l23/30h mk2 project guide - marine

L23/30H Mk2Project Guide - MarineFour-stroke GenSet

Complete manualdate 2014.06.16

MAN Diesel & Turbo

PlatePage 1 (4)

2014.06.16

Project guide Index

L23/30H Mk2

Text Index Drawing No

Introduction I 00

Introduction to project guide I 00 00 0 1643483-5.4Engine programme IMO Tier II - GenSet I 00 02 0 1689461-0.3Key for engine designation I 00 05 0 1609526-0.8Designation of cylinders I 00 15 0 1607568-0.2Code identification for instruments I 00 20 0 1687100-5.5Basic symbols for piping I 00 25 0 1631472-4.1

General information D 10

List of capacities D 10 05 0 3700220-9.0List of capacities D 10 05 0 3700221-0.0Description of sound measurements D 10 25 0 1609510-3.5Description of structure-born noise D 10 25 0 1671754-6.2Exhaust gas components D 10 28 0 1655210-7.3Moment of inertia D 10 30 0 1607591-7.4Inclination of engines D 10 32 0 1679798-5.2Green Passport D 10 33 0 1699985-1.1

Basic Diesel Engine B 10

Power, outputs, speed B 10 01 1 3700292-7.0General description B 10 01 1 3700240-1.0Cross section B 10 01 1 1607529-7.3Main particulars B 10 01 1 3700223-4.0Dimensions and weights B 10 01 1 3700244-9.0Centre of gravity B 10 01 1 1631458-2.1Overhaul areas B 10 01 1 3700314-5.0Low dismantling height B 10 01 1 1631462-8.0Engine rotation clockwise B 10 11 1 1607566-7.2

Fuel Oil System B 11

Internal fuel oil system B 11 00 0 3700209-2.1Fuel oil diagram B 11 00 0 1624468-9.15Specification for heavy fuel oil (HFO) B 11 00 0 6680 3.3.3-01Marine diesel oil (MDO) specification B 11 00 0 010.000.023-04Gas oil / diesel oil (MGO) specification B 11 00 0 010.000.023-01Bio fuel specification B 11 00 0 6680 3.3.1-02Explanation notes for biofuel B 11 00 0 3700063-9.0Crude oil specification B 11 00 0 3700246-2.0Guidelines regarding MAN Diesel & Turbo GenSets operating onlow sulphur fuel oil B 11 00 0 1699177-5.1Recalculation of fuel consumption dependent on ambient conditions B 11 01 0 1624473-6.2Fuel oil consumption for emissions standard B 11 01 0 3700294-0.1MDO / MGO Cooler E 11 06 1 1689458-7.3HFO/MDO changing valves (V1 and V2) E 11 10 1 1624467-7.3

MAN Diesel & Turbo

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2014.06.16

Project guideIndex

L23/30H Mk2


Lubrication Oil System B 12

Internal lubricating oil system B 12 00 0 3700210-2.0Crankcase ventilation B 12 00 0 1699270-8.5Prelubricating pump B 12 07 0 1624477-3.9Lubricating oil (SAE30) specification for operation with gas oil,diesel oil (MGO/MDO) and biofuels B 12 15 0 1699881-9.3Lubricating oil (SAE30) specification for heavy fuel oil operation (HFO) B 12 15 0 1699882-0.5Specific lubricating oil consumption - SLOC B 12 15 0 1607584-6.10Treatment and maintenance of lubricating oil B 12 15 0 1643494-3.10Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7

Cooling Water System B 13

Engine cooling water specifications B 13 00 0 010.000.023-13Cooling water inspecting B 13 00 0 010.000.002-03Cooling water system cleaning B 13 00 0 010.000.002-04Water specification for fuel-water emulsions B 13 00 0 010.000.023-16Internal cooling water system B 13 00 0 1613439-3.2Internal cooling water system 1 B 13 00 1 1613575-7.4Internal cooling water system 2 B 13 00 2 1613576-9.3Design data for external cooling water system B 13 00 0 1613441-5.5External cooling water system B 13 00 0 1613442-7.0One string central cooling water system B 13 00 1 1624464-1.2Central cooling system B 13 00 0 1631482-0.0Seawater cooling system B 13 00 3 1631480-7.0Jacket water cooling system B 13 00 0 1631481-9.1Expansion tank B 13 00 0 1613419-0.4Preheater arrangement in high temperature system B 13 23 1 1613485-8.5Expansion tank pressurized T 13 01 1 1671771-3.4

Compressed Air System B 14

Specification for compressed air B 14 00 0 010.000.023-21Compressed air system B 14 00 0 1613580-4.4Compressed air system B 14 00 0 1624476-1.1Starting air system B 14 00 0 1631483-2.0

Combustion Air System B 15

Combustion air system B 15 00 0 1613581-6.5Specifications for intake air (combustion air) B 15 00 0 010.000.023-17Engine room ventilation and combustion air B 15 00 0 1699110-4.1Water washing of turbocharger - compressor B 15 05 1 1639499-6.0

Exhaust Gas System B 16

Exhaust gas system B 16 00 0 1609535-5.4Pressure drop in exhaust gas system B 16 00 0 1624460-4.2Exhaust gas velocity B 16 01 0 3700152-6.2Dry cleaning of turbocharger - turbine B 16 01 1 1607599-1.5

MAN Diesel & Turbo

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Project guide Index

L23/30H Mk2


Water washing of turbocharger - turbine B 16 01 2 1607517-7.5

Speed Control System B 17

Starting of engine B 17 00 0 1607583-4.4Governor B 17 01 4 1679743-4.3

Safety and Control System B 19

Operation data & set points B 19 00 0 3700229-5.2Mechanical overspeed B 19 06 1 1624450-8.2Local starting box - No 1 B 19 10 1 1639469-7.3Converter for engine rpm signal B 19 13 1 1635436-4.2Oil Mist Detector B 19 22 1 1699190-5.0Engine control box no 1, safety system E 19 06 4 1631457-0.0Engine control box no 2, safety- and alarm system E 19 06 6 1643403-4.1Combined box with prelubricating pump, preheater and el turningdevice E 19 07 2 3700290-3.0Combined box with prelubricating oil pump, nozzle conditioningpump, preheater and el turning device E 19 07 2 1699867-7.0Prelubricating oil pump starting box E 19 11 0 1631477-3.3High temperature preheater control box E 19 13 0 1631478-5.1

Foundation B 20

Recommendations concerning steel foundations for resilientmounted GenSets B 20 01 0 1613565-0.4Resilient mounting of generating sets B 20 01 3 1613527-9.5

Test running B 21

Shop Test Programme for Marine GenSets B 21 01 1 1356501-5.10

Spare Parts E 23

Weight and dimensions of principal parts E 23 00 0 1613435-6.2Standard spare parts P 23 01 1 1655227-6.4

Tools P 24

Standard tools for normal maintenance P 24 01 1 1683334-4.1Tools for reconditioning P 24 02 1 1679714-7.0Extra tools for low dismantling height P 24 04 1 1679713-5.0

G 50 Alternator B 50

Information from the alternator supplier G 50 02 8 1613539-9.5Engine/alternator type G 50 02 3 1613561-3.7Alternator cable installation B/G 50 00 0 1699865-3.4Combinations of engine- and alternator layout B/G 50 00 0 3700084-3.4

MAN Diesel & Turbo

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Project guide Index

L23/30H Mk2


B 25 Preservation and Packing B 98

Lifting instruction B 25 03 0 1624484-4.3

Introduction

I 00

IntroductionOur project guides provide customers and consultants with information and data when planning new plantsincorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of themodifications associated with upgrading of our project guides, the contents of the specific edition hereof willremain 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 quotationspecification or together with the documents for order processing.

All figures, values, measurements and/or other information about performance stated in the project guides arefor guidance only and shall not be used for detailed design purposes or as a substitute for specific drawingsand instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warrantieseither express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose of theinformation contained in the project guides.

MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instruc-tions when the contract documentation has been completed.

The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications ofour supply.

All data provided in this document is non-binding. This data serves informational purposes only and is especially notguaranteed in any way.

Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will beassessed and determined individually for each project. This will depend on the particular characteristics of eachindividual project, especially specific site and operational conditions.

If this document is delivered in another language than English and doubts arise concerning the translation, the Eng-lish text shall prevail.

Original instructions

MAN Diesel & Turbo

1643483-5.4Page 1 (2) Introduction to project guide I 00 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.17

Code numbers

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

B : Basic Diesel engine / built-on engine

D : Designation of plant

E : Extra parts per engine

G : Generator

I : Introduction

P : Extra parts per plant

Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil sys-tem, monitoring equipment, foundation, test running, etc.

Sub-function: This figure occurs in variants from 0-99.

Choice number: This figure occurs in variants from 0-9:

0 : General information 1 : Standard

2-8 : Standard optionals 9 : Optionals

Further, there is a table of contents for each chapter and the pages follow immediately afterwards.

Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the DanishCommerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).

This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.

MAN Diesel & Turbo

I 00 00 0 Introduction to project guide 1643483-5.4Page 2 (2)


2013.04.17

Description

Four-stroke diesel engine programme for marineapplications complies with IMO Tier II, GenSetapplication.

MAN Diesel & Turbo

1689461-0.3Page 1 (1) Engine programme IMO Tier II I 00 02 0

L32/40, L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.07.19 - Tier II

Key for engine designation

MAN Diesel & Turbo

1609526-0.8Page 1 (1) Key for engine designation I 00 05 0

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

L23/30DF

2014.02.11

General

MAN Diesel & Turbo

1607568-0.2Page 1 (1) Designation of cylinders I 00 15 0

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.04.18

Explanation of symbols

Specification of letter code for measuring devices

1st letter Following letters

F

L

P

S

T

U

V

X

Z

Flow

Level

Pressure

Speed, System

Temperature

Voltage

Viscosity

Sound

Position

A

D

E

H

I

L

S

T

X

V

Alarm

Differential

Element

High

Indicating

Low

Switching, Stop

Transmitting

Failure

Valve, Actuator

MAN Diesel & Turbo

1687100-5.5Page 1 (3) Code identification for instruments I 00 20 0


2013.04.18

Standard text for instruments

Diesel engine/alternatorLT water system

010203

inlet to air cooleroutlet from air cooleroutlet from lub. oil cooler

040506

inlet to alternatoroutlet from alternatoroutlet from fresh water cooler(SW)

070809

inlet to lub. oil coolerinlet to fresh water cooler

HT water system

1010A111213

inlet to engineFW inlet to engineoutlet from each cylinderoutlet from engineinlet to HT pump

1414A14B1516

inlet to HT air coolerFW inlet to air coolerFW outlet from air cooleroutlet from HT systemoutlet from turbocharger

171819

19A19B

outlet from fresh water coolerinlet to fresh water coolerpreheaterinlet to prechamberoutlet from prechamber

Lubricating oil system

20212223

23B

inlet to cooleroutlet from cooler/inlet to filteroutlet from filter/inlet to engineinlet to turbochargeroutlet from turbocharger

242526

27

sealing oil - inlet engineprelubricatinginlet rocker arms and rollerguidesintermediate bearing/alternatorbearing

2829

level in base framemain bearings

Charging air system

30313233

inlet to cooleroutlet from coolerjet assist systemoutlet from TC filter/inlet to TCcompr.

34353637

charge air conditioningsurplus air inletinlet to turbochargercharge air from mixer

3839

Fuel oil system

40414243

inlet to engineoutlet from engineleakageinlet to filter

44454647

outlet from sealing oil pumpfuel-rack positioninlet to prechamber

4849

Nozzle cooling system

50515253

inlet to fuel valvesoutlet from fuel valves

54555657

valve timinginjection timingearth/diff. protection

5859

oil splashalternator load

Exhaust gas system

60616263

outlet from cylinderoutlet from turbochargerinlet to turbochargercombustion chamber

64656667

6869

MAN Diesel & Turbo

I 00 20 0 Code identification for instruments 1687100-5.5Page 2 (3)


2013.04.18

Compressed air system

70717273

inlet to engineinlet to stop cylinderinlet to balance arm unitcontrol air

74757677

inlet to reduction valvemicroswitch for turning gearinlet to turning gearwaste gate pressure

7879

inlet to sealing oil system

Load speed

80818283

overspeed airoverspeedemergency stopengine start

84858687

engine stopmicroswitch for overloadshutdownready to start

888990

index - fuel injection pumpturbocharger speedengine speed

Miscellaneous

91929394

natural gas - inlet to engineoil mist detectorknocking sensorcylinder lubricating

95969798

voltageswitch for operating locationremotealternator winding

99100101102

common alarminlet to MDO cooleroutlet to MDO cooleralternator cooling air

MAN Diesel & Turbo

1687100-5.5Page 3 (3) Code identification for instruments I 00 20 0


2013.04.18

Basic symbols for piping

MAN Diesel & Turbo

1631472-4.1Page 1 (3) Basic symbols for piping I 00 25 0


2013.04.18

MAN Diesel & Turbo

I 00 25 0 Basic symbols for piping 1631472-4.1Page 2 (3)


2013.04.18

MAN Diesel & Turbo

1631472-4.1Page 3 (3) Basic symbols for piping I 00 25 0


2013.04.18

General information

D 10

Capacities5-8L23/30H Mk 2: 142 kW/Cyl., 720 rpm or 148 kW/Cyl., 750 rpm

Reference condition: TropicAir temperatureLT water temperature inlet engine (from system)Air pressureRelative humidity

°C°Cbar%

4536150

Temperature basis 2)

Setpoint HT cooling water engibe outlet

Setpoint lube oil inlet engine

°C

°C

82°C(engine equipped with HT thermostatic valve)

60°C (SAE30), 66°C (SAE40)

Number of cylindersEngine outputSpeed

kWrpm

5710/740720/750

6852/888720/750

7994/1036720/750

81136/1184720/750

Heat to be dissipated 1)

Cooling water (CW) cylinderCharge air cooler; cooling water HT (1 stage cooler: no HT-stage)Charge air cooler; cooling water LTLube oil (LO) coolerHeat radiation engine

kW

kWkWkWkW

190/195

-299/32771/72

30

230/235

-356/39086/86

36

270/276

-413/452101/102

42

310/317

-470/514116/117

48

Air dataCharge air temp. at charge air cooler outlet, max.Air flow rate

Charge air pressureAir required to dissipate heat radiation (eng.) (t2-t1=10°C)

°Cm3/h 4)

kg/kWhbar

m3/h

554792/4994

7.393.08

9756

555750/5993

7.393.08

11708

556708/6992

7.393.08

13659

557667/7991

7.393.08

15610

Exhaust gas data 5)

Volume flow (temperature turbocharger outlet)Mass flowTemperature at turbine outletHeat content (190°C)Permissible exhaust back pressure

m3/h 6)

t/h°CkW

mbar

9516/99185.4/5.6

342244/254

< 30

11419/119026.5/6.7

342293/305

< 30

13323/138857.5/7.9

342341/356

< 30

15226/158698.6/9.0

342390/407

< 30

Pumps 3)

Engine driven pumpsHT cooling water pump (1-2.5 bar)LT cooling water pump (1-2.5 bar)Lube oil (3-5 bar)External pumps 7)

Diesel oil pump (4 bar at fuel oil inlet A1)Fuel oil supply pump 8) (4 bar discharge pressure) Fuel oil circulating pump (8 bar at fuel oil inlet A1)Cooling water pumps for "Internal cooling water system 1"+ LT cooling water pump (1-2.5 bar)Cooling water pumps for "Internal cooling water system 2"HT cooling water pump (1-2.5 bar)+ LT cooling water pump (1-2.5 bar)Lube oil pump (3-5 bar)

m3/hm3/hm3/h

m3/hm3/hm3/h

m3/h

m3/hm3/hm3/h

365516

0.520.250.53

35

203514

365516

0.620.310.63

42

244215

365520

0.730.360.74

48

284816

365520

0.830.410.84

55

325517

Starting air systemAir consumption per start Nm3 2.0 2.0 2.0 2.0

MAN Diesel & Turbo

3700220-9.0Page 1 (2) List of capacities D 10 05 0

L23/30H

2012.02.27 - Mk 2

1)2)

3)4)5)6)

7)8)

Tolerance: + 10 % for rating coolers, - 15 % for heat recovery LT cooling water flows in parallel through one-stage charge air cooler and lube oil cooler HT cooling water flowsonly through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat Basic values for layout of the coolers Under above mentioned reference conditions Tolerance: quantity +/- 5%, temperature +/- 20°C Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-tions Tolerance of the pumps delivery capacities must be considered by the manufactures To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fueloil consumption is multiplied by 1.45.

MAN Diesel & Turbo

D 10 05 0 List of capacities 3700220-9.0Page 2 (2)

L23/30H

2012.02.27 - Mk 2

Capacities6-8L23/30H Mk 2: 175 kW/Cyl., 900 rpm

Reference condition: TropicAir temperatureLT-water temperature inlet engine (from system)Air pressureRelative humidity

°C°Cbar%

45361

50

Temperature basis 2)

Setpoint HT cooling water engine outlet

Setpoint lube oil inlet engine

°C

°C

82°C(engine equipped with HT thermostatic valve)

60° (SAE30), 66°C (SAE40)

Number of cylindersEngine outputSpeed

kWrpm

61050900

71225900

81400900

Heat to be dissipated 1)

Cooling water (CW) CylinderCharge air cooler; cooling water HT1 stage cooler: no HT-stageCharge air cooler; cooling water LTLube oil (LO) coolerHeat radiation engine

kW

kWkWkWkW

265

-44112635

311

-51214841

357

-58117047

Air dataTemp. of charge air at charge air cooler outlet, max.Air flow rate

Charge air pressureAir required to dissipate heat radiation (eng.) (t2-t1=10°C)

°Cm3/h 4)

kg/kWhbar

m3/h

5573557.673.1

11383

5585817.673.1

13334

5598067.673.1

15285

Exhaust gas data 5)

Volume flow (temperature turbocharger outlet)Mass flowTemperature at turbine outletHeat content (190°C)Permissible exhaust back pressure

m3/h 6)

t/h°CkW

mbar

152808.3371447< 30

178269.6371521< 30

2037311.0371595< 30

Pumps 3)

Engine driven pumpsHT cooling water pump (1-2.5 bar)LT cooling water pump (1-2.5 bar)Lube oil (3-5 bar)External pumps 7)

Diesel oil pump (4 bar at fuel oil inlet A1)Fuel oil supply pump 8) (4 bar discharge pressure)Fuel oil circulating pump (8 bar at fuel oil inlet A1)Cooling water pumps for"Internal cooling water system 1"+ LT cooling water pump (1-2.5 bar)Cooling water pumps for"Internal cooling water system 2"HT cooling water pump (1-2.5 bar)+ LT cooling water pump (1-2.5 bar)Lube oil pump (3-5 bar)

m3/hm3/hm3/h

m3/hm3/hm3/h

m3/h

m3/hm3/hm3/h

456920

0.740.360.75

52

305217

456920

0.870.430.88

61

356118

456920

0.990.491.01

70

407019

Starting air systemAir consumption per start Nm3 2.0 2.0 2.0

MAN Diesel & Turbo

3700221-0.0Page 1 (2) List of capacities D 10 05 0

L23/30H

2012.02.27. - Mk 2

1)2)

3)4)5)6)

7)8)

Tolerance: + 10 % for rating coolers, - 15 % for heat recoveryLT cooling water flows in parallel through one-stage charge air cooler and lube oil cooler HT cooling water flowsonly through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat Basic values for layout of the coolers Under above mentioned reference conditions Tolerance: quantity +/- 5%, temperature +/- 20°C Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-tions Tolerance of the pumps delivery capacities must be considered by the manufactures To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow, the ISO fueloil consumption is multiplied by 1.45.

MAN Diesel & Turbo

D 10 05 0 List of capacities 3700221-0.0Page 2 (2)

L23/30H

2012.02.27. - Mk 2

General

Purpose

This should be seen as an easily comprehensiblesound analysis of MAN GenSets. These measure-ments can be used in the project phase as a basisfor decisions concerning damping and isolation inbuildings, engine rooms and around exhaust sys-tems.

Measuring equipment

All measurements have been made with PrecisionSound Level Meters according to standard IECPublication 651or 804, type 1 – with 1/1 or 1/3octave filters according to standard IEC Publication225. Used sound calibrators are according tostandard IEC Publication 942, class 1.

Definitions

Sound Pressure Level: LP = 20 x log P/P0 [dB ]

where P is the RMS value of sound pressure in pas-cals, and P0 is 20 μPa for measurement in air.

Sound Power Level: LW = 10 x log P/P0 [dB]

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

Measuring conditions

All measurements are carried out in one of MANDiesel & Turbo's test bed facilities.

During measurements, the exhaust gas is led out-side the test bed through a silencer. The GenSet isplaced on a resilient bed with generator and engineon a common base frame.

Sound Power is normally determined from SoundPressure measurements.

New measurement of exhaust sound is carried outat the test bed, unsilenced, directly after turbo-charger, with a probe microphone inside theexhaust pipe.

Previously used method for measuring exhaustsound are DS/ISO 2923 and DIN 45635, here ismeasured on unsilenced exhaust sound, one meterfrom the opening of the exhaust pipe, see fig.1.

Sound measuring "on-site"

The Sound Power Level can be directly applied toon-site conditions. It does not, however, necessarilyresult in the same Sound Pressure Level as meas-ured on test bed.

Normally the Sound Pressure Level on-site is 3-5dB higher than the given surface Sound PressureLevel (Lpf) measured at test bed. However, itdepends strongly on the acoustical properties of theactual engine room.

Standards

Determination of Sound Power from Sound Pres-sure measurements will normally be carried outaccording to:

ISO 3744 (Measuring method, instruments, back-ground noise, no of microphone positions etc) andISO 3746 (Accuracy due to criterion for suitability oftest environment, K2>2 dB).

Figure 1: .

MAN Diesel & Turbo

1609510-3.5Page 1 (1) Description of sound measurements D 10 25 0


2013.04.18

Introduction

This paper describes typical structure-borne noiselevels from standard resiliently mounted MAN Gen-Sets. The levels can be used in the project phaseas a reasonable basis for decisions concerningdamping and insulation in buildings, engine roomsand surroundings in order to avoid noise and vibra-tion problems.

References

References and guidelines according to ISO 9611and ISO 11689.

Operating condition

Levels are valid for standard resilient mounted Gen-Sets on flexible rubber support of 55° sh (A) on rela-tively stiff and well-supported foundations.

Frequency range

The levels are valid in the frequency range 31.5 Hzto 4 kHz.

Figure 1: Structure-borne noise on resiliently mounted GenSets

MAN Diesel & Turbo

1671754-6.2Page 1 (1) Description of structure-borne noise D 10 25 0


2013.06.04

Exhaust gas components of mediumspeed four-stroke diesel engines

The exhaust gas is composed of numerous constit-uents which are formed either from the combustionair, the fuel and lube oil used or which are chemicalreaction products formed during the combustionprocess. Only some of these are to be consideredas harmful substances.

For the typical exhaust gas composition of a MANDiesel & Turbo four-stroke engine without anyexhaust gas treatment devices, please see tablesbelow (only for guidance). All engines produced cur-rently fulfil IMO Tier II.

Carbon dioxide CO2

Carbon dioxide (CO2) is a product of combustion ofall fossil fuels.

Among all internal combustion engines the dieselengine has the lowest specific CO2 emission basedon the same fuel quality, due to its superior effi-ciency.

Sulphur oxides SOX

Sulphur oxides (SOX) are formed by the combustionof the sulphur contained in the fuel.

Among all propulsion systems the diesel processresults in the lowest specific SOx emission basedon the same fuel quality, due to its superior effi-ciency.

Nitrogen oxides NOX

The high temperatures prevailing in the combustionchamber of an internal combustion engine causesthe chemical reaction of nitrogen (contained in thecombustion air as well as in some fuel grades) andoxygen (contained in the combustion air) to nitrogenoxides (NOX).

Carbon monoxide CO

Carbon monoxide (CO) is formed during incompletecombustion.

In MAN Diesel & Turbo four-stroke diesel engines,optimisation of mixture formation and turbochargingprocess successfully reduces the CO content of theexhaust gas to a very low level.

Hydrocarbons HC

The hydrocarbons (HC) contained in the exhaustgas are composed of a multitude of various organiccompounds as a result of incomplete combustion.Due to the efficient combustion process, the HCcontent of exhaust gas of MAN Diesel & Turbo four-stroke diesel engines is at a very low level.

Particulate matter PM

Particulate matter (PM) consists of soot (elementalcarbon) and ash.

MAN Diesel & Turbo

1655210-7.3Page 1 (2) Exhaust gas components D 10 28 0

L32/40, L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.04.18

Main exhaust gas constituents 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

Total > 99.75 7,000

Additional gaseous exhaust gas con-stituents considered as pollutants

approx. [% by volume] approx. [g/kWh]

Sulphur oxides SOX1) 0.07 10.0

Nitrogen oxides NOX2) 0.07 - 0.10 8.0 - 10.0

Carbon monoxide CO3) 0.006 - 0.011 0.4 - 0.8

Hydrocarbons HC4) 0.01 - 0.04 0.4 - 1.2

Total < 0.25 26

Additional suspended exhaust gasconstituents, PM5)

approx. [mg/Nm3] approx. [g/kWh]

operating on operating on

MGO6) HFO7) MGO6) HFO7)

Soot (elemental carbon)8) 50 50 0.3 0.3

Fuel ash 4 40 0.03 0.25

Lube oil ash 3 8 0.02 0.04

Note!At rated power and without exhaust gas treatment.

1)

2)

3)

4)

5)

6)

7)

8)

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

D 10 28 0 Exhaust gas components 1655210-7.3Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.04.18

GenSet

No. of cyl.

Generator type

Max. cont. rating

kW

Speed rpm

Moment of inertia (J)

Engine

kgm2

Flywheel

kgm2

Generator***

kgm2

Total

kgm2

6

DIDBN* 121k/10

780 720 37.4 273.5 132.0 442.9

DIDBN*121i/8

810 750 37.4 273.5 94.0 404.9

LSA**52B L9/8p

960 900 65.5 273.5 83.0 422.0

7

DIDBN*131h/10

910 720 61.4 100.0 170.0 331.4

DIDBN*121k/8

945 750 61.4 100.0 110.0 271.4

LSA**54 VS4/8p

1120 900 47.9 111.3 120.0 279.2

8

DIDBN*131i/10

1040 720 49.6 100.0 200.0 349.6

DIDBN*131h/8

1080 750 49.6 100.0 152.0 301.6

LSA**54 VS5/8p

1280 900 78.5 273.5 133.3 485.3

* Generator, make A. van Kaick

** Generator, make Leroy Somer

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

Moment of intertia : GD2 = J x 4 (kgm2)

MAN Diesel & Turbo

1607591-7.4Page 1 (1) Moment of inertia D 10 30 0

L23/30H

2005.11.28.

Description

All engines are as standard designed for andapproved by leading classification societies to be inaccordance with IACS's demands for inclination ofships, that means the following angles (°) of inclina-tion.

Max. permissible angle of inclination [°] 1)

Application Athwartships α Fore and aft β

Heel to each side

(static)Rolling to eachside (dynamic)

Trim (static) 2)

Pitching(dynamic)L < 100 m L > 100 m

GenSet/Main engines

15 22.5 5 500/L 7.5

1)

2)Athwartships and fore and aft inclinations may occur simultaneously.Depending on length L of the ship.

α Athwartships β Fore and aft

Figure 1: Angle of inclination.

Note: For higher requirements contact MAN Diesel & Turbo. Arrange engines always lengthwise of the ship.

MAN Diesel & Turbo

1679798-5.2Page 1 (1) Inclination of engines D 10 32 0

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF, L23/30DF

2014.06.02

Green Passport

In 2009 IMO adopted the „Hong Kong InternationalConvention for the Safe and Environmentally SoundRecycling of Ships, 2009“.

Until this convention enters into force the recom-mendatory guidelines “Resolution A.962(23)” (adop-ted 2003) apply. This resolution has been imple-mented by some classification societies as “GreenPassport”.

MAN Diesel & Turbo is able to provide a list of haz-ardous materials complying with the requirementsof the IMO Convention. This list is accepted by clas-sification societies as a material declaration for“Green Passport”.

This material declaration can be provided onrequest.

MAN Diesel & Turbo

1699985-1.1Page 1 (1) Green Passport D 10 33 0


2013.04.18

Basic Diesel Engine

B 10

Engine ratings

Engine type No of cylinders

720 rpm 750 rpm 900 rpm

720 rpm Available turning direction



kW CW 1) kW CW 1) kW CW 1)

5L23/30H Mk2 650/710 Yes 675/740 Yes – –

6L23/30H Mk2 852 Yes 888 Yes 1050 Yes

7L23/30H Mk2 994 Yes 1036 Yes 1225 Yes

8L23/30H Mk2 1136 Yes 1184 Yes 1400 Yes

1) CW clockwise

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

Definition of engine ratingsGeneral 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

Relative humidity Φr % 30

Cooling water temperature upstream charge air cooler Tcr K/°C 298/25

Table 2: Standard reference conditions.

MAN Diesel & Turbo

3700292-7.0Page 1 (3) Power, outputs, speed B 10 01 1

L23/30H

2013.04.30 - Mk2

Available outputs PApplication

Available outputin percentage

from ISO-Standard-Output

Fuel stop power(Blocking)

Max. allowedspeed reduction

at maximum torque 1)

Tropic conditions

tr/tcr/pr=100 kPa

Remarks

Kind of application (%) (%) (%) (°C)

Electricity generation

Auxiliary engines in ships 100 110 – 45/38 2)

Marine main engines (with mechanical or diesel electric drive)

Main drive generator 100 110 – 45/38 2)

1) Maximum torque given by available output and nominal speed. 2) According to DIN ISO 8528-1 overload > 100% is permissible only for a short time to compensate frequency deviations.This additional engine output must not be used for the supply of electric consumers.

tr – Air temperature at compressor inlet of turbocharger. tcr – Cooling water temperature before charge air cooler pr – Barometric pressure.

Table 3: Available outputs / related reference conditions.

POperating: Available output under local conditions and dependent on application.

Dependent on local conditions or special application demands, a further load reduction of PApplication, ISO might beneeded.

De-rating

1) No de-rating due to ambient conditions is nee-ded as long as following conditions are notexceeded:

No de-rating up to statedreference conditions

(Tropic)

Special calculation needed if following values are

exceeded

Air temperature before turbocharger Tx ≤ 318 K (45 °C) 333 K (60 °C)

Ambient pressure ≥ 100 kPa (1 bar) 90 kPa

Cooling water temperature inlet charge air cooler (LT-stage) ≤ 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 1) 60 mbar 1)

1) Overpressure

Table 4: De-rating – Limits of ambient conditions.

MAN Diesel & Turbo

B 10 01 1 Power, outputs, speed 3700292-7.0Page 2 (3)

L23/30H

2013.04.30 - Mk2

2) De-rating due to ambient conditions and nega-tive intake pressure before compressor orexhaust gas back pressure after turbocharger.

aTx

U

U =

O

O =

Tcx

Tt

Correction factor for ambient conditionsAir temperature before turbocharger [K] beingconsidered (Tx = 273 + tx)Increased negative intake pressure beforecompressor leeds to a de-rating, calculatedas increased air temperature before turbo-charger

(-20mbar – pAir before compressor [mbar]) x 0.25K/mbar

with U ≥ 0

Increased exhaust gas back pressure afterturbocharger leads to a de-rating, calculatedas increased air temperature before turbo-charger:

(PExhaust after turbine [mbar] – 30mbar) x 0.25K/mbar

with O ≥ 0

Cooling water temperature inlet charge aircooler (LT-stage) [K] being considered (Tcx =273 + tcx)

Temperature in Kelvin [K]Temperature in degree Celsius [°C]

3) De-rating due to special conditions ordemands. Please contact MAN Diesel & Turbo,if:

▪ limits of ambient conditions mentioned in "Table4 De-rating – Limits of ambient conditions" areexceeded

▪ higher requirements for the emission level exist

▪ special requirements of the plant for heat recov-ery exist

▪ special requirements on media temperatures ofthe engine exist

▪ any requirements of MAN Diesel & Turbo men-tioned in the Project Guide can not be kept

MAN Diesel & Turbo

3700292-7.0Page 3 (3) Power, outputs, speed B 10 01 1

L23/30H

2013.04.30 - Mk2

General

The engine is a turbocharged, single-acting, four-stroke diesel engine of the trunk piston type with acylinder bore of 225 mm and a stroke of 300 mm,the crankshaft speed is 720, 750 or 900 rpm.

The engine can be delivered as an in-line enginewith 5 to 8 cylinders.

Engine frame

The engine frame which is made of cast iron is amonobloc design incorporating the cylinder bloc,the crankcase and the supporting flanges.

The charge air receiver, the cooling water jacketsand the housing for the camshaft and drive are alsointegral parts of this one-piece casting.

The main bearings for the underslung crankshaftare carried in heavy supports in the frame platingand are secured by bearing caps. To ensure strongand sturdy bedding of the caps, these are providedwith side guides and held in place by means ofstuds with hydraulically tightened nuts. The mainbearings are equipped with replaceable shells whichare fitted without scraping.

The crankshaft guide bearing is located at the fly-wheel end of the engine.

On the sides of the frame there are covers foraccess to the camshaft, the charge air receiver andcrankcase. Some of the covers are fitted with reliefvalves which will act, if oil vapours in the crankcaseshould be ignited, for instance in the event of a hotbearing.

Base frame

The engine and alternator are mounted on a com-mon base frame. The rigid base frame constructioncan be embedded directly on the engine seating orflexibly mounted.

The engine part of the base frame acts as lubricat-ing oil reservoir.

Cylinder liner

The cylinder liner is made of fine grained, pearlitecast iron and fitted in a bore in the engine frame.The liner is clamped by the cylinder head and is gui-ded by a bore at the bottom of the cooling waterspace of the engine frame. The liner can thusexpand freely downwards when heated during the

running of the engine. Sealing for the cooling wateris obtained by means of rubber rings which are fit-ted in grooves machined in the liner.

Cooling water is supplied at the bottom of the cool-ing water space between the liner and the engineframe and leaves through bores in the top of theframe to the cooling water jacket.

Top land ring

The top land ring is made of heat resistant steel,and is used to protect the cylinder liner from theheat generated by the combustion.

This way the liner will have a smaller wear rate, andless deformation.

Cylinder head

The cylinder head is of cast iron, made in one piece.It has a central bore for the fuel injection valve andbores for two exhaust valves, two inlet valves, indi-cator valve and cooling water.

The cylinder head is tightened by means of 4 nutsand 4 studs, which are screwed into the engineframe. The nuts are tightened by means of hydraulicjacks.

The cylinder head has a screwed-on coamingwhich encloses the valves. The coaming is closedwith a top cover and thus provides an oil tightenclosure for the valve gear.

Air inlet and exhaust valves

The inlet and exhaust valve spindles are identicaland therefore interchangeable.

The valve spindles are made of heat-resistant mate-rial and the spindle seats are armoured with wel-ded-on hard metal.

All valve spindles are fitted with valve rotators whichturn the spindles each time the valves are activated.The turning of the spindles is ensuring even temper-ature levels on the valve discs and prevents depos-its on the seating surfaces.

The cylinder head is equipped with replaceablevalve seat rings, which are directly water cooled inorder to assure low valve temperatures.

The seat rings are made of heat-resistant steel. Theseating surfaces are hardened in order to minimizewear and prevent dent marks, on the inlet seat byinduction hardening, on the exhaust seat by hardmetal armouring.

