S26MC Project Guide PDF

MAN B&W S26MC6-TII
Project Guide
Camshaft Controlled
Twostroke Engines
This Project Guide is intended to provide the information necessary for the layout of a marine
propulsion plant.
The information is to be considered as preliminary. It is intended for the project stage only and
subject to modification in the interest of technical progress. The Project Guide provides the gen-
eral technical data available at the date of issue.
It should be noted that all figures, values, measurements or information about performance
stated in this project guide are for guidance only and should not be used for detailed design
purposes or as a substitute for specific drawings and instructions prepared for such purposes.
Data updates
Data not finally calculated at the time of issue is marked ‘Available on request’. Such data may
be made available at a later date, however, for a specific project the data can be requested.
Pages and table entries marked ‘Not applicable’ represent an option, function or selection which
is not valid.
The latest, most current version of the individual Project Guide sections are available on the
Internet at: www.mandieselturbo.com under Quicklinks: ‘Marine Engines & Systems’ → ‘Low
Speed’.
Extent of Delivery
The final and binding design and outlines are to be supplied by our licensee, the engine maker,
see Chapter 20 of this Project Guide.
In order to facilitate negotiations between the yard, the engine maker and the customer, a set of
‘Extent of Delivery’ forms is available in which the basic and the optional executions are specified.
Electronic versions
This Project Guide book and the ‘Extent of Delivery’ forms are available on a DVD and can also
be found on the Internet at: www.mandieselturbo.com under Quicklinks: ‘Marine Engines & Sys-
tems’ → ‘Low Speed’, where they can be downloaded.
1st Edition
April 2010
MAN B&W S26MC6-TII 198 75 67-6.0

MAN Diesel & Turbo
Teglholmsgade 41
DK2450 Copenhagen SV
Denmark
Telephone +45 33 85 11 00
Telefax +45 33 85 10 30
manbw@dk.manbw.com
www.mandieselturbo.com
Copyright 2010 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
7020-0092-00ppr Apr 2010
MAN B&W S26MC6-TII 198 75 67-6.0

MAN B&W Contents
Engine Design ....................................................................... 1

Engine Layout and Load Diagrams, SFOC .............................. 2
Turbocharger Selection & Exhaust Gas By-pass ..................... 3
Electricity Production ............................................................. 4
Installation Aspects . .............................................................. 5
List of Capacities: Pumps, Coolers & Exhaust Gas .................. 6
Fuel ....................................................................................... 7
Lubricating Oil ....................................................................... 8
Cylinder Lubrication . ............................................................. 9
Piston Rod Stuffing Box Drain Oil ........................................... 10
Central Cooling Water System . .............................................. 11
Seawater Cooling .................................................................. 12
Starting and Control Air . ........................................................ 13
Scavenge Air ......................................................................... 14
Exhaust Gas .......................................................................... 15
Engine Control System . ......................................................... 16
Vibration Aspects ................................................................... 17
Monitoring Systems and Instrumentation ............................... 18
Dispatch Pattern, Testing, Spares and Tools ........................... 19
Project Support and Documentation . ..................................... 20
Appendix ............................................................................... A
MAN Diesel
MAN B&W Contents
Chapter Section
1 Engine Design
The MC/MC-C Tier II Engine 1.01 1987468-2.0
Engine type designation 1.02 1983824-3.6
Power, speed, SFOC 1.03 1987418-0.0
Engine power range and fuel oil consumption 1.04 1985556-9.1
Performance curves 1.05 1985331-6.1
MC Engine description 1.06 1987472-8.0
Engine cross section 1.07 1985625-3.0

2 Engine Layout and Load Diagrams, SFOC
Engine layout and load diagrams 2.01 1983833-8.4
Propeller diameter and pitch, influence on optimum propeller speed 2.02 1983878-2.5
Layout diagram sizes 2.03 1986911-0.0
Engine layout and load diagrams, MC/MC-C engines 2.04 1986994-7.1
Diagram for actual project 2.05 1986909-9.1
Specific fuel oil consumption, ME versus MC engines 2.06 1985310-1.0
SFOC for conventional turbochargers 2.07 1987011-6.0
SFOC, reference conditions and guarantee 2.08 1987464-5.0
Examples of graphic calculation of SFOC 2.08 1987018-9.0
SFOC calculations (80%-85%) 2.09 1986905-3.0
SFOC calculations, example 2.10 1986942-1.0
Fuel consumption at an arbitrary load 2.11 1986631-7.0
Emission control 2.12 1986636-6.1

3 Turbocharger Selection & Exhaust Gas By-pass
Turbocharger selection 3.01 1987514-9.0
Exhaust gas by-pass 3.02 1984593-4.5
NOx Reduction by SCR 3.03 1985894-7.1

4 Electricity Production
Electricity production 4.01 1985739-2.1
Designation of PTO 4.01 1986635-4.1
PTO/RCF 4.01 1985195-0.3
Space requirement for side mounted PTO/RCF 4.02 1985198-6.0
Engine preparations for PTO BW II 4.03 1985742-6.1
PTO/BW GCR 4.04 1984316-8.6
Waste Heat Recovery Systems (WHR) 4.05 1986647-4.0
L16/24 GenSet data 4.06 1984205-4.5
L21/31 GenSet data 4.07 1984206-6.5
L23/30H GenSet data 4.08 1984207-8.5

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MAN Diesel
MAN B&W Contents
Chapter Section
5 Installation Aspects
Space requirements and overhaul heights 5.01 1984375-4.6
Space requirement 5.02 1985788-2.0
Crane beam for overhaul of turbochargers 5.03 1984491-5.2
Crane beam for turbochargers 5.03 1984853-5.6
Engine room crane 5.04 1985752-2.0
Overhaul with Double-Jib crane 5.04 1984534-8.4
Double-Jib crane 5.04 1984541-9.2
Engine outline, galleries and pipe connections 5.05 1984715-8.3
Engine and gallery outline 5.06 1986364-5.0
Centre of gravity 5.07 1985712-7.0
Water and oil in engine 5.08 1985690-9.0
Engine pipe connections 5.09 1986366-9.0
Counterflanges 5.10 1986365-7.0
Counterflanges, Connection D 5.10 1986670-0.2
Counterflanges, Connection E 5.10 1987027-3.0
Engine seating and holding down bolts 5.11 1984176-5.7
Epoxy chocks arrangement 5.12 1985844-5.0
Engine seating profile 5.12 1985832-5.0
Engine top bracing 5.13 1985881-5.0
Mechanical top bracing 5.14 1984764-8.3
Hydraulic top bracing arrangement 5.15 1984792-2.0
Components for Engine Control System 5.16 1986030-2.0
Shaftline earthing device 5.17 1984929-2.4
MAN Diesels Alpha Controllable Pitch (CP) propeller 5.18 1984695-3.5
Hydraulic Power Unit for Alpha CP propeller 5.18 1985320-8.2
Alphatronic 2000 Propulsion Control System 5.18 1985322-1.2

6 List of Capacities: Pumps, Coolers & Exhaust Gas
Calculation of capacities 6.01 1986168-1.1
List of capacities and cooling water systems 6.02 1987463-3.0
List of capacities, S26MC6 6.03 1987102-7.0
Auxiliary system capacities for derated engines 6.04 1986171-5.0
Pump capacities, pressures and flow velocities 6.04 1984387-4.2
Example 1, Pumps and Cooler Capacity 6.04 1987250-0.0
Freshwater generator 6.04 1987142-2.1
Example 2, Fresh Water Production 6.04 1987251-2.0
Calculation of exhaust gas amount and temperature 6.04 1986176-4.0
Diagram for change of exhaust gas amount 6.04 1986369-4.0
Exhaust gas correction formula 6.04 1987140-9.0
Example 3, Expected Exhaust Gas 6.04 1987252-4.0

7 Fuel
Fuel oil system 7.01 1986738-5.1
Fuel oils 7.02 1983880-4.5
Fuel oil pipes and drain pipes 7.03 1985906-9.1
Fuel oil pipe insulation 7.04 1984051-8.3
Components for fuel oil system 7.05 1983951-2.6
Components for fuel oil system, venting box 7.05 1984735-0.2
Water in fuel emulsification 7.06 1983882-8.3

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MAN Diesel
MAN B&W Contents
Chapter Section
8 Lubricating Oil
Lubricating and cooling oil system 8.01 1985636-1.1
Lubricating and cooling oil pipes 8.01 1985908-2.1
Hydraulic Power Supply unit 8.02 1985637-3.0
Lubricating oil pipes for turbochargers 8.03 1984232-8.3
Lubricating oil centrifuges and list of lubricating oils 8.04 1983886-5.6
Components for lube oil system 8.05 1985910-4.2
Lubricating oil outlet 8.05 1987035-6.0
Lubricating oil tank 8.06 1985923-6.0
Crankcase venting and bedplate drain pipes 8.07 1985963-1.0

9 Cylinder Lubrication
Cylinder lubricating oil system 9.01 1987476-5.1
MAN B&W Alpha cylinder lubrication system 9.02 1985632-4.2
Alpha Adaptive Cylinder Oil Control (Alpha ACC) 9.02 1987615-6.1
MAN B&W Alpha cylinder lubrication system 9.02 1986424-5.0
Mechanical cylinder lubricators 9.03 1985970-2.0
Cylinder lubricating oil supply system 9.03 1986598-2.0

10 Piston Rod Stuffing Box Drain Oil
Stuffing box drain oil system 10.01 1983974-0.5

11 Central Cooling Water System
Central cooling water system 11.01/02 1984696-5.3
Components for central cooling water system 11.03 1983987-2.4

12 Seawater Cooling
Seawater systems 12.01 1983892-4.4
Seawater cooling system 12.02 1983893-6.5
Seawater cooling pipes 12.03 1983978-8.6
Components for seawater cooling system 12.04 1983981-1.3
Jacket cooling water system 12.05 1983894-8.6
Jacket cooling water pipes 12.06 1985993-0.0
Components for jacket cooling water system 12.07 1984056-7.3
Deaerating tank 12.07 1984065-1.3
Temperature at start of engine 12.08 1983986-0.2

13 Starting and Control Air
Starting and control air systems 13.01 1986056-6.0
Components for starting air system 13.02 1986088-9.0
Starting and control air pipes 13.03 1986838-0.0
Electric motor for turning gear 13.04 1986078-2.0

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MAN B&W Contents
Chapter Section
14 Scavenge Air
Scavenge air system 14.01 1986149-0.0
Auxiliary blowers 14.02 1986586-2.3
Operation panel for auxiliary blowers 14.02 1986587-4.0
Scavenge air pipes 14.03 1986163-2.2
Electric motor for auxiliary blower 14.04 1986223-2.0
Scavenge air cooler cleaning system 14.05 1987690-8.1
Scavenge air box drain system 14.06 1987695-7.0
Fire extinguishing system for scavenge air space 14.07 1986204-1.1
Fire extinguishing pipes in scavenge air space 14.07 1987681-3.0

15 Exhaust Gas
Exhaust gas system 15.01 1986401-7.1
Exhaust gas pipes 15.02 1984069-9.4
Cleaning systems, water and soft blast 15.02 1987916-4.0
Exhaust gas system for main engine 15.03 1984074-6.3
Components of the exhaust gas system 15.04 1984075-8.7
Exhaust gas silencer 15.04 1986399-3.1
Calculation of exhaust gas back-pressure 15.05 1984094-9.3
Forces and moments at turbocharger 15.06 1986415-0.0
Diameter of exhaust gas pipe 15.07 1986510-7.0

16 Engine Control System
Engine control system MC/MC-C 16.01 1985634-8.2
Diagram of manoeuvring system 16.01 1987904-4.0
Manoeuvring system on engine 16.01 1987906-8.0
Sequence diagram 16.01 1987908-1.0
Governor parts and mode of operation 16.01 1987910-3.0
Governor and remote control components 16.01 1987911-5.0
Sequence diagram for Fixed Pitch Propeller 16.01 1986639-1.2
Controllable Pitch Propeller 16.02 1986640-1.1
Engine Control System interface to surrounding systems 16.03 1986641-3.1

17 Vibration Aspects
Vibration aspects 17.01 1984140-5.3
2nd order moments on 4, 5 and 6-cylinder engines 17.02 1986976-8.1
1st order moments on 4-cylinder engines 17.02 1983925-0.5
Electrically driven moment compensator 17.03 1984222-1.5
Power Related Unbalance (PRU) 17.04 1986991-1.0
Guide force moments 17.05 1984223-3.4
Guide force moments, data 17.05 1985904-5.2
Axial vibrations 17.06 1984225-7.6
Critical running 17.06 1984226-9.2
External forces and moments in layout point 17.07 1985959-6.1

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MAN Diesel
MAN B&W Contents
Chapter Section
18 Monitoring Systems and Instrumentation
Monitoring systems and instrumentation 18.01 1986233-9.0
PMI System 18.02 1986234-0.2
CoCoS-EDS 18.03 1986235-2.1
Alarm - slow down and shut down system 18.04 1987040-3.0
Class and MAN Diesel requirements 18.04 1986236-4.2
Local instruments 18.05 1986237-6.2
Other alarm functions 18.06 1984587-5.7
Identification of instruments 18.07 1984585-1.5

19 Dispatch Pattern, Testing, Spares and Tools
Dispatch pattern, testing, spares and tools 19.01 1987620-3.0
Specification for painting of main engine 19.02 1984516-9.3
Dispatch Pattern 19.03 1986548-0.1
Dispatch pattern, list of masses and dimensions 19.04 1986582-5.0
Shop test 19.05 1984612-7.5
List of spare parts, unrestricted service 19.06 1987912-7.0
Additional spares 19.07 1987041-5.1
Wearing parts 19.08 1985185-4.1
Large spare parts, dimension and masses 19.09 1986629-5.0
List of standard tools for maintenance 19.10 1987789-3.0
Tool panels 19.11 1987818-2.0

20 Project Support and Documentation
Engine Selection Guide and Project Guide 20.01 1984588-7.4
Computerised Engine Application System (CEAS) 20.02 1984590-9.2
Extent of Delivery 20.03 1984591-0.3
Installation documentation 20.04 1984592-2.3

A Appendix
Symbols for piping A 1983866-2.3
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MAN Diesel
MAN B&W Index
Subject Section Subject Section

1st order moments on 4-cylinder engines...............17.02 C
2nd order moment compensators............................17.02 Camshaft....................................................................1.06
2nd order moments on 4, 5 and 6-cylinder Capacities of the engine, calculation of.....................6.04
engines................................................................17.02 Capacities, calculation of...........................................6.01
CEAS (Computerised Engine Application System)..20.02
A Central cooler...........................................................11.03
Additional spares......................................................19.07 Central cooling system, advantages of....................11.01
Air cooler cleaning pipes..........................................14.05 Central cooling system, disadvantages of...............11.01
Air cooler cleaning unit.............................................14.05 Central cooling water pumps...................................11.03
Air spring, exhaust valve..........................................13.03 Central cooling water system . ...........................11.01/02
Alarm - slow down and shut down system..............18.04 Central cooling water thermostatic valve.................11.03
Alarm system.......................................................16.01/03 Centre of gravity.........................................................5.07
Alarms for UMS – Class and MAN Diesel Centrifuges, fuel oil.....................................................7.05
requirements........................................................18.04 Chain drive.................................................................1.06
Alpha ACC, Alpha Adaptive Cylinder Oil Control.......9.02 Class and MAN Diesel requirements........................18.04
Alpha ACC, basic and minimum setting with.............9.02 Class and MAN Diesel requirements, alarms,
Alpha Adaptive Cylinder Oil Control (Alpha ACC)......9.02 slow and shut down.............................................18.04
Alpha Controllable Pitch (CP) propeller, Classes A and B, dispatch pattern...........................19.03
MAN Diesel’s..........................................................5.18 Cleaning systems, water and soft blast...................15.02
Alpha CP propeller, Hydraulic Power Unit for............5.18 CoCoS-EDS.............................................................18.03
Alphatronic 2000 Propulsion Control System............5.18 CoCoS-EDS sensor list............................................18.03
Arctic running condition.............................................3.02 Compensator solutions, 2nd order moments..........17.02
Auto Pump Overboard System................................14.05 Compensators (2nd order moments),
Auxiliary blower...............................................1.06, 14.02 preparation for.....................................................17.02
Auxiliary blower control............................................14.02 Components for central cooling water system........11.03
Auxiliary blower, electric motor for...........................14.04 Components for Engine Control System....................5.16
Auxiliary blower, operation panel for........................14.02 Components for fuel oil system.................................7.05
Auxiliary blowers, emergency running......................14.02 Components for fuel oil system, venting box.............7.05
Auxiliary equipment system................................16.01/03 Components for jacket cooling water system..........12.07
Auxiliary Propulsion System/Take Home System......4.04 Components for lube oil system................................8.05
Auxiliary system capacities for derated engines .......6.04 Components for seawater cooling system...............12.04
Axial vibration damper................................................1.06 Components for starting air system.........................13.02
Axial vibrations.........................................................17.06 Components of the exhaust gas system..................15.04
Computerised Engine Application System (CEAS)..20.02
B Connecting rod...........................................................1.06
Balancing 1st order moments..................................17.02 Constant ship speed lines..........................................2.01
Balancing other forces and moments......................17.03 Consumption, cylinder oil...........................................1.03
Bearing condition monitoring...................................18.06 Consumption, lubricating oil......................................1.03
Bearing Temperature Monitoring system (BTM).......18.06 Continuous service rating (S).....................................2.04
Bearing Wear Monitoring system (BWM).................18.06 Control devices........................................................18.06
Bedplate.....................................................................1.06 Control system for plants with CPP.........................16.01
Bedplate drain pipes..................................................8.07 Controllable Pitch Propeller......................................16.02
Boiler, exhaust gas...................................................15.04 Cooler heat dissipations.............................................6.04
Cooler, central cooling..............................................11.03
C Cooler, jacket water.......................................11.03, 12.04
Calculation of capacities............................................6.01 Cooler, lubricating oil.......................................8.05, 11.03
Calculation of exhaust data for derated engine.........6.04 Cooler, scavenge air......................................11.03, 12.04
Calculation of exhaust gas amount and temp...........6.04 Cooling water systems, list of capacities and............6.02
Calculation of exhaust gas back-pressure...............15.05 Cooling water temperature, recommended...............2.08
Cams..........................................................................1.06 Copenhagen Standard Extent of Delivery................20.03
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MAN Diesel
MAN B&W Index

C D
Counterflanges...........................................................5.10 Documentation, Project Guides...............................20.01
Counterflanges, Connection D...................................5.10 Documentation, symbols for piping................................A
Counterflanges, Connection E...................................5.10 Documentation, tools...............................................20.04
Crane beam for overhaul of air cooler........................5.03 Double-Jib crane........................................................5.04
Crane beam for overhaul of turbochargers................5.03 Drain box for fuel oil leakage alarm..........................18.06
Crane beam for turbochargers...................................5.03 Drain from water mist catcher..................................14.05
Crankcase venting and bedplate drain pipes.............8.07 Drain oil system, stuffing box...................................10.01
Crankshaft..................................................................1.06 Drains, bedplate.........................................................8.07
Critical running.........................................................17.06
Cross section, engine.................................................1.07 E
Crosshead..................................................................1.06 Earthing device, shaftline...........................................5.17
Cylinder cover............................................................1.06 EIAPP certificate.......................................................19.05
Cylinder frame............................................................1.06 Electric motor for auxiliary blower............................14.04
Cylinder liner...............................................................1.06 Electric motor for turning gear.................................13.04
Cylinder lubricating oil supply system........................9.03 Electrical system, general outline.............................18.04
Cylinder lubricating oil system...................................9.01 Electrically driven moment compensator.................17.03
Cylinder lubrication....................................................1.06 Electricity production.................................................4.01
Cylinder Lubrication System, MAN B&W Alpha.........9.02 Emission control.........................................................2.12
Cylinder lubricators and service tank.........................9.01 Emission limits, IMO NOx...........................................2.12
Cylinder lubricators, mechanical................................9.03 Emulsification, Water In Fuel (WIF).............................7.06
Cylinder oil consumption............................................1.03 Engine and gallery outline..........................................5.06
Cylinder oil feed rate, dosage....................................9.01 Engine configurations related to SFOC......................6.01
Cylinder oils................................................................9.01 Engine control room console...................................16.01
Engine Control System interface to surrounding
D systems................................................................16.03
Damper, axial vibration...............................................1.06 Engine Control System MC/MC-C...........................16.01
Damper, torsional vibration........................................1.06 Engine Control System, components for...................5.16
Data sheet for propeller..............................................5.18 Engine cross section..................................................1.07
Deaerating tank........................................................12.07 Engine design and IMO regulation compliance.........1.01
Delivery test..............................................................19.01 Engine layout (heavy propeller)..................................2.01
Delivery test, minimum.............................................19.05 Engine layout and load diagrams..........................2.01/04
Design parameters, fuel oil system............................7.01 Engine load diagram..................................................2.04
Designation of PTO....................................................4.01 Engine margin.............................................................2.01
Diagram for actual project..........................................2.05 Engine masses and centre of gravity.........................5.05
Diagram for change of exhaust gas amount..............6.04 Engine monitoring....................................................16.01
Diagram of manoeuvring system.............................16.01 Engine outline.............................................................5.05
Diameter of exhaust gas pipe..................................15.07 Engine outline, galleries and pipe connections..........5.05
Dimensions and masses of tools.............................19.10 Engine pipe connections.......................................5.05/09
Dimensions and masses, large spare parts.............19.09 Engine power.............................................................1.04
Dispatch Pattern.......................................................19.03 Engine power range and fuel oil consumption...........1.04
Dispatch pattern, list of masses and dimensions....19.04 Engine preparations for PTO......................................4.03
Dispatch pattern, testing, spares and tools.............19.01 Engine room crane.....................................................5.04
DMG/CFE Generators................................................4.03 Engine running points, propulsion..............................2.01
Documentation, engine production..........................20.04 Engine seating and holding down bolts.....................5.11
Documentation, engine room-relevant.....................20.04 Engine seating profile.................................................5.12
Documentation, Engine Selection Guides................20.01 Engine Selection Guide and Project Guide..............20.01
Documentation, engine-relevant..............................20.04 Engine side control console and instrument panel..16.01
Documentation, Extent of Delivery...........................20.03 Engine side control console with diagram...............16.01
Documentation, installation-relevant........................20.04 Engine space requirements........................................5.01
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E F
Engine top bracing ....................................................5.13 Freshwater generator......................................6.04, 12.07
Engine type designation . ..........................................1.02 Freshwater production for derated engine,
EoD (Extent of Delivery)............................................20.03 calculation of..........................................................6.04
Epoxy chocks arrangement.......................................5.12 Fuel and lubricating oil consumption.........................1.03
Example 1, Pumps and Cooler Capacity...................6.04 Fuel considerations....................................................7.01
Example 2, Fresh Water Production...........................6.04 Fuel consumption at an arbitrary load ......................2.11
Example 3, Expected Exhaust Gas............................6.04 Fuel drain pipe, heating of..........................................7.01
Examples of graphic calculation of SFOC.................2.08 Fuel flow velocity and viscosity..................................7.01
Exhaust data for derated engine, calculation of.........6.04 Fuel oil centrifuges.....................................................7.05
Exhaust gas amount and temperature.......................6.04 Fuel oil circulating pumps..........................................7.05
Exhaust gas back pressure, calculation of...............15.05 Fuel oil drains.............................................................7.01
Exhaust gas boiler....................................................15.04 Fuel oil filter................................................................7.05
Exhaust gas by-pass . ...............................................3.02 Fuel oil flow meter......................................................7.05
Exhaust gas compensator after turbocharger..........15.04 Fuel oil heater.............................................................7.05
Exhaust gas correction formula.................................6.04 Fuel oil high pressure pipes........................................1.06
Exhaust gas data......................................................15.05 Fuel oil leakage alarm, drain box..............................18.06
Exhaust gas data at specified MCR (ISO)..................6.04 Fuel oil pipe heat tracing............................................7.04
Exhaust gas pipes....................................................15.02 Fuel oil pipe insulation................................................7.04
Exhaust gas pipes, diameter of................................15.07 Fuel oil pipes and drain pipes....................................7.03
Exhaust gas pipes, mass flow at Fuel oil pumps...................................................1.06, 7.01
various velocities.................................................15.07 Fuel oil supply pumps................................................7.05
Exhaust gas receiver with variable by-pass...............3.02 Fuel oil system............................................................7.01
Exhaust gas silencer................................................15.04 Fuel oil system components......................................7.05
Exhaust gas system........................................1.06, 15.01 Fuel oil system, flushing of.........................................7.05
Exhaust gas system for main engine.......................15.03 Fuel oil venting box....................................................7.05
Exhaust gas velocity.................................................15.05 Fuel oils......................................................................7.02
Exhaust gas, mass density of..................................15.05 Fuel valves..................................................................1.06
Exhaust turbocharger.................................................1.06
Exhaust valve.............................................................1.06 G
Exhaust valve air spring pipes..................................13.03 Gallery arrangement...................................................1.06
Expansion tank, jacket water system.......................12.07 Gallery outline........................................................5.05/06
Extended load diagram for speed derated engines...2.04 Generator step-up gear and flexible coupling............4.04
Extent of Delivery.....................................................20.03 Governor....................................................................1.06
External forces and moments in layout point...........17.07 Governor and remote control components..............16.01
External unbalanced moments.................................17.01 Governor parts and mode of operation....................16.01
Extreme ambient conditions.......................................3.02 Governor tests, etc...................................................19.05
Graphic calculation of SFOC, examples....................2.08
F Guide force moments...............................................17.05
Filter, fuel oil...............................................................7.05 Guide force moments, data......................................17.05
Fire extinguishing pipes in scavenge air space........14.07 Guiding heavy fuel oil specification............................7.02
Fire extinguishing system for scavenge air space...14.07
Flow meter, fuel oil.....................................................7.05 H
Flow velocities............................................................6.04 Heat loss in piping......................................................7.04
Flushing of lube oil system.........................................8.05 Heat radiation and air consumption...........................6.02
Flushing of the fuel oil system....................................7.05 Heat tracing, fuel oil pipe...........................................7.04
Forces and moments at turbocharger......................15.06 Heater, fuel oil.............................................................7.05
Fouled hull..................................................................2.01 Heating of fuel drain pipe...........................................7.01
Frame box..................................................................1.06 Heavy fuel oil (HFO)....................................................7.01
Fresh water treatment..............................................12.07 Heavy fuel oil specification, guiding...........................7.02
MAN B&W S26MC6

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MAN B&W Index

H L
High pressure pipes, fuel oil.......................................1.06 Lubricating oil centrifuges and list of
Holding down bolts, engine seating and....................5.11 lubricating oils . .....................................................8.04
H-type guide force moment.....................................17.05 Lubricating oil consumption.......................................1.03
Hydraulic Power Supply unit......................................8.02 Lubricating oil cooler.......................................8.05, 11.03
Hydraulic Power Unit for Alpha CP propeller.............5.18 Lubricating oil data.....................................................1.04
Hydraulic top bracing arrangement............................5.15 Lubricating oil full flow filter........................................8.05
Lubricating oil outlet...................................................8.05
I Lubricating oil pipes for turbochargers......................8.03
Identification of instruments.....................................18.07 Lubricating oil pump...................................................8.05
IMO NOx emission limits............................................2.12 Lubricating oil tank.....................................................8.06
Indicator drive.............................................................1.06 Lubricating oil temperature control valve...................8.05
Influence on the optimum propeller speed................2.02 Lubricating oils, list of................................................8.04
Installation documentation.......................................20.04 Lubrication of turbochargers......................................8.01
Instrument panel, engine side control console........16.01 Lubricator control system..........................................9.02
Instrumentation, monitoring systems and................18.01
Instruments, identification........................................18.07 M
Insulation, fuel oil pipe................................................7.04 Main bearing...............................................................1.06
MAN B&W Alpha Cylinder Lubrication system..........9.02
J MAN B&W Alpha Cylinder Lubrication, wiring
Jacket cooling water pipes......................................12.06 diagram..................................................................9.02
Jacket cooling water system....................................12.05 MAN B&W Alpha Cylinder Lubricators on engine......9.02
Jacket cooling water temperature control..................6.04 MAN Diesels Alpha Controllable Pitch (CP)
Jacket water cooler.......................................11.03, 12.04 propeller.................................................................5.18
Jacket water cooling pump...........................11.03, 12.07 Manoeuvring consoles.............................................16.01
Jacket water preheater.............................................12.07 Manoeuvring system..................................................1.06
Jacket water system................................................11.03 Manoeuvring system on engine ..............................16.01
Jacket water thermostatic valve...............................12.07 Manoeuvring system, diagram of . ..........................16.01
Marine diesel oil.........................................................7.01
L Mass of tools and panels, total................................19.11
L16/24 GenSet data...................................................4.06 Mass of water and oil.................................................5.08
L21/31 GenSet data...................................................4.07 Masses and dimensions, list of, for dispatch
L23/30H GenSet data ...............................................4.08 pattern.................................................................19.04
L27/38 GenSet data...................................................4.09 MC Engine description...............................................1.06
L28/32H GenSet data ...............................................4.10 Measuring Back Pressure, exhaust..........................15.05
Large spare parts, dimension and masses..............19.09 Mechanical cylinder lubricators..................................9.03
Layout diagram sizes.................................................2.03 Mechanical top bracing..............................................5.14
Limits for continuous operation, operating curves.....2.04 Mode of operation, governor...................................16.01
Liner Wall Monitoring system (LWM)........................18.06 Moment compensators (2nd order), basic design
List of capacities........................................................6.03 regarding..............................................................17.02
List of capacities and cooling water systems............6.02 Moment compensators (2nd order), determine
List of spare parts, unrestricted service...................19.06 the need...............................................................17.02
List of standard tools for maintenance.....................19.10 Monitoring systems and instrumentation.................18.01
Load diagram, examples of the use of.......................2.04
Local instruments.....................................................18.05 N
Low load operation...................................................16.01 Nodes and Compensators.......................................17.03
Low load operation, limits..........................................2.04 NOx reduction............................................................2.12
Lube oil system, flushing of........................................8.05 NOx Reduction by SCR..............................................3.03
Lubricating and cooling oil pipes...............................8.01 NOx reduction methods.............................................2.12
Lubricating and cooling oil system.............................8.01
MAN B&W S26MC6

MAN Diesel
MAN B&W Index

O P
Oil mist detector.......................................................18.06 Propeller design point................................................2.01
Oil, masses of.............................................................5.08 Propeller diameter and pitch, influence on
Operating curves and limits for continuous optimum propeller speed . ....................................2.02
operation................................................................2.04 Propeller, data sheet...................................................5.18
Operation panel for auxiliary blowers.......................14.02 Propulsion and engine running points........................2.01
Optimising point (O)...................................................2.04 Propulsion control station on the main bridge...........5.18
Other alarm functions...............................................18.06 Propulsion Control System, Alphatronic 2000...........5.18
Outline, engine...........................................................5.05 PTO, engine preparations for.....................................4.03
Overcritical running..................................................17.06 PTO/BW GCR ...........................................................4.04
Overhaul of engine, space requirements....................5.01 PTO/RCF ...................................................................4.01
Overhaul with Double-Jib crane.................................5.04 Pump capacities, pressures and flow velocities........6.04
Overload operation, limits..........................................2.04 Pump Station, MAN B&W Alpha Cylinder
Lubricators.............................................................9.02
P Pump, jacket water cooling...........................11.03, 12.04
Painting of main engine............................................19.01 Pump, seawater cooling...........................................12.04
Painting specification, for engine.............................19.02 Pumps, central cooling.............................................11.03
Performance curves...................................................1.05 Pumps, fuel oil............................................................1.06
Pipe connections, engine......................................5.05/09 Pumps, fuel oil circulating..........................................7.05
Pipes, air cooler cleaning.........................................14.05 Pumps, fuel oil supply................................................7.05
Pipes, bedplate drain.................................................8.07 Pumps, jacket water cooling....................................12.07
Pipes, exhaust gas...................................................15.02 Pumps, lubricating oil.................................................8.05
Pipes, exhaust valve air spring.................................13.03 Pumps, seawater cooling.........................................11.03
Pipes, fire extinguishing for scavenge air space......14.07
Pipes, fuel oil high pressure.......................................1.06 R
Pipes, jacket water cooling......................................12.06 Recommendation for operation.................................2.04
Pipes, scavenge air..................................................14.03 Reduction station, control and safety air.................13.02
Pipes, seawater cooling...........................................12.03 Reduction valve, turbocharger cleaning etc.............13.02
Pipes, starting air......................................................13.03 Remote control system.......................................16.01/03
Pipes, turbocharger lubricating oil.............................8.03 Remote sensors.......................................................18.05
Piping arrangements..................................................1.06 Renk KAZ clutch for auxilliary propulsion systems....5.18
Piping, symbols for..........................................................A Reversing....................................................................1.06
Piston.........................................................................1.06
Piston rod...................................................................1.06 S
PMI System..............................................................18.02 Safety system......................................................16.01/03
PMI System, Off-line and On-line versions..............18.02 Scavenge air box drain system ...............................14.06
Power management system................................16.01/03 Scavenge air cooler..............................1.06, 11.03, 12.04
Power Related Unbalance (PRU) ............................17.04 Scavenge air cooler cleaning system.......................14.05
Power Take Off (PTO).................................................4.01 Scavenge air cooler requirements............................14.02
Power Take Off/Gear Constant Ratio (PTO/GCR)......4.04 Scavenge air pipes...................................................14.03
Power, speed, SFOC .................................................1.03 Scavenge air system.......................................1.06, 14.01
Preheater, jacket water.............................................12.07 Sea margin and heavy weather..................................2.01
Preheating of diesel engine......................................12.08 Seawater cooling pipes............................................12.03
Pressure losses across components, exhaust.........15.05 Seawater cooling pumps...............................11.03, 12.04
Pressure losses and coefficients of resistance, Seawater cooling system.........................................12.02
exhaust pipes.......................................................15.05 Seawater systems....................................................12.01
Pressure losses in pipes, exhaust............................15.05 Seawater thermostatic valve....................................12.04
Project Guides..........................................................20.01 Selective Catalytic Reduction (SCR)..........................3.03
Propeller clearance.....................................................5.18 Sequence diagram...................................................16.01
Propeller curve...........................................................2.01
MAN B&W S26MC6

MAN Diesel
MAN B&W Index

S S
Sequence diagram for Controllable Pitch Starting air valve.........................................................1.06
Propeller...............................................................16.02 Starting and control air pipes...................................13.03
Sequence diagram for Fixed Pitch Propeller............16.01 Starting and control air systems..............................13.01
Servo oil system for VBS type CP propeller...............5.18 Static converter, frequency........................................4.03
SFOC calculations......................................................2.09 Stuffing box................................................................1.06
SFOC calculations, example .....................................2.10 Stuffing box drain oil system....................................10.01
SFOC for conventional turbochargers........................2.07 Supply system, cylinder lubricating oil.......................9.03
SFOC guarantee.........................................................2.08 Symbols for piping..........................................................A
SFOC, engine configurations related to.....................6.01 System control units, MAN B&W Alpha
SFOC, reference conditions and guarantee ..............2.08 Cylinder Lubricators...............................................9.02
SFOC, with constant speed.......................................2.09 System, cylinder lubricating oil..................................9.01
SFOC, with fixed pitch propeller................................2.09 System, engine control.............................................16.01
Shaftline earthing device............................................5.17 System, exhaust gas................................................15.01
Shop test..................................................................19.05 System, exhaust gas for main engine ................15.03/04
Shop trials................................................................19.01 System, fire extinguishing for scavenge air space...14.07
Shut down for AMS and UMS – Class and MAN Diesel System, fuel oil...........................................................7.01
requirements.............................................................18.04 System, jacket cooling water...................................12.05
Shut down system....................................................16.01 System, jacket water................................................11.03
Side mounted PTO/RCF, space requirement.............4.02 System, lubricating and cooling oil............................8.01
Silencer, exhaust gas...............................................15.04 System, MAN B&W Alpha Cylinder Lubrication.........9.02
Slow down and shut down system, alarm...............18.04 System, manoeuvring.................................................1.06
Slow down for UMS – Class and MAN Diesel System, manoeuvring, on engine.............................16.01
requirements........................................................18.04 System, scavenge air...............................................14.01
Slow down system..............................................16.01/03 System, scavenge air box drain...............................14.06
Slow turning before starting.....................................16.01 System, scavenge air cooler cleaning......................14.05
SMG/CFE Generators................................................4.03 System, seawater.....................................................12.01
Soft blast cleaning, turbocharger cleaning...............15.02 System, seawater cooling........................................12.02
Space requirement.....................................................5.02 System, shut down...................................................16.01
Space requirements and overhaul heights.................5.01 System, starting air..................................................16.01
Space requirements for side mounted PTO/RCF......4.02 System, stuffing box drain oil...................................10.01
Spare parts...............................................................19.01 Systems, control and starting air.............................13.01
Spare parts, additional parts....................................19.07 Systems, monitoring and instrumentation...............18.01
Spare parts, unrestricted service.............................19.06 Systems, starting air.................................................13.01
Spare parts, wearing parts.......................................19.08 Systems, turbocharger cleaning...............................15.02
Spark arrester, exhaust gas......................................15.04
Specific Fuel Oil Consumption (SFOC)......................1.04 T
Specific fuel oil consumption, ME versus MC Tank, deaerating.......................................................12.07
engines..................................................................2.06 Tank, lubricating oil.....................................................8.06
Specification for painting of main engine.................19.02 Telegraph system................................................16.01/03
Specified maximum continuous rating (M).................2.04 Temperature at start of engine.................................12.08
Spray shields, fuel oil and lubricating oil pipe............7.04 Temperature control valve, lubricating oil...................8.05
Standard tools for maintenance, list of....................19.10 The MC/MC-C Tier II Engine......................................1.01
Standard tools, dimensions and masses.................19.10 Thermostatic valve, central cooling..........................11.03
Start of engine, temperature at................................12.08 Thermostatic valve, jacket water..............................12.07
Starting air compressors..........................................13.02 Thermostatic valve, seawater...................................12.04
Starting air receivers.................................................13.02 Thrust bearing............................................................1.06
Starting air system.....................................................1.06 Tool panels...............................................................19.11
Starting air system, manoeuvring diagram..............16.01 Tools.........................................................................19.01
Starting air systems, components for......................13.02 Tools, dimensions and masses of............................19.10
MAN B&W S26MC6

MAN Diesel
MAN B&W Index

T
Top bracing, engine.........................................5.13, 17.05
Torsional vibration damper.........................................1.06
Torsional vibrations...................................................17.06
Total back-pressure, exhaust...................................15.05
Tuning wheel...............................................................1.06
Tunnel gear with hollow flexible coupling...................4.04
Turbocharger arrangement and cleaning.................15.01
Turbocharger selection...............................................3.01
Turbocharger, exhaust................................................1.06
Turbochargers, lubrication of......................................8.01
Turning gear.....................................................1.06, 13.02
Turning gear, electric motor for................................13.04
Turning wheel.............................................................1.06
U
Undercritical running................................................17.06
V
VBS type CP propeller and range..............................5.18
Vectors of thermal expansion, turbocharger
outlet flange.........................................................15.06
Venting box, fuel oil....................................................7.05
Vibration aspects . ...................................................17.01
Vibration limits valid for single order harmonics......17.05
W
Waste Heat Recovery Systems (WHR).......................4.05
Water and oil in engine...............................................5.08
Water in fuel emulsification........................................7.06
Water In Oil Monitoring system (WIO)......................18.06
Water mist catcher, drain from.................................14.05
Water washing, turbocharger cleaning.....................15.02
Water, masses of........................................................5.08
Wearing parts...........................................................19.08
Wiring diagram, MAN B&W Alpha Cylinder
Lubrication.............................................................9.02
X
X-type guide force moment......................................17.05
MAN B&W S26MC6

MAN Diesel
MAN B&W
Engine Design

1
MAN Diesel
MAN B&W 1.01
Page 1 of 2
The MC/MC-C Tier II Engine
Whether the freight rates rise or fall, an attractive Each cylinder is equipped with its own fuel in-
payback time for newbuildings starts with low injection pump, which consists of a simple plung-
vestment cost. Once in operation, the ease and er activated by the fuel cam directly. The optimal
flexibility in assigning engineers to operate the combination of NOx and SFOC (Specific Fuel Oil
engine plant are together with low consumption Consumption) is achieved by means of the Vari-
rates of fuels, lubes, parts and service among the able Injection Timing (VIT) incorporated in the fuel
important functional issues which contribute to pumps (applicable for MC/MC-C engines type 98-
the cost benefit. The MAN B&W MC/MC-C engine 50 only).
meets both requirements.
The cam controlled exhaust valve is opened hy-
The world market-leading two-stroke MC/MC-C draulically and closed by means of an air spring.
engine programme from MAN Diesel has evolved
since the early 1980s to embrace bore sizes from Lubrication is either by means of a uni-lube oil
260 mm to 980 mm for propelling ocean-going system serving both crankshaft, chain drive, pis-
ships of all types and sizes. In fact, low-speed ton cooling and camshaft or a combination of a
two-stroke main engines of the MC/MC-C type main lubricating oil system and a separate cam-
have become industry standard in a huge number shaft lube oil system.
of ship types. Also land-based applications (pow-
er plants mainly) have found the MC/MC-C engine Cylinder lubrication is accomplished by electroni-
types attractive. cally controlled Alpha lubricators, securing a low
lube oil consumption, or timed mechanical lubri-
The MC/MC-C engine features chain driven cam- cators alternatively.
shaft, camshaft controlled fuel injection timing
and exhaust valve opening as well as a conven- The starting valves are opened pneumatically by
tional fuel oil pumps, all well-known and proven control air from the starting air distributor(s) and
technology familiar to marine engineers all over closed by a spring.
the world.
To conclude, the MAN B&W MC/MC-C engine Engine design and IMO regulation compli-
combines classic virtues of commonly known, ance
well-proven technology continuously upgraded
and up-rated to suit the requirements to modern The MC-C engine is the shorter, more com-
prime movers. Consequently, our latest cutting pact version of the MC engine. It is well suited
edge design and manufacturing features are built wherever a small engine room is requested, for in-
into each component. stance in container vessels.
For MAN B&W MC/MC-C-TII designated engines,

Concept of the MC/MC-C engine the design and performance parameters have
been upgraded and optimised to comply with the
The engine concept is based on a mechanical International Maritime Organisation (IMO) Tier II
camshaft system for activation of the fuel injec- emission regulations.
tion and the exhaust valves. The engine is pro-
vided with a pneumatic/electric manoeuvring sys- The potential derating and part load SFOC figures
tem and the engine speed is controlled by an for the Tier II engines have also been updated.
electronic/hydraulic type governor.
For engines built to comply with IMO Tier I emis-
sion regulations, please refer to the Marine Engine
IMO Tier I Project Guide.
MAN B&W MC/MC-C-TII engines

MAN Diesel 198 74 68-2.0
MAN B&W 1.01
Page 2 of 2
The main features of the MC engine are described

in the following pages.
For further information about the application of

MC/MC-C engines based on ship particulars and
power demand, please refer to our publications
titled:
Propulsion Trends in Container Vessels
Propulsion Trends in Bulk Carriers
Propulsion Trends in Tankers
The publications are available at:

www.mandiesel.com under
‘Quicklinks’ → ‘Technical Papers’

MAN Diesel 198 74 68-2.0
MAN B&W 1.02
Page 1 of 1
Engine Type Designation
6 S 70 M E B/C 7 -GI -TII
Emission regulation TII IMO Tier level
(blank) Fuel oil only

Fuel injection concept GI Gas injection
Mark version
B Exhaust valve controlled

Design by camshaft
C Compact engine
Concept E Electronically controlled

C Camshaft controlled
Engine programme
Diameter of piston in cm
S Super long stroke

Stroke/bore ratio L Long stroke
K Short stroke
Number of cylinders
MAN B&W MC/MC-C, ME/MEC/MEB/-GI engines 198 38 243.6

MAN B&W 1.03
Page 1 of 1
Power, Speed and Lubricating Oil
MAN B&W S26MC6-TII
Power and Speed
Cyl. L1 kW
MEP SFOC
5 2,000 bar g/kWh
6 2,400 MCR
Minimum at
Part Load
7 2,800 kW/cyl.
Stroke: L1 18.5 181 179
8 3,200 400
980 mm
9 3,600 L3
340
10 4,000 320 14.8 177 175
L2
11 4,400
270 L4
12 4,800
212 250 r/min
Fuel and lubricating oil consumption
Specific fuel oil consumption

Lubricating oil consumption
g/kWH
At load
With conventional turbocharger System oil
Layout point MAN B&W Alpha cylin-
Approximate
100% 80% der lubricator
g/kWH
L1 and L2 181 179
0.1 0.7
L3 and L4 177 175
Fig 1.03.01: Power, speed, fuel and lubrication oil
MAN B&W S26MC6-TII

MAN Diesel 198 74 18-0.0
MAN B&W 1.04
Page 1 of 1
Engine Power Range and Fuel Oil Consumption

Engine Power
The following tables contain data regarding the Specific Fuel Oil Consumption (SFOC)
power, speed and specific fuel oil consumption of
the engine. The figures given in this folder represent the val-
ues obtained when the engine and turbocharger
Engine power is specified in kW for each cylinder are matched with a view to obtaining the lowest
number and layout points L1, L2, L3 and L4. possible SFOC values while also fulfilling the IMO
NOX Tier II emission limitations.
Discrepancies between kW and metric horsepow-
er (1 BHP = 75 kpm/s = 0.7355 kW) are a conse- Stricter emission limits can be met on request, us-
quence of the rounding off of the BHP values. ing proven technologies.
L1 designates nominal maximum continuous rating The SFOC figures are given in g/kWh with a toler-
(nominal MCR), at 100% engine power and 100% ance of 5% and are based on the use of fuel with
engine speed. a lower calorific value of 42,700 kJ/kg (~10,200
kcal/kg) at ISO conditions:
L2, L3 and L4 designate layout points at the other
three corners of the layout area, chosen for easy Ambient air pressure..............................1,000 mbar
reference. Ambient air temperature................................. 25 °C
Cooling water temperature............................. 25 °C
Power L1
Although the engine will develop the power speci-
fied up to tropical ambient conditions, specific
L3
fuel oil consumption varies with ambient condi-
L2 tions and fuel oil lower calorific value. For calcula-
tion of these changes, see Chapter 2.
L4
Speed Lubricating oil data
178 51 489.0
The cylinder oil consumption figures stated in the
tables are valid under normal conditions.
Fig. 1.04.01: Layout diagram for engine power and speed
During runningin periods and under special con-
Overload corresponds to 110% of the power at ditions, feed rates of up to 1.5 times the stated
MCR, and may be permitted for a limited period of values should be used.
one hour every 12 hours.
The engine power figures given in the tables re-

main valid up to tropical conditions at sea level as
stated in IACS M28 (1978), i.e.:
Blower inlet temperature................................. 45 °C

Blower inlet pressure..............................1000 mbar
Seawater temperature..................................... 32 °C
Relative humidity...............................................60%
MAN B&W MC/MC-C engines

MAN Diesel 198 55 56-9.1
MAN B&W 1.05
Page 1 of 1
Performance Curves
This section is available on request
Updated engine and capacities data is available from the CEAS

program on www.mandiesel.com under ‘Marine’ → ‘Low speed’
→ ‘CEAS Engine Room Dimensions’.
MAN Diesel 198 53 31-6.1

MAN B&W 1.06
Page 1 of 7
MC Engine Description
Please note that engines built by our licensees Frame Box

are in accordance with MAN Diesel drawings and
standards but, in certain cases, some local stand- The frame box is of triangular plate welded or rib
ards may be applied; however, all spare parts are design. On the exhaust side, it is provided with
interchangeable with MAN Diesel designed parts. relief valves for each cylinder while, on the ma-
noeuvring side, it is provided with a large hinged
Some components may differ from MAN Diesel’s door for each cylinder. The crosshead guides are
design because of local production facilities or welded onto the frame box.
the application of local standard components.
The frame box is bolted to the bedplate. The bed-
In the following, reference is made to the item plate, frame box and cylinder frame are tightened
numbers specified in the ‘Extent of Delivery’ (EoD) together by stay bolts.
forms, both for the ‘Basic’ delivery extent and for
some ‘Options’.
Cylinder Frame and Stuffing Box
Bedplate and Main Bearing The cylinder frame is either welded or cast and
is provided with access covers for cleaning the
The bedplate is made with the thrust bearing in scavenge air space, if required, and for inspec-
the aft end of the engine. The bedplate consists tion of scavenge ports and piston rings from the
of high, welded, longitudinal girders and welded manoeuvring side. Together with the cylinder
cross girders with cast steel bearing supports. liner, it forms the scavenge air space.
For fitting to the engine seating in the ship, long, The cylinder frame is fitted with pipes for the
elastic holdingdown bolts, and hydraulic tighten- piston cooling oil inlet. The scavenge air receiver,
ing tools are used. turbocharger, air cooler box, lubricators and gal-
lery brackets are located on the cylinder frame.
The bedplate is made without taper for engines At the bottom of the cylinder frame there is a pis-
mounted on epoxy chocks. ton rod stuffing box, provided with sealing rings
for scavenge air. Oil scraper rings in the stuffing
The oil pan, which is made of steel plate and is box prevent crankcase oil from coming up into
welded to the bedplate, collects the return oil from the scavenge air space and polluting the crank-
the forced lubricating and cooling oil system. The case oil with combustion waste products.
oil outlets from the oil pan are normally vertical
and are provided with gratings. Drains from the scavenge air space and the pis-
ton rod stuffing box are located at the bottom of
Horizontal outlets at both ends can be arranged the cylinder frame.
for some cylinder numbers, however, this must be
confirmed by the engine builder.
The main bearings consist of thin walled steel

shells lined with bearing metal. The main bearing
bottom shell can be rotated out and in by means
of special tools in combination with hydraulic
tools for lifting the crankshaft. The shells are kept
in position by a bearing cap.
MAN B&W S50MC/MC-C-TII, S46MC-C-TII, S42MC-TII,

S35MC-TII, L35MC-TII, S26MC-TII MAN Diesel 198 74 728.0
MAN B&W 1.06
Page 2 of 7
Cylinder Liner Thrust Bearing
The cylinder liner is made of alloyed cast iron The propeller thrust is transferred through the
and is suspended in the cylinder frame with a thrust collar, the segments, and the bedplate, to
lowsituated flange. The top of the cylinder liner is the end chocks and engine seating, and thus to
fitted with a cooling jacket. the ship’s hull.
The cylinder liner has scavenge ports, drilled The thrust bearing is located in the aft end of the
holes for cylinder lubrication and is prepared for engine. The thrust bearing is of the B&WMichell
installation of temperature sensors, if required. type, and consists primarily of a thrust collar on
the crankshaft, a bearing support, and segments
of steel lined with white metal.
Cylinder Cover
MAN Diesel’s flexible thrust cam design is used
The cylinder cover is of forged steel, made in one for the thrust collar on a range of engine types.
piece, and has bores for cooling water. It has a The thrust shaft is an integrated part of the crank-
central bore for the exhaust valve, and bores for shaft and lubricated by the engine’s lubricating oil
the fuel valves, a starting valve and an indicator system.
valve.
The cylinder cover is attached to the cylinder Turning Gear and Turning Wheel
frame with studs and nuts tightened with hydrau-
lic jacks. The turning wheel is fitted to the thrust shaft and
driven by a pinion on the terminal shaft of the
turning gear, which is mounted on the bedplate.
Crankshaft The turning gear is driven by an electric motor
with builtin gear with brake.
The crankshaft is mainly of the semibuilt type,
made from forged or cast steel throws while fully A blocking device prevents the main engine from
forged in the S35MC7, L35MC6 and S26MC6 starting when the turning gear is engaged. En-
engines. In engines with 9 cylinders or more the gagement and disengagement of the turning gear
crankshaft is supplied in two parts. is effected manually by an axial movement of the
pinion.
At the aft end, the crankshaft is provided with the
collar for the thrust bearing, and the flange for the The control device for the turning gear, consisting
turning wheel and for the coupling bolts to an in- of starter and manual control box, can be ordered
termediate shaft. as an option.
At the front end, the crankshaft is fitted with the

collar for the axial vibration damper and a flange Axial Vibration Damper
for the fitting of a tuning wheel. The flange can
also be used for a Power Take Off, if so desired. The engine is fitted with an axial vibration damper,
mounted on the fore end of the crankshaft. The
Coupling bolts and nuts for joining the crankshaft damper consists of a piston and a splittype
together with the intermediate shaft are not nor- housing located forward of the foremost main
mally supplied. bearing.

MAN B&W 1.06
Page 3 of 7
The piston is made as an integrated collar on the whereas the other three piston rings all have an
main crank journal, and the housing is fixed to oblique cut. All four rings are alu-coated on the
the main bearing support. For functional check of outer surface for running-in.
the vibration damper a mechanical guide is fitted,
while an electronic vibration monitor can be sup- The piston skirt is made of cast iron with a bronze
plied as an option. band.
Tuning Wheel/ Piston Rod

Torsional Vibration Damper
The piston rod is of forged steel and is surface-
A tuning wheel or torsional vibration damper may hardened on the running surface for the stuffing
have to be ordered separately, depending on the box. The piston rod is connected to the cross-
final torsional vibration calculations. head with four bolts. The piston rod has a central
bore which, in conjunction with a cooling oil pipe,
forms the inlet and outlet for cooling oil.
Connecting Rod
The connecting rod is made of forged steel and Crosshead

provided with bearing caps for the crosshead and
crankpin bearings. The crosshead is of forged steel and is provided
with cast steel guide shoes of low-friction design
The crosshead and crankpin bearing caps are se- with white metal on the running surface.
cured to the connecting rod with studs and nuts
tightened by means of hydraulic jacks. The telescopic pipe for oil inlet and the pipe for oil
outlet are mounted on the guide shoes.
The crosshead bearing consists of a set of
thinwalled steel shells, lined with bearing metal.
The crosshead bearing cap is in one piece, with Scavenge Air System
an angular cutout for the piston rod.
The air intake to the turbocharger takes place
The crankpin bearing is provided with thinwalled directly from the engine room through the turbo-
steel shells, lined with bearing metal. Lube oil is charger intake silencer. From the turbocharger,
supplied through ducts in the crosshead and con- the air is led via the charging air pipe, air cooler
necting rod. and scavenge air receiver to the scavenge ports
of the cylinder liners, see Chapter 14.
Piston
Scavenge Air Cooler
The piston consists of a piston crown and piston
skirt. The piston crown is made of heatresistant For each turbocharger a scavenge air cooler of
steel. A piston cleaning ring located in the very the monoblock type is fitted. The cooler is de-
top of the cylinder liner scrapes off excessive ash signed as a central cooling system cooled by
and carbon formations on the piston topland. freshwater of maximum 4.5 bar working pressure.
Alternatively, a seawater cooling system with up to
The piston has four ring grooves which are 2.0  2.5 bar working pressure can be chosen.
hardchrome plated on both the upper and lower
surfaces of the grooves. The uppermost piston The scavenge air cooler is so designed that the
ring is of the Controlled Pressure Relief type (CPR), difference between the scavenge air temperature
and the water inlet temperature at specified MCR
can be kept at about 12 °C.

MAN B&W 1.06
Page 4 of 7
Auxiliary Blower Camshaft and Cams
The engine is provided with electricallydriven The camshaft is made in one piece with exhaust
scavenge air blowers. The suction side of the cams, fuel cams, and indicator drive cams.
blowers is connected to the scavenge air space
after the air cooler. The exhaust cams and fuel cams are made of
steel, with a hardened roller race, and are shrunk
Between the air cooler and the scavenge air receiv- onto the shaft. They can be adjusted and disman-
er, nonreturn valves are fitted which automatically tled hydraulically.
close when the auxiliary blowers supply the air.
The cam for the indicator drive can be adjusted
The auxiliary blowers will start operating con- mechanically.
secutively before the engine is started in order to
ensure sufficient scavenge air pressure to obtain The camshaft bearings mainly consist of one
a safe start. lower half-shell fitted in a bearing support, except
on S50MC which has an upper half shell, too. The
Further information is given in Chapter 14. camshaft is lubricated by the main lubricating oil
system.
Exhaust Gas System

Chain Drive
From the exhaust valves, exhaust gas is led to the
exhaust gas receiver where the fluctuating pres- The camshaft is driven from the crankshaft by a
sure from the individual cylinders is equalised, chain drive, which is kept running tight by a manu-
and the total volume of gas is led further on to the ally adjusted chain tightener. The long free lengths
turbocharger(s). After the turbocharger(s), the gas of chain are supported by rubber-clad guidebars
is led to the external exhaust pipe system. and the chain is lubricated through oil spray pipes
fitted at the chain wheels and guidebars.
Compensators are fitted between the exhaust
valves and the receiver, and between the receiver
and the turbocharger(s). Indicator Drive
The exhaust gas receiver and exhaust pipes are As separate options, the engine can be supplied
provided with insulation, covered by galvanised with either an indicator drive, a mechanical indica-
steel plating. tor system, or the so-called PMI system, a pres-
sure analyser system, described in section 18.02.
A protective grating is installed between the ex-
haust gas receiver and the turbocharger. The indicator drive consists of a cam fitted on the
camshaft and a springloaded spindle with a roller
which moves up and down in accordance with the
Exhaust Turbocharger movement of the piston within the engine cylinder.
At the top, the spindle has an eye to which the
The engines can be fitted with either MAN Diesel, indicator cord is fastened after the indicator has
ABB or Mitsubishi turbochargers. been installed on the indicator valve.
The turbocharger choice is described in Chapter

3, and the exhaust gas system in Chapter 15.

MAN B&W 1.06
Page 5 of 7
Governor The fuel oil highpressure pipes are either double-

walled or of the hose type.
The engine is to be provided with a governor of
a make approved by MAN Diesel, controlling the Further information is given in Section 7.01.
fuel pump through an actuator. The governor must
meet the ISO 3046 standard, part IV, 1997.
Fuel Valves and Starting Air Valve
The speed setting of the actuator is determined by
an electronic signal from the electronic governor Each cylinder cover is equipped with two or three
based on the position of the main engine regulat- fuel valves, starting air valve (SAV), and indicator
ing handle. The actuator is connected to the fuel valve.
regulating shaft by means of a mechanical linkage.
The opening of the fuel valves is controlled by the
Alternatively for engines without PTO, a mechani- high fuel oil pressure created by the fuel oil pump,
cal/hydraulic Woodward governor for pneumatic and the valves are closed by a spring. The fuel
speed setting could be provided. valves are cooled by the fuel.
An automatic vent slide allows circulation of fuel

Fuel Oil Pump and oil through the valve and high pressure pipes
Fuel Oil High Pressure Pipes when the engine is stopped. The vent slide also
prevents the compression chamber from being
The engine is provided with one fuel pump for filled up with fuel oil in the event that the valve
each cylinder. The fuel pump consists of a pump spindle sticks. Oil from the vent slide and other
housing of nodular cast iron, a centrally placed drains is led away in a closed system.
pump barrel, and a plunger of nitrated steel. In
order to prevent fuel oil from mixing with the lu- The starting air valve is opened by control air
bricating oil, the pump actuator is provided with a from the starting air distributor and is closed by a
sealing arrangement. spring. The control air supply is regulated so that
the starting valves deliver starting air to the cylin-
The pump is placed on the roller guide hous- ders in the correct firing order.
ing and activated by the fuel cam. The volume
injected is controlled by turning the plunger by
means of a toothed rack connected to the regulat- Starting Air System
ing shaft.
The starting air system comprises a main starting
On S50MC and S50MC-C, the fuel pumps incor- valve, a starting air distributor and a non-return
porate Variable Injection Timing (VIT) for optimal valve, a bursting disc for the branch pipe and a
combination of NOx and SFOC. The VIT uses the starting valve on each cylinder. The main starting
governor fuel setting as the controlling parameter. valve is connected with the manoeuvring system,
(VIT is not applicable on engines type 46 and which controls the start of the engine.
smaller).
A slow turning valve can be ordered as an option.
The fuel oil pump is provided with a puncture The slowturning function is actuated manually
valve, which prevents high pressure from building from the manoeuvring console.
up during normal stopping and shut down.
The starting air system is described in detail in
As an option on engines type 50, the roller guide Section 13.01.
housing is provided with a semi-automatic lifting
device which, during rotation of the engine, can
lift the roller guide free of the cam. On engines
type 46 and smaller, a separate tool is used to lift
the roller guide.

MAN B&W 1.06
Page 6 of 7
Exhaust Valve Manoeuvring System
The exhaust valve consists of the valve housing The engine is provided with a pneumatic/electric
and the valve spindle. The valve housing is made manoeuvring and fuel oil regulating system. The
of cast iron and is arranged for water cooling. The system transmits orders from the separate ma-
housing is provided with a water cooled bottom noeuvring consoles to the engine.
piece of steel with a flame-hardened seat of the
W-seat design. The regulating system makes it possible to start,
stop, reverse the engine and control the engine
On S50MC and S50MC-C, the exhaust valve spin- speed. The speed control on the manoeuvring
dle is either a DuraSpindle or made of Nimonic. console gives a speedsetting signal to the gover-
On engines type 46 and smaller, DuraSpindle is nor, dependent on the desired number of revolu-
the basic execution and a spindle made of Ni- tions.
monic an option. The housing is provided with a
spindle guide in any case. At shut-down, the fuel injection is stopped by the
puncture valves in the fuel pumps being activated,
The exhaust valve is tightened to the cylinder cov- independently of the speed control. At reversing,
er with studs and nuts. It is opened hydraulically the displaceable rollers in the driving mechanism
and closed by means of air pressure. The hydrau- for the fuel pumps are moved to the ‘Astern’ posi-
lic system consists of a piston actuator placed tion by an air cylinder controlled by the starting air
on the roller guide housing, a highpressure pipe, distributor.
and a working cylinder on the exhaust valve. The
piston actuator is activated by a cam on the cam- The engine is provided with an engine side
shaft. mounted console and instrument panel.
In operation, the valve spindle slowly rotates, driv-

en by the exhaust gas acting on small vanes fixed Reversing
to the spindle.
On reversible engines (with Fixed Pitch Propel-
On engines type 50, 46, 42 and 35, sealing of the lers mainly), reversing of the engine is performed
exhaust valve spindle guide is provided by means by means of an angular displaceable roller in the
of Controlled Oil Level (COL), an oil bath in the driving mechanism for the fuel pump of each
bottom of the air cylinder, above the sealing ring. engine cylinder. The reversing mechanism is acti-
This oil bath lubricates the exhaust valve spindle vated and controlled by compressed air supplied
guide and sealing ring as well. to the engine.
On S26MC6, sealing of the exhaust valve spindle The exhaust valve gear is not to be reversed.
guide is provided by means of sealing air.
Gallery Arrangement
Cylinder Lubrication
The engine is provided with gallery brackets,
The cylinder lubrication system can be of either stanchions, railings, platforms, and ladders be-
the electronic MAN B&W Alpha cylinder lubrica- tween platforms. The brackets are placed at such
tion system or a mechanical type. a height as to provide the best possible overhaul-
ing and inspection conditions.
The cylinder lubrication systems are described in
detail in Chapter 9. The engine is prepared for top bracings on the ex-
haust side, or on the manoeuvring side.

MAN B&W 1.06
Page 7 of 7
Piping Arrangements
The engine is delivered with piping arrangements

for:
• Fuel oil
• Heating of fuel oil pipes
• Lubricating oil, piston cooling oil and
camshaft lubrication
• Cylinder lubricating oil
• Cooling water to scavenge air cooler
• Jacket and turbocharger cooling water
• Cleaning of scavenge air cooler
• Cleaning of turbocharger
• Fire extinguishing in scavenge air space
• Starting air
• Control air
• Safety air
• Oil mist detector
• Exhaust valve sealing air (S26MC6 only)
• Various drain pipes.
All piping arrangements are made of steel piping,

except the control air, safety air and steam heat-
ing of fuel pipes, which are made of copper.
The pipes are provided with sockets for local

instruments, alarm and safety equipment and,
furthermore, with a number of sockets for supple-
mentary signal equipment. Chapter 18 deals with
the instrumentation.

