
are set to the binary value 1, if the event is active.

Contents of List of Signals

For detailed information about the transferred data, please refer to the list of signals of the engines documentation set. This list contains the following information:
Field

Description

Address

The address (e.g.: MW15488) is the software address used in the Control Module Small.

HEX
Bit
Meas. Point

The hexadecimal value (e.g.: 3C80) of the software address that has to be used by the
Modbus master when collecting the specific data.
Information of alarms, reduce load, shutdown, etc. are available as single bits.
Bits in each register are counted 0 to 15.
The dedicated denomination of the measuring point or limit value as listed in the
list of measuring and control devices.

Description

A short description of the measuring point or limit value.

Unit

Information about how the value of the data has to be evaluated by the Modbus master
(e.g. C/100 means: reading a data value of 4156 corresponds to 41,56 C).

Origin

Name of the system where the specific sensor is connected to, or the alarm is generated.

Signal range

The range of measured value.

Life Bit
In order to enable the alarm system to check whether the communication with SaCoS is working, a life bit is
provided in the list of signals (MW15861; Bit2). This Bit is alternated every 10 seconds by SaCoS. Thus, if it
remains unchanged for more than 10 seconds, the communication is down.

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PTO on engine front

1485000
L27/38

propulsion system, all necessary information concerning the PTO is needed.

PTO on forward end of engine

The engine can be supplied with a PTO on the forward
end, as an extension to the crankshaft, see fig 1.
The PTO can be dimensioned to transmit the full
engine power. If a plant is to be supplied with PTO it
must be planned in cooperation with us. For carrying
out the torsional vibration analysis of the complete

Generally, a flexible coupling between the PTO and

the generator and/or driven machinery will be necessary and this coupling must be selected to transmit
the PTO requirements, accommodate and absorb any
vibrations which may be present. Usually a toothed
coupling will not be allowed.

Cyl no 1

2040 to 3060 kW (340 kW/cyl.)

2190 to 3285 kW (365 kW/cyl.)

1060

To be adapted to coupling
Fig 1 PTO arrangement

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L27/38
Max axial force
In principle the PTO must not induce any extra axial
forces on the guide bearing of the crankshaft. However, a constant force of max 9000 N can be accepted.
This includes a contribution from the crankshaft, if
the engine has an inclination in relation to horizontal.
For a 5 inclination to aft end the contribution will
be as stated below.
Engine
Axial force
type

5 inclination

Extension of
crankshaft
t = 65 C

6L27/38

4160 N

2.0 mm

7L27/38

4820 N

2.4 mm

8L27/38

5200 N

2.7 mm

9L27/38

5540 N

3.0 mm

Furthermore it should be observed that the crankshaft position is fixed by the guide bearing at the aft
end of the engine. Crankshaft extension measured
at the forward end with a temperature rise of 65 C
corresponds to the values in the shown table.
This extension may cause the flexible coupling between the PTO shaft and the driven part to create
an additional axial force on the crankshaft guide
bearing and this must be taken into consideration.
An additional PTO of max 50 kW is available on
the engine forward end. It can either be used for
a sea water pump, or for a hydraulic pump for the
steering gear.

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Weights of Main Components

1402000
L27/38

Description

10.04

Approx. weight (kg)

Cover for crankcase (max)

22

Cylinder head, incl. rocker arms

300

Piston

43

Cylinder liner

150

Connection rod (excl. marine head)

52

Cylinder unit, complete

700

Marine head bearing

20

Turbocharger NR24/S

665

Turbocharger NR26/R

790

Turbocharger NR29/S

990

Turbocharger TCR16

290

Turbocharger TCR18

440

Turbocharger TCR20

740

Charging air cooler

487

Fuel injection pump

57

Lubricating oil pump

59

Lubricating oil filter

40

Lubricating oil cooler

280

Lubricating oil thermostatic valve housing

70

Cooling water thermostatic valve housing

242

Cooling water pump

65

Engine operator panel

25