MAN Diesel & Turbo

3700240-1.0Page 1 (4) General description B 10 01 1

L23/30H

2012.05.07 - Mk2

Valve actuating gear

The rocker arms are actuated through rollers, rollerguides and push rods. The roller guides for fuelpump and for inlet and exhaust valves are mountedin one common housing for each cylinder. Thishousing is bolted to the engine frame.

Each rocker arm activates two spindles through aspring-loaded valve bridge with thrust screws andadjusting screws for valve clearance.

The valve actuating gear is pressure-feed lubricatedfrom the centralized lubricating system of theengine. A non-return valve blocks the oil inlet to therocker arms during prelubricating.

Fuel injection system

The engine is provided with one fuel injection pump,an injection valve, and a high pressure pipe for eachcylinder.

The injection pump is mounted on the valve gearhousing by means of two screws. The pump con-sists of a pump housing, a centrally placed pumpbarrel and a plunger. The pump is activated by thefuel cam, and the volume injected is controlled byturning the plunger.

The fuel injection valve is located in a valve sleeve inthe center of the cylinder head. The opening of thevalve is controlled by the fuel oil pressure, and thevalve is closed by a spring.

The high pressure pipe which is led through a borein the cylinder head is surrounded by a shieldingtube.

The shielding tube has two holes in order to ensurethat any leakage will be drained off to the cylinderhead bore. The bore is equipped with drain channeland pipe.

The complete injection equipment inclusive injectionpumps, high pressure and low pressure pipes iswell enclosed behind removable covers.

Piston

The piston, which is oil-cooled and of the monobloctype made of nodular cast-iron, is equipped with 3compression rings and 1 oil scraper ring.

By the use of compression rings with different bar-relshaped profiles and chrome-plated running surfa-ces, the piston ring pack is optimized for maximumsealing effect and minimum wear rate.

The piston has a cooling oil space close to the pis-ton crown and the piston ring zone. The heat trans-fer and thus the cooling effect is based on theshaker effect arising during the piston movement.The cooling medium is oil from the engine's lubri-cating oil system.

Oil is supplied to the cooling oil space throughchannels from the oil grooves in the piston pinbosses. Oil is drained from the cooling oil spacethrough ducts situated diametrically to the inletchannels.

The piston pin is fully floating and kept in position inaxial direction by two circlips (seeger rings). The pis-ton pin is equipped with channels and holes forsupply of oil to lubrication of the pin bosses and forsupply of cooling oil to the piston.

Connecting rod

The connecting rod is die-forged. The big-end hasan inclined joint in order to facilitate the piston andconnecting rod assembly to be withdrawn upthrough the cylinder liner. The joint faces on con-necting rod and bearing cap are serrated to ensureprecise location and to prevent relative movementof the parts.

The connecting rod has bored channels for supplyof oil from the big-end to the small-end.

The big-end bearing is of the trimetal type coatedwith a running layer.

The bearing shells are of the precision type and aretherefore to be fitted without scraping or any otherkind of adaption.

The small-end bearing is of trimetal type and ispressed into the connecting rod. The bush is equip-ped with an inner circumferential groove, and apocket for distribution of oil in the bush itself and forsupply of oil to the pin bosses.

Crankshaft and main bearings

The crankshaft, which is a one-piece forging, is sus-pended in underslung bearings. The main bearingsare of the trimetal type, which are coated with arunning layer. To attain a suitable bearing pressureand vibration level the crankshaft is provided withcounterweights, which are attached to the crank-shaft by means of two screws.

At the flywheel end the crankshaft is fitted with agear wheel which through an intermediate wheeldrives the camshaft.

MAN Diesel & Turbo

B 10 01 1 General description 3700240-1.0Page 2 (4)

L23/30H

2012.05.07 - Mk2

Also fitted here is a coupling flange for connectionof a generator. At the opposite end (front end) thereis a claw-type coupling for the lub. oil pump or aflexible gear wheel connection for lub. oil and waterpumps.

Lubricating oil for the main bearings is suppliedthrough holes drilled in the engine frame. From themain bearings the oil passes through bores in thecrankshaft to the big-end bearings and hencethrough channels in the connecting rods to lubricatethe piston pins and cool the pistons.

Camshaft and camshaft drive

The inlet and exhaust valves as well as the fuelpumps of the engine are actuated by a camshaft.The camshaft is placed in the engine frame at thecontrol side (left side, seen from the flywheel end).

The camshaft is driven by a gear wheel on thecrankshaft through an intermediate wheel, androtates at a speed which is half of that of the crank-shaft.

The camshaft is located in bearing bushes whichare fitted in bores in the engine frame. Each bearingis replaceable and locked in position in the engineframe by means of a locking screw.

A guidering mounted at the flywheel end guides thecamshaft in the longitudinal direction.

Each section is equipped with fixed cams for opera-tion of fuel pump, air inlet valve and exhaust valve.

The foremost section is equipped with a splinedshaft coupling for driving the fuel oil feed pump (ifmounted). The gear wheel for driving the camshaftas well as a gear wheel connection for the governordrive are screwed on to the aftmost section.

The lubricating oil pipes for the gear wheels areequipped with nozzles which are adjusted to applythe oil at the points where the gear wheels are inmesh.

Governor

The engine speed is controlled by a hydraulic orelectric governor.

Monitoring and control system

All media systems are equipped with thermometersand manometers for local reading and for the mostessential pressures the manometers are togetherwith tachometers centralized in an engine-mountedinstruments panel.

The number of and type of parameters to havealarm function are chosen in accordance with therequirements from the classification societies.

The engine has as standard shutdown functions forlubricating oil pressure low, cooling water tempera-ture high and for overspeed.

Turbocharger system

The turbocharger system of the engine, which is aconstant pressure system, consists of an exhaustgas receiver, a turbocharger, a charging air coolerand a charging air receiver, the latter being intergra-ted in the engine frame.

The turbine wheel of the turbocharger is driven bythe engine exhaust gas, and the turbine wheeldrives the turbocharger compressor, which ismounted on the common shaft. The compressordraws air from the engine room, through the air fil-ters.

The turbocharger presses the air through the charg-ing air cooler to the charging air receiver. From thecharging air receiver, the air flows to each cylinder,through the inlet valves.

The charging air cooler is a compact tube-typecooler with a large cooling surface. The coolingwater is passed twice through the cooler, the endcovers being designed with partitions which causethe cooling water to turn.

The cooling water tubes are fixed to the tube platesby expansion.

From the exhaust valves, the exhaust is led througha water cooled intermediate piece to the exhaustgas receiver where the pulsatory pressure from theindividual exhaust valves is equalized and passed tothe turbocharger as a constant pressure, and fur-ther to the exhaust outlet and silencer arrangement.

The exhaust gas receiver is made of pipe sections,one for each cylinder, connected to each other, bymeans of compensators, to prevent excessivestress in the pipes due to heat expansion.

MAN Diesel & Turbo

3700240-1.0Page 3 (4) General description B 10 01 1

L23/30H

2012.05.07 - Mk2

In the cooled intermediate piece a thermometer forreading the exhaust gas temperature is fitted andthere is also possibility of fitting a sensor for remotereading.

To avoid excessive thermal loss and to ensure areasonably low surface temperature the exhaustgas receiver is insulated.


The engine is started by means of a built-on airstarter.

The compressed air system comprises a main start-ing valve, an air strainer, a remote controlled start-ing valve and an emergency starting valve which willmake it possible to start the engine in case of apower failure.

Fuel oil system

The built-on fuel oil system consists of the fuel oil fil-ter and the fuel injection system. An engine-drivenfuel oil feed pump can be mounted as optional.

The fuel oil feed pump, which is of the gear pumptype, is mounted to the front end of the engineframe and driven by the camshaft through a splinedshaft coupling. The pump housing is equipped witha spring-loaded adjustable by-pass valve.

The fuel oil filter is a duplex filter. The filter is equip-ped with a three-way cock for single or doubleoperation of the filters.

Waste oil and fuel oil leakage is led to a leakagealarm which is heated by means of fuel return oil.

Internal nozzle cooling system

The nozzles of the injection valves on HFO-enginesare temperature controlled by means of a separatecircuit containing diesel oil or thermal oil as media.

The system maintains a nozzle surface temperaturelow enough to prevent formation of carbon trum-pets on the nozzle tips during high load operationand high enough to avoid cold corrosion duringidling or low-load operation.

Lubricating oil system

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

The lubricating oil pump is of the gear wheel typewith built-in pressure control valve. The pumpdraws the oil from the sump in the base frame, andon the pressure side the oil passes through thelubricating oil cooler and the filter which both aremounted on the engine.

Cooling is carried out by the low temperature cool-ing water system and the temperature regulating ismade by a thermostatic 3-way valve on the oil side.

The engine is as standard equipped with an electri-cally driven prelubricating pump.

Cooling water system

The cooling water system consists of a low temper-ature system and a high temperature system.

The water in the low temperature system is passedthrough the charge air cooler and the lubricating oilcooler, and the alternator if the latter is watercooled.

The low temperature system is normally cooled byfresh water.

The high temperature cooling water system coolsthe engine cylinders and the cylinder head. The hightemperature system is always cooled by freshwater.

Tools

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

MAN Diesel & Turbo

B 10 01 1 General description 3700240-1.0Page 4 (4)

L23/30H

2012.05.07 - Mk2

MAN Diesel & Turbo

10.35

Cross Section B 10 01 1

L23/30H

1607529-7.3Page 1 (1)

MAN Diesel & Turbo

Main Particulars B 10 01 13700223-4.0Page 1 (1)

L23/30H

12.12 - Mk 2

Cycle : 4-stroke

Configuration : In-line

Cyl. Nos. available : 5-6-7-8

Power range : 710-1400 kW

Speed : 720/750/900 rpm

Bore : 225 mm

Stroke : 300 mm

Stroke/bore ratio : 1.33:1

Piston area per cyl. : 398 cm2

Swept volume per cyl. : 11.9 ltr.

Compression ratio : 13.5:1

Max. combustion pressure : 145 bar*

Turbocharging principle : Constant pressure system and inter cool ing

Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700) MDO (DMB) - MGO (DMA, DMZ) according ISO8217-2010

Power lay-out

Speed

Mean piston speed

Mean effective pressure

Max. combustion pressure

Power per cylinder

rpm

m/sec.

bar

bar

kW/cyl.

900

9.0

19.6

150*

175

720

7.2

19.9

145

142

750

7.5

19.8

145

148

MCR version

*For L23/30H-900 rpm version a pressure of 150 bar measured at the indicator cock correspond to 145 bar in the combustion chamber.

General

Cyl. no A (mm) * B (mm) * C (mm) H (mm) ** Dry weight GenSet (t)

5 (720 rpm)5 (750 rpm)

6 (720 rpm)6 (750 rpm)6 (900 rpm)

7 (720 rpm)7 (750 rpm)7 (900 rpm)

8 (720 rpm)8 (750 rpm)8 (900 rpm)

33693369

373837383738

410941094109

447544754475

21552155

226522652265

239523952395

248024802340

55245524

600460046004

650465046504

695969596815

24022402

240224022466

246624662466

246624662466

18.017.6

19.719.721.0

21.421.422.8

23.522.924.5

PQ

***

Free passage between the engines, width 600 mm and height 2000 mm.Min. distance between engines: 2250 mm

Depending on alternatorWeight included a standard alternator

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

MAN Diesel & Turbo

3700244-9.0Page 1 (1) Dimensions and weights B 10 01 1

L23/30H

2012.08.13 - TCR

Description

X - mm Y - mm Z - mm

5 cyl. engine

6 cyl. engine

7 cyl. engine

8 cyl. engine

1740

2105

2245

2445

0

0

0

0

845

845

845

845

The values are based on generator make A. vanKaick. If another generator is chosen the values willchange.

MAN Diesel & Turbo

1631458-2.1Page 1 (1) Centre of gravity B 10 01 1

L23/30H, L23/30DF, L23/30S

2014.05.20

Dismantling height for piston

Figure 1: Dismantling height for piston.

Engine type Frame (H1) Cylinder head (H2) Turbocharger (H3)

5-6L23/30H (720/750 rpm)

7-8L23/30H (720/750 rpm)

6-7-8L23/30H (900 rpm)

1919

1919

1919

2398

2398

2398

2453

2553

2553

H1: For dismantling of piston and connecting rod at the camshaft side.

H2: For dismantling of piston and connecting rod passing the alternator. (Remaining cover not removed).

H3: For dismantling of piston and connecting rod passing the turbocharger.

If lower dismantling height is required, special tools can be delivered. See also B 10 01 1, Low dismantlingheight.

MAN Diesel & Turbo

3700314-5.0Page 1 (2) Overhaul areas B 10 01 1

L23/30H

2013.11.07 - Mk2

Dismantling space

It must be considered that there is sufficient spacefor pulling the charge air cooler element, air filter onthe turbocharger, lubricating oil cooler, lubricatingoil filter cartridge and bracing bolt.

Figure 2: Overhaul areas for charge air cooler element, turbocharger filter element, lub. oil cooler, lub. oil filter cartridge and bracing bolt.

Cyl. A B C D

5

6

6

7

7

8

8

720/750 rpm

720/750 rpm

900 rpm

720/750 rpm

900 rpm

720/750 prm

900 rpm

1270

1270

1270

1270

1420

1270

1620

2299

2299

2388

2388

2388

2388

2388

103

103

242

242

242

242

242

1765

1765

1798

1798

1798

1798

1798

Table 1: Definition of point of measurement in figure 2.

MAN Diesel & Turbo

B 10 01 1 Overhaul areas 3700314-5.0Page 2 (2)

L23/30H

2013.11.07 - Mk2

Space requirements

Figure 1: Minimum dismantling height of pistons only with special tools.

Figure 2: Minimum lifting height of cylinder liner only with special tools.

MAN Diesel & Turbo

1631462-8.0Page 1 (1) Low dismantling height B 10 01 1

L23/30H, L23/30DF, L23/30S

2014.05.21

Engine rotation clockwise

MAN Diesel & Turbo

1607566-7.2Page 1 (1) Engine rotation clockwise B 10 11 1

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

2014.05.19

Fuel Oil System

B 11

Internal fuel oil system

Figure 1: Internal fuel oil diagram

Pipe description

A3 Waste opil outlet DN15

A1 Fuel oil inlet DN20

A2 Fuel oil outlet DN20

Table 1: Flange connections are as standard according to DIN2501

General

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

▪ the high-pressure injection equipment

▪ an internal nozzle cooling system

▪ a waste oil system

Fuel oil system

The fuel oil is delivered to the injection pumpsthrough a safety filter.

The safety filter is a duplex filter of the split type witha filter fineness of 50 my. The filter is equipped witha common three-way cock for manual change ofboth the inlet and outlet side.

Fuel injection equipment

Each cylinder unit has its own set of injection equip-ment, comprising injection pump, high-pressurepipe and injection valve.

The injection equipment and the distribution supplypipes are housed in a fully enclosed compartmentthus minimizing heat losses from the preheated fuel.

This arrangement reduces external surface temper-atures and the risk of fire caused by fuel leakage.

Fuel oil injection pump

The fuel oil injection pump is installed on the rollerguide housing directly above the camshaft, and it isactivated by the cam on the camshaft through rollerguides fitted in the roller guide housing.

The injection amount of the pump is regulated bytransversal displacement of a toothed rack in theside of the pump housing.

By means of a gear ring, the pump plunger with thetwo helical millings, the cutting-off edges, is turned.Hereby the length of the pump stroke is specifiedwhen the plunger closes the inlet holes until the cut-ting-off edges again uncover the holes.

MAN Diesel & Turbo

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The release of high pressure through the cutting-offedges presses the oil with great force against thewall of the pump housing. At the spot, twoexchangeable plug screws are mounted.

The amount of fuel injected into each cylinder unit isadjusted by means of the governor.

It maintains the engine speed at the preset value bya continuous positioning of the fuel pump racks, viaa common regulating shaft and spring-loaded link-ages for each pump.

The injection valve is for "deep" building-in to thecentre of the cylinder head.

Fuel oil injection valve

The joint surface between the nozzle and holder ismachine-lapped to make it oil-tight.

The fuel injector is mounted in the cylinder head bymeans of the integral flange in the holder and twostuds with distance pieces and nuts.

A bore in the cylinder head vents the space belowthe bottom rubber sealing ring on the injectionvalve, thus preventing any pressure build-up due togas leakage, but also unveiling any malfunction ofthe bottom rubber sealing ring for leak oil.

Fuel oil high pressure pipe

The high-pressure pipe between fuel injection pumpand fuel injector is a shielded pipe with coned pipeends for attachment by means of a union nut, and anipple nut, respectively.

The high-pressure pipe is led through a bore in thecylinder head, in which it is surrounded by a shield-ing tube, also acting as union nut for attachment ofthe pipe end to the fuel injector.

The shielding tube has two holes in order to ensurethat any leakage will be drained off to the cylinderhead bore. The bore is equipped with drain channeland pipe.

The shielding tube is supported by a sleeve, moun-ted in the bore with screws.

The sleeve is equipped with O-rings in order to sealthe cylinder head bore.

Internal nozzle cooling system

The nozzles of the injection valves on HFO-enginesare temperature controlled by means of a circuitfrom the engines lubricating oil system.

The system maintains a nozzle surface temperaturelow enough to prevent formation of carbon trum-pets on the nozzle tips during high load operationand high enough to avoid cold corrosion duringidling or low-load operation.

Waste oil system

Waste and leak oil from the comparements, fuelvalves is led to a fuel leakage alarm unit.

The alarm unit consists of a box with a float switchfor level monitoring. In case of a larger than normalleakage, the float switch will initiate alarm. The sup-ply fuel oil to the engine is lead through the unit inorder to keep this heated up, thereby ensuring freedrainage passage even for high-viscous waste/leakoil.

Optionals

Besides the standard components, the followingstandard optionals can be built-on:

▪ Pressure differential alarm high

– PDAH 43-40 Fuel oil, inlet and outlet filter

▪ Pressure differential transmitting

– PDT 43-40 Fuel oil, inlet and outlet filter

▪ Pressure alarm low

– PAL 40 Fuel oil, inlet fuel oil pump

▪ Pressure transmitting

– PT40 Fuel oil, inlet fuel oil pump

▪ Temperature element

– TE40 Fuel oil, inlet fuel oil pump

Data

For pump capacities, see "D 10 05 0 List of capaci-ties"

Fuel oil consumption for emissions standard is sta-ted in "B 11 01 0 Fuel oil consumption for emis-sions standard"

Set points and operating levels for temperature andpressure are stated in "B 19 00 0 operation data &set points"

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Fuel oil diagram with drain split

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1624468-9.15Page 1 (4) Fuel oil diagram B 11 00 0

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Fuel oil diagram without drain split

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B 11 00 0 Fuel oil diagram 1624468-9.15Page 2 (4)

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Uni-fuel

The fuel system on page 1 is designed as a uni-fuelsystem indicating that the propulsion engine andthe GenSets are running on the same fuel oil andare fed from the common fuel system. The uni-fuelconcept is a unique possibility for substantial sav-ings in operating costs. It is also the simplest fuelsystem, resulting in lower maintenance and easieroperation. The diagram on page 1 is a guidance. Ithas to be adapted in each case to the actual engineand pipe layout.

Fuel feed system

The common fuel feed system is a pressurised sys-tem, consisting of HFO supply pumps, HFO circu-lating pumps, pre-heater, diesel cooler, DIESEL-switch and equipment for controlling the viscosity,(e.g. a viscorator). The fuel oil is led from the servicetank to one of the electrically driven supply pumps.It delivers the fuel oil with a pressure of approxi-mately 4 bar to the low-pressure side of the fuel oilsystem thus avoiding boiling of the fuel in the vent-ing pipe. From the low-pressure part of the fuel sys-tem the fuel oil is led to one of the electrically drivencirculating pumps which pumps the fuel oil througha pre-heater to the engines. For the propulsionengine please see the specific plant specifications.The internal fuel system for the GenSets is shown in"B 11 00 0 Internal fuel oil system".

To safeguard the injection system components onthe propulsion engine is it recommended to install afuel oil filter duplex with a fineness of max. 50microns (sphere passing mesh) as close as possibleto the propulsion engine.

GenSets with conventional fuel injection system orcommon rail fuel system must have fuel oil filterduplex with a fineness of max. 25 microns (spherepassing mesh) installed as close as possible toeach GenSet as shown in the fuel oil diagram.

GenSets with a common rail fuel system require anautomatic filter with a fineness of max. 10 microns(sphere passing mesh), which needs to be installedin the feeder circle.

It is possible, however not our standard/recommen-dation, to install a common fuel oil filter duplex anda common MDO filter for the entire GenSet plant. Inthis case it must be ensured that the fuel oil systemfulfils the classification rules and protects theengines from impurities.

Note: a filter surface load of 1 l/cm² per hour mustnot be exceeded!

The venting pipe is connected to the service tankvia an automatic deaeration valve that will releaseany gases present. To ensure ample filling of thefuel injection pumps the capacity of the electricallydriven circulating pumps must be three times higherthe amount of fuel consumed by the diesel engineat 100% load. The surplus amount of fuel oil is re-circulated in the engine and back through the vent-ing pipe. To have a constant fuel pressure to thefuel injection pumps during all engine loads aspring-loaded overflow valve is inserted in the fuelsystem. The circulating pump pressure should beas specified in "B 19 00 0, Operation data & setpoints" which provides a pressure margin againstgasification and cavitation in the fuel system even ata temperature of 150°C. The circulating pumps willalways be running; even if the propulsion engineand one or several of the GenSets are stopped. Cir-culation of heated heavy fuel oil through the fuelsystem on the engine(s) keep them ready to startwith preheated fuel injection pumps and the fuelvalves de-aerated.

Depending on system lay-out, viscosity, and volumein the external fuel oil system, unforeseen pressurefluctuations can be observed. In such cases it couldbe necessary to add pressure dampers to the fueloil system. For further assistance, please contactMAN Diesel & Turbo.

MDO operation

The MDO to the GenSets can also be supplied via aseparate pipeline from the service tank through aMDO booster pump. The capacity of the MDObooster pump must be three times higher theamount of MDO consumed by the diesel engines at100% load. The system is designed in such a waythat the fuel type for the GenSets can be changedindependent of the fuel supply to the propulsionengine. As an option the GenSet plant can be deliv-ered with the fuel changing system consisting of aset of remotely controlled, pneumatically actuated3-way fuel changing valves “V1-V2” for each Gen-Set and a fuel changing valve control box commonfor all GenSets. A separate fuel changing system foreach GenSet gives the advantage of individuallychoosing MDO or HFO mode. Such a changeovermay be necessary if the GenSets have to be:

▪ stopped for a prolonged period

▪ stopped for major repair of the fuel system, etc.

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▪ in case of a blackout / emergency start

If the fuel type for both the propulsion engine andGenSets have to be changed from HFO to MDO/MGO and vice versa, the 3-way valve just after theservice tanks has to be activated – the DIESEL-switch. With the introduction of stricter fuel sulphurcontent regulations the propulsion engine as well asthe GenSets increasingly have to be operated ondistillate fuels, i.e. marine gas oil (MGO) and marinediesel oil (MDO). To maintain the required viscosityat the engine inlet, it is necessary to install a coolerin the fuel system. The lowest viscosity suitable forthe main engine and the GenSets is 2 cSt at engineinlet.

Emergency start

Further, MDO must be available in emergency situa-tions. If a blackout occurs, the GenSets can bestarted up on MDO in two ways:

▪ MDO to be supplied from the MDO boosterpump which can be driven pneumatically orelectrically. If the pump is driven electrically, itmust be connected to the emergency switch-board.

▪ If the GenSet has a built-on booster pump, itcan be used if the minimum level in the MDOservice tank corresponds to or is max. 1.0metres below the level of the built-on boosterpump. However, in the design of the entire sys-tem, the level of the service tank under the Gen-Set can cause problems with vacuum in thesystem.

▪ A gravity tank (100 - 200 litres) can be arrangedabove the GenSet. With no pumps available, itis possible to start up the GenSet if a gravitytank is installed minimum 8 metres above theGenSet. However, only if the changeover valve“V1-V2” is placed as near as possible to theGenSet.

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Specification for heavy fuel oil (HFO)

PrerequisitesMAN four-stroke diesel engines can be operated with any heavy fuel oilobtained from crude oil that also satisfies the requirements in Table "The fuelspecification and corresponding characteristics for heavy fuel oil", providingthe engine and fuel processing system have been designed accordingly. Toensure that the relationship between the fuel, spare parts and repair / main-tenance costs remains favorable at all times, the following points should beobserved.

Heavy fuel oil (HFO)The quality of the heavy fuel oil largely depends on the quality of crude oiland on the refining process used. This is why the properties of heavy fuel oilswith the same viscosity may vary considerably depending on the bunkerpositions. Heavy fuel oil is normally a mixture of residual oil and distillates.The components of the mixture are normally obtained from modern refineryprocesses, such as Catcracker or Visbreaker. These processes canadversely affect the stability of the fuel as well as its ignition and combustionproperties. The processing of the heavy fuel oil and the operating result ofthe engine also depend heavily on these factors.

Bunker positions with standardised heavy fuel oil qualities should preferablybe used. If oils need to be purchased from independent dealers, also ensurethat these also comply with the international specifications. The engine oper-ator is responsible for ensuring that suitable heavy fuel oils are chosen.

Fuels intended for use in an engine must satisfy the specifications to ensuresufficient quality. The limit values for heavy fuel oils are specified in Table„The fuel specification and corresponding characteristics for heavy fuel oil“.The entries in the last column of this table provide important backgroundinformation and must therefore be observed.

Different international specifications exist for heavy fuel oils. The most impor-tant specifications are ISO 8217-2010 and CIMAC-2003, which are more orless identical. The ISO 8217 specification is shown in Figure „ISO 8217-2010specification for heavy fuel oil“. All qualities in these specifications up to K700can be used, providing the fuel preparation system has been designedaccordingly. To use any fuels, which do not comply with these specifications(e.g. crude oil), consultation with Technical Service of MAN Diesel & Turbo inAugsburg 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 speci-fication and corresponding properties for heavy fuel oil" satisfy the aboverequirements, they probably do not adequately define the ignition and com-bustion properties and the stability of the fuel. This means that the operatingbehaviour of the engine can depend on properties that are not defined in thespecification. This particularly applies to the oil property that causes forma-tion of deposits in the combustion chamber, injection system, gas ducts andexhaust gas system. A number of fuels have a tendency towards incompati-bility with lubricating oil which leads to deposits being formed in the fueldelivery pump that can block the pumps. It may therefore be necessary toexclude specific fuels that could cause problems.

Origin/Refinery process

Specifications

Important

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6680 3.3.3-01 EN 1 (12)

The addition of engine oils (old lubricating oil, ULO –used lubricating oil) andadditives that are not manufactured from mineral oils, (coal-tar oil, for exam-ple), and residual products of chemical or other processes such as solvents(polymers or chemical waste) is not permitted. Some of the reasons for thisare as follows: abrasive and corrosive effects, unfavourable combustioncharacteristics, poor compatibility with mineral oils and, last but not least,adverse effects on the environment. The order for the fuel must expresslystate what is not permitted as the fuel specifications that generally apply donot 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 asemulsifiers that cause dirt, water and catfines to be transported as fine sus-pension. They therefore prevent the necessary cleaning of the fuel. In ourexperience (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 isprohibited for environmental protection reasons according to the resolutionof the IMO Marine Environment Protection Committee passed on 1st January1992.

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

Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity

Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity

Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing

Flash point °C 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)

Coke residue (Conrad-son)

Weight % max. 20 Combustion properties

Sulphur content 5 orlegal requirements

Sulphuric acid corrosion

Ash content 0.15 Heavy fuel oil processing

Vanadium content mg/kg 450 Heavy fuel oil processing

Water content Vol. % 0.5 Heavy fuel oil processing

Sediment (potential) Weight % 0.1

Aluminium and siliciumcontent (total)

mg/kg max. 60 Heavy fuel oil processing

Acid number mg KOH/g 2.5

Hydrogen sulphide mg/kg 2

Blends

Leak oil collector

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Used lubricating oil(ULO)

mg/kg The fuel must be free of lubri-cating oil (ULO = used lubricat-ing oil, old oil). Fuel is consid-ered as contaminated withlubricating oil when the follow-ing concentrations occur:

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

Asphaltene content Weight % 2/3 of coke residue(according to Conradson)

Combustion properties

Sodium content 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. Itmust also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.

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

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

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

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6680 3.3.3-01 EN 5 (12)

Additional informationThe purpose of the following information is to show the relationship betweenthe quality of heavy fuel oil, heavy fuel oil processing, the engine operationand operating results more clearly.

Economic operation with heavy fuel oil within the limit values specified in thetable entitled "The fuel specification and corresponding properties for heavyfuel oil" is possible under normal operating conditions, provided the system isworking properly and regular maintenance is carried out. If these require-ments are not satisfied, shorter maintenance intervals, higher wear and agreater need for spare parts is to be expected. The required maintenanceintervals and operating results determine, which quality of heavy fuel oilshould be used.

It is an established fact that the price advantage decreases as viscosityincreases. It is therefore not always economical to use the fuel with the high-est viscosity as in many cases the quality of this fuel will not be the best.

Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-mum permissible viscosity depends on the preheating system installed andthe capacity (flow rate) of the separator.

The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, 23/30Hand 28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream ofthe engine must be observed. This is the only way to ensure efficient atomi-sation and mixture formation and therefore low-residue combustion. Thisalso prevents mechanical overloading of the injection system. For the prescri-bed injection viscosity and/or the required fuel oil temperature upstream ofthe engine, refer to the viscosity temperature diagram.

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

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

Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains inthe tank and the lower the viscosity of heavy fuel oil is, the more effective theprecleaning process will be (maximum preheating temperature of 75 °C toprevent the formation of asphalt in heavy fuel oil). A settling tank is sufficientfor heavy fuel oils with a viscosity of less than 380 mm2/s at 50 °C. If theheavy fuel oil has a high concentration of foreign matter, or if fuels in accord-ance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tankswill be required one of which must be sized for 24-hour operation. Before thecontent is moved to the service tank, water and sludge must be drained fromthe settling tank.

A separator is particularly suitable for separating material with a higher spe-cific density – water, foreign matter and sludge, for example. The separatorsmust be self-cleaning (i.e. the cleaning intervals must be triggered automati-cally).

Only new generation separators should be used. They are extremely effectivethroughout a wide density range with no changeover required, and can sep-arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.

Selection of heavy fuel oil

Viscosity/injection viscosity

Heavy fuel oil processing

Settling tank

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Table "Achievable proportion of foreign matter and water (following separa-tion)" shows the prerequisites that must be met by the separator. These limitvalues are used by manufacturers as the basis for dimensioning the separa-tor and ensure compliance.

The manufacturer's specifications must be complied with to maximize thecleaning effect.

Application in ships and stationary use: parallel installation1 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' currentrecommendations (Alpha Laval and Westfalia). The density and viscosity ofthe heavy fuel oil in particular must be taken into account. If separators byother manufacturers are used, MAN Diesel & Turbo should be consulted.

If processing is carried out in accordance with the MAN Diesel & Turbo spec-ifications and the correct separators are chosen, it may be assumed that theresults stated in the table entitled "Achievable proportion of foreign matterand water" for inorganic foreign matter and water in the heavy fuel oil will beachieved at the engine inlet.

Results obtained during operation in practiсe show that the wear occurs as aresult of abrasion in the injection system and the engine will remain withinacceptable limits if these values are complied with. In addition, an optimumlubricating oil treatment process must be ensured.

Definition Particle size Quantity

Inorganic foreign matterincluding catalyst particles

< 5 µm < 20 mg/kg

Al+Si content -- < 15 mg/kg

Water content -- < 0.2 % by vol. %

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

It is particularly important to ensure that the water separation process is asthorough as possible as the water takes the form of large droplets, and not afinely distributed emulsion. In this form, water also promotes corrosion andsludge formation in the fuel system and therefore impairs the supply, atomi-sation and combustion of the heavy fuel oil. If the water absorbed in the fuelis seawater, harmful sodium chloride and other salts dissolved in this waterwill enter the engine.

Water

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

If the vanadium/sodium ratio is unfavorable, the melting point of the heavyfuel oil ash may fall in the operating area of the exhaust-gas valve which canlead to high-temperature corrosion. Most of the water and water-solublesodium compounds it contains can be removed by pretreating the heavy fueloil in the settling tank and in the separators.

The risk of high-temperature corrosion is low if the sodium content is onethird of the vanadium content or less. It must also be ensured that sodiumdoes 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 ahigher quantity of salt deposits in the combustion chamber and exhaust-gassystem. This will impair the function of the engine (including the suction func-tion of the turbocharger).

Under certain conditions, high-temperature corrosion can be prevented byusing a fuel additive that increases the melting point of the heavy fuel oil ash(also see "Additives for heavy fuel oils").

Fuel ash consists for the greater part of vanadium oxide and nickel sulphate(see above chapter for more information). Heavy fuel oils containing a highproportion of ash in the form of foreign matter, e.g. sand, corrosion com-pounds and catalyst particles, accelerate the mechanical wear in the engine.Catalyst particles produced as a result of the catalytic cracking process maybe present in the heavy fuel oils. In most cases, these are aluminium silicateparticles that cause a high degree of wear in the injection system and theengine. The aluminium content determined, multiplied by a factor of between5 and 8 (depending on the catalytic bond), is roughly the same as the pro-portion of catalyst remnants in the heavy fuel oil.

If a homogeniser is used, it must never be installed between the settling tankand separator as otherwise it will not be possible to ensure satisfactory sepa-ration of harmful contaminants, particularly seawater.

National and international transportation and storage regulations governingthe use of fuels must be complied with in relation to the flash point. In gen-eral, a flash point of above 60 °C is prescribed for diesel engine fuels.

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

If the viscosity of the fuel is higher than 1,000 mm2/s (cST), or the tempera-ture is not at least 10 °C above the pour point, pump problems will occur.For more information, also refer to "Low-temperature behaviour (ASTM D97)".

If the proportion of asphalt is more than two thirds of the coke residue (Con-radson), combustion may be delayed which in turn may increase the forma-tion of combustion residues, leading to such as deposits on and in the injec-tion nozzles, large amounts of smoke, low output, increased fuel consump-tion and a rapid rise in ignition pressure as well as combustion close to thecylinder wall (thermal overloading of lubricating oil film). If the ratio of asphaltto coke residues reaches the limit 0.66, and if the asphalt content exceeds8%, the risk of deposits forming in the combustion chamber and injection

Vanadium/Sodium

Ash

Homogeniser

Flash point (ASTM D 93)

Low-temperature behaviour(ASTM D 97)

Pump characteristics

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

Nowadays, to achieve the prescribed reference viscosity, cracking-processproducts are used as the low viscosity ingredients of heavy fuel oils althoughthe ignition characteristics of these oils may also be poor. The cetane num-ber of these compounds should be > 35. If the proportion of aromatic hydro-carbons is high (more than 35 %), this also adversely affects the ignitionquality.

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 theoil film at the cylinder liner and also high cylinder pressures. The ignition delayand accompanying increase in pressure in the cylinder are also influenced bythe end temperature and compression pressure, i.e. by the compressionratio, the charge-air pressure and charge-air temperature.

The disadvantages of using fuels with poor ignition characteristics can belimited by preheating the charge air in partial load operation and reducing theoutput for a limited period. However, a more effective solution is a high com-pression ratio and operational adjustment of the injection system to the igni-tion characteristics of the fuel used, as is the case with MAN Diesel & Turbopiston engines.