MAN B&W 1.07
Page of 1
Engine Cross Section of S26MC6
178 56 49-8.0
Fig.: 1.07.01: Engine cross section
MAN B&W S26MC6

MAN Diesel 198 56 25-3.0
MAN B&W
Engine Layout and Load

Diagrams, SFOC
2
MAN Diesel
MAN B&W 2.01
Page 1 of 2
Engine Layout and Load Diagrams

y=log(P)
Introduction i
P=n xc
i=0
The effective power ‘P’ of a diesel engine is pro- log (P) = i x log (n) + log (c)
portional to the mean effective pressure pe and
engine speed ‘n’, i.e. when using ‘c’ as a constant: i=1
P = c x pe x n
i=2
so, for constant mep, the power is proportional to
the speed:
P = c x n1 (for constant mep) i=3

x = log (n)
178 05 403.1
When running with a Fixed Pitch Propeller (FPP),
the power may be expressed according to the Fig. 2.01.02: Power function curves in logarithmic scales
propeller law as:
Thus, propeller curves will be parallel to lines hav-
P = c x n3 (propeller law) ing the inclination i = 3, and lines with constant
mep will be parallel to lines with the inclination i = 1.
Thus, for the above examples, the power P may
be expressed as a power function of the speed ‘n’ Therefore, in the Layout Diagrams and Load Dia-
to the power of ‘i’, i.e.: grams for diesel engines, logarithmic scales are
used, giving simple diagrams with straight lines.
P = c x ni
Fig. 2.01.01 shows the relationship for the linear Propulsion and Engine Running Points
functions, y = ax + b, using linear scales.
Propeller curve
The power functions P = c x ni will be linear func-
tions when using logarithmic scales: The relation between power and propeller speed
for a fixed pitch propeller is as mentioned above
log (P) = i x log (n) + log (c) described by means of the propeller law, i.e. the
y third power curve:
P = c x n3, in which:
y=ax+b P = engine power for propulsion

2
n = propeller speed
c = constant
a
Propeller design point
1
Normally, estimates of the necessary propeller

b power and speed are based on theoretical cal-
culations for loaded ship, and often experimental
0 x tank tests, both assuming optimum operating
0 1 2
conditions, i.e. a clean hull and good weather. The
178 05 403.0 combination of speed and power obtained may
Fig. 2.01.01: Straight lines in linear scales be called the ship’s propeller design point (PD),
MAN B&W MC/MCC, ME/MEGI/ME-B engines

MAN Diesel 198 38 338.4
MAN B&W 2.01
Page 2 of 2
placed on the light running propeller curve 6. See the socalled sea margin, which is traditionally
below figure. On the other hand, some shipyards, about 15% of the propeller design (PD) power.
and/or propeller manufacturers sometimes use a
propeller design point (PD) that incorporates all or Engine layout (heavy propeller)
part of the socalled sea margin described below.
When determining the necessary engine layout
Power, % af L1 speed that considers the influence of a heavy run-
100%
= 0,20
= 0,15 L1 ning propeller for operating at high extra ship resis-
= 0,25 = 0,30
tance, it is (compared to line 6) recommended to
choose a heavier propeller line 2. The propeller
L3 MP
curve for clean hull and calm weather line 6 may
Engine margin
(SP=90% of MP)
SP
PD
then be said to represent a ‘light running’ (LR)
Sea margin
L2 (15% of PD) propeller.
PD
Compared to the heavy engine layout line 2, we

L4
HR
recommend using a light running of 3.07.0% for
2 6 LR
design of the propeller.
Engine speed, % of L 1
100% Engine margin

Line 2 Propulsion curve, fouled hull and heavy weather
(heavy running), recommended for engine layout
Line 6 Propulsion curve, clean hull and calm weather (light
Besides the sea margin, a socalled ‘engine mar-
running), for propeller layout gin’ of some 10% or 15% is frequently added. The
MP Specified MCR for propulsion corresponding point is called the ‘specified MCR
SP Continuous service rating for propulsion
PD Propeller design point
for propulsion’ (MP), and refers to the fact that the
HR Heavy running power for point SP is 10% or 15% lower than for
LR Light running
178 05 415.3
point MP.
Fig. 2.01.03: Ship propulsion running points and engine
Point MP is identical to the engine’s specified
layout
MCR point (M) unless a main engine driven shaft
generator is installed. In such a case, the extra
Fouled hull power demand of the shaft generator must also
be considered.
When the ship has sailed for some time, the hull
and propeller become fouled and the hull’s re- Constant ship speed lines
sistance will increase. Consequently, the ship’s
speed will be reduced unless the engine delivers The constant ship speed lines ∝, are shown at
more power to the propeller, i.e. the propeller will the very top of the figure. They indicate the power
be further loaded and will be heavy running (HR). required at various propeller speeds in order to
keep the same ship speed. It is assumed that, for
As modern vessels with a relatively high service each ship speed, the optimum propeller diameter
speed are prepared with very smooth propeller is used, taking into consideration the total propul-
and hull surfaces, the gradual fouling after sea sion efficiency. See definition of ∝ in Section 2.02.
trial will increase the hull’s resistance and make
the propeller heavier running. Note:
Light/heavy running, fouling and sea margin are
Sea margin and heavy weather overlapping terms. Light/heavy running of the
propeller refers to hull and propeller deterioration
If, at the same time the weather is bad, with head and heavy weather, whereas sea margin i.e. extra
winds, the ship’s resistance may increase com- power to the propeller, refers to the influence of
pared to operating in calm weather conditions. the wind and the sea. However, the degree of light
When determining the necessary engine power, it running must be decided upon experience from
is normal practice to add an extra power margin, the actual trade and hull design of the vessel.
MAN B&W MC/MCC, ME/MEGI/ME-B engines

MAN Diesel 198 38 338.4
MAN B&W 2.02
Page 1 of 2
Propeller diameter and pitch, influence on the optimum propeller speed
In general, the larger the propeller diameter D, Once an optimum propeller diameter of maximum
the lower is the optimum propeller speed and the 7.2 m has been chosen, the corresponding op-
kW required for a certain design draught and ship timum pitch in this point is given for the design
speed, see curve D in the figure below. speed of 14.5 knots, i.e. P/D = 0.70.
The maximum possible propeller diameter de- However, if the optimum propeller speed of 100
pends on the given design draught of the ship, r/min does not suit the preferred / selected main
and the clearance needed between the propeller engine speed, a change of pitch away from opti-
and the aft body hull and the keel. mum will only cause a relatively small extra power
demand, keeping the same maximum propeller
The example shown in the figure is an 80,000 dwt diameter:
crude oil tanker with a design draught of 12.2 m
and a design speed of 14.5 knots. • going from 100 to 110 r/min (P/D = 0.62) requires
8,900 kW i.e. an extra power demand of 80 kW.
When the optimum propeller diameter D is in-
creased from 6.6 m to 7.2. m, the power demand • going from 100 to 91 r/min (P/D = 0.81) requires
is reduced from about 9,290 kW to 8,820 kW, and 8,900 kW i.e. an extra power demand of 80 kW.
the optimum propeller speed is reduced from 120
r/min to 100 r/min, corresponding to the constant In both cases the extra power demand is only
ship speed coefficient ∝ = 0.28 (see definition of of 0.9%, and the corresponding ‘equal speed
∝ in Section 2.02, page 2). curves’ are ∝ =+0.1 and ∝ =0.1, respectively, so
there is a certain interval of propeller speeds in
which the ‘power penalty’ is very limited.
Shaft power
kW
9.500
D = Optimum propeller diameters
9.400 P/D = Pitch/diameter ratio
D P/D
0.50
9.300 6.6m
P/D
1.00
9.200
6.8m
0.95
9.100
0.55
0.90
9.000
7.0m
0.85
8.900 0.60
0.80 7.2m
0.75 0.65
8.800 0.70
8.700 7.4m
8.600 D
Propeller
8.500
speed
70 80 90 100 110 120 130 r/min
178 47 032.0
Fig. 2.02.01: Influence of diameter and pitch on propeller design
MAN B&W MC/MC-C, ME/ME-GI/ME-B engines

MAN Diesel 198 38 782.5
MAN B&W 2.02
Page 2 of 2
Constant ship speed lines area and parallel to one of the ∝lines, another
specified propulsion MCR point ‘MP2’ upon this
The constant ship speed lines ∝, are shown at line can be chosen to give the ship the same
the very top of Fig. 2.02.02. These lines indicate speed for the new combination of engine power
the power required at various propeller speeds to and speed.
keep the same ship speed provided that the op-
timum propeller diameter with an optimum pitch Fig. 2.02.02 shows an example of the required
diameter ratio is used at any given speed, taking power speed point MP1, through which a constant
into consideration the total propulsion efficiency. ship speed curve ∝= 0.25 is drawn, obtaining
point MP2 with a lower engine power and a lower
Normally, the following relation between neces- engine speed but achieving the same ship speed.
sary power and propeller speed can be assumed:
Provided the optimum pitch/diameter ratio is used
P2 = P1 x (n2 /n1)∝ for a given propeller diameter the following data
applies when changing the propeller diameter:
where:
P = Propulsion power for general cargo, bulk carriers and tankers
n = Propeller speed, and ∝= 0.25 0.30
∝= the constant ship speed coefficient.
and for reefers and container vessels
For any combination of power and speed, each ∝= 0.15 0.25
point on lines parallel to the ship speed lines gives
the same ship speed. When changing the propeller speed by changing
the pitch diameter ratio, the ∝ constant will be dif-
When such a constant ship speed line is drawn ferent, see above.
into the layout diagram through a specified pro-
pulsion MCR point ‘MP1’, selected in the layout
Power
110%
=0,15
speed lines
=0,20
=0,25 Constant ship 100%
=0,30 1
90%
MP1
=0,25 80%
MP2
3
me p
% 70%
100
95%
90%
2
85% 60%
80%
75%
70% 50%
4 Nominal propeller curve
40%
75% 80% 85% 90% 95% 100% 105%

Engine speed
178 05 667.0
Fig. 2.02.02: Layout diagram and constant ship speed lines
MAN B&W MC/MC-C, ME/ME-GI/ME-B engines

MAN Diesel 198 38 782.5
MAN B&W 2.03
Page 1 of 1
Layout Diagram Sizes
Power Power 100  80% power Powerand Power 100  80% power and
L1 100  75% speed L 1 range L1 L1 100  85% speed range
valid for the types: valid for the types:
S80MC-C/ME-C7, L3 L3 K90MC-C/6
L2 S80MC6, L2 L2 L2 K80MC-C/ME-C6,
L3 L3
S70MC-C/ME-C7, L4 L4
L60MC-C/ME-C7/8,
S70MC6, S46MC-C8, S46ME-B8,
L4 L4 S60MC-C/ME-C7, S42MC7, S40ME-B9,
S60MC6, S35MC7, S35ME-B9,
S50MC-C/ME-C7, L35MC6, S26MC6,
Speed S50MC6 Speed Speed Speed S90MC-C/ME-C8,
S80MC-C8, S80ME-C8/9,
S70MC-C/ME-C/ME-GI8,
S65ME-C/ME-GI8,
S60MC-C/ME-C/ME-GI8,
S60ME-B8,
S50MC-C/ME-C8,
S50ME-B8/9
L1 100  80% speed L 1 range L1 L1 100  90% speed range
valid for the types: L3 L3
valid for the types:
S90MC-C/ME-C7 K98MC/MC-C6,
L3 LL3 L2 L2 L2
2 K98ME/ME-C6,
L4 L4 K90ME/ME-C9,
L4 L4 K80ME-C9
Speed Speed Speed Speed
L1
100  84% speed L1
range L1 L1 100  93% speed range
valid for the types: L3 L3 valid for the types:
L3 LL70MC-C/ME-C7/8,
3 K98MC/MC-C7,
L2 L2 L2 L2 K98ME/ME-C7
S46MC-C7
L4 L4
L4 L4
Speed Speed Speed Speed
178 60 45-2.0
See also Section 2.05 for actual project.
Fig. 2.03.01 Layout diagram sizes
MAN B&W MC/MC-C/ME/ME-C/ME-GI/ME-B-TII engines

MAN Diesel 198 69 11-0.0
MAN B&W 2.04
Page 1 of 10
Engine Layout and Load Diagram
Engine Layout Diagram Optimising point (O)
An engine’s layout diagram is limited by two con- The optimising point O is the rating at which the
stant mean effective pressure (mep) lines L1– L3 turbocharger is matched, and at which the engine
and L2– L4, and by two constant engine speed timing and compression ratio are adjusted. Point
lines L1– L2 and L3 – L4. The L1 point refers to the M normally coincides with point O.
engine’s nominal maximum continuous rating, see
Fig. 2.04.01. The optimising point O is placed on line 1 of the
load diagram, see Fig. 2.04.02, and for technical
In the layout area, the engine’s specified SMCR reasons the optimised power always has to be
point M can be set freely to suit the ship’s de- equal to 100% of point M’s power.
mand for propeller power and speed.
On the horizontal axis and on the vertical axis the Power

L1
engine speed and the engine power are shown,
respectively, on percentage scales. The scales
O=M
are logarithmic, which means that, in this diagram,
power function curves like propeller curves (3rd L3
S
power), constant mean effective pressure curves
(1st power) and constant ship speed curves (0.15
1 L2
to 0.30 power) are straight lines.
L4
Specified maximum continuous rating (M)
Speed
Based on the propulsion and engine running
points, found previously, the layout diagram of a 178 60 85-8.0
relevant main engine can be drawnin. The SMCR Fig. 2.04.01: Engine layout diagram
point (M) must be inside the limitation lines of the
layout diagram; if it is not, the propeller speed
must be changed or another main engine type
chosen.
Continuous service rating (S)
The continuous service rating is the power need-

ed in service - including the specified sea margin
and heavy/light running factor of the propeller
- at which the engine is to operate, and point S
is identical to the service propulsion point (SP)
unless a main engine driven shaft generator is
installed.

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 2 of 10
Engine Load Diagram Engine shaft power, % of A
110
Definitions 105 7
O=A=M
100 7
5 5
95
The engine’s load diagram, see Fig. 2.04.02, de- 90 4
1 2 6
fines the power and speed limits for continuous as 85
80
well as overload operation of an installed engine 75
having an optimising point O and a specified MCR 70
point M that confirms the specification of the ship. 65
60
Point A is a 100% speed and power reference
55
point of the load diagram, and is defined as the 8 4 1 6 3
50
point on the propeller curve (line 1), through the
2 9
optimising point O, having the specified MCR 45
power. Normally, point M is equal to point A, but
40
in special cases, for example if a shaft generator 60 65 70 75 80 85 90 95 100 105 110
is installed, point M may be placed to the right of Engine speed, % of A
point A on line 7.
Regarding ‘i’ in the power function P = c x n1, see page 2.01.
The service points of the installed engine incorpo- A 100% reference point
rate the engine power required for ship propulsion M Specified MCR point
and shaft generator, if installed. O Optimising point
Line 1 Propeller curve through optimising point (i = 3)

(engine layout curve)
Operating curves and limits for continuous Line 2 Propeller curve, fouled hull and heavy weather
– heavy running (i = 3)
operation Line 3 Speed limit
Line 4 Torque/speed limit (i = 2)
The continuous service range is limited by four Line 5 Mean effective pressure limit (i = 1)
Line 6 Propeller curve, clean hull and calm weather
lines: 4, 5, 7 and 3 (9), see Fig. 2.04.02. The pro- – light running (i = 3), for propeller layout
peller curves, line 1, 2 and 6 in the load diagram Line 7 Power limit for continuous running (i = 0)
are also described below. Line 8 Overload limit
Line 9 Speed limit at sea trial
Line 1: Point M to be located on line 7 (normally in point A)

178 39 18-4.1
Propeller curve through specified MCR (M) engine
layout curve. Fig. 2.04.02: Standard engine load diagram
Line 2:
Propeller curve, fouled hull and heavy weather
– heavy running.
The overspeed set-point is 109% of the speed
Line 3 and line 9: in A, however, it may be moved to 109% of the
Line 3 represents the maximum acceptable speed nominal speed in L1, provided that the torsional
for continuous operation, i.e. 105% of A. vibration conditions permit.
During trial conditions, the maximum speed may Running at low load above 100% of the nominal L1
be extended to 107% of A, see line 9. speed of the engine, is, however, to be avoided for
extended periods. Only plants with controllable
The above limits may in general be extended to pitch propellers can reach this light running area.
105%, and during trial conditions to 107% of the
nominal L1 speed of the engine, provided that the
torsional vibration conditions permit.

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 3 of 10
Line 4: Recommendation
Represents the limit at which an ample air supply
is available for combustion and imposes a limita- Continuous operation without limitations is al-
tion on the maximum combination of torque and lowed only within the area limited by lines 4, 5, 7
speed. and 3 of the Load diagram, except for CP propel-
ler plants mentioned in the previous section.
Line 5:
Represents the maximum mean effective pres- The area between lines 4 and 1 is available for
sure level (mep), which can be accepted for con- operation in shallow waters, heavy weather and
tinuous operation. during acceleration, i.e. for nonsteady operation
without any strict time limitation.
Line 6:
Propeller curve, clean hull and calm weather After some time in operation, the ship’s hull and
– light running, used for propeller layout/design. propeller will be fouled, resulting in heavier run-
ning of the propeller, i.e. the propeller curve will
Line 7: move to the left of line 6 towards line 2, and extra
Represents the maximum power for continuous power is required for propulsion in order to keep
operation. the speed of the ship.
In calm weather conditions, the extent of heavy

Limits for overload operation running of the propeller will indicate the need for
cleaning the hull and possibly polishing the pro-
The overload service range is limited as follows: peller.
Line 8: Once the specified MCR (and the optimising point)

Represents the overload operation limitations. have been chosen, the capacities of the auxiliary
equipment will be adapted to the specified MCR,
The area between lines 4, 5, 7 and the heavy and the turbocharger specification and the com-
dashed line 8 is available for overload running for pression ratio will be selected.
limited periods only (1 hour per 12 hours).
If the specified MCR (and the optimising point) is
Line 9: to be increased later on, this may involve a change
Speed limit at sea trial. of the pump and cooler capacities, retiming of the
engine, change of the fuel valve nozzles, adjusting
the cylinder liner cooling, as well as rematching of
Limits for low load operation the turbocharger or even a change to a larger size
of turbocharger. In some cases, it can also require
The engine is able to operate down to around larger dimensions of the piping systems.
25% of nominal L1 speed.
It is therefore of the utmost importance to consid-
er, already at the project stage, if the specification
should be prepared for a later power increase.
This is to be indicated in item 4 02 010 of the Ex-
tent of Delivery.

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 4 of 10
Extended load diagram for ships operating in extreme heavy running conditions
When a ship with fixed pitch propeller is operat- Extended load diagram for speed derated en-
ing in normal sea service, it will in general be gines with increased light running
operating in the hatched area around the design
propeller curve 6, as shown on the standard load The maximum speed limit (line 3) of the engines is
diagram in Fig. 2.04.02. 105% of the SMCR (Specified Maximum Continu-
ous Rating) speed, as shown in Fig. 2.04.02.
Sometimes, when operating in heavy weather, the
fixed pitch propeller performance will be more However, for speed and, thereby, power derated
heavy running, i.e. for equal power absorption of engines it is possible to extend the maximum
the propeller, the propeller speed will be lower speed limit to 105% of the engine’s nominal MCR
and the propeller curve will move to the left. speed, line 3’, but only provided that the torsional
vibration conditions permit this. Thus, the shaft-
As the low speed main engines are directly cou- ing, with regard to torsional vibrations, has to be
pled to the propeller, the engine has to follow the approved by the classification society in question,
propeller performance, i.e. also in heavy running based on the extended maximum speed limit.
propeller situations. For this type of operation,
there is normally enough margin in the load area When choosing an increased light running to be
between line 6 and the normal torque/speed limi- used for the design of the propeller, the load dia-
tation line 4, see Fig. 2.04.02. To the left of line 4 gram area may be extended from line 3 to line 3’,
in torquerich operation, the engine will lack air as shown in Fig. 2.04.03, and the propeller/main
from the turbocharger to the combustion process, engine operating curve 6 may have a correspond-
i.e. the heat load limits may be exceeded and ingly increased heavy running margin before ex-
bearing loads might also become too high. ceeding the torque/speed limit, line 4.
For some special ships and operating conditions, A corresponding slight reduction of the propel-
it would be an advantage  when occasionally ler efficiency may be the result, due to the higher
needed  to be able to operate the propeller/main propeller design speed used.
engine as much as possible to the left of line 6,
but inside the torque/speed limit, line 4.
Such cases could be for:
• ships sailing in areas with very heavy weather

• ships operating in ice
• ships with two fixed pitch propellers/two main
engines, where one propeller/one engine is de-
clutched for one or the other reason.
The increase of the operating speed range be-

tween line 6 and line 4 of the standard load dia-
gram, see Fig. 2.04.02, may be carried out as
shown for the following engine Example with an
extended load diagram for speed derated engine
with increased light running:

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 5 of 10
Engine shaft power, % A L1
110 A 100% reference point Examples of the use of the Load Diagram
M Specified engine MCR A=O=M 5%
100 O Optimising point 5 7
90
L2
In the following, some examples are illustrating
L3
Heavy
the flexibility of the layout and load diagrams.
80
running Normal
operation L4 operation
70 • Example 1 shows how to place the load dia-
gram for an engine without a shaft generator
60
4 coupled to a fixed pitch propeller.
1 6 3 3
50
2 • Example 2 comprises diagrams for the same
configuration, here with the optimising point on
40 the left of the heavy running propeller curve (2),
55 60 65 70 75 80 85 90 95 100 105 110 115 120
Engine speed, % A
providing an extra engine margin for heavy run-
Normal load Extended light ning, similar to the case in Fig. 2.04.03.
diagram area running area
• Example 3 shows the same layout for an engine

Line 1: Propeller curve through optimising point (O) with a fixed pitch propeller (Example 1), but with
 layout curve for engine a shaft generator.
Line 2: Heavy propeller curve
 fouled hull and heavy seas
Line 3: Speed limit • Example 4 is a special case of example 3, where
Line 3’: Extended speed limit, provided torsional vibration the specified MCR is placed near the top of the
conditions permit
Line 4: Torque/speed limit layout diagram.
Line 5: Mean effective pressure limit
Line 6: Increased light running propeller curve In this case, the shaft generator is cut off, and
 clean hull and calm weather
 layout curve for propeller the gensets used when the engine runs at spec-
Line 7: Power limit for continuous running ified MCR. This makes it possible to choose a
178 60 94-2.0 smaller engine with a lower power output.
Fig. 2.04.03: Extended load diagram for speed derated • Example 5 shows diagrams for an engine cou-
engine with increased light running pled to a controllable pitch propeller, with or
without a shaft generator, (constant speed or
combinator curve operation).
For a specific project, the layout diagram for the

actual project shown later in this chapter may be
used for drawing of the actual load diagram.

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 6 of 10
Example 1: Normal running conditions.
Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator
Layout diagram Load diagram
Power, % of%
Power, L1 of L Power, % of%
Power, L1 of L 3.3%A 5%A5%A
1 1 3.3%A
100%
100% 7 7
L 1L 1 100%
100%
L 1L 1
5 5
4 4
1 21 62 6
L 3L 3 A=O=M=MP
A=O=M=MP 7 7
L 3L 3 A=O=M
A=O=M
5
7 7
5
S=SP 5%L5%L
1
S=SP 1
S S
1 6
1 6 L 2L 2 4 4 1 61 6 L 2L 2
2 2 2 2
3 3 3 3
L 4L 4 Propulsion and engine

Propulsion and engine
L 4L 4 Propulsion and engine
Propulsion and engine
service curvecurve
service for fouled
for fouled service curvecurve
service for fouled
for fouled
hull and heavy weather
hull and heavy weather hull and heavy weather
hull and heavy weather
Engine speed,
Engine % of%
speed, L1of L 100%
100% Engine speed,
Engine % of%
speed, L1of L 100%
100%
1 1
M Specified MCR of engine Point A of the load diagram is found:

S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)
O Optimising point of engine is equal to line 2
A Reference point of load diagram Line 7 Constant power line through specified MCR (M)
MP Specified MCR for propulsion Point A Intersection between line 1 and 7
SP Continuous service rating of propulsion
The specified MCR (M) and optimising point O and its propel- Once point A has been found in the layout diagram, the load
ler curve 1 will normally be selected on the engine service diagram can be drawn, as shown in the above figure, and
curve 2 (for fouled hull and heavy weather), as shown in the hence the actual load limitation lines of the diesel engine may
layout diagram. be found by using the inclinations from the construction lines
and the %figures stated.
Point A is then found at the intersection between propeller
curve 1 (2) and the constant power curve through M, line 7. In
178 39 20-6.0
this case, point A is equal to point M and point O.
Fig. 2.04.04: Normal running conditions. Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 7 of 10
Example 2: Special running conditions.

Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator
Power,
Power,%
%of
ofLL11 Power,
Power,%%of
ofLL11 3.3%A 5%A
3.3%A 5%A
100%
100% 77
LL11
100%
100%
LL11
55
44
11 22 66
LL33 A=O
A=O
77
LL33 A=O
A=O
77
M=MP
M=MP 55 M
M
5%L
5%L11
S=SP
S=SP SS
11 22 66
LL22 44 11 22 66
LL22
33 33
LL44 Propulsion
Propulsionand
andengine
engine
LL44 Propulsion
Propulsionand
andengine
engine
service
servicecurve
curvefor
forfouled
fouled service
servicecurve
curvefor
forfouled
fouled
hull
hulland
andheavy
heavyweather
weather hull
hulland
andheavy
heavyweather
weather
Engine
Enginespeed,
speed,%
%of
ofLL11 100%
100% Engine
Enginespeed,
speed,%
%of
ofLL11 100%
100%

O Optimising point of engine placed to the left of line 2
A Reference point of load diagram Line 7 Constant power line through specified MCR (M)
MP Specified MCR for propulsion Point A Intersection between line 1 and 7
In this example, the optimising point O has been selected

more to the left than in Example 1, providing an extra en-
gine margin for heavy running operation in heavy weather
conditions. In principle, the light running margin has been
increased for this case.
178 39 23-1.1
Fig. 2.04.05: Special running conditions. Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 8 of 10
Example 3: Normal running conditions.
Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator
Power, % of L1 Power, % of L1 3.3%A 5%A

Power, % of L1 Power, % of L1 3.3%A 5%A
100% 100%
100% 7
7 L 1L 1 100%
LL1 1
5
5 Engine service curve for
Engine service curve for
4 4 A=O=M fouled hullhull
andandheavy
A=O=M
7 7 fouled heavy A=O=M
weather incl.incl.
shaft A=O=M7
1 2 16 2 6 weather shaft 5 5 7
generator
generator
S SG SG
L 3L 3 S
L 3L 3 S S
5%L11
5%L
SG SGMP MP MPMP
Engine
Engine
service
service
SP SP 4 4
curvecurve SPSP
1 2 62
L 2L 2 LL2 2
1 6 1 1 2 26 6
33 33
L 4L 4 L 4L 4
Propulsion curvecurve
Propulsion for fouled
for fouled Propulsion
Propulsion curve forfor
curve fouled
fouled
hull and
hull heavy weather
and heavy weather hullhull
and heavy
and weather
heavy weather
Engine
Engine speed,
speed, % of%
L1of L1 100%
100% Engine
Engine speed,
speed, %%of of
L1 L1 100%
100%

O Optimising point of engine Line 7 Constant power line through specified MCR (M)
A Reference point of load diagram Point A Intersection between line 1 and 7
MP Specified MCR for propulsion
SG Shaft generator power
In Example 3, a shaft generator (SG) is installed, and therefore The optimising point O=A=M will be chosen on the engine
the service power of the engine also has to incorporate the service curve as shown.
extra shaft power required for the shaft generator’s electrical
power production. Point A is then found in the same way as in Example 1, and
the load diagram can be drawn as shown in the above figure.
In the Layout diagram, the engine service curve shown for
heavy running incorporates this extra power.
178 39 25-5.1
Fig. 2.04.06: Normal running conditions. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 9 of 10
Example 4: Special running conditions.

Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator

3.3%A 5%A
Power, % of L1 L1 Power, % of L1 L1
M M
100% 7 100%
O=A O=A
7 Engine service curve for fouled 7
5
S M hull and heavy weather
S
M
4 incl. shaft generator
SG MP SG MP
1 2 6
5% L1
L3 SP
L3 4
SP
Engine
service
curve
1 2 6 1 2 6 L2
L2
3 3
L4 Propulsion curve L4 Propulsion curve

for fouled hull for fouled hull
and heavy weather and heavy weather
Engine speed, % of L1 100% Engine speed, % of L1 100%
M Specified MCR of engine Point A and M of the load diagram are found:
S Continuous service rating of engine Line 1 Propeller curve through point S
O Optimising point of engine Point A Intersection between line 1 and line L1 – L3
A Reference point of load diagram Point M Located on constant power line 7
MP Specified MCR for propulsion through point A and with MP’s speed
SP Continuous service rating of propulsion Point O Equal to point A
SG Shaft generator
Also in this special case, a shaft generator is installed but, propulsion power range, a diesel generator has to take over
compared to Example 3, this case has a specified MCR for all or part of the electrical power production.
propulsion, MP, placed at the top of the layout diagram.
However, such a situation will seldom occur, as ships are
This involves that the intended specified MCR of the engine rather infrequently running in the upper propulsion power
M’ will be placed outside the top of the layout diagram. range.
One solution could be to choose a larger diesel engine with Point A, having the highest possible power, is then found at
an extra cylinder, but another and cheaper solution is to re- the intersection of line L1– L3 with line 1. see the Layout dia-
duce the electrical power production of the shaft generator gram, and the corresponding load diagram is drawn. Point M
when running in the upper propulsion power range. is found on line 7 at MP’s speed, and point O= A.
In choosing the latter solution, the required specified MCR

power can be reduced from point M’ to point M as shown in
the Layout diagram. Therefore, when running in the upper
178 39 28-0.0
Fig. 2.04.07: Special running conditions. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 10 of 10
Example 5: Engine coupled to a controllable pitch propeller (CPP) with or without a shaft generator
Power
7
Layout diagram  with shaft generator
5
3.3%A 5%A The hatched area shows the recommended speed
4 L1 range between 100% and 96.7% of the specified
1 2 6 MCR speed for an engine with a shaft generator
running at constant speed.
L3 A=O=M
5
7 The service point S can be located at any point
5%L1 within the hatched area.
S
4 1
L2 The procedure shown in examples 3 and 4 for
engines with FPP can also be applied here for en-
3
gines with CPP running with a combinator curve.
L4 The optimising point O

O may, as earlier discribed, be chosen equal to
Min. speed Max. speed
point M, see below.
Combinator curve for Recommended range for
loaded ship and incl. shaft generator operation
sea margin with constant speed Load diagram
Therefore, when the engine’s specified MCR point
Engine speed (M) has been chosen, including engine margin,
M Specified MCR of engine
sea margin and the power for a shaft generator,
S Continous service rating of engine if installed, point M can be used as point A of the
O Optimising point of engine load diagram, which can then be drawn.
A Reference point of load diagram
178 39 31-4.4 The position of the combinator curve ensures the

maximum load range within the permitted speed
Fig. 2.04.08: Engine with Controllable Pitch Propeller range for engine operation, and it still leaves a
(CPP), with or without a shaft generator reasonable margin to the limit indicated by curves
4 and 5.
Layout diagram  without shaft generator

If a controllable pitch propeller (CPP) is applied,
the combinator curve (of the propeller) will nor-
mally be selected for loaded ship, including a sea
margin.
For a given propeller speed the combinator curve

may have a given propeller pitch, and this may
be heavy running in heavy weather like for a fixed
pitch propeller.
Therefore, it is recommended to use a light run-

ning combinator curve (the dotted curve which
includes the sea power margin) as shown in the
figure to obtain an increased operation margin of
the diesel engine in heavy weather to the limit, indi-
cated by lines 4 and 5.

MAN Diesel 198 69 94-7.1
MAN B&W 2.05
Page 1 of 1
Diagram for actual project
This figure contains a layout diagram that can

be used for constructing the load diagram for an
actual project, using the %figures stated and the
inclinations of the lines.
3.3%A 5%A
A
7
7 5
5
4
4
1 2 6
Power, % of L 1
110%
100%
L1
90%
L3 5%L1
80% L2
70%
L4
60%
50%
40%
70% 75% 80% 85% 90% 95% 100% 105% 110%
Engine s peed, % of L 1
178 06 37-5.3
Fig. 2.05.01: Construction of layout diagram
MAN B&W K90MC-C6, K80MC-C/ME-C6-TII, S70MC-C/ME-C/ME-GI8-TII,

S65ME-C/ME-GI8-TII, S60MC-C/ME-C/ME-GI8-TII, S60ME-B-TII, MAN Diesel 198 69 09-9.1
L60MC-C/ME-C7/8-TII, S50MC-C/ME-C8-TII, S50ME-B8/9-TII, S46MC-C8-TII,

S46ME-B8-TII, S42/35MC7-TII, S35/40ME-B9-TII, L35/S26MC6-TII
MAN B&W 2.06
Page of 1
Specific Fuel Oil Consumption, ME versus MC engines
This section is not applicable
MAN Diesel 198 53 10-1.0

MAN B&W 2.07
Page 1 of 1
SFOC for Conventional Turbochargers
All engine types 46 and smaller are as standard At part load running the lowest SFOC may be
fitted with conventional turbochargers, option: obtained at 80% of the optimised power = 80%
4 59 107. of the specified MCR.
The conventional turbocharger is applied to the

engine in the basic design with the view to obtain-
ing the best possible Specific Fuel Oil Consump-
tion (SFOC) values, see example in Fig. 2.07.01.
SFOC
g/kWh
+2
Conventional turbocharger
0
2
4
50% 60% 70% 80% 90% 100%
Engine power, % of optimising point O
178 61 00-3.0
Fig. 2.07.01: Example of part load SFOC curves for conventional turbochargers
MAN B&W S46MC-C7/8-TII, S42MC7-TII, S40MC-C9-TII,

S35MC7-TII, S35MC-C9-TII, L35MC6-TII, S26MC6-TII MAN Diesel 198 70 11-6.0
MAN B&W 2.08
Page 1 of 2
SFOC reference conditions and guarantee
SFOC at reference conditions SFOC guarantee
The SFOC is given in g/kWh based on The SFOC guarantee refers to the above ISO ref-
the reference ambient conditions stated in erence conditions and lower calorific value and is
ISO 3046-1:2002(E) and ISO 15550:2002(E): valid for one running point only. The guaranteed
running point is equal to the powerspeed combi-
1,000 mbar ambient air pressure nation in the optimising point (O) = 100% SMCR
25 °C ambient air temperature but, if requested, a running point between 85%
25 °C scavenge air coolant temperature and 100% SMCR can be selected.
and is related to a fuel oil with a lower calorific The SFOC guarantee is given with a tolerance
value of 42,700 kJ/kg (~10,200 kcal/kg). of 5%.
Any discrepancies between g/kWh and g/BHPh

are due to the rounding of numbers for the latter. Recommended cooling water temperature
during normal operation
For lower calorific values and for ambient condi-
tions that are different from the ISO reference In general, it is recommended to operate the main
conditions, the SFOC will be adjusted according engine with the lowest possible cooling water
to the conversion factors in the table below. temperature to the air coolers, as this will reduce
the fuel consumption of the engine, i.e. the engine
With Without performance will be improved.
pmax pmax
adjusted adjusted
Condition SFOC SFOC
However, shipyards often specify a constant
Parameter change change change (maximum) central cooling water temperature
Scav. air coolant of 36 °C, not only for tropical ambient tempera-
per 10 °C rise + 0.60% + 0.41%
temperature ture conditions, but also for lower ambient tem-
Blower inlet tem-
per 10 °C rise + 0.20% + 0.71%
perature conditions. The purpose is probably to
perature reduce the electric power consumption of the
Blower inlet per 10 mbar cooling water pumps and/or to reduce water con-
 0.02%  0.05%
pressure rise densation in the air coolers.
Fuel oil lower rise 1%
1.00%  1.00%
calorific value (42,700 kJ/kg) Thus, when operating with 36 °C cooling water
instead of for example 10 °C (to the air coolers),
With for instance 1 °C increase of the scavenge the specific fuel oil consumption will increase by
air coolant temperature, a corresponding 1 °C in- approx. 2 g/kWh.
crease of the scavenge air temperature will occur
and involves an SFOC increase of 0.06% if pmax is
adjusted to the same value.
MAN B&W MC/MC-C TII-engines

MAN Diesel 198 74 64-5.0
MAN B&W 2.08
Page 2 of 2
Examples of Graphic Calculation of SFOC
The following diagrams a, b and c, valid for fixed

pitch propeller (b) and constant speed (c), respec-
tively, show the reduction of SFOC in g/kWh, rela-
tive to the SFOC for the nominal MCR L1 rating.
The solid lines are valid at 100%, 80% and 50% of

the optimising point (O).
Point O is drawn into the abovementioned Dia-

grams b or c. A straight line along the constant
mep curves (parallel to L1L3) is drawn through
point O. The intersections of this line and the
curves indicate the reduction in specific fuel oil
consumption at 100, 80 and 50% of the optimis-
ing point, related to the SFOC stated for the nomi-
nal MCR L1 rating.
An example of the calculated SFOC curves are

shown in Diagram a, and is valid for an engine
with fixed pitch propeller, see Fig. 2.10.01.

MAN Diesel 198 70 18-9.0
MAN B&W 2.09
Page of 2
SFOC Calculations for S26MC6

Data at nominel MCR (L1) SFOC at nominal MCR (L1)
Conventional TC
Engine kW r/min g/kWh
5 S26MC6 2,000
6 S26MC6 2,400
7 S26MC6 2,800
8 S26MC6 3,200
250 181
9 S26MC6 3,600
10 S26MC6 4,000
11 S26MC6 4,400
12 S26MC6 4,800
Data matching point (O=M): $IAGRAM¬A

3&/# 3&/#
cyl. No. GK7H 0ARTæ,OADæ3&/#æCURVE GK7H

Power: 100% of (O) kW

Speed: 100% of (O) r/min

SFOC found: g/kWh

.OMINALæ3&/#
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç

æOFæOPTIMISINGæPOINT
178 60 42-7.0
Fig. 2.09.01
MAN B&W S26MC6-TII

MAN Diesel 198 69 06-3.0
MAN B&W 2.09
Page of 2
SFOC for S26MC6 with fixed pitch propeller
0OWERææOFæ,
LINES
HIPæSPEEDæ
#ONSTANTæS

Diagram b
¬, ER
AL¬IN æPOW MEP
MIN ISE D
¬NO PTIM
¬THE
æO
ææææ
ç
E¬TO æææææç
ELAT
IV
ER ç ææææç
H¬R æPOW æææ ææ

K7 ISE D
/# ¬IN¬G æO PTIM ææç æ

O F¬3& æææç ææ
CT ION¬ WE R çææææ
æç ææ

U æPO
2ED
ææ
IM ISE D ææçææ
æOPT
æææç
çæææç
ææææ
æææææ
.OMINALæPROPELLERæCURVE

3PEEDææOFæ,
178 60 31-9.0
Fig. 2.09.02
SFOC for S26MC6 with constant speed
0OWERææOFæ,
LINES
HIPæSPEEDæ
#ONSTANTæS

Diagram c
¬, ER
AL¬IN æPOW MEP
MIN ISE D
¬NO PTIM
TO ¬THE
æO
æçææ
ææ ç
IVE¬ çææææ
H¬R ELAT ER ææ çææææ
K7 æPOW æ ææ
¬IN¬G ISE D
/# æO PTIM ææææç æ
N¬O F¬3& æææç
R æç ææ
U CTIO OWE çææææ
2ED æP ææ
IM ISE D ææçææ
æOPT ææç
ææææ
ææ
ææ
æææ

3PEEDææOFæ,
178 60 32-0.0
Fig. 2.09.03
MAN B&W S26MC6-TII

MAN Diesel 198 69 06-3.0
MAN B&W 2.10
Page of 2
SFOC calculations, example
Data at nominel MCR (L1): 6S26MC6

Power 100% 2,400 kW
Speed 100% 250 r/min
Nominal SFOC:
• Conventional turbocharger 181 g/kWh
Example of specified MCR = M

Power 2,040 kW (85% L1)
Speed 225.0 r/min (90% L1)
Turbocharger type Conventional
SFOC found in O = M 179.9 g/kWh
The optimising point O used in the above example for

the SFOC calculations:
O = 100% M = 85% L1 power and 90% L1 speed
MAN B&W S26MC6-TII

MAN Diesel 198 69 42-1.0
MAN B&W 2.10
Page of 2
0OWERææOFæ,
LINES
HIPæSPEEDæ
#ONSTANTæS

Diagram b
¬, ER
AL¬IN æPOW MEP
MIN ISE D
¬NO PTIM
¬THE æO ææ
ç
E¬TO æçææ
IV çææææ
H¬R ELAT ER ææ çææææ
K7 æPOW æ ææ
¬IN¬G ISE D
/# æO PTIM ææç æ

O F¬3& æææç ææ
CT ION¬ WE R çææææ
æç ææ

U æPO
2ED
ææ
ISE D ææçææ
æO PTIM
æææç
çæææç
ææææ
æææææ

3PEEDææOFæ,
178 60 70-2.0
The reductions, see diagram b, in g/kWh compared to $IAGRAM¬A

3&/# 3&/#
SFOC in L1: GK7H 0ARTæ,OADæ3&/#æCURVE GK7H

SFOC SFOC
Power in Part load points g/kWh g/kWh

100% O 1 100% M -1.1 179.9 æ

80% O 2 80% M -3.1 177.9

50% O 3 50% M -0.1 180.9
.OMINALæ3&/# æ
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç

æOFæSPECIFIEDæ-#2
178 60 82-2.0
Fig. 2.10.01: Example of SFOC for derated 6S26MC6 with fixed pitch propeller and conventional turbocharger
MAN B&W S26MC6-TII

MAN Diesel 198 69 42-1.0
MAN B&W 2.11
Page of 1
Fuel Consumption at an Arbitrary Load
Once the optimising point (O) of the engine has The SFOC curve through points S2, on the left
been chosen, the specific fuel oil consumption at of point 1, is symmetrical about point 1, i.e. at
an arbitrary point S1, S2 or S3 can be estimated speeds lower than that of point 1, the SFOC will
based on the SFOC at point ‘1’ and ‘2’. also increase.
These SFOC values can be calculated by using The abovementioned method provides only an
the graphs for the relevant engine type for the approximate value. A more precise indication of
propeller curve I and for the constant speed curve the expected SFOC at any load can be calculated
II, giving the SFOC at points 1 and 2, respectively. by using our computer program. This is a service
which is available to our customers on request.
Next the SFOC for point S1 can be calculated as
an interpolation between the SFOC in points ‘1’
and ‘2’, and for point S3 as an extrapolation.
0OWEROF!-

!-

3 3 3

) ))

3PEEDOF!
198 95 962.2
Fig. 2.11.01: SFOC at an arbitrary load

MAN Diesel 198 66 31-7.0
MAN B&W 2.12
Page 1 of 1
Emission Control
IMO NOx Emission Limits 3050% NOx Reduction
All MC and MC-C engines are, as standard, deliv- Water emulsification of the heavy fuel oil is a well
ered in compliance with the IMO speed depend- proven primary method. The type of homogeni-
ent NOx limit, measured according to ISO 8178 zer is either ultrasonic or mechanical, using water
Test Cycles E2/E3 for Heavy Duty Diesel Engines. from the freshwater generator and the water mist
catcher.
NOx Reduction Methods The pressure of the homogenised fuel has to be

increased to prevent the formation of steam and
The NOx content in the exhaust gas can be re- cavitation. It may be necessary to modify some of
duced with primary and/or secondary reduction the engine components such as the fuel oil pres-
methods. sure booster, fuel injection valves and the engine
control system.
The primary methods affect the combustion pro-
cess directly by reducing the maximum combus-
tion temperature, whereas the secondary me- Up to 9598% NOx Reduction
thods are means of reducing the emission level
without changing the engine performance, using When operating at full load, this reduction can be
external equipment. achieved by means of secondary methods, such
as the SCR (Selective Catalytic Reduction), which
involves an aftertreatment of the exhaust gas, see
030% NOx Reduction Section 3.02. At lower load a 80-90% NOx reduc-
tion can be obtained, measured according to the
The MC and MC-C engines are as standard de- ISO 8178 E2/E3 Test Cycles.
livered to comply with IMO NOx emission limita-
tions, EoD: 4 06 060 Economy mode. Engine test Plants designed according to this method have
cycles E2 and E3 has to be ordered as an option: been in service since 1990 on five vessels, using
4 06 060a and 060b, and various conditions can Haldor Topsøe catalysts and ammonia as the re-
be specified, options: 4 06 060f, 060g and 060h. ducing agent, urea can also be used.
Compliance with other emission limits can be
specified as an option: 4 06 065. The SCR unit can be located separately in the
engine room or horizontally on top of the engine.
Regardless of the emission limit specified, the en- The compact SCR reactor is mounted before
gines are matched for best economy in service. the turbocharger(s) in order to have the optimum
working temperature for the catalyst. However at-
For further information on engine operation op- tention have to be given to the type of HFO to be
tions, see Extent of Delivery. used.
For further information about emission control,

please refer to our publication:
Exhaust Gas Emission Control Today and Tomor-

row
The publication is available at: www.mandiesel.com

under ‘Quicklinks’ → ‘Technical Papers’.
MAN B&W MC/MCC engines

MAN Diesel 198 66 366.1
MAN B&W
Turbocharger Selection &

Exhaust Gas By-pass
3
MAN Diesel
MAN B&W 3.01
Page 1 of 1
Turbocharger Selection
Updated turbocharger data based on the latest The engines are, as standard, equipped with as
information from the turbocharger makers are few turbochargers as possible, see the table in
available from the Turbocharger Selection Fig. 3.01.01.
program on www.mandiesel.com under
‘Turbocharger’ → ‘Overview’ → ‘Turbocharger One more turbocharger can be applied, than the
Selection’. number stated in the tables, if this is desirable due
to space requirements, or for other reasons. Ad-
The data specified in the printed edition are valid ditional costs are to be expected.
at the time of publishing.
However, we recommend the ‘Turbocharger se-
The MC/ME engines are designed for the applica- lection’ programme on the Internet, which can be
tion of either MAN Diesel, ABB or Mitsubishi (MHI) used to identify a list of applicable turbochargers
turbochargers. for a specific engine layout.
The turbocharger choice is made with a view to For information about turbocharger arrangement
obtaining the lowest possible Specific Fuel Oil and cleaning systems, see Section 15.01.
Consumption (SFOC) values at the nominal MCR
by applying conventional turbochargers.
Conventional turbochargers for the S26MC6-TII engines  L1 output

Cyl. MAN (TCR) MHI (MET)
5 1 x TCR20-21 -
6 1 x TCR22-21 -
7 1 x TCR22-21 -
8 1 x TCR22-21 1 x MET33MA
9 1 x TCR22-21 1 x MET33MA
10 2 x TCR20-21 -
11 2 x TCR22-21 -
12 2 x TCR22-21 -
Fig. 3.01.01: Conventional turbochargers
MAN B&W S26MC6-TII

MAN Diesel 198 75 14-9.0
MAN B&W 3.02
Page 1 of 2
Exhaust Gas Bypass
Extreme Ambient Conditions Exhaust gas receiver with variable bypass

Option: 4 60 118
As mentioned in Chapter 1, the engine power
figures are valid for tropical conditions at sea Compensation for low ambient temperature can
level: 45 °C air at 1000 mbar and 32 °C sea water, be obtained by using exhaust gas bypass sys-
whereas the reference fuel consumption is given tem.
at ISO conditions: 25 °C air at 1000 mbar and
25 °C charge air coolant temperature. This arrangement ensures that only part of the
exhaust gas goes via the turbine of the turbo-
Marine diesel engines are, however, exposed to charger, thus supplying less energy to the com-
greatly varying climatic temperatures winter and pressor which, in turn, reduces the air supply to
summer in arctic as well as tropical areas. These the engine.
variations cause changes of the scavenge air
pressure, the maximum combustion pressure, the Please note that if an exhaust gas bypass is ap-
exhaust gas amount and temperatures as well as plied the turbocharger size and specification has
the specific fuel oil consumption. to be determined by other means than stated in
this Chapter.
For further information about the possible coun-
termeasures, please refer to our publication titled:
Emergency Running Condition
Influence of Ambient Temperature Conditions
Exhaust gas receiver with total bypass flange
The publication is available at: www.mandiesel.com and blank counterflange
under ‘Quicklinks’ → ‘Technical Papers’ Option: 4 60 119
Bypass of the total amount of exhaust gas round

Arctic running condition the turbocharger is only used for emergency run-
ning in the event of turbocharger failure on en-
For air inlet temperatures below 10 °C the pre- gines, see Fig. 3.02.01.
cautions to be taken depend very much on the
operating profile of the vessel. The following al- This enables the engine to run at a higher load
ternative is one of the possible countermeasures. with only one turbocharger under emergency
The selection of countermeasures, however, must conditions. The engine’s exhaust gas receiver will
be evaluated in each individual case. in this case be fitted with a bypass flange of ap-
proximately the same diameter as the inlet pipe
to the turbocharger. The emergency pipe is yard’s
delivery.
MAN B&W S80MC, S80MC-C/ME-C, K80MC-C/ME-C, S70MC,

S70MC-C/ME-C/ME-GI, L70MC-C/ME-C, S65ME-C/ME-GI,
S60MC, S60MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,
MAN Diesel 198 45 934.5
S50MC, S50MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,

S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC6
MAN B&W 3.02
Page 2 of 2
By-pass flange
Exhaust receiver
Centre of cylinder
Turbocharger
178 06 721.1
Fig. 3.02.01: Total bypass of exhaust for emergency

running
MAN B&W S80MC, S80MC-C/ME-C, K80MC-C/ME-C, S70MC,

S70MC-C/ME-C/ME-GI, L70MC-C/ME-C, S65ME-C/ME-GI,
MAN Diesel 198 45 934.5

S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC6
MAN B&W 3.03
Page 1 of 2
NOx Reduction by SCR
The NOx in the exhaust gas can be reduced with

primary or secondary reduction methods. Primary
methods affect the engine combustion process
directly, whereas secondary methods reduce the
emission level without changing the engine per-
formance using equipment that does not form
part of the engine itself.
For further information about emission control we

refer to our publication:
Exhaust Gas Emission Control Today and Tomorrow
The publication is available at www.mandiesel.com

under ‘Quicklinks’ → ‘Technical Papers’
Engine with Selective Catalytic Reduction System

Option: 4 60 135
If a reduction between 50 and 98% of NOx is re-

quired, the Selective Catalytic Reduction (SCR)
system has to be applied by adding ammonia or
urea to the exhaust gas before it enters a catalytic
converter.
The exhaust gas must be mixed with ammonia be-

fore passing through the catalyst, and in order to
encourage the chemical reaction the temperature
level has to be between 300 and 400 °C. During
this process the NOx is reduced to N2 and water.
This means that the SCR unit has to be located

before the turbocharger on twostroke engines
because of their high thermal efficiency and there-
by a relatively low exhaust gas temperature.
The amount of ammonia injected into the ex-

haust gas is controlled by a process computer
and is based on the NOx production at different
loads measured during the testbed running. Fig.
3.03.01.
As the ammonia is a combustible gas, it is sup-

plied through a doublewalled pipe system, with
appropriate venting and fitted with an ammonia
leak detector (Fig. 3.03.01) which shows a simpli-
fied system layout of the SCR installation.
MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B Engines

MAN Diesel 198 58 94-7.1
MAN B&W 3.03
Page 2 of 2
Air
Process
computer
Evaporator Ammonia
tank
SCR reactor
Air intake
Air outlet
Exhaust gas outlet
Deck
Support
Static mixer
NOx and O2 analysers
Air
Orifice
High efficiency turbocharger
Preheating and sealing oil
Engine
198 99 271.0
Fig. 3.03.01: Layout of SCR system
MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B Engines

MAN Diesel 198 58 94-7.1
MAN B&W
Electricity Production

4
MAN Diesel
MAN B&W 4.01
Page 1 of 5
Electricity Production
Introduction
Next to power for propulsion, electricity produc- • PTO/GCR

tion is the largest fuel consumer on board. The (Power Take Off/Gear Constant Ratio):
electricity is produced by using one or more of the Generator coupled to a constant ratio stepup
following types of machinery, either running alone gear, used only for engines running at constant
or in parallel: speed.
• Auxiliary diesel generating sets Within each PTO system, several designs are
available, depending on the positioning of the
• Main engine driven generators gear:
• Steam driven turbogenerators • BW II:

A freestanding gear mounted on the tank top
• Emergency diesel generating sets. and connected to the fore end of the diesel en-
gine, with a vertical or horizontal generator.
The machinery installed should be selected on the
basis of an economic evaluation of first cost, op- • BW IV:
erating costs, and the demand for manhours for A freestanding stepup gear connected to the
maintenance. intermediate shaft, with a horizontal generator.
In the following, technical information is given re-

garding main engine driven generators (PTO) and
the auxiliary diesel generating sets produced by
MAN Diesel.
Power Take Off

With a generator coupled to a Power Take Off
(PTO) from the main engine, electrical power
can be produced based on the main engine’s
low SFOC and the use of heavy fuel oil. Several
standardised PTO systems are available, see Fig.
4.01.01 and the designations in Fig. 4.01.02:
• PTO/RCF
(Power Take Off/RENK Constant Frequency):
Generator giving constant frequency, based on
mechanicalhydraulical speed control.
• PTO/CFE
(Power Take Off/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.
MAN B&W S46MC-C7/8, S46ME-B8, S42MC7,

S40MC-C9, S40ME-B9, S35MC-C9, S35MC7,
S35ME-B9, L35MC6, S26MC6
MAN Diesel 198 57 39-2.1
MAN B&W 4.01
Page 2 of 5
Total
Alternative types and layouts of shaft generators Design Seating efficiency (%)
1a 1b BW II/RCF On tank top 8891

PTO/RCF
2a 2b BW IV/RCF On tank top 8891
3a 3b BW II/CFE On tank top 8185

PTO/CFE
4a 4b BW IV/CFE On tank top 8185
5 BW II/GCR On tank top 92

PTO/GCR
6 BW IV/GCR On tank top 92
178 57 10-8.0
Fig. 4.01.01: Types of PTO

MAN Diesel 198 57 39-2.1
MAN B&W 4.01
Page 3 of 5
Designation of PTO
For further information, please refer to our publi-
cation titled:
Shaft Generators for MC and ME engines

under ‘Quicklinks’ → ‘Technical Papers’
Power take off:
BW II S46MCC7/GCR 90060
50: 50 Hz
60: 60 Hz
kW on generator terminals
RCF: Renk constant frequency unit

CFE: Electrically frequency controlled unit
GCR: Stepup gear with constant ratio
Mark version
Engine type on which it is applied
Layout of PTO: See Fig. 4.01.01
Make: MAN Diesel
Fig. 4.01.02: Example of designation of PTO

S40MC-C9, S35MC-C9, S35MC7, L35MC6, S26MC6 MAN Diesel 198 66 35-4.1
MAN B&W 4.01
Page 4 of 5
PTO/RCF The epicyclic gear of the BW II/RCF unit has a

hydrostatic superposition drive. The hydrostatic
Free standing generator, BW II/RCF input drives the annulus of the epicyclic gear in
(Fig. 4.01.01, alternative 2) either direction of rotation, hence continuously
varying the gearing ratio to keep the genera-
The PTO/RCF generator systems have been de- tor speed constant throughout an engine speed
veloped in close cooperation with the German variation of 30%. In the standard layout, this is
gear manufacturer RENK. A complete package between 100% and 70% of the engine speed at
solution is offered, comprising a flexible coupling, specified MCR, but it can be placed in a lower
a step-up gear, an epicyclic, variable-ratio gear range if required.
with built-in clutch, hydraulic pump and motor,
and a standard generator. The input power to the gear is divided into two
paths – one mechanical and the other hydrostatic
For marine engines with controllable pitch propel- – and the epicyclic differential combines the
lers running at constant engine speed, the hy- power of the two paths and transmits the com-
draulic system can be dispensed with, i.e. a PTO/ bined power to the output shaft, connected to the
GCR design is normally used, see Fig. 4.01.01, generator. The gear is equipped with a hydrostatic
alternative 5 or 6. motor driven by a pump, and controlled by an
electronic control unit.
Fig. 4.01.03 shows the principles of the PTO/RCF
arrangement.
To panel
Hydrostatic control Operator control panel

(in switchboard)
Hydrostatic motor
Output shaft
Hydrostatic pump
Multidisc clutch
Input shaft
Controller
Terminal
178 00 45-5.0
Fig. 4.01.03: PTO with RENK constant frequency gear: BW II/RCF, option: 4 85 203

MAN Diesel 198 51 95-0.3
MAN B&W 4.01
Page 5 of 5
This keeps the generator speed constant during In the case that a larger generator is required,
single running as well as when running in parallel please contact MAN Diesel.
with other generators.
Yard deliveries are:
The multi-disc clutch, integrated into the gear in-
put shaft, permits the engaging and disengaging 1. Cooling water pipes to the built-on lubricating
of the epicyclic gear, and thus the generator, from oil cooling system, including the valves
the main engine during operation.
2. Electrical power supply to the lubricating oil
An electronic control system with a RENK control- stand-by pump built on to the RCF unit
ler ensures that the control signals to the main
electrical switchboard are identical to those for 3. Wiring between the generator and the operator
the normal auxiliary generator sets. This applies control panel in the switch-board.
to ships with automatic synchronising and load
sharing, as well as to ships with manual switch- 4. An external permanent lubricating oil filling-up
board operation. connection can be established in connection
with the RCF unit.
Internal control circuits and interlocking functions
between the epicyclic gear and the electronic The necessary preparations to be made on the
control box provide automatic control of the func- engine are specified in Fig. 4.03.01.
tions necessary for the satisfactory operation and
protection of the BW II/RCF unit. If any monitored
value exceeds the normal operation limits, a warn-
ing or an alarm is given depending upon the ori-
gin, severity and the extent of deviation from the
permissible values. The cause of a warning or an
alarm is shown on a digital display.
Extent of delivery for BW II/RCF units
Type 440 V 60 Hz 380 V 50 Hz

1800 r/min 1500 r/min
DSG kVA kW kVA kW
62 M2-4 707 566 627 501
62 L1-4 855 684 627 609
62 L2-4 1,056 845 940 752
74 M1-4 1,271 1,017 1,137 909
74 M2-4 1,432 1,146 1,280 1,024
74 L1-4 1,651 1,321 1,468 1,174
The delivery is a complete separate unit.

MAN Diesel 198 51 95-0.3
MAN B&W 4.02
Page of 1
Space requirement for side mounted PTO/RCF
MAN Diesel 198 51 98-6.0

MAN B&W 4.03
Page 1 of 1
Engine preparations for PTO BW II
3
6
1. Flange on crankshaft
2. Studs and nuts, dowel pipe and screws
3. Intermediate shaft between the crankshaft and flexible coupling for PTO
4. Oil sealing for intermediate shaft
5. End cover in 2/2 with scraper ring housing
6. Plug box for electronic measuring instrument for check of condition of axial vibration damper
178 43 54-4.0
Fig. 4.03.01: Engine preparations for PTO

MAN Diesel 198 57 42-6.1
MAN B&W 4.04
Page 1 of 3
PTO type: BW II/GCR PTO type: BW IV/GCR
Power Take Off/Gear Constant Ratio Power Take Off/Gear Constant Ratio
The PTO system type BWII/GCR illustrated in Fig. The shaft generator system, type PTO BW IV/
4.01.01 alternative 5 can generate electrical power GCR, installed in the shaft line (Fig. 4.01.01 al-
on board ships equipped with a controllable pitch ternative 6) can generate power on board ships
propeller, running at constant speed. equipped with a controllable pitch propeller run-
ning at constant speed.
The PTO unit is mounted on the tank top at the
fore end of the engine see Fig. 4.04.01. The PTO The PTO system can be delivered as a tunnel gear
generator is activated at sea, taking over the elec- with hollow flexible coupling or, alternatively, as
trical power production on board when the main a generator stepup gear with thrust bearing and
engine speed has stabilised at a level correspond- flexible coupling integrated in the shaft line.
ing to the generator frequency required on board.
The main engine needs no special preparation for
The installation length in front of the engine, and mounting these types of PTO systems as they are
thus the engine room length requirement, natu- connected to the intermediate shaft.
rally exceeds the length of the engine aft end
mounted shaft generator arrangements. However, The PTO system installed in the shaft line can also
there is some scope for limiting the space require- be installed on ships equipped with a fixed pitch
ment, depending on the configuration chosen. propeller or controllable pitch propeller running in
Step-up gear
Generator
Elastic coupling
Support bearing, if required
178 18 225.0
Fig. 4.04.01: Generic outline of Power Take Off (PTO) BW II/GCR
MAN B&W S70MC/MC-C/ME-C/ME-GI, L70MC-C/ME-C,

S65MC-C/ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B,
MAN Diesel 198 43 168.6
S42MC, S40MC-C/ME-B, S/L35MC, S35MC-C/ME-B, S26MC

MAN B&W 4.04
Page 2 of 3
combinator mode. This will, however, require an Generator stepup gear and flexible coupling
additional RENK Constant Frequency gear (Fig. integrated in the shaft line
4.01.01 alternative 2) or additional electrical equip-
ment for maintaining the constant frequency of For higher power take off loads, a generator
the generated electric power. stepup gear and flexible coupling integrated in
the shaft line may be chosen due to first costs of
gear and coupling.
Tunnel gear with hollow flexible coupling
The flexible coupling integrated in the shaft line
This PTO system is normally installed on ships will transfer the total engine load for both propul-
with a minor electrical power take off load com- sion and electrical power and must be dimen-
pared to the propulsion power, up to approxi- sioned accordingly.
mately 25% of the engine power.
The flexible coupling cannot transfer the thrust
The hollow flexible coupling is only to be dimensioned from the propeller and it is, therefore, necessary
for the maximum electrical load of the power take off to make the gearbox with an integrated thrust
system and this gives an economic advantage for minor bearing.
power take off loads compared to the system with an
ordinary flexible coupling integrated in the shaft line. This type of PTO system is typically installed on
ships with large electrical power consumption,
The hollow flexible coupling consists of flexible e.g. shuttle tankers.
segments and connecting pieces, which allow
replacement of the coupling segments without
dismounting the shaft line, see Fig. 4.04.02.
178 18 250.1
Fig. 4.04.02: Generic outline of BW IV/GCR, tunnel gear

MAN Diesel 198 43 168.6

MAN B&W 4.04
Page 3 of 3
Auxiliary Propulsion System/Take Home System To obtain high propeller efficiency in the auxiliary
propulsion mode, and thus also to minimise the
From time to time an Auxiliary Propulsion System/ auxiliary power required, a twospeed tunnel gear,
Take Home System capable of driving the CP pro- which provides lower propeller speed in the auxil-
peller by using the shaft generator as an electric iary propulsion mode, is used.
motor is requested.
The twospeed tunnel gear box is made with a
MAN Diesel can offer a solution where the friction clutch which allows the propeller to be
CP propeller is driven by the alternator via a clutched in at full alternator/motor speed where
twospeed tunnel gear box. The electric power is the full torque is available. The alternator/motor is
produced by a number of GenSets. The main en- started in the declutched condition with a start
gine is disengaged by a clutch (RENK KAZ) made transformer.
as an integral part of the shafting. The clutch is in-
stalled between the tunnel gear box and the main The system can quickly establish auxiliary propul-
engine, and conical bolts are used to connect and sion from the engine control room and/or bridge,
disconnect the main engine and the shafting. even with unmanned engine room.
See Figure 4.04.03.
Reestablishment of normal operation requires
A thrust bearing, which transfers the auxiliary pro- attendance in the engine room and can be done
pulsion propeller thrust to the engine thrust bear- within a few minutes.
ing when the clutch is disengaged, is built into the
RENK KAZ clutch. When the clutch is engaged,
the thrust is transferred statically to the engine
thrust bearing through the thrust bearing built into
the clutch.
Main engine
Twospeed tunnel gearbox
Generator/motor
Renk KAZ clutch
Oil distribution ring
Hydraulic coupling
Intermediate bearing
Flexible coupling
178 57 16-9.0
Fig. 4.04.03: Auxiliary propulsion system

MAN Diesel 198 43 168.6

MAN B&W 4.05
Page of 1
Waste Heat Recovery Systems (WHR)
MAN Diesel 198 66 47-4.0

MAN Diesel 4.06
Page 1 of 3
L16/24 GenSet Data

Bore: 160 mm Stroke: 240 mm
Power layout
1,200 r/min 60 Hz 1,000 r/min 50 Hz
Eng. kW Gen. kW Eng. kW Gen. kW
5L16/24 500 475 450 430
6L16/24 660 625 570 542
7L16/24 770 730 665 632
8L16/24 880 835 760 722
9L16/24 990 940 855 812
A B 830 1000
C Q
178 23 031.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (1,000 r/min) 2,751 1,400 4,151 2,457 9.5
5 (1,200 r/min) 2,751 1,400 4,151 2,457 9.5
6 (1,000 r/min) 3,026 1,490 4,516 2,457 10.5
6 (1,200 r/min) 3,026 1,490 4,516 2,457 10.5
7 (1,000 r/min) 3,501 1,585 5,086 2,457 11.4
7 (1,200 r/min) 3,501 1,585 5,086 2,457 11.4
8 (1,000 r/min) 3,776 1,680 5,456 2,495 12.4
8 (1,200 r/min) 3,776 1,680 5,456 2,457 12.4
9 (1,000 r/min) 4,151 1,680 5,731 2,495 13.1
9 (1,200 r/min) 4,151 1,680 5,731 2,495 13.1
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 1,800 mm
* Depending on alternator
** Weight incl. standard alternator (based on a Leroy Somer alternator)
All dimensions and masses are approximate and subject to change without prior notice.
178 33 874.3
Fig. 4.06.01: Power and outline of L16/24
MAN B&W S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,

L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,
MAN Diesel 198 42 054.5
S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC

MAN Diesel 4.06
Page 2 of 3
L16/24 GenSet Data
Cyl. 5 6 7 8 9
Max. continuous rating at 1,000 rpm kW 450 540 630 720 810
Engine Driven Pumps:

H.T. cooling water pump (2.0 bar)** m3/h 10.9 12.7 14.5 16.3 18.1
L.T. cooling water pump (1.7 bar)** m3/h 15.7 18.9 22.0 25.1 28.3
Lubricating oil (3-5.0 bar) m3/h 21 23 24 26 28
External Pumps:
Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 0.31 0.38 0.44 0.50 0.57
Fuel oil supply pump (4 bar discharge pressure) m³/h 0.15 0.18 0.22 0.25 0.28
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.32 0.38 0.45 0.51 0.57
Cooling Capacities:
Lubricating oil kW 79 95 110 126 142
Charge air L.T. kW 43 51 60 68 77
*Flow L.T. at 36°C inlet and 44°C outlet m3/h 13.1 15.7 18.4 21.0 23.6
Jacket cooling kW 107 129 150 171 193
Charge air H.T kW 107 129 150 171 193
Gas Data:
Exhaust gas flow kg/h 3,321 3,985 4,649 5,314 5,978
Exhaust gas temp. °C 330 330 330 330 330
Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 3,231 3,877 4,523 5,170 5,816
Starting Air System:
Air consumption per start Nm 0.47 0.56 0.65 0.75 0.84
Heat Radiation:
Engine kW 11 13 15 17 19
Alternator kW (see separate data from the alternator maker)
The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.
* The outlet temperature of the H.T. water is fixed to 80°C, and

44°C for L.T. water. At different inlet temperatures the flow will
change accordingly.
Example: if the inlet temperature is 25°C, then the L.T. flow will
change to (44-36)/(44-25)*100 = 42% of the original flow. If the
temperature rises above 36°C, then the L.T. outlet will rise ac-
cordingly.
178 56 53-3.0
** Max. permission inlet pressure 2.0 bar.
Fig. 4.06.02a: List of capacities for L16/24 1,000 rpm, IMO Tier I. Tier II values available on request.