The ignition quality is one of the most important properties of the fuel. Thisvalue does not appear in the international specifications because a standar-dised testing method has only recently become available and not enoughexperience has been gathered at this point in order to determine limit values.The parameters, such as the calculated carbon aromaticity index (CCAI), aretherefore aids that are derived from quantifiable fuel properties. We haveestablished that this method is suitable for determining the approximate igni-tion quality of the heavy fuel oil used.

A testing instrument has been developed based on the constant volumecombustion method (fuel combustion analyser FCA) and is currently beingtested by a series of testing laboratories.The instrument measures the ignition delay to determine the ignition qualityof a fuel and this measurement is converted into a an instrument-specificcetane 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 causeoperating problems.

As the liquid components of the heavy fuel oil decisively influence the ignitionquality, flow properties and combustion quality, the bunker operator isresponsible for ensuring that the quality of heavy fuel oil delivered is suitablefor the diesel engine. (Also see illustration entitled "Nomogram for determin-ing the CCAI – assigning the CCAI ranges to engine types").

Ignition quality

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V Viscosity in mm2/s (cSt) at 50° C A Normal operating conditionsD Density [in kg/m3] at 15° C B The ignition characteristics can

be poor and require adapting theengine or the operating condi-tions.

CCAI Calculated Carbon AromaticityIndex

C Problems identified may lead toengine damage, even after ashort period of operation.

1 Engine type 2 The CCAI is obtained from thestraight line through the densityand viscosity of the heavy fueloils.

Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to enginetypes

The CCAI can be calculated using the following formula:

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

The engine should be operated at the cooling water temperatures prescribedin the operating handbook for the relevant load. If the temperature of thecomponents that are exposed to acidic combustion products is below theacid dew point, acid corrosion can no longer be effectively prevented, even ifalkaline lubricating oil is used.

The BN values specified in Section 3.3.6 are sufficient, providing the qualityof lubricating oil and the engine's cooling system satisfy the requirements.

Sulphuric acid corrosion

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The supplier must guarantee that the heavy fuel oil is homogeneous andremains stable, even after the standard storage period. If different bunker oilsare mixed, this can lead to separation and the associated sludge formation inthe fuel system during which large quantities of sludge accumulate in theseparator that block filters, prevent atomisation and a large amount of resi-due as a result of combustion.

This is due to incompatibility or instability of the oils. Therefore heavy fuel oilas much as possible should be removed in the storage tank before bunker-ing again to prevent incompatibility.

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

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

The use of heavy fuel oil additives during the warranty period must be avoi-ded as a basic principle.

Additives that are currently used for diesel engines, as well as their probableeffects on the engine's operation, are summarised in the table below „Addi-tives for heavy fuel oils – classification/effects“.

Precombustion additives ▪ Dispersing agents/stabil-isers

▪ Emulsion breakers

▪ Biocides

Combustion additives ▪ Combustion catalysts(fuel savings, emissions)

Post-combustion additives ▪ Ash modifiers (hot corro-sion)

▪ Soot removers (exhaust-gas system)

Table 3: Additives for heavy fuel oils – Classification/effects

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

If the engine is not always operated with low-sulphur heavy fuel oil, corre-sponding lubricating oil for the fuel with the highest sulphur content must beselected.

Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.

Compatibility

Blending the heavy fuel oil

Additives to heavy fuel oils

Heavy fuel oils with lowsulphur content

2013

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Spec

ifica

tion

for h

eavy

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oil

(HFO

)66

80 3

.3.3

-01

Gene

ral


6680 3.3.3-01 EN 11 (12)

TestsTo check whether the specification provided and/or the necessary deliveryconditions are complied with, we recommend you retain at least one sampleof 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 sam-ple should be taken from the transfer line when starting up, halfway throughthe operating period and at the end of the bunker period. "Sample Tec" byMar-Tec in Hamburg is a suitable testing instrument which can be used totake samples on a regular basis during bunkering.

To ensure sufficient cleaning of the fuel via the separator, perform regularfunctional check by sampling up- and downstream of the separator.

Analysis of HFO samples is very important for safe engine operation. We cananalyse fuel for customers at our laboratory (PrimeServLab).

Sampling

Analysis of samples

Spec

ifica

tion

for h

eavy

fuel

oil

(HFO

)66

80 3

.3.3

-01

Gene

ral

2013

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12 (12) 6680 3.3.3-01 EN

Marine diesel oil (MDO) specification

Marine diesel oilMarine diesel oil, marine diesel fuel.

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

SpecificationThe suitability of fuel depends on the design of the engine and the availablecleaning options, as well as compliance with the properties in the followingtable that refer to the as-delivered condition of the fuel.

The properties are essentially defined using the ISO 8217-2010 standard asthe basis. The properties have been specified using the stated test proce-dures.

Properties Unit Testing method Designation

ISO-F specification DMB

Density at 15 °C kg/m3 ISO 3675 < 900

Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 > 2.0< 11 *

Pour point (winter quality) °C ISO 3016 < 0

Pour point (summer quality) °C < 6

Flash point (Pensky Martens) °C ISO 2719 > 60

Total sediment content weight % ISO CD 10307 0.10

Water content vol. % ISO 3733 < 0.3

Sulphur content weight % ISO 8754 < 2.0

Ash content weight % ISO 6245 < 0.01

Coke residue (MCR) weight % ISO CD 10370 < 0.30

Cetane index - ISO 4264 > 35

Hydrogen sulphide mg/kg IP 570 < 2

Acid number mg KOH/g ASTM D664 < 0.5

Oxidation resistance g/m3 ISO 12205 < 25

Lubricity(wear scar diameter)

μm ISO 12156-1 < 520

Other specifications:

British Standard BS MA 100-1987 Class M2

ASTM D 975 2D

ASTM D 396 No. 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 exceed6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.

Other designations

Origin

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Mar

ine

dies

el o

il (M

DO) s

peci

ficat

ion

D010

.000

.023

-04-

0001

Gene

ral

MAN Diesel & Turbo 010.000.023-04

D010.000.023-04-0001 EN 1 (2)

Additional informationDuring transshipment and transfer, MDO is handled in the same manner asresidual oil. This means that it is possible for the oil to be mixed with high-viscosity fuel or heavy fuel oil – with the remnants of these types of fuels inthe bunker ship, for example – that could significantly impair the properties ofthe oil.

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.

You can ensure that these conditions will be met by using motor vehicle die-sel fuel in accordance with EN 590 as this characteristic value is an integralpart of the specification.

The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).Fuel is considered as contaminated with lubricating oil when the followingconcentrations 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. Thelowest temperature of the fuel in the system should be roughly 10 °C abovethe pour point to ensure that the required pumping characteristics are main-tained.

A minimum viscosity must be observed to ensure sufficient lubrication in thefuel injection pumps. The temperature of the fuel must therefore not exceed45 °C.

Seawater causes the fuel system to corrode and also leads to hot corrosionof the exhaust valves and turbocharger. Seawater also causes insufficientatomisation and therefore poor mixture formation accompanied by a highproportion of combustion residues.

Solid foreign matter increase mechanical wear and formation of ash in thecylinder space.

We recommend the installation of a separator upstream of the fuel filter. Sep-aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalystparticles) and water can be removed, and the cleaning intervals of the filterelements can be extended considerably.


AnalysesAnalysis of fuel samples is very important for safe engine operation. We cananalyse fuel for customers at our laboratory (PrimeServLab).

Lubricity

Mar

ine

dies

el o

il (M

DO) s

peci

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D010

.000

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0001

Gene

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010.000.023-04 MAN Diesel & Turbo

2 (2) D010.000.023-04-0001 EN

Gas oil / diesel oil (MGO) specification

Diesel oilGas oil, marine gas oil (MGO), diesel oil

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

SpecificationThe suitability of fuel depends on whether it has the properties defined in thisspecification (based on its composition in the as-delivered state).

The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standardshave been extensively used as the basis when defining these properties. Theproperties correspond to the test procedures stated.

Properties Unit Test procedure Typical value

Density at 15 °Ckg/m3 ISO 3675

≥ 820.0≤ 890.0

Kinematic viscosity 40 °Cmm2/s (cSt) ISO 3104

≥ 2≤ 6.0

Filterability*

in summer and in winter

°C°C

DIN EN 116DIN EN 116

≤ 0≤ -12

Flash point in closed cup °C ISO 2719 ≥ 60

Sediment content (extraction method) weight % ISO 3735 ≤ 0.01

Water content Vol. % ISO 3733 ≤ 0.05

Sulphur content

weight %

ISO 8754 ≤ 1.5

Ash ISO 6245 ≤ 0.01

Coke residue (MCR) ISO CD 10370 ≤ 0.10

Hydrogen sulphide mg/kg IP 570 < 2

Acid number mg KOH/g ASTM D664 < 0.5

Oxidation stability g/m3 ISO 12205 < 25

Lubricity(wear scar diameter)

μm ISO 12156-1 < 520

Cetane index - ISO 4264 ≥ 40

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.

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

Other designations

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Gas

oil /

die

sel o

il (M

GO) s

peci

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D010

.000

.023

-01-

0001

Gene

ral


D010.000.023-01-0001 EN 1 (2)

Additional informationIf distillate intended for use as heating oil is used with stationary enginesinstead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 orno. 2 according to ASTM D 396), the ignition behaviour, stability and behav-iour at low temperatures must be ensured; in other words the requirementsfor the filterability and cetane number must be satisfied.

To ensure sufficient lubrication, a minimum viscosity must be ensured at thefuel pump. The maximum temperature required to ensure that a viscosity ofmore than 1.9 mm2/s is maintained upstream of the fuel pump, depends onthe fuel viscosity. In any case, the fuel temperature upstream of the injectionpump must not exceed 45 °C.

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.

You can ensure that these conditions will be met by using motor vehicle die-sel fuel in accordance with EN 590 as this characteristic value is an integralpart of the specification.



Use of diesel oil

Viscosity

Lubricity

Gas

oil /

die

sel o

il (M

GO) s

peci

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ion

D010

.000

.023

-01-

0001

Gene

ral

2013

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2 (2) D010.000.023-01-0001 EN

Bio fuel specification

BiofuelBiodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat

Biofuel is derived from oil plants or old cooking oil.

ProvisionTransesterified and non-transesterified vegetable oils can be used.

Transesterified biofuels (biodiesel, FAME) must comply with the standard EN14214.

Non-transesterified biofuels must comply with the specifications listed inTable "Non-transesterified bio-fuel - Specifications".

These specifications are based on experience to date. As this experience islimited, these must be regarded as recommended specifications that can beadapted if necessary. If future experience shows that these specifications aretoo strict, or not strict enough, they can be modified accordingly to ensuresafe and reliable operation.

When operating with bio-fuels, lubricating oil that would also be suitable foroperation with diesel oil (see "Specification of lubricating oil (SAE 40) foroperation with gas oil, diesel oil (MGO/MDO) and biofuels") must be used.

Properties/Characteristics Unit Test method

Density at 15 °C 900 - 930 kg/m3 DIN EN ISO 3675,EN ISO 12185

Flash point > 60 °C DIN EN 22719

lower calorific value > 35 MJ/kg(typical: 37 MJ/kg)

DIN 51900-3

Viscosity/50 °C < 40 cSt (corresponds to a viscos-ity/40 °C of < 60 cSt)

DIN EN ISO 3104

Cetane number > 40 FIA

Coke residue < 0.4% DIN EN ISO 10370

Sediment content < 200 ppm DIN EN 12662

Oxidation stability (110 °C) > 5 h 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

TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660

Filterability < 10 °C below the lowest temper-ature in the fuel system

EN 116

Table 1: Non-transesterified bio-fuel - Specifications

Other designations

Origin

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Bio

fuel

spe

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n66

80 3

.3.1

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6680 3.3.1-02 EN 1 (2)



Bio

fuel

spe

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n66

80 3

.3.1

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2013

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2 (2) 6680 3.3.1-02 EN

Operation with biofuel

Please contact MAN Diesel & Turbo at an earlystage of project.

Requirements on plant side

Biofuel has to be divided into 3 categories.

Category 1 – transesterified biofuel

For example:

▪ Biodiesel (FAME)

Esterified biofuel is comparable to MDO (ISO-F-DMB/ ISO-F-DMC), therefore standard layout of fueloil system for MDO-operation to be used.

Category 2 – not transesterified biofuel and pourpoint below 20°C

For example:

▪ Vegetable oil

▪ Rape-seed oil

Not transesterified biofuel with pour point below20°C is comparable to HFO (ISO-F-RM), thereforestandard layout of fuel oil system for HFO-operationto be used.

Category 3 – not transesterified biofuel and pourpoint above 20° C

For example:

▪ Palm oil

▪ Stearin

▪ Animal fat

▪ Frying fat

Caution:

Not transesterified biofuel with a pour point above20° C carries a risk of flocculation and may clog uppipes and filters unless special precautions aretaken.

Therefore the standard layout of fuel oil system forHFO-operation has to be modified concerning fol-lowing aspects:

▪ In general no part of the fuel oil system must becooled down below pour point of the used bio-fuel.

▪ Fuel cooler for circulation fuel oil feeding part =>to be modified. In this circuit a temperature above pour point ofthe biofuel is needed without overheating of thesupply pumps.

▪ Sensor pipes to be isolated or heated and loca-ted near to main pipes.

▪ To prevent injection nozzles from clogging indi-cator filter size 0.010 mm has to be usedinstead of 0.034 mm.

Additionally:

▪ Fuel oil module to be located inside plant (to beprotected against rain and cold wind).

▪ A second fuel type has to be provided of cate-gory 1 or 2. Due to the risk of clogging it is needed beforeeach stop of the engine, to change over to asecond fuel type of category 1 or 2 and to oper-ate the engine until the danger of clogging ofthe fuel oil system no longer exists.

MAN Diesel & Turbo

3700063-9.0Page 1 (2) Explanatory notes for biofuel B 11 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2011.01.03

Requirements on engine

▪ Injection pumps with special coating and withsealing oil system.

▪ Fuel pipes and leak fuel pipes must be equip-ped with heattracing (not to be applied for bio-fuel category 1). Heattracing to be applied forbiofuel category 2 outside covers of injectionpump area and for biofuel category 3 alsoinside injection pump area.

▪ Inlet valve lubrication (L32/40)

▪ Nozzle cooling to be applied for biofuel category2 and 3. (L32/40)

▪ Charge air temperature before cylinder 55° C tominimize ignition delay.

Please be aware

▪ Depending on the quality of the biofuel, it maybe necessary to carry out one oil change peryear (this is not taken into account in the detailsconcerning lubricating oil consumption).

▪ An addition to the fuel oil consumption is neces-sary:2 g/kWh addition to fuel oil consumption (seechapter fuel oil consumption)

▪ Engine operation with fuels of low calorific valuelike biofuel, requires an output reduction:

– LCV ≥ 38 MJ/kg Power reduction 0%



MAN Diesel & Turbo

B 11 00 0 Explanatory notes for biofuel 3700063-9.0Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2011.01.03

Crude oilCrude oil is a naturally occurring flammable liquid consisting of a complex mixture of hydrocarbons of variousmolecular weights and other liquid organic compounds, that are found in geologic formations beneath theEarth's surface.

The flash point of crude oil is low, typically below ambient temperature.

Our four-stroke medium-speed engines are well proven in operation on crude oil taken directly from oil wellsand conditioned on site.

Exploiting crude oil to feed the large consumers involved in oil and gas exploration and production is both aneconomical solution and saves the considerable CO2 emissions involved in the refining of distillate fuels andtheir transport via pumping stations from and to the oil field.

Properties/Characteristics Unit Limit Test method

Viscosity, before injection pumps, min. cSt 3

Viscosity, before injection pumps, max. cSt 14 1)

Viscosity @ 50°C, max. cSt 700 ISO 3104

Density @ 15°C, max. kg/m3 1010.0 ISO 3675 or ISO 12185

CCAI, max. – 870 ISO 8217

Water before engine, max. % volume 0.2 ISO 3733

Sulphur, max. % mass 4.5 ISO 8754 or ISO 14596

Ash, max. % mass 0.15 ISO 6245

Vanadium, max. mg/kg 600 ISO 14597 or IP 501 or IP 470

Sodium + Potassium before engine,max.

mg/kg 1/3 Vanadium content ISO 10478

Aluminium + Silicon before engine, max. mg/kg 15 ISO 10478 or IP 501 or IP 470

Carbon residue, max. % mass 20 ISO 10370

Asphaltenes, max. % mass 2/3 of carbon residue(according to Conradson)

ASTM D3279

Reid vapour pressure (RVP), max. kPa @ 37.8°C 65 ASTM D323

Lubricity (wear scar diameter) μm < 520 ISO 12156-1

Pour point, max. °C 30 ISO 3016

Cold filter plugging point °C 2) IP 309

Total sediment potential, max. % mass 0.10 ISO 10307-2

Hydrogen sulphide, max. mg/kg 2 IP 570

AN (acid number), max. mg KOH/g 2.5 ASTM D664

Table 1: Crude oil - specifications.1) Viscosity, before injection pumps, max. 18 cSt for GenSets L23/30H, L28/32H and V28/32S2) Minimum 10°C below the lowest temperature in the entire fuel system

MAN Diesel & Turbo

3700246-2.0Page 1 (1) Crude oil specification B 11 00 0

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2012.09.03

General

Exhaust emissions from marine diesel engines havebeen the focus of recent legislation. Apart fromnitrous oxides (NOx), sulphur oxides (SOx) are con-sidered to be the most important pollution factor. Arange of new regulations have been implementedand others will follow (IMO, EU Directive, andCARB). These regulations demand reduction ofSOx emissions by restricting the sulphur content ofthe fuel. That is to say sulphur limits for HFO as wellas mandatory use of low sulphur distillate fuels forparticular applications. This guideline covers theengine related aspects of the use of such fuels.

Low sulphur HFO

From an engine manufacturer’s point of view thereis no lower limit for the sulphur content of HFO. Wehave not experienced any trouble with the currentlyavailable low sulphur HFO, that are related to thesulphur content or specific to low sulphur HFO. Thismay change in the future if new methods areapplied for the production of low sulphur HFO(desulphurization, uncommon blending compo-nents). MAN Diesel & Turbo will monitor develop-ments and inform our customers if necessary.

If the engine is not operated permanently on lowsulphur HFO, then the lubricating oil should beselected according to the highest sulphur contentof the fuels in operation.

Low sulphur distillates

In general our GenSet is developed for continuousoperation on HFO as well as on MDO/MGO. Occa-sionally changes in operation mode between HFOand MDO/MGO are considered to be within normaloperation procedures for our engine types and dothus not require special precautions.

Running on low sulphur fuel (< 0.1% S) will notcause problems, but please notice the followingrestrictions:

In order to avoid seizure of the fuel oil injectionpump components the viscosity at engine fuel oilinlet must be > 2 cSt. In order achieve this it may benecessary to install a fuel oil cooler, when theengine is running on MGO. This is both to ensurecorrect viscosity and avoid heating up the servicetank, which is important as the fuel oil injectionpumps are cooled by the fuel.

When operating on MDO/MGO a larger leak oilamount from fuel oil injection pumps and fuel oilinjection valves can be expected compared to oper-ation on HFO.

In order to carry out a quick change between HFOand MDO/MGO the change over should be carriedout by means of the valve V1-V2 installed in front ofthe engine.

For the selection of the lubricating oil the sameapplies as for HFO. For temporary operation on dis-tillate fuels including low sulphur distillates nothinghas to be considered. A lubricating oil suitable foroperation on diesel fuel should only be selected if adistillate fuel is used continuously.

MAN Diesel & Turbo

1699177-5.1Page 1 (1)

Guidelines regarding MAN Diesel & Turbo GenSetsoperating on low sulphur fuel oil

B 11 00 0


V28/32DF

2010.04.19

GeneralIn 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 require-ments for engines for general use” MAN Diesel & Turbo specifies the method for recalculation of fuel consump-tion dependent on ambient conditions for 1-stage turbocharged engines as follows:

The formula is valid within the following limits:

+ Ambient air temperature 5°C – 55°C

+ Charge air temperature before cylinder 25°C – 75°C

+ Ambient air pressure 0.885 bar – 1.030 bar

β 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

Specific fuel consumption [g/kWh] br bx

Ambient air temperature [°C] tr tx

Charge air temperature before cylinder [°C] tbar tbax

Ambient air pressure [bar] pr px

Example

Reference values:

br = 200 g/kWh, tr = 25°C, tbar = 40°C, pr = 1.0 bar

At site:

tx = 45°C, tbax = 50°C, px = 0.9 bar

ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023

bx = ß x br = 1.023 x 200 = 204.6 g/kWh

MAN Diesel & Turbo

1624473-6.2Page 1 (1)

Recalculation of fuel consumption dependent onambient conditions

B 11 01 0


V28/32DF

1012.03.19

5-8L23/30H: 142 kW/cyl. @ 720 rpm% Load 100 851) 75 50 25

Spec. fuel consumption (g/kWh) with HFO/MDOwithout attached pumps 2) 3)

191 1901) 189 193 214

1) Fuel consumption at 85% MCR 2) Tolerance +5%. Please note that the additions to fuel consumption must be considered before the tolerance is taken into account. 3) Based on reference conditions, see "Reference conditions" Table 5

Table 1: Fuel oil consumption.

5-8L23/30H: 148 kW/cyl. @ 750 rpm% Load 100 851) 75 50 25


192 1901) 189 193 215

1) Fuel consumption at 85% MCR 2) Tolerance for +5%. Please note that the additions to fuel consumption must be considered before the tolerance is taken into account. 3) Based on reference conditions, see "Reference conditions" Table 5


6-8L23/30H: 175 kW/cyl. @ 900 rpm% Load 100 851) 75 50 25


193 1921) 191 195 221

1) Fuel consumption at 85% MCR 2) Tolerance +5%. Please note that the additions to fuel consumption must be considered before the tolerance is taken into account. 3) Based on reference conditions, see "Reference conditions" Table 5


No of cylindersFuel oil consumption at idle running (kg/h)

5L 6L 7L 8L

Speed 720/750/900 rpm - - - -

Table 4: Fuel oil consumption at idle running

All data provided in this document is non-binding and serves informational purposes only. Depending on thesubsequent specific individual projects, the relevant data may be subject to changes and will be assessed anddetermined individually for each project. This will depend on the particular characteristics of each individualproject, especially specific site and operational conditions.

MAN Diesel & Turbo

3700294-0.1Page 1 (3) Fuel oil consumption for emissions standard B 11 01 0

L23/30H

2014.06.06 - Mk2

IMO Tier II requirementsIMO: 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 "B 11 00 0 Recalculation of fuel oil consumption dependent onambient conditions".

Reference conditionsReference conditions (according to ISO 3046-1: 2002; ISO 1550: 2002)

Air temperature before turbocharger tr °C 25

Ambient pressure pr bar 1

Relative humidity Φr % 30

Engine type specific reference charge air temperature before cylinder tbar 1) °C 34

Net calorific value NCV kJ/kg 42,700

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

Table 5: Reference conditions.


MAN Diesel & Turbo

B 11 01 0 Fuel oil consumption for emissions standard 3700294-0.1Page 2 (3)

L23/30H

2014.06.06 - Mk2

Increased negative intake pressure before compressor leads to increased fuel oil consumption, calculated asincreased 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 asincreased 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 con-sumption: For every increase of the exhaust gas temperature by 1° C, due to activation of charge air blow-off device, anaddition of 0.05 g/kWh to be considered.


MAN Diesel & Turbo

3700294-0.1Page 3 (3) Fuel oil consumption for emissions standard B 11 01 0

L23/30H

2014.06.06 - Mk2

General

Figure 1: Fuel temperature versus viscosity.In order to ensure a satisfactory hydrodynamic oilfilm between fuel injection pump plunger/barrel,thereby avoiding fuel injection pump seizures/stick-ing, MAN Diesel & Turbo recommends to keep afuel oil viscosity at minimum 2.0 cSt measured atthe engine inlet. This limit has been used over theyears with good results and gives the requiredsafety margin against fuel injection pump seizures.

For some MGO´s viscosities below 2.0 cSt may bereached at temperatures above 35°C. As the fueltemperature increases during operation, it is impos-sible to maintain this low temperature at the engineinlet without a MDO/MGO cooler.

In the worst case, a temperature of 60-65°C at theengine inlet can be expected corresponding to aviscosity far below 2.0 cSt. The consequence maybe sticking fuel injection pumps or nozzle needles.

Also most pumps in the external system (supplypumps, circulating pumps, transfer pumps and feedpumps for the separator) already installed in existingvessels, need viscosities above 2.0 cSt to functionproperly.

We recommend that the actual pump maker is con-tacted for advice.

Installation of MDO/MGO Cooler or MDO/MGO Cooler & Chiller

To be able to maintain the required viscosity at theengine inlet, it is necessary to install a MDO/MGOcooler in the fuel system (MDO/MGO cooler instal-led just before the engine).

The advantage of installing the MDO/MGO coolerjust before the engine is that it is possible to opti-mise the viscosity regulation at the engine inlet.However, the viscosity may drop below 2.0 cSt atthe circulating and other pumps in the fuel system.

The MDO/MGO cooler can also be installed beforethe circulating pumps. The advantage in this case isthat the viscosity regulation may be optimised forboth the engine and the circulating pumps.

It is not advisable to install the MDO/MGO coolerjust after the engine or after the Diesel oil servicetank as this will complicate viscosity control at theengine inlet. In case the MDO/MGO cooler is instal-

MAN Diesel & Turbo

1689458-7.3Page 1 (3) MDO / MGO cooler E 11 06 1


2013.04.16

led after the service tank, the supply pumps willhave to handle the pressure drop across the MDO/MGO cooler which cannot be recommended.

The cooling medium used for the MDO/MGO cooleris preferably fresh water from the central coolingwater system.

Seawater can be used as an alternative to freshwater, but the possible risk of MDO/MGO leakinginto the sea water and the related pollution of theocean, must be supervised.

The horizontal axis shows the bunkered fuel viscos-ity in cSt at 40°C, which should be informed in thebunker analysis report.

If the temperature of the MGO is below the upperblue curve at engine inlet, the viscosity is above 2.0cSt. The black thick line shows the viscosity at ref-erence condition (40°C) according to ISO8217,marine distillates.

Example: MGO with viscosity of 4.0 cSt at 40°Cmust have a temperature below 55°C at engine inletto ensure a viscosity above 3.0 cSt.

Example: MGO with a viscosity of 5.0 cSt at 40°C isentering the engine at 50°C. The green curvesshow that the fuel enters the engine at approxi-mately 4.0 cSt.

Example: MGO with a viscosity of 2.0 cSt at 40°Cneeds cooling to 18°C to reach 3.0 cSt.

The following items should be considered beforespecifying the MDO/MGO cooler :

▪ The flow on the fuel oil side should be the sameas the capacity of the fuel oil circulating pump( see D 10 05 0, List of Capacities )

▪ The fuel temperature to the MDO/MGO coolerdepends on the temperature of the fuel in theservice tank and the temperature of return oilfrom the engine(s)

▪ The temperature of the cooling medium inlet tothe MDO/MGO cooler depends on the desiredfuel temperature to keep a minimum viscosity of2.0 cSt

▪ The flow of the cooling medium inlet to theMDO/MGO cooler depends on the flow on thefuel oil side and how much the fuel has to becooled

The frictional heat from the fuel injection pumps,which has to be removed, appears from the tablebelow.

Engine type kW/cyl.

L16/24 0.5

L21/31 1.0

L27/38 1.5

L32/40 2.0

L23/30H 0.75

L28/32H 1.0

L28/32DF 1.0

V28/32S 1.0

Based on the fuel oils available in the market as ofJune 2009, with a viscosity ≥ 2.0 cSt at 40°C, a fuelinlet temperature ≤ 40°C is expected to be sufficientto achieve 2.0 cSt at engine inlet (see fig 1).

In such case, the central cooling water / LT coolingwater (36°C) can be used as coolant.

For the lowest viscosity MGO´s and MDO´s, a watercooled MGO/MGO cooler may not be enough tosufficiently cool the fuel as the cooling water availa-ble onboard is typically LT cooling water (36°C).

In such cases, it is recommended to install a so-called “Chiller” that removes heat through vapour-compression or an absorption refrigeration cycle(see fig 2).

MAN Diesel & Turbo

E 11 06 1 MDO / MGO cooler 1689458-7.3Page 2 (3)


2013.04.16

Figure 2: Chiller.

MAN Diesel & Turbo

1689458-7.3Page 3 (3) MDO / MGO cooler E 11 06 1


2013.04.16

Description

Figure 1: Pneumatic diagram for 3-way changing valves V1 & V2.The fuel change-over system consists of tworemote controlled and interconnected 3-way valves,which are installed immediately before each Gen-Set. The 3-way valves “V1-V2” are operated by anelectrica/pneumatic actuator of the simplex type,with spring return and a common valve control boxfor all GenSets.

The flexibility of the system makes it possible, ifnecessary, to operate the GenSets on either dieseloil or heavy fuel oil, individually by means of the L-bored 3-way valves “V1-V2”.

The control box can be placed in the engine roomor in the engine control room.

To maintain re-circulation in the HFO flow line, whenthe GenSet is operated on MDO, is a by-pass valveinstalled between the fuel inlet valve “V1” and thefuel outlet valve “V2” at each GenSet as shown infig 1.

Valve control box

The electrical power supply to the valve control boxis 3 x 400 Volt - 50 Hz, or 3 x 440 Volt - 60 Hz,depending on the plant specification, and is estab-lished in form of a single cable connection from theswitchboard.

Due to a built-in transformer, the power supply volt-age will be converted to a 24 V DC pilot voltage forserving the relays, contactors, and indication lamps.

Furthermore the 24 V DC pilot voltage is used foroperating the fuel changing valves with an electri-cally/pneumatically operated actuator of the simplextype with spring return.

The mode of valve operation is: HFO-position: Energized MDO-position: De-energized

MAN Diesel & Turbo

1624467-7.3Page 1 (2) HFO/MDO changing valves (V1 and V2) E 11 10 1

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2010.01.25

In the event of a black-out, or other situationsresulting in dead voltage potential, will the remotecontrolled and interconnected 3-way valves at eachGenSet be de-energized and automatically changeover to the MDO/MGO-position, due to the built-inreturn spring. The internal piping on the GenSetswill then, within a few seconds, be flushed withMDO/MGO and be ready for start up.

MAN Diesel & Turbo

E 11 10 1 HFO/MDO changing valves (V1 and V2) 1624467-7.3Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2010.01.25

Lubrication Oil System

B 12

MAN Diesel & turbo

3700210-2.0Page 1 (4) Internal Lubricating Oil System B 12 00 0

L23/30H

11.47 - Tier II - Stationary - INC

Fig 1 Diagram for internal lubricating oil system.

Flange connections are as standard according to DIN 2501

Pipe description for connection at the engine

DN25

DN25

DN65

DN65

DN20

DN50

DN50

DN25

Lubricating oil from separator

Lubricating oil to separator

Lubricating oil from separate filter

Lubricating oil to separate filter

Back-flush from full-flow filter

Oil vapour discharge*

Lubricating oil overflow

Lubricating oil supply

C3

C4

C7

C8

C9

C13

C15

C16

* For external pipe connection, please see "Crank-case Ventilation, B 12 00 0/515.31"

General

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

All moving parts of the engine are lubricated with oil circulating under pressure in a closed built-on system.

The lubricating oil is furthermore used for the purpose of cooling the pistons.

The standard engine is equipped with built-on:

– Engine driven lubricating oil pump – Lubricating oil cooler – Lubricating oil thermostatic valve – Duplex full-flow depth filter – Pre-lubricating oil pump

Governordrive

Drain from oilvapour discharge(see combustionair diagram)

C13

LAL28

LAH28

TE29

TE29

TE29

TE29

TE29

PI21-22

PDAH21-22

PDT21-22

PT22

TE22

PAL22

TAH22

PSL22

LAL25

TI22

TE20

TI20

PI23

TAH20

StandardOptionals

Cyl. 1

C3C16 C15

Lub. oil cooler

Filter

Hand wing pump

El. Driven pre-lub. oil pump

Prelub.oil inlet

TC

Centri-fugalfilter

Topiston

To pumpdrive

**

**Lube oil pipeto internalnozzle cooling

To main bearing

Engine drivenlub. oil pump

C4 C9

Boring incamshaft

Forced oil

To rocker arms

Tocamshaftdrive

Separate full flow filter

A

B

A When full flow filter

B 1 piece for 5-6 cyl. engines, 2 pcs. for 7-8 cyl. engines

C8C7

MAN Diesel & Turbo


3700210-2.0Page 2 (4)Internal Lubricating Oil SystemB 12 00 0

L23/30H

Oil Quantities

The approximate quantities of oil necessary for a new engine, before starting up are given in the table, see "B 12 01 1 / 504.06 Lubricating Oil in Base Frame" (max. litre H3)

If there are connected external, full-flow filters etc., the quantity of oil in the external piping must also be taken into account.

Max. velocity recommendations for external lub ri-ca ting oil pipes:

– Pump suction side 1.0 - 1.5 m/s – Pump discharge side 1.5 - 2.0 m/s

Lubricating Oil Consumption

The lubricating oil consumption, see "Specific Lubri-cating Oil Consumption - SLOC, B 12 15 0 / 504.07"

It should, however, be observed that during the run-ning in period the lubricating oil consumption may exceed the values stated.

Quality of Oil

Only HD lubricating oil (Detergent Lubricating Oil) should be used, characteristic stated in "Lubricating Oil Specification B 12 15 0 / 504.01".

System Flow

The lubricating oil pump draws oil from the oil sump and presses the oil through the cooler and filter to the main lubricating oil pipe, from where the oil is distri buted to the individual lubricating points. From the lubricating points the oil returns by gravity to the oil sump.

The main groups of components to be lubricated are:

1 – Turbocharger

2 – Main bearings, big-end bearing etc.

3 – Camshaft drive

4 – Governor drive

5 – Rocker arms

6 – Camshaft

1) For priming and during operation, the tur-bo char ger is connected to the lubricating oil circuit of the engine, the oil serves for bearing lubrication and also for dissipation of heat.

The inlet line to the turbocharger is equipped with an orifice in order to adjust the oil flow and a non-return valve to prevent draining during stand-still.

The non-return valve has back-pressure func-tion requiring a pressure slightly above the prim-ing pres sure to open in normal flow direction. In this way overflooding of the turbocharger is prevented during stand-still periods, where the pre-lubricating pump is running.

2) Lubricating oil for the main bearings is sup-plied through holes drilled in the engine frame. From the main bearings it passes through bores in the crankshaft to the connecting rod big-end bea rings.

The connecting rods have bored channels for supply of oil from the big-end bearings to the small-end bearings, which has an inner circum-ferential groove, and a pocket for distribution of oil in the bush itself and for supply of oil to the pin bosses and the piston cooling through holes and channels in the piston pin.

From the front main bearings channels are bored in the crankshaft for lubricating of the pump drive.

MAN Diesel & turbo

B 12 00 0


Internal Lubricating Oil System

L23/30H

3700210-2.0Page 3 (4)

3) The lubricating oil pipes, for the camshaft drive gear wheels, are equipped with nozzles which are adjusted to apply the oil at the points where the gear wheels are in mesh.

4) The lubricating oil pipe, and the gear wheels for the governor drive are adjusted to apply the oil at the points where the gear wheels are in mesh.

5) The lubricating oil to the rocker arms is led through pipes to each cylinder head. It con-tinuous through bores in the cylinder head and rocker arm to the movable parts to be lubricated at rocker arms and valve bridge. Further, lubricating oil is led to the movable parts in need of lubrication.