MAN Diesel 198 42 054.5

MAN Diesel 4.06
Page 3 of 3
L16/24 GenSet Data
Cyl. 5 6 7 8 9
Max continues rating 1,200 rpm kW 500 660 770 880 990
Engine driven pumps:

LT cooling water pump 2 bar m³/h 27 27 27 27 27
HT cooling water pump 2 bar m³/h 27 27 27 27 27
Lubricating oil main pump 8 bar m³/h 21 21 35 35 35
Separate pumps:
Max. Delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Cooling capacity:
Charge air LT kW 40 57 70 82 95
Total LT system kW 119 160 192 222 254
Flow LT at 36°C inlet and 44°C outlet m³/h 13 17 21 24 27
Charge air HT kW 123 169 190 211 230
Total HT system kW 242 331 381 431 479
Flow HT at 44°Cinlet and 80°C outlet m³/h 6 8 9 10 11
Total from engine kW 361 491 573 653 733
LT flow at 36°C inlet m³/h 13 17 21 24 27
LT temp. Outlet engine °C 60 61 60 60 59
(at 36°C and 1 string cooling water system)
Gas Data:
Exhaust gas temp. °C 330 340 340 340 340
Max. Allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Heat Radiation:
Engine kW 9 13 15 18 21
Alternator kW (see separate data from the alternator maker)
The stated heat balances are based on tropical conditions. The exhaust gas data (exhaust gas flow, exhaust gas temp.
and air consumption). are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and 44°C for the LT water
At different inlet temperature the flow will change accordingly.
Example: If the inlet temperature is 25°C then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow.
If the temperature rises above 36°C, then the L.T. outlet will rise acordingly.
Fig. 4.06.02b: List of capacities for L16/24 1,200 rpm, IMO Tier I. Tier II values available on request.

MAN Diesel 198 42 054.5

MAN Diesel 4.07
Page 1 of 3
L21/31 GenSet Data

Power layout
900 r/min 60 Hz 1,000 r/min 50 Hz
Eng. kW Gen. kW Eng. kW Gen. kW
5L21/31 1,000 950 1,000 950
6L21/31 1,320 1,254 1,320 1,254
7L21/31 1,540 1,463 1,540 1,463
8L21/31 1,760 1,672 1,760 1,672
9L21/31 1,980 1,881 1,980 1,881
A B 1,200 1,400
C Q
178 23 043.2
**Dry weight
Cyl. no A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (900 rpm) 3,959 1,820 5,829 3,183 21.5
5 (1000 rpm) 3,959 1,870 5,829 3,183 21.5
6 (900 rpm) 4,314 2,000 6,314 3,183 23.7
6 (1000 rpm) 4,314 2,000 6,314 3,183 23.7
7 (900 rpm) 4,669 1,970 6,639 3,183 25.9
7 (1000 rpm) 4,669 1,970 6,639 3,183 25.9
8 (900 rpm) 5,024 2,250 7,274 3,289 28.5
8 (1000 rpm) 5,024 2,250 7,274 3,289 28.5
9 (900 rpm) 5,379 2,400 7,779 3,289 30.9
9 (1000 rpm) 5,379 2,400 7,779 3,289 30.9
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with galley)
** Weight incl. standard alternator (based on a Uljanik alternator)
All dimensions and masses are approximate, and subject to changes without prior notice.
Fig. 4.07.01: Power and outline of L21/31

MAN Diesel 198 42 066.5

MAN Diesel 4.07
Page 2 of 3
L21/31 GenSet Data

Cyl. 5 6 7 8 9
Maximum continuous rating at 900 rpm kW 950 1,320 1,540 1,760 1,980
Engine-driven pumps:
LT cooling water pump (1-2.5 bar) m³/h 55 55 55 55 55
HT cooling water pump (1-2.5 bar) m³/h 55 55 55 55 55
Lubricating oil pump (3-5 bar) m³/h 31 31 41 41 41
External pumps:
Max. delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Cooling capacities:
LT charge air kW 118 313 366 418 468
LT flow at 36°C inlet and 44°C outlet* m³/h 27.0 44.0 48.1 51.9 54.0
HT charge air kW 201 337 383 429 475
HT flow at 44°C inlet and 80°C outlet* m³/h 8.5 19.8 22.6 25.3 27.9
LT flow from engine at 36°C inlet m³/h 27.0 43.5 47.6 51.3 53.5
LT outlet temperature from engine at 36°C inlet °C 55 58 59 61 63
( 1-string cooling water system )
Gas data:
Exhaust gas temperature at turbine outlet °C 335 348 348 348 348
Maximum allowable back pressure bar 0.025 0.025 0.025 0.025 0.025
Starting air system:
Air consumption per start incl. air for jet assist Nm³ 1.0 1.2 1.4 1.6 1.8
Heat radiation:
Engine kW 49 50 54 58
Alternator kW ( See separate data from alternator maker )
The stated heat balances are based on 100% load and tropical
condition.
The mass flows and exhaust gas temperature are based on ISO
ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and
44°C for the LT water.
17856 53-3.0
Example: If the inlet temperature is 25°C then the LT flow will
change to (44-36)/(44-25)*100 = 42% of the original flow.
The HT flow will not change.
Fig. 4.07.02a: List of capacities for L21/31, 900 rpm, IMO Tier I. Tier II values available on request.

MAN Diesel 198 42 066.5

MAN Diesel 4.07
Page 3 of 3
L21/31 GenSet Data

Cyl. 5 6 7 8 9
Maximum continuous rating at 1000 rpm kW 1,000 1,320 1,540 1,760 1,980
Engine-driven pumps:
LT cooling water pump (1-2.5 bar) m³/h 61 61 61 61 61
HT cooling water pump (1-2.5 bar) m³/h 61 61 61 61 61
Lubricating oil pump (3-5 bar) m³/h 34 34 46 46 46
External pumps:
Max. delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Cooling capacities:
LT charge air kW 125 333 388 443 499
LT flow at 36°C inlet and 44°C outlet* m³/h 35.5 47.8 52.1 56.2 60.5
HT charge air kW 212 361 411 460 509
HT flow at 44°C inlet and 80°C outlet* m³/h 8.9 20.9 23.9 26.7 29.5
LT flow from engine at 36°C inlet m³/h 35.5 47.2 51.5 55.6 59.9
LT outlet temperature from engine at 36°C inlet °C 53 57 59 60 61
(1-string cooling water system)
Gas data:
Exhaust gas temperature at turbine outlet °C 335 333 333 333 333
Maximum allowable back pressure bar 0.025 0.025 0.025 0.025 0.025
Starting air system:
Air consumption per start incl. air for jet assist Nm³ 1.0 1.2 1.4 1.6 1.8
Heat radiation:
Engine kW 21 47 50 54 56
Alternator kW ( See separate data from alternator maker )
The stated heat balances are based on 100% load and tropical
condition.
The mass flows and exhaust gas temperature are based on ISO
ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and
44°C for the LT water.
17856 53-3.0
Example: If the inlet temperature is 25°C then the LT flow will
change to (44-36)/(44-25)*100 = 42% of the original flow.
The HT flow will not change.
Fig. 4.07.02a: List of capacities for L21/31, 1,000 rpm, IMO Tier I. Tier II values available on request.

MAN Diesel 198 42 066.5

MAN Diesel 4.08
Page 1 of 3
L23/30H GenSet Data

Power layout
720 r/min 60 Hz 750 r/min 50 Hz 900 r/min 60 Hz
Eng. kW Gen. kW Eng. kW Gen. kW Eng. kW Gen. kW
5L23/30H 650 620 675 640
6L23/30H 780 740 810 770 960 910
7L23/30H 910 865 945 900 1,120 1,065
8L23/30H 1,040 990 1,080 1,025 1,280 1,215
H P
A B 1,270 1,600
C Q
178 23 067.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 3,369 2,155 5,524 2,383 18.0
5 (750 r/min) 3,369 2,155 5,524 2,383 18.0
6 (720 r/min) 3,738 2,265 6,004 2,383 19.7
6 (750 r/min) 3,738 2,265 6,004 2,383 19.7
6 (900 r/min) 3,738 2,265 6,004 2,815 21.0
7 (720 r/min) 4,109 2,395 6,504 2,815 21.4
7 (750 r/min) 4,109 2,395 6,504 2,815 21.4
7 (900 r/min) 4,109 2,395 6,504 2,815 22.8
8 (720 r/min) 4,475 2,480 6,959 2,815 23.5
8 (750 r/min) 4,475 2,480 6,959 2,815 23.5
8 (900 r/min) 4,475 2,340 6,815 2,815 24.5
P Free passage between the engines, width 600 mm and height 2,000 mm 178 34 537.1
Q Min. distance between engines: 2,250 mm
** Weight includes a standard alternator, make A. van Kaick
All dimensions and masses are approximate and subject to change without prior notice.
Fig. 4.08.01: Power and outline of L23/30H

MAN Diesel 198 42 078.5

MAN Diesel 4.08
Page 2 of 3
L23/30H GenSet Data

Cyl. 5 6 7 8
Max. continuous rating at 720/750 RPM kW 650/675 780/810 910/945 1,040/1,080
Engine-driven Pumps:
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.0 1.0 1.0 1.0
L.T. cooling water pump (1-2.5 bar) m3/h 55 55 55 55
H.T. cooling water pump (1-2.5 bar) m3/h 36 36 36 36
Lub. oil main pump (3-5 bar) m3/h 16 16 20 20
Separate Pumps:
Diesel oil pump (4 bar at fuel oil inlet A1) m³/h 0.46/0.48 0.55/0.57 0.64/0.67 0.73/0.76
Fuel oil supply pump *** (4 bar discharge pressure) m3/h 0.22/0.23 0.27/0.28 0.31/0.33 0.36/0.37
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.46/0.48 0.56/0.58 0.65/0.67 0.74/0.77
L.T. cooling water pump* (1-2.5 bar) m3/h 35 42 48 55
L.T. cooling water pump** (1-2.5 bar) m3/h 48 54 60 73
H.T. cooling water pump (1-2.5 bar) m3/h 20 24 28 32
Lub. oil stand-by pump (3-5 bar) m3/h 14.0 15.0 16.0 17.0
Cooling Capacities:
Lubricating Oil:
Heat dissipation kW 69 84 98 112
L.T. cooling water quantity* m3/h 5.3 6.4 7.5 8.5
L.T. cooling water quantity** m3/h 18 18 18 25
Lub. oil temp. inlet cooler °C 67 67 67 67
L.T. cooling water temp. inlet cooler °C 36 36 36 36
Charge Air:
L.T. cooling water quantity m3/h 30 36 42 48
L.T. cooling water inlet cooler °C 36 36 36 36
Jacket Cooling:
H.T. cooling water quantity m3/h 20 24 28 32
H.T. cooling water temp. inlet cooler °C 77 77 77 77
Gas Data:
Exhaust gas flow kg/h 5,510 6,620 7,720 8,820
Exhaust gas temp. °C 310 310 310 310
Max. allowable back. press. bar 0.025 0.025 0.025 0.025
Air consumption kg/s 1.49 1.79 2.09 2.39
Air consumption per start Nm3 2.0 2.0 2.0 2.0
Heat Radiation:
Engine kW 21 25 29 34
Generator kW (See separat data from generator maker)
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump capaci-
ties at 750 RPM are 4% higher than stated. If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36°C.
Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
* Only valid for engines equipped with internal basic cooling water system nos. 1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.
*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption is
multiplied by 1.45.
Fig. 4.08.02a: List of capacities for L23/30H, 720/750 rpm, IMO Tier I.

MAN Diesel 198 42 078.5

MAN Diesel 4.08
Page 3 of 3
L23/30H GenSet Data

Cyl. 6 7 8
Max. continuous rating at 900 RPM kW 960 1,120 1,280
Engine-driven Pumps:
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.3 1.3 1.3
L.T. cooling water pump (1-2.5 bar) m3/h 69 69 69
H.T. cooling water pump (1-2.5 bar) m3/h 45 45 45
Lub. oil main pump (3.5-5 bar) m3/h 20 20 20
Separate Pumps:
Diesel oil pump (4 bar at fuel oil inlet A1) m³/h 0.69 0.81 0.92
Fuel oil supply pump*** (4 bar discharge pressure) m3/h 0.34 0.40 0.45
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.70 0.82 0.94
L.T. cooling water pump* (1-2.5 bar) m3/h 52 61 70
L.T. cooling water pump** (1-2.5 bar) m3/h 63 71 85
H.T. cooling water pump (1-2.5 bar) m3/h 30 35 40
Lub. oil stand-by pump (3.5-5 bar) m3/h 17 18 19
Cooling Capacities:
Lubricating Oil:
Heat dissipation kW 117 137 158
L.T. cooling water quantity* m3/h 7.5 8.8 10.1
SW L.T. cooling water quantity** m3/h 18 18 25
Lub. oil temp. inlet cooler °C 67 67 67
L.T. cooling water temp. inlet cooler °C 36 36 36
Charge Air:
L.T. cooling water quantity m3/h 46 53 61
L.T. cooling water inlet cooler °C 36 36 36
Jacket Cooling:
H.T. cooling water quantity m3/h 30 35 40
H.T. cooling water temp. inlet cooler °C 77 77 77
Gas Data:
Exhaust gas flow kg/h 8,370 9,770 11,160
Exhaust gas temp. °C 325 325 325
Max. allowable back. press. bar 0.025 0.025 0.025
Air consumption kg/s 2.25 2.62 3.00
Startiang Air System:
Air consumption per start Nm3 2.0 2.0 2.0
Haeat Radiation:
Engine kW 32 37 42
Generator kW (See separat data from generator maker)
If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36° C.
Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
* Only valid for engines equipped with internal basic cooling water system nos. 1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.
*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption is
multiplied by 1.45.
Fig. 4.08.02b: List of capacities for L23/30H, 900 rpm, IMO Tier I.

MAN Diesel 198 42 078.5

MAN B&W
Installation Aspects

5
MAN Diesel
MAN B&W 5.01
Page 1 of 1
Space Requirements and Overhaul Heights
The latest version of most of the drawings of this A special crane beam for dismantling the turbo-
section is available for download at www.mandie- charger must be fitted. The lifting capacity of the
sel.com under ‘Marine’ → ‘Low Speed’ → ‘Instal- crane beam for dismantling the turbocharger is
lation Drawings’. First choose engine series, then stated in Section 5.03.
engine type and select from the list of drawings
available for download. The overhaul tools for the engine are designed
to be used with a crane hook according to DIN
15400, June 1990, material class M and load ca-
Space Requirements for the Engine pacity 1Am and dimensions of the single hook
type according to DIN 15401, part 1.
The space requirements stated in Section 5.02
are valid for engines rated at nominal MCR (L1). The total length of the engine at the crankshaft
level may vary depending on the equipment to
The additional space needed for engines be fitted on the fore end of the engine, such as
equipped with PTO is stated in Chapter 4. adjustable counterweights, tuning wheel, moment
compensators or PTO.
If, during the project stage, the outer dimensions
of the turbocharger seem to cause problems, it
is possible, for the same number of cylinders, to
use turbochargers with smaller dimensions by
increasing the indicated number of turbochargers
by one, see Chapter 3.
Overhaul of Engine
The distances stated from the centre of the crank-

shaft to the crane hook are for the normal lifting
procedure and the reduced height lifting proce-
dure (involving tilting of main components). The
lifting capacity of a normal engine room crane can
be found in Fig. 5.04.01.
The area covered by the engine room crane shall

be wide enough to reach any heavy spare part re-
quired in the engine room.
A lower overhaul height is, however, available by

using the MAN B&W DoubleJib crane, built by
Danish Crane Building A/S, shown in Figs. 5.04.02
and 5.04.03.
Please note that the distance ‘E’ in Fig. 5.02.01,

given for a doublejib crane is from the centre
of the crankshaft to the lower edge of the deck
beam.
MAN B&W MC/MCC, ME/MEC/MEGI/ME-B engines

MAN Diesel 198 43 754.6
MAN B&W 5.02
Page of 2
Space Requirement
' "

$ECKæBEAM
)
6ª
. /
#YLæ 2 3
&
(

"ULKHEAD ,

&LOOR
*

4ANKæTOP
$
,UBæOILæTANK
+ ! ^
178 34 33-0.1
Normal/minimum centre line distance for twin

engine installation: 3,450/2,800 mm (2,800 mm
for common gallery for starboard and port design
engines).
The dimensions are given in mm, and are for

guidance only. If the dimensions cannot be
fulfilled, please contact MAN Diesel or our local
representative.
Fig. 5.02.01a: Space requirement for the engine, turbocharger on aft end (4 59 121)
MAN B&W S26MC6

MAN Diesel 198 57 88-2.0
MAN B&W 5.02
Page of 2
Cyl. No. 5 6 7 8 9 10 11 12
Fore end: A minimum shows basic engine
min. 3,637 4,127 4,617 5,107 5,597 6,577 7,067 7,557 A maximum shows engine with
A built-on tuning wheel
max. 3,732 4,222 4,712 5,202 5,692 6,672 7,162 7,652 For PTO: See corresponding space
requirement
MAN Diesel, ABB The required space to
B 1,880 and Mitsubishi the engine room casing
turbochargers includes top bracing
2,107 - - 2,470 2,756 2,520 - - MAN Diesel TCA Dimension according to
C - - 2,239 2,376 2,514 - - - ABB TPL turbocharger choice at
- - 2,186 2,323 2,461 - - -
Mitsubishi MET nominal MCR
The dimension includes a cofferdam of 600 mm
D 1,590 1,590 1,600 1,630 1,650 1,650 1,650 1,650 and must fulfil minimum height to tank top ac-
cording to classification rules
The distance from crank-
4,600 Electrical crane
shaft centre line to lower
E edge of deck beam,
4,525 Manual crane when using MAN B&W
Double Jib Crane
Minimum overhaul height, normal lifting
4,850
procedure
F
Minimum overhaul height, reduced height lifting
4,750
procedure
See ‘Engine Top Bracing’, if top bracing fitted
G 1,990
on camshaft side
H 3,520 See ‘Engine outline’
- - - - - - - - MAN Diesel TCA Dimension according to
I - - - - - - - - ABB TPL turbocharger choice at
- - 1,020 1,020 1,020 - - - Mitsubishi MET nominal MCR
Space for tightening control of holding down
J 319
bolts
K must be equal to or larger than the propeller
K See text shaft, if the propeller shaft is to be drawn into
the engine room
L 1,690 Space for air cooler element overhaul
N 1,126
O 1,466 The distances cover required space and
R 782 hook travelling width for turbocharger TCR22
S 814
Maximum 15° when engine room has minimum
V 0°, 15°, 30°, 45°, 60°, 75°, 90°
headroom above the turbocharger
Fig. 5.02.01b: Space requirement for the engine
MAN B&W S26MC6

MAN Diesel 198 57 88-2.0
MAN B&W 5.03
Page 1 of 3
Crane beam for overhaul of turbocharger

a Crane beam for MAN B&W
transportation of
Crane beam for Crane beam components Units TCR18 TCR20 TCR22
dismantling of
components W kg 1,000 1,000 1,000
Crane hook HB mm 800 900 1,000
Main engine/aft cylinder
b m 500 500 500
Engine room side

Gas outlet flange
Turbocharger
ABB
Units TPL65
W kg 1,000
HB
HB mm 650
b b m 550
Mitsubishi
Units MET33
W kg 1,000
HB mm 1,500
b m 600
079 43 38-0.0.0 The figures ‘a’ are stated on the ‘Engine and Gallery Outline’
drawing, Section 5.06.
Fig. 5.03.01a: Required height and distance Fig. 5.03.01b: Required height and distance and weight
For the overhaul of a turbocharger, a crane beam The crane beams are to be placed in relation
with trolleys is required at each end of the turbo- to the turbocharger(s) so that the components
charger. around the gas outlet casing can be removed in
connection with overhaul of the turbocharger(s).
Two trolleys are to be available at the compressor
end and one trolley is needed at the gas inlet end. The crane beam can be bolted to brackets that
are fastened to the ship structure or to columns
Crane beam no. 1 is for dismantling of turbo- that are located on the top platform of the engine.
charger components.
Crane beam no. 2 is for transporting turbocharger The lifting capacity of the crane beam for the
components. heaviest component ‘W’, is indicated in Fig.
See Figs. 5.03.01a and 5.03.02. 5.03.01b for the various turbocharger makes. The
crane beam shall be dimensioned for lifting the
The crane beams can be omitted if the main en- weight ‘W’ with a deflection of some 5 mm only.
gine room crane also covers the turbocharger
area. HB indicates the position of the crane hook in the
vertical plane related to the centre of the turbo-
The crane beams are used and dimensioned for charger. HB and b also specifies the minimum
lifting the following components: space for dismantling.
• Exhaust gas inlet casing For engines with the turbocharger(s) located on
• Turbocharger inlet silencer the exhaust side, EoD No. 4 59 122, the letter
• Compressor casing ‘a’ indicates the distance between vertical cen-
• Turbine rotor with bearings trelines of the engine and the turbocharger.
MAN B&W S26MC6

MAN Diesel 198 44 91-5.2
MAN B&W 5.03
Page 2 of 3
Crane beam for turbochargers
Crane beam for transportation of components
Crane beam for dismantling of components
Spares
Crane beam for dismantling of components
Crane beam for transportation of components
178 52 746.0
Fig. 5.03.02: Crane beam for turbocharger
MAN B&W S42MC7, S35MC7, L35MC6, S26MC6

MAN Diesel 198 48 535.6
MAN B&W 5.03
Page 3 of 3
Crane beam for overhaul of air cooler
Overhaul/exchange of scavenge air cooler.

3. Take out the cooler insert by using the above
The text and figures are for guidance only. placed crane beam mounted on the engine.
Valid for all engines with aft mounted Turbocharger. 4. Turn the cooler insert to an upright position.
1. Dismantle all the pipes in the area around the 5. By using the engine room crane the air cooler
air cooler. insert can be lifted out of the engine room.
2. Dismantle all the pipes around the inlet cover

for the cooler.
Crane beam
for A/C
1 2 3 4
1 2 3 4
Fig.: 5.03.04: Crane beam for overhaul of air cooler, turbocharger located on aft end of the engine 517 93 99-9.0.0

MAN Diesel 198 48 535.6
MAN B&W 5.04
Page of 3
Engine room crane

-!.æ"7æ$OUBLE*IBæ#RANE
$

.ORMALæCRANE
$ECK $ECK
$ECKæBEAM $ECKæBEAM
""
#
!
!
#RANKSHAFT #RANKSHAFT
"ASEæLINEæ "ASEæLINEæ
3PARES
079 43 08-1.1.0
2ECOMMENDEDæAREAæTOæBEæCOVEREDæ 1) The lifting tools for the engine are designed to fit together
BYæTHEæENGINEæROOMæCRANEæææ
with a standard crane hook with a lifting capacity in ac-
cordance with the figure stated in the table. If a larger
!
crane hook is used, it may not fit directly to the overhaul

tools, and the use of an intermediate shackle or similar
%NGINEæROOMæHATCH -INIMUMæAREAæTOæBEæCOVEREDæBYæ between the lifting tool and the crane hook will affect the
THEæENGINEæROOMæCRANE
æ requirements for the minimum lifting height in the engine
room (dimension B)
2) The hatched area shows the height where an MAN B&W

DoubleJib Crane has to be used.
Fig. 5.04.01: Engine room crane
Normal crane
Height to crane hook
MAN B&W DoubleJib Crane
in mm for:
Crane capacity
Crane
in tons selected Reduced
Weight in kg operating
in accordance with height lifting
including lifting tools width
DIN and JIS Normal procedure
in mm Buildingin height
standard capacities lifting involving
tilting of main in mm
procedure
components
(option)
Cylinder Cylinder Piston Normal MAN B&W A B1 B1 C D
cover liner with with crane DoubleJib Minimum Minimum Minimum Minimum Additional height
complete cooling piston Crane distance height from height from height from required for
with jacket rod and centre line centre line centre line removal of
exhaust stuffing crankshaft crankshaft exhaust valve
crankshaft
valve box to centre to under- without remov-
to underside
line crane side deck ing any exhaust
deck beam
hook beam valve stud
375 475 200 0.5 2x0.5 1,200 4,850 4,750 4,600 250
The crane hook travelling area must cover at least The crane hook should at least be able to reach
the full length of the engine and a width in accord- down to a level corresponding to the centre line of
ance with dimension A given on the drawing, see the crankshaft.
crosshatched area.
For overhaul of the turbocharger(s), trolley mount-
It is furthermore recommended that the engine ed chain hoists must be installed on a separate
room crane can be used for transport of heavy crane beam or, alternatively, in combination with
spare parts from the engine room hatch to the the engine room crane structure, see ‘Crane beam
spare part stores and to the engine. See example for overhaul of turbochargers’ with information
on this drawing. about the required lifting capacity for overhaul of
turbocharger(s).
MAN B&W S26MC6

MAN Diesel 198 57 52-2.0
MAN B&W 5.04
Page 2 of 3
Overhaul with MAN B&W DoubleJib Crane

Deck beam
MAN B&W DoubleJib crane
The MAN B&W DoubleJib

crane is available from:
Centre line crankshaft
Danish Crane Building A/S

P.O. Box 54
Østerlandsvej 2
DK9240 Nibe, Denmark
Telephone: + 45 98 35 31 33
Telefax: + 45 98 35 30 33
Email: dcb@dcb.dk
178 24 863.2
Fig. 5.04.02: Overhaul with DoubleJib crane

MAN Diesel 198 45 348.4
MAN B&W 5.04
Page 3 of 3
MAN B&W DoubleJib Crane
Deck beam
30
M
Chain collecting box
178 37 30-1.1
This crane is adapted to the special tool for low overhaul.
Dimensions are available on request.
Fig. 5.04.03: MAN B&W DoubleJib crane, option: 4 88 701
MAN B&W MC/MCC, ME/MEC/ME-GI/ME-B engines

MAN Diesel 198 45 419.2
MAN B&W 5.05
Page 1 of 1
Engine Outline, Galleries and Pipe Connections
Engine outline
The total length of the engine at the crankshaft

level may vary depending on the equipment to
be fitted on the fore end of the engine, such as
adjustable counterweights, tuning wheel, moment
compensators or PTO, which are shown as alter-
natives in Section 5.06
Engine masses and centre of gravity
The partial and total engine masses appear from

Section 19.04, ‘Dispatch Pattern’, to which the
masses of water and oil in the engine, Section
5.08, are to be added. The centre of gravity is
shown in Section 5.07, in both cases including the
water and oil in the engine, but without moment
compensators or PTO.
Gallery outline
Section 5.06 show the gallery outline for engines

rated at nominal MCR (L1).
Engine pipe connections
The positions of the external pipe connections on

the engine are stated in Section 5.09, and the cor-
responding lists of counterflanges for pipes and
turbocharger in Section 5.10.
The flange connection on the turbocharger gas

outlet is rectangular, but a transition piece to a cir-
cular form can be supplied as an option: 4 60 601.

MAN Diesel 198 47 158.3
MAN B&W 5.06
Page of 3
Engine and Gallery Outline
!FTæCYL
#YLæ
D G
A
#YLæ

L "ASIC LL &OREæEND
WITHæTUNING
WHEELDAMPER

,Læçæ,LL

111 17 36-1.1.0
T/C Type a c d e f Cyl. no. g Ll Lll
MAN TCR18 5 1,960 3,637 3,732

Diesel TCR20 6 2,450 4,127 4,222
Available on request
ABB TPL65 7 2,940 4,617 4,712
MHI MET33MA 8 3,430 5,107 5,202
9 3,920 5,597 5,692
10
Data for 10-12
11
cylinders are available on request.
12
Fig. 5.06.01a: Engine outline, 6S26MC6 with turbocharger on aft end
MAN B&W S26MC6

MAN Diesel 198 63 64-5.0
MAN B&W 5.06
Page of 3

!FTæCYL

#YLæ

E
C

F

G
MPER

-INæSPACEæFORæOVERHAUL
OFæAIRæCOOLERæELEMENT

-INæSPACEæFORæOVERHAUL
OFæWATERæMISTæCATCHER

111 17 36-1.1.0
Please note that the latest version of the dimensioned drawing is available for download at www.mandiesel.com under ‘Marine’ →
‘Low Speed’ → ‘Installation Drawings’. First choose engine series, then engine type and select ‘Outline drawing’ for the actual num-
ber of cylinders and type of turbocharger installation in the list of drawings available for download.
For platform dimensions, see ‘Gallery Outline’.
Fig. 5.06.01b: Engine outline, 6S26MC6 with turbocharger on aft end
MAN B&W S26MC6

MAN Diesel 198 63 64-5.0
MAN B&W 5.06
Page of 3
!FTæCYL
#YLæ

æHOLESæFORæPISTONæOVERHAULING
182 64 35-9.2.0
Please note that the latest version of the dimensioned drawing is available for download at www.mandiesel.com under ‘Marine’
→ ‘Low Speed’ → ‘Installation Drawings’. First choose engine series, then engine type and select ‘Outline drawing’ for the actual
number of cylinders and type of turbocharger installation in the list of drawings available for download.
Fig. 5.06.01c: Gallery outline, 6S26MC6 with turbocharger on aft end
MAN B&W S26MC6

MAN Diesel 198 63 64-5.0
MAN B&W 5.07
Page of 1
Centre of Gravity
#YLæ
#ENTREæOFæGRAVITY
#ENTREæLINEæCRANKSHAFT
8 :
178 40 32-1.0
No. of cylinders 5 6 7 8 9* 10* 11* 12*

Distance X mm 1,275 1,490 1,730 1,990
Distance Y mm 1,320 1,340 1,340 1,350
Distance Z mm 60 60 55 55
All values stated are approximate
*The data for 9-12 cylinder engines with two turbochargers on exhaust side, are available on request
Fig. 5.07.01: Centre of gravity
MAN B&W S26MC6

MAN Diesel 198 57 12-7.0
MAN B&W 5.08
Page of 1
Mass of Water and Oil
Mass of water and oil in engine in service

No. of Mass of water Mass of oil
cylinders Jacket cooling Scavenge air Total Engine system Oil pan Total
water cooling water
kg kg kg kg kg kg
5 90 95 165 45 120 165
6 110 95 205 75 190 265
7 130 95 225 90 230 320
8 150 95 245 105 270 375
9
10
11
12
Fig. 5.08.01: Water and oil in engine
MAN B&W S26MC6 198 56 90-9.0

MAN B&W 5.09
Page of 3
Engine Pipe Connections

A G

K !0

6

!.
!
"8
!+ 5 !# 8

+ "&
&
!(

!4
!&
!'
!3
0 . !6

!%

!FTæCYL

#YLæ
!%
2

!, !-

3 3 3 3

111 17 26-5.2.0
The letters refer to list of ‘Counterflanges’, fig, 5.10.01
T/C Type a h h1 k k1 Cylinder g n m
MAN TCR18 5 1,960 1,960 -

Diesel TCR20 6 2,450 1,960 -
ABB TPL65 7 2,940 1,960 2,940
MHI MET33MA 8 3,430 1,960 3,430
9 3,920 1,960 3,430
h1-MAN Diesel turbocharger with k1-circular gas outlet. 10
Data for 10-12
11
cylinders are available on request.
12
Please note that the latest version of the dimensioned drawing is available for download at www.mandiesel.com under ‘Marine’ →
‘Low Speed’ → ‘Installation Drawings’. First choose engine series, then engine type and select ‘Outline drawing’ for the actual num-
ber of cylinders and type of turbocharger installation in the list of drawings available for download.
For platform dimensions, see ‘Gallery Outline’.
Fig. 5.09.01a: Engine pipe connections, 6S26MC6 with turbocharger on aft end
MAN B&W S26MC6

MAN Diesel 198 63 66-9.0
MAN B&W 5.09
Page of 3

H

$

% !0

6
8
!2 "8
!
"8 &
5 !# 8 !.
!+
+ 5
"&
&8
& +
!" !(
!"
!4 !4
!&
!3
!6

!'
0ç.

!

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!%
!, 2
2

!,ç!-

3 3 3
3

111 17 26-5.2.0
The letters refer to list of ‘Counterflanges’, fig. 5.10.01
!&

!2

Fig. 5.09.01b: Engine pipe connections, 6S26MC6 with turbocharger on aft end
MAN B&W S26MC6

MAN Diesel 198 63 66-9.0
MAN B&W 5.09
Page of 3

- - %

8
"8

&

&8
!"
!"

!&
"

#

!%
!FTæCYL

#YLæ
!%

3

H
!& "8
&8
8
&

!2
K

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- ,

!
!%

111 17 26-5.2.0
The letters refer to list of ‘Counterflanges’, fig. 5.10.01
Fig. 5.09.01c: Engine pipe connections, 6S26MC6 with turbocharger on aft end
MAN B&W S26MC6

MAN Diesel 198 63 66-9.0
MAN B&W 5.10
Page of 1
Counterflanges
Refe Flange Bolts
Cyl. no. DN * Description
rence Diam. PCD Thickn. Diam. No.
A 5-9 185 145 22 M16 8 65 Starting air inlet (Neck flange for welding supplied)
B 5-9 Coupling for 16 mm pipe Control air inlet
C 5-9 Coupling for 16 mm pipe Safety air inlet
D 5-9 See Fig. 5.10.02 Exhaust gas outlet
E 5-9 Nominal dia. 50 mm pipe Venting of lub.oil discharge pipe turbocharger
F 5-9 90x90 85 14 M12 4 25 Fuel oil outlet
5-9 165 125 18 M16 4 50
K Fresh cooling water inlet
7-9 185 145 18 M16 4 65
5-9 165 125 18 M16 4 50
L Fresh cooling water outlet
7-9 185 145 18 M16 4 65
M 5-9 Coupling for 12 mm pipe Fresh cooling water de-aeration
N 5-9 220 180 20 M16 8 100 Sea cooling water inlet to air cooler
P 5-9 220 180 20 M16 8 100 Sea cooling water outlet from air cooler
RU 5-9 165 125 18 M16 4 50 Lubricating oil inlet (System oil)
S 5-9 See special drawing System oil outlet to bottom tank (Vertical)
S1 5-9 340 295 24 M20 8 200 System oil outlet to bottom tank (Horisontal)
5-6 200 160 18 M16 8 80
U Cooling oil inlet (System oil)
7-9 210 170 20 M16 8 90
V 5-9 445 400 19 M20 12 300 Exh. gas bypass for emergency running (for MAN-NR-T.C)
X 5-9 150 110 18 M16 4 40 Fuel oil inlet (Neck flange for welding supplied)
TCR18
TCR20 Lubricating oil outlet from MAN Diesel (TCR), MHI (MET) &
AB Available on request
TPL65 ABB (TPL) turbocharger
MET33MA
AC 5-9 Coupling for 16 mm pipe Lubricating oil inlet to cylinder lubricators
AE 5-9 Coupling for 20 mm pipe Fuel oil drain pipe
AF 5-9 Coupling for 30 mm pipe Fuel oil drain outlet
AG 5-9 140 100 16 M16 4 32 Lub. oil from stuff. box. for piston rods to draintk.
AH 5-9 Coupling for 30 mm pipe Cooling water drain
AK 5-9 Coupling for 25 mm pipe Inlet cleaning air cooler
AL 5-9 Coupling for 25 mm pipe Outlet water mist catcher
AM 5-9 Coupling for 25 mm pipe Outlet air cooler to chemical cleaning tank
AN 5-9 Coupling for 20 mm pipe Water washing inlet turbocharger
AP 5-9 Coupling for 10 mm pipe Air inlet for softblast cleaning of turbocharger
AR 5-9 150 110 16 M16 4 40 Oil vapour disharge
AS 5-9 Coupling for 16 mm pipe Cooling water drain air cooler
AT 5-9 Coupling for 20 mm pipe Fire extinguishing in scavenge air box
AV 5-9 165 125 18 M16 4 50 Drain from scavenge air chambers to closed drain tank
BF 5-9 Coupling for 10 mm pipe
Heating of HFO pipe
BX 5-9 Coupling for 10 mm pipe
* DN indicates the nominal diameter of the piping on the engine. For external pipes the diameters should be calculated
according to the fluid velocities (see list of capacities) or the recommended pipe sizes in diagrams should be used.
111 17 28-9.2.0
Table 5.10.01: List of counterflanges, 5-9S26MC6. Reference is made to section 5.09 Engine Pipe Connections
MAN B&W S26MC6

MAN Diesel 198 63 65-7.0
MAN B&W 5.10
Page 1 of 3
Counterflanges, Connection D
MAN Diesel Type TCA/TCR
Dia 1
L
A
PC
D
a2
IW
Di
F
B
W
D
IL
G
C
E N x diameter (O) N x diameter (O)
Type TCA series - Retangular type

T.C. L W IL IW A B C D E F G N O
TCA44 1,012 430 910 328 962 286 854 - 972 96 122 24 ø13
TCA55 1,206 516 1,080 390 1,143 360 1,000 472 1,155 120 125 26 ø18
TCA66 1,433 613 1,283 463 1,358 420 1,200 560 1,373 140 150 26 ø18
TCA77 1,694 720 1,524 550 1,612 480 1,280 664 1,628 160 160 34 ø22
TCA88 2,012 855 1,810 653 1,914 570 1,710 788 1,934 160 190 28 ø22
TCA99 2,207 938 1,985 717 2,100 624 1,872 866 2,120 208 208 28 ø22
Type TCR series - Round type

T.C. Dia 1 Dia 2 PCD N L
O
A 22 x ø14
TCR18 425 310 395 12 ø22
TCR22 595 434 550 16 ø22
IW
F
4x90
390
300
D
B
IL
710
G 7x110
C Nx Thread (0) 800
MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines

MAN Diesel 198 66 70-0.2
MAN B&W 5.10
Page 2 of 3
ABB Type TPL/A100
Dia 1
L
A
PC
D a2
IW
Di
W
B
D
F
IL
G
C N x diameter (O) N x diameter (O)
Type TPL - Retangular type

L
T.C. L W IL IW
A A B C D F G N O
TPL73 1,168 550 984 381 1,092 324 972 492 108 108 28 ø26
IW
TPL77 1,372 638 1,176 462 1,294 390 1,170 580 130 130 28 ø26
W
D
B
F
TPL80 1,580 729 1,364 538

IL 1,494 450 1,350 668 150 150 28 ø30
TPL85 1,910 857 1,740 690
G
1,812 700 1,540 796 140 140 36 ø30
C N x diameter (O)
TPL91 2,226 958 2,006 770 2,134 625 1,875 896 125 125 48 ø22
Type TPL - Round type

T.C. Dia 1 Dia 2 PCD N O
TPL69 650 500 600 20 ø22
TPL65 540 400 495 16 ø22
Type A100 series

T.C. Dia 1 Dia 2 PCD N O
A165
A170
A175
A180
A185
A190

MAN Diesel 198 66 70-0.2
Dia 1
L
A
PC
MAN B&W D a2 5.10
IW
Di
W
B
D
F
IL Page 3 of 3
MHI Type MET G

C N x diameter (O) N x diameter (O)
L
A
IW
W
D
B
F
IL
G
C N x diameter (O)
Type MET
T.C. L W IL IW A B C D F G N O
MET33MA Available on request
MET42MA 883 365 793 275 850 240 630 335 80 90 24 ø15
MET53MA 1,122 465 1,006 349 1,073 300 945 420 100 105 28 ø20
MET60MA 1,230 660 1,120 388 1,190 315 1,050 500 105 105 30 ø20
MET66MA 1,380 560 1,254 434 1,330 345 1,200 510 115 120 30 ø24
MET71MA 1,520 700 1,400 480 1,475 345 1,265 640 115 115 34 ø20
MET83MA 1,740 700 1,586 550 1,680 450 1,500 640 150 150 30 ø24
MET90MA 1,910 755 1,750 595 1,850 480 1,650 695 160 165 30 ø24
503 26 38-6.0.1
Fig. 5.10.02: Turbocharger, exhaust outlet

MAN Diesel 198 66 70-0.2
MAN B&W 5.10
Page 1 of 3
Counterflanges, Connection E
MAN Diesel Type TCA

Dia
Dia
L
L
W W
N x diameter (O)
N x diameter (O)
Type TCA series

T.C. Dia L W N O Thickness of flanges
TCA77 116 126 72 4 20 18
TCA88 141.5 150 86 4 20 18
TCA99 141.5 164 94 4 22 24
Dia 1
TCA
Dia
Dia
L
L
N x diameter (O) PCD
W W
N x diameter (O)
N x diameter (O)
Type TCA series

T.C. Dia L W N O Thickness of flanges
TCA55 77.5 86 76 4 16 15
Dia 2
TCA66 W 90.5 110 90 4 18 16
Dia 1
Dia 1
TPL
Dia
B
L
N x diameter (O) PCD A

Dia 2
W
Dia 1
MET
MAN Diesel 198 70 27-3.0
Dia

TCA
Dia
Dia
L
L
MAN B&W W W
5.10
N x diameter (O)
N x diameter (O)
Page 2 of 3
ABB Type TPL
Dia 1
TPL
Type TPL series

T.C. Dia 1 PCD N O Thickness of flanges
TPL65B 165 125 4 18 18
TPL69B 185 145 4 18 18 Dia 2
W
TPL73B11/12/13 185 145 4 18 Dia 1 18
MET
TPL77B11/12/13
TPL80B11/12/13
185
200
145
160
4
8
18
18
18
20
Dia
TPL85B11/12/13 200 165 8 19 16

TPL85B14/15/16 200 160 8 16 14
TPL91B 210 175 8 18 19

MAN Diesel 198 70 27-3.0
Dia 1
TPL
MAN B&W 5.10
N x diameter (O) PCD Page 3 of 3
MHI Type MET

Dia
Dia
L
L
Dia 2
W
Dia 1
MET W
N x diameter (O)
Dia
W
N x diameter (O)
B
L
Type MET series

Dia 1T.C. Dia PCD L W N O Thickness of flanges
MET33MA 43.5 95 95 95 4 14 12
MET42MA 61.5 105 105 105 4 14 14
MET53MA 77 130 125 125 4 14 14
MET60MA 90 145 140 140 4 18 14
MET66MA
N x diameter (O) PCD 90 145 140 140 4 18 14
MET71MA 90 145 140 140 4 18 14
MET90MA 115 155 155 155 4 18 14
Dia 2
W
Dia 1
Dia
B
L

Type MET series - Round type

T.C. Dia 1 Dia 2 PCD B N O Thickness of flanges (A)
MET83MA 180 90 145 114.3 4 18 14
Fig. 5.10.03: Venting of lubbricating oil discharge pipe for turbochargers

MAN Diesel 198 70 27-3.0
MAN B&W 5.11
Page 1 of 1
Engine Seating and Holding Down Bolts
The latest version of most of the drawings of this

section is available for download at www.mandie-
sel.com under ‘Marine’ → ‘Low Speed’ → ‘Instal-
lation Drawings’. First choose engine series, then
engine type and select ‘Engine seating’ in the
general section of the list of drawings available for
download.
Engine seating and arrangement of holding

down bolts
The dimensions of the seating stated in Figs.

5.12.01 and 5.12.02 are for guidance only.
The engine is designed for mounting on epoxy

chocks, EoD: 4 82 102, in which case the under-
side of the bedplate’s lower flanges has no taper.
The epoxy types approved by MAN Diesel are:
• ‘Chockfast Orange PR 610 TCF’ from

ITW Philadelphia Resins Corporation, USA
• ‘Durasin’ from Daemmstoff

Industrie Korea Ltd
• ‘Epocast 36’ from

H.A. Springer - Kiel, Germany.
MAN B&W MC/MCC, ME/ME-C/MEGI/MEB engines

MAN Diesel 198 41 765.7
MAN B&W 5.12
Page of 5
Epoxy Chocks Arrangement
!LLæHOTæWORKæONæTHEæTANKTOPæMUSTæBEæFINISHEDæBEFOREæTHEæEPOXYæISæCAST
)FæMEASURINGæPINSæAREæREQUIREDæWEæRECOMMENDæTHATæTHEYæAREæINSTALLED
ATæTHEæPOSITIONSæMARKEDæBYæ
æMMæTHICKæDAMMINGS æMMæFREEæSPACEæBETWEENæDAMMINGS
! "

# # $ $
! "

¢

æææ4HRUST
BEARING
ææAFTæ#YL
ææ%NGINE
æææ#YL
æææ#YL
æææ#YL

æææ#YL

¢

4HEæWIDTHæOF
MACHININGæON
THEæUNDERSIDE
OFæBEDPLATE
¢
¢
¢
¢
¢
¢

-æHOLESæINæTHEæBEDPLATEæFORæALIGNMENTæSCREWS
XæOFFææHOLES
INæTHEæBEDPLATE æHOLESæINæTHEæBEDPLATEæANDææHOLESæINæTHEæTOPPLATE
%NDæFLANGEæOFæTHRUSTæSHAFT
! !
%POXYæWEDGESæTOæBE %FFECTIVEæ æTOæææENGINE

CHISELLEDæAFTER
CURINGæTOæENABLE
MOUNTINGæOFæSIDE
CHOCKæLINERS

Fig.5.12.01a: Epoxy chocks arrangement
MAN B&W S26MC

MAN Diesel 198 58 44-5.0
MAN B&W 5.12
Page of 5
" " # #
%FFECTIVEæ æTOæææENGINE -

$ $
-
!FTERæCURINGæOFæEPOXY
CHOCKSæTHEæALIGNMENT
SCREWSæAREæTOæBE
LOOSENEDæAæCOUPLEæOF
TURNSæSOæASæTOæBEæCLEAR
OFæTHEæTOPæPLATE
178 18 7-8.2
For details of chocks and bolts see special drawings. 1) The engine builder drills the holes for holding
down bolts in the bedplate while observing the
For securing of supporting chocks see special toleranced locations indicated on MAN B&W
drawing. drawings for machining the bedplate
This drawing may, subject to the written consent of 2) The shipyard drills the holes for holding down
the actual engine builder concerned, be used as a bolts in the top plates while observing the toler-
basis for markingoff and drilling the holes for hold- anced locations given on the present drawing
ing down bolts in the top plates, provided that:
3) The holding down bolts are made in accord-
ance with MAN B&W drawings of these bolts.
Fig. 5.12.01b: Arrangement of epoxy chocks and holding down bolts
MAN B&W S26MC

MAN Diesel 198 58 44-5.0
MAN B&W 5.12
Page of 5
Engine Seating Profile
3ECTION¬! !
4HISæSPACEæTOæBEæKEPTæFREEæFROMæPIPESæETCæALONGæBOTHæSIDES
OFæTHEæENGINEæINæORDERæTOæFACILITATEæTHEæOVERHAULæWORKæON
HOLDINGæDOWNæBOLTSæSUPPORTINGæCHOCKSæANDæSIDEæCHOCKS #ENTRELINEæCRANKSHAFT

#ENTRELINEæENGINE
$
æç
æææ
"

)FæREQUIREDæBYæCLASSIFICATION

SOCIETYæAPPLYæTHISæBRACKET
4HICKNESSæOFæBRACKETæISæTHE

SAMEæASæTHICKNESSæOFæ
FLOORPLATES

"

2

4HICKNESSæOFæFLOORPLATESæBETWEENæ 3LOTSæTOæBEæCUTæINæVERTICAL
MAINæENGINEæGIRDERSææMM FLOORPLATESæTOæCLEARæNUTS
WHENæNECESSARY
Holding down bolts, option: 4 82 602 include:

1. Protecting cap 4. Distance pipe
2. Spherical nut 5. Round nut
3. Spherical washer 6. Holding down bolt
178 18 15-4.1a
Fig.5.12.02a: Profile of engine seating with vertical oil outlet
MAN B&W S26MC

MAN Diesel 198 58 32-5.0
MAN B&W 5.12
Page of 5
3ECTION¬! !
4HISæSPACEæTOæBEæKEPTæFREEæFROMæPIPESæETCæALONGæBOTHæSIDES #ENTRELINE
OFæTHEæENGINEæINæORDERæTOæFACILITATEæTHEæOVERHAULæWORKæON #RANKSHAFT
HOLDINGæDOWNæBOLTSæSUPPORTINGæCHOCKSæANDæSIDEæCHOCKS

$
#ENTRELINEæENGINE
æç
æææ
"

)FæREQUIREDæBYæCLASSIçæ
FICATIONæSOCIETYæAPPLYæ
THISæBRACKET
4HICKNESSæOFæBRACKETæ

ISæTHEæSAMEæASæTHICKçæ
NESSæOFæFLOORPLATES
"

2

2

4HICKNESSæOFæFLOORPLATESæBETWEENæ 3LOTSæTOæBEæCUTæINæVERTICAL
MAINæENGINEæGIRDERSææMM FLOORPLATESæTOæCLEARæNUTS
WHENæNECESSARY
Holding down bolts, option: 4 82 602 include:

1. Protecting cap 4. Distance pipe
2. Spherical nut 5. Round nut
3. Spherical washer 6. Holding down bolt
178 18 15-4.1b
Fig.5.12.02b: Profile of engine seating with horizontal oil outlet
MAN B&W S26MC

MAN Diesel 198 58 32-5.0
MAN B&W 5.12
Page of 5
3ECTION¬" "
Side chock brackets, option: 4 82 622 includes:
1. Side chock brackets
#ENTRELINE
CYLINDER
-IDDLEæOFæ
MAINæBEARING
Side chock liners, option: 4 82 620 includes:
2. Liner for side chock
3. Lock plate
4. Washer
5. Hexagon socket set screw
$ETAIL¬$

178 57 37-3.0
Fig. 5.12.02c: Profile of engine seating, end chocks, option: 4 82 620

End chock bolts, option: 4 82 610 includes:
4APERææ
ABOUTæ 1. Stud for end chock bolt
2. Round nut
3. Round nut
4. Spherical washer
æABOUTæ
5. Spherical washer
6. Protecting cap

End chock liner, option: 4 82 612 includes:

3PACEæFORæHYDRAULIC
TIGHTENINGæJACK 7. Liner for end chock
End chock brackets, option: 4 82 614 includes:

8. End chock bracket
178 51 17-0.0
Fig. 5.12.02d: Profile of engine seating, end chocks, option: 4 82 610
MAN B&W S26MC

MAN Diesel 198 58 32-5.0
MAN B&W 5.13
Page of 1
Engine Top Bracings

Because of the small size of the engine, we con-
sider the guide force moments as harmless, and
no special countermeasures are to be taken.
MAN B&W L35MC6, S26MC6

MAN Diesel 198 58 81-5.0
MAN B&W 5.14
Page 1 of 1
Mechanical Top Bracing
MAN B&W K98MC6/7, K98MC-C6/7, S35MC-C9, L35MC6, S26MC6,

ME/ME-B/MEC/MEGI engines MAN Diesel 198 47 648.3
MAN B&W 5.15
Page 1 of 1
Hydraulic Top Bracing Arrangement
MAN Diesel 198 47 922.0

MAN B&W 5.16
Page of 1
Components for Engine Control System

MAN Diesel 198 60 30-2.0
MAN B&W 5.17
Page 1 of 3
Shaftline Earthing Device
Scope and field of application Cabling of the shaftline earthing device to the hull
must be with a cable with a cross section not less
A difference in the electrical potential between the than 45 mm². The length of the cable to the hull
hull and the propeller shaft will be generated due should be as short as possible.
to the difference in materials and to the propeller
being immersed in sea water. Monitoring equipment should have a 4-20 mA
signal for alarm and a mV-meter with a switch for
In some cases, the difference in the electrical changing range. Primary range from 0 to 50 mV
potential has caused spark erosion on the thrust, DC and secondary range from 0 to 300 mV DC.
main bearings and journals of the crankshaft of
the engine. When the shaftline earthing device is working
correctly, the electrical potential will normally be
In order to reduce the electrical potential between within the range of 10-50 mV DC depending of
the crankshaft and the hull and thus prevent spark propeller size and revolutions.
erosion, a highly efficient shaftline earthing device
must be installed. The alarm set-point should be 80 mV for a high
alarm. The alarm signals with an alarm delay of 30
The shaftline earthing device should be able to seconds and an alarm cut-off, when the engine is
keep the electrical potential difference below 50 stopped, must be connected to the alarm system.
mV DC. A shaft-to-hull monitoring equipment with
a mV-meter and with an output signal to the alarm Connection of cables is shown in the sketch, see
system must be installed so that the potential and Fig. 5.17.01.
thus the correct function of the shaftline earthing
device can be monitored.
Note that only one shaftline earthing device is

needed in the propeller shaft system.
Design description
The shaftline earthing device consists of two silver

slip rings, two arrangements for holding brushes
including connecting cables and monitoring
equipment with a mV-meter and an output signal
for alarm.
The slip rings should be made of solid silver or

back-up rings of cobber with a silver layer all over.
The expected life span of the silver layer on the
slip rings should be minimum 5 years.
The brushes should be made of minimum 80%

silver and 20% graphite to ensure a sufficient
electrical conducting capability.
Resistivity of the silver should be less than 0.1μ

Ohm x m. The total resistance from the shaft to
the hull must not exceed 0.001 Ohm.

MAN Diesel 198 49 292.4
MAN B&W 5.17
Page 2 of 3
Cable
connected
to the hull
Brush holder
arrangement
Monitoring
equipment
with mVmeter Cable
connected
to the hull
Slip ring Cable

to alarm
system
Slip ring
for monitoring
equipment Brush holder
arrangement
079 21 82-1.3.1.0
Fig. 5.17.01: Connection of cables for the shaftline earthing device
Shaftline earthing device installations
The shaftline earthing device slip rings must be

mounted on the foremost intermediate shaft as
close to the engine as possible, see Fig. 5.17.02
Rudder
Voltage monitoring
for shafthull potential
Propeller difference
Shaftline
earthing device
Current Main bearings
Propeller shaft Thrust bearing
Intermediate shaft Intermediate shaft bearing
079 21 82-1.3.2.0
Fig. 5.17.02: Installation of shaftline earthing device in an engine plant without shaft-mounted generator

MAN Diesel 198 49 292.4
MAN B&W 5.17
Page 3 of 3
When a generator is fitted in the propeller shaft

system, where the rotor of the generator is part of
the intermediate shaft, the shaftline earthing de-
vice must be mounted between the generator and
the engine, see Fig. 5.17.03
Rudder
Voltage monitoring
for shafthull potential
Propeller difference
Shaftline
earthing device
Current Main bearings
Propeller shaft Thrust bearing
Intermediate shaft Shaft mounted alternator

where the rotor is part of
the intermediate shaft
Intermediate shaft bearing
079 21 82-1.3.3.0
Fig. 5.17.03: Installation of shaftline earthing device in an engine plant with shaft-mounted generator

MAN Diesel 198 49 292.4
MAN B&W 5.18
Page 1 of 8
MAN Diesel’s Alpha Controllable Pitch Propeller and Alphatronic Propulsion Control
MAN Diesel’s Alpha Controllable Pitch propeller VBS type CP propeller designation and range
On MAN Diesel’s Alpha VBS type Controllable The VBS type CP propellers are designated ac-
Pitch (CP) propeller, the hydraulic servo motor cording to the diameter of their hubs, i.e. ‘VBS2240’
setting the pitch is built into the propeller hub. A indicates a propeller hub diameter of 2,240 mm.
range of different hub sizes is available to select
an optimum hub for any given combination of The standard VBS type CP propeller programme,
power, revolutions and ice class. its diameters and the engine power range covered
is shown in Fig. 5.18.01.
Standard blade/hub materials are NiAlbronze.
Stainless steel is available as an option. The pro- The servo oil system controlling the setting of the
pellers are based on ‘no ice class’ but are avail- propeller blade pitch is shown in Fig.5.18.05.
able up to the highest ice classes.
Propeller Diameter (mm)

10,000
V B S224 0
9,000
VB S20 80
V B S19 4
8,000 0
V B S18
00
7,000 V B S16
80
V B S15
60
V B S14
6,000 60
V B S13
80
V B S1
28 0
5,000 V B S1
180
V B S1
080
4,000 VBS
980
VBS
860
3,000 VBS
74 0
VBS
640
2,000
1,000
0
0 5 10 15 20 25 30 35 40
Engine Power (1,000 kW)
178 22 239.1
Fig. 5.18.01: VBS type Controllable Pitch (CP) propeller diameter (mm)
MAN B&W S70MC, S70MC-C/ME-C/ME-GI, L70MC-C/ME-C,

MAN Diesel 198 46 953.5
S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC

MAN B&W 5.18
Page 2 of 8
Data Sheet for Propeller
Identification:_ _______________________________
S W I
178 22 360.0
Fig. 5.18.02a: Dimension sketch for propeller design purposes
Type of vessel:_______________________________
For propeller design purposes please provide us
with the following information:
1. S:_______________ mm 7. Maximum rated power of shaft generator: kW

W:_ _____________ mm
I:________________ mm (as shown above) 8. Optimisation condition for the propeller:
To obtain the highest propeller efficiency
2. Stern tube and shafting arrangement layout please identify the most common service con-
dition for the vessel.
3. Propeller aperture drawing
Ship speed:____________________________ kn
4. Complete set of reports from model tank (re- Engine service load:_____________________ %
sistance test, selfpropulsion test and wake Service/sea margin:_____________________ %
measurement). In case model test is not avail- Shaft generator service load:_____________ kW
able the next page should be filled in. Draft:__________________________________ m
5. Drawing of lines plan 9. Comments:
6. Classification Society:___________
Ice class notation:_ _____________
Table 5.18.02b: Data sheet for propeller design purposes

MAN Diesel 198 46 953.5

MAN B&W 5.18
Page 3 of 8
Main Dimensions
Symbol Unit Ballast Loaded

Length between perpendiculars LPP m
Length of load water line LWL m
Breadth B m
Draft at forward perpendicular TF m
Draft at aft perpendicular TA m
Displacement o m3
Block coefficient (LPP) CB 
Midship coefficient CM 
Waterplane area coefficient CWL 
Wetted surface with appendages S m2
Centre of buoyancy forward of LPP/2 LCB m
Propeller centre height above baseline H m
Bulb section area at forward perpendicular AB m2
178 22 970.0
Table 5.18.03: Data sheet for propeller design purposes, in case model test is not available this table should be filled in
Propeller clearance
To reduce pressure impulses and vibrations emit-

ted from the propeller to the hull, MAN Diesel
recommend a minimum tip clearance as shown in
Fig. 5.18.04.
Y
For ships with slender aft body and favourable

inflow conditions the lower values can be used,
whereas full afterbody and large variations in
D
wake field cause the upper values to be used. X
In twinscrew ships the blade tip may protrude Baseline

Z
below the base line. 178 22 372.0
Dismant-
High skew Nonskew Baseline
ling
Hub propeller propeller clearance
of cap
Y mm Y mm Z mm
X mm
VBS 1280 390
VBS 1380 420
VBS 1460 450
VBS 1560 480
1520% 2025% Min.
VBS 1680 515
of D of D 50100
VBS 1800 555
VBS 1940 590
VBS 2080 635
Fig. 5.18.04: Propeller clearance VBS 2240 680
178 48 589.0

MAN Diesel 198 46 953.5

MAN B&W 5.18
Page 4 of 8
Servo oil system for VBS type CP propeller
The design principle of the servo oil system for If deviation occurs, a proportional valve is actu-
MAN Diesel’s Alpha VBS type CP propeller is ated. Hereby high pressure oil is fed to one or the
shown in Fig. 5.18.05. other side of the servo piston, via the oil distribu-
tor ring, until the desired propeller pitch has been
The VBS system consists of a servo oil tank unit, reached.
the Hydraulic Power Unit, and a coupling flange
with electrical pitch feedback box and oil distribu- The pitch setting is normally remote controlled,
tor ring. but local emergency control is possible.
The electrical pitch feedback box continuously

measures the position of the pitch feedback ring
and compares this signal with the pitch order sig-
nal.
Hydraulic Power Unit
Oil tank
forward
seal
Stern
tube oil Pitch
tank order
PI
PAL
TI
PI PAH PAL
TAH
LAL PSL PSL

M M
Servo
piston
Pitch
feedback
Hydraulic
Lip ring seals pipe
M M
Propeller shaft
Zinc Monoblock Stern Oil distribution Drain

anode hub tube ring tank
178 22 384.1
Fig. 5.18.05: Servo oil system for MAN Diesel’s Alpha VBS type CP propeller

MAN Diesel 198 46 953.5

MAN B&W 5.18
Page 5 of 8
Hydraulic Power Unit for Alpha CP propeller
The servo oil tank unit, the Hydraulic Power Unit Maximum system pressure is set on the safety
for MAN Diesel’s Alpha CP propeller shown in Fig. valve.
5.18.06, consists of an oil tank with all other com-
ponents top mounted to facilitate installation at The return oil is led back to the tank via a thermo-
yard. static valve, cooler and paper filter.
Two electrically driven pumps draw oil from the oil The servo oil unit is equipped with alarms accord-
tank through a suction filter and deliver high pres- ing to the Classification Society’s requirements
sure oil to the proportional valve. as well as necessary pressure and temperature
indicators.
One of two pumps are in service during normal
operation, while the second will start up at power- If the servo oil unit cannot be located with maxi-
ful manoeuvring. mum oil level below the oil distribution ring, the
system must incorporate an extra, small drain
A servo oil pressure adjusting valve ensures mini- tank complete with pump, located at a suitable
mum servo oil pressure at any time hereby mini- level, below the oil distributor ring drain lines.
mizing the electrical power consumption.
178 22 396.0
Fig. 5.18.06: Hydraulic Power Unit for MAN Diesel’s Alpha CP propeller, the servo oil tank unit

MAN Diesel 198 53 208.2

MAN B&W 5.18
Page 6 of 8
Alphatronic 2000 Propulsion Control System
MAN Diesel’s Alphatronic 2000 Propulsion Control • Thrust control with optimization of propeller
System (PCS) is designed for control of propul pitch and shaft speed. Selection of combina
sion plants based on diesel engines with CP pro tor, constant speed or separate thrust mode is
pellers. The plant could for instance include tunnel possible. The rates of changes are controlled to
gear with PTO/PTI, PTO gear, multiple engines on ensure smooth manoeuvres and avoidance of
one gearbox as well as multiple propeller plants. propeller cavitation.
As shown in Fig. 5.18.07, the propulsion control • A Load control function protects the engine
system comprises a computer controlled system against overload. The load control function con
with interconnections between control stations via tains a scavenge air smoke limiter, a load pro
a redundant bus and a hard wired backup control gramme for avoidance of high thermal stresses
system for direct pitch control at constant shaft in the engine, an automatic load reduction and
speed. an engineer controlled limitation of maximum
load.
The computer controlled system contains func
tions for: • Functions for transfer of responsibility be
tween the local control stand, engine control
• Machinery control of engine start/stop, engine room and control locations on the bridge are
load limits and possible gear clutches. incorporated in the system.
Main Control Station

Bridge Wing (Center) Bridge Wing
RPM Pitch RPM Pitch RPM Pitch
Operator Operator ES: Emergency Stop Operator

Panel (*) ES Panel BU ES Panel (*) ES
BU: BackUp Control
Duplicated Network
Handles
Bridge interface
Ship’s RPM Pitch

Alarm
System
System failure alarm, Load reduction, Load red. Cancel alarm
Operator
Panel
Engine Control Room
Engine Room Start/Stop/Slow turning, Start blocking, Remote/Local

Governor limiter cancel Shaft Generator
Speed Set / PMS
Fuel Index
Charge Air Press. Propulsion Auxiliary Control
Control Equipment
Governor
Local engine Engine overload (max. load)

control System
Pitch Set Coordinated
(In governor)
STOP
STOP
Remote/Local Control
START
Propeller Pitch
STOP
OVER Operator Backup selected System

LOAD Closed Loop
Panel Control Box
(OPP)
PI PI Engine speed
Pitch
Ahead/ Shut down, Shut down reset/cancel
Astern I
Terminals for Engine
PI
engine monitoring safety
sensors system
Terminals for
propeller
monitoring
sensors Pitch
178 22 406.1
Fig. 5.18.07: MAN Diesel’s Alphatronic 2000 Propulsion Control System

MAN Diesel 198 53 221.2

MAN B&W 5.18
Page 7 of 8
Propulsion control station on the main bridge
For remote control, a minimum of one control sta • Propeller monitoring panel with backup in
tion located on the bridge is required. struments for propeller pitch and shaft speed.
This control station will incorporate three mod • Thrust control panel with control lever for
ules, as shown in Fig. 5.18.08: thrust control, an emergency stop button and
push buttons for transfer of control between
• Propulsion control panel with push buttons control stations on the bridge.
and indicators for machinery control and a dis
play with information of condition of operation
and status of system parameters.
288 144
PROPELLER PROPELLER
RPM PITCH
288
BACK UP
IN TAKE
CONTROL
CONTROL CONTROL
ON/OFF
178 22 418.1
Fig. 5.18.08: Main bridge station standard layout

MAN Diesel 198 53 221.2

MAN B&W 5.18
Page 8 of 8
Renk KAZ Clutch for auxilliary propulsion sys- Further information about Alpha CP propeller
tems
For further information about MAN Diesel’s Alpha
The Renk KAZ Clutch is a shaftline declutching Controllable Pitch (CP) propeller and the Alpha
device for auxilliary propulsion systems which tronic 2000 Remote Control System, please refer
meets the class notations for redundant propul to our publications:
sion.
CP Propeller – Product Information
The Renk KAZ clutch facilitates reliable and
simple ‘take home’ and ‘take away’ functions in Alphatronic 2000 PCS Propulsion Control System
twostroke engine plants. It is described in Sec
tion 4.04. The publications are available at
www.mandiesel.com under
‘Quicklinks’ → ‘Technical Papers’

MAN Diesel 198 53 221.2

MAN B&W
List of Capacities:
Pumps, Coolers &
Exhaust Gas

6
MAN Diesel
MAN B&W 6.01
Page 1 of 1
Calculation of List of Capacities and Exhaust Gas Data
Updated engine and capacities data is available nominally rated MCR point, the list of capacities
from the CEAS program on www.mandiesel.com will be different from the nominal capacities.
under ‘Marine’ → ‘Low speed’ → ‘CEAS Engine
Room Dimensions’. Furthermore, among others, the exhaust gas data
depends on the ambient temperature conditions.
This chapter describes the necessary auxiliary ma-
chinery capacities to be used for a nominally rated Based on examples for a derated engine, the way
engine. The capacities given are valid for seawater of how to calculate the derated capacities, fresh-
cooling system and central cooling water system, water production and exhaust gas amounts and
respectively. For derated engine, i.e. with a speci- temperatures will be described in details.
fied MCR and/or optimising point different from the
Nomenclature
In the following description and examples of the auxiliary machinery capacities, freshwater generator pro-
duction and exhaust gas data, the below nomenclatures are used:
Engine ratings Point / Index Power Speed

Nominal MCR point L1 PL1 nL1
Specified MCR point M PM nM
Optimising point O PO nO
Service point S PS nS
Fig. 6.01.01: Nomenclature of basic engine ratings
Parameters Cooler index Flow index

Q = Heat dissipation air scavenge air cooler sw seawater flow
V = Volume flow lub lube oil cooler cw cooling/central water flow
M = Mass flow jw jacket water cooler exh exhaust gas
T = Temperature cent central cooler fw freshwater
Fig. 6.01.02: Nomenclature of coolers and volume flows, etc.
Engine configurations related to SFOC

The engine type is available in the following ver-
sion only with respect to the efficiency of the tur-
bocharger:
With conventional turbocharger, which is the

basic design and for which the lists of capacities
Section 6.03 are calculated.
For this engine type the optimising point O has to

be equal to the specified MCR point M.
MAN B&W S46MC-C7/8, S42MC7, S40MC-C9,

S35MC-C9, S35MC7, L35MC6, S26MC6 MAN Diesel 198 61 68-1.1
MAN B&W 6.02
Page 1 of 1
List of Capacities and Cooling Water Systems
The List of Capacities contain data regarding the The capacities for the starting air receivers and
necessary capacities of the auxiliary machinery the compressors are stated in Fig. 6.03.01.
for the main engine only, and refer to a nominally
rated engine. Complying with IMO Tier II NOx limi-
tations. Heat radiation and air consumption
The heat dissipation figures include 10% extra The radiation and convection heat losses to the
margin for overload running except for the scav- engine room is around 1% of the engine nominal
enge air cooler, which is an integrated part of the power (kW in L1).
diesel engine.
The air consumption is approximately 98.2%
of the calculated exhaust gas amount, ie.
Cooling Water Systems Mair = Mexh x 0.982.
The capacities given in the tables are based on

tropical ambient reference conditions and refer to Flanges on engine, etc.
engines with high efficiency/conventional turbo-
charger running at nominal MCR (L1) for: The location of the flanges on the engine are
shown in: ‘Engine pipe connections’, and the flang-
• Seawater cooling system, es are identified by reference letters stated in the
See diagram, Fig. 6.02.01 and nominal capaci- ‘List of flanges’; both can be found in Chapter 5.
ties in Fig. 6.03.01
The diagrams use the ‘Basic symbols for piping’,
• Central cooling water system, whereas the symbols for instrumentation accord-
See diagram, Fig. 6.02.02 and nominal capaci- ing to ‘ISO 12191’ and ‘ISO 12192’ and the in-
ties in Fig. 6.03.01 strumentation list found in Appendix A.
Scavenge air cooler
45 C
Seawater Seawater outlet

32 C 38 C
Lubricating oil cooler Jacket water cooler
80 C
Fig. 6.02.01: Diagram for seawater cooling system 178 11 264.1
Seawater outlet
80 C
Jaket
water
Central cooler
cooler
Scavenge
air 43 C
cooler (s)
Lubricating
45 C oil
cooler
Central coolant
Seawater inlet 36 C
32 C
Fig. 6.02.02: Diagram for central cooling water system 178 11 276.1
MAN B&W MC/MC-C/ME/ME-C/ME-B/ME-GI-TII engines

MAN Diesel 198 74 63-3.0
MAN B&W 6.03
Page 1 of 8
List of Capacities for 5S26MC6-TII at NMCR - IMO NOx Tier II compliance
Seawater cooling Central cooling

1 x TCR18-21 Conventional TC High eff. TC Conventional TC High eff. TC
1 x TCR18-21
-
-
Pumps
Fuel oil circulation m³/h 1.8 N.A. N.A. N.A. N.A. N.A. 1.8 N.A. N.A. N.A. N.A. N.A.
Fuel oil supply m³/h 0.5 N.A. N.A. N.A. N.A. N.A. 0.5 N.A. N.A. N.A. N.A. N.A.
Jacket cooling m³/h 20.0 N.A. N.A. N.A. N.A. N.A. 20.0 N.A. N.A. N.A. N.A. N.A.
Seawater cooling * m³/h 72.0 N.A. N.A. N.A. N.A. N.A. 70.0 N.A. N.A. N.A. N.A. N.A.
Main lubrication oil * m³/h 56.0 N.A. N.A. N.A. N.A. N.A. 56.0 N.A. N.A. N.A. N.A. N.A.
Central cooling * m³/h - - - - - - 61 - - - - -
Scavenge air cooler(s)

Heat diss. app. kW 740 N.A. N.A. N.A. N.A. N.A. 730 N.A. N.A. N.A. N.A. N.A.
Central water flow m³/h - N.A. N.A. N.A. N.A. N.A. 28 N.A. N.A. N.A. N.A. N.A.
Seawater flow m³/h 38 N.A. N.A. N.A. N.A. N.A. - N.A. N.A. N.A. N.A. N.A.
Lubricating oil cooler

Heat diss. app. * kW 300 N.A. N.A. N.A. N.A. N.A. 300 N.A. N.A. N.A. N.A. N.A.
Lube oil flow * m³/h 56.0 N.A. N.A. N.A. N.A. N.A. 56.0 N.A. N.A. N.A. N.A. N.A.
Jacket water cooler

Jacket water flow m³/h 20 N.A. N.A. N.A. N.A. N.A. 20 N.A. N.A. N.A. N.A. N.A.
Central cooler
Heat diss. app. * kW - N.A. N.A. N.A. N.A. N.A. 1,420 N.A. N.A. N.A. N.A. N.A.
Seawater flow m³/h - N.A. N.A. N.A. N.A. N.A. 70 N.A. N.A. N.A. N.A. N.A.
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume m³ 2 x 1.0 N.A. N.A. N.A. N.A. N.A. 2 x 1.0 N.A. N.A. N.A. N.A. N.A.
Compressor cap. m³ 60 N.A. N.A. N.A. N.A. N.A. 60 N.A. N.A. N.A. N.A. N.A.
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Other values
Fuel oil heater kW 47 N.A. N.A. N.A. N.A. N.A. 47 N.A. N.A. N.A. N.A. N.A.
Exh. gas temp. °C 265 N.A. N.A. N.A. N.A. N.A. 265 N.A. N.A. N.A. N.A. N.A.
Exh. gas amount kg/h 15,300 N.A. N.A. N.A. N.A. N.A. 15,300 N.A. N.A. N.A. N.A. N.A.
Air consumption kg/h 4.1 N.A. N.A. N.A. N.A. N.A. 4.1 N.A. N.A. N.A. N.A. N.A.
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel recommended type and/or torsional vibration
damper the engine's capacities must be increased by those stated for the actual system
For List of Capacities for derated engines and performance data at part load please visit http://www.manbw.dk/ceas/erd/
Table 6.03.01e: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN B&W S26mc6-TII

MAN Diesel 198 71 02-7.0
MAN B&W 6.03
Page 2 of 8

1 x TCR18-21
-
-
Pumps


Jacket water cooler

Central cooler
Other values
Table 6.03.01f: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN B&W S26mc6-TII

MAN Diesel 198 71 02-7.0
MAN B&W 6.03
Page 3 of 8

Conventional TC High eff. TC Conventional TC High eff. TC
1 x MET33MA
1 x MET33MA
1 x TCR20-21
1 x TCR20-21
-
-
Pumps
Fuel oil circulation m³/h 2.4 N.A. 2.4 N.A. N.A. N.A. 2.4 N.A. 2.4 N.A. N.A. N.A.
Fuel oil supply m³/h 0.7 N.A. 0.7 N.A. N.A. N.A. 0.7 N.A. 0.7 N.A. N.A. N.A.
Jacket cooling m³/h 28.0 N.A. 28.0 N.A. N.A. N.A. 28.0 N.A. 28.0 N.A. N.A. N.A.
Seawater cooling * m³/h 100.0 N.A. 97.0 N.A. N.A. N.A. 97.0 N.A. 95.0 N.A. N.A. N.A.
Main lubrication oil * m³/h 72.0 N.A. 73.0 N.A. N.A. N.A. 72.0 N.A. 73.0 N.A. N.A. N.A.
Central cooling * m³/h - - - - - - 99 - 96 - - -

Heat diss. app. kW 1,030 N.A. 1,030 N.A. N.A. N.A. 1,020 N.A. 1,020 N.A. N.A. N.A.
Central water flow m³/h - N.A. - N.A. N.A. N.A. 52 N.A. 52 N.A. N.A. N.A.
Seawater flow m³/h 52 N.A. 52 N.A. N.A. N.A. - N.A. - N.A. N.A. N.A.

Heat diss. app. * kW 420 N.A. 375 N.A. N.A. N.A. 420 N.A. 375 N.A. N.A. N.A.
Lube oil flow * m³/h 72.0 N.A. 73.0 N.A. N.A. N.A. 72.0 N.A. 73.0 N.A. N.A. N.A.
Jacket water cooler

Heat diss. app. kW 540 N.A. 540 N.A. N.A. N.A. 540 N.A. 540 N.A. N.A. N.A.
Jacket water flow m³/h 28 N.A. 28 N.A. N.A. N.A. 28 N.A. 28 N.A. N.A. N.A.
Central cooler
Heat diss. app. * kW - N.A. - N.A. N.A. N.A. 1,980 N.A. 1,940 N.A. N.A. N.A.
Seawater flow m³/h - N.A. - N.A. N.A. N.A. 97 N.A. 95 N.A. N.A. N.A.
Receiver volume m³ 2 x 1.0 N.A. 2 x 1.0 N.A. N.A. N.A. 2 x 1.0 N.A. 2 x 1.0 N.A. N.A. N.A.
Compressor cap. m³ 60 N.A. 60 N.A. N.A. N.A. 60 N.A. 60 N.A. N.A. N.A.
Other values
Fuel oil heater kW 63 N.A. 63 N.A. N.A. N.A. 63 N.A. 63 N.A. N.A. N.A.
Exh. gas temp. °C 265 N.A. 265 N.A. N.A. N.A. 265 N.A. 265 N.A. N.A. N.A.
Exh. gas amount kg/h 21,400 N.A. 21,400 N.A. N.A. N.A. 21,400 N.A. 21,400 N.A. N.A. N.A.
Air consumption kg/h 5.8 N.A. 5.8 N.A. N.A. N.A. 5.8 N.A. 5.8 N.A. N.A. N.A.
Table 6.03.01g: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN B&W S26mc6-TII

MAN Diesel 198 71 02-7.0
MAN B&W 6.03
Page 4 of 8

1 x MET33MA
1 x MET33MA
1 x TCR20-21
1 x TCR20-21
-
-
Pumps


Jacket water cooler

Central cooler
Other values
Table 6.03.01h: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN B&W S26mc6-TII

MAN Diesel 198 71 02-7.0
MAN B&W 6.03
Page 5 of 8

1 x MET33MA
1 x MET33MA
1 x TCR20-21
1 x TCR20-21
-
-
Pumps


Jacket water cooler

Central cooler
Other values
Table 6.03.01i: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN B&W S26mc6-TII

MAN Diesel 198 71 02-7.0
MAN B&W 6.03
Page 6 of 8

2 x TCR18-21
-
-
Pumps

Heat diss. app. kW 1,470 N.A. N.A. N.A. N.A. N.A. 1,460 N.A. N.A. N.A. N.A. N.A.

Jacket water cooler

Central cooler
Other values
Table 6.03.01j: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN B&W S26mc6-TII

MAN Diesel 198 71 02-7.0
MAN B&W 6.03
Page 7 of 8

2 x TCR18-21
-
-
Pumps


Jacket water cooler

Central cooler
Other values
Table 6.03.01k: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN B&W S26mc6-TII

MAN Diesel 198 71 02-7.0
MAN B&W 6.03
Page 8 of 8

2 x TCR18-21
-
-
Pumps


Jacket water cooler

Central cooler
Other values
Table 6.03.01l: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN B&W S26mc6-TII

MAN Diesel 198 71 02-7.0
MAN B&W 6.04
Page of 12
Auxiliary Machinery Capacities

The dimensioning of heat exchangers (coolers) The percentage power (PM%) and speed (nM%) of L1
and pumps for derated engines can be calculated ie: PM% = PM/PL1 x 100%
on the basis of the heat dissipation values found nM% = nM/nL1 x 100%
by using the following description and diagrams. for specified MCR (M) of the derated engine is
Those for the nominal MCR (L1), may also be used used as input in the abovementioned diagrams,
if wanted. giving the % heat dissipation figures relative to
those in the ‘List of Capacities’,
The nomenclature of the basic engine ratings and
3PECIFIEDæ-#2æPOWERææOFæ,
coolers, etc. used in this section is shown in Fig. 0-
6.01.01 and 6.01.02.
,

Cooler heat dissipations

, /-
For the specified MCR (M) the following three dia- 1JW

grams in Figs. 6.04.01, 6.04.02 and 6.04.03 show
,
reduction factors for the corresponding heat dis-
sipations for the coolers, relative to the values

stated in the ‘List of Capacities’ valid for nominal ,
MCR (L1).

3PECIFIEDæ-#2æPOWERææOFæ, N-
0- 3PECIFIEDæ-#2æENGINEæSPEEDææOFæ,

, Qjw% = e(– 0.0811 x ln (nM%) + 0.8072 x ln (PM%) + 1.2614) 178 54 64-0.1
æ
æ Fig. 6.04.02: Jacket water cooler, heat dissipation Qjw%

in point M, in % of the L1 value Qjw, L1
æ
, -
1AIRæ æ 3PECIFIEDæ-#2æPOWERææOFæ,

, 0-

,
,

N- , -
3PECIFIEDæ-#2æENGINEæSPEEDææOFæ,

178 53 75-3.1
1LUB ,
Qair% = 100 x (PM/PL1)1.68 x (nM/nL1) – 0.83 x kO

,
kO = 1 + 0.27 x (1 – PO/PM) = 1

N-
Fig. 6.04.01: Scavenge air cooler, heat dissipation Qair% in
3PECIFIEDæ-#2æENGINEæSPEEDææOFæ,
point M, in % of the L1 value Qair, L1 and valid for PO = PM..
As optimising point O = M, correction kO = 1 178 53 77-7.1
Qlub% = 67.3009 x ln (nM%) + 7.6304 x ln (PM%)

 245.0714
Fig. 6.04.03: Lubricating oil cooler, heat dissipation

Qlub% in point M, in % of the L1 value Qlub, L1
MAN B&W S46MC-C8, S42MC7, S35MC7,

L35MC6, S26MC6 MAN Diesel 198 61 71-5.0
MAN B&W 6.04
Page 2 of 12
The derated cooler capacities may then be found order to avoid too low a water velocity in the scav-
by means of following equations: enge air cooler pipes.
Qair, M = Qair, L1 x (Qair% / 100)
As the jacket water cooler is connected in series
Qjw, M = Qjw, L1 x (Qjw% / 100)
with the lube oil cooler, the seawater flow capac-
Qlub, M = Qlub, L1 x (Qlub% / 100) ity for the latter is used also for the jacket water
and for a central cooling water system the central cooler.
cooler heat dissipation is:
Qcent,M = Qair,M + Qjw,M + Qlub,M
Central cooling water system
Pump capacities If a central cooler is used, the above still applies,

but the central cooling water capacities are used
The pump capacities given in the ‘List of Capaci- instead of the above seawater capacities. The
ties’ refer to engines rated at nominal MCR (L1). seawater flow capacity for the central cooler can
For lower rated engines, only a marginal saving in be reduced in proportion to the reduction of the
the pump capacities is obtainable. total cooler heat dissipation, i.e. as follows:
Vcw,air,M = Vcw,air,L1 x (Qair% / 100)
To ensure proper lubrication, the lubricating oil
Vcw,lub,M = Vcw,lub,L1 x (Qlub% / 100)
pump must remain unchanged.
Vcw,jw,M = Vcw,lub,M
Also, the fuel oil circulating and supply pumps Vcw,cent,M = Vcw,air,M + Vcw,lub,M
should remain unchanged. Vsw,cent,M = Vsw,cent,L1 x Qcent,M / Qcent,L1
In order to ensure reliable starting, the starting air

compressors and the starting air receivers must
also remain unchanged. Pump pressures
The jacket cooling water pump capacity is rela- Irrespective of the capacities selected as per the
tively low. Practically no saving is possible, and it above guidelines, the belowmentioned pump
is therefore unchanged. heads at the mentioned maximum working tem-
peratures for each system shall be kept:
Seawater cooling system Pump Max. working

head bar temp. ºC
The derated seawater pump capacity is equal to Fuel oil supply pump 4 100
the sum of the below found derated seawater flow Fuel oil circulating pump 6 150
capacities through the scavenge air and lube oil Lubricating oil pump 3.9 70
coolers, as these are connected in parallel. Seawater pump 2.5 50
Central cooling water pump 2.5 80
The seawater flow capacity for each of the scav-
Jacket water pump 3.0 100
enge air, lube oil and jacket water coolers can
be reduced proportionally to the reduced heat
dissipations found in Figs. 6.04.01, 6.04.02 and Flow velocities
6.04.03, respectively i.e. as follows:
Vsw,air,M = Vsw,air,L1 x (Qair% / 100) For external pipe connections, we prescribe the
following maximum velocities:
Vsw,lub,M = Vsw,lub.L1 x Qlub% / 100)
Vsw,jw,M = Vsw,lub,M Marine diesel oil .......................................... 1.0 m/s
Heavy fuel oil . ............................................. 0.6 m/s
However, regarding the scavenge air cooler(s), Lubricating oil . ............................................ 1.8 m/s
the engine maker has to approve this reduction in Cooling water .............................................. 3.0 m/s
MAN B&W S26MC6

MAN Diesel 198 43 87-4.2
MAN B&W 6.04
Page 3 of 12
Calculation of List of Capacities for Derated Engine

Example 1:
Pump and cooler capacities for a derated 6S26MC6-TII with conventionel MAN Diesel turbocharger type
TCR, fixed pitch propeller and central cooling water system.
Nominal MCR, (L1) PL1: 2,400 kW (100.0%) and 250.0 r/min (100.0%)
Specified MCR, (M) PM: 2,040 kW (85.0%) and 225.0 r/min (90.0%)
Optmising point, (O) PO: 2,040 kW (85.0%) and 225.0 r/min (90.0%), PO = 100.0% of PM
The method of calculating the reduced capaci- Total cooling water flow through scavenge air
ties for point M (nM% = 90.0% and PM% = 85.0%) is coolers
shown below. Vcw,air,M = Vcw,air,L1 x Qair% / 100

The values valid for the nominal rated engine are Vcw,air,M = 38 x 0.831 = 32 m3/h
found in the ‘List of Capacities’, Figs. 6.03.01 and
6.03.02, and are listed together with the result in Cooling water flow through lubricating oil cooler
the figure on the next page. Vcw,lub,M = Vcw,lub,L1x Qlub% / 100
Heat dissipation of scavenge air cooler Vcw,lub,M = 39 x 0.917 = 36 m3/h

Fig. 6.04.01 which approximately indicates a Qair%
= 83.1% heat dissipation, i.e.: Cooling water flow through central cooler
Qair,M =Qair,L1 x Qair% / 100 (Central cooling water pump)
Vcw,cent,M = Vcw,air,M + Vcw,lub,M
Qair,M = 880 x 0.831 = 731 kW
Vcw,cent,M = 32 + 36 = 68 m3/h
Heat dissipation of jacket water cooler
Fig. 6.04.02 indicates a Qjw% = 88.5% heat dissi- Cooling water flow through jacket water cooler
pation; i.e.: (as for lube oil cooler)
Qjw,M = Qjw,L1 x Qjw% / 100 Vcw,jw,M = Vcw,lub,M
Qjw,M = 460 x 0.885 = 407 kW Vcw,jw,M = 36 m3/h
Heat dissipation of lube oil cooler Seawater pump for central cooler
Fig. 6.04.03 indicates a Qlub% = 91.7% heat dissi- As the seawater pump capacity and the central
pation; i.e.: cooler heat dissipation for the nominal rated en-
Qlub,M = Qlub, L1 x Qlub% / 100 gine found in the ‘List of Capacities’ are 83 m3/h
and 1,690 kW the derated seawater pump flow
Qlub,M = 350 x 0.917 = 321 kW equals:
Heat dissipation of central water cooler Seawater pump:

Qcent,M = Qair,M + Qjw,M + Qlub, M Vsw,cent,M = Vsw,cent,L1 x Qcent,M / Qcent,L1
Qcent,M = 731 + 407 + 321 = 1,459 kW = 83 x 1,459 / 1,690 = 72 m3/h
MAN B&W S26MC6-TII

MAN Diesel 198 72 50-0.0
MAN B&W 6.04
Page 4 of 12
Nominal rated engine (L1)

Example 1
Conventionel
Specified MCR (M)
turbocharger (TCR)
Shaft power at MCR 2,400 kW 2,040 kW
Engine speed at MCR at 250.0 r/min at 225.0 r/min
Power of optmising point %MCR 100% 90%
Pumps:
Fuel oil circulating pump m3/h 2.0 2.0
Fuel oil supply pump m3/h 0.6 0.6
Jacket cooling water pump m3/h 24 24
Central cooling water pump m3/h 77 68
Seawater pump m3/h 83 72
Lubricating oil pump m3/h 64 64
Coolers:
Scavenge air cooler
Heat dissipation kW 880 731
Central water quantity m3/h 38 32
Lub. oil cooler
Lubricating oil quantity m3/h 64 64
Jacket water cooler
Jacket cooling water quantity m3/h 24 24
Central cooler
Heat dissipation kW 1,690 1,459
Seawater quantity m3/h 83 72
Fuel oil heater: kW 52 52
Gases at ISO ambient conditions*

Exhaust gas amount kg/h 18,300 15,600
Exhaust gas temperature °C 265 257.8
Air consumption kg/s 5.0 4.3
Starting air system: 30 bar (gauge)
Reversible engine
Receiver volume (12 starts) m3 2 x 1.0 2 x 1.0
Compressor capacity, total m3/h 60 60
Non-reversible engine
Receiver volume (6 starts) m3 2 x 0.5 2 x 0.5
Compressor capacity, total m3/h 30 30
Exhaust gas tolerances: temperature ±15 °C and amount ±5%
The air consumption and exhaust gas figures are expected and refer to 100% specified MCR,
ISO ambient reference conditions and the exhaust gas back pressure 300 mm WC
The exhaust gas temperatures refer to after turbocharger
* Calculated in example 3, in this chapter
Example 1 – Capacities of derated 6S26MC6-TII with conventionel MAN Diesel turbocharger type TCR and
central cooling water system.
MAN B&W S26MC6-TII

MAN Diesel 198 72 50-0.0
MAN B&W 6.04
Page 5 of 12
Freshwater Generator
If a freshwater generator is installed and is utilis- At part load operation, lower than optimising
ing the heat in the jacket water cooling system, power, the actual jacket water heat dissipation will
it should be noted that the actual available heat be reduced according to the curves for fixed pitch
in the jacket cooling water system is lower than propeller (FPP) or for constant speed, controllable
indicated by the heat dissipation figures valid for pitch propeller (CPP), respectively, in Fig. 6.04.04.
nominal MCR (L1) given in the List of Capacities.
This is because the latter figures are used for With reference to the above, the heat actually
dimensioning the jacket water cooler and hence available for a derated diesel engine may then be
incorporate a safety margin which can be needed found as follows:
when the engine is operating under conditions
such as, e.g. overload. Normally, this margin is 1. Engine power equal to specified MCR
10% at nominal MCR. power M (equal to optimising point O).
Calculation Method For specified MCR (M) = optimising power

(O), the diagram Fig. 6.04.02 is to be used,
For a derated diesel engine, i.e. an engine having i.e. giving the percentage correction factor
a specified MCR (M) equal to optimising point (O) ‘Qjw%’ and hence for optimising power PO:
different from L1, the relative jacket water heat dis- Qjw%
sipation for point M and O may be found, as previ- Qjw,O = Qjw,L1 x  ___
100
x 0.9 (0.88)
 
   [1]
ously described, by means of Fig. 6.04.02.
2. Engine power lower than optimising power.
Part load correction factor for jacket
cooling water heat dissipation For powers lower than the optimising power,
kp
the value Qjw,O found for point O by means of
1.0
the above equation [1] is to be multiplied by
0.9 the correction factor kp found in Fig. 6.04.04
0.8 and hence
0.7
Qjw = Qjw,O x kp 15%/0% [2]
0.6
FPP
0.5 where
CPP
Qjw = jacket water heat dissipation
0.4
Qjw,L1= jacket water heat dissipation at nominal
0.3 MCR (L1)
0.2
Qjw% = percentage correction factor from
Fig. 6.04.02
0.1
Qjw,O = jacket water heat dissipation at optimising
0 power (O), found by means of equation [1]
0 10 20 30 40 50 60 70 80 90 100% kp = part load correction factor from Fig. 6.04.04
Engine load, % of optimising power (O)
0.9 = factor for safety margin of cooler, tropical
FPP : Fixed pitch propeller ambient conditions
CPP : Controllable pitch propeller, constant speed
178 59 45-7.0
The heat dissipation is assumed to be more or less
PS
FPP : kp = 0.742 x  __
PO
   + 0.258 independent of the ambient temperature conditions,
yet the safety margin/ambient condition factor of
PS
CPP : kp = 0.822 x  __
P
   + 0.178 about 0.88 instead of 0.90 will be more accurate for
O
ambient conditions corresponding to ISO tempera-
Fig. 6.04.04: Correction factor ‘kp’ for jacket cooling tures or lower. The heat dissipation tolerance from
water heat dissipation at part load, relative to heat dis- 15% to 0% stated above is based on experience.
sipation at optimising power

S40MC-C-TII, S35MC/MC-C-TII, L35MC-TII, S26MC-TII MAN Diesel 198 71 42-2.0
MAN B&W 6.04
Page 6 of 12
Freshwater generator system Jacket cooling water system
Expansion tank
Seawater
In Out Jacket cooling
water circuit
Condensator min max

Tjw Tjw L
M
Produced
freshwater
Evaporator B K
A
Brine out
Deaerating tank
Jacket water Jacket water pumps
cooler
Main engine
Cooling
water
Valve A: ensures that Tjw < 80° C

Valve B: ensures that Tjw > 80 – 5° C = 75° C
Valve B and the corresponding bypass may be omitted if, for example, the freshwater generator is equipped with an automatic
start/stop function for too low jacket cooling water temperature
If necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature control system
ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level
178 23 700.0
Fig. 6.04.05: Freshwater generators. Jacket cooling water heat recovery flow diagram
Jacket Cooling Water Temperature Control If necessary, all the actually available jacket cool-
ing water heat may be used provided that a special
When using a normal freshwater generator of the temperature control system ensures that the jacket
singleeffect vacuum evaporator type, the fresh- cooling water temperature at the outlet from the
water production may, for guidance, be estimated engine does not fall below a certain level. Such a
as 0.03 t/24h per 1 kW heat, i.e.: temperature control system may consist, e.g., of a
special bypass pipe installed in the jacket cooling
Mfw = 0.03 x Qjw t/24h 15%/0% [3] water system, see Fig. 6.04.05, or a special builtin
temperature control in the freshwater generator,
where e.g., an automatic start/stop function, or similar.
Mfw is the freshwater production in tons per 24 If such a special temperature control is not applied,
hours we recommend limiting the heat utilised to maxi-
mum 50% of the heat actually available at specified
and MCR, and only using the freshwater generator at
engine loads above 50%. Considering the cooler
Qjw is to be stated in kW margin of 10% and the minus tolerance of 15%,
this heat corresponds to 50 x(1.000.15)x0.9 = 38%
of the jacket water cooler capacity Qjw,M used for
dimensioning of the jacket water cooler.

S40MC-C-TII, S35MC/MC-C-TII, L35MC-TII, S26MC-TII MAN Diesel 198 71 42-2.0
MAN B&W 6.04
Page 7 of 12
Calculation of Freshwater Production for Derated Engine

Example 2:
Freshwater production from a derated 6S26MC6-TII with conventionel MAN Diesel turbocharger type
TCR and fixed pitch propeller.
Based on the engine ratings below, this example will show how to calculate the expected available jacket
cooling water heat removed from the diesel engine, together with the corresponding freshwater production
from a freshwater generator.
The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.
Service rating, (S) PS: 1,632 kW and 208.9 r/min, PS = 80.0% of PM and PS = 80.0% of PO
Ambient reference conditions: 20 °C air and 18 °C cooling water.
The expected available jacket cooling water heat For the service point the corresponding expected
at service rating is found as follows: obtainable freshwater production from a freshwa-
ter generator of the single effect vacuum evapora-
Qjw,L1 = 460 kW from List of Capacities tor type is then found from equation [3]:
Qjw% = 88.5% using 85.0% power and 90.0%
speed for O in Fig. 6.04.02 Mfw = 0.03 x Qjw = 0.03 x 305 = 9.2 t/24h
15%/0%
By means of equation [1], and using factor 0.88 for
actual ambient condition the heat dissipation in
the optmising point (O) is found:
Qjw%
Qjw,O = Qjw,L1 x  ___
100
x 0.88
 
  
= 460 x  ___
88.5
100
x 0.88 = 358 kW
 
  
By means of equation [2], the heat dissipation in

the service point (S) i.e. for 80.0% of optmising
power, is found:
kp = 0.852 using 80.0% in Fig. 6.04.04

Qjw = Qjw,O x kp = 358 x 0.852 = 305 kW
15%/0%
MAN B&W S26MC6-TII

MAN Diesel 198 72 51-2.0
MAN B&W 6.04
Page of 12
Exhaust Gas Amount and Temperature

Influencing factors
The exhaust gas data to be expected in practice b) The ambient conditions, and exhaust gas
depends, primarily, on the following three factors: backpressure:
a) The specified MCR point of the engine (point M): Tair : actual ambient air temperature, in °C
pbar : actual barometric pressure, in mbar
PM : power in kW at SMCR point TCW : actual scavenge air coolant temperature,
nM : speed in r/min at SMCR point in °C
∆pM : exhaust gas backpressure in mm WC at
and to a certain degree on the optimising point specified MCR
O with the percentage power PO% = % of SMCR
power: c) The continuous service rating of the engine
(point S), valid for fixed pitch propeller or control-
PO% = (PO/PM) x 100% lable pitch propeller (constant engine speed):
PS : continuous service rating of engine, in kW
Calculation Method
To enable the project engineer to estimate the ac- The partial calculations based on the above influ-
tual exhaust gas data at an arbitrary service rating, encing factors have been summarised in equations
the following method of calculation may be used. [4] and [5].
Mexh : exhaust gas amount in kg/h, to be found

Texh : exhaust gas temperature in °C, to be found
PM  ______ ∆m   ∆Mamb%   ∆ms%  ____ P

Mexh = ML1 x ___ x 1 + M%
 1 + _______
 x
 x 1 + _____  x S%

kg/h +/5% [4]
PL1  100   100   100  100

Texh = TL1 + ∆TM + ∆TO + ∆Tamb + ∆TS °C /+15 °C [5]
where, according to ‘List of capacities’, i.e. referring to ISO ambient conditions and 300 mm WC
backpressure and specified/optimised in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
TL1: exhaust gas temperature after turbocharger in °C at nominal MCR (L1)
Fig. 6.04.06: Summarising equations for exhaust gas amounts and temperatures
The partial calculations based on the influencing changes in specific exhaust gas amount and
factors are described in the following: temperature are found by using as input in dia-
grams the corresponding percentage values (of
a) Correction for choice of specified MCR point L1) for specified MCR power PM% and speed nM%:
PM% = PM/PL1 x 100%
When choosing a specified MCR point ‘M’ other nM% = nM/nL1 x 100%
than the nominal MCR point ‘L1’, the resulting

MAN Diesel 198 61 76-4.0
MAN B&W 6.04
Page 9 of 12
Specified MCR power, % of L1 Specified MCR power, % of L1

P M% PM%
110% 110%
L1
0% L1
100% 100%
0 °C
1% 1%
2% 90% 90%

M M
L3 L3 2 °C
3%
80% 80%
L2 4 °C
6 °C L
2
∆mM% ∆Tm 8 °C
70% 10 °C
70%
12 °C
L4 L4
60% 60%
80% 85% 90% 95% 100% 105% 110% n M% 80% 85% 90% 95% 100% 105% 110% n M%
Specified MCR engine speed, % of L1 Specified MCR engine speed, % of L1
∆mM% = 14 x ln (PM/PL1) – 24 x ln (nM/nL1) ∆TM = 15 x ln (PM/PL1) + 45 x ln (nM/nL1)

178 51 13-0.2
178 51 11-7.2
Fig. 6.04.07: Change of specific exhaust gas amount, Fig. 6.04.08: Change of exhaust gas temperature, ∆TM
∆mM% in % of L1 value and independent of PO in point M, in °C after turbocharger relative to L1 value
∆mM% : change of specific exhaust gas amount, in b) Correction for actual ambient conditions and
% of specific gas amount at nominal MCR backpressure
(L1), see Fig. 6.04.07.
For ambient conditions other than ISO
∆TM : change in exhaust gas temperature after 3046-1:2002 (E) and and backpressure other
turbocharger relative to the L1 value, in °C, than 300 mm WC at specified MCR point (M),
see Fig. 6.04.08. (PO = PM) the correction factors stated in the table in
Fig. 6.04.09 may be used as a guide, and the
∆TO : extra change in exhaust gas temperature corresponding relative change in the exhaust
when optimising point O lower than 100% M: gas data may be found from equations [7] and
PO% = (PO/PM) x 100%. [8], shown in Fig. 6.04.10.
∆TO =  0.3 x (100  PO%) = 0 [6]

as PO% = 100 for this engine type
Change of Change of
exhaust gas exhaust gas
Parameter Change temperature amount
Blower inlet temperature + 10° C + 16.0° C  4.1 %
Blower inlet pressure (barometric pressure) + 10 mbar  0.1° C + 0.3 %
Charge air coolant temperature (seawater temperature) + 10° C + 1.0° C + 1.9 %
Exhaust gas back pressure at the specified MCR point + 100 mm WC + 5.0° C 1.1 %
Fig. 6.04.09: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
MAN B&W S46MC-C8, S42MC7, S35MC7,

L35MC6, S26MC6 MAN Diesel 198 63 69-4.0
MAN B&W 6.04
Page 10 of 12
∆Mamb% =  0.41 x (Tair  25) + 0.03 x (pbar  1000) + 0.19 x (TCW  25 )  0.011 x (∆pM  300) % [7]
∆Tamb = 1.6 x (Tair  25)  0.01 x (pbar  1000) +0.1 x (TCW  25) + 0.05 x (∆pM  300) °C [8]
where the following nomenclature is used:
∆Mamb% : change in exhaust gas amount, in % of amount at ISO conditions
∆Tamb : change in exhaust gas temperature, in °C compared with temperatures at ISO conditions
Fig. 6.04.10: Exhaust gas correction formula for ambient conditions and exhaust gas back pressure
mS% TS °C
20 20
18 15
16
10
14
5
12 M
0
10
-5
8
-10
6
-15
4
-20
2
M
0 -25
50 60 70 80 90 100 110 PS%
2 Engine load, % specified MCR power
4
50 60 70 80 90 100 110 PS%
Engine load, % specified MCR power
178 24 623.0 178 24 635.0
PS% = (PS/PM) x 100% PS% = (PS/PM) x 100%
∆mS%= 37 x (PS/PM)3  87 x (PS/PM)2 + 31 x (PS/PM) + 19 ∆TS = 280 x (PS/PM)2  410 x (PS/PM) + 130
Fig. 6.04.11: Change of specific exhaust gas amount, ∆ms% Fig. 6.04.12: Change of exhaust gas temperature, ∆TS in
in % at part load, and valid for FPP and CPP °C at part load, and valid for FPP and CPP
c) Correction for engine load
Figs. 6.04.11 and 6.04.12 may be used, as ∆ms% : change in specific exhaust gas amount,
guidance, to determine the relative changes in % of specific amount at specified MCR
in the specific exhaust gas data when running point, see Fig. 6.04.11.
at part load, compared to the values in the
specified MCR point, i.e. using as input PS% = ∆Ts : change in exhaust gas temperature, in °C,
(PS/PM) x 100%: see Fig. 6.04.12.
MAN B&W MC/MCC, ME/ME-B/MEC/MEGI-T-II engines

MAN Diesel 198 71 40-9.0
MAN B&W 6.04
Page 11 of 12
Calculation of Exhaust Data for Derated Engine

Example 3:
Expected exhaust gas data for a derated 6S26MC6-TII with conventionel MAN Diesel turbocharger type
TCR and fixed pitch propeller.
Based on the engine ratings below, and by means of an example, this chapter will show how to calculate
the expected exhaust gas amount and temperature at service rating, and for a given ambient reference
condition different from ISO.
The calculation is made for the service rating (S) being 80% of the specified MCR power of the diesel engine.
Service rating, (S) PS: 1,632 kW and 208.9 r/min, PS = 80.0% of PM
Reference conditions
Air temperature Tair ......................................... 20 °C b) Correction for ambient conditions and

Scavenge air coolant temperature TCW .......... 18 °C backpressure:
Barometric pressure pbar ........................ 1,013 mbar
Exhaust gas backpressure By means of equations [7] and [8]:
at specified MCR ∆pM .......................... 300 mm WC
∆Mamb% =  0.41 x (20  25) + 0.03 x (1,013  1,000)
a) Correction for choice of specified MCR point M + 0.19 x (18  25)  0.011 x (300  300)%
and optmising point O:
∆Mamb% = + 1.11%
2,040
PM% =  ____
2,400
x 100 = 85.0%
  
 
∆Tamb = 1.6 x (20  25)  0.01 x (1,013  1,000)
nM% =  ____
225.0
250.0
x 100 = 90.0%
  
  + 0.1 x (18  25) + 0.05 x (300  300) °C
∆Tamb =  8.8 °C
By means of Figs. 6.04.07 and 6.04.08:
c) Correction for the engine load:
∆mM% = + 0.25%
∆TM =  7.2 °C Service rating = 80% of specified MCR power
By means of Figs. 6.04.11 and 6.04.12:
As the engine is optmised in O lower than 100% M,
and PO% = 100.0% of PM ∆mS% = + 7.1%
we get by means of equation [6] ∆TS =  18.8 °C
∆TO =  0.3 x (100  100.0) =  0.0 °C
MAN B&W S26MC6-TII

MAN Diesel 198 72 52-4.0
MAN B&W 6.04
Page 12 of 12
Final calculation Exhaust gas data at specified MCR (ISO)
By means of equations [4] and [5], the final result is At specified MCR (M), the running point may be in
found taking the exhaust gas flow ML1 and tempera- equations [4] and [5] considered as a service point
ture TL1 from the ‘List of Capacities’: where PS% = 100, ∆ms% = 0.0 and ∆Ts = 0.0.
ML1 = 18,300 kg/h For ISO ambient reference conditions where

∆Mamb% = 0.0 and ∆Tamb = 0.0, the corresponding
2,040
Mexh = 18,300 x  ____
2,400
x (1 +  ____
  
 
+0.25
100
) x
 
   calculations will be as follows:
2,040
(1 + ___
1.11
 100 ) x (1 + ___
 
    7.1   ) x  ___
100 100
80
= 13,509 kg/h
    Mexh,M = 18,300 x  ____
2,400
x (1 +  ____
  
 
+0.25
100
) x (1 +  ___
 
  
0.0
100
)
   
Mexh = 13,500 kg/h ±5% x (1 +  ___

0.0
100
) x  ____
   
100.0
100
= 15,594 kg/h
 
  
Mexh,M = 15,600 kg/h ±5%

The exhaust gas temperature
Texh,M = 265  7.2  0.0 + 0 + 0 = 257.8 °C
TL1 = 265 °C
Texh,M = 257.8 °C 15 °C
Texh = 265  7.2  0.0  8.8  18.8 = 230.2 °C
The air consumption will be:
Texh = 230.2 °C 15 °C
15,594 x 0.982 kg/h = 15,313 kg/h <=>
15,313/3,600 kg/s = 4.3 kg/s
MAN B&W S26MC6-TII

MAN Diesel 198 72 52-4.0
MAN B&W
Fuel
7
MAN Diesel
MAN B&W 7.01
Page 1 of 3
Pressurised Fuel Oil System
The system is so arranged that both diesel oil and If the fuel oil pipe ‘X’ at inlet to engine is made as
heavy fuel oil can be used, see figure 7.01.01. a straight line immediately at the end of the en-
gine, it will be necessary to mount an expansion
From the service tank the fuel is led to an electri- joint. If the connection is made as indicated, with
cally driven supply pump by means of which a a bend immediately at the end of the engine, no
pressure of approximately 4 bar can be main- expansion joint is required.
tained in the low pressure part of the fuel circulat-
ing system, thus avoiding gasification of the fuel in
the venting box in the temperature ranges applied. Fuel Pumps and Drain
The venting box is connected to the service tank The introduction of the pump sealing arrange-
via an automatic deaerating valve, which will re- ment, the so-called ‘umbrella’ type, has made it
lease any gases present, but will retain liquids. possible to omit the separate camshaft lubricating
oil system.
From the low pressure part of the fuel system the
fuel oil is led to an electricallydriven circulating The umbrella type fuel oil pump has an additional
pump, which pumps the fuel oil through a heater external leakage rate of clean fuel oil which,
and a full flow filter situated immediately before through ‘AF’, is led to a tank and can be pumped
the inlet to the engine. to the heavy fuel oil service tank or settling tank.
The flow rate is approx. 0 - 1.25 litres/cyl. h.
An in-line viscocity regulator located after the
heater controls the heating temperature according This drained clean oil will, of course, influence the
to the prescribed viscosity of the specific fuel oil. measured SFOC, but the oil is thus not wasted,
and the quantity is well within the measuring ac-
curacy of the flowmeters normally used.
Design parameters
The main purpose of the drain ‘AF’ is to collect
To ensure ample filling of the fuel injection pumps, pure fuel oil from the fuel pumps as well as the
the capacity of the electricallydriven circulating unintentional leakage from the high pressure
pump is higher than the amount of fuel consumed pipes. The drain oil is lead to a tank and can be
by the diesel engine. Surplus fuel oil is recircu- pumped to the Heavy Fuel Oil service tank or to
lated from the engine through the venting box. the settling tank.
To ensure a constant fuel pressure to the fuel The ‘AF’ drain is provided with a box for giving
injection pumps during all engine loads, a spring alarm in case of leakage in a high pressure pipe.
loaded overflow valve is inserted in the fuel oil
system on the engine. The size of the sludge tank is determined on the
basis of the draining intervals, the classification
The fuel oil pressure measured on the engine (at society rules, and on whether it may be vented
fuel pump level) should be 78 bar, equivalent to a directly to the engine room.
circulating pump pressure of 10 bar.
Drain ‘AF’ is shown in Fig. 7.03.01.
The builton overflow valves, if any, at the supply
pumps are to be adjusted to 5 bar, whereas the The main components of the pressurised fuel oil
external bypass valve is adjusted to 4 bar. The system are further explained in section 7.05.
pipes between the tanks and the supply pumps
shall have minimum 50% larger passage area than
the pipe between the supply pump and the circu-
lating pump.
MAN B&W S42MC, S40MC-C, S35MC, S35MC-C, L35MC,

S26MC MAN Diesel 198 67 38-5.1
MAN B&W 7.01
Page 2 of 3
Fuel Oil System
From centrifuges # )
Aut. deaerating valve

Deck
Venting tank
Arr. of main engine fuel oil system.
(See Fig. 7.03.01)
Top of fuel oil service tank Diesel
Heavy fuel oil oil
service tank service
F tank
AF If the fuel oil pipe to engine is made as a straight line D* )
immediately before the engine, it will be necessary to
X mount an expansion unit. If the connection is made
as indicated, with a bend immediately before the
engine, no expansion unit is required.
To drain tank D* )
TE 8005 PT 8002
32 mm Nominal bore
PI PI TI TI Overflow valve
To storage/settling tank Adjusted to 4 bar
Fuel oil
drain tank a) d* )
Heater Circulating pumps Supply pumps
VT 8004
Full flow filter.

For filter type see engine spec.
#) Approximately the following quantity of fuel oil should be treated in

the centrifuges: 0.23 l/kwh as explained in Section 7.05. The capacity of
the centrifuges to be according to manufacturer’s recommendation.
* ) D to have min. 50% larger passage area than d.
078 70 06-1.1.0b
Diesel oil
Heavy fuel oil
Heated pipe with insulation
a) Tracing fuel oil lines: Max.150 °C
The letters refer to the list of ‘Counterflanges’
Fig. 7.01.01: Fuel oil system

MAN B&W 7.01
Page 3 of 3
Fuel considerations
When the engine is stopped, the circulating Heating of fuel drain pipe
pump will continue to circulate heated heavy fuel
through the fuel oil system on the engine, thereby Owing to the relatively high viscosity of the heavy
keeping the fuel pumps heated and the fuel valves fuel oil, it is recommended that the drain pipe and
deaerated. This automatic circulation of preheated the fuel oil drain tank are heated to min. 50 °C, but
fuel during engine standstill is the background for max. 100 °C.
our recommendation:
Constant operation on heavy fuel Fuel flow velocity and viscosity
In addition, if this recommendation was not fol- For external pipe connections, we prescribe the
lowed, there would be a latent risk of diesel oil following maximum flow velocities:
and heavy fuels of marginal quality forming in-
compatible blends during fuel change over or Marine diesel oil........................................... 1.0 m/s
when operating in areas with restrictions on sul- Heavy fuel oil . ............................................. 0.6 m/s
pher content in fuel oil due to exhaust gas emis-
sion control. The fuel viscosity is influenced by factors such
as emulsification of water into the fuel for reduc-
In special circumstances a changeover to diesel ing the NOx emission. This is further described in
oil may become necessary – and this can be per- Section 7.06.
formed at any time, even when the engine is not
running. Such a changeover may become neces- An emulsification arrangement for the main en-
sary if, for instance, the vessel is expected to be gine is described in our publication:
inactive for a prolonged period with cold engine
e.g. due to: Exhaust Gas Emission Control Today and
Tomorrow
• docking
• stop for more than five days Further information about fuel oil specifications is
• major repairs of the fuel system, etc. available in our publication:
Guidelines for Fuels and Lubes Purchasing
The publications are available at:

www.mandiesel.com under ‘Quicklinks’ → ‘Tech-
nical Papers’.

MAN B&W 7.02
Page 1 of 1
Fuel Oils
Marine diesel oil: Guiding heavy fuel oil specification
Marine diesel oil ISO 8217, Class DMB Based on our general service experience we have,
British Standard 6843, Class DMB as a supplement to the above mentioned stand-
Similar oils may also be used ards, drawn up the guiding HFO specification
shown below.
Heavy fuel oil (HFO) Heavy fuel oils limited by this specification have,
to the extent of the commercial availability, been
Most commercially available HFO with a viscosity used with satisfactory results on MAN B&W
below 700 cSt at 50 °C (7,000 sec. Redwood I at twostroke low speed diesel engines.
100 °F) can be used.
The data refers to the fuel as supplied i.e. before
For guidance on purchase, reference is made any on-board cleaning.
to ISO 8217:1996 and ISO 8217:2005, British
Standard 6843 and to CIMAC recommendations Guiding specification (maximum values)
regarding requirements for heavy fuel for diesel
engines, fourth edition 2003, in which the maxi-
Density at 15 °C kg/m3 < 1.010*
mum acceptable grades are RMH 700 and RMK Kinematic viscosity
700. The abovementioned ISO and BS standards at 100 °C cSt < 55
supersede BSMA 100 in which the limit was M9.
at 50 °C cSt < 700
The data in the above HFO standards and speci- Flash point °C > 60
fications refer to fuel as delivered to the ship, i.e. Pour point °C < 30
before on-board cleaning. Carbon residue % (m/m) < 22
Ash % (m/m) < 0.15
In order to ensure effective and sufficient cleaning
of the HFO, i.e. removal of water and solid con- Total sediment potential % (m/m) < 0.10
taminants, the fuel oil specific gravity at 15 °C (60 Water % (v/v) < 0.5
°F) should be below 0.991, unless modern types Sulphur % (m/m) < 4.5
of centrifuges with adequate cleaning abilities are
Vanadium mg/kg < 600
used.
Aluminum + Silicon mg/kg < 80
Higher densities can be allowed if special treat- Equal to ISO 8217:2005 - RMK 700
ment systems are installed. / CIMAC recommendation No. 21 - K700
* Provided automatic clarifiers are installed
Current analysis information is not sufficient for
m/m = mass v/v = volume
estimating the combustion properties of the oil.
This means that service results depend on oil
properties which cannot be known beforehand. If heavy fuel oils with analysis data exceeding the
This especially applies to the tendency of the oil above figures are to be used, especially with re-
to form deposits in combustion chambers, gas gard to viscosity and specific gravity, the engine
passages and turbines. It may, therefore, be nec- builder should be contacted for advice regarding
essary to rule out some oils that cause difficulties. possible fuel oil system changes.