6) Through a bore in the frame lubricating oil is led to the first camshaft bearing and through bores in the camshaft from where it is distributed to the other camshaft bearings.

Lubricating Oil Pump

The lubricating oil pump, which is of the gear wheel type, is mounted on the front end of the engine and is driven by means of the crankshaft through a cou-pling. The oil pressure is controlled by an ad just able spring- loaded relief valve built-on the oil pump.

Lubricating Oil Cooler

As standard the lubricating oil cooler is of the plate type. The cooler is mounted to the front end of the base frame.

Thermostatic Valve

The thermostatic valve is a fully automatic three-way valve with thermostatic elements set of fixed tem pera ture.

Built-on Full-flow Depth Filter

The built-on lubricating oil filter is of the duplex pa-per cart ridge type. It is a depth filter with a nominel fineness of 10-15 microns, and a safety filter with a fineness of 60 microns.

Pre-lubricating

As standard the engine is equipped with an electric-driven pre-lubricating pump mounted parallel to the main pump. The pump must be arranged for automatic operation, ensuring stand-still of the pre-lubricating pump when the engine is running, and running dur-ing engine stand-still in stand-by position.

Running period of the pre-lubricating pump is prefer-ably to be continuous. If intermittent running is requi-red for energy saving purpose, the timing equipment should be set for shortest possible intervals, say 2 minutes of running, 10 minures of stand-still, etc. Further, it is recommended that the pre-lubricating pump is connected to the emergency switch board thus securing that the engine is not started without pre-lubrication.

Draining of the Oil Sump

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

Optionals

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

– Level switch for low/high level in oil sump (LAL/LAH 28) – Centrifugal by-pass filter (standard for stationary engines) – Hand wing pump Pressure differential transmitting – PDT 21-22 Lubricating oil inlet across filter

MAN Diesel & Turbo

3700210-2.0Page 4 (4)Internal Lubricating Oil SystemB 12 00 0


L23/30H

Temperature alarm high – TAH 20 Lubricating oil inlet before cooler

Pressure transmitting – PT 22 Lubricating oil inlet after cooler

Temperature element – TE 20 Lubricating oil inlet before cooler

Temperature element – TE 22 Lubricating oil inlet after cooler

Temperature element – TE 29 Lubricating oil inlet main bearings

Branches for:

– External fine filter – External full/flow filter

Branches for separator is standard.

Data

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

Operation levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points.

Crankcase ventilation

The crankcase ventilation is not to be directly con-nected with any other piping system. It is preferablethat the crankcase ventilation pipe from eachengine is led independently to the open air. The out-let is to be fitted with corrosion resistant flamescreen separately for each engine.

Figure 1: Crankcase ventilation

However, if a manifold arrangement is used, itsarrangements are to be as follows:

1) The vent pipe from each engine is to run inde-pendently to the manifold and be fitted with cor-rosion resistant flame screen within the mani-fold.

2) The manifold is to be located as high as practi-cable so as to allow a substantial length of pip-ing, which separates the crankcase on the indi-vidual engines.

3) The manifold is to be vented to the open air, sothat the vent outlet is fitted with corrosion resist-ant flame screen, and the clear open area of thevent outlet is not less than the aggregate areaof the individual crankcase vent pipes enteringthe manifold.

4) The manifold is to be provided with drainagearrangement.

The ventilation pipe must be designed to eliminatethe risk of water condensation in the pipe flowingback into the engine and should end in the open air:

▪ The connection between engine (C13 / C30)and the ventilation pipe must be flexible.

▪ The ventilation pipe must be made with continu-ous upward slope of minimum 5°, even whenthe ship heel or trim (static inclination).

▪ A continuous drain must be installed near theengine. The drain must be led back to thesludge tank.

Engine Nominal diameter ND (mm)

A B C

L16/24 50 65

L21/31 65 40 80

L23/30H 50 - 65

L27/38 100 - 100

L28/32DF 50 - 65

L28/32H 50 - 65

V28/32H 100 - 125

L32/40 125 50 125

V28/32DF 100 - 125

V28/32S 100 - 125

Table 1: Pipe diameters for crankcase ventilation

▪ Dimension of the flexible connection, see pipediameters Fig 2.

MAN Diesel & Turbo

1699270-8.5Page 1 (2) Crankcase ventilation B 12 00 0


V28/32DF

2013.06.14

▪ Dimension of the ventilation pipe after the flexi-ble connection, see pipe diameters Fig 2.

The crankcase ventilation flow rate varies over time,from the engine is new/major overhauled, until it istime to overhaul the engine again.

The crankcase ventilation flow rate is in the range of3.5 – 5.0 ‰ of the combustion air flow rate [m³/h]at 100 % engine load.

If the combustion air flow rate at 100 % engine loadis stated in [kg/h] this can be converted to [m³/h]with the following formula (Tropic Reference Condi-tion) :

Example :

Engine with a mechanical output of 880 kW andcombustion air consumption of 6000 [kg/h] corre-sponds to :

The crankcase ventilation flow rate will then be inthe range of 19.2 – 27.4 [m³/h]

The maximum crankcase backpressure measuredright after the engine at 100 % engine load must notexceed 3.0 [mbar] = 30 [mmWC].

MAN Diesel & Turbo

B 12 00 0 Crankcase ventilation 1699270-8.5Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,V28/32DF

2013.06.14

General

The engine is as standard equipped with an electri-cally driven pump for prelubricating before starting.

The pump which is of the tooth wheel type is self-priming.

The engine shall always be prelubricated 2 minutesprior to start if intermittent or continuous prelubrica-tion is not installed. Intermittent prelub. is 2 minutesevery 10 minutes.

Enginetype

No. of cyl. Pump type m3/h rpmElectric motor 230/400 V, 50 Hz (IP 55)

Type kW Start cur-rent Amp.

Full-loadcurrentAmp.

L23/30H

L28/32H

L28/32DF

5-6-7-8

5-6-7-8-9

5-6-7-8-9

R25/12.5FL-Z-DB-SO 2.14 2870 5APE80M-2K 0.75 24.65 2.97

V28/32H 12-16-18 R35/25FL-Z-DB-50 4.2 2860 5APE90S-2 1.5 34.0 6.2

V28/32S

V28/32DF

12-16-18

12-16-18

R35/40FL-Z-DB-50 6.9 2905 6APE100L-2 3.0 74.2 10.6

Enginetype

No. of cyl. Pump type m3/h rpmElectric motor 265/460 V, 60 Hz (IP 55)

Type kW Start cur-rent Amp.

Full-loadcurrentAmp.

L23/30H

L28/32H

L28/32DF

5-6-7-8

5-6-7-8-9

5-6-7-8-9

R25/12.5FL-Z-DB-SO 2.57 3485 5APE80M-2K 0.86 14.9 1.71

V28/32H 12-16-18 R35/25FL-Z-DB-50 5.12 3432 5APE90S-2 1.8 20.0 3.6

V28/32S

V28/32DF

12-16-18

12-16-18

R35/40FL-Z-DB-50 8.3 3505 6APE100L-2 3.45 42.7 6.1

MAN Diesel & Turbo

1624477-3.9Page 1 (1) Prelubricating pump B 12 07 0

L23/30H, L28/32H, V28/32H, V28/32S, L28/32DF, V28/32DF

2013.08.23

Lubricating oil (SAE 30) Specification for heavy fuel operation (HFO)

GeneralThe specific output achieved by modern diesel engines combined with theuse of fuels that satisfy the quality requirements more and more frequentlyincrease the demands on the performance of the lubricating oil which musttherefore be carefully selected.

Medium alkalinity lubricating oils have a proven track record as lubricants forthe moving parts and turbocharger cylinder and for cooling the pistons.Lubricating oils of medium alkalinity contain additives that, in addition toother properties, ensure a higher neutralization reserve than with fully com-pounded 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 inaccordance with the manufacturer's instructions.

Only lubricating oils that have been approved by MAN Diesel & Turbo may beused. These are listed in the table entitled "Lubricating oils approved for usein heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".

SpecificationsThe base oil (doped lubricating oil = base oil + additives) must have a narrowdistillation range and be refined using modern methods. If it contains paraf-fins, they must not impair the thermal stability or oxidation stability.

The base oil must comply with the limit values in the table below, particularlyin terms of its resistance to ageing:

Properties/Characteristics Unit Test method Limit value

Make-up - - Ideally paraffin based

Low-temperature behaviour, still flowable °C ASTM D 2500 -15

Flash point (Cleveland) °C 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

Ageing tendency following 100 hours of heatingup to 135 °C

- MAN ageing oven * -

Insoluble n-heptane Weight % ASTM D 4055or DIN 51592

< 0.2

Evaporation loss Weight % - < 2

Spot test (filter paper) - MAN Diesel test Precipitation of resins orasphalt-like ageing products

must not be identifiable.

Table 1: Base oils - target values

* Works' own method

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

The additives must be dissolved in the oil and their composition must ensurethat after combustion as little ash as possible is left over, even if the engine isprovisionally operated with distillate oil.

Base oil

Medium alkalinity lubricatingoilAdditives

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)L2

8/32

H;L2

3/30

H;V2

8/32

H;L2

3/30

S;L2

8/32

S

MAN Diesel & Turbo B12150_1699882-0

B12150_1699882-0 EN 1 (5)

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-osition in the combustion chamber will be higher, particularly at the outletvalves and at the turbocharger inlet housing. Hard additive ash promotes pit-ting of the valve seats, and causes valve burn-out, it also increases mechani-cal wear of the cylinder liners.

Additives must not increase the rate, at which the filter elements in the activeor used condition are blocked.

The washing ability must be high enough to prevent the accumulation of tarand coke residue as a result of fuel combustion. The lubricating oil must notabsorb the deposits produced by the fuel.

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

The neutralisation capability (ASTM D2896) must be high enough to neutral-ise the acidic products produced during combustion. The reaction time ofthe additive must be harmonised with the process in the combustion cham-ber.

For tips on selecting the base number, refer to the table entitled “Base num-ber to be used for various operating conditions".

The evaporation tendency must be as low as possible as otherwise the oilconsumption will be adversely affected.

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

Lubricating oil selection

Engine SAE class

23/30H, 28/32H, 23/30A, 28/32AAt cooling water temperatures > 32° C a SAE 40 oil can be used. In this case please contact MANDiesel & Turbo

30

Table 2: Viscosity (SAE class) of lubricating oils

Lubricating oils with medium alkalinity and a range of neutralisation capabili-ties (BN) are available on the market. According to current knowledge, a rela-tionship can be established between the anticipated operating conditionsand the BN number as shown in the table entitled "Base number to be usedfor various operating conditions". However, the operating results are still theoverriding factor in determining which BN number provides the most efficientengine operation.

Approx. BNof 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 sulphurcontent 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, 32/44K, 40/54, 48/60 as well as 58/64 and51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

Neutralisation properties(BN)

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)L2

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H;L2

3/30

H;V2

8/32

H;L2

3/30

S;L2

8/32

S

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B12150_1699882-0 MAN Diesel & Turbo

2 (5) B12150_1699882-0 EN

Approx. BNof fresh oil

(mg KOH/g oil)

Engines/Operating conditions

40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-sponding requirements for the oil service life and washing ability exist. In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 %.

50 32/40, 32/44CR, 32/44K, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness isinsufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oilconsumption).

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

To comply with the emissions regulations, the sulphur content of fuels usednowadays varies. Fuels with a low-sulphur content must be used in environ-mentally-sensitive areas (SECA). Fuels with a higher sulphur content may beused outside SECA zones. In this case, the BN number of the lubricating oilselected must satisfy the requirements for operation using fuel with a high-sulphur content. A lubricating oil with low BN number may only be selected iffuel with a low-sulphur content is used exclusively during operation.However, the results obtained in practiсe that demonstrate the most efficientengine operation are the factor that ultimately determines, which additivefraction is permitted.

In engines with separate cylinder lubrication systems, the pistons and cylin-der 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 ofthe fuel to be used and the anticipated operating conditions.

Use a lubricating oil for the cylinder and lubricating circuit as specified above.

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump, unless the technical documentation for thespeed governor specifies otherwise. If this oil is not available when filling,15W40 oil may be used instead in exceptional cases. In this case, it makesno 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 tem-perature of the Woodward controller UG10MAS and corresponding actuatorfor UG723+ can reach temperatures higher than 93 °C. In these cases, werecommend using synthetic oil such as Castrol Alphasyn HG150. Enginessupplied after March 2005 are already filled with this oil.

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

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

There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be regularly analysed. The oil can beused 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

Operation with low-sulphurfuel

Cylinder lubricating oil

Speed governor

Lubricating oil additives

Selection of lubricating oils/warranty

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H;L2

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S;L2

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B12150_1699882-0 EN 3 (5)

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

Due to current and future emission regulations, heavy fuel oil cannot be usedin designated regions. Low-sulphur diesel fuel must be used in these regionsinstead.

If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, alubricating 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 morethan 1,000 h and is subsequently operated once again with HFO, a lubricat-ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from thesame manufacturer as the lubricating oil is used for HFO operation withhigher BN (40 or 50), an oil change will not be required when effecting thechangeover. It will be sufficient to use BN 20 oil when replenishing the usedlubricating oil.

If you wish to operate the engine with HFO once again, it will be necessary tochange over in good time to lubricating oil with a higher BN (30 – 55). If thelubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-cating oil, the changeover can also be effected without an oil change. Indoing so, the lubricating oil with higher BN (30 – 55) must be used to replen-ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.

Limit value Procedure

Viscosity at 40 ℃ 75 - 160 mm²/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 peri-ods)

ISO 3733 or ASTM D 1744

n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

Metal content depends on engine type and operat-ing conditions

Guide value only

FeCrCuPbSnAl

.

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

Table 4: Limit values for used lubricating oil

TestsWe can analyse lubricating oil for customers at our laboratory. A 0.5 l sampleis required for the test.

ManufacturerBase Number (mgKOH/g)

20 30 40 50

AEGEAN — — Alfamar 330 Alfamar 340 Alfamar 350

AGIP — — Cladium 300 Cladium 400 — —

BP Energol IC-HFX 203 Energol IC-HFX 303 Energol IC-HFX 403 Energol IC-HFX 503

Temporary operation withgas oil

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4 (5) B12150_1699882-0 EN

ManufacturerBase Number (mgKOH/g)

20 30 40 50

CASTROL TLX Plus 203 TLX Plus 303 TLX Plus 403 TLX Plus 503

CEPSA — — Troncoil 3030 Plus Troncoil 4030 Plus Troncoil 5030 Plus

CHEVRON (Texaco, Caltex)

Taro 20DP30Taro 20DP30X

Taro 30DP30Taro 30DP30X

Taro 40XL30Taro 40XL30X

Taro 50XL30Taro 50XL30X

EXXON MOBIL — —— —

Mobilgard M330Exxmar 30 TP 30

Mobilgard M340Exxmar 40 TP 30

Mobilgard M50

LUKOIL 20/30 30/30 — — — —

PETROBRAS Marbrax CCD-320 Marbrax CCD-330 Marbrax CCD-340 — —

REPSOL Neptuno NT 2030 Neptuno NT 3030 Neptuno NT 4030 — —

SHELL Argina S 30 Argina T 30 Argina X 30 Argina XL 30Argina XX 30

TOTAL LUBMAR-INE

— — Aurelia XL 3030Aurelia TI 3030

Aurelia XL 3040Aurelia TI 3040

Aurelia TI 3055

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

No liability assumed if these oils are usedMAN Diesel & Turbo SE does not assume liability for problems thatoccur when using these oils.

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B12150_1699882-0 EN 5 (5)

Lubricating oil (SAE 30) Specification for operation with gas oil, diesel oil(MGO/MDO) and biofuels

GeneralThe specific output achieved by modern diesel engines combined with theuse of fuels that satisfy the quality requirements more and more frequentlyincrease the demands on the performance of the lubricating oil which musttherefore be carefully selected.

Doped lubricating oils (HD oils) have a proven track record as lubricants forthe drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-cating oils contain additives that, amongst other things, ensure dirt absorp-tion capability, cleaning of the engine and the neutralisation of acidic com-bustion products.

Only lubricating oils that have been approved by MAN Diesel & Turbo may beused. These are listed in the table below.

SpecificationsThe base oil (doped lubricating oil = base oil + additives) must have a narrowdistillation range and be refined using modern methods. If it contains paraf-fins, they must not impair the thermal stability or oxidation stability.

The base oil must comply with the following limit values, particularly in termsof its resistance to ageing:

Properties/Characteristics Unit Test method Limit value

Make-up - - Ideally paraffin based

Low-temperature behaviour, still flowable °C ASTM D 2500 -15

Flash point (Cleveland) °C 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

Ageing tendency following 100 hours of heatingup to 135 °C

- MAN ageing oven * -

Insoluble n-heptane Weight % ASTM D 4055or DIN 51592

< 0.2

Evaporation loss Weight % - < 2

Spot test (filter paper) - MAN Diesel test Precipitation of resins orasphalt-like ageing products

must not be identifiable.

Table 1: Base oils - target values

* Works' own method

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 ensurethat as little ash as possible remains after combustion.

Base oil

Compounded lubricating oils(HD oils)Additives

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B12150_1698991-9 EN 1 (5)

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-osition in the combustion chamber will be higher, particularly at the outletvalves and at the turbocharger inlet housing. Hard additive ash promotes pit-ting of the valve seats, and causes valve burn-out, it also increases mechani-cal wear of the cylinder liners.

Additives must not increase the rate, at which the filter elements in the activeor used condition are blocked.

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

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

The neutralisation capability (ASTM D2896) must be high enough to neutral-ise the acidic products produced during combustion. The reaction time ofthe additive must be harmonised with the process in the combustion cham-ber.

The evaporation tendency must be as low as possible as otherwise the oilconsumption will be adversely affected.

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

Lubricating oil selection

Engine SAE class

23/30H, 28/32H, 23/30A, 28/32AAt cooling water temperatures > 32° C a SAE 40 oil can be used. In this case please contact MANDiesel & Turbo

30

Table 2: Viscosity (SAE class) of lubricating oils

We recommend doped lubricating oils (HD oils) according to internationalspecifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mgKOH/g. Military specification O-278 lubricating oils may be used.

The operating conditions of the engine and the quality of the fuel determinethe additive fractions the lubricating oil should contain. If marine diesel oil isused, which has a high sulphur content of 1.5 up to 2.0 weight %, a basenumber of appr. 20 should be selected. However, the operating results thatensure the most efficient engine operation ultimately determine the additivecontent.

In engines with separate cylinder lubrication systems, the pistons and cylin-der 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 ofthe fuel to be used and the anticipated operating conditions.

Use a lubricating oil for the cylinder and lubricating circuit as specified above.

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump, unless the technical documentation for thespeed governor specifies otherwise. If this oil is not available when filling,15W40 oil may be used instead in exceptional cases. In this case, it makesno difference whether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

Doped oil quality

Cylinder lubricating oil

Speed governor

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2 (5) B12150_1698991-9 EN

Experience with the drive engine L27/38 has shown that the operating tem-perature of the Woodward controller UG10MAS and corresponding actuatorfor UG723+ can reach temperatures higher than 93 °C. In these cases, werecommend using synthetic oil such as Castrol Alphasyn HG150. Theengines supplied after March 2005 are already filled with this oil.

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

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

There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be regularly analysed. the oil can beused 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 mustbe analysed every 1-3 months (see maintenance schedule). The quality of theoil can only be maintained if it is cleaned using suitable equipment (e.g. aseparator or filter).

Due to current and future emission regulations, heavy fuel oil cannot be usedin designated regions. Low-sulphur diesel fuel must be used in these regionsinstead.

If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, alubricating 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 morethan 1,000 h and is subsequently operated once again with HFO, a lubricat-ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from thesame manufacturer as the lubricating oil is used for HFO operation withhigher BN (40 or 50), an oil change will not be required when effecting thechangeover. It will be sufficient to use BN 20 oil when replenishing the usedlubricating oil.

If you wish to operate the engine with HFO once again, it will be necessary tochange over in good time to lubricating oil with a higher BN (30 – 55). If thelubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-cating oil, the changeover can also be effected without an oil change. Indoing so, the lubricating oil with higher BN (30 – 55) must be used to replen-ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.

TestsRegular analysis of lube oil samples is very important for safe engine opera-tion. We can analyse fuel for customers at our laboratory (PrimeServLab).


Lubricating oil additives

Selection of lubricating oils/warranty

Oil during operation

Temporary operation withgas oil

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B12150_1698991-9 EN 3 (5)

Approved lubricating oils SAE 30

Manufacturer Base number 10 - 16 1) (mgKOH/g)

AGIP Cladium 120 - SAE 30

Sigma S SAE 30 2)

BP Energol DS 3-153

CASTROL Castrol MLC 30

Castrol MHP 153

Seamax Extra 30

CHEVRON Texaco(Texaco, Caltex)

Taro 12 XD 30

Delo 1000 Marine SAE 30

Delo SHP30

EXXON MOBIL Exxmar 12 TP 30

Mobilgard 312

Mobilgard ADL 30

Delvac 1630

PETROBRAS Marbrax CCD-310Marbrax CCD-315

Q8 Mozart DP30

REPSOL Neptuno NT 1530

SHELL Gadinia 30

Gadinia AL30

Sirius FB30 2)

Sirius/Rimula X30 2)

STATOIL MarWay 1530

MarWay 1030 2)

TOTAL LUBMARINE Disola M3015

Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil anddiesel fuel

1)If marine diesel oil is used, which has a very high sulphur content of 1.5 upto 2.0 weight %, a base number of appr. 20 should be selected.2) With a sulphur content of less than 1 %

No liability assumed if these oils are usedMAN Diesel & Turbo SE does not assume liability for problems thatoccur when using these oils.


Viscosity at 40 ℃ 75 - 160 mm²/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 peri-ods)

ISO 3733 or ASTM D 1744

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4 (5) B12150_1698991-9 EN


n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

Metal content depends on engine type and operat-ing conditions

Guide value only

FeCrCuPbSnAl

.

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

When operating with biofuels:biofuel fraction

max. 12 % FT-IR

Table 4: Limit values for used lubricating oil

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B12150_1698991-9 EN 5 (5)

DescriptionEngine type RPM SLOC [g/kWh]

L16/24 1000/1200 0.4 - 0.8

L21/31 900/1000 0.4 - 0.8

L23/30H 720/750/900 0.6 - 1.0

L27/38 720/750 0.4 - 0.8

L28/32H 720/750 0.6 - 1.0

L28/32DF 720/750 0.6 - 1.0

V28/32H 720/750 0.6 - 1.0

V28/32S 720/750 0.4 - 0.8

L32/40 720/750 0.8 - 1.0

Please note that only maximum continuous rating(PMCR (kW)) should be used in order to evaluate theSLOC.

Please note, during engine running-in the SLOCmay exceed the values stated.

The following formula is used to calculate theSLOC:

SLOC [g/kWh] =

In order to evaluate the correct engine SLOC, thefollowing circumstances must be noticed and sub-tracted from the engine SLOC:

A1:

▪ Desludging interval and sludge amount from thelubricating oil separator (or automatic lubricatingoil filters). The expected lubricating oil content ofthe sludge amount is 30%.

The following does also have an influence on theSLOC and must be considered in the SLOC evalua-tion:

A2:

▪ Lubricating oil evaporation

Lubricating oil leakages

Lubricating oil losses at lubricating oil filterexchange

The lubricating oil density, ρ @ 15°C must beknown in order to convert ρ to the present lubricat-ing oil temperature in the base frame. The followingformula is used to calculate ρ:

ρlubricating oil [kg/m3] =

The engine maximum continuous design rating(PMCR) must always be used in order to be able tocompare the individual measurements, and the run-ning hours since the last lubricating oil adding mustbe used in the calculation. Due to inaccuracy *) atadding lubricating oil, the SLOC can only be evalu-ated after 1,000 running hours or more, where onlythe average values of a number of lubricating oiladdings are representative.

Note!

*) A deviation of ± 1 mm with the dipstick measure-ment must be expected, which corresponds uptill± 0.1 g/kWh, depending on the engine type.

MAN Diesel & Turbo

1607584-6.10Page 1 (2) Specific lubricating oil consumption - SLOC B 12 15 0


2013.04.17

MAN Diesel & Turbo

B 12 15 0 Specific lubricating oil consumption - SLOC 1607584-6.10Page 2 (2)


2013.04.17

General

During operation of trunk engines the lubricating oilwill gradually be contaminated by small particlesoriginating from the combustion.

Engines operated on heavy fuels will normallyincrease the contamination due to the increasedcontent of carbon residues and other contaminants.

Contamination of lubricating oil with either freshwa-ter or seawater can also occur.

A certain amount of contaminants can be kept sus-pended in the lubricating oil without affecting thelubricating properties.

The condition of the lubricating oil must be keptunder observation (on a regular basis) by analyzingoil samples. See Section 504.04 "Criteria for Clean-ing/Exchange of Lubricating Oil".

The moving parts in the engine are protected by thebuilt-on duplex full-flow lubricating oil filter. Thereplaceable paper filter cartridges in each filterchamber has a fineness of 10-15 microns. Thesafety filter, at the centre of each filter chamber, is abasket filter element, with a fineness of 60 microns(sphere passing mesh).

The pressure drop across the replaceable paper fil-ter cartridges is one parameter indicating the con-tamination level. The higher the dirt content in theoil, the shorter the periods between filter cartridgereplacement and cleaning.

The condition of the lubricating oil can be main-tained / re-established by exchanging the lubricat-ing oil at fixed intervals or based on analyzing oilsamples.

Operation on Marine Diesel Oil (MDO) &Marine Gas Oil (MGO)

For engines exclusively operated on MDO/MGO werecommend to install a built-on centrifugal bypassfilter as an additional filter to the built-on full flowdepth filter.

It is advisable to run bypass separator units contin-uously for engines operated on MDO/MGO as sep-arator units present the best cleaning solution.Mesh filters have the disadvantage that they cannotremove water and their elements clog quickly.

Operation on Heavy Fuel Oil (HFO)

HFO-operated engines require effective lubricatingoil cleaning. In order to ensure a safe operation it isnecessary to use supplementary cleaning equip-ment together with the built-on full flow depth filter.

It is mandatory to run bypass separator units con-tinuously for engines operated on HFO, as an opti-mal lubricating oil treatment is fundamental for areliable working condition. Therefore it is mandatoryto clean the lubricating oil with a bypass separatorunit, so that the wear rates are reduced and the life-time of the engine is extended.

Bypass cleaning equipment

As a result of normal operation, the lubricating oilcontains abraded particles and combustion resi-dues which have to be removed by the bypasscleaning system and to a certain extent by theduplex full-flow lubricating oil filter as well.

With automatic mesh filters this can result in anundesirable and hazardous continuous flushing. Inview of the high cost of cleaning equipment forremoving micro impurities, this equipment is onlyrated for a certain proportion of the oil flowingthrough the engine since it is installed in a bypass.

The bypass cleaning equipment is operated

▪ continuously when the engine is in operation orat standstill

For cleaning of lubricating oil the following bypasscleaning equipment can be used:

▪ Separator unit

▪ Decanter unit

▪ Self cleaning automatic bypass mesh filter

▪ Built-on centrifugal bypass filter (standard onMAN Diesel & Turbo, Holeby GenSets)

▪ Bypass depth filter

The decanter unit, the self-cleaning automaticbypass mesh filter and the bypass depth filtercapacity must be adjusted according to maker’srecommendations.

In case full flow filtration equipment is chosen, thismust only be installed as in-line cleaning upstreamto the duplex full-flow lubricating oil filter, built ontothe engine.

MAN Diesel & Turbo

1643494-3.9Page 1 (7) Treatment and maintenance of lubricating oil B 12 15 0

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2013.10.04

The most appropriate type of equipment for a par-ticular application depends on the engine output,the type and amount of combustion residues, theannual operating time and the operating mode ofthe plant. Even with a relatively low number of oper-ating hours there can be a great deal of combustionresidues if, for instance, the engine is inadequatelypreheated and quickly accelerated and loaded.

Separator unit

Continuous lubricating oil cleaning during engineoperation is mandatory. An optimal lubricating oiltreatment is fundamental for a reliable working con-dition of the engine.

If the lubricating oil is circulating without a separatorunit in operation, the lubricating oil will gradually becontaminated by products of combustion, waterand/or acid. In some instances cat-fines may alsobe present. In order to prolong the lubricating oil lifetime andremove wear elements, water and contaminantsfrom the lubricating oil, it is mandatory to use a by-pass separator unit. The separator unit will reduce the carbon residuecontent and other contaminants from combustionon engines operated on HFO, and keep the amountwithin MDT’s recommendation, on condition thatthe separator unit is operated according to MDT'srecommendations.

When operating a cleaning device, the followingrecommendations must be observed:

▪ The optimum cleaning effect is achieved bykeeping the lubricating oil in a state of low vis-cosity for a long period in the separator bowl.

▪ Sufficiently low viscosity is obtained by preheat-ing the lubricating oil to a temperature of 95°C -98°C, when entering the separator bowl.

▪ The capacity of the separator unit must beadjusted according to MDT's recommenda-tions.

Slow passage of the lubricating oil through the sep-arator unit is obtained by using a reduced flow rateand by operating the separator unit 24 hours a day,stopping only for maintenance, according to mak-er's recommendation.

Lubricating oil preheating

The installed heater on the separator unit ensurescorrect lubricating oil temperature during separa-tion. When the engine is at standstill, the heater canbe used for two functions:

▪ The oil in the sump is preheated to 95 – 98 °Cby the heater and cleaned continuously by theseparator unit.

▪ The heater can also be used to maintain an oiltemperature of at least 40 °C, depending oninstallation of the lubricating oil system.

Cleaning capacity

Normally, it is recommended to use a self-cleaningfiltration unit in order to optimize the cleaning periodand thus also optimize the size of the filtration unit.Separator units for manual cleaning can be usedwhen the reduced effective cleaning time is takeninto consideration by dimensioning the separatorunit capacity.

The required operation and design flow

In order to calculate the required operation flowthrough the separator unit, MDT's recommendationmust be followed.

As a guidance, the following formula should formthe basis for calculating the required operation flowthrough the separator unit:

Q = required operation flow [l/h]

P = MCR (Maximum Continuous Rat-ing) [kW]

t = actual effective separator unit sep-arating time per day [hour] (23.5 h separating time and 0.5 hfor sludge discharge = 24 h/day)

n = number of turnovers per day of thetheoretical oil volume correspond-ing to 1.36 [l/kW] or 1 [l/HP]

The following values for "n" are recommended:

n = 6 for HFO operation (residual)

n = 4 for MDO operation

n = 3 for distillate fuel

MAN Diesel & Turbo

B 12 15 0 Treatment and maintenance of lubricating oil 1643494-3.9Page 2 (7)

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,V28/32DF

2013.10.04

Example 1 For multi-engine plants, one separator unit perengine in operation is recommended.

Figure 1: Example 1

One 1000 kW engine operating on HFO connectedto a self-cleaning separator unit with a daily effectiveseparating period of 23.5 hours:

In order to obtain sufficient cleaning of the lubricat-ing oil, the operation flow through the separator unitmust be around 15-25% of the design flow.

The design flow for selection of separator unit sizewill then be in the range 1389-2315 l/h.

Example 2 As alternative one common separator unit can beinstalled, with one in reserve if possible, for multi-engine plants (maximum 3 engines per separatorunit).

The experienced load profile for the majority of mer-chant vessels is that the average power demand isaround 43-50% of the installed GenSet power. Withthree identical engines this corresponds to 1.3-1.5times the power of one engine.

▪ Bulk Carrier and tankers : ~1.3 times the powerof one engine

▪ Container vessel : ~1.5 times the power of oneengine

Three 1000 kW engines operating on HFO connec-ted to a common self-cleaning separator unit with adaily effective separating period of 23.5 hours:

In order to obtain sufficient cleaning of the lubricat-ing oil, the operation flow through the separator unitmust be around 15-25% of the design flow.

The design flow for selection of separator unit sizewill then be in the range 1806-3009 l/h.

With an average power demand above 50% of theinstalled GenSet power, the operation flow must bebased on 100% of the installed GenSet power.

1 Interconnected valves

Figure 2: Example 2

MAN Diesel & Turbo


L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2013.10.04

Separator unit installation

With multi-engine plants, one separator unit perengine in operation is recommended (see figure 1),but if only one separator unit is in operation, the fol-lowing layout can be used:

▪ A common separator unit (see figure 2) can beinstalled, with one in reserve, if possible, foroperation of all engines through a pipe system,which can be carried out in various ways. Theaim is to ensure that the separator unit is onlyconnected to one engine at a time. Thus therewill be no suction and discharging from oneengine to another.

It is recommended that inlet and outlet valves areconnected so that they can only be changed oversimultaneously.

With only one engine in operation there are noproblems with separating, but if several engines arein operation for some time it is recommended tosplit up the separation time in turns on all operatingengines.

With 2 out of 3 engines in operation the 23.5 hoursseparating time must be split up in around 4-6hours intervals between changeover.

Stokes' law

The operating principles of centrifugal separationare based on Stokes’ Law.

V = settling velocity [m/sec]

rω2 = acceleration in centrifgal field [m/sec2]

d = diameter of particle [m]

ρp = density of particle [kg/m3]

ρl = density of medium [kg/m3]

µ = viscosity of medium [kg/m, sec.]

The rate of settling (V) for a given capacity is deter-mined by Stokes’ Law. This expression takes intoaccount the particle size, the difference betweendensity of the particles and the lubricating oil, andthe viscosity of the lubricating oil.

Density and viscosity are important parameters forefficient separation. The greater the difference indensity between the particle and the lubricating oil,the higher the separation efficiency. The settlingvelocity increases in inverse proportion to viscosity.However, since both density and viscosity vary withtemperature, separation temperature is the criticaloperating parameter.

Particle size is another important factor. The settlingvelocity increases rapidly with particle size. Thismeans that the smaller the particle, the more chal-lenging the separation task. In a centrifuge, the term(rω2) represents the centrifugal force which is sev-eral thousand times greater than the accelerationdue to gravitational force. Centrifugal force enablesthe efficient separation of particles which are only afew microns in size.

The separation efficiency is a function of:

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Operating parameters

Various operating parameters affect separation effi-ciency. These include temperature, which controlsboth lubricating oil viscosity and density, flow rateand maintenance.

Temperature of lubricating oil beforeseparator unit

It is often seen that the lubricating oil pre-heatersare undersized, have very poor temperature control,the steam supply to the pre-heater is limited or thetemperature set point is too low.

Often the heater surface is partly clogged by depos-its. These factors all lead to reduced separationtemperature and hence the efficiency of the separa-

tor unit. In order to ensure that the centrifugal forcesseparate the heavy contaminants in the relativelylimited time that they are present in the separatorbowl, the separator unit must always be operatedwith an inlet temperature of 95-98°C for lubricatingoil.

A control circuit including a temperature transmitterand a PI-type controller with accuracy of ±2°C mustbe installed. If steam-heated, a correctly sizedsteam valve should be fitted with the right KvSvalue. The steam trap must be a mechanical floattype. The most common heaters on board aresteam heaters. This is due to the fact that steam inmost cases is available at low cost.

Most ships are equipped with an exhaust boiler uti-lizing the exhaust gases to generate steam.

A large proportion of smaller tonnage does, how-ever, use electric heaters.

It is essential to keep the incoming oil temperatureto the separator unit steady with only a small varia-tion in temperature allowed (maximum ±2°C).