MAN Diesel 198 38 80-4.5
MAN B&W 7.03
Page 1 of 1
Fuel Oil Pipes and Drain Pipes
Fore Aft
Fuel valves
Shipyard Supplied
supply with engine
LS 8006 AH Only for S26MC
Leakage alarm
Leakage Fuel oil
H.P. pipes outlet (umbrella)
Fuel pump with Orifice

puncture valve
Fuel oil
Drain pump foot return pipe Baseplate
Shock
absorber
F
TI 8005 PI 8001
Counter pressure valve To sludge tank
Clean HFO return To sludge PT 8001 I AL AE
TE 8005 I
to HFO service tank tank
or settling tank
AF AE
The letters refer to list of ‘Counterflanges’
The item No. refer to ‘Guidance values automation’
178 57 53-9.1
Fig. 7.03.01: Fuel oil and drain pipes
MAN B&W S35MC, S35MC-C, L35MC, S26MC

MAN Diesel 198 59 06-9.1
MAN B&W 7.04
Page of 3
Fuel Oil Pipe Insulation
Insulation of fuel oil pipes and fuel oil drain pipes Flanges and valves
should not be carried out until the piping systems
have been subjected to the pressure tests speci- The flanges and valves are to be insulated by
fied and approved by the respective classification means of removable pads. Flange and valve pads
society and/or authorities, Fig. 7.04.01. are made of glass cloth, minimum 400 g/m2,
containing mineral wool stuffed to minimum 150
The directions mentioned below include insulation kg/m3.
of hot pipes, flanges and valves with a surface
temperature of the complete insulation of maxi- Thickness of the pads to be:
mum 55 °C at a room temperature of maximum 38 Fuel oil pipes................................................. 20 mm
°C. As for the choice of material and, if required, Fuel oil pipes and heating pipes together..... 30 mm
approval for the specific purpose, reference is
made to the respective classification society. The pads are to be fitted so that they lap over the
pipe insulating material by the pad thickness. At
flanged joints, insulating material on pipes should
Fuel oil pipes not be fitted closer than corresponding to the
minimum bolt length.
The pipes are to be insulated with 20 mm mineral
wool of minimum 150 kg/m3 and covered with
glass cloth of minimum 400 g/m2. Mounting
Mounting of the insulation is to be carried out in

Fuel oil pipes and heating pipes together accordance with the supplier’s instructions.
Two or more pipes can be insulated with 30 mm

wired mats of mineral wool of minimum 150 kg/m3
covered with glass cloth of minimum 400 g/m2.
!ç!
"ç"
&ORE &UELæOILæINLET
! #YLæ "
%
&UNNELæANDæ
8 & PIPEæMM
NOTæTOæBEæINSULATED &UELæOILæDRAIN
"&æ"8 ! " UMBRELLA
$RAINæPIPEæFUELæOIL
&UELæOILæOUTLET
!ç!
&UELæOILæINLET
(EATINGæPIPE
% &UELæOILæOUTLET
3EENæFROMæCYLæSIDE
(EATINGæPIPE
#YLæ &ORE
!$
!&
"$
Fig. 7.04.01: Details of fuel oil pipes insulation, option: 4 35 121. Example from 98-50 MC engine 178 50 65 0.2
MAN B&W MC/MCC, ME/ME-C/ME-GI/ME-B engines,

Engine Selection Guide MAN Diesel 198 40 518.3
MAN B&W 7.04
Page of 3
Heat Loss in Piping
Temperature difference between pipe and room

°C
20
30
s
es
40
kn
ic
50
th
n
60
tio
su 70 0
la
In 8 0
9 0
10 0
12
0
16
0
20
Heat loss watt/meter pipe

Pipe diameter mm
178 50 602.0
Fig. 7.04.02: Heat loss/Pipe cover
MAN B&W MC/MCC, ME/ME-C/ME-GI/ME-B engines,

MAN B&W 7.04
Page 3 of 3
Fuel Oil Pipe Heat Tracing
The steam tracing of the fuel oil pipes is intended 2. When the circulation pump is stopped with
to operate in two situations: heavy fuel oil in the piping and the pipes have
cooled down to engine room temperature, as
1. When the circulation pump is running, there it is not possible to pump the heavy fuel oil.
will be a temperature loss in the piping, see In this situation the fuel oil must be heated to
Fig. 7.04.02. This loss is very small, therefore pumping temperature of about 50 ºC.
tracing in this situation is only necessary with
very long fuel supply lines. To heat the pipe to pumping level we recom-
mend to use 100 watt leaking/meter pipe.
Fore Aft
BX
AF
BF
The letters refer to list of ‘Counterflanges’ 184 20 33-2.0.0b
Fig. 7.04.03: Fuel oil pipe heat tracing
Fuel Oil and Lubricating Oil Pipe Spray Shields
In order to fulfil IMO regulations, fuel oil and lubri- To avoid leaks, the spray shields are to be in-
cating oil pipe assemblies are to be enclosed by stalled after pressure testing of the pipe system.
spray shields as shown in Fig. 7.04.04a and b.
Antisplashing tape Clamping bands
Overlap
The tape is to be wrapped in accordance with Plate 0,5 mm. thickness The width is to cover
the makers instruction for class approval head of bolts and nuts
178 52 555.2
Fig. 7.04.04a: Spray Shields by anti-splashing tape Fig. 7.04.04b: Spray Shields by clamping bands
MAN B&W S35MC. S35MC-C, L35MC, S26MC

MAN Diesel 198 67 75-7.1
MAN B&W 7.05
Page 1 of 3
Components for Fuel Oil System
Fuel oil centrifuges If it is decided after all to install an individual puri-

fier for MDO on board, the capacity should be
The manual cleaning type of centrifuges are not to based on the above recommendation, or it should
be recommended, neither for attended machinery be a centrifuge of the same size as that for HFO.
spaces (AMS) nor for unattended machinery spac-
es (UMS). Centrifuges must be selfcleaning, either The Nominal MCR is used to determine the to-
with total discharge or with partial discharge. tal installed capacity. Any derating can be taken
into consideration in borderline cases where the
Distinction must be made between installations for: centrifuge that is one step smaller is able to cover
Specified MCR.
• Specific gravities < 0.991 (corresponding to ISO
8217 and British Standard 6843 from RMA to
RMH, and CIMAC from A to Hgrades Fuel oil supply pump
• Specific gravities > 0.991 and (corresponding to This is to be of the screw or gear wheel type.
CIMAC Kgrades).
Fuel oil viscosity, specified..... up to 700 cSt at 50 °C
For the latter specific gravities, the manufacturers Fuel oil viscosity maximum........................1000 cSt
have developed special types of centrifuges, e.g.: Pump head.......................................................4 bar
Fuel oil flow......................... see ‘List of Capacities’
Alfa Laval.........................................................Alcap Delivery pressure.............................................4 bar
Westfalia........................................................ Unitrol Working temperature.................................... 100 °C
Mitsubishi............................................... EHidens II Minimum temperature..................................... 50 °C
The centrifuge should be able to treat approxi- The capacity stated in ‘List of Capacities’ is to be ful-
mately the following quantity of oil: filled with a tolerance of: ÷0% to +15% and shall also
be able to cover the backflushing, see ‘Fuel oil filter’.
0.23 litres/kWh
This figure includes a margin for: Fuel oil circulating pump
• Water content in fuel oil This is to be of the screw or gear wheel type.
• Possible sludge, ash and other impurities in the
fuel oil Fuel oil viscosity, specified..... up to 700 cSt at 50 °C
• Increased fuel oil consumption, in connection Fuel oil viscosity normal.................................20 cSt
with other conditions than ISO standard condi- Fuel oil viscosity maximum........................1000 cSt
tion Fuel oil flow......................... see ‘List of Capacities’
• Purifier service for cleaning and maintenance. Pump head.......................................................6 bar
Delivery pressure........................................... 10 bar
The size of the centrifuge has to be chosen ac- Working temperature.................................... 150 °C
cording to the supplier’s table valid for the select-
ed viscosity of the Heavy Fuel Oil. Normally, two The capacity stated in ‘List of Capacities’ is to be ful-
centrifuges are installed for Heavy Fuel Oil (HFO), filled with a tolerance of: ÷0% to +15% and shall also
each with adequate capacity to comply with the be able to cover the backflushing, see ‘Fuel oil filter’.
above recommendation.
Pump head is based on a total pressure drop in
A centrifuge for Marine Diesel Oil (MDO) is not a filter and preheater of maximum 1.5 bar.
must. However, MAN Diesel recommends that at
least one of the HFO purifiers can also treat MDO.
MAN B&W MC/MC-C, ME/MEC/MEGI/ME-B engines

MAN Diesel 198 39 512.6
MAN B&W 7.05
Page 2 of 3
Fuel Oil Heater
The heater is to be of the tube or plate heat ex- Fuel oil viscosity specified.... up to 700 cSt at 50°C
changer type. Fuel oil flow..................................... see capacity of
fuel oil circulating pump
The required heating temperature for different oil Heat dissipation.................. see ‘List of Capacities’
viscosities will appear from the ‘Fuel oil heating Pressure drop on fuel oil side.........maximum 1 bar
chart’, Fig. 7.05.01. The chart is based on informa- Working pressure........................................... 10 bar
tion from oil suppliers regarding typical marine Fuel oil inlet temperature..................approx. 100 °C
fuels with viscosity index 7080. Fuel oil outlet temperature............................ 150 °C
Steam supply, saturated...........................7 bar abs
Since the viscosity after the heater is the control-
led parameter, the heating temperature may vary, To maintain a correct and constant viscosity of
depending on the viscosity and viscosity index of the fuel oil at the inlet to the main engine, the
the fuel. steam supply shall be automatically controlled,
usually based on a pneumatic or an electrically
Recommended viscosity meter setting is 1015 cSt. controlled system.
Approximate viscosity
after heater
Temperature cSt. sec.

after heater Rw.
C
7 43
170
Normal heating limit 10 52
160
12 59
150
15 69
140
20 87
130
120
30 125
110
100
90
80
70
60
Approximate pumping limit
50
40
30
10 15 25 35 45 55 cST/100˚C
30 60 100 180 380 600 cST/50˚C
200 400 800 1500 3500 6000 sec.Rw/100˚ F
178 06 280.1
Fig. 7.05.01: Fuel oil heating chart

MAN Diesel 198 39 512.6
MAN B&W 7.05
Page of 3
Fuel oil filter Fuel oil venting box
The filter can be of the manually cleaned duplex The design of the Fuel oil venting box is shown in
type or an automatic filter with a manually cleaned Fig. 7.05.02. The size is chosen according to the
bypass filter. maximum flow of the fuel oil circulation pump,
which is listed in section 6.03.
If a double filter (duplex) is installed, it should
have sufficient capacity to allow the specified full 6ENTæPIPE
NOMINALæ$
amount of oil to flow through each side of the filter
at a given working temperature with a max. 0.3
bar pressure drop across the filter (clean filter). #ONE
(

If a filter with backflushing arrangement is
installed, the following should be noted. The re-
quired oil flow specified in the ‘List of capacities’,

i.e. the delivery rate of the fuel oil supply pump and
the fuel oil circulating pump, should be increased
by the amount of oil used for the backflushing, so 4OPæOFæFUELæOILæ
SERVICEæTANK
that the fuel oil pressure at the inlet to the main en-
(
gine can be maintained during cleaning. )NLETæPIPE

NOMINALæ$
(
In those cases where an automatically cleaned
(
filter is installed, it should be noted that in order
to activate the cleaning process, certain makers of
filters require a greater oil pressure at the inlet to
the filter than the pump pressure specified. There- 0IPE
NOMINALæ$
fore, the pump capacity should be adequate for
this purpose, too.
(
The fuel oil filter should be based on heavy fuel oil /UTLETæPIPE
NOMINALæ$
of: 130 cSt at 80 °C = 700 cSt at 50 °C = 7000 sec
178 38 393.3
Redwood I/100 °F.
Flow m3/h Dimensions in mm
Fuel oil flow.......................... see ‘List of capacities’ Q (max.)* D1 D2 D3 H1 H2 H3 H4 H5
Working pressure........................................... 10 bar 1.3 150 32 15 100 600 171.3 1,000 550
Test pressure....................... according to class rule 2.1 150 40 15 100 600 171.3 1,000 550
Absolute fineness........................................... 50 µm 5.0 200 65 15 100 600 171.3 1,000 550
Working temperature................... maximum 150 °C 8.4 400 80 15 150 1,200 333.5 1,800 1,100
Oil viscosity at working temperature.............15 cSt 11.5 400 90 15 150 1,200 333.5 1,800 1,100
Pressure drop at clean filter.........maximum 0.3 bar 19.5 400 125 15 150 1,200 333.5 1,800 1,100
29.4 500 150 15 150 1,500 402.4 2,150 1,350
Filter to be cleaned at a pressure
43.0 500 200 15 150 1,500 402.4 2,150 1,350
drop of . .......................................maximum 0.5 bar
* The maximum flow of the fuel oil circulation pump
Note: Fig. 07.05.02: Fuel oil venting box

Absolute fineness corresponds to a nominal fine-
ness of approximately 35 µm at a retaining rate of
90%. Flushing of the fuel oil system
The filter housing shall be fitted with a steam jack- Before starting the engine for the first time, the
et for heat tracing. system on board has to be flushed in accordance
with MAN Diesel’s recommendations ‘Flushing of
Fuel Oil System’ which is available on request.
MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines,

MC/ME Engine selection guides MAN Diesel 198 47 35-0.2
MAN B&W 7.06
Page 1 of 2
Water In Fuel Emulsification
The emulsification of water into the fuel oil reduc- Safety system
es the NOx emission with about 1% per 1% water
added to the fuel up to about 20% without modifi- In case the pressure in the fuel oil line drops, the
cation of the engine fuel injection equipment. water homogenised into the Water In Fuel emul-
sion will evaporate, damaging the emulsion and
A Water In Fuel emulsion (WIF) mixed for this pur- creating supply problems. This situation is avoid-
pose and based on Heavy Fuel Oil (HFO) is stable ed by installing a third, air driven supply pump,
for a long time, whereas a WIF based on Marine which keeps the pressure as long as air is left in
Diesel Oil is only stable for a short period of time the tank ‘S’, see Fig. 7.06.01.
unless an emulsifying agent is applied.
Before the tank ‘S’ is empty, an alarm is given and
As both the MAN B&W twostroke main engine the drain valve is opened, which will drain off the
and the MAN Diesel GenSets are designed to run WIF and replace it with HFO or diesel oil from the
on emulsified HFO, it can be used for a common service tank.
system.
The drain system is kept at atmospheric pressure,
It is supposed below, that both the main engine so the water will evaporate when the hot emulsion
and GenSets are running on the same fuel, either enters the safety tank. The safety tank shall be
HFO or a homogenised HFO-based WIF. designed accordingly.
Special arrangements are available on request for

a more sophisticated system in which the GenSets Impact on the auxiliary systems
can run with or without a homogenised HFO-
based WIF, if the main engine is running on that. Please note that if the engine operates on Water
In Fuel emulsion (WIF), in order to reduce the NOx
Please note that the fuel pump injection capacity emission, the exhaust gas temperature will de-
shall be confirmed for the main engine as well as crease due to the reduced air / exhaust gas ratio
the GenSets for the selected percentage of water and the increased specific heat of the exhaust gas.
in the WIF.
Depending on the water content, this will have an
impact on the calculation and design of the fol-
Temperature and pressure lowing items:
When water is added by emulsification, the fuel • Freshwater generators

viscosity increases. In order to keep the injection • Energy for production of freshwater
viscosity at 10-15 cSt and still be able to operate • Jacket water system
on up to 700 cSt fuel oil, the heating temperature • Waste heat recovery system
has to be increased to about 170 °C depending on • Exhaust gas boiler
the water content. • Storage tank for freshwater
The higher temperature calls for a higher pressure For further information about emulsification of wa-
to prevent cavitation and steam formation in the ter into the fuel and use of Water In Fuel emulsion
system. The inlet pressure is thus set to 13 bar. (WIF), please refer to our publication titled:
In order to avoid temperature chock when mixing Exhaust Gas Emission Control Today and
water into the fuel in the homogeniser, the water Tomorrow
inlet temperature is to be set to 7090 °C.
under ‘Quicklinks’ → ‘Technical Papers

MAN Diesel 198 38 828.3
MAN B&W 7.06
Page 2 of 2
From
centrifuges Deck
Automatic
To special deaerating Deaerating to be
safety tank valve controlled against
expansion of water
Venting box
Diesel BX F
Heavy fuel oil
oil service
service tank
tank
X
To HFO BF AD
F. O. special service or
safety tank AF BD
settling tank
Common fuel oil supply unit 32 mm

Nom.
Overflow valve bore
adjusted to b)
12 bar Full flow a)
Homogeniser filter Main engine
Supply pumps
Water in oil F.O.
measuring drain
Filter
Booster tank
pump To HFO service
or settling tank
Circulating Heater
Fresh water
Compressed pumps
supply
air
‘S’ Safety pump
Supply air tank air operated
A2 A2 A2
A1 A1 A1
A3 A3 A3
GenSet GenSet GenSet
Fuel oil
To HFO service sludge tank To freshwater cooling
or settling tank pump suction
– – – – – – – – – Diesel oil Number of auxiliary engines, pumps, coolers, etc.

Heavy fuel oil are subject to alterations according to the actual
Heated pipe with insulation plant specification.
a) Tracing fuel oil lines: Max. 150 °C The letters refer to the list of ‘Counterflanges’.
b) Tracing fuel oil drain lines: Max. 90 °C,
min. 50 °C for installations with jacket cooling water
198 99 018.3
Fig. 7.06.01: System for emulsification of water into the fuel common to the main engine and MAN Diesel GenSets

MAN Diesel 198 38 828.3
MAN B&W
Lubricating Oil

8
MAN Diesel
MAN B&W 8.01
Page 1 of 2
Lubricating and Cooling Oil System
The lubricating oil is pumped from a bottom tank by has a drain arrangement so that oil condensed in
means of the main lubricating oil pump to the lubri- the pipe can be led to a drain tank, see details in
cating oil cooler, a thermostatic valve and, through Fig. 8.07.01.
a fullflow filter, to the engine inlet RU, Fig. 8.01.01.
Drains from the engine bedplate ‘AE’ are fitted on
RU lubricates main bearings, thrust bearing, axial both sides, see Fig. 8.07.02 ‘Bedplate drain pipes’.
vibration damper, crankpin bearings, piston cooling,
crosshead, camshaft and turbocharger bearings. For external pipe connections, we prescribe a
maximum oil velocity of 1.8 m/s.
The main lube oil system is common to the cam-
shaft as well. The major part of the oil is divided
between piston cooling and crosshead lubrication. Lubrication of turbochargers
From the engine, the oil collects in the oil pan, Turbochargers with slide bearings are normally
from where it is drained off to the bottom tank, see lubricated from the main engine system. AB is
Fig. 8.06.01a and b ‘Lubricating oil tank, with cof- outlet from the turbocharger, see Figs. 8.03.01 to
ferdam’. By class demand, a cofferdam must be 8.03.03, which are shown with sensors for UMS.
placed underneath the lubricating oil tank.
Figs. 8.03.01 to 8.03.03 show the lube oil pipe ar-
The engine crankcase is vented through ‘AR’ by a rangements for different turbocharger makes.
pipe which extends directly to the deck. This pipe
Deck
Engine
oil
To drain tank
*
Min. 15°
Thermostatic valve Pos. 005: throttle valve

E
TI TI TI PI PI RU
AR
Feeler, 45 °C Fullflow filter AB
Lube. oil
Deaeration
cooler
S S
For initial fillling of pumps

Lube oil bottom tank
Pos. 006: 25 mm valve with cofferdam
for cleaning process From purifier To purifier
Lube oil pumps

* Venting for MAN Diesel or Mitsubishi turbochargers only
178 57 55-2.2
Fig. 8.01.01 Lubricating and cooling oil system

MAN Diesel 198 56 36-1.1
MAN B&W 8.01
Page 2 of 2
Lubricating and Cooling Oil Pipes
TI 8112 PI 8108
TE 8112 I AH PT 8108 I AL Y
XS 8150 AH PS 8109 Z
Fore Aft
RU
Starting air Crosshead bearing,
distributor System oil outlet crankpin bearing
and piston Lubricating oil
Governor drive to turbocharger
Thrust bearing
Standard for 56S and TI 8106

engines with PTO on fore end
S S
WT 8812 I AH Y TE 8106 I AH Y
Axial vibration damper Exhaust valve actuator TS 8107 Z
Chain drive
TI 8113 Main bearings
Fuel pump
AR
TE 8113 I AH
To camshaft
FS 8114 AL Y
317 12 76-5.4.0
Fig. 8.01.02 Lubricating and Cooling Oil Pipes on engine
MAN B&W S50MC, S50MC-C, S46MC-C, S42MC,

S40MC-C, S35MC, S35MC-C, L35MC, S26MC MAN Diesel 198 59 08-2.1
MAN B&W 8.02
Page of 1
Hydraulic power supply unit

MAN Diesel 198 56 37-3.0
MAN B&W 8.03
Page 1 of 2
Lubricating Oil Pipes for Turbochargers
From system oil
PI 8103
MAN Diesel TCA

turbocharger
TI 8117 PT 8103 I AL
TE 8117 I AH
AB
121 14 96-6.1.0
Fig. 8.03.01: MAN Diesel turbocharger type TCA
From system oil
PI 8103
PT 8103 I AL
ABB TPL TI 8117

turbocharger
TE 8117 I AH
AB
126 40 85-8.3.0
Fig. 8.03.02: ABB turbocharger type TPL
MAN B&W MC/MCC, ME/MEC/MEGI/ME-B engines,

MAN B&W 8.03
Page 2 of 2
From system oil
PI 8103
E
MET turbocharger
TI 8117
TE 8117 I AH
AB
126 40 87-1.2.0
Fig. 8.03.03: Mitsubishi turbocharger type MET
MAN B&W MC/MCC, ME/MEC/MEGI/ME-B engines,

MAN B&W 8.04
Page 1 of 1
Lubricating Oil Centrifuges and List of Lubricating Oils
For Unattended Machinery Spaces (UMS), auto-

matic centrifuges with total discharge or partial
discharge are to be used. Manual cleaning cen-
trifuges can only be used for Attended Machinery
Spaces (AMS).
The nominal capacity of the centrifuge is to be

according to the supplier’s recommendation for
lubricating oil, based on the figure:
0.136 litre/kWh
The Nominal MCR is used as the total installed

power.
List of lubricating oils
The circulating oil (lubricating and cooling oil)

must be of the rust and oxidation inhibited type of
oil of SAE 30 viscosity grade.
In order to keep the crankcase and piston cooling

spaces clean of deposits, the oil should have ad-
equate dispersion and detergent properties.
Alkaline circulating oils are generally superior in

this respect.
The oils listed below have all given long-term sat-

isfactory service in MAN B&W engine installations:
Circulating oil
Company SAE 30, BN 510
BP Energol OEHT 30
Castrol CDX 30
Chevron *) Veritas 800 Marine 30
ExxonMobil Mobilgard 300
Shell Melina 30 / S 30
Total Atlanta Marine D 3005
*) Includes Caltex, Chevron and Texaco
Also other brands have been used with satisfac-

tory results.
MAN B&W MC/MC-C, ME/MEC/MEGI/ME-B engines,

MAN B&W 8.05
Page 1 of 3
Components for Lubricating Oil System
Lubricating oil pump Lubricating oil cooler
The lubricating oil pump can be of the displace- The lubricating oil cooler must be of the shell and
ment wheel, or the centrifugal type: tube type made of seawater resistant material, or
a plate type heat exchanger with plate material
Lubricating oil viscosity, specified....75 cSt at 50 °C of titanium, unless freshwater is used in a central
Lubricating oil viscosity............ maximum 400 cSt * cooling water system.
Lubricating oil flow............... see ‘List of capacities’
Design pump head........................................4.0 bar Lubricating oil viscosity, specified....75 cSt at 50 °C
Delivery pressure..........................................4.0 bar Lubricating oil flow............... see ‘List of capacities’
Max. working temperature.............................. 70 °C Heat dissipation................... see ‘List of capacities’
Lubricating oil temperature, outlet cooler....... 45 °C
* 400 cSt is specified, as it is normal practice when Working pressure on oil side.........................4.0 bar
starting on cold oil, to partly open the bypass Pressure drop on oil side.............maximum 0.5 bar
valves of the lubricating oil pumps, so as to reduce Cooling water flow................ see ‘List of capacities’
the electric power requirements for the pumps. Cooling water temperature at inlet:
seawater.......................................................... 32 °C
The flow capacity must be within a range from freshwater........................................................ 36 °C
100 to 112% of the capacity stated. Pressure drop on water side........maximum 0.2 bar
The pump head is based on a total pressure drop The lubricating oil flow capacity must be within a
across cooler and filter of maximum 1 bar. range from 100 to 112% of the capacity stated.
Referring to Fig. 8.01.01, the bypass valve shown The cooling water flow capacity must be within a
between the main lubricating oil pumps may be range from 100 to 112% of the capacity stated.
omitted in cases where the pumps have a builtin
bypass or if centrifugal pumps are used. To ensure the correct functioning of the lubricat-
ing oil cooler, we recommend that the seawater
If centrifugal pumps are used, it is recommended temperature is regulated so that it will not be
to install a throttle valve at position ‘005’ to prevent lower than 10 °C.
an excessive oil level in the oil pan if the centrifugal
pump is supplying too much oil to the engine. The pressure drop may be larger, depending on
the actual cooler design.
During trials, the valve should be adjusted by
means of a device which permits the valve to be
closed only to the extent that the minimum flow Lubricating oil temperature control valve
area through the valve gives the specified lubri-
cating oil pressure at the inlet to the engine at full The temperature control system can, by means of
normal load conditions. It should be possible to a threeway valve unit, bypass the cooler totally
fully open the valve, e.g. when starting the engine or partly.
with cold oil.
Lubricating oil viscosity, specified.....75 cSt at 50 °C
It is recommended to install a 25 mm valve (pos. Lubricating oil flow............... see ‘List of capacities’
006), with a hose connection after the main lubri- Temperature range, inlet to engine..........40  47 °C
cating oil pumps, for checking the cleanliness of
the lubricating oil system during the flushing pro-
cedure. The valve is to be located on the under-
side of a horizontal pipe just after the discharge
from the lubricating oil pumps.
MAN B&W S46MC-C, S46ME-B, S42MC, S40MC-C,S40ME-B,

S35MC, S35MC-C, S35ME-B, L35MC, S26MC MAN Diesel 198 59 104.2
MAN B&W 8.05
Page 2 of 3
Lubricating oil full flow filter
Lubricating oil flow............... see ‘List of capacities’ If a filter with a backflushing arrangement is in-
Working pressure..........................................4.0 bar stalled, the following should be noted:
Test pressure......................according to class rules
Absolute fineness..........................................40 µm* • The required oil flow, specified in the ‘List of
Working temperature.............. approximately 45 °C capacities’, should be increased by the amount
Oil viscosity at working temp............... 90  100 cSt of oil used for the backflushing, so that the
Pressure drop with clean filter.....maximum 0.2 bar lubricating oil pressure at the inlet to the main
Filter to be cleaned engine can be maintained during cleaning.
at a pressure drop........................maximum 0.5 bar
• If an automatically cleaned filter is installed, it
* The absolute fineness corresponds to a nominal should be noted that in order to activate the
fineness of approximately 25 µm at a retaining cleaning process, certain makes of filter require
rate of 90%. a higher oil pressure at the inlet to the filter than
the pump pressure specified. Therefore, the
The flow capacity must be within a range from pump capacity should be adequate for this pur-
100 to 112% of the capacity stated. pose, too.
The fullflow filter should be located as close as

possible to the main engine. Flushing of lube oil system
If a double filter (duplex) is installed, it should Before starting the engine for the first time, the lu-
have sufficient capacity to allow the specified full bricating oil system on board has to be cleaned in
amount of oil to flow through each side of the filter accordance with MAN Diesel’s recommendations:
at a given working temperature with a pressure ‘Flushing of Main Lubricating Oil System’, which is
drop across the filter of maximum 0.2 bar (clean available on request.
filter).
MAN B&W S46MC-C, S46ME-B, S42MC, S40MC-C,S40ME-B,

MAN B&W 8.05
Page 3 of 3
Lubricating oil outlet
An example of a lubricating oil outlet to bottom

tank is shown in Fig. 8.05.01.
Pos. 16 is yard’s supply 1
178 57 564.1
Fig. 8.05.01: Example of a lubricating oil outlet to bottom tank, S46MC-C/ME-B and S42MC is shown
MAN B&W S46MC-C, S46ME-B, S42MC,

MAN B&W 8.06
Page of 4
Lubricating Oil Tank
#YLæ
#YLæ
"
3EEN¬FROM¬! !
/ILæLEVELæWITHæ1M æOILææ
INæBOTTOMæTANKæANDæ ,UBOILæ
WITHæPUMPSæSTOPPED PUMPæSUCTION
/,
$
,

/UTLETæFROMæENGINEææMMæHAVINGæ
" ITSæBOTTOMæEDGEæBELOWæTHEæOILæLEVELæ

TOæOBTAINæGASæSEALæBETWEENæCRANKç
! CASEæANDæBOTTOMæTANK
æCYL 3EEN¬FROM¬" "

.ORMALæPOSITION
4HEæçWAYæCOCKæMUSTæ
/ILæOUTLETæFROMæTURBOCHARGER BEæCHANGEDçOVERæTOæ
-!.æ$IESELæTURBOCHARGER EMERGENCYæSUCTIONæWHENæ &ROMæTURBOCHARGER
BUTTERFLYæVALVEæISæCLOSED -!.æ$IESEL
æCYL
2EMOTEæCONTROLLED
,UBOILæPUMPæSUCTIONæFROMæOILæ
PANæFORæEMERGENCYæUSEæONLY $
(

æCYL
æMMæAIRæPIPE

æCYL "UTTERFLYæVALVEæCANæBEæOMITTEDæIFæAæCOFFERDAMæ
ISæPLACEDæBELOWæTHEæLUBOILæBOTTOMæTANKæORæIFæ
#YLNO NOTæREQUIREDæBYæCLASSIFICATIONæSOCIETY

178 18 28-6.1
Fig. 8.06.01a: Lubricating oil tank, vertical outlet, without cofferdam
MAN B&W S26MC6

MAN Diesel 198 59 236.0
MAN B&W 8.06
Page of 4
Note: If the system outside the engine is so designed

When calculating the tank heights, allowance has that an amount of the lubricating oil is drained
not been made for the possibility that a quantity of back to the tank, when the pumps are stopped,
oil in the lubricating oil system outside the engine the height of the bottom tank indicated in Table
may be returned to the bottom tank, when the 8.06.01b has to be increased to include this quan-
pumps are stopped. tity. If space is limited, however, other solutions
are possible.
Cylin- Drain at
D0 D3 H0 L OL Qm3
der No. cylinder No.
5 25 100 100 650 4,200 565 3.3
6 25 125 125 650 4,200 565 3.3
7 257 125 125 660 4,900 575 3.9
8 258 125 125 690 5,600 605 4.7
9-12 Data is available on request
Table. 8.06.01b: Lubricating oil tank, vertical outlet, without cofferdam
Lubricating oil tank operating conditions
The lubricating oil bottom tank complies with the

rules of the classification societies by operation
under the following conditions:
Angle of inclination, degrees

Athwartships Fore and aft
Static Dynamic Static Dynamic
15 22.5 5 7.5
MAN B&W S26MC6

MAN Diesel 198 59 236.0
MAN B&W 8.06
Page of 4
Lubricating Oil Tank
"
3EEN¬FROM¬! !
! ,UBOILæ
PUMPæSUCTION
/ILæLEVELæWITHæ1M æ
OILæINæBOTTOMæTANKæ
ANDæWITHæPUMPSæ
$
STOPPED
/,

ææ,

!
/UTLETæFROMæENGINEææMMæHAVINGæ
ITSæBOTTOMæEDGEæBELOWæTHEæOILæLEVEL
TOæOBTAINæGASæSEALæBETWEENæCRANKç
" CASEæANDBOTTOMæTANK
3EEN¬FROM¬" "
æCYL
&ROMæTURBOCHARGER
-!.æ$IESEL
/ILæOUTLETæFROMæTURBOCHARGER
-!.æ$IESELæTURBOCHARGER $
.ORMALæPOSITION
4HEæçWAYæCOCKæMUSTæ
BEæCHANGEDçOVERæTOæ
æCYL EMERGENCYæSUCTIONæ
WHENæTHEæLUBæOILæOUTLETæ
VALVEæISæCLOSED

,UBOILæPUMPæSUCTIONæFROMæOILæ
PANæFORæEMERGENCYæUSEæONLY $

(
æCYL

æ"ASEDæONææMMæTHICKNESSæOFæEPOXYæSUPPORTINGæCHOCKS
ææMMæAIRæPIPE
æYL
178 18 29-8.1
Fig. 8.06.02a: Lubricating oil tank, horizontal outlet, without cofferdam
MAN B&W S26MC6

MAN Diesel 198 59 236.0
MAN B&W 8.06
Page of 4
Note: If the system outside the engine is so designed

When calculating the tank heights, allowance has that an amount of the lubricating oil is drained
not been made for the possibility that a quantity of back to the tank, when the pumps are stopped,
oil in the lubricating oil system outside the engine the height of the bottom tank indicated in Table
may be returned to the bottom tank, when the 8.06.02b has to be increased to include this quan-
pumps are stopped. tity. If space is limited, however, other solutions
are possible.
Cylin-
D0 D2 D3 H0 L OL Qm3
der No.
5 100 40 100 650 6,000 565 4.7
6 125 40 125 675 6,600 590 5.4
7 125 40 125 710 7,200 625 6.3
8 125 40 125 735 7,800 650 7.0
9-12 Data is available on request
Table. 8.06.02b: Lubricating oil tank, horizontal outlet, without cofferdam
Lubricating oil tank operating conditions
The lubricating oil bottom tank complies with the

rules of the classification societies by operation
under the following conditions:
Angle of inclination, degrees

Athwartships Fore and aft
Static Dynamic Static Dynamic
15 22.5 5 7.5
MAN B&W S26MC6

MAN Diesel 198 59 236.0
MAN B&W 8.07
Page of 1
Crankcase Venting and Bedplate Drain Pipes
$ECK
)NSIDEæDIAMæOFæPIPEææMM
4OæDRAINæTANK
4OæBEæLAIDæWITHæINCLINATION
6ENTINGæFROMæCRANKCASE
INSIDEæDIAMæOFæPIPEææMM
(OLEæDIAMææMM
4OæBEæEQUIPPEDæWITHæFLAMEæSCREEN
IFæREQUIREDæBYæCLASSæRULES
6APOURæDISCHARGE
$RAINæCOWL !2 FROMæENGINE
)NSIDEæDIAMETER 4HISæPIPEæTOæBE
OFæDRAINæPIPEææMM DELIVEREDæWITHæTHEæENGINE
178 57 81-4.0
Fig. 8.07.01: Crankcase venting
AE
Cyl. aft
Drain from
Cyl. 1
cyl. lubricator
Drain from
shock absorber
AE AE
178 57 63-5.0
Fig. 8.07.02: Bedplate drain pipes
MAN B&W S26MC6

MAN Diesel 198 59 631.0
MAN B&W
Cylinder Lubrication

9
MAN Diesel
MAN B&W 9.01
Page 1 of 1
Cylinder Lubricating Oil System
The cost of the cylinder lubricating oil is one of the Modern highrated twostroke engines have a
largest contributions to total operating costs, next relatively great demand for detergency in the cyl-
to the fuel oil cost. Another aspect is that the lu- inder oil. Therefore cylinder oils should be chosen
brication rate has a great influence on the cylinder according to the below list.
condition, and thus on the overhauling schedules
and maintenance costs. A BN 70 cylinder oil is to be used as the default
choice of oil and it may be used on all fuel types.
It is therefore of the utmost importance that the However, in case of the engine running on fuel
cylinder lubricating oil system as well as its opera- with sulphur content lower than 1.5 % for more
tion is optimised. than 1 to 2 weeks, we recommend to change to a
lower BN cylinder oil such as BN 40-50.
Cylinder lubricators and service tank The cylinder oils listed below have all given long-
term satisfactory service during heavy fuel opera-
The cylinder lubricators can be either the electronic tion in MAN B&W engine installations:
MAN B&W Alpha Cylinder Lubricators or a me-
chanical type driven by the engine. Basic design is Company Cylinder oil Cylinder oil
MAN B&W Alpha Cylinder Lubricators, EoD: 4 42 SAE 50, BN 60-80 SAE 50, BN 40-50
104. The options are listed in the Extent of Delivery. BP Energol CLO 50 M Energol CL 505
Energol CL 605 Energol CL-DX 405
The cylinder lube oil is supplied from a gravity- Castrol Cyltech 70 / 80AW Cyltech 40 SX / 50 S
feed cylinder oil service tank to where it is being Chevron *) Taro Special HT 70 Taro Special HT LS 40
pumped from the cylinder oil storage tank. The ExxonMobil Mobilgard 570 Mobilgard L540
size of the cylinder oil service tank depends on Shell Alexia 50 Alexia LS
the owner’s and yard’s requirements, and it is Total Talusia Universal Talusia LS 40
Talusia HR 70
normally dimensioned for minimum two days’
consumption. *) Includes Caltex, Chevron and Texaco
The cylinder lubricating oil consumption could be Also other brands have been used with satisfac-
monitored by installing a flow meter on the pres- tory results.
sure side of the pump in the supply line to the
service tank, if required by the shipowner. Pro-
vided the oil level in the service tank is kept the Cylinder oil feed rate (dosage)
same every time the flow meter is being read, the
accuracy is satisfactory. The recommendations are valid for all plants,
whether controllable pitch or fixed pitch propellers
A cylinder lubricating oil supply system for engine are used.
plants with MAN B&W Alpha Cylinder Lubrica-
tors is shown in Fig. 9.02.02 and for plants with In case of average sulphur content, the average
mechanical cylinder lubricators in Fig. 9.03.03. In cylinder oil feed rate at all loads for MAN B&W Al-
both cases a dual system for supply of two differ- pha Cylinder Lubricator is 0.7 g/kWh. Adjustment
ent BN cylinder oils is shown. of the cylinder oil dosage of the MAN B&W Alpha
Cylinder Lubricator to the sulphur content in the
fuel being burnt is further explained in Section 9.02.
Cylinder oils
The nominal cylinder oil feed rate at nominal MCR
Cylinder oils should, preferably, be of the SAE 50 for a mechanical cylinder lubricator is typically
viscosity grade. 1.0 - 1.5 g/kWh.
MAN B&W S50MC, S50MC-C, S46MC-C, S42MC,

S40MC-C, S35MC, S35MC-C, S26MC MAN Diesel 198 74 76-5.1
MAN B&W 9.02
Page 1 of 5
MAN B&W Alpha Cylinder Lubrication System
The MAN B&W Alpha cylinder lubrication system, System control units
see Figs. 9.02.02 and 9.02.03, is designed to sup-
ply cylinder oil intermittently, every 2 to 20 engine The cylinder lubrication system is controlled by
revolutions with electronically controlled timing the Master Control Unit (MCU) which calculates
and dosage at a defined position. the injection frequency on the basis of the engine-
speed signal given by the tacho signal (ZE) and
Cylinder lubricating oil is fed to the engine by the fuel index.
means of a pump station which as standard is
mounted on the engine, EoD: 4 42 150, or could Lubricating control functions such as ‘mep de-
be placed in the engine room, option: 4 42 152. pendent’ and ‘load change dependent’ are all
incorporated in the MAN B&W Alpha cylinder lu-
The pump station has two pumps (one operating, brication system.
the other stand-by with automatic start up) with
in-line filters and a heater, see Fig. 9.02.02. The MAN B&W Alpha Cylinder Lubricator is pre
ferably to be controlled in accordance with the
The oil fed to the injectors is pressurised by Alpha Adaptive Cylinder oil Control (Alpha ACC)
means of one or two Alpha Lubricators placed feed rate system. The Alpha ACC is explained in
on each cylinder and equipped with small the following page.
multipiston pumps, see Fig. 9.02.03.
The MCU is equipped with a Backup Control Unit
Accumulator tanks on the lubricator inlet pipes (BCU) which, if the MCU malfunctions, activates
ensure adequate filling of the lubricator while ac- an alarm and takes control automatically or manu-
cumulators on the outlet pipes serve to dampen ally, via a Switch Board Unit (SBU), Fig. 9.02.04.
the pressure fluctuations. The oil pipes fitted on
the engine is shown in Fig. 9.02.03. The MCU, BCU and SBU together comprise the
Alpha Cylinder Lubricator Control Unit (ALCU) in
On engines with double lubricators, a by-pass shape of a single steel cabinet which is, as stand-
valve allows for circulating and heating the cyl- ard, located in the Engine Control Room. Fig.
inder oil before starting the engine under cold 9.02.05 shows the wiring diagram for the MAN
engine room conditions. On engines with one lu- B&W Alpha Cylinder Lubrication System.
bricator per cylinder, this is done by means of the
valve on the cylinderblock intended for emptying The yard supply should be according to the items
the accumulator. shown in Fig. 9.02.02 within the broken line.
Prior to start-up, the cylinders can be pre-lubricat-

ed and, during the runningin period, the operator
can choose to increase the lubricating oil feed
rate to a max. setting of 200%.
MAN B&W K98MC6/7, K98MCC6/7, S90MC-C7/8, K90MC-C6,

S80MC6, S80MC-C7/8, K80MC-C6, S70MC6, S/L70MC-C7/8,
S60MC6, S/L60MC-C7/8, S50MC6, S50MC-C7/8, S46MC-C7/8,
MAN Diesel 198 56 32-4.2
S42MC7, S40MC-C9, S35MC-C9, L35MC6, S26MC6

MAN B&W 9.02
Page 2 of 5
Alpha Adaptive Cylinder Oil Control (Alpha ACC)
It is a wellknown fact that the actual need for Basic and minimum setting with Alpha ACC
cylinder oil quantity varies with the operational
conditions such as load and fuel oil quality. Con- The recommendations are valid for all plants,
sequently, in order to perform the optimal lubrica- whether controllable pitch or fixed pitch propellers
tion – costeffectively as well as technically – the are used.
cylinder lubricating oil dosage should follow such
operational variations accordingly. Safe and very lubricatingeconomical control after
running-in is obtained with a basic setting accord-
The Alpha lubricating system offers the possibility ing to the formula:
of saving a considerable amount of cylinder lubri-
cating oil per year and, at the same time, to obtain Basic lubricating oil setting = 0,26 g/kWh x S%
a safer and more predictable cylinder condition.
with a minimum setting of 0,60 g/kWh, i.e. the
The name of the algorithm which controls the setting should be kept constant from about 2.3%
cylinder oil dosage proportional to the sulphur sulphur and downwards.
content in the fuel is Alpha Adaptive Cylinder oil
Control, Alpha ACC.
Absolute dosage (g/kWh)
1.40
1.30
Working principle 1.20
1.10
1.00
The basic feed rate control should be adjusted in 0.90
relation to the actual fuel quality and amount be- 0.80
ing burnt at any given time. The sulphur percent- 0.70
0.60
age is a good indicator in relation to wear, and an 0.50
oil dosage proportional to the sulphur level will 0.40
give the best overall cylinder condition. 0.30
0.20
0.10
The following two criteria determine the control: 0.00
0 0.5 1 1.5 2 2.5 3 3.5 4
Sulphur %
• The cylinder oil dosage shall be proportional to
the sulphur percentage in the fuel 178 61 184.0
• The cylinder oil dosage shall be proportional to Fig 9.02.01: Cylinder lubricating oil dosage with Alpha
the engine load (i.e. the amount of fuel entering ACC at all loads (BN 70 cylinder oil) after running-in
the cylinders).
The implementation of the above two criteria will Due to the sulphur dependency, the average cyl-
lead to an optimal cylinder oil dosage, proportion- inder oil dosages rely on the sulphur distribution
al to the amount of sulphur entering the cylinders. in worldwide fuel bunkers. Based on deliveries all
over the world, the resulting yearly specific cylin-
der oil dosage is close to 0.7 g/kWh.
Further information on cylinder oil as a function of

fuel oil sulphur content and alkalinity of lubricating
oil is available from MAN Diesel.
MAN B&W S50MC6, S50MCC7/8, S46MC-C7/8, S42MC7,

S35MC7, L35MC6, S26MC6 MAN Diesel 198 76 15-6.0
MAN B&W 9.02
Page of 5
Pump Station and MAN B&W Alpha Cylinder Lubricators on Engine
$ECK
3ERVICEæTANK 3ERVICEæTANK
&ILLINGæPIPE FORæLOWæ". FORæHIGHæ". &ILLINGæPIPE
CYLINDERæOIL CYLINDERæOIL
&LOWæMETER
&LOWæMETER
& ,3 ,3 &
)NTERæLOCK
MMæNOMINALæBORE
3TORAGEæTANK 3TORAGEæTANK
FORæLOWæ". FORæHIGHæ".
-INæMM
3HIPæBUILDER
3HIPæBUILDER
$. $.
$.
!# !5

!#
æ)FæPUMPæSTATIONæISæPLACEDæONæENGINE 0UMP

æ)FæPUMPæSTATIONæISæPLACEDæINæENGINEæROOM STATION
æ)FæREQUIREDæBYæTHEæSHIPOWNER

!5
$.

The item No. refer to ‘Guidance values Automation’
078 78 46-0.0.0c
Fig. 9.02.02: Cylinder lubricating oil supply system for two different BN oils
The illustration and data are available on request
Fig. 9.02.03: MAN B&W Alpha cylinder lubricators with piping and instrumentation on engine
MAN B&W S26MC6

MAN Diesel 198 64 24-5.0
MAN B&W 9.02
Page 4 of 5
Lubricator Control System
The external electrical system must be capable of and slow down (Normally Open) for:
providing the MCU and BCU with an un-interrupt-
ible supply of 24 Volt DC power. • Electronic cylinder lubricator system
The MAN B&W Alpha Cylinder Lubricator System The system has a connection for coupling it to a
is equipped with the following (Normally Closed) computer system or a Display Unit (HMI panel) so
alarms: that engine speed, fuel index, injection frequency,
alarms, etc. can be monitored.
• MCU fail
• MCU power fail The HMI panel for mounting in Engine Control
• MCU common alarm Room (option: 4 42 660) or on the engine (option:
• BCU in control 4 42 160) can be delivered separately.
• BCU fail
• BCU power fail
Cylinder
Solenoid valve
Accu
Lubricator
mulator
Sensor
AU Pump station
with To other cylinders
AC standby pump
Pump control
unit
To other
cylinders
Alarm
Tacho signal
Switch Backup Master system
Board Control Control
Unit Unit Unit
Safety
Index signal
system
Alpha Cylinder Lubricator Control Unit
HMI panel
For the actual number of cylinder lubrication points on the specific engine see Fig. 9.02.03
178 47 13-9.3
Fig. 9.02.04: Control of the MAN B&W Alpha Cylinder Lubrication System, one lubricator per cylinder
MAN B&W S60MC, S/L60MC-C, S50MC, S50MC-C,

S46MC-C, S42MC, S40MC-C, S35MC, S35MC-C,
L35MC, S26MC
MAN Diesel 198 65 27-6.0
MAN B&W 9.02
Page 5 of 5
Wiring Diagram
Pump station On engine Engine Control Room
TE
Prelubrication
PE
Alarm
system
Alpha Lubricator
Pump
Control Unit
control unit
(ALCU)
Slow down
system
Uninterruptible
power supply
Display unit
(HMI panel)
Intermediate Intermediate Intermediate
box box box
ZE ZE ZE ZE
Lubri
cator
Pickups Tacho Index
signal signal
Per cylinder
178 47 16-4.2
Fig. 9.02.05: Wiring diagram for MAN B&W Alpha Cylinder Lubrication System, one lubricator per cylinder
MAN B&W S60MC, S/L60MC-C, S50MC, S50MC-C,

S46MC-C, S42MC, S40MC-C, S35MC, S35MC-C,
L35MC, S26MC
MAN Diesel 198 65 27-6.0
MAN B&W 9.03
Page of 2
Mechanical Cylinder Lubricators
Mechanical cylinder lubricator(s), can be mounted Mainly for plants with controllable pitch propeller,
on the fore end of the engine, the size of which will the lubricators could, alternatively, be fitted with a
decide the number of lubricators needed. If driven mechanical lubrication system which controls the
by the engine in sync with the crankshaft move- dosage in proportion to the Mean Effective Pres-
ment, the lubricators could deliver timed injection sure (MEP).
of the cylinder lubrication oil.
An ‘Engine Speed Dependent’ as well as a ‘MEP
The lubricator(s) should have a built-in capability Dependent’ mechanical lubricator could be
for adjustment of the oil quantity and be provided equipped with a ‘Load Change Dependent’ sys-
with a sight glass for each lubricating point. tem, by which the cylinder feed oil rate is auto-
matically increased during starting, manoeuvring
The lubricators should be fitted with: and, preferably, during sudden load changes, see
• Electric heating coils Fig. 9.03.02.
• Low flow and low level alarms.
In that case, the signal for the ‘Load Change De-
In the ‘Engine Speed Dependent’ design, the lu- pendent’ system comes from the electronic gov-
bricator pumps a fixed amount of oil to the cylin- ernor.
ders for each engine revolution.
&ORE !FT
#ONTROLæAIRæFROMæ %LECTRONICæGOVERNOR
MANOEUVRINGæSYSTEM DIGITALæTYPE
æBAR
,3ææææ!,
3OLENOIDæVALVE
&3ææææ!,
,UBRICATOR
!#
178 59 504.0
çæCYLINDERæENGINESææ,UBRICATOR
çæCYLINDERæENGINESæææ,UBRICATORS
Fig 9.03.02: Load change dependent mechanical lubri-
çæCYLINDERæENGINESææ,UBRICATORS
cator

The piping is delivered with and fitted onto the engine
178 57 755.0
Fig 9.03.01: Piping and instrumentation for a mechani-

cal cylinder lubricator
MAN B&W S26MC6

MAN Diesel 198 59 70-2.0
MAN B&W 9.03
Page of 2
Cylinder Lubricating Oil Supply System
$ECK
3ERVICEæTANK 3ERVICEæTANK
FORæLOWæ". FORæHIGHæ".
&ILLINGæPIPE &ILLINGæPIPE
&LOWæMETER &LOWæMETER

& &
-INæMM
3TORAGEæTANK 3TORAGEæTANK
FORæLOWæ". !# FORæHIGHæ".
MMæNOMINALæBORE
æ)FæREQUIREDæBYæTHEæSHIPOWNER

078 78 45-9.0.0
Fig. 9.03.03: Cylinder lubricating oil supply system for two different BN cylinder oils, for mechanical lubricators

MAN Diesel 198 65 98-2.0
MAN B&W
Piston Rod Stuffing

Box Drain Oil
10
MAN Diesel
MAN B&W 10.01
Page 1 of 1
Stuffing Box Drain Oil System
For engines running on heavy fuel, it is important

that the oil drained from the piston rod stuffing
boxes is not led directly into the system oil, as
the oil drained from the stuffing box is mixed with
sludge from the scavenge air space.
The performance of the piston rod stuffing box on

the engines has proved to be very efficient, pri- Yard’s supply
marily because the hardened piston rod allows a AG
higher scraper ring pressure. 32 mm
nom. bore
The amount of drain oil from the stuffing boxes is

about 5  10 litres/24 hours per cylinder during
normal service. In the runningin period, it can be
higher. LS AH
The relatively small amount of drain oil is led to Oily waste drain tank
Drain
the general oily waste drain tank or is burnt in the tank
incinerator, Fig. 10.01.01. (Yard’s supply).

198 97 448.1
Fig. 10.01.01: Stuffing box drain oil system

MAN Diesel 198 39 740.5
MAN B&W
Central Cooling
Water System
11
MAN Diesel
MAN B&W 11.01
Page 1 of 1
Central Cooling Water System
The water cooling can be arranged in several con- For information on the alternative Seawater Cool-
figurations, the most common system choice being System, see Chapter 12.
ing a Central cooling water system.
Advantages of the central cooling system: An arrangement common for the main engine
and MAN Diesel auxiliary engines is available on
• Only one heat exchanger cooled by seawater, request.
and thus, only one exchanger to be overhauled
For further information about common cooling
• All other heat exchangers are freshwater cooled water system for main engines and auxiliary en-
and can, therefore, be made of a less expensive gines please refer to our publication:
material
Uniconcept Auxiliary Systems for Twostroke Main
• Few noncorrosive pipes to be installed
• Reduced maintenance of coolers and compo- under ‘Quicklinks’ → ‘Technical Papers’
nents
• Increased heat utilisation.
Disadvantages of the central cooling system:
• Three sets of cooling water pumps (seawater,

central water and jacket water.
• Higher first cost.

MAN Diesel 198 46 965.3
MAN B&W 11.02
Page 1 of 1
Central Cooling Water System
The central cooling water system is characterised air cooler as low as possible also applies to the
by having only one heat exchanger cooled by central cooling system. This means that the tem-
seawater, and by the other coolers, including the perature control valve in the central cooling water
jacket water cooler, being cooled by central cool- circuit is to be set to minimum 10 °C, whereby the
ing water. temperature follows the outboard seawater tem-
perature when central cooling water temperature
In order to prevent too high a scavenge air tem- exceeds 10 °C.
perature, the cooling water design temperature
in the central cooling water system is normally 36 For external pipe connections, we prescribe the
°C, corresponding to a maximum seawater tem- following maximum water velocities:
perature of 32 °C.
Jacket water................................................. 3.0 m/s
Our recommendation of keeping the cooling water Central cooling water................................... 3.0 m/s
inlet temperature to the main engine scavenge Seawater...................................................... 3.0 m/s
Expansion tank
central cooling water
PT 8421 AL
These valves to be provided

TI 8431 TE 8431 I AL with graduated scale
Seawater
outlet
Regarding the lubricating oil coolers, TI

this valve should be adjusted so that
the inlet temperature of the cooling TI TI
Lubricating
water is not below 10 °C N
oil cooler
Central AS
Air pockets, if any, in the pipe line P
cooler TI
between the pumps, must be vented
to the expansion tank
PI TI PI TI
Seawater Central cooling Jacket water Main

pumps water pumps cooler engine
PI TI
Cooling water
drain air cooler
Seawater
inlet
Seawater
inlet
Jacket cooling water

Sea water
Fuel oil
The letters refer to list of ‘Counterflanges’, Fig. 5.10.01

178 52 771.1
Fig. 11.02.01: Central cooling water system

MAN Diesel 198 40 579.5
MAN B&W 11.03
Page 1 of 2
Components for Central Cooling Water System
Seawater cooling pumps Central cooling water pumps
The pumps are to be of the centrifugal type. The pumps are to be of the centrifugal type.
Seawater flow...................... see ‘List of Capacities’ Central cooling water flow.... see ‘List of Capacities’
Pump head....................................................2.5 bar Pump head....................................................2.5 bar
Test pressure......................according to class rules Delivery pressure................depends on location of
Working temperature, normal......................032 °C expansion tank
Working temperature..................... maximum 50 °C Test pressure......................according to class rules
Working temperature...................................... 80 °C
The flow capacity must be within a range from Design temperature....................................... 100 °C
100 to 110% of the capacity stated.
The flow capacity must be within a range from
The differential pressure of the pumps is to be de- 100 to 110% of the capacity stated.
termined on the basis of the total actual pressure
drop across the cooling water system. The ‘List of Capacities’ covers the main engine
only. The differential pressure provided by the
pumps is to be determined on the basis of the to-
Central cooler tal actual pressure drop across the cooling water
system.
The cooler is to be of the shell and tube or plate
heat exchanger type, made of seawater resistant
material. Central cooling water thermostatic valve
Heat dissipation...................... see ‘List of Capacities’ The low temperature cooling system is to be
Central cooling water flow...... see ‘List of Capacities’ equipped with a threeway valve, mounted as a
Central cooling water temperature, outlet.......... 36 °C mixing valve, which bypasses all or part of the
Pressure drop on central cooling side.....max. 0.2 bar fresh water around the central cooler.
Seawater flow......................... see ‘List of Capacities’
Seawater temperature, inlet.............................. 32 °C The sensor is to be located at the outlet pipe from
Pressure drop on the thermostatic valve and is set so as to keep a
seawater side................................. maximum 0.2 bar temperature level of minimum 10 °C.
The pressure drop may be larger, depending on

the actual cooler design.
The heat dissipation and the seawater flow figures

are based on MCR output at tropical conditions,
i.e. a seawater temperature of 32 °C and an ambi-
ent air temperature of 45 °C.
Overload running at tropical conditions will slightly

increase the temperature level in the cooling sys-
tem, and will also slightly influence the engine
performance.

MAN Diesel 198 39 872.4
MAN B&W 11.03
Page 2 of 2
Jacket water system Lubricating oil cooler
Due to the central cooler the cooling water inlet See Chapter 8 ‘Lubricating Oil’.
temperature is about 4 °C higher for for this sys-
tem compared to the seawater cooling system.
The input data are therefore different for the scav- Jacket water cooler
enge air cooler, the lube oil cooler and the jacket
water cooler. The cooler is to be of the shell and tube or plate
heat exchanger type.
The heat dissipation and the central cooling water
flow figures are based on an MCR output at tropi- Heat dissipation.................. see ‘List of Capacities’
cal conditions, i.e. a maximum seawater tempera- Jacket water flow................ see ‘List of Capacities’
ture of 32 °C and an ambient air temperature of Jacket water temperature, inlet....................... 80 °C
45 °C. Pressure drop on jacket water side.....max. 0.2 bar
Central cooling water flow.... see ‘List of Capacities’
Central cooling water
Jacket water cooling pump temperature, inlet...............................approx. 42 °C
Pressure drop on Central
The pumps are to be of the centrifugal type. cooling water side.................................max. 0.2 bar
Jacket water flow................ see ‘List of Capacities’
Pump head....................................................3.0 bar The other data for the jacket cooling water system
Delivery pressure................depends on location of can be found in chapter 12.
expansion tank
Test pressure......................according to class rules For further information about a common cooling
Working temperature...................................... 80 °C water system for main engines and MAN Diesel
Design temperature....................................... 100 °C auxiliary engines, please refer to our publication:
The flow capacity must be within a range from Uniconcept Auxiliary Systems for Twostroke Main
100 to 110% of the capacity stated.
The stated of capacities cover the main engine under ‘Quicklinks’ → ‘Technical Papers’
only. The pump head of the pumps is to be de-
termined on the basis of the total actual pressure
drop across the cooling water system.
Scavenge air cooler
The scavenge air cooler is an integrated part of

the main engine.
Heat dissipation...................... see ‘List of Capacities’

Central cooling water flow...... see ‘List of Capacities’
Central cooling temperature, inlet..................... 36 °C
Pressure drop on FWLT water side..... approx. 0.5 bar

MAN Diesel 198 39 872.4
MAN B&W
Seawater
Cooling System
12
MAN Diesel
MAN B&W 12.01
Page 1 of 1
Seawater Systems
The water cooling can be arranged in several con-

figurations, the most simple system choices being
seawater and central cooling water system:
• A seawater cooling system and a jacket cool-

ing water system
• The advantages of the seawater cooling system

are mainly related to first cost, viz:
• Only two sets of cooling water pumps (seawater

and jacket water)
• Simple installation with few piping systems.
Whereas the disadvantages are:
• Seawater to all coolers and thereby higher

maintenance cost
• Expensive seawater piping of noncorrosive ma-

terials such as galvanised steel pipes or CuNi
pipes.

MAN Diesel 198 38 924.4
MAN B&W 12.02
Page 1 of 1
Seawater Cooling System
The seawater cooling system is used for cooling, The interrelated positioning of the coolers in the
the main engine lubricating oil cooler, the jacket system serves to achieve:
water cooler and the scavenge air cooler, see Fig.
12.02.01. • The lowest possible cooling water inlet tem-
perature to the lubricating oil cooler in order to
The lubricating oil cooler for a PTO stepup gear obtain the cheapest cooler. On the other hand,
should be connected in parallel with the other in order to prevent the lubricating oil from stiff-
coolers. The capacity of the seawater pump is ening in cold services, the inlet cooling water
based on the outlet temperature of the seawater temperature should not be lower than 10 °C
being maximum 50 °C after passing through the
coolers – with an inlet temperature of maximum • The lowest possible cooling water inlet tempera-
32 °C (tropical conditions), i.e. a maximum tem- ture to the scavenge air cooler, in order to keep
perature increase of 18 °C. the fuel oil consumption as low as possible.
The valves located in the system fitted to adjust

the distribution of cooling water flow are to be
provided with graduated scales.
Lubricating
Seawater oil cooler
pumps
Thermostatic
valve P
Seawater
outlet
Scavenge
air cooler
Jacket water
cooler
Seawater
inlet
Seawater
inlet
198 98 132.5
Fig. 12.02.01: Seawater cooling system

MAN Diesel 198 38 936.5
MAN B&W 12.03
Page 1 of 1
Seawater Cooling Pipes
Scavenge
air cooler
TE 8423 I
TI 8423
AS AS
P
TI 8422 PI 8421
TE 8422 I PT 8421 I AL
178 50 387.1

Fig. 12.03.01: Seawater cooling pipes for engines with one turbocharger
MAN B&W S60MC, S/L60MC-C, S60MEC/ME-GI/ME-B,L60MEC,

S50MC/MC-C, S50MEC/ME-B, S46MC-C, S46ME-B, S42MC,
S40MC-C9, S40ME-B, S35MC-C9, S/L35MC, S35ME-B, S26MC
MAN Diesel 198 39 788.6
MAN B&W 12.04
Page 1 of 1
Components for Seawater Cooling System
Seawater cooling pump Scavenge air cooler
The pumps are to be of the centrifugal type. The scavenge air cooler is an integrated part of
the main engine.
Seawater flow...................... see ‘List of Capacities’
Pump head....................................................2.5 bar Heat dissipation.................. see ‘List of Capacities’
Test pressure....................... according to class rule Seawater flow . ................... see ‘List of Capacities’
Working temperature..................... maximum 50 °C Seawater temperature,
for seawater cooling inlet, max....................... 32 °C
The flow capacity must be within a range from Pressure drop on
100 to 110% of the capacity stated. cooling water side............ between 0.1 and 0.5 bar
The heat dissipation and the seawater flow are

Lubricating oil cooler based on an MCR output at tropical conditions,
i.e. seawater temperature of 32 °C and an ambient
See Chapter 8 ‘Lubricating Oil’. air temperature of 45 °C.
Jacket water cooler Seawater thermostatic valve
The cooler is to be of the shell and tube or plate The temperature control valve is a threeway valve
heat exchanger type, made of seawater resistant which can recirculate all or part of the seawater to
material. the pump’s suction side. The sensor is to be locat-
ed at the seawater inlet to the lubricating oil cooler,
Heat dissipation.................. see ‘List of Capacities’ and the temperature level must be a minimum of
Jacket water flow................ see ‘List of Capacities’ +10 °C.
Jacket water temperature, inlet....................... 80 °C
Pressure drop Seawater flow...................... see ‘List of Capacities’
on jacket water side.....................maximum 0.2 bar Temperature range,
Seawater flow...................... see ‘List of Capacities’ adjustable within..................................+5 to +32 °C
Seawater temperature, inlet ........................... 38 °C
Pressure drop on
seawater side...............................maximum 0.2 bar
The heat dissipation and the seawater flow are

based on an MCR output at tropical conditions,
i.e. seawater temperature of 32 °C and an ambient
air temperature of 45 °C.

MAN Diesel 198 39 811.3
MAN B&W 12.05
Page 1 of 1
Jacket Cooling Water System
The jacket cooling water system is used for cool- The venting pipe in the expansion tank should end
ing the cylinder liners, cylinder covers and ex- just below the lowest water level, and the expan-
haust valves of the main engine and heating of the sion tank must be located at least 5 m above the
fuel oil drain pipes, see Fig. 12.05.01. engine cooling water outlet pipe.
The jacket water pump) draws water from the The freshwater generator, if installed, may be con-
jacket water cooler outlet and delivers it to the nected to the seawater system if the generator
engine. does not have a separate cooling water pump.
The generator must be coupled in and out slowly
At the inlet to the jacket water cooler there is a over a period of at least 3 minutes.
thermostatically controlled regulating valve, with
a sensor at the engine cooling water outlet, which For external pipe connections, we prescribe the
keeps the main engine cooling water outlet at a following maximum water velocities:
temperature of 80 °C.
Jacket water................................................. 3.0 m/s
The engine jacket water must be carefully treated, Seawater...................................................... 3.0 m/s
maintained and monitored so as to avoid corro-
sion, corrosion fatigue, cavitation and scale for-
mation. It is recommended to install a preheater
if preheating is not available from the auxiliary
engines jacket cooling water system.
High level alarm

Venting pipe or automatic Alarm must be given if excess air
venting valve to be arranged is separated from the water in the Expansion tank
in one end of discharge pipe. deaerating tank
(Opposite end of discharge
to pump) Low level alarm
LS 8412 AL
Orifice for adjustment of Alarm device box, Normally closed valve.

PT 8413 I cooling water pressure see Fig. 12.07.02 To be opened when the
M L system is filled with
cooling water. (Manually
Tracing of fuel oil
or automatically)
drain pipe
Preheater
Preheater pump
AN Regulating valve
AF
*) BD TI
AH
PI
K
TI TI
AE AE PI
Deaerating tank, Freshwater
Jacket water
Jacket water pumps, see Fig. 12.07.01 generator
cooler
3 bar head
Main
engine
From tracing of fuel oil drain pipe *)
Water inlet for
cleaning turbocharger
Drain from bedplate/cleaning
turbocharger to waste tank Fresh cooling water drain
Jacket cooling water *) Flange BD and the tracing line are not applicable on MC/MCC engines type 42 and smaller
Sea water
Fuel oil
The letters refer to list of ‘Counterflanges’, Fig. 5.10.01

178 50 172.5
Fig. 12.05.01: Jacket cooling water system

MAN Diesel 198 38 948.6
MAN B&W 12.06
Page of 1
Jacket Cooling Water Pipes
4)ææ
4# !FT &ORE
4%ææææ)ææ!(ææ9(
0$4ææææ!,
!( 0)ææ 4)ææ
03ææææ: /NLYæ', 4%ææææ)ææ!, /NLYæ',
178 58 01-9 .1

Fig. 12.06.01: Jacket cooling water pipes for engines with MAN Diesel turbochargers, type TCA,
and ABB turbochargers, type TPL
MAN B&W S26MC6

MAN Diesel 198 59 93-0.0
MAN B&W 12.07
Page 1 of 2
Components for Jacket Cooling Water System
Jacket water cooling pump The sensor is to be located at the outlet from the
main engine, and the temperature level must be
The pumps are to be of the centrifugal type. adjustable in the range of 7090 °C.
Jacket water flow................ see ‘List of Capacities’

Pump head....................................................3.0 bar Jacket water preheater
Delivery pressure....................depends on position
of expansion tank When a preheater, see Fig. 12.05.01, is installed in
Test pressure....................... according to class rule the jacket cooling water system, its water flow, and
Working temperature,.............. 80 °C, max. 100 °C thus the preheater pump capacity, should be about
10% of the jacket water main pump capacity.
The flow capacity must be within a range from
100 to 110% of the capacity stated. Based on experience, it is recommended that the
pressure drop across the preheater should be
The stated capacities cover the main engine only. approx. 0.2 bar. The preheater pump and main
The pump head of the pumps is to be determined pump should be electrically interlocked to avoid
based on the total actual pressure drop across the risk of simultaneous operation.
the cooling water system.
The preheater capacity depends on the required
preheating time and the required temperature
Freshwater generator increase of the engine jacket water. The tempera-
ture and time relations are shown in Fig. 12.08.01.
If a generator is installed in the ship for produc-
tion of freshwater by utilising the heat in the jacket In general, a temperature increase of about 35 °C
water cooling system it should be noted that the (from 15 °C to 50 °C) is required, and a preheating
actual available heat in the jacket water system is time of 12 hours requires a preheater capacity of
lower than indicated by the heat dissipation figures about 1% of the engine`s nominal MCR power.
given in the ‘List of Capacities‘. This is because
the latter figures are used for dimensioning the
jacket water cooler and hence incorporate a safety Deaerating tank
margin which can be needed when the engine is
operating under conditions such as, e.g. overload. Design and dimensions of the deaerating tank
Normally, this margin is 10% at nominal MCR. are shown in Fig. 12.07.01 ‘Deaerating tank‘ and
the corresponding alarm device is shown in Fig.
The calculation of the heat actually available at 12.07.02 ‘Deaerating tank, alarm device‘.
specified MCR for a derated diesel engine is stat-
ed in Chapter 6 ‘List of Capacities‘.
Expansion tank
For illustration of installation of fresh water gen-
erator see Fig. 12.05.01. The total expansion tank volume has to be ap-
proximate 10% of the total jacket cooling water
amount in the system.
Jacket water thermostatic valve
The temperature control system is equipped with Fresh water treatment

a threeway valve mounted as a diverting valve,
which bypass all or part of the jacket water The MAN Diesel recommendations for treatment
around the jacket water cooler. of the jacket water/freshwater are available on re-
quest.

MAN Diesel 198 40 567.3
MAN B&W 12.07
Page 2 of 2
Deaerating tank
øJ
Deaerating tank dimensions
90
Tank size 0.05 m3
B
Max. jacket water capacity 120 m3/h

Dimensions in mm
Max. nominal diameter 125
A 600
F
øH 5
B 125
A
E
G
C 5
D 150
D
E 300
øK
90
F 910
øI
G 250
øH 300
øI 320
øJ ND 50
øK ND 32
ND: Nominal diameter

Diameter corresponding to
pipe diameter in engine room Working pressure is according to actual piping arrangement.
178 06 279.2 In order not to impede the rotation of water, the pipe connec-
Fig. 12.07.01: Deaerating tank, option: 4 46 640 tion must end flush with the tank, so that no internal edges are
protruding.
Expansion tank
ø15
LS 8412 AL
Level switch float
Alarm device
Level switch
Level switch float Level switch float

in position for alarm in normal position  no alarm
From deaerating tank
198 97 091.1
Fig. 12.07.02: Deaerating tank, alarm device, option: 4 46 645
MAN B&W S50MC6, S50MC-C7, S50MEC7, S46MC-C7/8,

S46ME-B8, S42MC7, S40MC-C9, S40ME-B9, S35MC7,
S35MC-C9, S35ME-B9, L35MC6, S26MC6
MAN Diesel 198 40 651.3
MAN B&W 12.08
Page 1 of 1
Temperature at Start of Engine
In order to protect the engine, some minimum Temperature Preheater

temperature restrictions have to be considered increase of
jacket water
capacity in
% of nominal
before starting the engine and, in order to avoid MCR power
corrosive attacks on the cylinder liners during C 1.25%
starting. 60
1.50% 1.00% 0.75%
Normal start of engine 50
0.50%
Normally, a minimum engine jacket water temper-
ature of 50 °C is recommended before the engine 40
is started and run up gradually to 90% of speci-
fied MCR speed.
30
For running between 90% and 100% of specified
MCR speed, it is recommended that the load be
increased slowly – i.e. over a period of 30 minutes. 20
Start of cold engine 10
In exceptional circumstances where it is not pos-

sible to comply with the above-mentioned recom- 0
mendation, a minimum of 20 °C can be accepted 0 10 20 30 40 50 60 70
before the engine is started and run up slowly to hours

Preheating time
90% of specified MCR speed.
178 16 631.0
However, before exceeding 90% specified MCR Fig. 12.08.01: Jacket water preheater
speed, a minimum engine temperature of 50 °C
should be obtained and, increased slowly – i.e.
over a period of at least 30 minutes. Preheating of diesel engine
The time period required for increasing the jacket

water temperature from 20 °C to 50 °C will de- Preheating during standstill periods
pend on the amount of water in the jacket cooling
water system, and the engine load. During short stays in port (i.e. less than 45 days),
it is recommended that the engine is kept pre-
Note: heated, the purpose being to prevent temperature
The above considerations are based on the as- variation in the engine structure and correspond-
sumption that the engine has already been well ing variation in thermal expansions and possible
runin. leakages.
The jacket cooling water outlet temperature should

be kept as high as possible and should – before
startingup – be increased to at least 50 °C, either
by means of cooling water from the auxiliary en-
gines, or by means of a builtin preheater in the
jacket cooling water system, or a combination.