The position of the interface between oil and waterin the separator bowl is a result of the density andthe viscosity of the oil, which in turn depends on thetemperature.

Flow rate

It is known that separation efficiency is a function ofthe separator unit’s flow rate. The higher the flowrate, the more particles are left in the oil and there-fore the lower the separation efficiency. As the flowrate is reduced, the efficiency with which particlesare removed increases and cleaning efficiency thusimproves. It is, however, essential to know at whatcapacity adequate separation efficiency is reachedin the specific case.

In principle, there are three ways to control the flow:

▪ Adjustment of the built-in safety valve on thepump.

This method is NOT recommended since thebuilt-on valve is nothing but a safety valve.

The opening pressure is often too high and itscharacteristic far from linear.

In addition, circulation in the pump may result inoil emulsions and cavitation in the pump.

▪ A flow regulating valve arrangement on thepressure side of the pump, which bypasses theseparator unit and re-circulates part of the

MAN Diesel & Turbo


L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

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untreated lubricating oil back to the treated oilreturn line, from the separator unit and NOTdirectly back to the suction side of the pump.

The desired flow rate is set manually by meansof the flow regulating valve. Further, the require-ment for backpressure in the clean oil outletMUST also be fulfilled, helping to maintain thecorrect interface position.

▪ Speed control of the pump motor with a fre-quency converter or a 2-speed motor.

This is a relatively cheap solution today and is agood alternative for flow control.

Maintenance

Proper maintenance is an important, but often over-looked operating parameter that is difficult to quan-tify. If the bowl is not cleaned in time, deposits willform on the bowl discs, the free channel height willbe reduced, and flow velocity increases. This furthertends to drag particles with the liquid flow towardsthe bowl’s centre resulting in decreased separationefficiency.

Check of lubricating oil system

For cleaning of the lubricating oil system after over-hauls and inspection of the lubricating oil pipingsystem the following checks must be carried out:

1. Examine the piping system for leaks.

2. Retighten all bolts and nuts in the piping sys-tem.

3. Move all valves and cocks in the piping system.Lubricate valve spindles with graphite or similar.

4. Blow through drain pipes.

5. Check flexible connections for leaks and dam-ages.

6. Check manometers and thermometers for pos-sible damages.

Deterioration of oil

Oil seldomly loses its ability to lubricate, i.e. to forma friction-decreasing oil film, but it may become cor-rosive to the steel journals of the bearings in such away that the surface of these journals becomes toorough and wipes the bearing surface.

In that case the bearings must be renewed, and thejournals must also be polished. The corrosivenessof the lubricating oil is either due to far advanced

oxidation of the oil itself (TAN) or to the presence ofinorganic acids (SAN). In both cases the presenceof water will multiply the effect, especially sea wateras the chloride ions act as an inorganic acid.

Signs of deterioration

If circulating oil of inferior quality is used and the oxi-dative influence becomes grave, prompt action isnecessary as the last stages in the deterioration willdevelop surprisingly quickly, within one or twoweeks. Even if this seldomly happens, it is wise tobe acquainted with the signs of deterioration.

These may be some or all of the following:

▪ Sludge precipitation in the separator unit multi-plies

▪ Smell of oil becomes acrid or pungent

▪ Machined surfaces in the crankcase becomecoffee-brown with a thin layer of lacquer

▪ Paint in the crankcase peels off or blisters

▪ Excessive carbon is formed in the piston cool-ing chamber

In a grave case of oil deterioration the system mustbe cleaned thoroughly and refilled with new oil.

Oxidation of oils

At normal service temperature the rate of oxidationis insignificant, but the following factors will acceler-ate the process:

High temperature If the coolers are ineffective, the temperature levelwill generally rise. A high temperature will also arisein electrical pre-heaters if the circulation is not con-tinued for 5 minutes after the heating has beenstopped, or if the heater is only partly filled with oil.

Catalytic action Oxidation of the oil will be accelerated considerablyif catalytic particles are present in the oil. Wear par-ticles of copper are especially harmful, but also fer-rous particles and rust are active. Furthermore, thelacquer and varnish oxidation products of the oilitself have an accelerating effect. Continuous clean-ing of the oil is therefore important to keep thesludge content low.

Water washing

Water washing of HD oils (heavy duty) must not becarried out.

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Water in the oil

If the TAN is low, a minor increase in the fresh watercontent of the oil is not immediately detrimentalwhile the engine is in operation. Naturally, it shouldbe brought down again as quickly as possible(below 0.2% water content, which is permissible,see description "B 12 15 0/504.04 criteria forexchange of lube oil”). If the engine is stopped whilecorrosion conditions are unsatisfactory, the crank-shaft must be turned ½ - ¾ revolution once everyhour by means of the turning gear. Please makesure that the crankshaft stops in different positions,to prevent major damage to bearings and journals.The lubricating oil must be circulated and separatedcontinuously to remove water.

Water in the oil may be noted by steam formationon the sight glasses, by appearance, or ascertainedby immersing a piece of glass or a soldering ironheated to 200-300°C in an oil sample. If there is ahissing sound, water is present. If a large quantity ofwater has entered the lubricating oil system, it hasto be removed. Either by sucking up sedimentwater from the bottom, or by replacing the oil in thesump. An oil sample must be analysed immediatelyfor chloride ions.

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Replacement of lubricating oil

The expected lubricating oil lifetime in operation isdifficult to determine. The lubricating oil lifetime isdepending on the fuel oil quality, the lubricating oilquality, the lubricating oil consumption, the lubricat-ing oil cleaning equipment efficiency and the engineoperational conditions.

In order to evaluate the lubricating oil condition asample should be drawn on regular basis at leastonce every three month or depending on the latestanalysis result. The lubricating oil sample must bedrawn before the filter at engine in operation. Thesample bottle must be clean and dry, supplied withsufficient indentification and should be closedimmediately after filling. The lubricating oil samplemust be examined in an approved laboratory or inthe lubricating oil suppliers own laboratory.

A lubricating oil replacement or an extensive lubri-cating oil cleaning is required when the MAN Diesel& Turbo exchange criteria's have been reached.

Evaluation of the lubricating oil condition

Based on the analysis results, the following guid-ance are normally sufficient for evaluating the lubri-cating oil condition. The parameters themselves cannot be jugded alonestanding, but must be evalu-ated together in order to conclude the lubricating oilcondition.

1. Viscosity

Limit value:

Normalvalue

min.value

max.value

SAE 30 [cSt@40° C]

SAE 30 [cSt@100° C]

SAE 40 [cSt@40° C]

SAE 40 [cSt@100° C]

95 - 125

11 - 13

135 - 165

13.5 - 15.0

75

9

100

11

160

15

220

19

Unit : cSt (mm2/s)

Possible testmethod

: ASTM D-445, DIN51562/53018, ISO3104

Increasing viscosity indicates problems with insolu-bles, HFO contamination, water contamination, oxi-dation, nitration and low load operation. Decreasingviscosity is generally due to dilution with lighter vis-cosity oil.

2. Flash point

Min. value : 185° C

Possible testmethod

: ASTM D-92, ISO 2719

Normally used to indicate fuel dilution.

3. Water content

Max. value : 0.2 %

Unit : Weight %

Possible testmethod

: ASTM D4928, ISO 3733

Water can originate from contaminated fuel oil, anengine cooling water leak or formed as part of thecombustion process. If water is detected alsoSodium, Glycol or Boron content should bechecked in order to confirm engine coolant leaks.

4. Base number

Min. value : The BN value should not be lowerthan 50% of fresh lubricating oil value,but minimum BN level never to belower than 10-12 at operating on HFO!

Unit : mg KOH/g

Possible testmethod

: ASTM D-2896, ISO 3771

The neutralization capacity must secure that theacidic combustion products, mainly sulphur origi-nate from the fuel oil, are neutralized at the lube oilconsumption level for the specific engine type.Gradually the BN will be reduced, but should reachan equilibrium.

5. Total acid number (TAN)

Max. value : 3.0 acc. to fresh oil value

Unit : mg KOH/g

Possible testmethod

: ASTM D-664

TAN is used to monitor oil degradation and is ameasure of the total acids present in the lubricatingoil derived from oil oxidation (weak acids) and acidicproducts of fuel combustion (strong acids).

MAN Diesel & Turbo

1609533-1.7Page 1 (2) Criteria for cleaning/exchange of lubricating oil B 12 15 0

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2007.03.12

6. Insolubles content

Max. value : 1.5 % generally, depending uponactual dispersant value and theincrease in viscosity

Unit : Weight %

Possible testmethod

: ASTM D-893 procedure B in Heptane,DIN 51592

Additionallytest

: If the level in n-Heptane insolubles isconsidered high for the type of oil andapplication, the test could be followedby a supplementary determination inToluene.

Total insolubles is maily derived from products ofcombustion blown by the piston rings into thecrankcase. It also includes burnt lubricating oil,additive ash, rust, salt, wear debris and abrasivematter.

7. Metal content

Metal content Remarks Attention limits

IronChromiumCopperLeadTinAluminiumSilicon

Depend uponengine type andoperating condi-

tions

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

MAN Diesel & Turbo

B 12 15 0 Criteria for cleaning/exchange of lubricating oil 1609533-1.7Page 2 (2)

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,V28/32DF

2007.03.12

Cooling Water System

B 13

Engine cooling water specifications

Preliminary remarksAs is also the case with the fuel and lubricating oil, the engine cooling watermust be carefully selected, handled and checked. If this is not the case, cor-rosion, erosion and cavitation may occur at the walls of the cooling system incontact with water and deposits may form. Deposits obstruct the transfer ofheat and can cause thermal overloading of the cooled parts. The systemmust be treated with an anticorrosive agent before bringing it into operationfor the first time. The concentrations prescribed by the engine manufacturermust always be observed during subsequent operation. The above especiallyapplies if a chemical additive is added.

RequirementsThe properties of untreated cooling water must correspond to the followinglimit values:

Properties/Characteristic Properties Unit

Water type Distillate or fresh water, free of foreign matter. -

Total hardness max. 10 °dH*

pH value 6.5 - 8 -

Chloride ion content max. 50 mg/l**

Table 1: Cooling water - properties to be observed

*) 1°dH (German hard-ness)

≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

≙ 0.357 mval/l ≙ 0.179 mmol/l

**) 1 mg/l ≙ 1 ppm

The MAN Diesel water testing equipment incorporates devices that deter-mine the water properties directly related to the above. The manufacturers ofanticorrosive agents also supply user-friendly testing equipment. Notes forcooling water check see in 010.005 Engine – Work Instructions010.000.002-03.

Additional informationIf distilled water (from a fresh water generator, for example) or fully desalina-ted water (from ion exchange or reverse osmosis) is available, this shouldideally be used as the engine cooling water. These waters are free of limeand salts which means that deposits that could interfere with the transfer ofheat to the cooling water, and therefore also reduce the cooling effect, can-not form. However, these waters are more corrosive than normal hard wateras the thin film of lime scale that would otherwise provide temporary corro-sion protection does not form on the walls. This is why distilled water mustbe handled particularly carefully and the concentration of the additive mustbe regularly checked.

The total hardness of the water is the combined effect of the temporary andpermanent hardness. The proportion of calcium and magnesium salts is ofoverriding importance. The temporary hardness is determined by the carbo-nate content of the calcium and magnesium salts. The permanent hardness

Limit values

Testing equipment

Distillate

Hardness

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is determined by the amount of remaining calcium and magnesium salts (sul-phates). The temporary (carbonate) hardness is the critical factor that deter-mines the extent of limescale deposit in the cooling system.

Water with a total hardness of > 10°dGH must be mixed with distilled wateror softened. Subsequent hardening of extremely soft water is only necessaryto prevent foaming if emulsifiable slushing oils are used.

Damage to the cooling water systemCorrosion is an electrochemical process that can widely be avoided byselecting the correct water quality and by carefully handling the water in theengine cooling system.

Flow cavitation can occur in areas in which high flow velocities and high tur-bulence is present. If the steam pressure is reached, steam bubbles formand subsequently collapse in high pressure zones which causes the destruc-tion of materials in constricted areas.

Erosion is a mechanical process accompanied by material abrasion and thedestruction of protective films by solids that have been drawn in, particularlyin areas with high flow velocities or strong turbulence.

Stress corrosion cracking is a failure mechanism that occurs as a result ofsimultaneous dynamic and corrosive stress. This may lead to cracking andrapid crack propagation in water-cooled, mechanically-loaded components ifthe cooling water has not been treated correctly.

Processing of engine cooling waterThe purpose of treating the engine cooling water using anticorrosive agentsis to produce a continuous protective film on the walls of cooling surfacesand therefore prevent the damage referred to above. In order for an anticor-rosive agent to be 100 % effective, it is extremely important that untreatedwater satisfies the requirements in the section "Requirements".

Protective films can be formed by treating the cooling water with an anticor-rosive chemical or an emulsifiable slushing oil.

Emulsifiable slushing oils are used less and less frequently as their use hasbeen considerably restricted by environmental protection regulations, andbecause they are rarely available from suppliers for this and other reasons.

Treatment with an anticorrosive agent should be carried out before theengine is brought into operation for the first time to prevent irreparable initialdamage.

Treatment of the cooling waterThe engine must not be brought into operation without treating thecooling water first.

Additives for cooling waterOnly the additives approved by MAN Diesel & Turbo and listed in the tablesunder the section entitled „Approved cooling water additives“ may be used.

Corrosion

Flow cavitation

Erosion

Stress corrosion cracking

Formation of a protectivefilm

Treatment prior to initialcommissioning of engine

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A cooling water additive may only be permitted for use if tested andapproved as per the latest directives of the ICE Research Association (FVV)"Suitability test of internal combustion engine cooling fluid additives.” The testreport must be obtainable on request. The relevant tests can be carried outon request in Germany at the staatliche Materialprüfanstalt (Federal Institutefor Materials Research and Testing), Abteilung Oberflächentechnik (SurfaceTechnology Division), Grafenstraße 2 in D-64283 Darmstadt.

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

Additives may only be used in closed circuits where no significant consump-tion occurs, apart from leaks or evaporation losses. Observe the applicableenvironmental protection regulations when disposing of cooling water con-taining additives. For more information, consult the additive supplier.

Chemical additivesSodium nitrite and sodium borate based additives etc. have a proven trackrecord. Galvanised iron pipes or zinc sacrificial anodes must not be used incooling systems. This corrosion protection is not required due to the prescri-bed cooling water treatment and electrochemical potential reversal that mayoccur due to the cooling water temperatures which are usual in enginesnowadays. If necessary, the pipes must be deplated.

Slushing oilThis additive is an emulsifiable mineral oil with added slushing ingredients. Athin film of oil forms on the walls of the cooling system. This prevents corro-sion without interfering with heat transfer, and also prevents limescale depos-its on the walls of the cooling system.

The significance of emulsifiable corrosion-slushing oils is fading. Oil-basedemulsions are rarely used nowadays for environmental protection reasonsand also because stability problems are known to occur in emulsions.

Anti-freeze agentsIf temperatures below the freezing point of water in the engine cannot beexcluded, an anti-freeze solution that also prevents corrosion must be addedto the cooling system or corresponding parts. Otherwise, the entire systemmust be heated.

Sufficient corrosion protection can be provided by adding the products listedin the table entitled „Anti-freeze solutions with slushing properties“ (Militaryspecification: Sy-7025) while observing the prescribed minimum concentra-tion. This concentration prevents freezing at temperatures down to -22 °Cand provides sufficient corrosion protection. However, the quantity of anti-freeze solution actually required always depends on the lowest temperaturesthat are to be expected at the place of use.

Anti-freezes are generally based on ethylene glycol. A suitable chemical anti-corrosive agent must be added if the concentration of the anti-freeze solutionprescribed by the user for a specific application does not provide an appro-priate level of corrosion protection, or if the concentration of anti-freeze solu-tion used is lower due to less stringent frost protection requirements anddoes not provide an appropriate level of corrosion protection. Consideringthat anti-freeze agents listed in the table „Anti-freeze solutions with slushing

Required approval

In closed circuits only

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properties“ also contain corrosion inhibitors and their compatibility with otheranticorrosive agents is generally not given, only pure glycol may be used asanti-freeze agent in such cases.

Simultaneous use of anticorrosive agent from the table „Chemical additives –nitrite free” together with glycol is not permitted, because monitoring the anti-corrosive agent concentration in this mixture is not more possible.

Anti-freeze solutions may only be mixed with one another with the consent ofthe manufacturer, even if these solutions have the same composition.

Before an anti-freeze solution is used, the cooling system must be thoroughlycleaned.

If the cooling water contains an emulsifiable slushing oil, anti-freeze solutionmust not be added as otherwise the emulsion would break up and oil sludgewould form in the cooling system.

BiocidesIf you cannot avoid using a biocide because the cooling water has been con-taminated by bacteria, observe the following steps:

▪ You must ensure that the biocide to be used is suitable for the specificapplication.

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

▪ The biocide and its decomposition products must not contain corrosion-promoting components. Biocides whose decomposition products con-tain chloride or sulphate ions are not permitted.

▪ Biocides that cause foaming of cooling water are not permitted.

Prerequisite for effective use of an anticorrosive agent

Clean cooling systemAs contamination significantly reduces the effectiveness of the additive, thetanks, pipes, coolers and other parts outside the engine must be free of rustand other deposits before the engine is started up for the first time and afterrepairs of the pipe system. The entire system must therefore be cleaned withthe engine switched off using a suitable cleaning agent (see 010.005 Engine– Work Instructions 010.000.001-01.010.000.002-04).

Loose solid matter in particular must be removed by flushing the systemthoroughly as otherwise erosion may occur in locations where the flow veloc-ity is high.

The cleaning agents must not corrode the seals and materials of the coolingsystem. In most cases, the supplier of the cooling water additive will be ableto carry out this work and, if this is not possible, will at least be able to pro-vide suitable products to do this. If this work is carried out by the engineoperator, he should use the services of a specialist supplier of cleaningagents. The cooling system must be flushed thoroughly after cleaning. Oncethis has been done, the engine cooling water must be immediately treatedwith anticorrosive agent. Once the engine has been brought back into opera-tion, the cleaned system must be checked for leaks.

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

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

Concentrations of chemical additivesThe chemical additive concentrations shall not be less than theminimum concentrations indicated in the table „Nitrite-containingchemical additives“.

Excessively low concentrations can promote corrosion and must be avoided.If the concentration is slightly above the recommended concentration this willnot result in damage. Concentrations that are more than twice the recom-mended concentration should be avoided.

Every 2 to 6 months send a cooling water sample to an independent labora-tory or to the engine manufacturer for integrated analysis.

Emulsifiable anticorrosive agents must generally be replaced after abt. 12months according to the supplier's instructions. When carrying this out, theentire cooling system must be flushed and, if necessary, cleaned. Once filledinto the system, fresh water must be treated immediately.

If chemical additives or anti-freeze solutions are used, cooling water shouldbe replaced after 3 years at the latest.

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

Deposits in the cooling system may be caused by fluids that enter the cool-ing water, or the break up of emulsion, corrosion in the system and limescaledeposits if the water is very hard. If the concentration of chloride ions hasincreased, this generally indicates that seawater has entered the system. Themaximum specified concentration of 50 mg chloride ions per kg must not beexceeded as otherwise the risk of corrosion is too high. If exhaust gas entersthe cooling water, this may lead to a sudden drop in the pH value or to anincrease in the sulphate content.

Water losses must be compensated for by filling with untreated water thatmeets the quality requirements specified in the section Requirements. Theconcentration of the anticorrosive agent must subsequently be checked andadjusted if necessary.

Subsequent checks of cooling water are especially required if the coolingwater had to be drained off in order to carry out repairs or maintenance.

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Protective measuresAnticorrosive agents contain chemical compounds that can pose a risk tohealth or the environment if incorrectly used. Comply with the directions inthe manufacturer's material safety data sheets.

Avoid prolonged direct contact with the skin. Wash hands thoroughly afteruse. If larger quantities spray and/or soak into clothing, remove and washclothing before wearing it again.

If chemicals come into contact with your eyes, rinse them immediately withplenty of water and seek medical advice.

Anticorrosive agents are generally harmful to the water cycle. Observe therelevant statutory requirements for disposal.

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

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

Permissible cooling water additives

Nitrite-containing chemical additives

Manufacturer Product designation Initial dosing for1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

Drew Marine LiquidewtMaxigard

15 l40 l

15,00040,000

7001,330

1,0502,000

Wilhelmsen (Unitor) Rocor NB LiquidDieselguard

21.5 l4.8 kg

21,5004,800

2,4002,400

3,6003,600

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

3 l

10 l30 l

3,000

10,00030,000

1,000

1,0001,000

1,500

1,5001,500

Nalco Nalcool 2000

TRAC 102

TRAC 118

30 l

30 l

3 l

30,000

30,000

3,000

1,000

1,000

1,000

1,500

1,500

1,500

Maritech AB Marisol CW 12 l 12,000 2,000 3,000

Uniservice, Italy N.C.L.T.Colorcooling

12 l24 l

12,00024,000

2,0002,000

3,0003,000

Marichem – Marigases D.C.W.T. - Non-Chromate

48 l 48,000 2,400 -

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Manufacturer Product designation Initial dosing for1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

Marine Care Caretreat 2 16 l 16,000 4,000 6,000

Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000

Table 2: Nitrite-containing chemical additives

Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosing for 1,000 litres

Minimum concentration

Arteco Havoline XLI 75 l 7.5 %

Total WT Supra 75 l 7.5 %

Q8 Oils Q8 Corrosion InhibitorLong-Life

75 l 7.5 %

Table 3: Chemical additives - nitrite free

Emulsifiable slushing oils

Manufacturer Product(designation)

BP Diatsol MFedaro M

Castrol Solvex WT 3

Shell Oil 9156

Table 4: Emulsifiable slushing oils

Anti-freeze solutions with slushing properties

Manufacturer Product designation Minimum concentration

BASF Glysantin G 48Glysantin 9313Glysantin G 05

35%

Castrol Radicool NF, SF

Shell Glycoshell

Mobil Frostschutz 500

Arteco Havoline XLC

Total Glacelf Auto SupraTotal Organifreeze

Table 5: Anti-freeze solutions with slushing properties

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Cooling waterinspecting

SummaryAcquire and check typical values of the operating media to prevent or limitdamage.

The fresh water used to fill the cooling water circuits must satisfy the specifi-cations. The cooling water in the system must be checked regularly inaccordance 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 anti-corrosive agent.

Tools/equipment requiredThe following equipment can be used:

▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with allnecessary instruments and chemicals that determine the water hardness,pH value and chloride content (obtainable from MAN Diesel & Turbo orMar-Tec Marine, Hamburg)

When using chemical additives:

▪ Testing equipment in accordance with the supplier's recommendations.Testing kits from the supplier also include equipment that can be used todetermine the fresh water quality.

Testing the typical values of water

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 ≤ 10°dGH 1) ≤ 10°dGH 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)

1) dGH German hardness

1°dGh = 10 mg/l CaO= 17.9 mg/l CaCO3

= 0.179 mmol/L

2) 1mg/l = 1 ppm

Equipment for checking thefresh water quality

Equipment for testing theconcentration of additives

Short specification

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Testing the concentration of rust inhibitors

Anticorrosive agent Concentration

Chemical additives in accordance with quality specification in Volume 010.005 Engine – operating manual010.000.023-14

Anti-freeze agents in accordance with quality specification in Volume 010.005 Engine – operating manual010.000.023-14

Table 2: Concentration of the cooling water additive

The concentration should be tested every week, and/or according to themaintenance schedule, using the testing instruments, reagents and instruc-tions of the relevant supplier.

Chemical slushing oils can only provide effective protection if the right con-centration is precisely maintained. This is why the concentrations recommen-ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine– operating manual 010.000.023-14) must be complied with in all cases.These recommended concentrations may be other than those specified bythe manufacturer.

The concentration must be checked in accordance with the manufacturer'sinstructions or the test can be outsourced to a suitable laboratory. If indoubt, consult MAN Diesel & Turbo.

We can analyse fuel for customers at our laboratory (PrimeServ Lab).

Brief specification

Testing the concentration ofchemical additives

Testing the concentration ofanti-freeze agents

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Cooling water system

SummaryRemove contamination/residue from operating fluid systems, ensure/re-establish operating reliability.

Cooling water systems containing deposits or contamination prevent effec-tive cooling of parts. Contamination and deposits must be regularly elimina-ted.This comprises the following:Cleaning the system and, if required,removal of limescale deposits,flushing the system.

CleaningThe cooling water system must be checked for contamination at regularintervals. Cleaning is required if the degree of contamination is high. Thiswork should ideally be carried out by a specialist who can provide the rightcleaning 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 cannotbe done by a specialist.

Oil sludge from lubricating oil that has entered the cooling system or a highconcentration of anticorrosive agents can be removed by flushing the systemwith fresh water to which some cleaning agent has been added. Suitablecleaning agents are listed alphabetically in the table entitled "Cleaning agentsfor removing oil sludge". Products by other manufacturers can be used pro-viding they have similar properties. The manufacturer's instructions for usemust be strictly observed.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C

Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C

Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature

Vecom Ultrasonic Multi Cleaner

4% 12 h at 50 – 60 °C

Table 1: Cleaning agents for removing oil sludge

Lime and rust deposits can form if the water is especially hard or if the con-centration of the anticorrosive agent is too low. A thin lime scale layer can beleft on the surface as experience has shown that this protects against corro-sion. However, limescale deposits with a thickness of more than 0.5 mmobstruct the transfer of heat and cause thermal overloading of the compo-nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts ofthe system, such as the sealing elements of the water pumps. Together withthe elements that are responsible for water hardness, this forms what isknown as ferrous sludge which tends to gather in areas where the flowvelocity is low.

Products that remove limescale deposits are generally suitable for removingrust. Suitable cleaning agents are listed alphabetically in the table entitled"Cleaning agents for removing lime scale and rust deposits". Products by

Oil sludge

Lime and rust deposits

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

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew SAF-AcidDescale-ITFerroclean

5 - 10%5 - 10%10%

4 h at 60 - 70 °C4 h at 60 - 70 °C4 - 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 – 60°C

Table 2: Cleaning agents for removing limescale and rust deposits

Hydrochloric acid diluted in water or aminosulphonic acid may only be usedin exceptional cases if a special cleaning agent that removes limescaledeposits without causing problems is not available. Observe the followingduring application:

▪ Stainless steel heat exchangers must never be treated using dilutedhydrochloric acid.

▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,brass, etc.) must be treated with deactivated aminosulphonic acid. Thisacid should be added to water in a concentration of 3 - 5 %. The tem-perature of the solution should be 40 - 50 °C.

▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-chloric acid is used as the cleaning agent, there is always a danger thatacid will remain in the system, even when the system has been neutral-ised and flushed. This residual acid promotes pitting. We therefore rec-ommend you have the cleaning carried out by a specialist.

The carbon dioxide bubbles that form when limescale deposits are dissolvedcan prevent the cleaning agent from reaching boiler scale. It is thereforeabsolutely necessary to circulate the water with the cleaning agent to flushaway the gas bubbles and allow them to escape. The length of the cleaningprocess depends on the thickness and composition of the deposits. Valuesare provided for orientation in the table entitled "Detergents for removing limescale and rust deposits“.

The cooling system must be flushed several times once it has been cleanedusing cleaning agents. Replace the water during this process. If acids areused to carry out the cleaning, neutralise the cooling system afterwards withsuitable chemicals then flush. The system can then be refilled with water thathas been prepared accordingly.

Only carry out the cleaning operation once the engine hascooled downStart 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 tothermal overloading of the engine.

In emergencies only

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Cleaning products can cause damageThe products to be used can endanger health and may be harmful tothe environment.Follow the manufacturer's handling instructions without fail.

The applicable regulations governing the disposal of cleaning agents or acidsmust be observed.

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Water specification for fuel-water emulsions

PrerequisitesThe water used for the fuel-water emulsion is an operating fluid that must becarefully selected, processed (if necessary) and monitored. If this is not done,deposits, corrosion, erosion and cavitation may occur on the fuel systemcomponents that come into contact with the fuel-water emulsion.

SpecificationsThe characteristic values of the water used must be within the following limitvalues:

Properties/Characteristic

Characteristic value Unit

Water type Distillate or fresh water, free of foreign matter. -

Total hardness max. 10 ºdH*

pH value 6.5 - 8 -

Chloride ion content max. 50 mg/l

Table 1: Fuel-water emulsion - characteristic values to be observed

*) 1º dH (German hard-ness)

≙ 10 mg CaOin 1 litre of water

≙ 17.9 mg CaCO3/l

≙ 0.357 mval/l ≙ 0.179 mmol/l

The MAN Diesel water testing kit contains instruments that allow the watercharacteristics referred to above (and others) to be easily determined.

Additional informationIf distillate (e.g. from the fresh water generator) or fully desalinated water (ionexchanger) is available, this should ideally be used for the fuel-water emul-sion. These types of water are free of lime and salts.

The total hardness of the water is the combined effect of the temporary andpermanent hardness. It is largely determined by the calcium and magnesiumsalts. The temporary hardness depends on the hydrocarbonate content inthe calcium and magnesium salts. The lasting (permanent) hardness is deter-mined by the remaining calcium and magnesium salts (sulphates).

Water with hardness greater than 10°dH (German total hardness) must beblended or softened with distillate. It is not necessary to increase the hard-ness of extremely soft water.

Treatment with anticorrosive agents not requiredTreatment with anticorrosive agents is not required and must beomitted.

Limit values

Testing instruments

Distillate

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D010.000.023-16-0001 EN 1 (1)

Internal cooling water system

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

Low temperature cooling water system

The LT cooling water system includes charge aircooling, lubricating oil cooling and alternator coolingif the latter is water-cooled. The LT system isdesigned for freshwater (FW) as cooling medium.Seawater (SW) can be used as optional.

In order to prevent a too high charge air tempera-ture, the design freshwater temperature in the LTsystem should not be too high. Max. 36°C is a con-venient choice compared to the design for seawatertemperature of maximum 32°C.

Regarding the lubricating oil cooler, the inlet tem-perature of the LT cooling water should not bebelow 10°C.

High temperature cooling water system

The high temperature cooling water is used for thecooling of cylinder liners and cylinder heads.

An engine outlet temperature of 80°C ensures aperfect combustion in the entire load area whenrunning on Heavy Fuel Oil (HFO), i.e. this tempera-ture limits the thermal loads in the high-load area,and hot corrosion in the combustion area is avoi-ded.

In the low-load area, the temperature is sufficientlyhigh to secure a perfect combustion and at thesame time cold corrosion is avoided; the latter isalso the reason why the engine, in stand-by positionand when starting on HFO, should be preheatedwith a medium cooling water temperature of ≥ 60°C– either by means of cooling water from runningengines or by means of a separate preheating sys-tem.

System lay-out

MAN Diesel & Turbo's standard for the internalcooling water system is shown on Basis Diagram 2.The system has been constructed with a view to fullintegration into the external system.

Temperature regulation in the HT and LT systemstakes place in the external system where alsopumps and fresh water heat exchangers are situ-

ated. This means that these components can becommon for propulsion engine(s) and GenSets. Theseparation of HT and LT circuits means that thecooling medium for the LT system can be either SWor FW, so that Basis System 2 can match a con-ventional as well as a central cooling water system.

To be able to match every kind of external systems,the internal system can as optional be arrangedwith two separate circuits or as a single circuit withor without a built-on pump and a thermostatic valvein the HT-circuit, so that engine cooling can be inte-grated fully or partly into the external system, or canbe constructed as a stand-alone unit.

Different internal basis system layouts for theseapplications are shown on the following pages.

HT-circulating pump

The circulating pump which is of the centrifugal typeis mounted on the front cover of the engine and isdriven by the crankshaft through a resilient geartransmission.

Technical data: See "list of capacities" D 10 05 0and B 13 18 1-2.

Thermostatic valve

The termostatic valve is a fully automatic three-wayvalve with thermostatic elements set at fixed tem-perature.

Technical data: See B 13 15 1.

Preheating arrangement

As an optional the engine can be equipped with abuilt-on preheating arrangement in the HT-circuitincluding a thermostatic controlled el-heating ele-ment and safety valve.

The system is based on thermo-syphon circulation.

For further information see B 13 23 1.

MAN Diesel & Turbo

1613439-3.2Page 1 (1) Internal cooling water system B 13 00 0

L23/30H, L28/32H, L28/32DF

2012.05.07

Internal cooling water system 1

Figure 1: Diagram for internal cooling water system 1.

Pipe description

F3 Venting to expansion tank DN 15

F4 Fresh water for preheating DN 40

G1 LT fresh water inlet DN 80/100

G2 LT fresh water outlet DN 80/100

Table 1: Flange connections are standard according to DIN 2501

Description

The system is designed as a single circuit with onlytwo flange connections to the external centralizedlow temperature (LT) cooling water system.

The engine is equipped with a self-controlling hightemperature (HT) water circuit for cooling of cylinderliners and cylinder heads. Thus the engine on thecooling water side only requires one fresh watercooler and so the engine can be intergrated in theships cooling water system as as a stand alone unit,

in a simple way, with low installation costs, whichcan be interesting in case of repowering, where theengine power is increased, and the distance to theother engines is larger.

Low temperature circuit

The components for circulation and temperatureregulation are placed in the external system.

The charge air coolers and the lubricating oil coolerare situated parallelly in order to have the lowestpossible cooling water inlet temperature for thecoolers.

The HT-circuit is cooled by adjustment of waterfrom the LT-circuit, taken from the lubricating oilcooler outlet. Thus the amount of cooling waterthrough the cooling system is always adjusted tothe engine load.

MAN Diesel & Turbo

1613575-7.4Page 1 (2) Internal cooling water system 1 B 13 00 1

L23/30H

2009.03.09

High temperature circuit

The built-on engine driven HT-circulating pump ofthe centrifugal type, pumps water through a distrib-uting pipe to bottom of the cooling water spacebetween the liner and the frame of each cylinderunit. The water is led out through bores in the top ofthe frame via the cooling water guide jacket to thebore cooled cylinder head for cooling of this and thevalve seats.

From the cylinder heads the water is led through acommon outlet pipe to the thermostatic valve, anddepending on the engine load, a smaller or largeramount of the water will be led to the external sys-tem or be re-circulated.

Optionals

Alternatively the engine can be equipped with thefollowing:

▪ Thermostatic valve on outlet LT-system

▪ Engine driven pump for LT-system

▪ Preheater arrangement in HT-system

Branches for:

▪ External preheating

▪ Alternator cooling

If the alternator is cooled by water, the pipes for thiscan be integrated on the GenSet.

Data

For heat dissipation and pump capacities, see D 1005 0, "List of Capacities".

Set points and operating levels for temperature andpressure are stated in B 19 00 0, "Operating Dataand Set Points".

Other design data are stated in B 13 00 0, "DesignData for the External Cooling Water System".

MAN Diesel & Turbo

B 13 00 1 Internal cooling water system 1 1613575-7.4Page 2 (2)

L23/30H

2009.03.09

Internal cooling water system

Figure 1: Diagram for internal cooling water system 2.

Pipe description

F1 HT fresh water inlet DN 80

F2 HT fresh water outlet DN 80

F3 Venting to expansion tank DN 15

G1 LT fresh water inlet DN 80/100

(G3) LT sea water inlet DN 80/100

G2 LT fresh water outlet DN 80/100

(G4) LT sea water outlet DN 80/100


Description

The system is designed with separate LT- and HT-circuits and is fully integrated in the external system,which can be a conventional or a centralized cool-ing water system. With this system pumps and heatexchangers can be common for propulsion and

alternator engines. It is however, recommendedthat the alternator engines have separate tempera-ture regulation on the HT-circuit.

Low temperature circuit

As standard the system is prepared for fresh waterin the LT-system, with pipes made of steel and theplates in the lub. oil cooler made of stainless steel,but as optional, sea water can be used providedthat the materials used in the system are adjustedaccordingly.

High temperature circuit

From the external HT-system, water is led through adistributing pipe to bottom of the cooling waterspace between the liner and the frame of each cyl-inder unit. The water is led out through bores in thetop of the frame via the cooling water guide jacketto the bore cooled cylinder head for cooling of thisand the valve seats.

MAN Diesel & Turbo

1613576-9.3Page 1 (2) Internal cooling water system 2 B 13 00 2

L23/30H

2001.06.25

From the cylinder heads the water is led through acommon outlet pipe to the external system.

Optionals

Alternatively the engine can be equipped with thefollowing:

▪ LT-system cooled by sea water

which includes titanium plates in the lub. oil cooler,LT-water pipes made of aluminium brass or galvan-ized steel, and covers for charge air cooler made ofbronze.

▪ Thermostatic valve on outlet, LT-system

▪ Thermostatic valve on outlet, HT-system

▪ Engine driven pump for LT-system

▪ Engine driven pump for HT-system

▪ Preheater arrangement in HT-system

Branches for:

▪ External preheating

▪ Alternator cooling

If the alternator is cooled by water, the pipes for thiscan be integrated on the GenSet.

Data

For heat dissipation and pump capacities, see D 1005 0, "List of Capacities".

Set points and operating levels for temperature andpressure are stated in B 19 00 0, "Operating Dataand Set Points".

Other design data are stated in B 13 00 0, "DesignData for the External Cooling Water System".

MAN Diesel & Turbo

B 13 00 2 Internal cooling water system 2 1613576-9.3Page 2 (2)

L23/30H

2001.06.25

General

This data sheet contains data regarding the neces-sary information for dimensioning of auxiliary machi-nery in the external cooling water system for theL23/30 type engine(s).The stated data are for oneengine only and are specified at MCR.

For heat dissipation and pump capacities see D 1005 0 "List of Capacities". Set points and operatinglevels for temperature and pressure are stated in B19 00 0 "Operating Data and Set Points".

External pipe velocities

For external pipe connections we prescribe the fol-lowing maximum water velocities:

Fresh water : 3.0 m/s Sea water : 3.0 m/s

Pressure drop across engine

The pressure drop across the engines HT system,exclusive pump and thermostatic valve, is approx.0.5 bar.

Lubricating oil cooler

The pressure drop of cooling water across the built-on lub. oil cooler is approx. 0.3 bar; the pressuredrop may be different depending on the actualcooler design.

Thermostatic valve

The pressure drop across the built-on thermostaticvalve is approx. 0.5 bar.

Charge air cooler

The pressure drop of cooling water across thecharge air cooler is:

∆P = V² x K [Bar]

V = Cooling water flow in m³/h

K = Constant, see B 15 00 0, Charge Air Cooler

Pumps

The cooling water pumps should be of the centrifu-gal type.

FW SW

Differential pressure 1-2.5 bar 1-2.5 bar

Working temperature max. 90°C max. 50°C

Expansion tank

To provide against changes in volume in the closedjacket water cooling system caused by changes intemperature or leakage, an expansion tank must beinstalled.

As the expansion tank also provides a certain suc-tion head for the fresh water pump to prevent cava-tion, the lowest water level in the tank should beminimum 8-10 m above the centerlinie of the crank-shaft.

The venting pipe must be made with continuousupward slope of minimum 5°, even when the shipheel or trim (static inclination).

The venting pipe must be connected to the expan-sion tank below the minimum water level; this pre-vents oxydation of the cooling water caused by"splashing" from the venting pipe. The expansiontank should be equipped with venting pipe andflange for filling of water and inhibitors.

Minimum recommended tank volume: 0.1 m³. For multiplants the tank volume should be min.:

V = 0.1 + (exp. vol. per ekstra eng.) [m³]

Data for external preheating system

The capacity of the external preheater should be0.8-1.0 kW/cyl. The flow through the engine shouldfor each cylinder be approx. 1.4 l/min with flow fromtop and downwards and 10 l/min with flow frombottom and upwards. See also table 1 below.

Cyl. No. 5 6 7 8

Quantity of water in eng:HT-system (litre)LT-system (litre)

20055

24060

28065

32070

Expansion vol. (litre) 11 13 15 17

Preheating data:Radiation area (m2)Thermal coeff. (kJ/°C)

14.02860

16.13432

18.24004

20.34576

Table 1: Showing cooling water data which are depending onthe number of cylinders.

MAN Diesel & Turbo

1613441-5.5Page 1 (1) Design data for the external cooling water system B 13 00 0

L23/30H

2010.08.30

Design of external cooling water system

It is not difficult to make a system fulfil the require-ments, but to make the system both simple andcheap and still fulfil the requirements of both theengine builder and other parties involved can bevery difficult. A simple version cannot be made with-out involving the engine builder.

The diagrams on the following pages are principaldiagrams, and are MAN Diesel & Turbo's recom-mendation for the design of external cooling watersystems.

The systems are designed on the basis of the fol-lowing criteria:

1. Simplicity

2. Separate HT temperature regulation for propul-sion and alternator engines.

3. HT temperature regulation on engine outlet.

4. Preheating with surplus heat.

5. Preheating in engine top, downwards.

6. As few change-over valves as possible.

7. Possibility for MAN Diesel & Turbo ICS-system.

Ad 1) Cooling water systems have a tendency to beunnecessarily complicated and thus uneconomic ininstallation and operation. Therefore, we haveattached great importance to simple diagramdesign with optimal cooling of the engines and atthe same time installation- and operation-friendlysystems resulting in economic advantages.

Ad 2) Cooling of alternator engines should be inde-pendent of the propulsion engine load and viceversa. Therefore, there should be separate coolingwater temperature regulation thus ensuring optimalrunning temperatures irrespective of load.

Ad 3) The HT FW thermostatic valve should bemounted on the engine's outlet side ensuring aconstant cooling water temperature above theengine at all loads. If the thermostat valve is placedon the engine's inlet side, which is not to be recom-mended, the temperature on the engine dependson the load with the risk of overheating at full load.

Ad 4) It has been stressed on the diagrams that thealternator engines in stand-by position as well asthe propulsion engine in stop position are prehea-ted, optimally and simply, with surplus heat from therunning engines.

Ad 5) If the engines are preheated with reversecooling water direction, i.e. from the top and down-wards, an optimal heat distribution is reached in theengine. This method is at the same time more eco-nomic since the need for heating is less and thewater flow is reduced.

Ad 6) The systems have been designed in such away that the change-over from sea operation toharbour operation/stand-by with preheating can bemade with a minimum of manual or automatic inter-ference.

Ad 7) If the actual running situations demand thatone of the auxiliary engines should run on low-load,the systems have been designed so that one of theengines can be equipped with a cooling system forICS-operation (Integrated Charge air System).

Fresh water treatment

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

Otherwise, corrosion, corrosion fatigue and cavita-tion may occur on the surfaces of the cooling sys-tem which are in contact with the water, anddeposits may form.

Corrosion and cavitation may reduce the life timeand safety factors of parts concerned, and depositswill impair the heat transfer and may result in ther-mal overload of the components to be cooled.

The treatment process of the cooling water has tobe effected before the first commission of the plant,i.e. immediately after installation at the shipyard orat the power plant.

MAN Diesel & Turbo

1613442-7.0Page 1 (1) External cooling water system B 13 00 0

L23/30H, L28/32H, L28/32DF

1991.09.16

One string central cooling water system

Figure 1: Diagram for one string central cooling water system.

MAN Diesel & Turbo

1624464-1.2Page 1 (2) One string central cooling water system B 13 00 0

L32/40, L23/30H, L28/32H, L28/32DF

2011.02.21

System design

The system is a central cooling water system ofsimple design with only one central cooler. Lowtemperature (LT) and fresh water (FW) pumps arecommon for all engines. In order to minimize thepower consumption the LT FW pump installationconsists of 3 pumps, two for sea operation andsmaller one for harbour operation.

The GenSet engines are connected as a one stringplant, with only one inlet- and outlet cooling waterconnection and with internal HT-circuit, see also B13 00 0 “Internal cooling water system 1”, describ-ing this system.

The propulsion engines' HT-circuit is built up acc. tothe same principle, i.e. HT-water temperature isadjusted with LT-water mixing by means of thethermostatic valve.

The system is also remarkable for its preheating ofstand-by GenSet engines and propulsion engine byrunning GenSets, without extra pumps and heaters.

Preheating of stand-by GenSets duringsea operation

GenSets in stand-by position are preheated auto-matically via the venting pipe with water from therunning engines. This is possible due to the pres-sure difference, which the running GenSet enginesHT-pumps produce.

Preheating of stand-by GenSets andpropulsion engine during harbouroperation

During harbour stay the propulsion and GenSetengines are also preheated in stand-by position bythe running GenSets. Valve (B) is open and valve (A)is closed. Thus the propulsion engine is heatedfrom top and downwards, which is the most eco-nomic solution.

MAN Diesel & Turbo

B 13 00 0 One string central cooling water system 1624464-1.2Page 2 (2)

L32/40, L23/30H, L28/32H, L28/32DF

2011.02.21

Central cooling system

Figure 1: Diagram for central cooling system.

MAN Diesel & Turbo

1631482-0.0Page 1 (2) Central cooling system B 13 00 0

L23/30H, L28/32H, L28/32DF, L23/30DF

2014.03.26 - UNI

Design features and working principle

This diagram describes the possibilities with regardto the design of a common auxiliary system for atwo-stroke main engine of the MC-type and four-stroke GenSets from MAN Diesel & Turbo.

The central cooling system is an alternative to theconventional seawater cooling system, based onthe same design principles with regard to coolerlocations, flow control and preheating, but with acentral cooler and one additional set of pumps. Thecentral cooler minimizes maintenance work bybeing the only component that is in contact withseawater. In all other parts of the system, inhibitedfresh water is used in accordance with MAN Diesel& Turbo's specifications.

Operation at sea

The seawater cooling pumps, item 1, pump seawa-ter from the sea chests through the central cooler,item 2, and overboard. Alternatively, some ship-yards use a pumpless scoop system. On the fresh-water side, the central cooling water pumps, item 3,circulate the low-temperature fresh water, in a cool-ing circuit, directly through the lubricating oil cool-ers, item 4, of the main engine, the auxiliary enginesand the air coolers, item 5.

The jacket water cooling system for the auxiliaryengines is equipped with engine-driven pumps anda by-pass system integrated in the low-temperaturesystem, whereas the main engine jacket system hasan independent pump circuit with jacket waterpumps, item 6, circulating the cooling waterthrough the fresh water generator, item 7, and thejacket water cooler, item 8, to the inlet of theengine.

A thermostatically controlled 3-way valve, item 9, atthe jacket cooler outlet mixes cooled and uncooledwater to maintain an outlet water temperature of80-82°C from the main engine.

As all fresh cooling water is inhibited and commonfor the central cooling system, only one commonexpansion tank, item 10, is necessary, for de-aera-tion of both the low and high temperature coolingsystems. This tank accommodates the difference inthe water volume caused by changes in the tem-perature.

To prevent the accumulation of air in the coolingwater system, a de-aeration tank, item 11, is loca-ted below the expansion tank. An alarm device isinserted between the de-aeration tank and theexpansion tank so that the operating crew can benotified if excess air or gas is released, as this sig-nals a malfunction of engine components.

Operation in port

During operation in port, when the main engine isstopped but one or more auxiliary engines are run-ning, the valve, item A, is closed and the valve, itemB, is open. A small central water pump, item 3, willcirculate the necessary flow of water for the aircooler, the lubricating oil cooler, and the jacketcooler of the auxiliary engines. The auxiliary engine-driven pumps and the integrated loop mentionedabove ensure a satisfactory jacket cooling watertemperature at the auxiliary engine outlet.

The main engine is preheated as described for thejacket water system, fig. 1.

MAN Diesel & Turbo

B 13 00 0 Central cooling system 1631482-0.0Page 2 (2)

L23/30H, L28/32H, L28/32DF, L23/30DF

2014.03.26 - UNI


Figure 1: Sea water cooling system.This diagram describes the possibilities with regardto the design of a common auxiliary system for atwo-stroke main engine of the MC-type and four-stroke GenSets from MAN Diesel & Turbo.

The sea water cooling system is a low-temperaturesystem. However, to be sure that the lubricating oilis kept at a viscosity level suitable for heat transfer,a recirculation arrangement, controlled by the ther-mostatic valve, item 3, ensures that the inlet tem-perature of the cooling water does not fall below10°C.

Operation at sea

Through two separate inlets or “sea chests”, item 1,sea water is drawn by the seawater pumps, item 2,and pumped through the various coolers for boththe main engine and the auxiliary engines.

The coolers incorporated in the system are thelubricating oil coolers, item 5, the scavenge aircooler(s), item 6, and a common jacket watercooler, item 7.

MAN Diesel & Turbo

1631480-7.0Page 1 (2) Sea water cooling system B 13 00 3

L23/30H, L28/32H, L28/32DF, L23/30DF

2014.03.26 - UNI

The air cooler(s) are supplied directly by the pumpsand are therefore cooled by the coldest water avail-able in the system. This ensures the lowest possiblescavenge air temperature, and thus optimum cool-ing is obtained with a view to the highest possiblethermal efficiency of the engines.

Since the system is sea water cooled, all compo-nents are to be made of sea water resistant materi-als to reduce maintenance work.

With both the main engine and one or more auxili-ary engines in service, the sea water pump, item 2,supplies cooling water to all the coolers shown, andthe pump, item 4, is inactive.

Operation in port

During operation in port, when the main engine isstopped but one or more auxiliary engines are run-ning, a small sea water pump, item 4, is started up,instead of the large pumps, item 2. The sea water isled from the pump to the auxiliary engine(s), throughthe common jacket water cooler, item 7, and fromthere to the sea.

MAN Diesel & Turbo

B 13 00 3 Sea water cooling system 1631480-7.0Page 2 (2)

L23/30H, L28/32H, L28/32DF, L23/30DF

2014.03.26 - UNI

Jacket water cooling system

Figure 1: Operating at sea.

MAN Diesel & Turbo

1631481-9.1Page 1 (3) Jacket water cooling system B 13 00 0

L32/40, L23/30H, L28/32H, L28/32DF, L23/30DF

2014.03.26 - UNI

Figure 2: Operating in port.

MAN Diesel & Turbo

B 13 00 0 Jacket water cooling system 1631481-9.1Page 2 (3)

L32/40, L23/30H, L28/32H, L28/32DF, L23/30DF

2014.03.26 - UNI



The jacket water cooling system controls the tem-perature of the engines proper.

The jacket water is to be inhibited to protect thesurfaces of the cooling system against corrosion,corrosion fatigue, cavitation and the formation ofscale.

Operation at sea

The jacket water pumps circulate hot cooling waterfrom the engines to the fresh water generator andfrom there to the jacket water cooler. Here a ther-mostatically controlled 3-way valve mixes cooledand uncooled water to maintain an outlet tempera-ture of 80-82°C from the main engine.

An integrated loop in the auxiliary engines ensures aconstant temperature of 80°C at the outlet of theauxiliary engines.

There is one common expansion tank for the mainengine and the auxiliary engines.

To prevent the accumulation of air in the jacketwater system, a de-aeration tank is located at theoutlet of the main engine. An alarm device is inser-ted between the de-aeration tank and the expan-sion tank so that the operating crew can be notifiedif excess air or gas is released, as this signals a mal-function of engine components.

Operation in port

The main engine is preheated by utilizing hot waterfrom the auxiliary engine(s). Depending on the sizeof main engine and auxiliary engines, an extra pre-heater may be necessary. This preheating is activa-ted by closing valve A and opening valve B.

Activating valves A and B will change the directionof flow, and the water will now be circulated by theauxiliary engine-driven pumps. From the auxiliaryengines, the water flows directly to the main enginejacket outlet. When the water leaves the mainengine, through the jacket inlet, it flows to the ther-mostatically controlled 3-way valve.

As the temperature sensor for the valve in this oper-ating mode is measuring in a non-flow, low temper-ature piping, the valve will lead most of the coolingwater to the jacket water cooler.

The integrated loop in the auxiliary engines willensure a constant temperature of 80°C at the auxili-ary engine outlet, the main engine will be preheated,and auxiliary engines in stand-by can also be pre-heated by operating valves F3 and F1.

MAN Diesel & Turbo

1631481-9.1Page 3 (3) Jacket water cooling system B 13 00 0

L32/40, L23/30H, L28/32H, L28/32DF, L23/30DF

2014.03.26 - UNI

GeneralTo provide for changes in volume in the closed jacket water cooling system caused by changes in temperatureor leakage, an expansion tank must be installed.

As the expansion tank also should provide a certain suction head for the fresh water pump to prevent cavita-tion, the lowest water level in the tank should be minimum 8-10 m above the centerline of the crankshaft.

The venting pipe must be connected to the expansion tank below the minimum water level; this prevents oxy-dation of the cooling water caused by "splashing" from the venting pipe. The expansion tank should be equip-ped with venting pipe and flange for filling of water and inhibitors.

VolumeEngine type Expansion volume litre* Recommended tank volume m3**

5L23/30H6L23/30H7L23/30H8L23/30H

11131517

0.10.10.10.1

5L28/32H6L28/32H7L28/32H8L28/32H9L28/32H

2833394450

0.150.150.150.150.15

5L28/32DF6L28/32DF7L28/32DF8L28/32DF9L28/32DF

2833394450

0.150.150.150.150.15

12V28/32S16V28/32S18V28/32S

668899

0.30.30.3

5L16/246L16/247L16/248L16/249L16/24

45556

0.10.10.10.10.1

5L21/316L21/317L21/318L21/319L21/31

6789

10

0.10.10.10.10.1

5L27/386L27/387L27/388L27/389L27/38

1012131520

0.150.150.150.150.15

6L32/407L32/408L32/409L32/40

13151820

0.50.50.50.5

Table 1: Expansion volume for cooling water system and recommended volume of expansion tank.* Per engine** Common expansion tank

MAN Diesel & Turbo

1613419-0.4Page 1 (1) Expansion tank B 13 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.15.

General

The built-on cooling water preheating arrangementconsist of a thermostat-controlled el-preheating ele-ment built into the outlet pipe for the HT coolingwater on the engine's front end. The pipe dimen-sion has been increased in the piping section wherethe heating element is mounted.

Cyl. No. Preheater3x400V/3x440V

kW

5 1 x 7.5

6 1 x 9.0

7 1 x 9.0

8 1 x 12.0

The system is based on thermo-syphon cooling andreverse water direction, i.e. from top and down-ward, and an optimal heat distribution in the engineis thus reached.

When the engine is in standstill, an extern valvemust shut off the cooling water inlet.

Operation

Engines starting on HFO and engines in stand-byposition must be preheated. It is therefore rcom-mended that the preheater is arranged for auto-matic operation, so that the preheater is disconnec-ted when the engine is running and connectedwhen the engine is in stand-by position. The ther-mostat setpoint is adjusted to 70°C, that gives atemperature of app. 50°C at the top cover. See alsoE 19 13 0, High Temperature Preheater ControlBox.

MAN Diesel & Turbo

1613485-8.5Page 1 (1) Preheater arrangement in high temperature system B 13 23 1

L23/30H

2003.01.20

DescriptionEngine type Expansion volume

litre*Recommended tank volume

m3**

5L23/30H6L23/30H7L23/30H8L23/30H

11131517

0.10.10.10.1

5L28/32H6L28/32H7L28/32H8L28/32H9L28/32H

2833394450

0.150.150.150.150.15

5L28/32DF6L28/32DF7L28/32DF8L28/32DF9L28/32DF

2833394450

0.150.150.150.150.15

12V28/32S16V28/32S18V28/32S

668899

0.30.30.3

5L16/246L16/247L16/248L16/249L16/24

45556

0.10.10.10.10.1

5L21/316L21/317L21/318L21/319L21/31

6789

10

0.10.10.10.10.1

5L27/386L27/387L27/388L27/389L27/38

1012131520

0.150.150.150.150.15

6L32/407L32/408L32/409L32/40

13151820

0.50.50.50.5

* Per engine** Common expansion tank

Table 1: Expansion volume for cooling water system and recommended volume of expansion tank.

MAN Diesel & Turbo

1671771-3.4Page 1 (2) Expansion tank pressurized T 13 01 1

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.15.

Figure 1: Function of expansion tank.

▪ Water connection in the top ensures easy andsimple installation and control under operation.

▪ Cooling water is absorbed in a rubber bagwhich is hanging in the all-welded vessel.

▪ Corrosion of the all-welded vessel is excluded.

▪ The rubber bag is replaceable.

The expansion vessel should be connected to thesystem at a point close to the cooling water inletconnections (G1 / F1) in order to maintain positivepressures throughout the system and allow expan-sion of the water.

The safety valves are fitted on the manifold.

The pressure gauge is fitted on the manifold in sucha position that it can be easily read from the fillingpoint.

The filling point should be near the pressure expan-sion vessel. Particularly the pressure gauge in sucha position that the pressure gauge can be easilyread from the filling point, when filling from themains water.

Automatic air venting valve should be fitted at thehighest point in the cooling water system.

1 Pressure vessel 2 Exchangeable rubber bag

3 Safety valves 4 Automatic air venting valve

5 Pressure gauge 6 Manifold

7 Threaded pipe 8 Elbow

9 Shutt-off valve

Figure 2: Expansion tank

MAN Diesel & Turbo

T 13 01 1 Expansion tank pressurized 1671771-3.4Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

2013.04.15.

Compressed Air System

B 14

Specification for compressed air

GeneralFor compressed air quality observe the ISO 8573-1:2010. Compressed airmust be free of solid particles and oil (acc. to the specification).

RequirementsStarting air must conform to the following quality acc. to the ISO8573-1:2010 as minimum.

Purity with respect to solid particles

Particle size > 40µm

Quality class 6

max. concentration < 5 mg/m3

Purity with respect to humidity

Residual water content

Quality class 7

< 5 mg/m3

Purity with respect to oil Quality class 5

Additional requirements are:

▪ The layout of the starting air system must prevent the initiation of corro-sion.

▪ The starting air system starting air receivers must be equipped with devi-ces for removing condensed water.

▪ The formation of a dangerous explosive mixture of compressed air andlube oil must be prevented securely through the devices in the starting airsystem and through system components maintenance.

Please remember that control air is used for activation of the engine safetyfunctions, therefore the compressed air quality in this system is of greatimportance.

Control air must conform to the following quality acc. to the ISO8573-1:2010 as minimum.

▪ Purity with respect to solid parti-cles

Quality class 5

▪ Purity with respect to humidity Quality class 4

▪ Purity with respect to oil Quality class 3

For catalysts, unless otherwise stated by relevant sources, the followingspecifications are applicable:

Starting air for soot blowing must conform to the following quality acc. to theISO 8573-1:2010 as minimum.


Quality class 2



Starting air for atomisation of reducing agents must conform to the followingquality acc. to the ISO 8573-1:2010 as minimum.

Compressed air quality ofstarting air system

Compressed air quality forcontrol air system

For catalysts

Compressed air quality forsoot blowing

Compressed air quality foratomisation of reducingagents20

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Clogging of catalystTo prevent clogging of catalyst and catalyst lifetime shortening, thecompressed air specification must always be observed.

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Figure 1: Diagram for compressed air system

Pipe description

Pipe description

K1 Compressed air inlet DN 40


General

The compressed air system on the engine containsa starting system, starting control system and safetysystem. Further, the system supplies air to the jetsystem.

The compressed air is supplied from the starting airreceivers (30 bar) through a reduction station, fromwhere compressed air at 7-9 bar is supplied to theengine.

To avoid dirt particles in the internal system, astrainer is mounted in the inlet line to the engine.

Starting system

The engine is started by means of a built-on airstarter, 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 acti-vated manually from the starting box on the engine,and it can be arranged for remote control, manualor automatic.

For remote activation, the starting spool is connec-ted so that every starting signal to the starting spoolgoes through the safe start function, which is con-nected to the converter for engine rpm.

Further, the system is equipped with an emergencystarting valve which makes it possible to activatethe air starter manually in case of a power failure.

MAN Diesel & Turbo

1613580-4.4Page 1 (2) Compressed air system B 14 00 0

L23/30H

1999.08.23

Safety system

As standard the engine is equipped with a pneu-matic/mechanical overspeed device, which starts tooperate if the maximum permissible rpm is excee-ded. This device is fitted to the end cover of theengine driven lubricating pump and is driven fromthe pump through a resilient coupling.

When the maximum permissible rpm is exceeded,the overspeed device will activate a pneumaticallycontrolled stop cylinder, which will bring the fuelindex to zero and stop the engine.

Pneumatic start sequence

When the starting valve is opened, air will be sup-plied to the drive shaft housing of the air starter.

The air supply will - by activating a piston - bring thedrive pinion into engagement with the gear rim onthe engine flywheel.

When the pinion is fully engaged, the pilot air willflow to, and open the main starting valve, wherebyair will be led to the air starter, which will start toturn the engine.

When the rpm exceeds approx. 140, at which firinghas taken place, the starting valve is closedwhereby the air starter is disengaged.

Optionals


▪ Main stop valve, inlet engine

Pressure transmitting:

▪ PT 70 Compressed air inlet

Position switching, stop:

▪ ZS75 Microswitch on flywheel

Data

For air consumption pr. start, see D 10 05 0 "List ofCapacities".

Operating levels and set points, see B 19 00 0,"Operating Data and Set Points".

MAN Diesel & Turbo

B 14 00 0 Compressed air system 1613580-4.4Page 2 (2)

L23/30H

1999.08.23

Diagram

Figure 1: Diagram for compressed air system

Design of external system

The external compressed air system should becommon for both propulsion engines and GenSetengines.

Separate tanks shall only be installed in turbine ves-sels, or if GenSets in engined vessels are installedfar away from the propulsion plant.

The design of the air system for the plant in ques-tion should be according to the rules of the relevantclassification society.

As regards the engine's internal compressed airsystem, please see B 14 00 0 "Internal Com-pressed Air System".

An oil and water separator should be mountedbetween the compressor and the air receivers, andthe separator should be equipped with automaticdrain facilities.

Each engine needs only one connection for com-pressed air, please see diagram for the compressedair system.

Installation

In order to protect the engine's starting and controlequipment against condensation water, the follow-ing should be observed:

▪ The air receiver(s) should always be installedwith good drainage facilities. Receiver(s)arranged in horizontal position must be installedwith a slope downwards of min. 3°-5°.

▪ Pipes and components should always be trea-ted with rust inhibitors.

▪ The starting air pipes should be mounted with aslope towards the receivers, preventing possi-ble condensed water from running into thecompressors.

▪ Drain valves should be mounted at the lowestposition on the starting air pipes.

MAN Diesel & Turbo

1624476-1.1Page 1 (1) Compressed air system B 14 00 0

L32/40, L23/30H, L28/32H, L28/32DF

1995.02.27


Figure 1: Starting air system


Two starting air compressors with automatic startand stop maintain a starting air pressure of 30 barin the starting air receivers.

The main engine is supplied with 30 bar starting airdirectly from the starting air receivers. Through apressure reduction station compressed air at 7 baris supplied as control air for the engine manoeu-vring system, and as safety air for the emergencysystem.

Starting air and control air for the auxiliary engine(s)is also supplied from the same starting air receivers,via reduction valves that lower the pressure to avalue suited to the actual type of MAN Diesel &

MAN Diesel & Turbo

1631483-2.0Page 1 (2) Starting air system B 14 00 0

L23/30H, L28/32H, L28/32DF, L23/30DF

1992.08.31 - UNI

Turbo four-stroke auxiliary engines chosen. Anemergency air compressor and a starting air bottleare installed for redundant emergency start of theauxiliary engines.

If high-humidity air is taken in by the air compres-sors, an oil and water separator will remove mois-ture drops present in the 30 bar compressed air.When the pressure is subsequently reduced to 7bar, as for the main engine manoeuvring system,the humidity in the compressed air will be veryslight. Consequently, further air drying is consideredunnecessary.

From the starting air receivers a special air line leadsto the valve testing equipment.

MAN Diesel & Turbo

B 14 00 0 Starting air system 1631483-2.0Page 2 (2)

L23/30H, L28/32H, L28/32DF, L23/30DF

1992.08.31 - UNI

Combustion Air System

B 15

General

Figure 1: Diagram for combustion air system.

Pipe description

M1

M6

P2

P6

P7

P8

Charge ir inlet

Drain from charge air cooler outlet

Exhaust gas outlet

Drain from turbocharger outlet

Water washing turbine side inlet(Optional quick coupling)

Water washing, compressor sidewith quick coupling inlet

DN 15*

**

DN 15*

1/2"

1/4"

Table 1: *Flange connections are standard according to DIN2501. **See B 16 01 0 "Exhaust Gas System" and B 16 02 0"Position of gas outlet on turbocharger".

The air intake to the turbochargers takes placedirect from the engine room through the intakesilencer on the turbocharger.

From the turbocharger the air is led via the chargeair cooler and charge air receiver to the inlet valvesof each cylinder.

The charge air cooler is a compact tube-type coolerwith a large cooling surface.

The charge air receiver is integrated in the engineframe on the exhaust side.

It is recommended to blow ventilation air in the levelof the top of the engine(s) close to the air inlet of theturbocharger, but not so close that sea water orvapour may be drawn in. It is further recommendedthat there always is a positive air pressure in theengine room.

Water mist catcher

At outlet charge air cooler the charge air is ledthrough the water mist catcher. The water mistcatcher prevents condensed water (one of themajor causes of cylinder wear) from entering thecombustion chamber.

MAN Diesel & Turbo

1613581-6.5Page 1 (2) Combustion air system B 15 00 0

L23/30H

1999.11.29

Turbocharger

The engine is as standard equipped with a high-effeciency MAN Diesel & Turbo NR/R turbochargerof the radial type, which is located on the front endof the engine, mounted on the top plate of thecharging air cooler housing.

Cleaning of Turbocharger

The turbocharger is fitted with an arrangement forwater washing of the turbine side, see B 16 01 1,and water washing of the compressor side, see B15 05 1. Soft blast cleaning on the turbine side canbe fitted as optional, see B 16 01 2.

Lambda controller

The purpose of the lambda controller is to preventinjection of more fuel in the combustion chamberthan can be burned during a momentary load in-crease. This is carried out by controlling the relationbetween the fuel index and the charge air pressure.The lambda controller has the following advantages:

▪ Reduction of visible smoke in case of suddenmomentary load increases.

▪ Improved load ability.

▪ Less fouling of the engine's exhaust gas ways.

▪ Limitation of fuel oil index during starting proce-dure.

The above states that the working conditions areimproved under difficult circumstances and that themaintenance costs for an engine, working withmany and major load changes, will be reduced.

Optionals


Pressure alarm low

▪ PAL 35 Charge air, surplus air inlet

Pressure differential alarm low

▪ PDAL 31-62, charge air and exhaust gas

Pressure transmitting

▪ PT 31 Charge air, outlet from cooler

Temperature alarm high

▪ TAH 31 Charge air, outlet from cooler

Temperature element

▪ TE 31 Charge air, outlet from cooler

▪ TE 60 Exhaust gas, outlet cylinder

▪ TE 61 Exhaust gas, outlet turbocharger

▪ TE 62 Exhaust gas, inlet turbocharger

Temperature indicating

▪ TI 60 Exhaust gas, outlet cylinder

▪ TI 61 Exhaust gas, outlet turbocharger

▪ TI 62 Exhaust gas, inlet turbocharger

Data

For charge air heat dissipation and exhaust gasdata, see D 10 05 0 "List of Capacities".

Set points and operating levels for temperature andpressure are stated in B 19 00 0 "Operating Dataand Set Points".

MAN Diesel & Turbo

B 15 00 0 Combustion air system 1613581-6.5Page 2 (2)

L23/30H

1999.11.29

Specifications for intake air (combustion air)

GeneralThe quality and condition of intake air (combustion air) have a significanteffect on the power output, wear and emissions of the engine. In this regard,not only are the atmospheric conditions extremely important, but also con-tamination by solid and gaseous foreign matter.

Mineral dust in the intake air increases wear. Chemicals and gases promotecorrosion.

This is why effective cleaning of intake air (combustion air) and regular main-tenance/cleaning of the air filter are required.

When designing the intake air system, the maximum permissible overall pres-sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-tion.

Exhaust turbochargers for marine engines are equipped with silencersenclosed by a filter mat as a standard. The quality class (filter class) of thefilter mat corresponds to the G3 quality in accordance with EN 779.

RequirementsFuel oil engines: As minimum, inlet air (combustion air) must be cleaned in afilter of the G3 class as per EN779. For engine operation in the environmentwith a risk of higher inlet air contamination (e.g. due to sand storms, due toloading the grain crops cargo vessels or in the surroundings of cementplants) additional measures must be taken.

Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)must be cleaned in a filter of the G3 class as per EN779. Gas engines ordual-fuel engines must only be equipped with a dry filter. Oil bath filters arenot permitted because they enrich the inlet air with oil mist. This is not per-missible for gas operated engines. For engine operation in the environmentwith a risk of higher inlet air contamination (e.g. due to sand storms, due toloading the grain crops cargo vessels or in the surroundings of cementplants) additional measures must be taken.

In general, the following applies: The concentration downstream of the air fil-ter and/or upstream of the turbocharger inlet must not exceed the followinglimit values.

Properties Typical value Unit *

Dust (sand, cement, CaO, Al2O3 etc.) 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 ofgas at 0 °C and 101.32 kPa.

Table 1: Intake air (combustion air) - typical values to be observed

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D010.000.023-17-0001 EN 1 (2)

Intake air shall not contain any flammable gasesIntake air shall not contain any flammable gases. Make sure that thecombustion air is not explosive.

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Combustion air requirements

▪ The combustion air must be free from waterspray, dust, oil mist and exhaust gases.

▪ The air ventilation fans shoud be designed tomaintain a positive air pressure of 50 Pa (5mmWC) in the auxiliary engine room in all run-ning conditions.

The combustion air is normally taken from theengine room through a filter fitted on the turbo-charger.

In tropical service a sufficient volume of air mustbe supplied to the turbocharger(s) at outside airtemperature. For this purpose there must be an airduct installed for each turbocharger, with the outletof the duct facing the respective intake air silencer.No water of condensation from the air duct must beallowed to be drawn in by the turbocharger.

In arctic service the air must be heated to at least5°C. If necessary air preheaters must be provided.

Ventilator capacity

The capacity of the air ventilators must be largeenough to cover:

▪ The combustion air requirements of all consum-ers.

▪ The air required for carrying off the heat emis-sion.

See "List of Capacities" section D 10 05 0 for infor-mation about required combustion air quantity andheat emission.

For minimum requirements concerning engine roomventilation see applicable standards such as ISO8861.

MAN Diesel & Turbo

1699110-4.1Page 1 (1) Engine room ventilation and combustion air B 15 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38

2011.06.06

Description

During operation the compressor will gradually befouled due to the presence of oil mist and dust inthe inlet air.

The fouling reduces the efficiency of the turbo-charger which will result in reduced engine perform-ance.

Therefore manual cleaning of the compressor com-ponents is necessary in connection with overhauls.This situation requires dismantling of the turbo-charger.