MAN Diesel 198 39 860.2
MAN B&W
Starting and Control Air

13
MAN Diesel
MAN B&W 13.01
Page of 1
Starting and Control Air Systems
2EDUCTIONæVALVE
&ILTER
2EDUCTIONæSTATION æ«M
0IPEæ$.æMM 4OæFUELæVALVE
TESTINGæUNIT
3TARTINGæAIR
RECEIVERææBAR
!IRæINLETæFOR
TURBOCHARGERæCLEANING
0IPEæ$.æMM æ4OæBILGE
!0
0IPEæ$.æMM
!
" # æ0IPEæAæ$.æ

æ3UPPLIEDæWITHæTHEæENGINE
/ILææWATER
3TARTINGæAIR SEPARATOR
RECEIVERææBAR
æ4OæBILGE
!IRæCOMPRESSORS
*) Pipe a nominal dimension: DN50 mm
078 54 00-3.5.0
Fig. 13.01.01: Starting and control air systems
The starting air of 30 bar is supplied by the start- Please note that the air consumption for control
ing air compressors to the starting air receivers air, safety air, turbocharger cleaning, sealing air
and from these to the main engine inlet ‘A’. for exhaust valve and for fuel valve testing unit are
momentary requirements of the consumers.
Through a reduction station, filtered compressed
air at 7 bar is supplied to the engine as: The components of the starting and control air
systems are further desribed in Section 13.02.
• Control air for manoeuvring system and for ex-
haust valve air springs, through engine inlet ‘B’ For information about a common starting air sys-
tem for main engines and MAN Diesel auxiliary
• Safety air for emergency stop, through inlet ‘C’. engines, please refer to our publication:
Through a reduction valve, compressed air is sup- Uniconcept Auxiliary Systems for Twostroke Main
plied at 10 bar to ‘AP’ for turbocharger cleaning
(soft blast), and a minor volume used for the fuel The publication is available at www.mandiesel.com
valve testing unit. under ‘Quicklinks’ → ‘Technical Papers’
MAN B&W S26MC6

MAN Diesel 198 60 566.0
MAN B&W 13.02
Page of 1
Components for Starting Air System
Starting air compressors Reduction valve for turbocharger cleaning etc
The starting air compressors are to be of the Reduction . ........................ from 3010 bar to 7 bar
watercooled, twostage type with intercooling. (Tolerance ±10%)
More than two compressors may be installed to Flow rate, free air ............. 2,600 Normal liters/min
supply the total capacity stated. equal to 0.043 m3/s
Air intake quantity: The consumption of compressed air for control air,
Reversible engine, exhaust valve air springs and safety air as well as
for 12 starts ........................ see ‘List of capacities’ air for turbocharger cleaning and fuel valve testing
Nonreversible engine, is covered by the capacities stated for air receiv-
for 6 starts .......................... see ‘List of capacities’ ers and compressors in the list of capacities.
Delivery pressure ......................................... 30 bar
Starting and control air pipes

Starting air receivers
The piping delivered with and fitted onto the main
The starting air receivers shall be provided with engine is shown in the following figures in Section
man holes and flanges for pipe connections. 13.03:
The volume of the two receivers is: Fig. 13.03.01 Starting air pipes
Reversible engine, Fig. 13.03.02 Air spring pipes, exhaust valves
for 12 starts ...................... see ‘List of capacities’ *
Nonreversible engine,
for 6 starts ........................ see ‘List of capacities’ * Turning gear
Working pressure ......................................... 30 bar
Test pressure .................... according to class rule The turning wheel has cylindrical teeth and is fit-
ted to the thrust shaft. The turning wheel is driven
* The volume stated is at 25 °C and 1,000 mbar by a pinion on the terminal shaft of the turning
gear, which is mounted on the bedplate.
Reduction station for control and safety air Engagement and disengagement of the turning
gear is effected by displacing the pinion and ter-
In normal operating, each of the two lines supplies minal shaft axially. To prevent the main engine
one engine inlet. During maintenance, three isolat- from starting when the turning gear is engaged,
ing valves in the reduction station allow one of the the turning gear is equipped with a safety arrange-
two lines to be shut down while the other line sup- ment which interlocks with the starting air system.
plies both engine inlets, see Fig. 13.01.01.
The turning gear is driven by an electric motor
Reduction . ........................ from 3010 bar to 7 bar with a builtin gear and brake. Key specifications
(Tolerance ±10%) of the electric motor and brake are stated in Sec-
tion 13.04.
Flow rate, free air ................. 750 Normal liters/min
equal to 0.013 m3/s
Filter, fineness .............................................. 40 µm
MAN B&W S26MC6

MAN Diesel 198 60 889.0
MAN B&W 13.03
Page of 2
Starting and Control Air Pipes
3TARTINGæAIRæDISTRIBUTOR %XHAUSTæVALVEæACTUATOR
0UNCTUREæVALVE
ONLYææCYLæENGINES
3TARTINGæVALVE
"URSTINGæCAP
$EAERATION -AINæSTARTINGæVALVE
3LOWæTURNING
ææ
æææ0NEUMATICæCOMPONENTæBOX !
0)æææ ææ3ERVICEææææ"LOCKED
:6ææææææ# :6ææææææ# 04ææææææ)æææ!, :3ææææææ# :3ææææææ#

The item Nos. refer to ‘Guidance values automation’
317 18 109.0.0
Fig. 13.03.01a: Starting air pipes, reversible engine
The starting air pipes, Fig. 13.03.01a and b, con- Please note that the air consumption for control
tain a main starting valve (a ball valve with actua- air, turbocharger cleaning, sealing air for exhaust
tor), a nonreturn valve, starting air distributor and valve and for fuel valve testing unit are momentary
starting valves. requirements of the consumers.
The main starting valve is combined with the ma- For information about a common starting air
noeuvring system, which controls the start of the system for main engines and auxiliary engines,
engine. Slow turning before start of engine is an please refer to the Engine Selection Guide or to
option: 4 50 140 and is recommended by MAN our publication:
Diesel, see section 16.01.
Uniconcept Auxiliary Systems for Twostroke Main
The starting air distributor regulates the supply of
control air to the starting valves in accordance The publication is available at www.mandiesel.com
with the correct firing sequence. under ‘Quicklinks’ → ‘Technical Papers’
MAN B&W S26MC6

MAN Diesel 198 68 380.0
MAN B&W 13.03
Page of 2
3TARTINGæAIRæDISTRIBUTOR
3TARTINGæVALVE
"URSTINGæCAP
$EAERATION -AINæSTARTINGæVALVE
3LOWæTURNING
0)ææ ææ3ERVICE "LOCKED
:6ææææ# :6ææææ# 04ææææLææ!, :3ææææ# :3ææææ#
The letters refer to list of ‘Counterflanges’. The item Nos. refer to ‘Guidance values automation’
317 18 205.0.0
Fig. 13.03.01b: Starting air pipes, non-reversible engine
Exhaust Valve Air Spring and Sealing Air Pipes
The exhaust valve is opened hydraulically, and The sealing air for the exhaust valve spindle comes
the closing force is provided by an ‘air spring’ from the manoeuvring system, and is activated by
which leaves the valve spindle free to rotate. The the control air pressure, see Fig. 13.03.02.
compressed air is taken from the manoeuvring air
system.
04ææææææ!,
!IRæSUPPLY 3AFETYæRELIEFæVALVE 3AFETYæRELIEFæVALVE 3AFETYæRELIEFæVALVE

FROMæTHE
MANOEUVRING æ!IR
SYSTEM SPRING
/RIFICE
3EALINGæAIR
CHAMBER
#ONTROLæAIR
The item Nos. refer to ‘Guidance values automation’

317 18 19-5.0.0
Fig. 13.03.02: Air spring and sealing air pipes for exhaust valves
MAN B&W S26MC6

MAN Diesel 198 68 355.0
MAN B&W 13.04
Page of 1
Electric Motor for Turning Gear
MAN Diesel delivers a turning gear with built-in Turning gear with electric motor of other protec-
disc brake, option 40 80 101. Two basic executions tion or insulation classes can be ordered, option
are available for power supply frequencies of 60 40 80 103. Information about the alternative ex-
and 50 Hz respectively. Nominal power and cur- ecutions is available on request.
rent consumption of the motors are listed below.
Electric motor and brake, voltage............. 3 x 440 V Electric motor and brake, voltage............. 3 x 380 V
Electric motor and brake, frequency..............60 Hz Electric motor and brake, frequency..............50 Hz
Protection, electric motor / brake........ IP 55 / IP 54 Protection, electric motor / brake........ IP 55 / IP 54
Insulation class ..................................................... F Insulation class ..................................................... F
Number of Electric motor Number of Electric motor

cylinders Nominal power, kW Normal current, A cylinders Nominal power, kW Normal current, A
5-12 *) 0.25 0.69 5-12 Available on request
*) Brake motor power supply 220 V / 60 Hz
,æ
,æ
,æ
,æ &æ &æ
ç&æ
ç&æ
ç3æ
,æçæ
æ
,æçæ
æ 6æ
ç3æ ç+æ ç+æ
ç3æ
0%æ æ
ç+æ ç+æ
ç+æ ç+æ
ç+æ ç+æ ç(æ ç(æ

&æ
,æ
çæ æ æ æ æ æ æ æ æ æ æ
2UNNINGæ 2UNNINGæ
&æ
Xçæ Xçæ FORWARDæ REVERSEæ
0%æ
çæ çæ çæ çæ
çæ 5æ 6æ 7æ 0%æ
7æ -æ
6æ
æ
5æ
æ æ
178 31 309.1
Fig. 13.04.01: Electric motor for turning gear, option: 40 80 101
MAN B&W S26MC6

MAN Diesel 198 60 78-2.0
MAN B&W
Scavenge Air

14
MAN Diesel
MAN B&W 14.01
Page 1 of 1
Scavenge Air System
Scavenge air is supplied to the engine by one The scavenge air system (see Figs. 14.01.01 and
turbocharger located on the aft end of the engine. 14.02.01) is an integrated part of the main engine.
However, in case of 10-12 cylinders, the engine is
fitted with two turbochargers located on the ex- The engine power figures and the data in the list
haust side, option: 4 59 126. of capacities are based on MCR at tropical con-
ditions, i.e. a seawater temperature of 32 °C, or
The compressor of the turbocharger draws air freshwater temperature of 36 °C, and an ambient
from the engine room, through an air filter, and air inlet temperature of 45 °C.
the compressed air is cooled by the scavenge air
cooler. The scavenge air cooler is provided with a
water mist catcher, which prevents condensated
water from being carried with the air into the scav-
enge air receiver and to the combustion chamber.
Exhaust gas
receiver
Exhaust valve
Turbocharger
Cylinder liner
Scavenge air
receiver
Scavenge air
cooler
Water mist
catcher
178 25 188.1
Fig. 14.01.01: Scavenge Air System
MAN B&W S42MC, S35MC, L35MC, S26MC

MAN Diesel 198 61 490.0
MAN B&W 14.02
Page 1 of 3
Auxiliary Blowers
The engine is provided with a minimum of two Emergency running

electrically driven auxiliary blowers, the actual
number depending on the number of cylinders as If one of the auxiliary blowers is out of function,
well as the turbocharger make and amount. Be- the other auxiliary blower will function in the sys-
tween the scavenge air cooler and the scavenge tem, without any manual adjustment of the valves
air receiver, nonreturn valves are fitted which being necessary.
close automatically when the auxiliary blowers
start supplying the scavenge air.
Scavenge air cooler requirements
The auxiliary blowers start operating consecu-
tively before the engine is started and will ensure The data for the scavenge air cooler is specified in
complete scavenging of the cylinders in the start- the description of the cooling water system chosen.
ing phase, thus providing the best conditions for a
safe start. For further information, please refer to our publi-
cation titled:
During operation of the engine, the auxiliary blow-
ers will start automatically whenever the blower Influence of Ambient Temperature Conditions
inlet pressure drops below a preset pressure,
corresponding to an engine load of approximately The publication is available at: www.mandiesel.com
25-35%. The blowers will continue to operate until under ‘Quicklinks’ → ‘Technical Papers’
the blower inlet pressure again exceeds the preset
pressure plus an appropriate hysteresis (i.e. taking
recent pressure history into account), correspond-
ing to an engine load of approximately 30-40%.
Running with auxiliary blower
Running with turbocharger

178 44 70-5.1
Fig. 14.02.01: Auxiliary blowers for scavenge air system
MAN B&W MC/MCC, ME-B engines

MAN Diesel 198 65 86-2.3
MAN B&W 14.02
Page 2 of 3
Control of the Auxiliary Blowers
The auxiliary blowers are fitted onto the main en- • The pressure switch ‘P’ controls the run/stop
gine and controlled by a system comprising: signals, while pressure switch ‘B’ is part of the
auxiliary blower alarm circuit.
1 pc Control Panel
1 pc Starter Panel per Auxiliary Blower The control panel is yard’s supply. It can be or-
2 pc Pressure Switches dered as an option: 4 55 650.
Referring to the diagram of the auxiliary blower The starter panels with starters for the auxiliary
control system, Fig. 14.02.02: blower motors are not included, they can be or-
dered as an option: 4 55 653. (The starter panel
• The Control Panel controls the run/stop signals design and function is according to MAN Diesel’s
to all Auxiliary Blower Starter Panels. The Con- diagram, however, the physical layout and choice
trol Panel consists of an operation panel and a of components has to be decided by the manu-
terminal row interconnected by a 1,200 mm long facturer).
wire harness.
Heaters for the blower motors are available as an
• The Auxiliary Blower Starter Panels control and option: 4 55 155.
protect the Auxiliary Blower motors, one panel
with starter per blower.
Control panel On engine

Alarm system
Telegraph system PS 8603 Pressure switch P
Safety system
24V DC Power supply PS 8604 Pressure switch B

from ship
Engine Control Room – ECR
Engine room
Aux. blower Aux. blower Aux. blower Aux. blower Aux. blower
starter panel 1 starter panel 2 starter panel 3 starter panel 4 starter panel 5
M M M M M
Auxiliary Motor Auxiliary Motor Auxiliary Motor Auxiliary Motor Auxiliary Motor
blower heater blower heater blower heater blower heater blower heater
Power Power Power Power Power

cable cable cable cable cable
513 53 301.0.0
Fig. 14.02.02: Diagram of auxiliary blower control system
MAN B&W MC/MCC, ME-B engines

MAN Diesel 198 65 86-2.3
MAN B&W 14.02
Page 3 of 3
Operation Panel for the Auxiliary Blowers
On the operation panel, three control modes are The operation panel and terminal row have to be
available to run/stop the blowers: mounted in the Engine Control Room Manoeu-
vring Console, see Section 16.01.
• AUTO – Run/stop is automatically controlled by
scavenge air pressure The control panel for the auxiliary blowers includ-
ing the operation panel, wiring harness and termi-
• MANUAL – Start of all blowers in sequence at nal row is shown in Fig. 14.02.03.
intervals of 6 sec
• OFF – The auxiliary blowers are stopped after a

set period of time, 30 sec for instance.
MAIN ENGINE
AUXILIARY BLOWER CONTROL
AUXILIARY AUXILIARY AUXILIARY
BLOWER 1 BLOWER 2 BLOWER 3
RUNNING RUNNING RUNNING
AUXILIARY AUXILIARY AUXILIARY

1,200mm wire harness, BLOWER 4 BLOWER 5 BLOWER 6
shielded by 20mm jacket RUNNING RUNNING RUNNING
Harness to be fixed to structure
AUTO
OFF MANUAL
IN SERVICE LAMP TEST
K5 K10 K7
Terminal row, to be mounted in

the Manoeuvring Console
512 36 604.0.0
Fig. 14.02.03: Control panel including operation panel, wiring harness and terminal row, option: 4 55 650
MAN B&W MC/MC-C, ME-B engines

MAN Diesel 198 65 874.0
MAN B&W 14.03
Page 1 of 1
Scavenge Air Pipes
Turbocharger
Exhaust receiver
Scavenge air cooler
PI 8601 TI 8605 TE 8605 I
PDT 8606 I
TE 8609 I
Auxiliary blower TI 8609 PS 8604 AL
TI 8608
Scavenge air receiver
TE 8608 I PS 8603 C
Cyl. 1
317 18 13-4.0.1
The item No. refer to ‘Guidance Values Automation’
Fig. 14.03.01: Scavenge air pipes, turbocharger located on exhaust side.

(Diagram of scavenge air pipes for turbocharger located on aft end is available on request)
Auxiliary blower
Scavenge air cooler
Scavenge air receiver
BV AV
172 61 420.4.0
Fig. 14.03.02: Scavenge air space, drain pipes
MAN B&W S50MC6, S50MCC7/8, S46MCC7/8, S42MC7,

S40MC-C9, S35MC7, S35MC-C9, L35MC6, S26MC6 MAN Diesel 198 61 632.2
MAN B&W 14.04
Page of 1
Electric Motor for Auxiliary Blower
The number of auxiliary blowers in a propulsion For typical engine configurations, the required
plant may vary depending on the actual amount of power of the auxiliary blowers is listed in Table
turbochargers as well as space requirements. 14.04.01.
Number of Number of auxiliary Required power/blower

cylinders blowers kW
5 11
6 11
2
7 15
8 15
9
10
Data is available on request
11
12
The electric motors are delivered with and fitted onto the engine.
Table 14.04.01: Electric motor for auxiliary blower
MAN B&W S26MC6

MAN Diesel 198 62 23-2.0
MAN B&W 14.05
Page 1 of 2
Scavenge Air Cooler Cleaning System
The air side of the scavenge air cooler can be The system is equipped with a drain box with a
cleaned by injecting a grease dissolving media level switch, indicating any excessive water level.
through ‘AK’ to a spray pipe arrangement fitted to
the air chamber above the air cooler element. The piping delivered with and fitted on the engine
is shown in Fig 14.05.01.
Drain from water mist catcher

Auto Pump Overboard System
Sludge is drained through ‘AL’ to the drain water
collecting tank and the polluted grease dissolvent It is common practice on board to lead drain wa-
returns from ‘AM’, through a filter, to the chemical ter directly overboard via a collecting tank. Before
cleaning tank. The cleaning must be carried out pumping the drain water overboard, it is recom-
while the engine is at standstill. mended to measure the oil content. If above
15ppm, the drain water should be lead to the
The ‘AL’ drain line is, during running, used as a clean bilge tank / bilge holding tank.
permanent drain from the air cooler water mist
catcher. The water is led through an orifice to pre- If required by the owner, a system for automatic
vent major losses of scavenge air. disposal of drain water with oil content monitoring
could be built as outlined in Fig. 14.05.02.
AK AK
AM AM
AL
AL
The letters refer to list of ‘Counterflanges‘

The item no refer to ‘Guidance values automation’
509 69 87-2.0.1
Fig. 14.05.01: Air cooler cleaning pipes, shown on engine with turbocharger located on aft end
MAN B&W S42MC, S35MC, L35MC, S26MC

MAN Diesel 198 76 90-8.1
MAN B&W 14.05
Page 2 of 2
Auto Pump Overboard System
AL
Oil in water
Drain water High level alarm
monitor
Hull
collecting tank (15ppm oil)
Start pump
Stop pump
Low level alarm
Overboard
Clean bilge tank /

To oily water bilge holding tank
separator
079 21 94-1.0.0d
Fig. 14.05.02: Suggested automatic disposal of drain water, if required by owner (not a demand from MAN Diesel)
Air Cooler Cleaning Unit
AK
PI
DN=25 mm
Air cooler
Freshwater
(from hydrophor) AL
Recirculation
DN=50 mm
AM
DN=50 mm
TI
Circulation
pump Chemical
cleaning tank Filter Drain from air cooler
1 mm mesh size
cleaning & water mist
catcher in air cooler
Heating coil
To fit the chemical Sludge pump suction

maker’s requirement
No. of cylinders
The letters refer to list of ‘Counterflanges‘
5-9 10-12
Chemical tank capacity 0.3 m3 0.6 m3
Circulation pump capacity at 3 bar 1 m3/h 2 m3/h
079 61 05-4.1.1c
Fig. 14.05.03: Air cooler cleaning system with Air Cooler Cleaning Unit, option: 4 55 665
MAN B&W S42MC, S26MC

MAN Diesel 198 61 74-0.1
MAN B&W 14.06
Page 1 of 1
Scavenge Air Box Drain System
The scavenge air box is continuously drained The pressurised drain tank must be designed to
through ‘AV’ to a small pressurised drain tank, withstand full scavenge air pressure and, if steam
from where the sludge is led to the sludge tank. is applied, to withstand the steam pressure avail-
Steam can be applied through ‘BV’, if required, to able.
facilitate the draining. See Fig. 14.06.01.
The system delivered with and fitted on the engine
The continuous drain from the scavenge air box is shown in Fig. 14.03.02 Scavenge air space,
must not be directly connected to the sludge tank drain pipes.
owing to the scavenge air pressure.
Deck/Roof
DN 50 mm
Min. 15°
DN 15 mm
Normally open.
BV AV To be closed in case of fire
in the scavenge air box.
Orifice 10 mm
Min. distance
1,000 mm
Steam inlet pressure 310 bar. DN 65 mm

If steam is not available, 7 bar
compressed air can be used.
DN 50 mm
Drain
tank
Normally closed.
Sludge tank Tank to be emptied
for fuel oil during service with
centrifuges valve open.
No. of cylinders
5-6 7-9 10-12
Drain tank capacity 0.15 m3 0.2 m3 0.25 m3

079 61 03-0.2.0
Fig. 14.06.01: Scavenge air box drain system
MAN B&W MAN B&W S35MC, L35MC, S26MC

MAN Diesel 198 76 95-7.0
MAN B&W 14.07
Page 1 of 2
Fire Extinguishing System for Scavenge Air Space
Fire in the scavenge air space can be extinguished The key specifications of the fire extinguishing
by water mist, this being the basic solution, or, op- agents are:
tionally, by steam or CO2.
Water mist fire extinguishing for scavenge air space
The external system, pipe and flange connections Freshwater pressure: min. 3.5 bar
are shown in Fig. 14.07.01 and the piping fitted Freshwater quantity, approx.: 0.3 kg/cyl.
onto the engine in Fig. 14.07.02.
Steam fire extinguishing for scavenge air space
In the Extent of Delivery, the fire extinguishing Steam pressure: 310 bar
system for scavenge air space is selected by the Steam quantity, approx.: 0.4 kg/cyl.
fire extinguishing agent:
CO2 fire extinguishing for scavenge air space
• basic solution: 4 55 142 Water mist CO2 test pressure: 150 bar
• option: 4 55 141 Steam CO2 quantity, approx.: 0.8 kg/cyl.
• option: 4 55 143 CO2
Basic solution: Water mist extinguishing Option: CO 2 extinguishing

Fresh water presssure: min. 3.5 bar CO 2 test pressure: 150 bar
AT AT
DN 20mm
Normal position
open to bilge DN 20mm
CO 2 bottles
Option: Steam extinguishing CO 2

Steam pressure: 310 bar
At least two bottles ought to be installed.
In most cases, one bottle should be sufficient
to extinguish fire in three cylilnders, while two
or more bottles would be required to extinguish
AT fire in all cylinders.
DN 20mm To prevent the fire from spreading to the next

cylinder(s), the ballvalve of the neighbouring
Normal position cylinder(s) should be opened in the event of
open to bilge fire in one cylinder.
079 61 029.0.0c
Fig. 14.07.01: Fire extinguishing system for scavenge air space
MAN B&W S26MC

MAN Diesel 198 62 041.1
MAN B&W 14.07
Page 2 of 2
Fire Extinguishing Pipes in Scavenge Air Space
Exhaust side
Cyl. 1
Manoeuvering side
TE 8610 I AH Y Extinguishing agent:
CO2, Steam or Freshwater
AT
Drain pipe, bedplate

(Only for steam or freshwater)
126 40 81-0.6.0a
Fig. 14.07.02: Fire extinguishing pipes in scavenge air space
MAN B&W K98MC/MC-C/ME/MEC, S90MC-C/MEC, K90ME/MEC,

S80MC/MC-C/MEC, K80MEC, S70MC/MC-C/MEC/MEGI,
L70MC-C/MEC, S65MEC/MEGI, S60MC-C/MEC/MEGI/ME-B,
MAN Diesel 198 76 813.0
L60MC-C/MEC, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B,

S42MC, S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC
MAN B&W
Exhaust Gas

15
MAN Diesel
MAN B&W 15.01
Page 1 of 1
Exhaust Gas System
The exhaust gas is led from the cylinders to the Turbocharger arrangement and cleaning systems
exhaust gas receiver where the fluctuating pres-
sures from the cylinders are equalised and from The turbocharger is located on the aft end of the
where the gas is led further on to the turbocharger engine. In case of 10-12 cylinders, however, the en-
at a constant pressure. See fig. 15.01.01. gine is fitted with two turbochargers located on the
exhaust side.
Compensators are fitted between the exhaust
valve housings and the exhaust gas receiver and The engine is designed for the installation of the
between the receiver and the turbocharger. A pro- MAN Diesel turbocharger types TCA (4 59 101),
tective grating is placed between the exhaust gas ABB turbocharger type A100 (4 59 102), or MHI
receiver and the turbocharger. The turbocharger turbocharger type MET (4 59 103).
is fitted with a pickup for monitoring and remote
indication of the turbocharger speed. All makes of turbochargers are fitted with an ar-
rangement for soft blast cleaning of the turbine
The exhaust gas receiver and the exhaust pipes side, and optionally water washing of the com-
are provided with insulation, covered by steel pressor side, option: 4 59 145, see Figs. 15.02.02
plating. and 15.02.03. Washing of the turbine side is only
applicable by special request to TC manufacturer
on MAN Diesel turbochargers.
Exhaust gas
receiver
Exhaust valve
Turbocharger
Cylinder liner
Scavenge air
receiver
Scavenge
air cooler
Water mist
catcher
178 07 274.1
Fig. 15.01.01: Exhaust gas system on engine

MAN Diesel 198 64 017.1
MAN B&W 15.02
Page 1 of 2
Exhaust Gas Pipes
ST 8801 IR Aft Fore
TI 8707 TI 8702
*)
TC 8702 I AH AL YH YL
Flange connection D
Exhaust gas receiver

Turbocharger
PI 8706 TI 8701
PI 8601 TC 8701 I AH YH
*) AL: Deviation alarm/Cylinder ±50ºC

To scavenge air receiver YL: Deviation alarm/Cylinder ±60ºC
The letters refer to ‘List of flanges’

The position numbers refer to ‘List of instruments’
The piping is delivered with and fitted onto the engine 178 38 692.2
Fig.15.02.01a: Exhaust gas pipes, with turbocharger located on aft end of engine, option 4 59 121
*)
TC 8702 I AH AL YH YL Cyl. 1
To scavenge air receiver
TI 8702 PI 8601
PI 8706
Exhaust gas receiver
Turbocharger
TI 8701
TC 8701 I AH YH ST 8801 I
Flange connection D
*) AL: Deviation alarm/Cylinder ±50ºC
TI 8707 YL: Deviation alarm/Cylinder ±60ºC

The item no. refer to ‘Guidance Values Automation’
121 15 27-9.2.0
Fig. 15.02.01b: Exhaust gas pipes, with turbocharger located on exhaust side of engine, option 4 59 123
MAN B&W S50MC6, S50MC-C/MEC7/8, S50ME-B8/9,

S46MC-C7/8, S46ME-B8, S42MC7, S40ME-B9, S40MC-C9,
S35MC-C9, S35MC7, L35MC6, S35ME-B9, S26MC6
MAN Diesel 198 40 699.4
MAN B&W 15.02
Page 2 of 2
Cleaning Systems
Compressor cleaning
MAN Diesel TCA turbocharger
To bedplate drain, AE
178 61 90-0.0
Fig. 15.02.02: MAN Diesel TCA turbocharger, water washing of compressor side, option: 4 59 145
PI 8803
AP
Dry cleaning turbine side

Drain
ABB Turbocharger
Compressor cleaning
To bedplate drain, AE
178 61 87-7.0.0
Fig. 15.02.03: Soft blast cleaning of turbine side and water washing of compressor side for ABB turbochargers
MAN B&W S50MC6, S50MC-C/MEC7/8, S50ME-B8/9,

S46MC-C7/8, S46ME-B8, S42MC7, S40ME-B9, S40MC-C9,
S35MC-C9, S35MC7, L35MC6, S35ME-B9, S26MC6
MAN Diesel 198 79 164.0
MAN B&W 15.03
Page of 1
Exhaust Gas System for Main Engine
At the specified MCR of the engine, the total The exhaust system for the main engine com-
backpressure in the exhaust gas system after the prises:
turbocharger (as indicated by the static pressure
measured in the piping after the turbocharger) • Exhaust gas pipes
must not exceed 350 mm WC (0.035 bar). • Exhaust gas boiler
• Silencer
In order to have a backpressure margin for the • Spark arrester (if needed)
final system, it is recommended at the design • Expansion joints (compensators)
stage to initially use a value of about 300 mm WC • Pipe bracings.
(0.030 bar).
In connection with dimensioning the exhaust gas
The actual backpressure in the exhaust gas piping system, the following parameters must be
system at specified MCR depends on the gas observed:
velocity, i.e. it is proportional to the square of the
exhaust gas velocity, and hence inversely propor- • Exhaust gas flow rate
tional to the pipe diameter to the 4th power. It has • Exhaust gas temperature at turbocharger outlet
by now become normal practice in order to avoid • Maximum pressure drop through exhaust gas
too much pressure loss in the pipings to have an system
exhaust gas velocity at specified MCR of about • Maximum noise level at gas outlet to atmos-
35 m/sec, but not higher than 50 m/sec. phere
• Maximum force from exhaust piping on
For dimensioning of the external exhaust pipe turbocharger(s)
connections, see the exhaust pipe diameters for • Sufficient axial and lateral elongation ability of
35 m/sec, 40 m/sec, 45 m/sec and 50 m/sec re- expansion joints
spectively, shown in Table 15.07.02. • Utilisation of the heat energy of the exhaust gas.
As long as the total backpressure of the exhaust Items that are to be calculated or read from tables
gas system (incorporating all resistance losses are:
from pipes and components) complies with the
abovementioned requirements, the pressure • Exhaust gas mass flow rate, temperature and max-
losses across each component may be chosen inimum back pressure at turbocharger gas outlet
dependently, see proposed measuring points (M) • Diameter of exhaust gas pipes
in Fig. 15.05.01. The general design guidelines for • Utilisation of the exhaust gas energy
each component, described below, can be used • Attenuation of noise from the exhaust pipe outlet
for guidance purposes at the initial project stage. • Pressure drop across the exhaust gas system
• Expansion joints.
Exhaust gas piping system for main engine
The exhaust gas piping system conveys the gas

from the outlet of the turbocharger(s) to the at-
mosphere.
The exhaust piping is shown schematically in

Fig. 15.04.01.

MAN Diesel 198 40 746.3
MAN B&W 15.04
Page 1 of 2
Components of the Exhaust Gas System
Exhaust gas compensator after turbocharger Exhaust gas boiler
When dimensioning the compensator, option: Engine plants are usually designed for utilisation of
4 60 610, for the expansion joint on the turbochar- the heat energy of the exhaust gas for steam pro-
ger gas outlet transition piece, option: 4 60 601, duction or for heating the thermal oil system. The
the exhaust gas piece and components, are to be exhaust gas passes an exhaust gas boiler which is
so arranged that the thermal expansions are ab- usually placed near the engine top or in the funnel.
sorbed by expansion joints. The heat expansion of
the pipes and the components is to be calculated It should be noted that the exhaust gas tempera-
based on a temperature increase from 20 °C to ture and flow rate are influenced by the ambient
250 °C. The max. expected vertical, transversal conditions, for which reason this should be con-
and longitudinal heat expansion of the engine sidered when the exhaust gas boiler is planned. At
measured at the top of the exhaust gas transition specified MCR, the maximum recommended pres-
piece of the turbocharger outlet are indicated in sure loss across the exhaust gas boiler is normally
Fig. 15.06.01 and Table 15.06.02 as DA, DB and DC. 150 mm WC.
The movements stated are related to the engine This pressure loss depends on the pressure losses
seating, for DC, however, to the engine centre. The in the rest of the system as mentioned above.
figures indicate the axial and the lateral movements Therefore, if an exhaust gas silencer/spark ar-
related to the orientation of the expansion joints. rester is not installed, the acceptable pressure loss
across the boiler may be somewhat higher than the
The expansion joints are to be chosen with an elas- max. of 150 mm WC, whereas, if an exhaust gas
ticity that limits the forces and the moments of the silencer/spark arrester is installed, it may be neces-
exhaust gas outlet flange of the turbocharger as sary to reduce the maximum pressure loss.
stated for each of the turbocharger makers in Table
15.06.04. The orientation of the maximum permis- The above mentioned pressure loss across the
sible forces and moments on the gas outlet flange exhaust gas boiler must include the pressure
of the turbocharger is shown in Fig. 15.06.03. losses from the inlet and outlet transition pieces.
D4
Exhaust gas outlet D0 Exhaust gas outlet

to the atmosphere
to the atmosphere
Exhaust gas Exhaust gas

silencer silencer
D4
D0
Slide support Exhaust gas

Exhaust gas boiler
Slide support boiler
Fixed support
Fixed support D4
D0 Exhaust gas compensator

D4
Exhaust gas compensator
Transition piece
Turbocharger gas
outlet flange D0
Main engine with
turbocharger on aft end
Main engine with turbochargers
on exhaust side
178 42 783.2 178 33 467.4
Fig. 15.04.01a: Exhaust gas system, one turbocharger Fig. 15.04.01b: Exhaust gas system, two or more TCs

MAN Diesel 198 40 758.7
MAN B&W 15.04
Page 2 of 2
Exhaust gas silencer

dB dB (A)
The typical octave band sound pressure levels 140
from the diesel engine’s exhaust gas system – at a

distance of one meter from the top of the exhaust 130
130
gas uptake – are shown in Fig.15.04.02.

120
120
The need for an exhaust gas silencer can be de- 110

12S42MC7
110
cided based on the requirement of a maximum
permissible noise level at a specific position. 100
100
5S26MC6
90
The exhaust gas noise data is valid for an exhaust 90
gas system without boiler and silencer, etc. 80

80
The noise level is at nominal MCR at a distance of 70

70
one metre from the exhaust gas pipe outlet edge
60
at an angle of 30° to the gas flow direction.
20
40 NR60
10 0
50
30
50
For each doubling of the distance, the noise level 31.5 63 125 250 500 1k
Centre frequencies of octave band
2k 4k 8 kHz
will be reduced by about 6 dB (farfield law).

178 59 44-5.0
When the noise level at the exhaust gas outlet to

the atmosphere needs to be silenced, a silencer Fig. 15.04.02: ISO’s NR curves and typical sound pres-
can be placed in the exhaust gas piping system sure levels from the engine’s exhaust gas system. The
after the exhaust gas boiler. noise levels at nominal MCR and a distance of 1 metre
from the edge of the exhaust gas pipe opening at an angle
The exhaust gas silencer is usually of the absorp- of 30 degrees to the gas flow and valid for an exhaust
tion type and is dimensioned for a gas velocity of gas system – without boiler and silencer, etc. Data for a
approximately 35 m/s through the central tube of specific engine and cylinder no. is available on request.
the silencer.
An exhaust gas silencer can be designed based Spark arrester

on the required damping of noise from the ex-
haust gas given on the graph. To prevent sparks from the exhaust gas being
spread over deck houses, a spark arrester can be
In the event that an exhaust gas silencer is re- fitted as the last component in the exhaust gas
quired – this depends on the actual noise level system.
requirement on the bridge wing, which is normally
maximum 6070 dB(A) – a simple flow silencer of It should be noted that a spark arrester contrib-
the absorption type is recommended. Depending utes with a considerable pressure drop, which is
on the manufacturer, this type of silencer nor- often a disadvantage.
mally has a pressure loss of around 20 mm WC at
specified MCR. It is recommended that the combined pressure
loss across the silencer and/or spark arrester
should not be allowed to exceed 100 mm WC at
specified MCR. This depends, of course, on the
pressure loss in the remaining part of the system,
thus if no exhaust gas boiler is installed, 200 mm
WC might be allowed.
MAN B&W S42MC7, S40MC-C9, S35MC-C9,

S35MC7, L35MC6, S26MC6 MAN Diesel 198 63 99-3.1
MAN B&W 15.05
Page of 3
Calculation of Exhaust Gas BackPressure
The exhaust gas back pressure after the turbo Exhaust gas velocity (v)
charger(s) depends on the total pressure drop in
the exhaust gas piping system. In a pipe with diameter D the exhaust gas velocity is:
The components, exhaust gas boiler, silencer, and v = __

M _____4
ρ x π x D 2
in m/s
spark arrester, if fitted, usually contribute with a
major part of the dynamic pressure drop through Pressure losses in pipes (∆p)
the entire exhaust gas piping system.
For a pipe element, like a bend etc., with the resist-
The components mentioned are to be specified ance coefficient ζ, the corresponding pressure
so that the sum of the dynamic pressure drop loss is:
through the different components should, if pos- ∆p = ζ x ½ ρ v2 x ___ 1
9.81 in mm WC

sible, approach 200 mm WC at an exhaust gas
flow volume corresponding to the specified MCR where the expression after ζ is the dynamic pres-
at tropical ambient conditions. Then there will be sure of the flow in the pipe.
a pressure drop of 100 mm WC for distribution
among the remaining piping system. The friction losses in the straight pipes may, as a
guidance, be estimated as :
Fig. 15.05.01 shows some guidelines regarding
resistance coefficients and backpressure loss 1 mm WC per 1 diameter length
calculations which can be used, if the maker’s
data for backpressure is not available at an early whereas the positive influence of the updraught
stage of the project. in the vertical pipe is normally negligible.
The pressure loss calculations have to be based

on the actual exhaust gas amount and tempera- Pressure losses across components (∆p)
ture valid for specified MCR. Some general formu-
las and definitions are given in the following. The pressure loss ∆p across silencer, exhaust
gas boiler, spark arrester, rain water trap, etc., to
be measured/ stated as shown in Fig. 15.05.01 (at
Exhaust gas data specified MCR) is normally given by the relevant
manufacturer.
M: exhaust gas amount at specified MCR in kg/sec.
T: exhaust gas temperature at specified MCR in °C
Total backpressure (∆pM)
Please note that the actual exhaust gas tempera-
ture is different before and after the boiler. The The total backpressure, measured/stated as the stat-
exhaust gas data valid after the turbocharger may ic pressure in the pipe after the turbocharger, is then:
be found in Chapter 6.
∆pM = Σ ∆p
Mass density of exhaust gas (ρ) where ∆p incorporates all pipe elements and
components etc. as described:
ρ ≅ 1.293 x ______
273
273
+T
x 1.015 in kg/m3
∆pM has to be lower than 350 mm WC.
The factor 1.015 refers to the average backpres-
sure of 150 mm WC (0.015 bar) in the exhaust gas (At design stage it is recommended to use max.
system. 300 mm WC in order to have some margin for
fouling).

MAN Diesel 198 40 949.3
MAN B&W 15.05
Page of 3
Measuring Back Pressure
At any given position in the exhaust gas system,

the total pressure of the flow can be divided into
dynamic pressure (referring to the gas velocity)
and static pressure (referring to the wall pressure,
where the gas velocity is zero).
At a given total pressure of the gas flow, the

combination of dynamic and static pressure may
change, depending on the actual gas velocity. The
measurements, in principle, give an indication of
the wall pressure, i.e., the static pressure of the
gas flow.
It is, therefore, very important that the back pres-

sure measuring points are located on a straight
part of the exhaust gas pipe, and at some dis-
tance from an ‘obstruction‘, i.e. at a point where
the gas flow, and thereby also the static pressure,
is stable. Taking measurements, for example, in a
transition piece, may lead to an unreliable meas-
urement of the static pressure.
In consideration of the above, therefore, the total

back pressure of the system has to be measured
after the turbocharger in the circular pipe and not
in the transition piece. The same considerations
apply to the measuring points before and after the
exhaust gas boiler, etc.

MAN Diesel 198 40 949.3
MAN B&W 15.05
Page of 3
Pressure losses and coefficients of resistance in exhaust pipes
a a
60 b
Changeover valves 90 R = D ζ = 0.28
90 R = 1.5D ζ = 0.20
c Changeover valve D
R = 2D ζ = 0.17
of type with con- R
stant cross section

ζa = 0.6 to 1.2
60
20 ζb = 1.0 to 1.5 R = D ζ = 0.16
a b
ζc = 1.5 to 2.0 R = 1.5D ζ = 0.12
D
R
R = 2D ζ = 0.11
Changeover valve
of type with volume

ζa = ζb = about 2.0 30

ζ = 0.05
D

M
90

p Spark
arrester D
M
R = D ζ = 0.45
R
R = 1.5D ζ = 0.35
R = 2D ζ = 0.30
p2 Silencer
45

ptc
M
D

M ζ = 0.14

Exhaust
p3 gas boiler

M
Outlet from ζ = 1.00
top of exhaust
gas uptake

Mtc Mtc
Inlet (from
T/C turbocharger) ζ = – 1.00
M: Measuring points
178 32 091.0 178 06 853.0
Fig. 15.05.01: Pressure losses and coefficients of resistance in exhaust pipes

MAN Diesel 198 40 949.3
MAN B&W 15.06
Page of 3
Forces and Moments at Turbocharger

Turbocharger located on aft end
$!
!FT #YLæ
$#
078 87 11-1.0.0a
DA: Max. movement of the turbocharger flange in the vertical direction
DC: Max. movement of the turbocharger flange in the longitudinal direction
Fig. 15.06.01a: Vectors of thermal expansion at the turbocharger exhaust gas outlet flange, TC on aft end
No. of cylinders 5-9 5 6 7 8 9

Turbocharger DA DC DC DC DC DC
Make Type mm mm mm mm mm mm
MAN Diesel NA34 4.4 1.6 1.7 1.8 1.9 2.0
ABB TPL65 4.0 1.4 1.5 1.7 1.8 1.9
MHI MET33 3.9 1.5 1.6 1.7 1.8 1.9
Table 15.06.02a: Max. expected movements of the exhaust gas flange resulting from thermal expansion, TC on aft end
MAN B&W S26MC6

MAN Diesel 198 64 15-0.0
MAN B&W 15.06
Page of 3
Two turbochargers located on exhaust side
$!
$"
$"
$#
DA: Max. movement of the turbocharger flange in the vertical direction

DB: Max. movement of the turbocharger flange in the transversal direction
DC: Max. movement of the turbocharger flange in the longitudinal direction
078 87 11-1.0.0b
Fig. 15.06.01b: Vectors of thermal expansion at the turbocharger exhaust gas outlet flange, TC on exhaust side
No. of cylinders 10-12 10 11 12

Turbocharger DA DB DC DC DC
Make Type mm mm mm mm mm
TCR18 * * * * *
MAN Diesel
TCR20 * * * * *
*) Data is available on request
Table 15.06.02b: Max. expected movements of the exhaust gas flange resulting from thermal expansion, TC on exhaust side
MAN B&W S26MC6

MAN Diesel 198 64 15-0.0
MAN B&W 15.06
Page of 3
-!.æ$IESEL !""æ40,
& &
- - - -
& & & &
-ITSUBISHI
& - -
& &
078 38 48-6.2.0
Fig. 15.06.03: Forces and moments on the turbochargers’ exhaust gas outlet flange
Table 15.06.04 indicates the maximum permis-

sible forces (F1, F2 and F3) and moments (M1 and
M3), on the exhaust gas outlet flange of the turbo-
charger(s). Reference is made to Fig. 15.06.03.
Turbocharger M1 M3 F1 F2 F3
Make Type Nm Nm N N N
TCR18 6,300 3,100 8,300 8,300 4,100
MAN Diesel TCR20 6,800 3,400 8,900 8,900 4,400
NA34 2,600 1,700 4,300 4,300 1,700
ABB TPL65 1,100 700 700 1,600 1,100
MHI MET33 2,700 1,400 4,900 1,700 1,600
Table 15.06.04: The max. permissible forces and moments on the turbocharger’s gas outlet flanges
MAN B&W S26MC6

MAN Diesel 198 64 15-0.0
MAN B&W 15.07
Page of 1
Diameter of Exhaust Gas Pipes
The exhaust gas pipe diameters listed in Table The exhaust gas velocities and mass flow listed
15.07.02 are based on the exhaust gas flow ca- apply to collector pipe D4. The table also lists the
pacity according to ISO ambient conditions and diameters of the corresponding exhaust gas pipes
an exhaust gas temperature of 250 ºC. D0 for various numbers of turbochargers installed.
%XPANSIONæJOINT
OPTIONæææ
$ $
$ $
$
&IXEDæPOINT
$
%XPANSIONæJOINT
OPTIONæææ
4RANSITIONæPIECE 4RANSITIONæPIECE
OPTIONæææ OPTIONæææ
#ENTREæLINEæTURBOCHARGER #ENTREæLINEæTURBOCHARGER
178 09 395.2r 178 31 598.1r
Fig. 15.07.01a: Exhaust pipe system, with turbocharger Fig. 15.07.01b: Exhaust pipe system, with single turbo-
located on exhaust side of engine, option: 4 59 123 charger located on aft end of engine, option: 4 59 121
Gas velocity Exhaust gas pipe diameters

35 m/s 40 m/s 45 m/s 50 m/s D0 D4
Gas mass flow 1 T/C 2 T/C 3 T/C
kg/s kg/s kg/s kg/s [DN] [DN] [DN] [DN]
3.0 3.4 3.8 4.2 400 N.A. N.A. 400
3.8 4.3 4.8 5.4 450 N.A. N.A. 450
4.6 5.3 6.0 6.6 500 N.A. N.A. 500
5.6 6.4 7.2 8.0 550 N.A. N.A. 550
6.7 7.6 8.6 9.5 600 N.A. N.A. 600
7.8 9.0 10.1 11.2 650 N.A. N.A. 650
9.1 10.4 11.7 13.0 700 500 N.A. 700
10.4 11.9 13.4 14.9 750 550 N.A. 750
Table 15.07.02: Exhaust gas pipe diameters and exhaust gas mass flow at various velocities
MAN B&W S26MC6

MAN Diesel 198 65 10-7.0
MAN B&W
Engine Control System

16
MAN Diesel
MAN B&W 16.01
Page 1 of 11
The engine is provided with a pneumatic/electric Manoeuvring Consoles

manoeuvring and fuel oil regulating system, which
transmits orders from the separate manoeuvring The Engine Control System for the MC / MC-C
consoles to the engine. engine is prepared for conventional remote con-
trol, having an interface to the Bridge Control (BC)
By means of the regulating system it is possible system and the Engine Side Console (ESC).
to start, stop, reverse the engine and control the
engine speed. The speed setting device on the ma- The main Engine Control Room (ECR) manoeu-
noeuvring consoles gives a speed setting signal to vring console is to be located in the engine con-
the governor, dependent on the desired number of trol room. The console with buttons, lamps, etc.
rpm. recommended by MAN Diesel is shown in Fig.
16.01.07. Components for remote control for a
At shutdown, the fuel injection is stopped by typical installation with bridge control is shown in
activating the puncture valves in the fuel pumps, Fig. 16.01.05.
independent of the speed position of the speed
setting device. The layout of the Engine Side Console and instru-
ment panel is shown in Fig. 16.01.06a, b and c.
The layout of the Engine Control System is shown The console and an electronic speed setting
in Fig. 16.01.01 and a diagram of the pneumatic device, the governor, are located on the manoeu-
manoeuvring system in Fig. 16.01.02. vring side of the engine.
In the event of breakdown of the normal pneumat-

ic/electric manoeuvring system, the engine can be
operated from the Engine Side Console.
On Bridge
Bridge Control
In Engine Control Room
ECR panel
In Engine Room/On Engine
ESC Governor
Pressure transmitter for scavenge air Actuator for fuel pump
RPM pickups
178 58 06-8.0
Fig. 16.01.01: Engine Control System Layout

MAN Diesel 198 56 34-8.2
MAN B&W 16.01
Page 2 of 11
Diagram of Manoeuvring System
317 72 03-2.2.0
Fig. 16.01.02b: Diagram of manoeuvring system for reversible engine with FPP and slow turning, no VIT
MAN B&W S46MC-C, S42MC, S40MC-C,

S/L35MC, S35MC-C, S26MC MAN Diesel 198 79 04-4.0
MAN B&W 16.01
Page 3 of 11
Manoeuvring System on Engine
The basic manoeuvring diagram is applicable for The slow turning valve diverts the starting air to
reversible engines, i.e. those with Fixed Pitch Pro- partially bypass the main starting valve. During
peller (FPP), and shown in Fig. 16.01.02. slow turning the engine will rotate so slowly that,
in the event that liquids have accumulated on the
The lever on the Engine Side Console can be set piston top, the engine will stop before any harm
to either Manual or Remote position, see Fig. occurs.
16.01.06a, b and c.
In the Manual position the engine is controlled Control System for Plants with CPP
from the Engine Side Console by the push
buttons START, STOP, and the AHEAD/ASTERN. Where a controllable pitch propeller is installed,
The speed is set by the ‘Manual speed setting’ by the control system is to be designed in such a way
the handwheel. that the operational requirements for the whole
plant are fulfilled.
In the ‘Remote’ position all signals to the engine
are electronic, the START, STOP, AHEAD and Special attention should be paid to the actual op-
ASTERN signals activate the solenoid valves ZV eration mode, e.g. combinator curve with/without
1137 C, ZV 1136 C, ZV 1141 C and ZV 1142 C re- constant frequency shaft generator or constant
spectively, shown in Figs. 16.01.02 and 16.01.05, engine speed with a power take off.
and the speed setting signal via the electronic
governor and the actuator E 1182 C. The following requirements have to be fulfilled:
The electrical signal comes from the remote con- • The control system is to be equipped with a
trol system, i.e. the Bridge Control (BC) console, load control function limiting the maximum
or from the Engine Control Room (ECR) console. torque (fuel pump index) in relation to the engine
speed, in order to prevent the engine from being
loaded beyond the limits of the load diagram
Shut down system
• The control system must ensure that the engine
The engine is stopped by activating the puncture load does not increase at a quicker rate than
valve located in the fuel pump either at normal permitted by the scavenge air pressure
stopping or at shut down by activating solenoid
valve ZV 1103 C, see Fig. 16.01.02. • Load changes have to take place in such a way
that the governor can keep the engine speed
within the required range.
Slow turning
Please contact the engine builder to get specific
The standard manoeuvring system does not data.
feature slow turning before starting, but for Unat-
tended Machinery Spaces (UMS) we strongly rec-
ommend the addition of the slow turning device
shown in Fig. 16.01.02 as well as Fig. 16.01.03,
option: 4 50 140.

MAN B&W 16.01
Page 4 of 11
Sequence Diagram
MAN Diesel’s requirements for the control sys-

tem are indicated graphically in Fig. 16.01.08a,
‘Sequence diagram’.
The diagram shows the functions as well as the

delays which must be considered in respect to
starting ‘Ahead’ and starting ‘Astern’, as well as
for the activation of the slow down and shut down
functions.
On the right of the diagram, a situation is shown

where the order ‘Astern’ is over-ridden by an
‘Ahead’ order – the engine immediately starts
‘Ahead’ if the engine speed is above the specified
starting level.

MAN Diesel 198 79 08-1.0
MAN B&W 16.01
Page 5 of 11
Starting Air System
ZS 1112 C
Service / Blocked
ZS 1111 C
A
ZS 1116 C
Main starting valve
ZS 1117 C
Slow turning
valve
Ø16X2
Ø16X2
28
ZV 1114 C Slow turning
Starting air
distributor
Starting valve
78
Pos. Qty. Description
Engine control
28 1 3/4-way solenoid valve
room console
78 1 Switch, yard’s supply
Additional components for slow turning are the slow turning valve in bypass and position nos. 28 and 78
The item No. refers to ‘Guidance values ‘automation’
The letter refers to list of ‘Counterflanges’
178 58 11.5-0
Fig. 16.01.03: Starting air system, with slow turning, option: 4 50 140

MAN Diesel 198 79 08-1.0
MAN B&W 16.01
Page 6 of 11
Governor Parts and Mode of Operation
The engine is, as standard, provided with an elec- Governor for ‘Conventional’ plants
tronic/mechanical type of fuel pump actuator of a
make approved by MAN Diesel. A typical example of a ‘conventional’ marine in-
stallation is:
The speed setting of the actuator is determined by
an electronic signal from the electronic governor • An engine directly coupled to a fixed pitch pro-
of a make approved by MAN Diesel. The actuator peller.
shaft is connected to the fuel regulating shaft by
means of a mechanical linkage. With a view to such an installation, the engine is,
as standard, equipped with a ‘conventional’ elec-
When selecting the governor, the complexity of tronic governor with actuator of a make approved
the installation has to be considered. We normally by MAN Diesel, e.g.:
distinguish between ‘conventional’ and ‘advanced’
marine installations. 4 65 172 Lyngsø Marine
The governor consists of the following elements: 4 65 174 Kongsberg Maritime
• Actuator 4 65 175 Nabtesco
• Revolution transmitter (pick-ups) 4 65 176 Mitsui Zosen Systems Research
• Electronic governor panel 4 65 177 Siemens.
• Power supply unit As an option on engines without Power Take Off

(PTO), a mechanical-hydraulic type of governor is
• Pressure transmitter for scavenge air. available:
The actuator, revolution transmitter and the pres- 4 65 171 Woodward.

sure transmitter are mounted on the engine.
The electronic governors must be tailor-made, Governor for ‘Advanced’ plants

and the specific layout of the system must be mu-
tually agreed upon by the customer, the governor For more ‘advanced’ marine installations, such as,
supplier and the engine builder. for example:
It should be noted that the shut down system, the • Plants with flexible coupling in the shafting sys-
governor and the remote control system must be tem
compatible if an integrated solution is to be ob-
tained. • Geared installations
The minimum speed is 20-25% of the engines • Plants with disengageable clutch for discon-
nominal speed when an electronic governor is ap- necting the propeller
plied.
• Plants with shaft generator with great require-
ment for frequency accuracy.

MAN B&W 16.01
Page 7 of 11
Governor and Remote Control Components
ual
Man ol
tr
con
r
erno
G ov o l
n t r
co
r ack
Fuel
ZS 1122 C
Actuator for fuel rack

E 1182 C Engine side handwheel
178 58 12-7.0
Fig. 16.01.04: Electronic governor
Remote
Manual
MIN
START
MAX
STOP
Telegraph
Control room
Ahead Astern
Bridge control
Astern
Ahead
Start
Stop
ZS 1140 C
ZS 709
ZS 708
PS 1134 C
ZS 1136 C
ZS 1108 C
ZS 1142 C
ZS 1137 C
ZS 1107 C
ZS 1141 C
178 58 13-9.0
Fig. 16.01.05: Components for remote control of reversible engine with FPP with bridge control

MAN Diesel 198 79 11-5.0
MAN B&W 16.01
Page 8 of 11
Engine Side Control Console with diagram
REMOTE
MANUAL
MAX
ASTERN
START
AHEAD
MIN
START STOP
STOP
STOP
178 58 15-2.0
Fig. 16.01.06a: Engine Side Control console, for reversible engine
REMOTE
AHEAD
MANUAL
START STOP ASTERN
PS 1106 C
*7
VIT
PS 1118 C 2 Ahead
1 3 Astern
Supply
4 Stop
PS 1118 C
5 Start
6 Remote
* Terminal 7 only connected on engines with VIT type fuel pumps
178 58 16-4.0
Fig. 16.01.06b: Diagram of Engine Side Control console

MAN Diesel 198 79 11-5.0
MAN B&W 16.01
Page 9 of 11
Engine Side Control Console and Instrument Panel
START
STOP
STOP
MAX
MIN
REM E EMERGENCY AH D ASTERN
START
STOP
Components included for: The instrument panel includes:
Fixed pitch propeller: For reversible engine:
Remote control – manual engine side control Tachometer for engine
Ahead – Astern handle Indication for engine side control
Start button Indication for control room control (remote)
Stop button Indication for bridge control (remote)
Indication for ‘Ahead’
Indication for ‘Astern’
Indication for auxiliary blower running
Indication and buzzer for wrong way alarm
Indication for turning gear engaged
Indication for ‘Shut down’
Push button for canceling ‘Shut down’, with indica-

tion
178 58 14-0.0
Fig. 16.01.06c: Engine Side Control console and instrument panel

MAN Diesel 198 79 11-5.0
MAN B&W 16.01
Page 10 of 11
Engine Control Room Console
6 10
178 58 17-6.0
1 Free space for mounting of safety panel 8 Switch and lamp for cancelling of limiters for
Engine builder’s supply governor
2 Tachometer(s) for turbocharger(s) 9 Engine control handle, option: 4 65 625 from engine
3 Indication lamps for: maker
Ahead * 10 Pressure gauges for:
Astern Scavenge air
Engine Side Control Lubricating oil, main engine
Control Room Control Cooling oil, main engine
Wrong way alarm Jacket cooling water
Turning gear engaged Sea cooling water
Main starting valve in service Lubricating oil, camshaft
Main starting valve in blocked mode Fuel oil before filter
Remote control Fuel oil after filter
Shut down Starting air
(Spare) Control air supply
Lamp test * 10 Thermometer:
4 Tachometer for main engine Jacket cooling water
5 Revolution counter Lubricating oil water
6 Switch and lamps for auxiliary blowers
7 Free spares for mounting of bridge control
equipment for main engine
Note: If an axial vibration monitor is ordered (option: 4 * These instruments have to be ordered as option:
31 116 ) the manoeuvring console has to be extended 4 75 645 and the corresponding analogue sensors on
by a remote alarm/slow down indication lamp. the engine as option: 4 75 128.
Fig. 16.01.07: Instruments and pneumatic components for Engine Control Room console, yard’s supply

MAN Diesel 198 79 11-5.0
MAN B&W 16.01
Page 11 of 11
Sequence diagram for engines with Fixed Pitch Propeller
178 58 18-8.0
Fig. 16.01.08a: Sequence diagram for fixed pitch propeller, MC/MC-C types 50-26
MAN B&W S50MC/MC-C, S46MC/C, S42MC, S40MC-C,

MAN B&W 16.02
Page 1 of 1
Controllable Pitch Propeller
MAN B&W S70MC6, S/L70MC-C7/8, S60MC6, S/L60MC-C7/8,

S50MC6, S50MC-C7/8, S46MC/C7/8, S42MC7, S40MC-C9,
S35MC7, S35MC-C9, L35MC6, S26MC6
MAN Diesel 198 66 40-1.1
MAN B&W 16.03
Page 1 of 2
Engine Control System Interface to Surrounding Systems
To support the navigator, the vessels are equip For the safety system, a combined shut down
ped with a ship control system, which includes and slow down panel approved by MAN Diesel
subsystems to supervise and protect the main is available as an option in the Extent of Delivery,
propulsion engine. e.g.:
The monitoring systems and instrumentation are 4 75 610a Lyngsø Marine

explained in detail in Chapter 18.
4 75 610b Kongsberg Maritime
Alarm system 4 75 610c Nabtesco
The alarm system has no direct effect on the En 4 75 610d Siemens
gine Control System (ECS). The alarm alerts the
operator of an abnormal condition. 4 75 610f Mitsui Zosen Systems Research.
The alarm system is an independent system, in Where separate shut down and slow down panels
general covering more than the main engine itself, are installed only panels approved by MAN Diesel
and its task is to monitor the service condition must be used.
and to activate the alarms if a normal service limit
is exceeded. In any case, the remote control system and the
safety system (shut down and slow down panel)
The signals from the alarm sensors can be used must be compatible.
for the slow down function as well as for remote
indication.
Telegraph system
Slow down system The telegraph system is an independent system.
The engine safety system is an independent sys This system enables the navigator to transfer the
tem with its respective sensors on the main en commands of engine speed and direction of rota
gine, fulfilling the requirements of the respective tion from the Bridge, the engine control room or
classification society and MAN Diesel. the Engine Side Console (ESC).
Safety system Remote Control system
The engine safety system is an independent sys The remote control system normally has two alter
tem with its respective sensors on the main en native control stations:
gine, fulfilling the requirements of the respective
classification society and MAN Diesel. • the Bridge Control console
• the Engine Control Room console
If a critical value is reached for one of the meas
uring points, the input signal from the safety The remote control system is to be delivered by a
system must cause either a cancellable or a supplier approved by MAN Diesel.
noncancellable shut down signal to the ECS.
The safety system is included as standard in the

extent of delivery.

MAN Diesel 198 66 41-3.1
MAN B&W 16.03
Page 2 of 2
As an option in the Extent of Delivery, a bridge Auxiliary equipment system

control system from suppliers approved by MAN
Diesel is available: The input signals for ‘Auxiliary system ready’ are
given partly based on the status for:
• for Fixed Pitch propeller plants, e.g.:
• fuel oil system
4 95 601 Lyngsø Marine • lube oil system
• cooling water systems
4 95 606 Siemens
and partly from the ECS itself:
4 95 607 Nabtesco
• turning gear disengaged
4 95 608 Mitsui Zosen Systems Research • main starting valve in ‘service position’
• control air valve for air spring ‘open’
4 95 615 Kongsberg Maritime • auxiliary blowers running
• control air valve ‘open’
• and for Controllable Pitch propeller plants, e.g.: • safety air valve ‘open’
• governor ‘in control’
4 95 604 Lyngsø Marine • valve for starting air distributor ‘open’.
4 95 916 Kongsberg Maritime

Engine monitoring
4 95 619 MAN Diesel Alphatronic.
In order to assist the engineer in runnning the
diesel engine at its optimum performance, a MAN
Power Management system Diesel’s PMI system, type PT/S off-line or on-line
could be applied as an option.
The system handles the supply of electrical power
onboard, i.e. the starting and stopping of the gen The MAN Diesel’s PMI system, type PT/S off-line
erating sets as well as the activation / deactivation monitors engine parameters such as:
of the main engine Shaft Generator (SG), if fitted.
• cylinder pressure
The normal function involves starting, synchro • fuel oil injection pressure
nising, phasingin, transfer of electrical load and • scavenge air pressure
stopping of the generators based on the electrical • engine speed.
load of the grid on board.
This and other engine monitoring systems are fur
The activation / deactivation of the SG is to be ther explained in Chapter 18 in this Project Guide.
done within the engine speed range which fulfils
the specified limits of the electrical frequency.
Instrumentation
Chapter 18 includes lists of instrumentation for:
• The CoCos-EDS on-line system

• The class requirements and MAN Diesel’s re
quirements for alarms, slow down and shut down
for Unattended Machinery Spaces.

MAN Diesel 198 66 41-3.1
MAN B&W
Vibration Aspects

17
MAN Diesel
MAN B&W 17.01
Page 1 of 1
C C
Vibration Aspects
The vibration characteristics of the twostroke low A

speed diesel engines can for practical purposes
be split up into four categories, and if the adequate
countermeasures are considered from the early
project stage, the influence of the excitation sour
ces can be minimised or fully compensated. B
In general, the marine diesel engine may influence

the hull with the following:
• External unbalanced moments
These can be classified as unbalanced 1st and
2nd order external moments, which need to be
considered only for certain cylinder numbers
• Guide force moments D
• Axial vibrations in the shaft system
• Torsional vibrations in the shaft system.
The external unbalanced moments and guide force A – Combustion pressure

moments are illustrated in Fig. 17.01.01. B – Guide force
C – Staybolt force
In the following, a brief description is given of their D – Main bearing force
origin and of the proper countermeasures needed
to render them harmless.
1st order moment vertical 1 cycle/rev.
2nd order moment, vertical 2 cycle/rev.
External unbalanced moments
The inertia forces originating from the unbalanced

rotating and reciprocating masses of the engine
create unbalanced external moments although the 1st order moment, horizontal
external forces are zero. 1 cycle/rev.
Of these moments, the 1st order (one cycle per revo-

lution) and the 2nd order (two cycles per revolution)
need to be considered for engines with a low num
ber of cylinders. On 7cylinder engines, also the 4th
order external moment may have to be examined. Guide force moment,
The inertia forces on engines with more than 6 cylin H transverse Z cycles/rev.
ders tend, more or less, to neutralise themselves. Z is 1 or 2 times number of cylinder
Countermeasures have to be taken if hull resonance

occurs in the operating speed range, and if the vibra
tion level leads to higher accelerations and/or veloci
ties than the guidance values given by international
Guide force moment,
standards or recommendations (for instance related X transverse Z cycles/rev.
to special agreement between shipowner and ship Z = 1, 2, 3 ... 11, 12, 14
yard). The natural frequency of the hull depends
on the hull’s rigidity and distribution of masses, 178 06 828.2
whereas the vibration level at resonance depends
mainly on the magnitude of the external moment Fig. 17.01.01: External unbalanced moments and guide
and the engine’s position in relation to the vibration force moments
nodes of the ship.

MAN Diesel 198 41 405.3
MAN B&W 17.02
Page 1 of 3
2nd Order Moments on 4, 5 and 6-cylinder Engines
The 2nd order moment acts only in the vertical Compensator solutions
direction. Precautions need only to be considered
for 4, 5 and 6-cylinder engines in general. Several solutions are available to cope with the
2nd order moment, as shown in Fig. 17.03.02, out
Resonance with the 2nd order moment may oc- of which the most cost efficient one can be cho-
cur in the event of hull vibrations with more than sen in the individual case, e.g.:
3 nodes. Contrary to the calculation of natural
frequency with 2 and 3 nodes, the calculation of 1) No compensators, if considered unnecessary
the 4 and 5-node natural frequencies for the hull on the basis of natural frequency, nodal point
is a rather comprehensive procedure and often and size of the 2nd order moment.
not very accurate, despite advanced calculation
methods. 2) A compensator mounted on the aft end of the
engine, driven by the main chain drive, option:
A 2nd order moment compensator comprises two 4 31 203.
counterrotating masses running at twice the en-
gine speed. 3) A compensator mounted on the fore end,
driven from the crankshaft through a separate
chain drive, option: 4 31 213.
4) Compensators on both aft and fore ends,

Cycles/min. *) Natural frequency driven from the crankshaft by the main chain
cycles/min.
drive and a separate chain drive respectively,
300
options: 4 31 203 and 4 31 213.
S50MC
250
As standard, the compensators reduce the exter-
nal 2nd order moment to a level as for a 7-cylinder
S60MC 5n
200
od engine or less.
e
S70MC
S80MC Briefly speaking, solution 1) is applicable if the

150
S90MC
4 no node is located far from the engine, or the engine
de
is positioned more or less between nodes. Solu-
100
3 n od tion 2) or 3) should be considered where one of
e
the engine ends is positioned in a node or close
50
2 n od
e
to it, since a compensator is inefficient in a node
dwt or close to it and therefore superfluous. Solution
4) should be considered if the engine is positioned
20,000 40,000 60,000 80,000 over the node.
*) Frequency of engine moment
M2V = 2 x engine speed A decision regarding the vibrational aspects and
the possible use of compensators must be taken
178 06 924.2 at the contract stage. If no experience is available
from sister ships, which would be the best basis
Fig. 17.02.01: Statistics of vertical hull vibrations in tank- for deciding whether compensators are necessary
ers and bulk carriers or not, it is advisable to make calculations to de-
termine which of the solutions should be applied.
MAN B&W S70MC/MC-C, L70MC-C, S65MC-C,

S60MC/MC-C, L60MC-C, S50MC/MC-C, S50ME-B8,
S46MC-C, S46ME-B, S42MC, S35MC, L35MC, S26MC
MAN Diesel 198 69 76-8.1
MAN B&W 17.02
Page 2 of 3
Preparation for compensators
If compensator(s) are initially omitted, the engine

can be delivered prepared for compensators to be
fitted on engine fore end later on, but the decision
to prepare or not must be taken at the contract
stage, option: 4 31 212 (types 46 only). Measure-
ments taken during the sea trial, or later in service
and with fully loaded ship, will be able to show if
compensator(s) have to be fitted at all.
If no calculations are available at the contract

stage, we advise to make preparations for the
fitting of a compensator in the steering compart-
ment, see Section 17.03.
Basic design regarding compensators
Experience with our two-stroke slow speed en-

gines has shown that propulsion plants with small
bore engines (engines smaller than 46 types) are
less sensitive regarding hull vibrations exited by
2nd order moments than the larger bore engines.
Therefore, these engines do not have engine driv-
en 2nd order moment compensators.
For 5 and 6-cylinder engines type 46, the basic

design regarding 2nd order moment compensa-
tors is:
• With compensator aft, EoD: 4 31 203

• Prepared for compensator fore, EoD: 4 31 212
The available options for 5 and 6-cylinder engines

are listed in the Extent of Delivery. For 4-cylinder
engines, the information is available on request.
MAN B&W S46MC-C, S46ME-B, S42MC,

S35MC, L35MC, S26MC MAN Diesel 198 69 07-5.1
MAN B&W 17.02
Page 3 of 3
1st Order Moments on 4cylinder Engines
1st order moments act in both vertical and hori- Since resonance with both the vertical and the
zontal direction. For our twostroke engines with horizontal hull vibration mode is rare, the standard
standard balancing these are of the same magni- engine is not prepared for the fitting of 1st order
tudes. moment compensators.
For engines with five cylinders or more, the 1st Data on 1st order moment compensators and
order moment is rarely of any significance to the preparation as well as options in the Extent of De-
ship. It can, however, be of a disturbing magnitude livery are available on request.
in fourcylinder engines.
Resonance with a 1st order moment may occur

for hull vibrations with 2 and/or 3 nodes. This
resonance can be calculated with reasonable ac-
curacy, and the calculation will show whether a Adjustable
compensator is necessary or not on fourcylinder counterweights
engines.
A resonance with the vertical moment for the 2

node hull vibration can often be critical, whereas Aft
the resonance with the horizontal moment occurs
at a higher speed than the nominal because of the Fore
higher natural frequency of horizontal hull vibra-
tions.
Fixed Adjustable
counterweights counterweights
Balancing 1st order moments
As standard, fourcylinder engines are fitted with

1st order moment balancers in shape of adjust-
able counterweights, as illustrated in Fig. 17.02.02.
These can reduce the vertical moment to an insig-
nificant value (although, increasing correspond-
ingly the horizontal moment), so this resonance is
easily dealt with. A solution with zero horizontal Fixed
moment is also available. counterweights
1st order moment compensators
In rare cases, where the 1st order moment will

cause resonance with both the vertical and the
horizontal hull vibration mode in the normal speed
range of the engine, a 1st order compensator can
be introduced as an option, reducing the 1st order
moment to a harmless value.
178 16 787.0
Fig. 17.02.02: Examples of counterweights
MAN B&W S70MC/MC-C/MEC/MEGI, L70MC-C/MEC,

S65MC-C/MEC/MEGI, S60MC/MC-C/MEC/MEGI,
L60MC-C/MEC, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B,
MAN Diesel 198 39 250.5
S40MC-C/MEB, S35MC/MC-C/ME-B, L35MC, S26MC

MAN B&W 17.03
Page 1 of 2
Electrically Driven Moment Compensator
If it is decided not to use chain driven moment • The decision whether or not to install compen-
compensators and, furthermore, not to prepare sators can be taken at a much later stage of a
the main engine for compensators to be fitted project, since no special version of the engine
later, another solution can be used, if annoying structure has to be ordered for the installation.
2nd order vibrations should occur: An electrically
driven moment compensator synchronised to the • No preparation for a later installation nor an ex-
correct phase relative to the external force or mo- tra chain drive for the compensator on the fore
ment can neutralise the excitation. end of the engine is required. This saves the
cost of such preparation, often left unused.
This type of compensator needs an extra seating
fitted, preferably, in the steering gear room where • Compensators could be retrofit, even on ships
vibratory deflections are largest and the effect of in service, and also be applied to engines with a
the compensator will therefore be greatest. higher number of cylinders than is normally con-
sidered relevant, if found necessary.
The electrically driven compensator will not give
rise to distorting stresses in the hull, but it is more • The compensator only needs to be active at
expensive than the engine-mounted compensa- speeds critical for the hull girder vibration. Thus,
tors. It does, however, offer several advantages it may be activated or deactivated at specified
over the engine mounted solutions: speeds automatically or manually.
• When placed in the steering gear room, the • Combinations with and without moment com-
compensator is not as sensitive to the position- pensators are not required in torsional and axial
ing of the node as the compensators 2) and 3) vibration calculations, since the electrically
mentioned in Section 17.02. driven moment compensator is not part of the
mass-elastic system of the crankshaft.
Furthermore, by using the compensator as a vi-

bration exciter a ship’s vibration pattern can easily
be identified without having the engine running,
e.g. on newbuildings at an advanced stage of
construction. If it is verified that a ship does not
need the compensator, it can be removed and re-
used on another ship.
It is a condition for the application of the rotating

force moment compensator that no annoying lon-
gitudinal hull girder vibration modes are excited.
Based on our present knowledge, and confirmed
by actual vibration measurements onboard a ship,
we do not expect such problems.
Further to compensating 2nd order moments,

electrically driven moment compensators are also
available for balancing other forces and moments.
The available options are listed in the Extent of
178 57 45-6.0
Delivery.
Fig. 17.03.01: MAN Diesel 2nd order electrically driven moment compensator, separately mounted,
option: 4 31 255
MAN B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,

K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,
S70MC/MC-C/ME-C/ME-GI, L70MC-C/ME-C, S65ME-C/ME-GI,
MAN Diesel 198 42 221.5
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,
S50MC/MC-C/ME-B8, S46MC-C/ME-B, S42MC, S/L35MC, S26MC
MAN B&W 17.03
Page 2 of 2
Moment compensator Compensating moment

Aft end, option: 4 31 203 F2C x Lnode
outbalances M2V
2
M2V
2 Node AFT
F2C
Lnode
Moment from compensator

M2C reduces M2V
Moment compensator
Fore end, option: 4 31 213 M2V
M2C
2 2
Electrically driven moment compensator
Compensating moment
FD x Lnode
outbalances M2V
Centre line
crankshaft M2V
FD
Node Aft
3 and 4node vertical hull girder mode
L n
D od
4 Node e
3 Node
178 27 104.1
Fig. 17.03.02: Compensation of 2nd order vertical external moments
MAN B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,

K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,
S70MC/MC-C/ME-C/ME-GI, L70MC-C/ME-C, S65ME-C/ME-GI,
MAN Diesel 198 42 221.5
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,
S50MC/MC-C/ME-B8, S46MC-C/ME-B, S42MC, S/L35MC, S26MC
MAN B&W 17.04
Page of 1
Power Related Unbalance
To evaluate if there is a risk that 1st and 2nd or- Based on service experience from a great number
der external moments will excite disturbing hull of large ships with engines of different types and
vibrations, the concept Power Related Unbal- cylinder numbers, the PRUvalues have been
ance (PRU) can be used as a guidance, see Table classified in four groups as follows:
17.04.01 below.
PRU Nm/kW Need for compensator
___________
PRU = External moment
Nm/kW 0 - 60 Not relevant
Engine power
60 - 120 Unlikely
With the PRUvalue, stating the external moment 120 - 220 Likely
relative to the engine power, it is possible to give 220 - Most likely
an estimate of the risk of hull vibrations for a spe-
cific engine.
S26MC6 – 400 kW/cyl at 250 r/min

5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl. 14 cyl.
PRU acc. to 1st order, Nm/kW 8.6 0.0 3.8 10.8 9.9 8.9 5.0 0.0 N.a.
PRU acc. to 2nd order, Nm/kW 87.9 50.9 12.7 0.0 11.2 3.6 6.8 0.0 N.a.
Based on external moments in layout point L1

N.a. Not applicable
Table 17.04.01: Power Related Unbalance (PRU) values in Nm/kW
Calculation of External Moments
In the table at the end of this chapter, the exter-

nal moments (M1) are stated at the speed (n1) and
MCR rating in point L1 of the layout diagram. For
other speeds (nA), the corresponding external mo-
ments (MA) are calculated by means of the formula:
{ }
nA 2
MA = M1 x __
n kNm
1
(The tolerance on the calculated values is 2.5%).
MAN B&W S26MC6

MAN Diesel 198 69 91-1.0
MAN B&W 17.05
Page 1 of 3
Guide Force Moments
The socalled guide force moments are caused We recommend using the hydraulic top bracing
by the transverse reaction forces acting on the which allow adjustment to the loading conditions
crossheads due to the connecting rod/crankshaft of the ship. Mechanical top bracings with stiff
mechanism. These moments may excite engine connections are available on request.
vibrations, moving the engine top athwartships
and causing a rocking (excited by Hmoment) or With both types of top bracing, the above-men-
twisting (excited by Xmoment) movement of the tioned natural frequency will increase to a level
engine as illustrated in Fig. 17.05.01. where resonance will occur above the normal en-
gine speed. Details of the top bracings are shown
The guide force moments corresponding to the in Chapter 05.
MCR rating (L1) are stated in Table 17.07.01.
Definition of Guide Force Moments

Top bracing
Over the years it has been discussed how to de-
The guide force moments are harmless except fine the guide force moments. Especially now that
when resonance vibrations occur in the engine/ complete FEMmodels are made to predict hull/
double bottom system. engine interaction, the propeller definition of these
moments has become increasingly important.
As this system is very difficult to calculate with the
necessary accuracy, MAN Diesel strongly recom-
mend, as standard, that top bracing is installed Htype Guide Force Moment (MH)
between the engine’s upper platform brackets
and the casing side. Each cylinder unit produces a force couple con-
sisting of:
The vibration level on the engine when installed in 1. A force at crankshaft level
the vessel must comply with MAN Diesel vibration 2. Another force at crosshead guide level. The po-
limits as stated in Fig. 17.05.02. sition of the force changes over one revolution
as the guide shoe reciprocates on the guide.
Htype Xtype
Top bracing level
Middle position of guide plane
Lz MH Lz DistX
L L Cyl.X M x
Crankshaft centre line
Lx Lx Engine seating level
Z X
178 06 816.4
Fig. 17.05.01: Htype and Xtype guide force moments

MAN Diesel 198 42 233.4
MAN B&W 17.05
Page 2 of 3
Vibration Limits Valid for Single Order Harmonics
m
m
m
10
1
5x10 2 mm/s
ΙΙΙ
10
5
m
m
/s 2
10 2 mm/s
m
m
1
10
±50mm/s
t
en
em
ΙΙ
±1
ac
0m
pl
/s
is
2
m
D
m
±2
±25mm/s
m
m
±1
10
Velocity Ι 4
m
m
/s 2
10 mm/s
m
m
2
10
Ac
ce
le
ra
tio
n
10
3
m
m
/s 2
1 mm/s
m
m
3
10
5x10 1 mm/s
60 100 10 1.000 10 6.000 c/min
m 2
m
m m
/s 2 /s 2
1 Hz 10 Hz Frequency 100 Hz
Zone Ι: Acceptable
Zone ΙΙ: Vibration will not damage the main engine, however,
under adverse conditions, annoying/harmful vibration
responses may appear in the connected structures
Zone ΙΙΙ: Not acceptable
078 81 27-6.1
Fig.17.05.02: Vibration limits

MAN Diesel 198 42 233.4
MAN B&W 17.05
Page 3 of 3
As the deflection shape for the Htype is equal The Xtype guide force moment is then defined
for each cylinder the Nth order Htype guide force as:
moment for an Ncylinder engine with regular fir-
ing order is: MX = ‘BiMoment’/L [kNm]
N x MH(one cylinder) For modelling purpose the size of the four (4) forc-
es can be calculated:
For modelling purposes the size of the forces in
the force couple is: Force = MX /L X [kN]
Force = MH/L [kN] where:
where L is the distance between crankshaft level L X is the horizontal length between ‘force points’
and the middle position of the crosshead guide
(i.e. the length of the connecting rod.) Similar to the situation for the Htype guide force
moment, the forces may be applied in positions
As the interaction between engine and hull is at suitable for the FEM model of the hull. Thus the
the engine seating and the top bracing positions, forces may be referred to another vertical level L Z
this force couple may alternatively be applied in above crankshaft centre line. These forces can be
those positions with a vertical distance of (L Z). calculated as follows:
Then the force can be calculated as:
M xL
ForceZ = MH/L Z [kN] ForceZ, one point = _____
 Lxx L  
[kN]
Any other vertical distance may be applied, so as

to accomodate the actual hull (FEM) model. In order to calculate the forces it is necessary
to know the lengths of the connecting rods = L,
The force couple may be distributed at any which are:
number of points in the longitudinal direction. A
reasonable way of dividing the couple is by the
number of top bracing and then applying the forc- Engine Type L in mm Engine Type L in mm
es at those points. K98MC6/7 3,220 S60MCC7/8 2,460
K98MCC6/7 3,090 L60MCC7/8 2,280
ForceZ, one point = ForceZ, total/Ntop bracing, total [kN]
S90MCC7/8 3,270 S50MC6 2,190
K90MC-C6 3,159 S50MCC7/8 2,050
Xtype Guide Force Moment (MX ) S80MC6 3,504 S46MC-C7/8 1,980
S80MCC7/8 3,280 S42MC7 2,025
The Xtype guide force moment is calculated K80MCC6 2,920 S40MCC9 1,770
based on the same force couple as described
S70MC6 3,066 S35MCC9 1,550
above. However as the deflection shape is twist-
ing the engine each cylinder unit does not contrib- S70MCC7/8 2,870 S35MC7 1,600
ute with an equal amount. The centre units do not L70MCC7/8 2,660 L35MC6 1,260
contribute very much whereas the units at each S65MCC8 2,730 S26MC6 1,125
end contributes much. S60MC6 2,628
A socalled ‘Bimoment’ can be calculated (Fig.

17.05.02):
‘Bimoment’ = Σ [forcecouple(cyl.X) x distX]

in kNm2

MAN Diesel 198 59 045.2
MAN B&W 17.06
Page 1 of 2
Axial Vibrations
When the crank throw is loaded by the gas pres- The socalled QPT (Quick Passage of a barred
sure through the connecting rod mechanism, the speed range Technique), is an alternative to a
arms of the crank throw deflect in the axial direction torsional vibration damper, on a plant equipped
of the crankshaft, exciting axial vibrations. Through with a controllable pitch propeller. The QPT could
the thrust bearing, the system is connected to the be implemented in the governor in order to limit
ship’s hull. the vibratory stresses during the passage of the
barred speed range.
Generally, only zeronode axial vibrations are of
interest. Thus the effect of the additional bending The application of the QPT, option: 4 31 108, has to
stresses in the crankshaft and possible vibrations be decided by the engine maker and MAN Diesel
of the ship`s structure due to the reaction force in based on final torsional vibration calculations.
the thrust bearing are to be considered.
Sixcylinder engines, require special attention.
An axial damper is fitted as standard on all engines, On account of the heavy excitation, the natural
minimising the effects of the axial vibrations, 4 31 111. frequency of the system with one-node vibration
should be situated away from the normal operat-
ing speed range, to avoid its effect. This can be
Torsional Vibrations achieved by changing the masses and/or the stiff-
ness of the system so as to give a much higher, or
The reciprocating and rotating masses of the en- much lower, natural frequency, called undercritical
gine including the crankshaft, the thrust shaft, the or overcritical running, respectively.
intermediate shaft(s), the propeller shaft and the
propeller are for calculation purposes considered Owing to the very large variety of possible shaft-
as a system of rotating masses (inertias) intercon- ing arrangements that may be used in combina-
nected by torsional springs. The gas pressure of tion with a specific engine, only detailed torsional
the engine acts through the connecting rod mech- vibration calculations of the specific plant can
anism with a varying torque on each crank throw, determine whether or not a torsional vibration
exciting torsional vibration in the system with dif- damper is necessary.
ferent frequencies.
Undercritical running
In general, only torsional vibrations with one and
two nodes need to be considered. The main The natural frequency of the one-node vibration
critical order, causing the largest extra stresses is so adjusted that resonance with the main criti-
in the shaft line, is normally the vibration with cal order occurs about 3545% above the engine
order equal to the number of cylinders, i.e., six speed at specified MCR.
cycles per revolution on a six cylinder engine.
This resonance is positioned at the engine speed Such undercritical conditions can be realised by
corresponding to the natural torsional frequency choosing a rigid shaft system, leading to a rela-
divided by the number of cylinders. tively high natural frequency.
The torsional vibration conditions may, for certain The characteristics of an undercritical system are
installations require a torsional vibration damper, normally:
option: 4 31 105. • Relatively short shafting system
• Probably no tuning wheel
Based on our statistics, this need may arise for • Turning wheel with relatively low inertia
the following types of installation: • Large diameters of shafting, enabling the use of
• Plants with controllable pitch propeller shafting material with a moderate ultimate ten-
• Plants with unusual shafting layout and for spe- sile strength, but requiring careful shaft align-
cial owner/yard requirements ment, (due to relatively high bending stiffness)
• Plants with 8cylinder engines. • Without barred speed range
MAN B&W S90MC-C/MEC, S80MC-C/MEC, S70MC/MC-C/MEC/MEGI,

L70MC-C/MEC, S65MEC/MEGI, S60MC/MC-C/MEC/MEGI/ME-B,
L60MC-C/MEC, S50MC/MCC/ME-B/ME-C, S46MC-C/ME-B, S42MC,
MAN Diesel 198 42 257.6

MAN B&W 17.06
Page 2 of 2
Critical Running
When running undercritical, significant varying Torsional vibrations in overcritical conditions may,
torque at MCR conditions of about 100150% of in special cases, have to be eliminated by the use
the mean torque is to be expected. of a torsional vibration damper.
This torque (propeller torsional amplitude) induces Overcritical layout is normally applied for engines
a significant varying propeller thrust which, under with more than four cylinders.
adverse conditions, might excite annoying longi-
tudinal vibrations on engine/double bottom and/or Please note:
deck house. We do not include any tuning wheel or torsional
vibration damper in the standard scope of supply,
The yard should be aware of this and ensure that as the proper countermeasure has to be found af-
the complete aft body structure of the ship, inter torsional vibration calculations for the specific
cluding the double bottom in the engine room, is plant, and after the decision has been taken if and
designed to be able to cope with the described where a barred speed range might be acceptable.
phenomena.
For further information about vibration aspects,
please refer to our publications:
Overcritical running
An Introduction to Vibration Aspects
The natural frequency of the onenode vibration
is so adjusted that resonance with the main criti- Vibration Characteristics of Two-stroke Engines
cal order occurs about 3070% below the engine
speed at specified MCR. Such overcritical con- The publications are available at
ditions can be realised by choosing an elastic www.mandiesel.com under
shaft system, leading to a relatively low natural ‘Quicklinks’ → ‘Technical Papers’
frequency.
The characteristics of overcritical conditions are:
• Tuning wheel may be necessary on crankshaft

fore end
• Turning wheel with relatively high inertia
• Shafts with relatively small diameters, requiring

shafting material with a relatively high ultimate
tensile strength
• With barred speed range, EoD: 4 07 015, of

about ±10% with respect to the critical engine
speed.
MAN B&W MC/MC-C/ME/ME-B/MEC/MEGI engines

MAN Diesel 198 42 269.2
MAN B&W 17.07
Page of 1
External Forces and Moments, S26MC6 Layout point L1 - SFOC
No of cylinder : 5 6 7 8 9 10 11 12
1-8-7-3- 1-5-11-6- 1-8-12-4-

1-5-3-4- 1-7-2-5-4- 1-8-3-4-7- 1-6-7-3-5-
Firing type : 1-4-3-2-5 5-9-4-2- 2-7-9-4-3- 2-9-10-5-
2-6 3-6 2-5-6 8-2-4-9
10-6 8-10 3-7-11-6
External forces [kN] :

1. Order : Horizontal 0 0 0 0 0 0 0 0
1. Order : Vertical 0 0 0 0 0 0 0 0
2. Order : Vertical 0 0 0 0 0 0 0 0
4. Order : Vertical 0 0 0 0 0 7 5 0
6. Order : Vertical 0 1 0 0 0 0 0 0
External moments [kNm] :
1. Order : Horizontal a) 18 0 11 36 37 37 23 0
1. Order : Vertical a) 18 0 11 36 37 37 23 0
2. Order : Vertical 183 127 37 0 42 15 31 0
4. Order : Vertical 1 7 19 8 10 12 15 13
6. Order : Vertical 0 0 0 0 2 1 0 0
Guide force H-moments in [kNm] :
1 x No. of cyl. 97 74 58 42 28 7 8 7
2 x No. of cyl. 10 4 3 3 - - - -
3 x No. of cyl. 2 - - - - - - -
Guide force X-moments in [kNm] :
1. Order : 10 0 6 21 22 21 13 0
2. Order : 12 9 2 0 3 1 2 0
3. Order : 19 34 37 47 59 65 85 107
4. Order : 4 33 94 38 48 58 77 66
5. Order : 0 0 8 106 42 13 74 0
6. Order : 2 0 1 0 83 54 6 0
7. Order : 18 0 0 3 4 67 6 0
8. Order : 11 8 1 0 2 10 43 16
9. Order : 1 12 1 1 0 4 7 39
10. Order : 0 3 9 0 1 9 6 0
11. Order : 0 0 5 6 1 6 7 0
12. Order : 1 0 0 1 4 2 2 0
13. Order : 1 0 0 2 1 1 0 0
14. Order : 0 1 0 0 1 1 2 0
15. Order : 0 2 0 0 3 1 3 5
16. Order : 0 1 0 0 0 2 3 1
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for
all cylinder numbers.
Table 17.07.01
MAN B&W S26MC6

MAN Diesel 198 59 59-6.1
MAN B&W
Monitoring Systems and

Instrumentation
18
MAN Diesel
MAN B&W 18.01
Page of 1
Monitoring Systems and Instrumentation
Engine monitoring and instrumentation can be

enhanced by Man Diesel’s PMI system for meas
uring cylinder pressure and by the CoCoSEDS
(Computer Controlled Surveillance – Engine Di
agnostics System) for engine performance evalu
ation. Both of which have been in service since
1994.
The monitoring system measures the main para

meters of the engine and makes an evaluation of
the general engine condition, indicating the meas
ures to be taken. This ensures that the engine
performance is kept within the prescribed limits
throughout the engines lifetime.
In its basic design the MC engine instrumentation

consists of:
• Engine Control System

• Shutdown sensors, option: 4 75 124
The optional extras are:
• CoCoS system
type EDS online, option: 4 09 660
• PMI system type PT/S offline, option: 4 75 208
• PMI system type online, option: 4 75 215
As most engines are sold for Unattended Machin

ery Spaces (UMS), the following option is normally
included:
• Sensors for alarm, slow down and remote indi

cation according to the classification society’s
and MAN Diesel’s requirements for UMS,
option: 4 75 127, see Section 18.04.
Sensors for CoCoS can be ordered, if required, as

option: 4 75 129. They are listed in Section 18.03.
All instruments are identified by a combination of

symbols and a position number as shown in Sec
tion 18.07.

MAN Diesel 198 62 339.0
MAN B&W 18.02
Page 1 of 2
PMI System
As an option on the MC engines, the mechanical Measurements

indicator system can be supported by a pressure
analyser system for measurement of the cylinder The cylinder pressure is measured by a high
combustion pressure. performance piezo-electric pressure transducer,
mounted on the indicator valve.
Monitoring of cylinder pressures allows for:
• optimising the engine performance The engine speed signal is obtained from an an-
• optimising the fuel economy gle encoder mounted on the crankshaft fore end.
• minimising engine load Alternatively the signal could be obtained from a
• minimising operating cost through condition trigger arrangement on the aft end of the engine.
based maintenance
• complying with emission requirements The PMI system compensates automatically for
the twisting experienced by each section of the
crankshaft due to the torque generated at differ-
ent loads.
Pressure transducer
PMI contoller box
Junction box
Indicator cock
Cylinder cover
* Supply
24 V DC (500mA)
Printer
Intermediate box
PC
Other equipment
RS232 RS422 Fore
Bracket, mounting of encoder

Angle encoder
Converter box *)
CONTROL ROOM ENGINE ROOM
*) Cable delivered by Yard
178 59 57-7.0
Fig. 18.02.01: PMI type PT/S offline, option: 4 75 208

MAN Diesel 198 62 340.2
MAN B&W 18.02
Page 2 of 2
PMI System, Offline and On-line Versions
The PMI system is available in two versions, • On-line version, option 4 75 215:
PT/S off-line and on-line, see Fig. 18.02.01 and 02. Fixed mounted pressure transducing sensor on
each cylinder for continuous measurements,
The basic functions of the two different versions analysis and adjustments.
are:
• PT/S Off-line version, option 4 75 208:

The manually operated single transducer is
moved from one cylinder to another in order to
complete measurements on all cylinders.
Engine Control Room Engine Room Portable

measuring unit
Junction box
PMI/CoCoS
EDS PC PMI DAU
Data Aqusition Unit
To Tacho System
To Pscav sensor
Switch/router
Connectors
AMS PC *
* Optional
Up to 20 cylinders
Fixed pressure sensor
178 61 88-9.0
Fig. 18.02.02: PMI type online, option: 4 75 215

MAN Diesel 198 62 340.2
MAN B&W 18.03
Page of 2
CoCoS-EDS
The Computer Controlled Surveillance system is Connectivity

the family name of the software application prod-
ucts from the MAN Diesel group. In order to obtain an easier, more versatile and
continuous diagnostics system, the CoCoS-EDS
In order to obtain an easier, more versatile and is recommended extended by interfaces to the
continuous diagnostics system, the Engine Con- PMI system and the plant’s alarm and monitoring
trol System and the PMI System is recommended system.
extended by the CoCoSEDS products.
Table 18.03.01 lists the sensors required to enable
online diagnostics for CoCoS-EDS, option: 4 75
CoCoSEDS features 129.
The CoCoS-EDS, option: 4 09 660, allows for en-

gine condition monitoring through surveillance of
operating states and behaviour of diesel engines.
Primary features are:
• Data and trend logging
• Engine performance monitoring, analysis and

reporting
• Troubleshooting and diagnostics.
The CoCoS-EDS assists the operator effectively

in maintaining the main as well as the auxiliary en-
gines in optimal operating condition.
With CoCoS-EDS, early intervention as well as

preventive maintenance, the engine operators are
able to reduce the risk of damages and failures.
CoCoS-EDS further allow for easier troubleshoot-
ing in case of unusual engine behaviour.

MAN Diesel 198 62 352.1
MAN B&W 18.03
Page of 2
CoCoSEDS Sensor List
Sensors required for the CoCoS-EDS online engine performance analysis, option: 4 75 129, see Table
18.03.01. All pressure gauges are measuring relative pressure, except for ‘PT 8802 Ambient pressure’.
No. Recommended Resolu-

Sensor Parameter name Remark
sensors range tion 3)
Fuel oil system data

PT 8001 Inlet pressure 1 0  10 bar 0.1 bar
TE 8005 Inlet temperature 1 0  200 °C 0.1 °C
Cooling water system

PT 8421 Pressure air cooler inlet A/C 0 - 4 bar 0.1 bar
TE 8422 Temperature air cooler inlet 1 0  100 °C 0.1 °C
TE 8423 Temperature air cooler outlet A/C 0  100 °C 0.1 °C
PDT 8424 dP cooling water across air cooler A/C 0 - 800 mbar 0.1 mbar
Scavenging air system

PT 8601 Scavenge air receiver pressure Rec. 0  4 bar 1 mbar 1)
TE 8605 Scavenge air cooler air inlet temperature A/C 0  200 °C 0.1 °C
PDT 8606 dP air across scavenge air cooler A/C 0  100 mbar 0.1 mbar
PDT 8607 dP air across T/C air intake filter T/C 0 - 100 mbar 0.1 mbar
TE 8608 Scavenge air cooler air outlet temperature A/C 0  100 °C 0.1 °C Optional if one T/C
TE 8609 Scavenge air receiver temperature Rec. 0  100 °C 0.1 °C
TE 8612 T/C air intake temperature T/C 0  100 °C 0.1 °C
Exhaust gas system

TC 8701 Exhaust gas temperature at turbine inlet T/C 0 - 600 °C 0.1 °C
TC 8702 Exhaust gas temperature after exhaust valve Cyl. 0 - 600 °C 0.1 °C
PT 8706 Exhaust gas receiver pressure Rec. 0 - 4 bar 0.01 bar
TC 8707 Exhaust gas temperature at turbine outlet T/C 0 - 600 °C 0.1 °C
PT 8708 Turbine back presssure T/C 0 - 100 mbar 0.1 mbar
General data
ZT 8801 Turbocharger speed T/C rpm 1 rpm
PT 8802 Ambient pressure 1 900  1,100 mbar 1 mbar Absolute!
ZT 4020 Engine speed 1 rpm 0.1 rpm 1)
XC 3003 Governor index (absolute) 1 mm 0.1 mm
– Power take off/in from main engine shaft 1 kW 1 kW With option
(PTO/PTI) installed
Pressure measurement
XC1401 Mean Indicated Pressure, MIP Cyl. bar 0.01 bar 2)
XC1402 Maximum Pressure, Pmax Cyl. bar 0.1 bar 2)
XC1403 Compression Pressure, Pcomp Cyl. bar 0.1 bar 2)
– PMI online engine speed Cyl. rpm 0.1 rpm 2)
1) Signal acquired from the Alarm Monitoring System

2) In case of MAN Diesel PMI system: signal from PMI system. Other MIP systems: signal from manual input
3) Resolution of signals transferred to CoCoS-EDS (from the Alarm Monitoring System).
Table 18.03.01: List of sensors for CoCoS-EDS

MAN Diesel 198 62 352.1
MAN B&W 18.04
Page of 7
Alarm – Slow Down and Shut Down System
The shut down system must be electrically sepa- Alarm, slow down and remote indication sensors
rated from other systems by using independent
sensors, or sensors common for the alarm system The International Association of Classification So-
but with galvanically separated electrical circuits, cieties (IACS) indicates that a common sensor can
i.e. one sensor with two sets of electrically inde- be used for alarm, slow down and remote indica-
pendent terminals. The list of sensors are shown tion.
in Table 18.04.04.
A general view of the alarm, slow down and shut
down systems is shown in Fig. 18.04.01.
Basic safety system design and supply
Tables 18.04.02 and 18.04.03 show the require-
The basic safety sensors for a MAN Diesel engine ments by MAN Diesel for alarm and slow down
are designed for Unattended Machinery Space and for UMS by the classification societies (Class),
(UMS) and comprises: as well as IACS’ recommendations.
• the temperature sensors and pressure sensors The number of sensors to be applied to a specific
that are specified in the ‘MAN Diesel’ column plant for UMS is the sum of requirements of the
for shut down in Table 18.04.04. classification society, the Buyer and MAN Diesel.
These sensors are included in the basic Extent of If further analogue sensors are required, they can
Delivery, EOD: 4 75 124. be ordered as option: 4 75 128.
Alarm and slow down system design and supply Slow down functions
The basic alarm and slow down sensors for a The slow down functions are designed to safe-
MAN Diesel engine are designed for Unattended guard the engine components against overloading
Machinery Space (UMS) and comprises: during normal service conditions and to keep the
ship manoeuvrable if fault conditions occur.
• the sensors for alarm and slow down, option: 4
75 127. The slow down sequence must be adapted to the
actual plant parameters, such as for FPP or CPP,
The shut down and slow down panels can be or- engine with or without shaft generator, and to the
dered as options: 4 75 610, 4 75 614 or 4 75 615 required operating mode.
whereas the alarm panel is yard’s supply, as it
normally includes several other alarms than those
for the main engine.
For practical reasons, the sensors for the engine

itself are normally delivered from the engine sup-
plier, so they can be wired to terminal boxes on
the engine.
The number and position of the terminal boxes

depends on the degree of dismantling specified in
the Dispatch Pattern for the transportation of the
engine based on the lifting capacities available at
the engine maker and at the yard.

MAN Diesel 198 70 403.0
MAN B&W 18.04
Page of 7
General outline of the electrical system
The figure shows the concept approved by all One common power supply might be used, in-
classification societies. stead of the three indicated, provided that the
systems are equipped with separate fuses.
The shut down panel and slow down panel can be
combined for some makers.
The classification societies permit having com-

mon sensors for slow down, alarm and remote
indication.
/UTPUTæSIGNALS /UTPUTæSIGNALS 3LOWæDOWNæPANEL

AND
3HUTæDOWNæPANEL
!LARM 3LOWæDOWN /PTION
PANEL PANEL ææ
9ARDæS OR
SUPPLY ææ
OR
0OWERæSUPPLYæ ææ
2EQUIREDæBY
2EMOTE "INARYæSENSOR CLASSIFICATIONæ
INDICATION SOCIETYæAND
-!.æ$IESEL
!NALOGæSENSOR
OPTIONæææ
!DDITIONALæSENSORS
"INARYæSENSOR OPTION
ææ
!NALOGæSENSOR OR
ææ
/UTPUTæSIGNALS
3HUTæDOWN
0OWERæSUPPLYæ PANEL
"INARYæSENSORS
)NCLUDEDæIN
OPTIONæææ
!NALOGæSENSORS
0OWERæSUPPLYæ
178 30 100.5
Fig. 18.04.01: Panels and sensors for alarm and safety systems

MAN Diesel 198 70 403.0
MAN B&W 18.04
Page of 7
Alarms for UMS – Class and MAN Diesel requirements
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR
function Point of location

Fuel oil
1 1 1 1 1 1 1 1 1 1 1 1 PT 8001 AL Fuel oil, inlet engine
1 1 1 1 1 1 1 1 1 1 1 1 LS 8006 AH Leakage from high pressure pipes
Lubricating oil
1 1 1 1 1 1 1 1 1 1 1 1 TE 8106 AH Thrust bearing segment
1 1 1 1 1 1 1 1 1 1 1 1 PT 8108 AL Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 1 TE 8112 AH Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 TE 8113 AH Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 1 FS 8114 AL Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 TE 8117 AH Turbocharger lubricating oil outlet from
turbocharger/turbocharger
1 TE 8123 AH Main bearing oil outlet temperature/main bearing
(Only MC types 42-26)
1 XC 8126 AH Bearing wear (K98MC6/7 and all MC-C types); sensor
common for XC 8126/27
1 XS 8127 A Bearing wear detector failure (K98MC6/7 and types
98-60MC-C)
1 XS 8150 AH Water in lubricating oil (All MC/MC-C types except
S80-50MC6); sensor common for XS 8150/51/52
1 XS 8151 AH Water in lubricating oil – too high (All MC/MC-C types
except S80-50MC6)
1 XS 8152 A Water in lubricating oil sensor not ready (All MC/MC-C
types except S80-50MC6)
1 Indicates that the sensor is required.

The sensors in the MAN Diesel column are included for Unattended Machinery Spaces (UMS), option: 4 75 127.
The sensor identification codes and functions are listed in Table 18.07.01.
The tables are liable to change without notice, and are subject to latest class requirements.
Table 18.04.02a: Alarm functions for UMS

MAN Diesel 198 62 364.2
MAN B&W 18.04
Page of 7
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR

Cooling water
1 1 1 1 1 1 1 1 1 1 1 1 PT 8401 AL Jacket cooling water inlet
1 PDS/PDT Jacket cooling water across engine; to be calculated
8403 AL in alarm system from sensor no. 8402 and 8413
1 1 TE 8407 AL Jacket cooling water inlet
1 1 1 1 1 1 1 1 1 1 1 1 TE 8408 AH Jacket cooling water outlet, cylinder
1 PT 8413 I Jacket cooling water outlet, common pipe
1 1 1 1 1 1 1 1 1 1 1 PT 8421 AL Cooling water inlet air cooler
1 1 TE 8422 AH Cooling water inlet air cooler/air cooler
Compressed air
1 1 1 1 1 1 1 1 1 1 1 PT 8501 AL Starting air inlet to main starting valve
1 1 1 1 1 1 1 1 1+ 1 1 1 PT 8503 AL Control air inlet and finished with engine
1 1 PT 8505 AL Air inlet to air cylinder for exhaust valve
Scavenge air
1 1 1 PS 8604 AL Scavenge air, auxiliary blower, failure
1 1 1 1÷ 1 TE 8609 AH Scavenge air receiver
1 1 1 1 1 1 1 1 1 1 1 1 TE 8610 AH Scavenge air box – fire alarm, cylinder/cylinder
1 1 1 1 1 1 1 1 1 1 1 LS 8611 AH Water mist catcher – water level

Select one of the alternatives

+ Alarm for high pressure, too
÷ Alarm for low pressure, too
Table 18.04.02b: Alarm functions for UMS

MAN Diesel 198 62 364.2
MAN B&W 18.04
Page of 7
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR

Exhaust gas
1 1 1 1 1 1 (1) 1 1 1 1 1 TC 8701 AH Exhaust gas before turbocharger/turbocharger
1 1 1 1 1 1 1 1 1 1 TC 8702 AH Exhaust gas after exhaust valve, cylinder/cylinder
1 1 1 1 1 1 1 1 1 1 1 TC 8707 AH Exhaust gas outlet turbocharger/turbocharger (Yard’s
supply)
Miscellaneous
1 ZT 8801 AH Turbocharger overspeed
1 WT 8805 AH Vibration of turbocharger
1 WT 8812 AH Axial vibration monitor 2)
1 1 1 1 1 1 1 1 1 1 1 XS 8813 AH Oil mist in crankcase/cylinder; sensor common for
XS 8813/14
1 1 XS 8814 AL Oil mist detector failure
1 XC 8816 I Shaftline earthing device
1 TE 8820 AH Cylinder liner monitoring/cylinder 3)

(1) May be combined with TC 8702 AH where turbocharger is mounted directly on the exhaust manifold.
2) Required for: K-MC-C6/7 and K98MC6/7 engines with 11 and 14 cylinders.

S-MC-C7/8 and L-MC-C7/8 engines with 5 and 6 cylinders.
(For 9-12 cylinder S42MC7, L35MC6, and S26MC6 data is available on request).
3) Required for: K98MC/MC-C6/7, S90MC-C7/8 and K90MC-C6 engines
Alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
Table 18.04.02c: Alarm functions for UMS

MAN Diesel 198 62 364.2
MAN B&W 18.04
Page of 7
Slow down for UMS – Class and MAN Diesel requirements
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR

1 1 1 1 1 1 1 1 1 1 1 1 TE 8106 YH Thrust bearing segment
1 1 1 1* 1 1 1 1 1 1 1 1 PT 8108 YL Lubricating oil inlet to main engine
1 1 TE 8112 YH Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 TE 8113 YH Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 1 FS 8114 YL Piston cooling oil outlet/cylinder
1 TE 8123 YH Main bearing oil outlet temperature/main bearing
(Only MC types 42-26)
1 XC 8126 YH Bearing wear (K98MC6/7 and all MC-C types)
1 1 1 1 1 1 1 1 1 1 1 PT 8401 YL Jacket cooling water inlet
1 1 1 1 1 1 1 1 1 1 1 1 TE 8408 YH Jacket cooling water outlet, cylinder/cylinder
1 1 1 TE 8609 YH Scavenge air receiver
1 1 1 1 1 1 1 1 1 1 1 1 TE 8610 YH Scavenge air box fire-alarm, cylinder/cylinder
1 1 1 TC 8701 YH Exhaust gas before turbocharger/turbocharger
1 1 1 1 1 1 1 1 1 1 1 TC 8702 YH Exhaust gas after exhaust valve, cylinder/cylinder
1 1 TC 8702 YH Exhaust gas after exhaust valve, cylinder/cylinder,
deviation from average
1 WT 8812 YH Axial vibration monitor 2)
1 1 1* 1 1 1 1 1 1 1 XS 8813 YH Oil mist in crankcase/cylinder

2) Required for: K-MC-C6/7 and K98MC6/7 engines with 11 and 14 cylinders.

S-MC-C7/8 and L-MC-C7/8 engines with 5 and 6 cylinders.
(For 9-12 cylinder S42MC7, L35MC6, and S26MC6 data is available on request).
Select one of the alternatives * Or shut down
Or alarm for low flow * Or shut down
Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.04: Shut down functions for AMS and UMS
Table 18.04.03: Slow down functions for UMS

MAN Diesel 198 62 364.2
MAN B&W 18.04
Page of 7
Shut down for AMS and UMS – Class and MAN Diesel requirements
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR

1 1 1 1* 1 1 1 1 1 1 1 1 PS/PT 8109 Z Lubricating oil inlet to main engine and thrust
bearing
1 1 1 1* 1 1 1 1 1 1 1 1 ZT 4020 Z Engine overspeed, incorporated in
1 1 1 1 1 1 1 1 TE/TS 8107 Z Thrust bearing segment
1 PS/PT 8402 Z Jacket cooling water inlet
* 1 XS 8813 Z Oil mist in crankcase/cylinder

Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.03: Slow down functions for UMS
* Or slow down
International Association of Classification Societies
The members of the International Association of Classification Societies, IACS, have agreed that the stated sensors are
their common recommendation, apart from each class’ requirements.
The members of IACS are:

ABS American Bureau of Shipping
BV Bureau Veritas
CCS China Classification Society
DNV Det Norske Veritas
GL Germanischer Lloyd
KR Korean Register
LR Lloyd’s Register
NK Nippon Kaiji Kyokai
RINA Registro Italiano Navale
RS Russian Maritime Register of Shipping
and the assosiated member is:

IRS Indian Register of Shipping
Table 18.04.04: Shut down functions for AMS and UMS, option: 4 75 124

MAN Diesel 198 62 364.2
MAN B&W 18.05
Page 1 of 3
Local Instruments
The basic local instrumentation on the engine, options: 4 70 120 comprises thermometers, pressure gaug-
es and other indicators located on the piping or mounted on panels on the engine. The tables 18.05.01a, b
and c list those as well as sensors for slow down, alarm and remote indication, option: 4 75 127.
Local instruments Remote sensors Point of location

Thermometer, Temperature
stem type element/switch
Fuel oil
TI 8005 TE 8005 Fuel oil, inlet engine
Lubricating oil
TI 8106 TE 8106 Thrust bearing segment
TE/TS 8107 Thrust bearing segment
TI 8112 TE 8112 Lubricating oil inlet to main engine
TI 8113 TE 8113 Piston cooling oil outlet/cylinder
TI 8117 TE 8117 Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
TE 8123 Main bearing oil outlet temperature/main bearing (Only engine types 42-26)
Cylinder lubricating oil

TE 8202 Cylinder lubricating oil inlet (Alpha cylinder lubricator)
High temperature cooling water, jacket cooling water

TI 8407 TE 8407 Jacket cooling water inlet
TI 8408 TE 8408 Jacket cooling water outlet, cylinder/cylinder
TI 8409 TE 8409 Jacket cooling water outlet/turbocharger
Low temperature cooling water, seawater or freshwater for central cooling

TI 8422 TE 8422 Cooling water inlet, air cooler
TI 8423 TE 8423 Cooling water outlet, air cooler/air cooler
Scavenge air
TI 8605 TE 8605 Scavenge air before air cooler/air cooler
TI 8608 TE 8608 Scavenge air after air cooler/air cooler
TI 8609 TE 8609 Scavenge air receiver
TE 8610 Scavenge air box – fire alarm, cylinder/cylinder
Thermometer, Thermo couple

dial type
Exhaust gas
TI 8701 TC 8701 Exhaust gas before turbocharger/turbocharger
TI 8702 TC 8702 Exhaust gas after exhaust valve, cylinder/cylinder
TC 8704 Exhaust gas inlet exhaust gas receiver
TI 8707 TC 8707 Exhaust gas outlet turbocharger
Table 18.05.01a: Local thermometers on engine, option 4 70 120, and remote indication sensors, option: 4 75 127

MAN Diesel 198 62 376.2
MAN B&W 18.05
Page 2 of 3

Pressure gauge Pressure
(manometer) transmitter/switch
Fuel oil
PI 8001 PT 8001 Fuel oil, inlet engine
PT 8007 Fuel pump roller guide gear activated (Only engine types 98-80 )
Lubricating oil
PI 8103 PT 8103 Lubricating oil inlet to turbocharger/turbocharger
PI 8108 PT 8108 Lubricating oil inlet to main engine
PS/PT 8109 Lubricating oil inlet to main engine and thrust bearing
Cylinder lubrication
PT 8201 Cylinder lubrication oil inlet pressure (Alpha lubricator)
PDI 8206 Pressure drop across filter
High temperature jacket cooling water, jacket cooling water

PI 8401 PT 8401 Jacket cooling water inlet
PS/PT 8402 Jacket cooling water inlet (Only Germanischer Lloyd)
PDS/PDT 8403 Jacket cooling water across engine
PT 8413 Jacket cooling water outlet, common pipe
Low temperature cooling water, seawater or freshwater for central cooling

PI 8421 PT 8421 Cooling water inlet, air cooler
Compressed air
PI 8501 PT 8501 Starting air inlet to main starting valve
PI 8503 PT 8503 Control air inlet
PI 8504 PT 8504 Safety air inlet
PT 8505 Air inlet to air cylinder for exhaust valve
Scavenge air
PI 8601 PT 8601 Scavenge air receiver (PI 8601 instrument same as PI 8706)
PS 8604 Scavenge air receiver, auxiliary blower failure
PDI 8606 Pressure drop of air across cooler/air cooler
PI 8613 PT 8613 Pressure compressor scroll housing/turbocharger (NA type)
PDI 8614 PDT 8614 Pressure drop across compressor scroll housing/turbocharger (NA type)
Exhaust gas
PI 8706 Exhaust gas receiver/Exhaust gas outlet turbocharger
Miscellaneous functions
PI 8803 Air inlet for dry cleaning of turbocharger
PI 8804 Water inlet for cleaning of turbocharger
Table 18.05.01b: Local pressure gauges on engine, option: 4 70 120, and remote indication sensors, option: 4 75 127

MAN Diesel 198 62 376.2
MAN B&W 18.05
Page 3 of 3

Other indicators Other transmitters/
switches
Fuel oil
LS 8006 Leakage from high pressure pipes
Lubricating oil
FS 8114 Piston cooling oil outlet/cylinder
XC 8126 Bearing wear (K98MC6/7 and all types 98-46MC-C)
XS 8127 Bearing wear detector failure (K98MC6/7 and types 98-46MC-C)
XS 8150 Water in lubricating oil (All MC/MC-C types except S80-50MC6)
XS 8151 Water in lubricating oil – too high (All MC/MC-C types except S80-50MC6)
XS 8152 Water in lubricating oil sensor not ready (All MC/MC-C types except S80-
50MC6)
Cylinder lube oil

LS 8208 Level switch
LS 8212 Small box for heating element, low level
LS 8250 Cylinder lubricators (built-in switches)/lubricator (Mechanical lubricator)
XC 8220 MCU common alarm (Alpha cylinder lubrication system)
XC 8221 BCU in control (Alpha cylinder lubrication system)
XC 8222 MCU failure (Alpha cylinder lubrication system)
XC 8223 BCU failure (Alpha cylinder lubrication system)
XC 8224 MCU power fail (Alpha cylinder lubrication system)
XC 8226 BCU power fail (Alpha cylinder lubrication system)
FS 8251 Cylinder lubricators (built-in switches)/lubricator (Mechanical lubricator)
Scavenge air
LS 8611 Water mist catcher – water level
Miscellaneous functions
ZT 8801 I Turbocharger speed/turbocharger
WI 8812 WT 8812 Axial vibration monitor (For certain engines only, see note in Table 18.04.04)
(WI 8812 instrument is part of the transmitter WT 8812)
XS 8813 Oil mist in crankcase/cylinder
XS 8814 Oil mist detector failure
Table 18.05.01c: Other indicators on engine, option: 4 70 120, and remote indication sensors, option: 4 75 127

MAN Diesel 198 62 376.2
MAN B&W 18.06
Page 1 of 5
Other Alarm Functions
Drain Box for Fuel Oil Leakage Alarm Oil Mist Detector
Any leakage from the fuel oil high pressure pipes The oil mist detector system constantly measures
of any cylinder is drained to a common drain box samples of the atmosphere in the crankcase com-
fitted with a level alarm. This is included for both partments and registers the results on an opti-
Attended Machinery Space (AMS) and Unattend- cal measuring track, where the opacity (degree
ed Machinery Space (UMS). of haziness) is compared with the opacity of the
atmospheric air. If an increased difference is re-
corded, a slow down is activated (a shut down in
Bearing Condition Monitoring case of Germanischer Lloyd).
Based on our experience we decided in 1990 that Furthermore, for shop trials only MAN Diesel re-
all plants, whether constructed for AMS or for quires that the oil mist detector is connected to
UMS, must include an oil mist detector specified the shut down system.
by MAN Diesel. Since then an Oil Mist Detec-
tor (OMD) and optionally some extent of Bearing Four alternative oil mist detectors are available:
Temperature Monitoring (BTM) equipment have
made up the warning arrangements for prevention 4 75 161 Oil mist detector Graviner MK6.
of crankcase explosions on two-stroke engines. Make: Kidde Fire Protection
Both warning systems are approved by the clas- 4 75 163 Oil mist detector Visatron VN 215/93.
sification societies. Make: Schaller Automation
4 75 165 Oil mist detector QMI.
In order to achieve a response to damage faster Make: Quality Monitoring Instruments Ltd.
than possible with Oil Mist Detection and Bearing
Temperature Monitoring alone we introduce Bear- 4 75 166 Oil mist detector MD-SX.
Make: Daihatsu Diesel Mfg. Co., Ltd.
ing Wear Monitoring (BWM) systems. By monitor-
ing the actual bearing wear continuously, mechani- 4 75 167 Oil mist detector Vision III C.
cal damage to the crank-train bearings (main-, Make: Specs Corporation
crank- and crosshead bearings) can be predicted
in time to react and avoid damaging the journal Diagrams of the two of them are shown for refer-
and bearing housing. ence in Figs. 18.06.01a and 18.06.01b.
If the oil supply to a main bearing fails, the bearing

temperature will rise and in such a case a Bear-
ing Temperature Monitoring system will trigger
an alarm before wear actually takes place. For
that reason the ultimate protection against severe
bearing damage and the optimum way of provid-
ing early warning, is a combined bearing wear and
temperature monitoring system.
For all types of error situations detected by the

different bearing condition monitoring systems
applies that in addition to damaging the compo-
nents, in extreme cases, a risk of a crankcase
explosion exists.

MAN Diesel 198 45 875.7
MAN B&W 18.06
Page 2 of 5
XS 8813 AH Y
Cables Junction box
Detector head
178 49 809.3
Fig. 18.06.01a: Oil mist detector pipes on engine, type Graviner MK6 from Kidde Fire Protection (4 75 161)
XS 8813 AH Y
Driving air connection

Siphonblock
Exhaust air connection to crank space
178 49 810.3
Fig. 18.06.01b: Oil mist detector pipes on engine, type Visatron VN215/93 from Schaller Automation (4 75 163)

MAN Diesel 198 45 875.7
MAN B&W 18.06
Page 3 of 5
Bearing Wear Monitoring System Bearing Temperature Monitoring System
The Bearing Wear Monitoring (BWM) system mon- The Bearing Temperature Monitoring (BTM) sys-
itors all three principal crank-train bearings using tem continuously monitors the temperature of the
two proximity sensors forward/aft per cylinder bearing. Some systems measure the temperature
unit and placed inside the frame box. on the backside of the bearing shell directly, other
systems detect it by sampling a small part of the
Targeting the guide shoe bottom ends continu- return oil from each bearing in the crankcase.
ously, the sensors measure the distance to the
crosshead in Bottom Dead Center (BDC). Signals In case a specified temperature is recorded, either
are computed and digitally presented to computer a bearing shell/housing temperature or bearing oil
hardware, from which a useable and easily inter- outlet temperature alarm is triggered.
pretable interface is presented to the user.
In main bearings, the shell/housing temperature
The measuring precision is more than adequate to or the oil outlet temperature is monitored depend-
obtain an alarm well before steel-to-steel contact ing on how the temperature sensor of the BTM
in the bearings occur. Also the long-term stability system, option: 4 75 133, is installed.
of the measurements has shown to be excellent.
In crankpin and crosshead bearings, the shell/
In fact, BWM is expected to provide long-term housing temperature or the oil outlet temperature
wear data at better precision and reliability than is monitored depending on which BTM system is
the manual vertical clearance measurements nor- installed, options: 4 75 134 or 4 75 135.
mally performed by the crew during regular serv-
ice checks. For shell/housing temperature in main, crankpin
and crosshead bearings two high temperature
For the above reasons, we consider unscheduled alarm levels apply. The first level alarm is indi-
open-up inspections of the crank-train bearings to cated in the alarm panel while the second level
be superfluous, given BWM has been installed. activates a slow down.
Two BWM ‘high wear’ alarm levels including devi- For oil outlet temperature in main, crankpin and
ation alarm apply. The first level of the high wear / crosshead bearings two high temperature alarm
deviation alarm is indicated in the alarm panel only levels including deviation alarm apply. The first
while the second level also activates a slow down. level of the high temperature / deviation alarm is
indicated in the alarm panel while the second level
The Extent of Delivery lists four Bearing Wear activates a slow down.
Monitoring options of which the two systems from
Dr. E. Horn and Kongsberg Maritime could also In the Extent of Delivery, there are three options:
include Bearing Temperature Monitoring:
4 75 133 Temperature sensors fitted to main bear-
4 75 142 Bearing Wear Monitoring System XTSW. ings
Make: AMOT 4 75 134 Temperature sensors fitted to main bear-
4 75 143 Bearing Wear Monitoring System BDMS. ings, crankpin bearings, crosshead bear-
Make: Dr. E. Horn ings and for moment compensator, if any
4 75 144 Bearing Wear Monitoring System PS-10. 4 75 135 Temperature sensors fitted to main bear-
Make: Kongsberg Maritime ings, crankpin bearings and crosshead
bearings
4 75 147 Bearing Wear Monitoring System OPEN-
predictor. Make: Rovsing Dynamics
S42MC7, S40MC-C9, S35MC7, L35MC6, S35MC-
K98MC and 98-46MC-C engines are as standard C9 and S26MC6 engines are as standard speci-
specified with Bearing Wear Monitoring for which fied with option 4 75 133.
any of the mentioned options could be chosen.

MAN Diesel 198 62 388.4
MAN B&W 18.06
Page 4 of 5
Water In Oil Monitoring System Liner Wall Monitoring System
In case the lubricating oil becomes contaminated The Liner Wall Monitoring (LWM) system moni-
with an amount of water exceeding our limit of tors the temperature of each cylinder liner. It is to
0.2%, acute corrosive wear of the crosshead bear- be regarded as a tool providing the engine room
ing overlayer may occur. The higher the water con- crew the possibility to react with appropriate
tent, the faster the wear rate. countermeasures in case the cylinder oil film is
indicating early signs of breakdown.
To prevent water from accumulating in the lube
oil and, thereby, causing damage to the bearings, In doing so, the LWM system can assist the crew
the oil should be monitored manually or automati- in the recognition phase and help avoid conse-
cally by means of a Water In Oil (WIO) monitoring quential scuffing of the cylinder liner and piston
system connected to the engine alarm and moni- rings.
toring system. In case of water contamination
the source should be found and the equipment Signs of oil film breakdown in a cylinder liner
inspected and repaired accordingly. will appear by way of increased and fluctuating
temperatures. Therefore, recording a preset max
The WIO system should trigger an alarm when allowable absolute temperature for the individual
the water content exceeds 0.2%, and preferably cylinder or a max allowed deviation from a calcu-
again when exceeding 0.35% measured as abso- lated average of all sensors will trigger a cylinder
lute water content. liner temperature alarm.
Some WIO systems measure water activity, ie The LWM system includes two sensors placed in
the relative availability of water in a substance the manoeuvring and exhaust side of the liners,
expressed in ‘aw’ on a scale from 0 to 1. Here, ‘0’ near the piston skirt TDC position. The sensors
indicates oil totally free of water and ‘1’ oil fully are interfaced to the ship alarm system which
saturated by water. The correlation to absolute monitors the liner temperatures.
water content in normal running as well as alarm
condition is as follows: For each individual engine, the max and deviation
alarm levels are optimised by monitoring the tem-
Engine condition Abs. water Water perature level of each sensor during normal serv-
content, % activity, aw ice operation and setting the levels accordingly.
High alarm level 0.2 0.5
High High alarm level 0.35 0.9 The temperature data is logged on a PC for one
week at least and preferably for the duration of a
K98MC6/7, S42MC7, S35MC7, L35MC6 and round trip for reference of temperature develop-
S26MC6 as well as all MC-C engines are as ment.
standard specified with Water In Oil monitoring
system. All types 98 and 90 MC and MC-C engines are
as standard specified with Liner Wall Monitoring
Please note: Corrosion of the overlayer is a poten- system. For all other engines, the LWM system is
tial problem only for crosshead bearings, because available as an option: 4 75 136.
only crosshead bearings are designed with an
overlayer. Main and crankpin bearings may also
suffer irreparable damage from water contamina-
tion, but the damage mechanism would be differ-
ent and not as acute.