However, regular cleaning by injecting water intothe compressor during normal operation of theengine has proved to reduce the fouling rate tosuch an extent that good performance can bemaintained in the period between major overhaulsof the turbocharger.

The cleaning effect of injecting pure fresh water ismainly based upon the mechanical effect arising,when the water droplets impinge the deposit layeron the compressor components.

The water is injected in a measured amount andwithin a measured period of time by means of thewater washing equipment.

The water washing equipment, see fig 1, comprisestwo major parts. The transportable container (6)including a hand valve with handle (5) and a plug-incoupling (4) at the end of a lance.

Installed on the engine there is the injection tube (1),connected to a pipe (2) and a snap coupling (3).

The cleaning procedure is:

1) Fill the container (6) with a measured amount offresh water. Blow air into the container bymeans of a blow gun, until the prescribed oper-ation pressure is reached.

2) Connect the plug-in coupling of the lance to thesnap coupling on the pipe, and depress thehandle on the hand valve.

3) The water is then injected into the compressor.

The washing procedure is executed with the enginerunning at normal operating temperature and withthe engine load as high as possible, i.e. at a highcompressor speed.

The frequency of water washing should be matchedto the degree of fouling in each individual plant.

1 Injection tube 2 Pipe

3 Snap coupling 4 Plug-in coupling

5 Hand valve with handle 6 Container

7 Charge air line

Figure 1: Water washing equipment.

MAN Diesel & Turbo

1639499-6.0Page 1 (1) Water washing of turbocharger - compressor B 15 05 1

L32/40, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF

1994.03.14

Exhaust Gas System

B 16

Internal exhaust gas system

From the exhaust valves, the gas is led to theexhaust gas receiver where the fluctuating pressurefrom the individual cylinders is equalized and thetotal volume of gas led further on to the turbo-charger, at a constant pressure. After the turbo-charger, the gas is led to the exhaust pipe system.

The exhaust gas receiver is made of pipe sections,one for each cylinder, connected to each other, bymeans of compensators, to prevent excessivestress in the pipes due to heat expansion.

In the cooled intermediate piece a thermometer forreading the exhaust gas temperature is fitted andthere is also possibility of fitting a sensor for remotereading.

To avoid excessive thermal loss and to ensure areasonably low surface temperature the exhaustgas receiver is insulated.

External exhaust gas system

The exhaust back-pressure should be kept as lowas possible.

It is therefore of the utmost importance that theexhaust piping is made as short as possible andwith few and soft bends.

Long, curved, and narrow exhaust pipes result inhigher back-pressure which will affect the enginecombustion. Exhaust back-pressure is a loss ofenergy and will cause higher fuel comsumption.

The exhaust back-pressure should not exceed 30mbar at MCR. An exhaust gas velocity through thepipe of maximum 35 m/sec is often suitable, butdepends on the actual piping.

During commissioning and maintenance work,checking of the exhaust gas back pressure bymeans of a temporarily connected measuringdevice may become necessary. For this purpose, ameasuring socket must be provided approx. 1-2 mafter the exhaust gas outlet of the turbocharger atan easily accessible place. Usual pressure measur-ing devices require a measuring socket size of ½".This measuring socket must be provided to ensureutilisation without any damage to the exhaust gaspipe insulation.

MAN Diesel & Turbo will be pleased to assist inmaking a calculation of the exhaust back-pressure.

The gas outlet of turbocharger, the expansion bel-lows, the exhaust pipe, and silencer, (in case ofsilencer with spark arrestor care must be taken thatthe cleaning parts are accessible), must be insula-ted with a suitable material.

The insulation should be shielded by a thin plating,and should comply with the requirements of theclassification society and/or the local authorities.

Exhaust pipe dimensions

It should be noted that concerning the maximumexhaust gas velocity the pipe dimension after theexpansion bellows should be increased for some ofthe engines.

The wall thickness of the external exhaust pipeshould be min. 3 mm.

Exhaust pipe mounting

When the exhaust piping is mounted, the radiationof noise and heat must be taken into consideration.

Because of thermal fluctuations in the exhaust pipe,it is necessary to use flexible as well as rigid sus-pension points.

In order to compensate for thermal expansion in thelongitudinal direction, expansion bellows must beinserted. The expansion bellows should preferablybe placed at the rigid suspension points.

Note: The exhaust pipe must not exert any forceagainst the gas outlet on the engine.

One sturdy fixed-point support must be providedfor the expansion bellows on the turbocharger. Itshould be positioned, if possible, immediately abovethe expansion bellows in order to prevent the trans-mission of forces, resulting from the weight, thermalexpansion or lateral displacement of the exhaustpiping, to the turbocharger.

The exhaust piping should be mounted with a slopetowards the gas outlet on the engine. It is recom-mended to have drain facilities in order to be able toremove condensate or rainwater.

Position of gas outlet on turbocharger

B 16 02 0 shows turning alternatives positions ofthe exhaust gas outlet. Before dispatch of theengine exhaust gas outlet will be turned to the wan-ted position.

The turbocharger is, as standard, mounted in thefront end.

MAN Diesel & Turbo

1609535-5.4Page 1 (3) Exhaust gas system B 16 00 0

L23/30H, L28/32H, L28/32DF, L23/30DF

2012.05.28

Exhaust gas boiler

To utilize the thermal energy from the exhaust, anexhaust gas boiler producing steam or hot watercan be installed.

Each engine should have a separate exhaust gasboiler or, alternatively, a common boiler with sepa-rate gas ducts. Concerning exhaust gas quantitiesand temperature, see "List of capacities" D 10 05 0,and "Engine performance" D 10 10 0.

The discharge temperature from the exhaust gasboiler should not be lower than 180°C (in order toavoid sulphuric acid formation in the funnel).

The exhaust gas boilers should be installed with by-pass entering in function at low-load operation.

The back-pressure over the boiler must be includedin the back-pressure calculation.

Expansion bellows

The expansion bellows, which is supplied sepa-rately, must be mounted directly on the exhaust gasoutlet, see also E 16 01 1-2.

Exhaust silencer

The position of the silencer in the exhaust gas pip-ing is not decisive for the silencing effect. It wouldbe useful, however, to fit the silencer as high aspossible to reduce fouling. The necessary silencingdepends on the loudness of the exhaust sound andthe discharge from the gas outlet to the bridgewing.

The exhaust silencer, see E 16 04 2-3-5-6 is sup-plied loose with counterflanges, gaskets and bolts.

MAN Diesel & Turbo

B 16 00 0 Exhaust gas system 1609535-5.4Page 2 (3)

L23/30H, L28/32H, L28/32DF, L23/30DF

2012.05.28

MAN Diesel & Turbo

1609535-5.4Page 3 (3) Exhaust gas system B 16 00 0

L23/30H, L28/32H, L28/32DF, L23/30DF

2012.05.28

General

Figure 1: Nomogram for pressure drop in exhaust gas piping system.

MAN Diesel & Turbo

1624460-4.2Page 1 (2) Pressure droop in exhaust gas system B 16 00 0

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,

L23/30DF

2011.09.19.

The exhaust system is correctly designed since the permissible total resistance of 30 mbar is not exceeded.

Density of air

Density of air can be determined by followingempiric, formula*:

* This formula is only valid between -20° to 60°C.

Example

At ambient air conditions 20°C and pressure 0.98bar, the density is:

MAN Diesel & Turbo

B 16 00 0 Pressure droop in exhaust gas system 1624460-4.2Page 2 (2)

L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,L23/30DF

2011.09.19.

Velocities

Engine type Exhaust gas flow Exhaust gas temp.DN

Nominal diameterExhaust gas

velocity

kg/h °C mm m/sec.

5L23/30H, 720/750 rpm

6L23/30H, 720/750 rpm

6L23/30H, 900 rpm

7L23/30H, 720/750 rpm

7L23/30H, 900 rpm

8L23/30H, 720/750 rpm

8L23/30H, 900 rpm

5100

6100

7600

7200

8800

8200

10100

342

342

371

342

371

342

371

350

350

400

400

450

400

450

27.7

33.3

32.7

29.6

30.2

33.9

34.5

5L23/30H Mk2, 720 rpm

6L23/30H Mk2, 720 rpm

7L23/30H Mk2, 720 rpm

8L23/30H Mk2, 720 rpm

5400

6500

7500

8600

342

342

342

342

350

400

400

450

29.2

26.7

31.2

28.2

5L23/30H Mk2, 750 rpm

6L23/30H Mk2, 750 rpm

7L23/30H Mk2, 750 rpm

8L23/30H Mk2, 750 rpm

5600

6700

7900

9000

342

342

342

342

350

400

400

450

30.4

27.9

32.5

29.4

6L23/30H Mk2, 900 rpm

7L23/30H Mk2, 900 rpm

8L23/30H Mk2, 900 rpm

8300

9600

11000

371

371

371

450

450

500

28.3

33.0

30.5

5L28/32H, 720/750 rpm

6L28/32H, 720/750 rpm

7L28/32H, 720/750 rpm

8L28/32H, 720/750 rpm

9L 28/32H, 720/750 rpm

8800

10500

12300

14100

15800

342

342

342

342

342

450

450

500

550

550

28.8

34.5

32.6

30.9

34.6

Density of exhaust gasses ρA ~ 0.6 kg/m3

MAN Diesel & Turbo

3700152-6.2Page 1 (4) Exhaust gas velocity B 16 01 0

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.06.03 - Tier II



velocity

kg/h °C mm m/sec.

5L28/32DF, 720/750 rpm

6L28/32DF, 720/750 rpm

7L28/32DF, 720/750 rpm

8L28/32DF, 720/750 rpm

9L 28/32DF, 720/750 rpm

8800

10500

12300

14100

15800

342

342

342

342

342

450

450

500

550

550

28.8

34.5

32.6

30.9

34.6

5L16/24, 1000 rpm (90 kW)

6L 16/24, 1000 rpm (95 kW)

7L16/24, 1000 rpm (95 kW)

8L16/24, 1000 rpm (95 kW)

9L16/24, 1000 rpm (95 kW)

3100

3900

4500

5200

5800

375

375

375

375

375

300

300

300

400

400

21.1

26.9

31.1

22.6

25.4

5L16/24, 1200 rpm (100 kW)

6L16/24, 1200 rpm (110 kW)

7L16/24, 1200 rpm (110 kW)

8L16/24, 1200 rpm (110 kW)

9L16/24, 1200 rpm (110 kW)

3600

4700

5500

6300

7100

356

356

356

356

356

300

300

400

400

400

23.8

31.4

23.2

26.6

29.9

5L27/38, 720 rpm (300 kW)

6L27/38, 720 rpm (330 kW)

7L27/38, 720 rpm (330 kW)

8L27/38, 720 rpm (330 kW)

9L27/38, 720 rpm (330 kW)

10300

13600

15900

18100

20400

376

376

376

376

376

500

550

600

600

650

28.8

31.4

30.6

35.0

31.8

5L27/38, 750 rpm (320 kW)

6L27/38, 750 rpm (330 kW)

7L27/38, 750 rpm (330 kW)

8L27/38, 750 rpm (330 kW)

9L27/38, 750 rpm (330 kW)

11200

13900

16200

18500

20800

365

365

365

365

365

500

550

600

600

650

30.8

31.6

30.7

35.1

31.9


MAN Diesel & Turbo

B 16 01 0 Exhaust gas velocity 3700152-6.2Page 2 (4)

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.06.03 - Tier II



velocity

kg/h °C mm m/sec.

6L27/38, 720 rpm (350kW)

7L27/38, 720 rpm (350 kW)

8L27/38, 720 rpm (350 kW)

9L27/38, 720 rpm (350 kW)

14400

16800

19200

21600

388

388

388

388

550

600

650

650

33.9

33.0

30.5

34.3

6L27/38, 750 rpm (350kW)

7L27/38, 750 rpm (350 kW)

8L27/38, 750 rpm (350 kW)

9L27/38, 750 rpm (350 kW)

14700

17100

19500

22000

382

382

382

382

550

600

650

650

34.3

33.2

30.7

34.6

5L21/31, 900 rpm (200 kW)

6L21/31, 900 rpm (220 kW)

7L21/31, 900 rpm (220 kW)

8L21/31, 900 rpm (220 kW)

9L21/31, 900 rpm (220 kW)

7400

9800

11400

13000

14600

334

334

334

334

334

400

450

500

500

550

30.2

31.7

29.8

34.0

31.6

5L21/31, 1000 rpm (200 kW)

6L21/31, 1000 rpm (220 kW)

7L21/31, 1000 rpm (220 kW)

8L21/31, 1000 rpm (220 kW)

9L21/31, 1000 rpm (220 kW)

7400

9700

11400

13000

14600

349

349

349

349

349

400

450

500

500

550

30.8

32.1

30.5

34.8

32.4


MAN Diesel & Turbo

3700152-6.2Page 3 (4) Exhaust gas velocity B 16 01 0

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.06.03 - Tier II

The exhaust gas velocities are based on the pipe dimensions in the table below

DNNominal diameter

D1mm

D2mm

Tmm

Flow areaA

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

650 660.0 650.0 5.0 331.830

MAN Diesel & Turbo

B 16 01 0 Exhaust gas velocity 3700152-6.2Page 4 (4)

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF

2013.06.03 - Tier II

Description

The tendency to fouling on the gas side of turbo-chargers depends on the combustion conditions,which are a result of the load and the maintenancecondition of the engine as well as the quality of thefuel oil used.

Fouling of the gas ways will cause higher exhaustgas temperatures and higher wall temperatures ofthe combustion chamber components and will alsolead to a higher fuel consumption rate.

Tests and practical experience have shown thatradial-flow turbines can be successfully cleaned bythe dry cleaning method.

This cleaning method employs cleaning agents con-sisting of dry solid bodies in the form of granules. Acertain amount of these granules, depending on theturbocharger size, is, by means of compressed air,blown into the exhaust gas line before the gas inletcasing of the turbocharger.

The injection of granules is done by means of work-ing air with a pressure of 5-7 bar.

On account of their hardness, particularly suitedblasting agents such as nut-shells, broken or artifi-cially shaped activated charcoal with a grain size of1.0 mm to max. 1.5 mm should be used as clean-ing agents.

The solid bodies have a mechanical cleaning effectwhich removes any deposits on nozzle vanes andturbine blades.

Dry cleaning can be executed at full engine loadand does not require any subsequent operatingperiod of the engine in order to dry out the exhaustsystem.

Experience has shown that regular cleaning inter-vals are essential to successful cleaning, as ex-ces-sive fouling is thus avoided. For cleaning intervalssee the instruction book.

The cleaning intervals can be shorter or longerbased on operational experience.

Cleaning system

The cleaning system consists of a cleaning agentcontainer 1 with a capacity of approx. 0.5 liters anda removable cover. Furthermore the system consis-tsof a dosage valve 3, a closing valve 2 and twosnapon connectors.

The position numbers 1 and 3 indicate the system's"blow-gun". Only one "blow-gun" is used for eachengine plant. The blow-gun is working according tothe ejector principle with pressure air (working air) at5-7 bar as driven medium. Injection time approx. 2min. Air consumption approx. 5 Nm3/2 min.

1 Container 2 Closing valve

3 Dosage valve 4 Working air inlet to beconnected with 1/2 rub-ber hose.

Figure 1: Arrangement of dry cleaning of turbocharger - turbine.

Granulate consumption

NR 15 R / NR 20 R : 0.2 - 0.3 litres

NR 24 R / NR 26 R : 0.3 - 0.4 litres

MAN Diesel & Turbo

1607599-1.5Page 1 (3) Dry cleaning of turbocharger - turbine B 16 01 1

L23/30H, L28/32H, V28/32S

2010.09.13.

MAN Diesel & Turbo

B 16 01 1 Dry cleaning of turbocharger - turbine 1607599-1.5Page 2 (3)

L23/30H, L28/32H, V28/32S

2010.09.13.

MAN Diesel & Turbo

1607599-1.5Page 3 (3) Dry cleaning of turbocharger - turbine B 16 01 1

L23/30H, L28/32H, V28/32S

2010.09.13.

Description

The tendency to fouling on the gas side of turbo-chargers depends on the combustion conditions,which are a result of the load on and the mainte-nance condition of the engine as well as the qualityof the fuel oil used.

Fouling of the gas ways will cause higher exhaustgas temperatures and higher surface temperaturesof the combustion chamber components and willalso lead to a lower performance.

Tests and practical experience have shown thatradial-flow turbines can be successfully cleaned byinjection water into the inlet pipe of the turbine. Thecleaning effect is based on the water solubility ofthe deposits and on the mechanical action of theimpinging water droplets and the water flow rate.

The necessary water flow is dependent on the gasflow and the gas temperature. Enough water mustbe injected per time unit so that, not the entire flowwill evaporate, but about 0.25 l/min. will flow offthrough the drainage opening in the gas outlet.Thus ensuring that sufficient water has been injec-ted. For washing procedure, please see name platefor water washing.

Service experience has shown that the above men-tioned water flow gives the optimal cleaning effect.If the water flow is reduced, the cleaning effect willbe reduced or dissappear. If the recommendedwater flow is exceeded, there is a certain risk of anaccumulation of water in the turbine casing whichmay result in speed reduction of turbocharger.

The best cleaning effect is obtained by cleaning atlow engine load approx. 20% MCR. Cleaning at lowload will also reduce temperature shocks.

Experience has shown, that washing at regularintervals is essential to successful cleaning, asexcessive fouling is thus avoided. Washing at inter-vals of 100 hours is therefore recommended. Depending on the fuel quality these intervals can beshorter or longer. However, the turbine must bewashed at the latest when the exhaust gas temper-ature upstream of the turbine has risen about 20°Cabove the normal temperature.

Heavily contaminated turbines, which where notcleaned periodically from the very beginning or afteran overhaul, cannot be cleaned by this method.

If vibration in the turbocharger occur after water-washing has been carried out, the washing shouldbe repeated. If unbalance still exists, this is presum-

ably due to heavy fouling, and the engine must bestopped and the turbocharger dismantled and man-ually cleaned.

The washing water should be taken from the freshwater system and not from the fresh cooling watersystem or salt water system. No cleaning agents orsolvents need to be added to the water.

To avoid corrosion during standstill, the enginemust, upon completing of water washing run far atleast 1 hour before stop so that all parts are dry.

Water washing system

The water washing system consists of a pipe sys-tem equipped with a regulating valve, a manoeu-vring valve, a 3-way cock and a drain pipe with adrain valve from the gas outlet.

The water for washing the turbine, is supplied fromthe external fresh water system through a flexiblehose with couplings. The flexible hose must be dis-connected after water washing.

By activating the manoeuvring valve and the regu-lating valve, water is led through the 3-way cock tothe exhaust pipe intermediate flange, equipped witha channel to lead the water to the gas inlet of theturbocharger.

The water which is not evaporated, is led outthrough the drain pipe in the gas outlet.

MAN Diesel & Turbo

1607517-7.5Page 1 (2) Water washing of turbocharger - turbine B 16 01 2

L23/30H, L28/32H, L28/32DF

2004.07.05

MAN Diesel & Turbo

B 16 01 2 Water washing of turbocharger - turbine 1607517-7.5Page 2 (2)

L23/30H, L28/32H, L28/32DF

2004.07.05

Speed Control System

B 17

General

The engine may be started and loaded according tothe following procedure:

A: Normal start without preheated cooling water.Only on MDO.

B: Normal start with preheated cooling water. MDOor HFO.

C: Stand-by engine. Emergency start, with pre-heated cooling water, intermediate prelubri- catingor continuos prelubricating. MDO or HFO.

Starting on HFO

During shorter stops or if the engine is in stand-byon HFO the engine must be preheated.

During preheating the cooling water outlet tempera-ture should be kept as high as possible at least60°C (± 5°C) -either by means of cooling water fromengines which are running or by means of a built-inpreheater.

If the engine normally runs on HFO preheated fuelmust be circulated through the engine while pre-heating although the engine has run or has beenflushed on MDO for a short period.

Starting on MDO

For starting on MDO there are no restrictions exeptlub. oil viscosity may not by higher than 1500 cSt.(5°C for lub. oil SAE 30, or 10°C for SAE 40).

Initial ignition may be difficult if the engine and ambi-ent temp. are lower than 5°C, and the cooling watertemperature is lower than 15°C.

Prelubricating

The engine shall always be prelubricated 2 minutesprior to start if there is not intermittent or continuosprelubricating installed. Intermittent prelub. is 2 min.every 10 minutes.

MAN Diesel & Turbo

1607583-4.4Page 1 (1) Starting of engine B 17 00 0

L32/40, L23/30H, L28/32H, V28/32S, L28/32DF

2013.04.17

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo

09.35

General

Governor Type

As standard, the engines are equipped with a hy-draulic - mechanical governor, make Regulateurs Europa, type 1102.

Speed Adjustment

Manual and electric.

Manual operated : Speed setting controlled by handwheel.

Electric motor : Permanent magnet synchronizing motor: 24V DC for raise and lower the speed.

Speed Adjustment Range

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

1679743-4.3Page 1 (1) Governor B 17 01 4

Fig 1 Regulateurs Europa governor.

Droop

Adjustable by dial type lockable control from 0-10% droop.

Load Distribution

By the droop setting.

Shutdown/Stop

Solenoid energised to "stop".

Manually operated shut-down knob fitted on governor energised to "stop" only.

Stop Solenoid voltages: 24V DC.

Synchronizingmotor

Oil filler plug

Oil level

Oil drain

Speed/load adjustment

Droop adjustment

Manual stop bottom

Electrical plug for stop valve

Needle valve for performance adjustment

Safety and Control System

B 19

MAN Diesel & Turbo

B 19 00 0

Alarm Set point Autostop of engine

90° C100° C

75° C85° C

3 bar

3.5 bar

1.5 bar

level switch

1.0 bar

low levelhigh level

95° C

1.5 bar4 bar

leakage

2.0 bar (B)

0.4 bar + (C)0.4 bar + (C)

90° C93° C

550° C600° C

450° C

average (F)±50° C

500° C

65° C

Operation Data & Set Points

L23/30H

2014.05.08 - Mk2

3700229-5.2Page 1 (2)

Lubricating Oil System

Temp. before cooler SAE 30(outlet engine) SAE 40

Temp. after cooler SAE 30(inlet engine) SAE 40

Pressure after filter (inlet eng)

Elevated pressure i.g. whencentrifugal filter installed

Pressure drop across filter

Prelubricating pressure

Pressure inlet turbocharger

Lub. oil, level in base frame

Temp. main bearings

Fuel Oil System

Pressure after filter MDO HFO

Leaking oil

Press. nozz. cool. oil, inlet eng.

Cooling Water System

Press. LT-system, inlet enginePress. HT-system, inlet engine

Temp. HT-system, inlet engineTemp. HT-system, outl. cyl.units

Temp. HT-system, outlet engine

Temp. raise across cyl. units

Exhaust Gas and Charge Air

Exh. gas temp. before TC

Exh. gas temp. outlet cyl.

Diff. between individual cyl.

Exh. gas temp. after TC

Ch. air press. after cooler

Ch. air temp. after cooler

TI 20TI 20

TI 22TI 22

PI 22

PI 22

PDAH 21-22

PI 23

TE 29

PI 40PI 40

PI 50

PI 01PI 10

TI 10TI 11

TI 62TI 62

TI 60TI 60

TI 61TI 61

PI 31

TI 31

60-75° C65-82° C

45-65° C50-72° C

3.1-4.5 bar

4.1-5 bar

0.5-1 bar

1.3-2.2 bar

75-85° C

2.5-5 bar5-16 bar (A)

3-5 bar

1-2.5 bar (D)1.5-4.6 bar

60-75° C70-85° C

max. 10° C

440-490° C*475-535° C**

315-430° C*335-435° C**

305-385° C*335-405° C**

2.2-2.7 bar1.5-2.0 bar***

35-55° C

TAH 20TAH 20

TAH 22TAH 22

PAL 22

PAL 22

PDAH 21-22

LAL 25

LAL 28LAH 28

TAH 29

PAL 40PAL 40

LAH 42

PAL 50

PAL 01PAL 10

TAH 12TAH 12-2

TAH 62TAH 62-2

TAH 60

TAD 60

TAH 61

TAH 31

TSH 22TSH 22

PSL 22

PSL 22

TSH 12

85° C95° C

2.5 bar

3.0 bar

95° C

Specific plants will not comprise alarm equipment and autostop for all parameters listed above. For specific plants additional parameters can be included. For remarks to some parameters, see overleaf.* for 720/750 rpm ** for 900 rpm. *** for de-rated 105/110 kW/cyl. - 720/750 rpm.

10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change

Acceptable value at shop test or after

repair

<75° C<82° C

<65° C<72° C

>4.0 bar

>4.5 bar

<0.5 bar

<85° C

>1.3 bar>1.8-<6 bar

<85° C

average±25° C

<55° C

Normal Value at Full load at ISO conditions

MAN Diesel & Turbo

Operation Data & Set Points

E. Limits for Turbocharger Overspeed Alarm (SAH 89)

Remarks to individual Parameters

A. Fuel Oil Pressure, HFO-operation

When operating on HFO, the system pressure must be sufficient to depress any tendency to gasification of the hot fuel.

The system pressure has to be adjusted according to the fuel oil preheating temperature.

B. Nozzle Cooling Oil System

The nozzle cooling oil system is only applied for Tier II marine and stationary engines.

C. Cooling Water Pressure, Alarm Set Points

As the system pressure in case of pump failure will depend on the height of the expansion tank above the engine, the alarm set point has to be adjusted to 0.4 bar plus the static pressure.

D. Press. LT -system, inlet engine (PI 01)

With two-string cooling water system the normal value can be higher, max. 4.0 bar.

L23/30H

3700229-5.2Page 2 (2)

Engine type 720 rpm 750 rpm 900 rpm

5L23/30H 59,100 59,100 –

6L23/30H 59,100 59,100 49,100

7L23/30H 49,100 49,100 49,100

8L23/30H 49,100 49,100 49,100

Alarm Set point Autostop of engine

Acceptable value at shop test or after

repair

Compressed Air System

Press. inlet engine Speed Control SystemEngine speedMechanicalElec.MechanicalElec.MechanicalElec.

Turbocharger speed

PI 70

SI 90

SI 90

SI 90

SI 89

7-9 bar

720 rpm

750 rpm

900 rpm

(G)

PAL 70

SAH 81

SAH 81

SAH 81

SAH 89

7 bar

815 rpm

850 rpm

1015 rpm

(E)

SSH 81SSH 81SSH 81SSH 81SSH 81SSH 81

825 rpm815 rpm860 rpm850 rpm1030 rpm1015 rpm

>7.5-<9 bar

820 rpm

855 rpm

1020 rpm

F. Exhaust Gas Temperatures

The exhaust gas temperature deviation alarm is normally ±50° C with a delay of 1 min., but at start-up the delay is 5 min. Furthermore the deviation limit is ±100° C if the average temperature is below 200° C.

G. Turbocharger Speed

Normal value at full load of the turbocharger is de-pendent on engine type (cyl. no) and engine rpm. The value given is just a guide line. Actual values can be found in the acceptance test protocol.

Normal Value at Full load at ISO conditions

2014.05.08 - Mk2

B 19 00 0

Mechanical overspeed

Figure 1: Mechanical overspeed.The engine is protected against overspeeding in theevent of, for instance, governor failure by means ofan overspeed trip.

The engine is equipped with a stopping devicewhich starts to operate if the maximum permissiblerevolution number is exceeded.

The overspeed tripping device is fitted to the endcover of the lubricating oil pump and is driventhrough this pump.

If the pre-set tripping speed is exceeded, thespringloaded fly weight (1), see fig 1, will move out-wards and press down the arm (2).

The arm is locked in its bottom position by the lockpin (3) which is pressed in by the spring (4).

At the same time the arm (2) presses down thespindle (5), and the pneumatic valve (6) opens,whereby compressed air will be led to the stop cyl-inder, (see also B 17 30 1) in which the piston ispressed forward and, through the arm, turns the

fuel pump regulating shaft to STOP position.Thereby the engine stops, the spring-loaded pullrod connection to the governor being compressed.

The engine can be stopped manually by pressingdown the button (7), which will activate the spring-loaded fly weight (1) through the lever (8).

If the overspeed has been activated, the overspeedmust be reset before the engine can be started.Reset is done by means of the button (10).

Overspeed alarm (SAH 81)

The overspeed alarm (SAH 81) is activated bymeans of the micro switch (9).

MAN Diesel & Turbo

1624450-8.2Page 1 (1) Mechanical overspeed B 19 06 1

L23/30H

2001.01.01

Description

The starting box is mounted on the engine's controlside. On front of the box there are the following indi-cations/pushbuttons:

▪ Indication of engine or turbocharger RPM

▪ Indication of electronic overspeed

▪ Pushbutton for "Manual Start"

▪ Pushbutton for "Manual Stop"

▪ Pushbutton for "Remote" *

▪ Pushbutton for "Local" *

▪ Pushbutton for "Blocking" *

▪ Pushbutton for change-over between engineand turbocharger RPM

* The function chosen is indicated in the pushbut-ton. See fig. 1.

Manual start

The engine can be started by means of the startbutton, but only if the button "Local" is activated.

The manual, local start is an electrical, pneumaticstart, i.e. when activating the start button a solenoidvalve opens for air to the air starter, thereby engag-ing the starter and starting the diesel engine.Throughout the starting cycle the start button mustbe activated.

The air starter is automatically disengaged when thediesel engine exceeds 110 RPM. If the start buttonis disengaged before the diesel engine has excee-ded 110 RPM, further starting cycles are blocked,until 5 sec. after the engine is at standstill.

Remote start

Remote start can only take place if the pushbuttonfor "Remote" is activated.

Manual stop

The "Manual Stop" button is connected to the stopcoil on the governor.

Blocking

If "Blocking" is activated, it is not possible to startthe diesel engine.

Engine / turbocharger RPM

By activating the "Engine RPM/TC RPM" button,the indication is changed.

Engine RPM indication is green light-emitting diodesand turbocharger RPM indication is red light-emit-ting diodes.

External indications

There are output signals for engine RPM and turbo-charger RPM.

Engine 0 - 1200 RPM ~ 4-20 mA

TC 0 - 60000 RPM ~ 4-20 mA

The pushbuttons for "Remote", "Local" and "Block-ing" have potential free switches for external indica-tion.

All components in the starting box are wired to thebuilt-on terminal box.

Figure 1: Starting box

MAN Diesel & Turbo

1639469-7.3Page 1 (1) Local starting box - No 1 B 19 10 1

L23/30H, L28/32H, V28/32H, L28/32DF

2005.10.10

MAN Diesel & Turbo

1635436-4.2Page 1 (2) Converter for Engine RPM Signal B 19 13 1

General

Engine RPM signals

For measuring the engine's RPM, a pick-up mounted on the engine is used giving a frequency depending on the RPM. To be able to show the engine's RPM on an analogue tachometer, the frequency signal is sent through an f/I converter (frequency/current converter), where the signal is transformed into a proportional 4-20 mA ~ 0-1200 RPM.Both tachometer on the engine and possibly external tachometers should be connected in the current loop.

Further, the converter has following signals:

– overspeed – engine run – safe start – tacho fail

Overspeed

When the engine speed reach the setpoint for elec-tronic overspeed the converter gives a shutdown signal and a alarm signal through a relay.

94.04

Engine run

When the engine speed reach 710 RPM the converter gives a "engine run" signal. The signal will also be given when the engine speed reach 200 RPM + 8 sec., (this is used for pump engines).

The engine run signal will be deactivated when the speed is 640 RPM. If the engine speed haven't been over 710 RPM the signal will be deactivated at 200 RPM.

The "engine run" signals will be given through a relay. One for synchronizing and one for start/stop of pre. lub. oil pump or alarm blocking at start/stop.

Safe start

When the safe start signal is activated the engine can start. When the engine reach app. 140 RPM the air starter will be shut-off.

Further, the safe start signal is a blocking function for the air starter during rotation.

Fig. 1. Converter for engine RPM.

24V DC(± 15%)

4-20 mA

Overspeed

Engine run

Safe start

Tacho fail

Pick-upStart

141

87

105

411

213

++++++

-

-

--

132

78

96

312

Type no

114

Fuse

123

69

114

510

J 1 J 2

Tachofail

Safestart

Enginerun

Overspeed

Tachometer

Converter forengine RPM signal

Pick-upNPN

Supply24 V DC± 15%

Start

MAN Diesel & Turbo

B 19 13 1

Tacho fail

The tacho fail signal will be on when everything is normal. If the pick-up or the converter failed the signal will be deactivated. E.g. if there is power supply failure.

The converter for engine RPM signal is mounted in the terminal box on the engine.

Pick-up

The pick-up is a NPN-type with LED-indication. The sensing distance is 0.5 to 1.2 mm.

All wiring to relay, pick-up and tachometer are made by MAN Diesel & Turbo SE.

Data

Operating data : 24 V DC ± 15%Power consumption : 3 WattAmbient temperature : -20° C to 70° COutput current : 4-20 mA ~ 0-1200 RPM

Converter for Engine RPM Signal

General

94.04

1635436-4.2Page 2 (2)

Description

The oil mist detector type Tufmon from companyDr. Horn is standard on the 7, 8 and 9L27/38engine types and option for all other engine types.

The oil mist detector is based on direct measure-ment of the oil mist concentration in the natural flowfrom the crankcase to the atmosphere.

The detector is developed in close cooperationbetween the manufacturer Dr. Horn and us and ithas been tested under realistic conditions at ourtestbed.

The oil mist sensor is mounted on the venting pipetogether with the electronic board. At first the sen-sor will activate an alarm, and secondly the enginewill be stopped, in case of critical oil mist concen-tration. Furthermore there is an alarm in case ofsensor failure. To avoid false alarms direct heatingof the optical sensor is implemented.

The installation is integrated on the engine. No extrapiping/cabling is required.

Technical data

Power supplyPower consumptionOperating temperature

: 24 V DC +30% / -25%: 1 A: 0°C....+70°C

Enclosure according to DIN 40050:

AnalyzerSpeed fuel rackand optical sensorsSupply box and connectors

: IP54

: IP67: IP65

Figure 1: Oil mist detector.

MAN Diesel & Turbo

1699190-5.0Page 1 (1) Oil mist detector B 19 22 1

L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

2006.11.20

The safety system

Figure 1: External connections to/from the engine control box.The engine control box is watching the most impor-tant safety operating functions of the diesel engine,i.e. low lub. oil pressure, high cooling water temper-ature, and overspeed.

If an unintended condition occurs to one of theabove functions, the engine control box will releaseautomatic stop of the engine (shutdown).

In order to avoid an unintended re-starting afterrelease of a shutdown, there is a built-in reset func-tion which has to be activated before the enginecan be re-started. Remote reset is also possible.

Besides, there are built-in start/stop procedures forthe engine. On fig. 1 the possible external connec-tions and input/output signals are shown.

On the front cover of the engine control box there isan indication panel.

There are indications for:

▪ Power

▪ Lub. oil shutdown

▪ High temp. fresh water shutdown

▪ Overspeed shutdown

▪ Start failure

▪ Wire break

▪ Start interlocks

There are push buttons for:

▪ Start

▪ Stop

▪ Reset

▪ Lamp test

Alarm blocking

The engine control box is provided with a relay out-put for alarm blocking. It is advisable to use in caseof too low lub. oil pressure, so that alarm is avoidedduring starting and stopping of the engines.

Start/stop of the diesel engine

As the engine control box can give the diesel enginea signal of normal start/stop, it is possible to mountremote switches for these functions.

If the diesel engine does not start during a startingtrial, a potential free switch will give the informationthat there is a starting failure.