MAN Diesel 198 62 388.4
MAN B&W 18.06
Page 5 of 5
Control Devices
The control devices mainly include a position switch (ZS) or a position transmitter (ZT) and solenoid valves
(ZV) which are listed in Table 18.06.02 below. The sensor identification codes are listed in Table 18.07.01.
Sensor Point of location

Manoeuvring system
ZV 1103 C Solenoid valve for engine emergency stop
XS/PS 1106 C Reset shut down at emergency
ZS 1109A/B C Turning gear – disengaged
ZS 1110A/B C Turning gear – engaged
ZS 1111A/B C Main starting valve – blocked
ZS 1112A/B C Main starting valve – in service
ZV 1114 C Slow turning valve
ZS 1116A/B C Start air distribution system – in service
ZS 1117A/B C Start air distribution system – blocked
PS 1118 C Manoeuvring system in Emergency Control
ZS 1121A/B C Activate main starting valves - open
Switch at change-over mechanism - change safety system reset between local telegraph and en-
ZS 1122 C
gine side console
XC 1126 C I/P converter for VIT control (Only engines with VIT)
ZV 1127 C Solenoid valve for control of VIT system in stop or Astern funktionl (Only engines with VIT)
PS 1133 C Cancel of tacho alarm from safety system when Stop is ordered
PS 1134 C Gives signal when »Bridge control«
ZV 1136 C Remote stop solenoid valve
ZV 1137 C Remote start solenoid valve
ZS 1138 C Reversing cylinder Ahead position
ZS 1139 C Reversing cylinder Astern position
ZV 1141 C Solenoid valve for rev.cyl activation, direktion Ahead, during remote control
ZV 1142 C Solenoid valve for rev.cyl activation, direktion Astern, during remote control
PT 1149 Pilot pressure to actuator for V.I.T. system (Only engines with VIT)
E 1180 Electric motor, auxiliary blower
E 1181 Electric motor, turning gear
E 1182 C Actuator for electronic governor
Fuel oil
ZV 8020 Z Fuel oil cut-off at engine inlet (shut down), Germanischer Lloyd only
Cylinder lubricating oil

ZT 8203 C Confirm cylinder lubricator piston movement, cyl/cyl
ZV 8204 C Activate cylinder lubricator, cyl/cyl
Scavenge air
PS 8603 C Scavenge air receiver, auxiliary blower control
Table 18.06.02: Control devices on engine

MAN Diesel 198 62 388.4
MAN B&W 18.07
Page of 1
Identification of Instruments
The instruments and sensors are identified by a 54xx VOC, engine related components
position number which is made up of a combina- 80xx Fuel oil system
tion of letters and an identification number: 81xx Lubricating oil system
82xx Cylinder lube oil system
Measured variables 83xx Stuffing box drain system
First letters: 84xx Cooling water systems
DS Density switch 85xx Compressed air systems
DT Density transmitter 86xx Scavenge air system
FT Flow transmitter 87xx Exhaust gas system
FS Flow switch 88xx Miscellaneous functions
GT Gauging transmitter (Index, load) 90xx Project specific functions
LI Level indication, local
LS Level switch xxxxA Alternative redundant sensors
LT Level transmitter xxxx1 Cylinder/turbocharger numbers
PDI Pressure difference indication, local
PDS Pressure difference switch ECS: Engine Control System
PDT Pressure difference transmitter VOC: Volatile Organic Compound
PI Pressure indication, local
PS Pressure switch Functions
PT Pressure transmitter Secondary letters:
ST Speed transmitter A Alarm
TC Thermo couple (NiCrNi) AH Alarm, high
TE Temperature element (Pt 100) AL Alarm, low
TI Temperature indication, local C Control
TS Temperature switch H High
VS Viscosity switch I Indication
VT Viscosity transmitter L Low
WI Vibration indication, local R Recording
WS Vibration switch S Switching
WT Vibration transmitter X Unclassified function
XC Unclassified control Y Slow down
XS Unclassified switch Z Shut down
XT Unclassified transmitter
Repeated signals
ZS Position switch
Signals which are repeated for example for each cylin-
ZT Position transmitter (proximity switch)
ZV Position valve (solenoid valve) der or turbocharger are provided with a suffix number
indicating the location, ‘1’ for cylinder 1, etc.
Location of measuring point
Ident. number: If redundant sensors are applied for the same measur-
11xx Manoeuvring system ing point, the suffix is a letter: A, B, C, etc.
12xx Hydraulic power supply system
14xx Combustion pressure supervision Examples:
20xx ECS to/from safety system TI 8005 indicates a local temperature indication (ther-
21xx ECS to/from remote control system mometer) in the fuel oil system.
22xx ECS to/from alarm system
30xx ECS miscellaneous input/output
ZS 1112A C and ZS 1112B C indicate that there are
40xx Tacho/crankshaft position system
41xx Engine cylinder components two position switches in the manoeuvring system, A
50xx VOC, supply system and B for control of the main starting air valve position.
51xx VOC, sealing oil system
52xx VOC, control oil system PT 8501 I AL Y indicates a pressure transmitter locat-
53xx VOC, other related systems ed in the control air supply for remote indication, alarm
for low pressure and slow down for low pressure.
Table 18.07.01: Identification of instruments

MAN Diesel 198 45 851.5
MAN B&W
Dispatch Pattern, Testing,

Spares and Tools
19
MAN Diesel
MAN B&W 19.01
Page 1 of 2
Dispatch Pattern, Testing, Spares and Tools
Painting of Main Engine Note:

Long term preservation and seaworthy packing
The painting specification, Section 19.02, indicates are always to be used for class B.
the minimum requirements regarding the quality
and the dry film thickness of the coats of, as well Furthermore, the dispatch patterns are divided
as the standard colours applied on MAN B&W en- into several degrees of dismantling in which ‘1’
gines built in accordance with the ‘Copenhagen’ comprises the complete or almost complete en-
standard. gine. Other degrees of dismantling can be agreed
upon in each case.
Paints according to builder’s standard may be
used provided they at least fulfil the requirements When determining the degree of dismantling, con-
stated. sideration should be given to the lifting capacities
and number of crane hooks available at the engine
maker and, in particular, at the yard (purchaser).
Dispatch Pattern
The approximate masses of the sections appear
The dispatch patterns are divided into two class- in Section 19.04. The masses can vary up to 10%
es, see Section 19.03: depending on the design and options chosen.
A: Short distance transportation and short term Lifting tools and lifting instructions are required
storage for all levels of dispatch pattern. The lifting tools,
B: Overseas or long distance transportation or options: 4 12 110 or 4 12 111, are to be specified
long term storage. when ordering and it should be agreed whether
the tools are to be returned to the engine maker,
Short distance transportation (A) is limited by a option: 4 12 120, or not, option: 4 12 121.
duration of a few days from delivery ex works until
installation, or a distance of approximately 1,000 MAN Diesel’s recommendations for preservation
km and short term storage. of disassembled / assembled engines are avail-
able on request.
The duration from engine delivery until installation
must not exceed 8 weeks. Furthermore, it must be considered whether a
drying machine, option: 4 12 601, is to be installed
Dismantling of the engine is limited as much as during the transportation and/or storage period.
possible.
Overseas or long distance transportation or Shop trials/Delivery Test

long term storage require a class B dispatch pat-
tern. Before leaving the engine maker’s works, the en-
gine is to be carefully tested on diesel oil in the
The duration from engine delivery until installation presence of representatives of the yard, the ship-
is assumed to be between 8 weeks and maximum owner and the classification society.
6 months.
The shop trial test is to be carried out in accord-
Dismantling is effected to a certain degree with ance with the requirements of the relevant clas-
the aim of reducing the transportation volume of sification society, however a minimum as stated in
the individual units to a suitable extent. Section 19.05.

MAN Diesel 198 76 203.0
MAN B&W 19.01
Page 2 of 2
MAN Diesel’s recommendations for shop trial, The wearing parts that, based on our service
quay trial and sea trial are available on request. experience, are estimated to be required, are di-
vided into groups and listed with service hours in
In connection with the shop trial test, it is required Tables 19.08.01 and 19.08.02.
to perform a pre-certification survey on engine
plants with FPP or CPP, options: 4 06 060a Engine
test cycle E3 or 4 06 060b Engine test cycle E2 Large spare parts, dimensions and masses
respectively.
The approximate dimensions and masses of the
larger spare parts are indicated in Section 19.09.
Spare Parts A complete list will be delivered by the engine
maker.
List of spare parts, unrestricted service
The tendency today is for the classification societ- Tools

ies to change their rules such that required spare
parts are changed into recommended spare parts. List of standard tools
MAN Diesel, however, has decided to keep a set The engine is delivered with the necessary special
of spare parts included in the basic extent of de- tools for overhauling purposes. The extent, di-
livery, EoD: 4 87 601, covering the requirements mensions and masses of the main tools is stated
and recommendations of the major classification in Section 19.10. A complete list will be delivered
societies, see Section 19.06. by the engine maker.
This amount is to be considered as minimum

safety stock for emergency situations. Tool Panels
Most of the tools are arranged on steel plate pan-

Additional spare parts recommended by els, EoD: 4 88 660, see Section 19.11 ‘Tool Panels’.
MAN Diesel
It is recommended to place the panels close to the
The abovementioned set of spare parts can be location where the overhaul is to be carried out.
extended with the ‘Additional Spare Parts Recom-
mended by MAN Diesel’, option: 4 87 603, which
facilitates maintenance because, in that case, all
the components such as gaskets, sealings, etc.
required for an overhaul will be readily available,
see Section 19.07.
Wearing parts
The consumable spare parts for a certain period

are not included in the above mentioned sets, but
can be ordered for the first 1, 2, up to 10 years’
service of a new engine, option: 4 87 629, a ser-
vice year being assumed to be 6,000 running
hours.

MAN Diesel 198 76 203.0
MAN B&W 19.02
Page 1 of 1
Specification for painting of main engine
Components to be painted before Type of paint No. of coats/ Colour:

shipment from workshop Total dry film RAL 840HR
thickness DIN 6164
µm MUNSELL
Component/surfaces, inside engine,
exposed to oil and air
1. Unmachined surfaces all over. However Engine alkyd primer, weather 2/80 Free
cast type crankthrows, main bearing cap, resistant
crosshead bearing cap, crankpin bearing Oil and acid resistant alkyd paint. 1/30 White:
cap, pipes inside crankcase and chainwheel Temperature resistant to mini- RAL 9010
need not to be painted but the cast surface mum 80 °C. DIN N:0:0.5
must be cleaned of sand and scales and MUNSELL N9.5
kept free of rust.
Components, outside engine
2. Engine body, pipes, gallery, brackets etc. Engine alkyd primer, weather 2/80 Free
resistant.
Delivery standard is in a primed and finally Final alkyd paint resistant to salt 1/30 Light green:
painted condition, unless otherwise stated water and oil, option: 4 81 103. RAL 6019
in the contract. DIN 23:2:2
MUNSELL10GY 8/4
Heat affected components:
3. Supports for exhaust receiver Paint, heat resistant to minimum 2/60 Alu:
Scavenge airpipe outside. 200 °C. RAL 9006
Air cooler housing inside and outside. DIN N:0:2
MUNSELL N7.5
Components affected by water and
cleaning agents
4. Scavenge air cooler box inside. protection of the components 2/75 Free
exposed to moderately to
severely corrosive environment
and abrasion.
5. Gallery plates topside. Engine alkyd primer, weather 2/80 Free
resistant.
6. Purchased equipment and instruments
painted in makers colour are acceptable
unless otherwise stated in the contract.
Tools
Unmachined surfaces all over on handtools Oil resistant paint. 2/60 Orange red:
and lifting tools. RAL 2004
DIN:6:7:2
Purchased equipment painted in makers MUNSELL N7.5r 6/12
colour is acceptable, unless otherwise
stated in the contract/drawing.
Tool panels Oil resistant paint. 2/60 Light grey:
RAL 7038
DIN:24:1:2
MUNSELL N7.5
Note: All paints are to be of good quality. Paints according to builder‘s standard may be used provided they at least
fulfil the above requirements.
The data stated are only to be considered as guidelines. Preparation, number of coats, film thickness per coat,
etc. have to be in accordance with the paint manufacturer’s specifications.
178 30 207.4
Fig. 19.02.01: Painting of main engine: option 4 81 101, 4 81 102 or 4 81 103
MAN B&W MC/MCC, ME/ME-B/MEC/MEGI engines

MAN Diesel 198 45 169.3
MAN B&W 19.03
Page 1 of 1
Dispatch Pattern !¬¬"
The relevant engine supplier is responsible for the

actual execution and delivery extent. As differenc-
es may appear in the individual suppliers’ extent
and dispatch variants.
Class A (option 4 12 020):

Short distance transportation limited by duration
of transportation time within a few days or a dis-
tance of approximately 1000 km and short term
storage.
Duration from engine delivery to installation must
not exceed eight weeks.
Dismantling must be limited.
Class B (option 4 12 030):

Overseas and other long distance transportation,
as well as long-term storage.
Dismantling is effected to reduce the transport
volume to a suitable extent. %NGINE¬COMPLETE
Long-term preservation and seaworthy packing

must always be used. !¬¬"
Classes A + B comprise the following basic

variants:
A1 + B1 (option 4 12 021 + 4 12 031)

• Engine complete, i.e. not disassembled
A2 + B2 (option 4 12 022 + 4 12 032)

• Top section including cylinder liner complete,
cylinder covers complete, camshaft, piston
rods complete, connecting rods complete,
cooler box with cooler insert, exhaust receiver,
turbocharger(s) and platforms with pipes.
• Bedplate/crankshaft section including turning
gear and pipes. 4OP¬SECTION
• Remaining parts, stay bolts, chains, etc.
Note!
The engine supplier is responsible for the neces-
sary lifting tools and lifting instructions for trans-
portation purpose to the yard.
The delivery extent of tools, ownership and
lending/lease conditions are to be stated in the
contract. Furthermore, it must be stated whether a
dehumidifier is to be installed during the transpor- "EDPLATECRANCHAFT
tation and/or storage period.
178 40 85-9.0
Fig. 19.03.01: Dispatch pattern, engine with turbocharger on the aft end
MAN B&W S26MC

MAN Diesel 198 65 48-0.1
MAN B&W 19.04
Page 1 of 1
Dispatch pattern, list of masses and dimensions
5 cylinders 6 cylinders 7 cylinders 8 cylinders 9 cylinders

Pattern Section Mass Length Mass Length Mass Length Mass Length Mass Length
in t in m in t in m in t in m in t in m in t in m
A1+B1 Engine complete 36.5 4.3 42.3 4.8 47.5 5.3 52.9 5.8 58.2 6.3
Top section 23.9 4.3 28.2 4.8 31.9 5.3 36.0 5.8 39.7 6.3
A2+B2 Bedplate/cranchaft 12.0 3.7 13.4 4.2 14.9 4.7 16.1 5.2 17.5 5.7
Remaining parts 0.6 0.7 0.8 0.9 1.0
10 cylinders 11 cylinders 12 cylinders

Pattern Section Mass Length Mass Length Mass Length Height Width
in t in m in t in m in t in m in m in m
A1+B1 Engine complete 67.9 6.8 73.6 7.3 78.9 7.8 4.9 3.3
Top section 46.7 6.8 50.9 7.3 54.6 7.8 3.5 3.3
A2+B2 Bedplate/cranchaft 20.1 6.2 21.5 6.7 23.0 7.2 1.6 1.9
Remaining parts 1.1 1.2 1.3
The weights stated are for standard engines with semibuilt crankshaft with forged throws, crosshead guides inte-
grated in the frame box, and MAN Diesel turbocharger. The final weights are to be confirmed by the engine supplier,
as variations in major engine components due to the use of local standards (plate thickness etc.), size of tuning wheel,
type of turbocharger and the choice of cast/welded or forged component designs may increase the total weight by up
to 10 %. All masses and dimensions in the dispatch pattern are therefore approximate and do not include packing and
lifting tools.
Note: Some engines are equipped with moment compensator and/or tuning wheel.
However, the weights for these components are not included in dispatch pattern.
Table 19.04.01: Dispatch pattern, list of masses and dimension for engines with turbocharger aft
MAN B&W S26MC

MAN Diesel 198 65 82-5.0
MAN B&W 19.05
Page 1 of 1
Shop Test
Minimum delivery test EIAPP certificate
The minimum delivery test, EoD: 4 14 001, involves: All marine engines are required by IMO to have
an ‘Engine International Air Pollution Prevention’
• Starting and manoeuvring test at no load (EIAPP) Certificate. Therefore, a pre-certification
• Load test survey is to be carried out for all engines accord-
Engine to be started and run up to 50% of ing to the performance parameters recorded in
Specified MCR (M) in 1 hour the engine’s Unified Technical File (UTF), which is
prepared by MAN Diesel.
Followed by:
The EIAPP certificate documents that the specific
• 0.50 hour running at 25% of specified MCR engine meets the international NOx emission limi-
• 0.50 hour running at 50% of specified MCR tations specified in Regulation 13 of MARPOL An-
• 0.50 hour running at 75% of specified MCR nex VI. The basic engine ‘Economy running mode’,
• 1.00 hour running at 100% of specified MCR EoD: 4 06 060, complies with these limitations.
• 0.50 hour running at 110% of specified MCR
The pre-certification survey for a ‘Parent’ or an
Only for Germanischer Lloyd: ‘Individual’ engine includes NOx measurements
during the delivery test. For ‘Member’ engines, a
• 0.75 hour running at 110% of specified MCR parameter check according to the UTF for the en-
gine group, based on the delivery test, is needed.
Governor tests, etc:
The tests, if required, are:
• Governor test
• Minimum speed test • E3, marine engine, propeller law for FPP, option:
• Overspeed test 4 06 060a
• Shut down test or
• Starting and reversing test • E2, marine engine, constant speed for CPP, op-
• Turning gear blocking device test tion: 4 06 060b.
• Start, stop and reversing from the Local
Operating Panel (LOP) For further information and options regarding
shop test, see Extent of Delivery.
Before leaving the factory, the engine is to be
carefully tested on diesel oil in the presence of
representatives of Yard, Shipowner, Classification
Society, and MAN Diesel.
At each load change, all temperature and pres-

sure levels etc. should stabilise before taking new
engine load readings.
Fuel oil analysis is to be presented.
All tests are to be carried out on diesel or gas oil.
Fig. 9.05.01: Shop trial running/delivery test: 4 14 001

MAN Diesel 198 46 127.5
MAN B&W 19.06
Page 1 of 1
List of Spare Parts, Unrestricted Service
Spare parts are requested by the following Classes Starting valve, plate 907
only: GL, KR, NK and RS, while just recommended by: 1 Starting valve, complete
ABS, DNV and LR, but neither requested nor recom-
mended by: BV, CCS and RINA. Exhaust valve, plate 908
2 Exhaust valves complete. 1 only for GL)
Cylinder cover, plate 901 and others 1 Pressure pipe for exhaust valve pipe
1 Cylinder cover with fuel, exhaust and starting
valves, indicator valve and sealing rings (disas- Fuel pump, plate 909
sembled). 1 Fuel pump barrel, complete with plunger
½ set Studs for 1 cylinder cover 1 High-pressure pipe, each type
1 Suction and puncture valve, complete
Piston, plate 902
1 Piston complete (with cooling pipe), piston rod, Fuel valve, plate 909
piston rings and stuffing box, studs and nuts
2 Fuel valves per cylinder for all cylinders on one
1 set Piston rings for 1 cylinder
engine, and a sufficient number of valve parts,
excluding the body, to form with those fitted on
Cylinder liner, plate 903 each cylinder for a complete engine set for BV,
1 Cylinder liner inclusive of sealing rings and CCS, GL, KR, LR, NK, RINA, RS and IACS
gaskets. 2 Fuel valves per cylinder for half the number of
cylinders on one engine, and a sufficient num-
Cylinder lubricator, plate 903 1) ber of valve parts, excluding the body, to form
Standard Spare parts with those fitted on each cylinder for a com-
1 set Spares for MAN B&W Alpha lubricator for 1 cyl. plete engine set for ABS
1 set Fuel valves for all cylinders on one engine for
1 Lubricator
DNV
2 Feed back sensor, complete
1 Suction filter element for pump station Turbocharger, plate 910
1 Pressure filter element for pump station 1 Set of maker’s standard spare parts
1 Complete sets of O-rings for lubricator (de- 1 a) Spare rotor for one turbocharger, including:
pending on No. of lubricating per. cylinder) compressor wheel, rotor shaft with turbine
6 3A, 3 pcs. 12A ceramic or sand filled fuses 6.3 blades and partition wall, if any
x 32 mm, for MCU, BCU & SBU
2 LED’s for visual feed back indication Scavenge air blower, plate 910
or 1 set Rotor, rotor shaft, gear wheel or equivalent
1 set LED’s for visual feed back indication a) working parts
1 set Bearings for electric motor
Connecting rod, and crosshead bearing, plate 904 1 set Bearings for blower wheel
1 Telescopic pipe with bushing for 1 cylinder 1 Belt, if applied
1 Crankpin bearing shells in 2/2 with studs and 1 set Packing for blower wheel
nuts
1 Crosshead bearing shell lower part with studs Bedplate, plate 912
and nuts 1 Main bearing shell in 2/2 of each size
2 Thrust piece
1 set Studs and nuts for 1 main bearing
Main bearing and thrust block, plate 905
) MD required spare parts.
1
1 set Thrust pads for one face of each size, if differ-
ent for ‘ahead’ and ‘astern’
a) Only required for RS. To be ordered separately as
option: 4 87 660 for other classification societies.
Chain drive, plate 906 ) 1
1 Of each type of bearings for camshaft at chain Please note: Plate number refers to Instruction Book,
drive and chain tightener Vol. III containing plates with spare parts.
6 Camshaft chain links. Only for ABS, LR and NK
1 Mechanically driven cylinder lubricator drive:
chain links or gear wheels
1 Guide ring 2/2 for camshaft bearing
Fig. 19.06.01: List of spare parts, unrestricted service: 4 87 601
MAN B&W S42MC, S40MCC, S/L35MC, 35MC-C,

MAN B&W 19.07
Page 1 of 3
Additional Spares
Beyond class requirements or recommendation, for easier maintenance and increased security in operation.
Cylinder cover, section 90101 Mechanically driven cylinder lubricator drive,

4 Studs for exhaust valve section 90305
4 Nuts for exhaust valve 1 Coupling
½ set Orings for cooling jacket 3 Discs
1 Cooling jacket
½ set Sealing between cyl.cover and liner MAN B&W Alpha Cylinder Lubricating System,
4 Spring housings for fuel valve section 90306
(applicable for 98-50MC/MC-C only) 1 set Spares for MAN B&W Alpha lubricator for 1cyl.
1 Lubricator
Hydraulic tool for cylinder cover, section 90161 2 Feed back sensor, complete
1 set Hydraulic hoses with protection hoses com- 1 Suction filter element for pump station
plete with couplings 1 Pressure filter element for pump station
8 pcs Orings with backup rings, upper 1 Complete sets of Orings for lubricator
8 pcs Orings with backup rings, lower (depending on no. of lubricating per cylinder)
6 3A, 3 pcs. 12A ceramic or sand filled fuses
Piston and piston rod, section 90201 2 6.3 x 32 mm, for MCU, BCU & SBU
1 box Locking wire, L=63 m LED’s (Light Emitting Diodes) for visual feed
5 Piston rings of each kind back indication
2 Drings for piston skirt
2 Drings for piston rod Connecting rod and crosshead, section 90401
1 Telescopic pipe
Piston rod stuffing box, section 90205 2 Thrust piece
15 Self-locking nuts
5 Orings Chain drive and guide bars, section 90601
5 Top scraper rings 4 Guide bar
15 Pack sealing rings 1 set Locking plates and lock washers
10 Cover sealing rings
120 Lamellas for scraper rings Chain tightener, section 90603
30 Springs for top scraper and sealing rings 2 Locking plates for tightener
20 Springs for scraper rings
Camshaft, section 90611
Cylinder frame, section 90301 1 Exhaust cam (split repair cam if possible)
½ set Studs for cylinder cover for one cyl. 1 Fuel cam (split repair cam if possible)
1 Bushing
Indicator drive, section 90612
Cylinder liner and cooling jacket, section 90302 1 set Gaskets for indicator valves
1 Cooling jacket of each kind 3 Indicator valves/cocks complete
4 Non return valves
1 set Orings for one cylinder liner Regulating shaft, section 90618
½ set Gaskets for cooling water connection 3 Resilient arm, complete
½ set Orings for cooling water pipes
1 set Cooling water pipes between liner and cover Arrangement of engine side console, plate 90621
for one cylinder 2 Pull rods
Table 19.07.01a: Additional spare parts beyond class requirements or recommendation, option: 4 87 603

MAN Diesel 198 70 415.1
MAN B&W 19.07
Page 2 of 3
Main starting valve, section 90702 Valve gear, details, section 90806
1 Repair kit for main actuator 1 High pressure pipe, complete
1 Repair kit for main ball valve 1 set Orings for high pressure pipes
1 Repair kit for actuator, slow turning 1) 4 Sealing discs
1 Repair kit for ball valve, slow turning 1)
Cooling water outlet, section 90810
1
) if fitted 2 Ball valve
1 Butterfly valve
Starting valve, section 90704 1 Compensator
2 Locking plates 1 set Gaskets for butterfly valve and compensator
2 Piston
2 Spring Fuel pump, section 90901
2 Bushing 1 Top cover
1 set Oring 1 Plunger/barrel, complete
1 Valve spindle 3 Suction valves
3 Puncture valves
Exhaust valve, section 90801 ½ set Sealings, Orings, gaskets and lock washers
1 Exhaust valve spindle
1 Exhaust valve seat Fuel pump gear, section 90902
½ set Oring exhaust valve/cylinder cover 1 Fuel pump roller guide, complete
4 Piston rings 2 Shaft pin for roller
½ set Guide rings 2 Bushings for roller
½ set Sealing rings 2 Springs
½ set Safety valves 1 set Sealings
1 set Gaskets and Orings for safety valve 2 Roller
1 Piston complete
1 Damper piston Fuel pump gear, details, section 90903
1 set Orings and sealings between air piston and ½ set Orings for lifting tool
exhaust valve housing/spindle
1 Liner for spindle guide Fuel pump gear, details, section 90904
1 set Gaskets and Orings for cool. water conn. 1 Shock absorber, complete
1 Conical ring in 2/2 1 set Spring(s)
1 set Orings for spindle/air piston 1 set Sealing and wearing rings
1 set Nonreturn valve 4 Felt rings
Exhaust valve, section 90802 Fuel pump gear, reversing mechanism, plate 90905
1 Sealing oil control unit 1 Reversing mechanism, complete
2 Spare parts set for air cylinder
Valve gear, section 90802
3 Filter, complete Fuel valve, section 90910
5 Orings of each kind 1 set Fuel nozzles
1 set Orings for fuel valve
Valve gear, section 90805 3 Spindle guides, complete
1 Roller guide complete ½ set Springs
2 Shaft pin for roller ½ set Discs, +30 bar
2 Bushing for roller 3 Thrust spindles
4 Discs 3 Non return valve (if mounted)
2 Non return valve
4 Piston rings Fuel oil high pressure pipes, section 90913
4 Discs for spring 1 High pressure pipe, complete of each kind
2 Springs 1 set Orings for high pressure pipes
2 Roller
Table 19.07.01b: Additional spare parts beyond class requirements or recommendation, option: 4 87 603

MAN Diesel 198 70 415.1
MAN B&W 19.07
Page 3 of 3
Overflow valve, section 90915

1 Overflow valve, complete
1 Orings of each kind
Turbocharger, section 91000

1 Spare rotor, complete with bearings
1 Spare part set for turbocharger
Scavenge air receiver, section 91001

2 Nonreturn valves complete
1 Compensator
Exhaust pipes and receiver, section 91003

1 Compensator between TC and receiver
2 Compensator between exhaust valve and
receiver
1 set Gaskets for each compensator
Air cooler, section 91005

16 Iron blocks (Corrosion blocks)
Arrangement of safety cap, section 91104

1 set Bursting disc
Note:
Section numbers refer to Instruction Book, Vol. III containing plates with spare parts
Table 19.07.01c: Additional spare parts beyond class requirements or recommendation, option: 4 87 603

MAN Diesel 198 70 415.1
MAN B&W 19.08
Page of 6
Wearing Parts
Table A
Group No. Section Qty. Descriptions
1 90101 50% O-rings and gaskets for 1 cylinder
2 25% Spring housing, complete for 1 cylinder
3 90161 50% O-ring W / Back-up ring for 1 cylinder
4 50% Hose with union for 1 cylinder
5 90201 1 Box Locking wire 1,0MM L=63
100% Piston rings for 1 cylinder
100% O-rings for 1 cylinder
6 90205 100% O-rings for 1 cylinder
100% Lamella rings 3/3 for 1 cylinder
50% Top scraper rings 4/4 for 1 cylinder
50% Pack Sealing rings 4/4 for 1 cylinder
50% Cover Sealing rings 4/4 for 1 cylinder
50% Springs of each kind for 1 cylinder
7 90302 50% O-rings / Sealing rings for Cylinder liner
100% O-rings, Packings and Gaskets for cooling water connections
8 1Pcs Cylinder liner
1Pcs Piston cleaning ring (if Mounted)
9 90610 50% Bearing Shells and Guide Disc for 1 Engine
10 90612 100% Packings and Gaskets for 1 Engine
25% Indicator valves for 1 Engine
11 90615-25 25% Pull-rods for 1 Engine
12 90702 50% Repair Kit for each type of valve for 1 Engine
13 90704 100% O-rings, Packings and Gaskets for 1 Engine
14 90801 25% Exhaust valve spindle for 1 Engine
25% Exhaust valve W-bottom piece for 1 Engine
15 100% Piston rings for exhaust valve air piston and oil piston for 1 Engine
100% O-rings for water connections for 1 Engine
100% Gasket for cooling for water connections for 1 Engine
100% O-rings for oil connections for 1 Engine
1 Pcs Spindle guide
2 Pcs Air sealing ring
50% Guide sealing rings
100% O-rings for bottom piece for 1 Engine
17 90901 25% Plunger and barrel for fuel pump for 1 Engine
50% Suction valve complete / puncture valve,complete for 1 Cylinder
100% Sealing rings, O-rings and Gaskets for 1 cylinder
18 90910 50% Fuel valve nozzle for 1 cylinder
25% Spindle guide complete and non-return valve for 1 cylinder
200% O-rings for 1 cylinder
19 91000 1 Slide bearing for turbocharger for 1 engine (roller bearings)
1 Guide bearing for turbocharger for 1 engine (roller bearings)
20 91000 1 Slide bearing for turbocharger for 1 engine (slide bearings)
1 Guide bearing for turbocharger for 1 engine (slide bearings)
198 99 90-3.1
Table 19.08.01a: Wearing parts, option 4 87 629

MAN Diesel 198 51 85-4.1
MAN B&W 19.08
Page of 6
The wearing parts are divided into 20 groups, In order to find the expected consumption for a 6
each including the components stated in table A. cylinder engine during the first 18000 hours’ serv-
ice, the extent stated for each group in table A is
The average expected consumption of wearing to be multiplied by the figures stated in the table
parts is stated in tables B for 1, 2, 3... 10 years’ B (see the arrow), for the cylinder No. and service
service of a new engine, a service year being as- hours in question.
sumed to be of 6000 hours.
Table B
Group
No. Service hours 0-6000 0-12000
Number of cylinders
Description 4 5 6 7 8 4 5 6 7 8
1 O-rings and gaskets 4 5 6 7 8 8 10 12 14 16
2 Spring housing 0 0 0 0 0 4 5 6 7 8
3 O-ring W / Back-up ring 4 5 6 7 8 8 10 12 14 16
4 Hose with union 0 0 0 0 0 0 0 0 0 0
5 Set of piston rings 0 0 0 0 0 4 5 6 7 8
6 St. box, lamella / sealing rings 0 0 0 0 0 4 5 6 7 8
7 O-rings / Sealing rings Cyl. liner 0 0 0 0 0 4 5 6 7 8
8 Cylinder liners 0 0 0 0 0 0 0 0 0 0
9 Bearing Shells and Guide Disc 0 0 0 0 0 0 0 0 0 0
10 Packings and Gaskets 4 5 6 7 8 8 10 12 14 16
11 Pull-rods 0 0 0 0 0 0 0 0 0 0
12 Repair Kit for each type of valve 0 0 0 0 0 4 5 6 7 8
13 O-rings, Packings and Gaskets 4 5 6 7 8 8 10 12 14 16
14 Exhaust valve spindles / bottom pieces 0 0 0 0 0 0 0 0 0 0
15 Exhaust valve guide bushings 0 0 0 0 0 4 5 6 7 8
O-rings for exhaust valve 4 5 6 7 8 8 10 12 14 16
17 Fuel pump plungers 0 0 0 0 0 0 0 0 0 0
Suction/puncture valves , Sealing rings and
0 0 0 0 0 4 5 6 7 8
Gaskets
18 Fuel valve guides and nozzles 0 0 0 0 0 4 5 6 7 8
19 Set bearings per TC (roller bearings) 0 0 0 0 0 0 0 0 0 0
20 Set bearings per TC (slide bearings) 0 0 0 0 0 0 0 0 0 0
178 24 92-2.1
Table 19.08.01b: Wearing parts, option 4 87 629

MAN Diesel 198 51 85-4.1
MAN B&W 19.08
Page of 6
Table B
Group
Number of cylinders
Description 4 5 6 7 8 4 5 6 7 8
2 Spring housing 4 5 6 7 8 4 5 6 7 8
4 Hose with union 4 5 6 7 8 4 5 6 7 8
8 Cylinder liners 0 0 0 0 0 0 0 0 0 0
11 Pull-rods 4 5 6 7 8 4 5 6 7 8
4 5 6 7 8 8 10 12 14 16
Gaskets
178 24 92-2.1
Table 19.08.01c: Wearing parts, option 4 87 629

MAN Diesel 198 51 85-4.1
MAN B&W 19.08
Page of 6
Table B
Group
Number of cylinders
Description 4 5 6 7 8 4 5 6 7 8
2 Spring housing 8 5 6 7 8 4 5 6 7 8
4 Hose with union 4 5 6 7 8 8 10 12 14 16
8 Cylinder liners 0 0 0 0 0 0 0 0 0 0
11 Pull-rods 4 5 6 7 8 4 5 6 7 8
8 10 12 14 16 12 15 18 21 24
Gaskets
178 24 92-2.1
Table 19.08.01d: Wearing parts, option 4 87 629

MAN Diesel 198 51 85-4.1
MAN B&W 19.08
Page of 6
Table B
Group
Service hours 0-42000 0-48000
No.
Number of cylinders
Description 4 5 6 7 8 4 5 6 7 8
2 Spring housing 4 5 6 7 8 4 5 6 7 8
4 Hose with union 4 5 6 7 8 8 10 12 14 16
8 Cylinder liners 0 0 0 0 0 0 0 0 0 0
11 Pull-rods 4 5 6 7 8 4 5 6 7 8
12 15 18 21 24 16 20 24 28 32
Gaskets
178 24 92-2.1
Table 19.08.01e: Wearing parts, option 4 87 629

MAN Diesel 198 51 85-4.1
MAN B&W 19.08
Page of 6
Table B
Group
Number of cylinders
Description 4 5 6 7 8 4 5 6 7 8
2 Spring housing 4 5 6 7 8 4 5 6 7 8
4 Hose with union 4 5 6 7 8 8 10 12 14 16
8 Cylinder liners 0 0 0 0 0 0 0 0 0 0
11 Pull-rods 4 5 6 7 8 4 5 6 7 8
12 15 18 21 24 12 15 18 21 24
Gaskets
178 24 92-2.1
Table 19.08.01f: Wearing parts, option 4 87 629

MAN Diesel 198 51 85-4.1
MAN B&W 19.09
Page of 1
Large spare parts, dimensions and masses

! !
"
" ! $
"
# %

!
" "
!
178 43 60-3.0
Mass Dimensions (mm)

Pos Sec. Description
(kg) A B C D E
1 Cylinder liner, incl. cooling jacket 299 ø386 1,127
2 Exhaust valve 150 825 387 400
3 Piston complete, with piston rod 157 ø260 167 ø108 1,502 185
4 Cylinder cover, incl. valves 187 ø520 190
5 Rotor for turbocharger, TCR18-21 22 ø280 469
5 Rotor for turbocharger, TCR20-21 39 ø337 566
5 Rotor for turbocharger, 65-BA10 Available on request
5 Rotor for turbocharger, MET33MA 45 ø373 662
Fig. 19.09.01: Large spare parts, dimensions and masses
MAN B&W S26MC6

MAN Diesel 198 66 29-5.0
MAN B&W 19.10
Page 1 of 9
List of Standard Tools for Maintenance
The engine is delivered with all necessary special tools for scheduled maintenance. The extent of the tools
is stated below. Most of the tools are arranged on steel plate panels. It is recommended to place them
close to the location where the overhaul is to be carried out, see Section 19.11.
All measurements are for guidance only.
Cylinder Cover, MF/SF 21-9010 Turbocharger System Tools, MF/SF 21-9046

1 pcs Tool panel incl. lifting chains, grinding mandrels, 1 set Air cooler cleaning tool
extractor tools etc. 1 set Guide rails, air cooler element
1 pcs Compensator, dismantling tool
Cylinder Unit Tools, MF/SF 21-9014
1 pcs Travelling trolley
1 pcs Tool panel incl. pressure testing tool, piston ring
expander, stuffing box tools, templates etc. 1 pcs Blanking plate
1 pcs Support iron for piston
1 pcs Crossbar for cylinder liner, piston General Tools, MF/SF 21-9058
1 set Measuring tool for cylinder liner 1 set Pump for hydraulic jacks incl. hydraulic
accessories
1 set Set of tackles, trolleys, eye bolts, shackles, wire
Crosshead and Connection Rod Tools, MF/SF 21-9022 ropes
1 pcs Tool panel incl. suspension and lifting tools, 1 set Instruments incl. mechanical / digital measuring
protection in crankcase etc. tools
1 set Hand tools incl. wrenches, pliers and spanners
Crankshaft and Thrust Bearing Tools, MF/SF 21-9026
1 pcs Tool panel incl. lifting, testing and retaining Hydraulic Jacks, MF/SF 21-94
tools etc. It is important to notice, that some jacks are used on
1 pcs Lifting tool for crankshaft different components on the engine, Fig. 19.10.05
1 set Feeler gauges
Personal Safety Equipment, MF/SF 21-9070
Control Gear Tools, MF/SF 21-9030 1 pcs Fall arrest block and rescue harness
1 pcs Tool panel incl. pin gauges, chain assembly 1 pcs Fall arrest equipment - Optional
tools, camshaft tools etc.
Optional Tools
Exhaust Valve Tools, MF/SF 21-9038
1 pcs Collar ring for piston
1 pcs Tool panel incl. grinding-, lifting-, adjustment-
and test tools etc. 1 pcs Support for tilting tool
1 pcs Valve seat and spindle grinder
Fuel Oil System Tools, MF/SF 21-9042 1 pcs Work table for exhaust valve
1 pcs Tool panel incl. grinding, lifting, adjustment and
assembly tools etc.
1 set Fuel valve nozzle tools
1 set Toolbox for fitting of fuel pump seals
1 pcs Probe light
1 pcs Test rig for fuel valve
Mass of the complete set of tools: Approximately 1,400 kg
MAN B&W S26MC6

MAN Diesel 198 77 89-3.0
MAN B&W 19.10
Page 2 of 9
1 C 3
B
A
2
312 69 54-1.4.0
B
122 66 29-4.1.0
D
B
E
C
122 66 72-3.1.0

Pos. Description
(kg) A B C D E
1 Support iron for piston 26 722 370 280
2 Crossbar for cylinder liner, piston 14 660 140 85 20 90
3 Lifting tool for crankshaft 6 420 130 46
Fig. 19.10.01: Dimensions and masses of tools
MAN B&W S26MC6

MAN Diesel 198 77 89-3.0
MAN B&W 19.10
Page 3 of 9
Control box
1 2
C
C
B
A
13 64 08-7.0.0
3
B
508 83 09-8.0.0
316 79 10-8.3.0

Pos. Description
(kg) A B C
1 Test rig for fuel valve, hand operated 50 561 656 1,550
2 Test rig for fuel valve, separated hydraulic pump 70 1,025 420 1,630
3 Test rig for fuel valve, integrated hydraulic pump 120 940 520 1,540
All measurements are for guidance only
MAN B&W S26MC6

MAN Diesel 198 77 89-3.0
MAN B&W 19.10
Page 4 of 9
1 3
The tools for air cooler, compensator and the tools for the Depending on the turbocharger type choosen for the engine,
turbocharger system are to be stored in a storage room e.g. the blanking plates will vary in size from approx. 380 mm in
a drawer. up to 1,180 mm in diameter.
Thickness: 10 to 16 mm.
Required space for these tools are approx.:
1,000 × 500 × 300 mm. Only engines with two or more turbochargers will be supplied
with blanking plates.
504 59 65-3.1.0
504 59 85-6.1.0
Dimensions varies depending on compensator size.
310 20 96-6.1.0
Pos. Description
1 Air cooler cleaning tool
2 Compensator, dismantling tool
3 Blanking plate
MAN B&W S26MC6

MAN Diesel 198 77 89-3.0
MAN B&W 19.10
Page 5 of 9
340 00 47-5.3.0
Mass
Pos. Description
(kg)
1 Pump for hydraulic jacks 30
MAN B&W S26MC6

MAN Diesel 198 77 89-3.0
MAN B&W 19.10
Page 6 of 9
Number of Size
MF-SF
boxes required
Hydraulic Jacks:
21-9410 Cylinder cover
21-9420 Piston crown
21-9421 Piston rod
21-9430 Crosshead
21-9431 Connecting rod
21-9440 Main bearing
21-9441 Tuning wheel
21-9442 Turning wheel
21-9443 Chain wheel
21-9444 AVD
21-9445 Segment stopper
310 18 3-9.3.0
21-9446 Counter weight
Example of a box containing hydraulic jacks for con- 21-9447 Torsion damper All the jacks for this
necting rod and end chocks.
21-9450 Chain tightener engine are in a single
box which fits into a
The exact design and dimensions will be specified by 21-9451 Intermediate shaft space size 3
the engine builder or subsupplier.
21-9452 Camshaft bearing
However, as a minimum, the boxes must be provided 21-9454 Moment compensator
with the following: 21-9460 Exhaust spindle
• supports 21-9461 Exhaust valve
• rigid handles 21-9462 Exhaust valve actuator
• rigid locks
• reinforced corners 21-9463 HPU block
• be resistant to water and oil 21-9464 HCU block
• hydraulic jacks must be secured in the box.
21-9470 Fuel pump
The table indicates the scope and estimated size of 21-9480 Stay bolts
boxes for hydraulic jacks. 21-9481 Complete set
21-9490 Holding down bolts /
Hydraulic jacks are often used at different locations,
End chock
which is why not all fields have been filled in.
21-9491 End Chock
Total number of boxes
1
containing hydraulic jacks
Approx. dimensions in mm.
Size 1.: 300 mm x 400 mm x 500 mm
Size 2.: 500 mm x 700 mm x 500 mm
Size 3.: 900 mm x 1,200 mm x 500 mm
MAN B&W S26MC6

MAN Diesel 198 77 89-3.0
MAN B&W 19.10
Page 7 of 9
1
Necessary headroom min. 3,040 mm
A A
A-A
586
480 4 x ø18 holes in floor
Hole in floor
ø150
480
586
290
300.5 150
513 13 74-6.0.0
Pos. Description
1 Valve seat and spindle grinder
MAN B&W S26MC6

MAN Diesel 198 77 89-3.0
MAN B&W 19.10
Page 8 of 9
1 2
D
A
116 55 06-8.1.0

Pos. Description
(kg) A B C D E
1 Work table for exhaust valve 172 min. 1,285 900 570
2 Suggested working area 1,700 2,150
MAN B&W S26MC6

MAN Diesel 198 77 89-3.0
MAN B&W 19.10
Page 9 of 9
122 66 26-9.1.0

Pos. Description
(kg) A B C D
1 Collar ring for piston 15 180 800 179 683
MAN B&W S26MC6

MAN Diesel 198 77 89-3.0
MAN B&W 19.11
Page 1 of 1
Tool Panels
Proposal for placing of tool panels
Top Level
219014
219010 219042
219038
Middle Level
219030
Bottom Level
219026
219022
Standard sizes of tool panels

1,800
1,350
900
450
900 900 900 900
178 61 52-9.0
Total mass of tools

Section Tool Panel
and panels in kg
Cylinder Cover
21-9010 50
Panel incl. lifting chains, grinding mandrels, extractor tools etc.
Cylinder Unit Tools,
21-9014 110
Panel incl. pressure testing tool, piston ring expander, stuffing box tools, templates etc.
Exhaust valve Tools
21-9038 50
Panel incl. grinding-, lifting-, adjustment- and test tools, etc.
Fuel oil system Tools
21-9042 170
Panel incl. grinding-, lifting-, adjustment- and assembly tools, etc.
Control gear Tools
21-9030 50
Panel incl. pin gauges, chain assembly tools, camshaft tools, etc.
Crosshead and Connection rod Tools
21-9022 40
Panel incl. suspension-, lifting tools, protection in crank case, etc.
Crankshaft and Thrust bearing Tools
21-9026 40
Panel incl. lifting-, testing- and retaining tools, etc.
Fig. 19.11.01 Tool Panels. 4 88 660
MAN B&W S26MC6

MAN Diesel 198 78 18-2.0
MAN B&W
Project Suppport and

Documentation
20
MAN Diesel
MAN B&W 20.01
Page 1 of 1
Project Support and Documentation
The selection of the ideal propulsion plant for a After selecting the engine type on the basis of
specific newbuilding is a comprehensive task. this general information, and after making sure
However, as this selection is a key factor for the that the engine fits into the ship’s design, then a
profitability of the ship, it is of the utmost impor- more detailed project can be carried out based
tance for the enduser that the right choice is made. on the ‘Project Guide’ for the specific engine type
selected.
MAN Diesel is able to provide a wide variety of
support for the shipping and shipbuilding indus-
tries all over the world. Project Guides
The knowledge accumulated over many decades For each engine type of MC or ME design a
by MAN Diesel covering such fields as the selec- ‘Project Guide’ has been prepared, describing the
tion of the best propulsion machinery, optimisa- general technical features of that specific engine
tion of the engine installation, choice and suit- type, and also including some optional features
ability of a Power Take Off for a specific project, and equipment.
vibration aspects, environmental control etc., is
available to shipowners, shipbuilders and ship de- The information is general, and some deviations
signers alike. may appear in a final engine documentation, de-
pending on the content specified in the contract
Part of this information can be found in the follow- and on the individual licensee supplying the en-
ing documentation: gine. The Project Guides comprise an extension
of the general information in the Engine Selection
• Installation Drawings Guide, as well as specific information on such
• CEAS - Engine Room Dimensioning subjects as:
• Project Guides
• Extent of Delivery (EOD) • Engine Design
• Technical Papers • Engine Layout and Load Diagrams, SFOC
• Turbocharger Selection & Exhaust Gas Bypass
The publications are available at: • Electricity Production
www.mandiesel.com → ‘Marine’ → ‘Low Speed’ • Installation Aspects
• List of Capacities: Pumps, Coolers & Exhaust Gas
• Fuel Oil
Engine Selection Guides • Lubricating Oil
• Cylinder Lubrication
The ‘Engine Selection Guides’ are intended as a • Piston Rod Stuffing Box Drain Oil
tool to provide assistance at the very initial stage • Central Cooling Water System
of the project work. The guides give a general • Seawater Cooling
view of the MAN B&W twostroke Programme for • Starting and Control Air
MC as well as for ME engines and include infor- • Scavenge Air
mation on the following subjects: • Exhaust Gas
• Engine Control System
• Engine data • Vibration Aspects
• Engine layout and load diagrams • Monitoring Systems and Instrumentation
specific fuel oil consumption • Dispatch Pattern, Testing, Spares and Tools
• Turbocharger selection • Project Support and Documentation.
• Electricity production, including power take off
• Installation aspects
• Auxiliary systems
• Vibration aspects.

MAN Diesel 198 45 887.4
MAN B&W 20.02
Page 1 of 1
Computerised Engine Application System (CEAS)
Further customised information can be obtained

from MAN Diesel as project support and, for this
purpose, we have developed a ‘Computerised
Engine Application System’ (CEAS), by means of
which specific calculations can be made during
the project stage, such as:
• Estimation of ship’s dimensions

• Propeller calculation and power prediction
• Selection of main engine
• Main engines comparison
• Layout/load diagrams of engine
• Maintenance and spare parts costs of the en-
gine
• Total economy – comparison of engine rooms
• Steam and electrical power – ships’ requirement
• Auxiliary machinery capacities for derated en-
gine
• Fuel and lube oil consumption – exhaust gas
data
• Heat dissipation of engine
• Utilisation of exhaust gas heat
• Water condensation separation in air coolers
• Noise – engine room, exhaust gas, structure
borne
• Preheating of diesel engine
• Utilisation of jacket cooling water heat, fresh
water production
• Starting air system
• Exhaust gas back pressure
• Engine room data: pumps, coolers, tanks.
For further information, please refer to

www.mandiesel.com under ‘Marine’ → ‘Low speed’
→ ‘CEAS Engine Room Dimensions’.
MAN B&W MC/MCC, ME/ME-BMEC/MEGI engines

MAN Diesel 198 45 909.2
MAN B&W 20.03
Page 1 of 2
Extent of Delivery
The ‘Extent of Delivery’ (EoD) sheets have been Diesel engine

compiled in order to facilitate communication be- 4 30 xxx Diesel engine
tween owner, consultants, yard and engine maker 4 31 xxx Torsional and axial vibrations
during the project stage, regarding the scope of 4 35 xxx Fuel oil piping
supply and the alternatives (options) available for 4 40 xxx Lubricating oil piping
MAN B&W twostroke engines. 4 42 xxx Cylinder lubricating oil piping
4 43 xxx Piston rod stuffing box drain piping
We provide four different EoDs: 4 45 xxx Low temperature cooling water piping
4 46 xxx Jacket cooling water piping
EoD 98  50 MC Type Engine 4 50 xxx Starting and control air piping
EoD 46  26 MC Type Engines 4 54 xxx Scavenge air cooler
EoD 98  50 ME Type Engines 4 55 xxx Scavenge air piping
EoD 60  35 ME-B Type Engines 4 59 xxx Turbocharger
4 60 xxx Exhaust gas piping
These publications are available at: 4 65 xxx Engine control system
www.mandiesel.com under ‘Marine’ → ‘Low speed’ 4 70 xxx Local instrumentation
→ ‘Project Guides and Extent of Delivery (EOD)’ 4 75 xxx Monitoring, safety, alarm and
remote indication
4 78 xxx Electrical wiring on engine
Content of Extent of Delivery
Miscellaneous
The ‘Extent of Delivery’ includes a list of the basic 4 80 xxx Miscellaneous
items and the options of the main engine and aux- 4 81 xxx Painting
iliary equipment and, it is divided into the systems 4 82 xxx Engine seating
and volumes stated below: 4 83 xxx Galleries
4 85 xxx Power Take Off
General information 4 87 xxx Spare parts
4 00 xxx General information 4 88 xxx Tools
4 02 xxx Rating
4 03 xxx Direction of rotation Remote control system
4 06 xxx Rules and regulations 4 95 xxx Bridge control system
4 07 xxx Calculation of torsional and axial
vibrations
4 09 xxx Documentation Description of the ‘Extent of Delivery’
4 11 xxx Voltage on board for electrical
consumers The ‘Extent of Delivery’ (EoD) is the basis for
4 12 xxx Dismantling, packing and shipping specifying the scope of supply for a specific order.
of engine
4 14 xxx Testing of diesel engine The list consists of ‘Basic’ and ‘Optional’ items.
4 17 xxx Supervisors and advisory work
4 20 xxx Propeller The ‘Basic’ items define the simplest engine, de-
4 21 xxx Propeller hub signed for attended machinery space (AMS), with-
4 22 xxx Stern tube out taking into consideration any specific require
4 23 xxx Propeller shaft ments from the classification society, the yard, the
4 24 xxx Intermediate shaft owner or any specific regulations.
4 25 xxx Propeller shaftline
4 26 xxx Propeller, miscellaneous The ‘Options’ are extra items that can be alternatives
to the ‘Basic’, or additional items available to fulfil
the requirements/functions for a specific project.

MAN Diesel 198 45 910.3
MAN B&W 20.03
Page 2 of 2
Copenhagen Standard Extent of Delivery
We base our first quotations on a ‘mostly re-

quired’ scope of supply, which is the so called
‘Copenhagen Standard EoD’, which are marked
with an asterisk *.
This includes:
• Items for Unattended Machinery Space

• Minimum of alarm sensors recommended by
the classification societies and MAN Diesel
• Moment compensator for certain numbers of
cylinders
• MAN Diesel turbochargers
• The basic Engine Control System
• CoCoSEDS online
• Spare parts either required or recommended by
the classification societies and MAN Diesel
• Tools required or recommended by the classifi-
cation societies and MAN Diesel.
The filledin EoD is often used as an integral part

of the final contract.

MAN Diesel 198 45 910.3
MAN B&W 20.04
Page 1 of 4
Installation Documentation
When a final contract is signed, a complete set of Enginerelevant documentation

documentation, in the following called ‘Installation
Documentation’, will be supplied to the buyer by Main Section 901 Engine data
the engine maker. External forces and moments
Guide force moments
The ‘Installation Documentation’ is normally di- Water and oil in engine
vided into the ‘A’ and ‘B’ volumes mentioned in Centre of gravity
the ‘Extent of Delivery’ under items: Basic symbols for piping
Instrument symbols for piping
4 09 602 Volume ‘A’: Balancing
Mainly comprises general guiding system draw-
ings for the engine room Main Section 915 Engine connections
Scaled engine outline
4 09 603 Volume ‘B’: Engine outline
Mainly comprises specific drawings for the main List of flanges/counterflanges
engine itself Engine pipe connections
Gallery outline
Most of the documentation in volume ‘A’ are simi-
lar to those contained in the respective Project Main Section 921 Engine instrumentation
Guides, but the Installation Documentation will List of instruments
only cover the orderrelevant designs. These will Connections for electric components
be forwarded within 4 weeks from order. Guidance values for automation
The engine layout drawings in volume ‘B’ will, in Main Section 923 Engine Control System
each case, be customised according to the buy- Engine Control System, description
er’s requirements and the engine manufacturer’s Engine Control System, diagrams
production facilities. The documentation will be Pneumatic system
forwarded, as soon as it is ready, normally within Speed correlation to telegraph
36 months from order. List of components
Sequence diagram
As MAN Diesel and most of our licensees are us-
ing computerised drawings UniGraphics, Cadam Main Section 924 Oil mist detector
and TIFF format, the documentation forwarded Oil mist detector
will normally be in size A4 or A3. The maximum
size available is A1. Main Section 925 Control equipment for
auxiliary blower
The drawings of volume ‘A’ are available on CD Electric wiring diagram
ROM. Auxiliary blower
Starter for electric motors
The following list is intended to show an example
of such a set of Installation Documentation, but Main Section 932 Shaft line
the extent may vary from order to order. Crankshaft driving end
Fitted bolts
Main Section 934 Turning gear

Turning gear arrangement
Turning gear, control system
Turning gear, with motor

MAN Diesel 198 45 922.3
MAN B&W 20.04
Page 2 of 4
Main Section 939 Engine paint Engine roomrelevant documentation

Specification of paint
Main Section 901 Engine data
Main Section 940 Gaskets, sealings, Orings List of capacities
Instructions Basic symbols for piping
Packings Instrument symbols for piping
Gaskets, sealings, Orings
Main Section 902 Lube and cooling oil
Main Section 950 Engine pipe diagrams Lube oil bottom tank
Engine pipe diagrams Lubricating oil filter
Bedplate drain pipes Crankcase venting
Instrument symbols for piping Lubricating and hydraulic oil system
Basic symbols for piping Lube oil outlet
Lube oil, cooling oil and hydraulic oil piping
Cylinder lube oil pipes Main Section 904 Cylinder lubrication
Stuffing box drain pipes Cylinder lube oil system
Cooling water pipes, air cooler
Jacket water cooling pipes Main Section 905 Piston rod stuffing box
Fuel oil drain pipes Stuffing box drain oil cleaning system
Fuel oil pipes
Control air pipes Main Section 906 Seawater cooling
Starting air pipes Seawater cooling system
Turbocharger cleaning pipe
Scavenge air space, drain pipes Main Section 907 Jacket water cooling
Scavenge air pipes Jacket water cooling system
Air cooler cleaning pipes Deaerating tank
Exhaust gas pipes Deaerating tank, alarm device
Steam extinguishing, in scav.box
Oil mist detector pipes Main Section 909 Central cooling system
Pressure gauge pipes Central cooling water system
Deaerating tank
Deaerating tank, alarm device
Main Section 910 Fuel oil system

Fuel oil heating chart
Fuel oil system
Fuel oil venting box
Fuel oil filter
Main Section 911 Compressed air

Starting air system
Main Section 912 Scavenge air

Scavenge air drain system
Main Section 913 Air cooler cleaning

Air cooler cleaning system
Main Section 914 Exhaust gas

Exhaust pipes, bracing
Exhaust pipe system, dimensions

MAN Diesel 198 45 922.3
MAN B&W 20.04
Page 3 of 4
Main Section 917 Engine room crane Main Section 931 Top bracing of engine
Engine room crane capacity, overhauling space Top bracing outline
Top bracing arrangement
Main Section 918 Torsiograph arrangement Frictionmaterials
Torsiograph arrangement Top bracing instructions
Top bracing forces
Main Section 919 Shaft earthing device Top bracing tension data
Earthing device
Main Section 932 Shaft line
Main Section 920 Fire extinguishing in Static thrust shaft load
scavenge air space Fitted bolt
Fire extinguishing in scavenge air space
Main Section 933 Power TakeOff
Main Section 921 Instrumentation List of capacities
Axial vibration monitor PTO/RCF arrangement, if fitted
Main Section 926 Engine seating Main Section 936 Spare parts dimensions
Profile of engine seating Connecting rod studs
Epoxy chocks Cooling jacket
Alignment screws Crankpin bearing shell
Crosshead bearing
Main Section 927 Holdingdown bolts Cylinder cover stud
Holdingdown bolt Cylinder cover
Round nut Cylinder liner
Distance pipe Exhaust valve
Spherical washer Exhaust valve bottom piece
Spherical nut Exhaust valve spindle
Assembly of holdingdown bolt Exhaust valve studs
Protecting cap Fuel valve
Arrangement of holdingdown bolts Main bearing shell
Main bearing studs
Main Section 928 Supporting chocks Piston complete
Supporting chocks Starting valve
Securing of supporting chocks Telescope pipe
Thrust block segment
Main Section 929 Side chocks Turbocharger rotor
Side chocks
Liner for side chocks, starboard Main Section 940 Gaskets, sealings, Orings
Liner for side chocks, port side Gaskets, sealings, Orings
Main Section 930 End chocks Main Section 949 Material sheets
Stud for end chock bolt MAN B&W Standard Sheets Nos:
End chock
Round nut • S19R
Spherical washer, concave • S45R
Spherical washer, convex • S25Cr1
Assembly of end chock bolt • S34Cr1R
Liner for end chock • C4
Protecting cap

MAN Diesel 198 45 922.3
MAN B&W 20.04
Page 4 of 4
Engine production and Tools

installationrelevant documentation
Main Section 926 Engine seating
Main Section 935 Main engine production Hydraulic jack for holding down bolts
records, engine installation drawings Hydraulic jack for end chock bolts
Installation of engine on board
Dispatch pattern 1, or Main Section 937 Engine tools
Dispatch pattern 2 List of tools
Check of alignment and bearing clearances Outline dimensions, main tools
Optical instrument or laser
Reference sag line for piano wire Main Section 938 Tool panel
Alignment of bedplate Tool panels
Piano wire measurement of bedplate
Check of twist of bedplate Auxiliary equipment
Crankshaft alignment reading 980 Fuel oil supply unit, if ordered
Bearing clearances 990 Exhaust silencer, if ordered
Check of reciprocating parts 995 Other auxiliary equipment
Production schedule
Inspection after shop trials
Dispatch pattern, outline
Preservation instructions
Main Section 941 Shop trials

Shop trials, delivery test
Shop trial report
Main Section 942 Quay trial and sea trial

Stuffing box drain cleaning
Fuel oil preheating chart
Flushing of lube oil system
Freshwater system treatment
Freshwater system preheating
Quay trial and sea trial
Adjustment of control air system
Adjustment of fuel pump
Heavy fuel operation
Guidance values – automation
Main Section 945 Flushing procedures

Lubricating oil system cleaning instruction

MAN Diesel 198 45 922.3
MAN B&W
Appendix

A
MAN Diesel
MAN B&W Appendix A
Page 1 of 3
Symbols for Piping
No. Symbol Symbol designation No. Symbol Symbol designation
1 General conventional symbols 2.14 Spectacle flange
1.1 Pipe 2.15 Bulkhead fitting water tight, flange
1.2 Pipe with indication of direction of flow 2.16 Bulkhead crossing, nonwatertight
1.3 Valves, gate valves, cocks and flaps 2.17 Pipe going upwards
1.4 Appliances 2.18 Pipe going downwards
1.5 Indicating and measuring instruments 2.19 Orifice
2 Pipes and pipe joints 3 Valves, gate valves, cocks and flaps
2.1 Crossing pipes, not connected 3.1 Valve, straight through
2.2 Crossing pipes, connected 3.2 Valves, angle
2.3 Tee pipe 3.3 Valves, three way
2.4 Flexible pipe 3.4 Nonreturn valve (flap), straight
2.5 Expansion pipe (corrugated) general 3.5 Nonreturn valve (flap), angle
Nonreturn valve (flap), straight, screw

2.6 Joint, screwed 3.6
down
Nonreturn valve (flap), angle, screw

2.7 Joint, flanged 3.7
down
2.8 Joint, sleeve 3.8 Flap, straight through
2.9 Joint, quickreleasing 3.9 Flap, angle
2.10 Expansion joint with gland 3.10 Reduction valve
2.11 Expansion pipe 3.11 Safety valve
2.12 Cap nut 3.12 Angle safety valve
2.13 Blank flange 3.13 Selfclosing valve

MAN Diesel 198 38 662.3
MAN B&W Appendix A
Page 2 of 3
3.14 Quickopening valve 4 Control and regulation parts
3.15 Quickclosing valve 4.1 Handoperated
3.16 Regulating valve 4.2 Remote control
3.17 Kingston valve 4.3 Spring
3.18 Ballvalve (cock) 4.4 Mass
3.19 Butterfly valve 4.5 Float
3.20 Gate valve 4.6 Piston
3.21 Doubleseated changeover valve 4.7 Membrane
3.22 Suction valve chest 4.8 Electric motor
Suction valve chest with nonreturn

3.23 4.9 Electromagnetic
valves
Doubleseated changeover valve,

3.24 5 Appliances
straight
3.25 Doubleseated changeover valve, angle 5.1 Mudbox
3.26 Cock, straight through 5.2 Filter or strainer
3.27 Cock, angle 5.3 Magnetic filter
3.28 Cock, threeway, Lport in plug 5.4 Separator
3.29 Cock, threeway, Tport in plug 5.5 Steam trap
3.30 Cock, fourway, straight through in plug 5.6 Centrifugal pump
3.31 Cock with bottom connection 5.7 Gear or screw pump
Cock, straight through, with bottom

3.32 5.8 Hand pump (bucket)
conn.
3.33 Cock, angle, with bottom connection 5.9 Ejector
Cock, threeway, with bottom connec-

3.34 5.10 Various accessories (text to be added)
tion

MAN Diesel 198 38 662.3
MAN B&W Appendix A
Page 3 of 3
Indicating instruments with ordinary

5.11 Piston pump 7
symbol designations
6 Fittings 7.1 Sight flow indicator
6.1 Funnel 7.2 Observation glass
6.2 Bellmounted pipe end 7.3 Level indicator
6.3 Air pipe 7.4 Distance level indicator
6.4 Air pipe with net 7.5 Counter (indicate function)
6.5 Air pipe with cover 7.6 Recorder
6.6 Air pipe with cover and net
6.7 Air pipe with pressure vacuum valve
Air pipe with pressure vacuum valve with

6.8
net
6.9 Deck fittings for sounding or filling pipe
Short sounding pipe with selfclosing

6.10
cock
6.11 Stop for sounding rod
The symbols used are in accordance with ISO/R 5381967, except symbol No. 2.19
178 30 614.1
Fig. A.01.01: Symbols for piping

MAN Diesel 198 38 662.3

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MAN B&W S26MC6-TII

MAN B&W S26MC6-TII 198 75 67-6.0

MAN B&W S26MC6-TII 198 75 67-6.0

Engine Design ....................................................................... 1

MAN B&W S26MC6

MAN B&W S26MC6

MAN B&W S26MC6

MAN B&W S26MC6

MAN B&W S26MC6

Subject Section Subject Section

MAN B&W S26MC6

Subject Section Subject Section

MAN B&W S26MC6

Subject Section Subject Section

MAN B&W S26MC6

Subject Section Subject Section

MAN B&W S26MC6

Subject Section Subject Section

MAN B&W S26MC6

Subject Section Subject Section

MAN B&W S26MC6

Subject Section Subject Section

MAN B&W S26MC6

The MC/MC-C Tier II Engine

For MAN B&W MC/MC-C-TII designated engines,

MAN B&W MC/MC-C-TII engines

The main features of the MC engine are described

For further information about the application of

Propulsion Trends in Container Vessels

Propulsion Trends in Bulk Carriers

Propulsion Trends in Tankers

The publications are available at:

MAN B&W MC/MC-C-TII engines

Engine Type Designation

6 S 70 M E B/C 7 -GI -TII

Emission regulation TII IMO Tier level

(blank) Fuel oil only

B Exhaust valve controlled

Concept E Electronically controlled

S Super long stroke

MAN B&W MC/MC-C, ME/MEC/MEB/-GI engines 198 38 243.6

Power, Speed and Lubricating Oil

MAN B&W S26MC6-TII

Power and Speed

212 250 r/min

Fuel and lubricating oil consumption

Specific fuel oil consumption

Fig 1.03.01: Power, speed, fuel and lubrication oil

MAN B&W S26MC6-TII

Engine Power Range and Fuel Oil Consumption

The engine power figures given in the tables re-

Blower inlet temperature................................. 45 °C

MAN B&W MC/MC-C engines

This section is available on request

Updated engine and capacities data is available from the CEAS

MAN B&W MC/MC-C, ME/ME-GI/ME-B engines

MAN B&W MC/MC-C, ME/ME-GI/ME-B engines