When the diesel engine is running, two relay out-puts are activated. One of these switches can beused for start/stop of the prelubricating pump.

Engine control box cabinet

The engine control box cabinet can be installed inthe engine room, near the engine, fig. 2 shows thedimensions of the cabinet. Enclosure: IP 55.

MAN Diesel & Turbo

1631457-0.0Page 1 (2) Engine control box no 1 E 19 06 4

L23/30H, L28/32H

2000.01.03

The engine control box can also be installed in theengine control room. It is possible to integrate theengine control box in the switch board.

The following is available as an option:

▪ One box for 3 engines

▪ Electronic overspeed

▪ Custom made solutions

Figure 2: Engine control box.

MAN Diesel & Turbo

E 19 06 4 Engine control box no 1 1631457-0.0Page 2 (2)

L23/30H, L28/32H

2000.01.03

Alarm and safety system

The engine control box is watching all alarm andsafety operating functions of the diesel engine.

In case of unintended conditions for the abovefunctions, the engine control box will initiate:

▪ automatic stop of the engine (shutdown)

or

▪ a warning indication (alarm)

In order to avoid an unintended re-starting afterrelease of a shutdown, there is a built-in reset func-tion which has to be activated before the enginecan be re-started. Remote reset is also possible.

Besides, there are built-in start/stop procedures forthe engine.

On the front cover of the engine control box thereare 3 indication panels. One for the safety systemand two for the alarm system.

The engine control box will reflect the actual engineautomation/instrumentation. The items below aregeneral.

For the safety system there are indications for:

▪ Power on

▪ Engine run

▪ Lub. oil shutdown

▪ High temp. fresh water shutdown

▪ Overspeed shutdown

▪ Emergency shutdown

▪ Start failure

▪ Wire break

▪ Start interlock (blocking)

▪ Start interlock (local)

▪ Starting air

For the alarm system there are indications for:

▪ Lubricating oil inlet pressure

▪ Prelubricating oil pressure

▪ Fuel leakage

▪ Oil level base frame *

▪ Lub. oil filter

▪ Cooling water outlet temp.

▪ Lub. oil inlet temp.

▪ Cooling water press.

▪ Tacho failure

▪ Low supply voltage

▪ High supply voltage

▪ Alternator overheating

▪ Lambda control failure

▪ Fuse failure

▪ Pre. lub pump failure

▪ Overspeed

▪ Spare x 4

Furthermore there are push buttons for:

▪ Start of engine

▪ Stop of engine

▪ Reset

▪ Lamp test

▪ Diesel oil (MDO) mode with indication *

▪ Heavy fuel oil (HFO) mode with indication *

* Options

Alarm blocking

The engine control box is provided with a relay foralarm blocking, so that alarm is avoided duringstarting and stopping of the engine.

Start/stop of the diesel engine

The diesel engine can be started and stopped bymeans of push buttons on the panel. Furthermore,it is possible to mount remote switches for thesefunctions.

If the diesel engine does not start during a startingtrial, a potential free switch will give the informationthat there is a starting failure.

When the diesel engine is running, three relay out-puts are activated. One is used for start/stop of theprelubricating pump, one for the preheating start/stop, and one for the engine start/stop signal.

MAN Diesel & Turbo

1643403-4.1Page 1 (2) Engine control box no 2, safety- and alarm system E 19 06 6

L23/30H, L28/32H

2013.11.29

Figure 1: Engine control box.

Diesel oil / heavy fuel oil mode

The valve control for MDO or HFO running mode isincorporated in the engine control box. It is possibleto change the valve position on the engine controlpanel or remote.

The push buttons for MDO and HFO are lightedpush buttons to indicate the mode.

The valve control MDO/HFO is only used togetherwith E 11 10 1.

Engine control box cabinet

The engine control box cabinet can be installed inthe engine room, near the engine. Fig 1 shows thedimensions of the cabinet.

Enclosure: IP 54.

The engine control box can also be installed in theengine control room. It is possible to integrate theengine control box in the switchboard.

MAN Diesel & Turbo

E 19 06 6 Engine control box no 2, safety- and alarm system 1643403-4.1Page 2 (2)

L23/30H, L28/32H

2013.11.29

Description

Figure 1: Dimensions

The box is a combined box with starters for prelu-bricating oil pump, preheater and el turning device.

The starter for prelubricating oil pump is for auto-matic controlling start/stop of the prelubricating oilpump built onto the engine.

Common for both pump starters in the cabinet isoverload protection and automatic control system.On the front of the cabinet there is a lamp for"pump on", a change-over switch for manual startand automatic start of the pump; furthermore thereis a common main cut-off switch.

The pump starter can be arranged for continuous orintermittent running. (For engine types L16/24,L21/31 & L27/38 only continuous running is accep-ted). See also B 12 07 0, Prelubricating Pump.

The preheater control is for controlling the electricheater built onto the engine for preheating of theengines jacket cooling water during stand-still.

On the front of the cabinet there is a lamp for"heater on" and a off/auto switch. Furthermorethere is overload protection for the heater element.

The temperature is controlled by means of an on/offthermostat mounted in the common HT-outlet pipe.Furthermore the control system secures that theheater is activated only when the engine is in stand-still.

The box also include the control of el turning device.There is a "running" indication lamp and a on/offpower switch on the front. The control for the turn-ing gear is prepared with to contactors for forwardand reverse control. The turning gear control hasalso overload protection.

MAN Diesel & Turbo

3700290-3.0Page 1 (2)

Combined box with prelubricating oil pump, preheaterand el turning device

E 19 07 2


V28/32DF

2013.04.19

Figure 2: Wiring diagram

MAN Diesel & Turbo

E 19 07 2Combined box with prelubricating oil pump, preheater

and el turning device3700290-3.0

Page 2 (2)


2013.04.19

Description

Figure 1: DimensionsThe box is a combined box with starters for prelu-bricating oil pump, nozzle conditioning pump, pre-heater and el turning device.

The starter for prelubricating oil pump is for auto-matic controlling start/stop of the prelubricating oilpump built onto the engine.

The starter for nozzle conditioning pump is for auto-matic controlling start/stop of the nozzle pump. Thepump can be built on the engine or be a separateunit.

Common for both pump starters in the cabinet isoverload protection and automatic control system.On the front of the cabinet there is a lamp for"pump on", a change-over switch for manual startand automatic start of the pump; furthermore thereis a common main cut-off switch.

The pump starter can be arranged for continuous orintermittent running. (For engine types L16/24,L21/31 & L27/38 only continuous running is accep-ted). See also B 12 07 0, Prelubricating Pump.

The preheater control is for controlling the electricheater built onto the engine for preheating of theengines jacket cooling water during stand-still.

On the front of the cabinet there is a lamp for"heater on" and a off/auto switch. Furthermorethere is overload protection for the heater element.

The temperature is controlled by means of an on/offthermostat mounted in the common HT-outlet pipe.Furthermore the control system secures that theheater is activated only when the engine is in stand-still.

The box also include the control of el turning device.There is a "running" indication lamp and a on/offpower switch on the front. The control for the turn-ing gear is prepared with to contactors for forwardand reverse control. The turning gear control hasalso overload protection.

MAN Diesel & Turbo

1699867-7.0Page 1 (2)

Combined box with prelubricating oil pump, nozzleconditioning pump, preheater and el turning device

E 19 07 2


V28/32DF

2008.02.25

Figure 2: Wiring diagram.

MAN Diesel & Turbo

E 19 07 2Combined box with prelubricating oil pump, nozzleconditioning pump, preheater and el turning device

1699867-7.0Page 2 (2)


2008.02.25

Description

Figure 1: Dimensions.The prelubricating oil pump box is for controlling theprelubricating oil pump built onto the engine.

The control box consists of a cabinet with starter,overload protection and control system. On thefront of the cabinet there is a lamp for "pump on", achange-over switch for manual start and automaticstart of the pump, furthermore there is a mainswitch.

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

Depending on the number of engines in the plant,the control box can be for one or several engines.

The prelubricating oil pump starting box can becombined with the high temperature preheater con-trol box. See also B 12 07 0, Prelubricating Pump.

MAN Diesel & Turbo

1631477-3.3Page 1 (2) Prelubricating oil pump starting box E 19 11 0

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF

2001.03.05


MAN Diesel & Turbo

E 19 11 0 Prelubricating oil pump starting box 1631477-3.3Page 2 (2)

L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,V28/32DF

2001.03.05

Description

Figure 1: Dimensions of the control cabinet.The preheater control box is for controlling the elec-tric heater built onto the engine for preheating of theengines jacket cooling water during stand-still.

The control box consists of a cabinet with contactorand control system. On the front of the cabinetthere is a lamp for "heater on" and a main switch foractivating the system. Furthermore there is overloadprotection for the heater element.

The temperature is controlled by means of an on/offthermostat mounted in the common HT-outlet pipe.Furthermore the system secures that the heater isactivated only when the engine is in stand-still.

Depending on the numbers of engines in the plant,the control box can be for one or several engines,however the dimensions of the cabinet will be thesame. fig 1 illustrates a front for 3 engines.

The high temperature preheater control box can becombined with the prelubricating oil pump controlbox.

See also B 13 23 1 Preheating arrangement in hightemperature system.

MAN Diesel & Turbo

1631478-5.1Page 1 (2) High temperature preheater control box E 19 13 0

L23/30H, L28/32H, V28/32H, V28/32S, L28/32DF, V28/32DF

2001.03.05


MAN Diesel & Turbo

E 19 13 0 High temperature preheater control box 1631478-5.1Page 2 (2)

L23/30H, L28/32H, V28/32H, V28/32S, L28/32DF, V28/32DF

2001.03.05

Foundation

B 20

Foundation recommendations

Figure 1: Resilient supports.When the generating sets are installed on a trans-verse stiffened deck structure, it is generally recom-mended to strengthen the deck by a longitudinalstiffener in line with the resilient supports, see fig 1.

For longitudinal stiffened decks it is recommendedto add transverse stiffening below the resilient sup-ports.

It is a general recommendation that the steel foun-dations are in line with both the supporting trans-verse and longitudinal deck structure, fig 2, in orderto obtain sufficient stiffness in the support of theresilient mounted generating sets.

The strength and the stiffness of the deck structurehas to be based on the actual deck load, i.e. weightof machinery, tanks etc. and furthermore, reso-nance with the free forces and moments from espe-cially the propulsion system have to be avoided.

Stiffness for foundation has to be minimum the fol-lowing:

▪ Z-direction, stiffness for foundation has to beminimum 20 times the conical stiffness.

▪ Y-direction, stiffness for foundation has to beminimum 10 times the conical stiffness. (see fig 3)

Example for conical stiffness:

▪ RD214-45 Shore A to 65 Shore A - stiffness5.100 kN/m to11.620 kN/m (Preload 30 kN -20 deg. C)

Figure 2: Transverse stiff deck structure.

MAN Diesel & Turbo

1613565-0.4Page 1 (2)

Recommendations concerning steel foundations forresilient mounted GenSets

B 20 01 0

L23/30H, L28/32H, L27/38, L28/32DF

2013.01.29

Figure 3: Stiffness for foundation

MAN Diesel & Turbo

B 20 01 0Recommendations concerning steel foundations for

resilient mounted GenSets1613565-0.4

Page 2 (2)

L23/30H, L28/32H, L27/38, L28/32DF

2013.01.29

Resilient mounting of generating sets

On resilient mounted generating sets, the dieselengine and the generator are placed on a commonrigid base frame mounted on the ship's/erectionhall's foundation by means of resilient supports,type Conical.

All connections from the generating set to the exter-nal systems should be equipped with flexible con-nections, and pipes, gangway etc. must not be wel-ded to the external part of the installation.

Resilient support

A resilient mounting of the generating set is madewith a number of conical mountings. The numberand the distance between them depend on the sizeof the plant. These conical mountings are bolted tobrackets on the base frame (see fig 1).

The setting from unloaded to loaded condition isnormally between 5-11 mm for the conical mount-ing.

The exact setting can be found in the calculation ofthe conical mountings for the plant in question.

Figure 1: Resilient mounting of generating sets

Figure 2: Support of conicals

MAN Diesel & Turbo

1613527-9.5Page 1 (3) Resilient mounting of generating sets B 20 01 3

L23/30H, L28/32H, L28/32DF

2011.10.10

Figure 3: Conical mountingsThe support of the individual conical mounting canbe made in one of the following three ways:

1) The support between the bottom flange and thefoundation of the conical mounting is made witha loose steel shim. This steel shim is adjusted toan exact measurement (min. 40 mm) for eachconical mounting.

2) The support can also be made by means of twosteel shims, at the top a loose shim of at least40 mm and below a shim of approx. 10 mmwhich are adjusted for each conical mountingand then welded to the foundation.

3) The support can be made by means of chock-fast. It is recommended to use two steel shims,the top shim should be loose and have a mini-mum thickness of 40 mm, the bottom shimshould be cast in chockfast with a thickness ofat least 10 mm.

Check the minimum permitted thickness of chock-fast for the load surface of this application withchockfast supplier.

MAN Diesel & Turbo

B 20 01 3 Resilient mounting of generating sets 1613527-9.5Page 2 (3)

L23/30H, L28/32H, L28/32DF

2011.10.10

4) Finally, the support can be made by means oftwo steel shims, the top shim of 46 mm andbelow a shim of approx. 99 mm. the shims arethen welded to the foundation. The top shimsare then adjusted and tighten to the lower shim.

Irrespective of the method of support, it is recom-mended to use a loose steel shim to facilitate apossible future replacement of the conical mount-ings.

Check of Crankshaft Deflection

The resiliently mounted generating set is normallydelivered from the factory with engine and alternatormounted on the common base frame.Eventhough engine and alternator have been adjus-ted by the engine builder, with the alternator rotorplaced correctly in the stator and the crankshaftdeflection of the engine (autolog) within the prescri-bed tolerances, it is recommended to check thecrankshaft deflection (autolog) before starting up theGenSet.

MAN Diesel & Turbo

1613527-9.5Page 3 (3) Resilient mounting of generating sets B 20 01 3

L23/30H, L28/32H, L28/32DF

2011.10.10

Test running

B 21

Shop test programme for marine GenSetsOperating points ABS BV DNV GL LR RINA NK IACS MAN Diesel

& Turbo programme

1) Starting attempts X X - X X X X X X

2) Governor test(see page 2)

X X X X X X X X X

3) Test of safety and moni-toring system

X X - X X X X X X

4) Load acceptance test (value in minutes)

Engines driving alternators

Continuousrating (MCR)

Constant speed

100% 1* 60 60 M 60 60 60 120 2* 60 60

110% 30 45 M 45 45 45 45 3* 30 45

75% M M M M M M 30 M 30

50% M M M M M M 30 M 30

25% M M - M M M - M 30

Idling = 0% M M - M M M - M 30

Engines drivingalternators for electric propulsion

Continuousrating (MCR)

Constant speed

100% 1* 60 60 M 60 60 60 120 2* 60 60

110% 30 45 M 45 45 45 45 3* 30 45

90% - - M - - - - - 30

75% M M M M M M 30 M 30

50% M M M M M M 30 M 30

25% M M - M M M - M 30

Idling = 0% M M - M M M - M 30

5) Verification of GenSet parallel running, if possible (cos j = 1, unless otherwise stated)

6a) Crankshaft deflection measurement of engines with rigid coupling in both cold and warm condition

6b) Crankshaft deflection measurement of engines with flexible coupling only in cold condition

7) Inspection of lubricating oil filter cartridges of each engine

8) General inspection

1* Two service recordings at an interval of 30 minutes.

2* According to agreement with NK the running time can be reduced to 60 minutes.

3* According to agreement with NK the running time can be reduced to 30 minutes.

M Measurement at steady state condition of all engine parameters.

IACS International Association of Classification Societies.

MAN Diesel & Turbo

1356501-5.10Page 1 (4) Shop test programme for marine GenSets B 21 01 1

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF, L23/30DF

2014.05.14

The operating values to be measured and recorded during the acceptance test have been specified in accord-ance with ISO 3046-1:2002 and with the rules of the classification societies.

The operation values are to be confirmed by the customer or his representative, the classification's representa-tive and the person responsible for the acceptance test by their signature on the test report. After the accept-ance test components will be checked so far it is possible without dismantling. Dismantling of components iscarried out on the customer's or the classification representative's request.

GenSet load responce

Load application for ship el ectrical systemsIn the age of highly turbocharged diesel engines, building rules of classification societies regarding load appli-cation (e.g. 0 % => 50 % => 100 %) cannot be complied with, in all cases. However the requirements of theInternational Association of Classification Societies (IACS) and ISO 8528-5 are realistic. In the case of ship´sengines the application of IACS requirements has to be clarified with the respective classification society aswell as with the shipyard and the owner. Therefore the IACS requirements has been established as generelrule. For applications from 0 % to 100 % continuous rating, according to IACS and ISO 8528-5, the following dia-gram is applied:

Fig. 1 Load application in steps as per IACS and ISO 8528-5.

According to the diagram in Fig. 1 the maximum allowable load application steps are defined in the tablebelow. (24.4 bar mean effective pressure has been determined as a mean value for the listed engine types.)

Note: Our small bore GenSets has normally a better load responce than required by IACS and therfore a star-dard load responce test where three load steps (3 x 33%) is applied will be demostrated at factory acceptancetest.

MAN Diesel & Turbo

B 21 01 1 Shop test programme for marine GenSets 1356501-5.10Page 2 (4)

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF, L23/30DF

2014.05.14

Engine bmep (bar) * 1st step 2st step 3st step 4st step

L16/24 22.4/23.6 - 20.7/22.8

IACS 33 % MDT 34 %

IACS 23 % MDT 33 %

IACS 18 % MDT 33 %

IACS 26 %

L23/30H 18.2 - 18.1 - 17.9

L21/31 24.9/27.3 - 22.4/24.6

L27/38 23/25.3 - 23.5/24.3

L28/32H 17.8 - 17.9

L28/32DF 15

* see project guide, B 10 01 1 'Main Particulars', for actual bmep at nominel rpm.

Fig. 2 Maximum allowable load application steps (Higher load steps than listed are not possible as a standard).

Requirements of the classificationsocietiesMinimum requirements concerning dynamic speed drop, remaining speed variation and recovery time duringload application are listed below.

In case of a load drop of 100 % nominal engine power, the dynamical speed variation must not exceed 10 %of the nominal speed and the remaining speed variation must not surpass 5 % of the nominal speed.

Classification society Dynamic speed drop in% of the nominal speed

Remaining speed varia-tion in % of the nominal

speed

Recovery time until reach-ing the tolerance band ±1

% of nominal speed

Germanischer Lloyd

≤ 10 % ≤ 5 %

≤ 5 sec.RINA

Lloyd´s Register ≤ 5 sec., max 8 sec.

American Bureau of Shipping

≤ 5 sec.Bureau Veritas

Det Norske Veritas

ISO 8528-5

Fig. 3 Minimum requirements of the classification societies plus ISO rule.

Regulating test and load responceperformanceLoad step on MAN Diesel & Turbo GenSets is to be tested according to following procedure.

Momentum speed variation (m) must not vary more than 10% max. deviation from steady speed 1 %. Perma-nent speed variation (p) must not be higher than 5%.

MAN Diesel & Turbo

1356501-5.10Page 3 (4) Shop test programme for marine GenSets B 21 01 1

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF, L23/30DF

2014.05.14

Fig. 4 Minimum requirements of the classification societies plus ISO rule.

bmep: Must be found in product guide. For most classification sociaties 3 x 33% load application will beaccepted. *

Speed droop: _____, Needle valve open: ______°

Load (%) (nr)Rated speed

[Hz]

(nmax/min)Momentum

speed[Hz]

(ni)Permanent

speed[Hz]

(m)Momentumspeed varia-

tion [%]

(p)Permanent

speed varia-tion [%]

(t)Time to steady

speed[sec]

0 - 34

34 - 67

67 - 100

According to IACS requirements and ISO 8528-5.

* Actual classification society rules must be observed.

MAN Diesel & Turbo

B 21 01 1 Shop test programme for marine GenSets 1356501-5.10Page 4 (4)

L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF, L23/30DF

2014.05.14

Spare Parts

E 23

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo

1613435-6.2Page 1 (1) Weight and Dimensions of Principal Parts E 23 00 0

L23/30H

10.39

Cylinder liner approx. 75 kg

Connecting rod approx. 41 kg

Piston approx. 21 kgCylinder head approx.130 kgCylinder head incl. rocker arms approx. 180 kg

575

505366

ø300

606

300

ø225

893

MAN Diesel & Turbo

For guidanceAmerican Bureau of Shipping

Bureau VeritasLloyd's Register of Shipping

Det Norske Veritas

DemandsGermanischer Lloyd

Russian Maritime Register of ShippingChinese Register

Nippon Kaiji KyokaiKorean Register of Shipping

Registro Italiano Navale

Extent according to the requirements of:

L23/30H

1655227-6.4Page 1 (2)

12.08

Standard Spare Parts P 23 01 1

Plate

50502505025050250502505015050150510505105050150502

5061050601506015060150601506015060150601506015060150601506105120350501

50801

5110151101

Description

Cylinder HeadValve spindle, inlet and exhaustConical ring in 2/2Inner springOuter springValve seat ring, inletValve seat ring, exhaustGasket, coamingGasket, top coverO-ring, cylinder headValve rotators

Piston and Connecting Rod, Cylinder LinerSealing ringConnecting rod studConnecting rod nutConnecting rod bearingBush for connecting rodPiston pinRetaining ringPiston ringPiston ringPiston ringOil scraper ringO-ring, cylinder linerO-ring, inlet bendO-ring, cooling water connections

Operating Gear for Valve and Fuel Injection PumpsSealing ring

Engine Frame and Base FrameMain bearing shellsThrust washer

Qty.

4444241124

12211121111218

4

12

Item

512465489490064076026075338477

031152164139056019032093103115127043234184

185

157253

MAN Diesel & Turbo

51101511015110651106

5120251202

51402514015140151404

L23/30H

Description Qty. Plate Item

P 23 01 1 Standard Spare Parts 1655227-6.4Page 2 (2)

12.08

StudNutO-ringO-ring

Turbocharger SystemGasketO-ring, cooling water connections

Fuel Oil System and Injection EquipmentFuel injection valveFuel oil injection pump, 720/750 rpmFuel oil injection pump, 900 rpmFuel oil high-pressure pipe

2211

12

*111

169170740058

024264

177057381010

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

* No of spare parts = (add up to equal number)

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

ex. A plant consists of 2x5L28/32H and 2x7L28/32H.

Then the number of spare parts must be = 3.5 ~ add up to equal number = 4.

C2

72

Tools

P 24

MAN Diesel & Turbo

Plate

520055200552005520055200552005

5200652006520065200652006

52006520065200652006520065200652006

5200652006520065200652006

52008520085200852008

52009

Standard Tools for Normal Maintenance

L23/30H

Qty.

111111

11211

1111111

11111

2211

1

Item

109014051205553673

021033094200141

165116452655488511153

070261273381559

010022058071

016

P 24 01 11683334-4.1Page 1 (2)

06.25

Description

Cylinder HeadMax. pressure for indicatorLifting tool for cylinder headMounting tool for valvesGrinding tool for cyl. head and cyl. linerTool for grinding of valvesHandwheel for indicator valve Piston, Connecting Rod and Cylinder LinerEye screw for lifting of pistonShackle for lifting of pistonBack stop for cylinder linerPlier for piston pin lock ringPiston ring openerTesting mandrel forpiston scraper ring grooves (7.43 mm)Guide ring for mounting of pistonLifting tool for cyl. linerGrinding tool for cyl. linerHoning brush for cylinder liner incl. wooden boxFunnel for honing of cyl. linerTesting mandrel for piston ring grooves (4.43 mm)Eye bolt for piston lift af check of connecting rodbig-end bearingTorque spanner 20 - 120 NmTorque spanner 80 - 360 NmSocket (24 mm)Magnifier (30x)

Operating Gear for Inlet Valves, Exhaust Valves and Fuel Injection PumpsFeeler gauge for inlet valvesFeeler gauge for exhaust valvesExtractor for thrust piece on roller guide for fuel pumpDistance piece

Control and Safety SystemsAutomatics and InstrumentsSpanner for adjusting of overspeed stop

MAN Diesel & Turbo

L23/30H

06.25

P 24 01 1 Standard Tools for Normal Maintenance 1683334-4.1Page 2 (2)

Plate no and item no refer to the spare parts plates in the instruction book.

Description Qty Plate Item

Crankshaft and Main BearingsTurning rodCrankshaft alignment gauge, autologLifting straps for main and guide bearing capsDismantling tool for main bearingTool for upper main bearingDismantling tool for guide bearing shells

Fuel Oil System and Injection EquipmentPressure testing pump, completeSpanner for injection pumpCleaning tool for fuel injectorGrinding tool for fuel injector seatExtractor for fuel injector valve

Lubricating Oil SystemGuide bar for dismantling of lubricating oil cooler

Hydraulic ToolsPressure pump, complete with wooden boxDistributing piece for cylinder headDistributing piece for main bearingsHose for hydraulic toolsHose for hydraulic toolsHydraulic tools for connecting rod with wooden box, completeHydraulic tools for cylinder head with wooden box, completeHydraulic tools for main bearings with wooden box, complete

112211

11

1 set11

2

11141

1

1

1

520105201052010520105201052010

5201452014520145201452014

52015

5202152021520215202152021

52021

52021

52021

011059155106214202

013204108361407

019

011155202501513

633

251

405

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

Description

Cylinder HeadGrinding table for cyl. head *Grinding table as above - on stand *Extractor for valve seat ringMounting tool for valve seat ringGrinding machine for valve seat ringsGrinding machine for valve spindles

Fuel Oil System and Injection EquipmentGrinding ring for fuel injector

1679714-7.0Page 1 (1) Tools for Reconditioning

99.50

Qty.

111111

1

Plate

520055200552005520055200552005

52014

Item

254301504457350408

300

L23/30H

P 24 02 1


* As standard the grinding table is delivered for wall mounting, plate no 52005, item no 254. As optional it can be delivered on stand, plate no 52005, item no 301.

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

Description

For Lift of Piston and Connecting Rod

Collar for connecting rod, completeShackle for pull liftPull lift, complete

For Lift of Cylinder Liner

Lifting tool complete

Extra Tools for Low Dismantling Height1679713-5.0Page 1(1) P 24 04 1

L23/30H

Qty

122

1

Plate

520505205052050

52050

Item

045057021

033

99.50


G 50 Alternator

B 50

Installation aspects

Figure 1: Outline drawing of alternator

Dimensions

EngineTypes

H I øJ K L M(min)

5-6 Cyl. 230 120 39 1280 1380 230

7-8 Cyl. 230 160 39 1500 1600 230

For mounting of diesel engine and alternator on acommon base frame, the alternator supplier shouldfullfill the dimensions given in fig. 1. Further, inspec-tion shutters, components and other parts to beoperated/maintained should not be placed belowthe level of the alternator feet on front edge of, andin the longitudinal direction of the alternator in thearea covered by the base frame.

Regarding air cooled alternators, the ventilating out-let should be placed above the level of the alterna-tor feet. For water cooled alternators the flanges forcooling water should be placed on the left side ofthe alternator seen from the shaft end. The flangesshould be with counter flanges.

Project information

3 sets of Project Information should be forwardedto MAN Diesel & Turbo, according to the deliverytimes stated in "Extent of Delivery".

Drawings included in the alternator Project Informa-tion must have a max. size of A3.

Project Information should as a minimum containthe following documentation:

1. General description of alternator

2. "outline" drawing

Following information is required in order to be ableto work out drawings for base frame and generalarrangement of GenSet.

Side view and view of driving end with all maindimensions, i.e. length, width, height, foot position,foot width, shaft height, etc. as well as all thedimensions of the alternator's coupling flange, alt.groove shaft pin.

As minimum all the dimensions in fig. 1 should bestated.

MAN Diesel & Turbo

1613539-9.5Page 1 (3) Information from the alternator supplier G 50 02 8

L23/30H, L23/30S

2014.04.02

Further the "outline" drawing is to include alternatortype, total weight with placement of center of grav-ity in 2 directions (horizontal and vertical), directionof revolution, terminal box position, lifting eyes vent-hole position for air cooled alternators and min.overhaul space for rotor, cooler, filter, etc.

a. For water cooled alternators followinginformation is required:

▪ position of connections

▪ dimension of connections

▪ dimensions of flange connections

▪ cooling water capacity

▪ cooling water temperature

▪ heat dissipation

▪ cooling water pressure loss across heatexchanger

▪ Amount of water in alt. cooling system

b. For alternators with extern lubricatingof bearing(s) following information isrequired:

▪ position of connections

▪ dimension of connections

▪ dimensions of flange connections

▪ required lub. oil flow

▪ required lub. oil pressure

▪ pressure regulator (if required/delivered)

▪ oil sight glas (if required/delivered)

c. For air cooled alternators followinginformation is required:

▪ Max. permissible ambient inlet air temp.

3. Rotor shaft drawing

Following information is required in order to be ableto work out torsional vibration calculations for thecomplete GenSet.

The rotor shaft drawing must show all the dimen-sions of the rotor shaft's lengths and diameters aswell as information about rotor parts with regard tomass inertia moment - GD2 or J (kgm2) and weight(kg).

Figure 2: Shaft dimension for alternator, type B16

The following components, which are part of thecomplete rotor, must be mentioned:

- Shaft

- Pole wheel

- Exciter

- Ventilator

The shaft dimensions for alternator should be ac-cording to figure 2 or 3.

MAN Diesel & Turbo

G 50 02 8 Information from the alternator supplier 1613539-9.5Page 2 (3)

L23/30H, L23/30S

2014.04.02

Figure 3: Shaft dimension for alternator, type B20

4. Other drawings necessary forinstallation.

5. Spare parts list.

6. List of loose supplied components.

7. Data:

▪ Construction form

▪ Rated voltage

▪ Rated power kVA

▪ Rated current, amp

▪ Rated power factor

▪ Frequency, Hz

▪ Insulation class

▪ Load efficiency in % of nominal load at 1/4 - 1/2- 3/4 - 1/1 load (with cos.phi. = 0.8 and 1.0)

▪ If the alternator bearings are lubricated by theengines' intermal lub. oil system:

– Max lub. oil pressure

– Lub. oil capacity (m3/h)

– Heat radiation

Besides the above-mentioned documentation, 3sets of alternator test reports should be forwarded.

In connection with the delivery of alternator, docu-mentation and spare parts, these should be speci-fied with our order no. and the specific yard orproject identification.

For further information, please contact MAN Diesel& Turbo.

MAN Diesel & Turbo

1613539-9.5Page 3 (3) Information from the alternator supplier G 50 02 8

L23/30H, L23/30S

2014.04.02

GeneralEngine speed 720/750/900 RPM

Cylinder Standard Alternative option

Alternator type Requirements Alternator type Requirements

5 Cyl. 720/750 rpm

6 Cyl. 720/750/900 rpm

7 Cyl. 720/750/900 rpm

8 Cyl. 720/750/900 rpm

B 16

B 16

B 16

B 16

None

None

None

None

B 20

B 20

B 20

B 20

Elastic coupling

Elastic coupling

Elastic coupling

Elastic coupling

Alternator type B 16

One bearing type, shaft end with flange.

Alternator type B 20

Two bearing types, shaft end with keyway.

One bearing shall be of the guide bearing type.

Note for Re-engineering

In case of using an existing alternator, calculationfor torsional vibrations has to be carried out beforedetermination concerning intermediate bearing andelastic coupling can be established.

MAN Diesel & Turbo

1613561-3.7Page 1 (1) Engine/Alternator type G 50 02 3

L23/30H

2014.04.02

Description

Figure 1: Connection of cables (example)

Main cables

The resilient installation of the GenSet must be con-sidered when fixing the alternator cables.

The cables must be installed so that no forces haveany effect on the terminal box of the alternator.

A support bracket can be welded on the enginebase frame. If this solution is chosen, the flexibility inthe cables must be between the cable tray and thesupport bracket.

The free cable length from the cable tray to theattachment on the alternator must be appropriate tocompensate for the relative movements betweenthe GenSet and the foundation.

The following can be used as a guideline:The fix point of the alternator cables must be asclose as possible to the centre line of the rotor.

Bending of the cables must follow the recommen-dations of the cable supplier regarding minimumbending radius for movable cables.

If questions arise concerning the above, please donot hesitate to contact MAN Diesel & Turbo.

Note: The responsibility for alternator cable installa-tion lies with the Installation Contractor. The Installa-tion Contractor has to define the dimension of thecables with due respect to heat conditions at site,cable routing (nearby cables), number of singlewires per phase, cable material and cable type.

MAN Diesel & Turbo

1699865-3.4Page 1 (3) Alternator cable installation B/G 50 00 0

L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF, L23/30DF,

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

2014.04.07

Figure 2: Marine operation (example)

Binding radius has to be observed, and furthermorebinding radius for cables used for resilient installedengines must be observed.

Earth cable connection

It is important to establish an electrical connectingacross the rubber dampers. The earth cable mustbe installed as a connection between alternator andship hull for marine operation, and as a connectionbetween alternator and foundation for stationaryoperation.

For stationary operation, the Contractor mustensure that the foundation is grounded according tolocal legislation.

Engine, base frame and alternator have internalmetallic contact to ensure earth connection. Thesize of the earth cable is to be calculated on thebasis of output and safety conditions in each spe-cific case; or must as a minimum have the samesize as the main cables.

MAN Diesel & Turbo

B/G 50 00 0 Alternator cable installation 1699865-3.4Page 2 (3)

L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF, L23/30DF,L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

2014.04.07

Figure 3: Stationary operation (example)

MAN Diesel & Turbo

1699865-3.4Page 3 (3) Alternator cable installation B/G 50 00 0


L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

2014.04.07

Engine and alternator combinations

For a GenSet the engine and alternator are fixed ona common base frame, which is flexibly installed.This is to isolate the GenSet vibration-wise from theenvironment. As part of the GenSet design a fullFEM calculation has been done and due to this andour experience some combinations of engine typeand alternator type concerning one - or two bear-ings must be avoided. In the below list all combina-tions can be found.

Comments to possible combinations:

• : Standard

# : OptionX : Not recommended1) : Only in combination with "top bracing" betweenengine crankcase and alternator frame2) : Need for 'topbracing' to be evaluated case bycase

MAN Diesel & Turbo

3700084-3.4Page 1 (2) Combinations of engine- and alternator layout B/G 50 00 0


L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

2014.04.08

MAN Diesel & Turbo

B/G 50 00 0 Combinations of engine- and alternator layout 3700084-3.4Page 2 (2)

L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF, L23/30DF,L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

2014.04.08

B 25 Preservation and Packing

B 98

0802

8-0D

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MAN Diesel & Turbo

1624484-4.3Page 1 (1)

10.03

Lifting of Complete Generating Sets.

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

The crossbars are to be removed after the installation, and the protective caps should be fitted.

Lifting Instruction B 25 03 0

L23/30H

Fig. 3. Crossbars' and wires placing on engine.

Fig. 1. Crossbars' placing on engine Fig. 2. Crossbars

Engine Type a (mm) h (mm)

5L23/30H 2785 3464

6L23/30H 2969 3464

7L23/30H 3154 3364

8L23/30H 3359 3464

Based on MAN standard alternator

Type 2, single crossbars

Type 1, double crossbars Cap nut

Wire supports to be mounted downwards

Distance pipe

Cylinder head stud

Cylinder head nut

a

h

800

CL

l23/30h mk2 project guide - marine

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