Engine Selection Guide-MAN
Engine Selection Guide-MAN
Engine Selection Guide-MAN
This Engine Selection Guide is intended as a ‘tool’ for assistance in the initial
stages of a project.
For further informatoin see the Project Guide for the relevant engine type.
This Engine Selection Guide, the most of the Project Guides and the ‘Extent of
Delivery’ are available on a CD ROM and can also be found at the Internet address
www.manbw.dk under ‘Libraries’.
The data and other information given is subject to change without notice.
6th Edition
January 2002
Contents:
Engine Design 1
Turbocharger Choice 3
Electricity Production 4
Installation Aspects 5
Auxiliary Systems 6
Vibration Aspects 7
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Contents
Subject Page
1 Engine Design
Engine data, engine power 1.01-1.02
Power and speed, K98MC, K98MC-C, S90MC-C, L90MC-C 1.03
Power and speed, K90MC, K90MC-C, S80MC-C, S80MC, L80MC 1.04
Power and speed, K80MC-C, S70MC-C, S70MC, L70MC-C, L70MC 1.05
Power and speed, S60MC-C, S60MC, L60MC-C, L60MC, S50MC-C 1.06
Power and speed, S50MC, L50MC, S46MC-C, S42MC, L42MC 1.07
Power and speed, S35MC, L35MC, S26MC 1.08
Fuel and lubricating oil consumption 1.09-1.15
Engine cross section, K98MC 1.16
Engine cross section, S80MC 1.17
Engine cross section, S70MC-C 1.18
Engine cross section, S60MC 1.19
Engine cross section, S50MC-C 1.20
Engine cross section, L42MC 1.21
Engine cross section, S26MC 1.22
1
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Subject Page
3 Turbocharger Choice
Turbocharger types 3.01
MAN B&W high efficiency turbochargers, type TCA 3.02
MAN B&W high efficiency turbochargers, type NA 3.03
ABB high efficiency turbochargers, type TPL 3.04
ABB high efficiency turbochargers, type VTR 3.05
Mitsubishi high efficiency turbochargers 3.06
MAN B&W conventional turbochargers, type TCA 3.07
MAN B&W conventional turbochargers, type NA 3.08
ABB conventional turbochargers, type TPL 3.09
ABB conventional turbochargers, type VTR 3.10
Mitsubishi conventional turbochargers 3.11
Turbocharger exhaust gas by-pass system 3.12
Exhaust gas reciever with variable by-pass 3.12
Exhaust gas reciever with total by-pass flange and blank counter flange 3.12
Turbocharger cut-system 3.12
Engine with selective catalytic reduction system (SCR) 3.13-3.14
4 Electricity Production
Power Take Off (PTO) 4.01
Types of PTO 4.02
Designation of PTO 4.03
PTO/RCF 4.04-4.06
Arrangement of PTO/RCF 4.07
Preparation on engine for PTO/RCF 4.08-4.09
Lubricating oil system for PTO/RCF 4.10
DMG/CFE generators 4.11-4.13
Power Take Off/Gear Constant Ratio, BW IV/GCR 4.14
Auxiliary propulsion system/Take Home System 4.15-4.16
Power Take Off/Gear Constant Ratio, BW II/GCR 4.16
Holeby GenSets, L16/24 4.17-4.18
Holeby GenSets, L21/31 4.19-4.20
Holeby GenSets, L23/30H 4.21-4.22
Holeby GenSets, L27/38 4.23-4.24
Holeby GenSets, L28/32H 4.25-4.26
Holeby GenSets, L32/40 4.27-4.28
2
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Subject Page
5 Installation Aspects
5.01 Space requirements and overhaul heights 5.01.01-5.01.06
5.02 Engine outlin, galleries and pipe connections 5.02.01
5.03 Engine seating and holding down bolts 5.03.01-5.03.02
5.04 Engine top bracings 5.04.01-5.04.06
5.05 MAN B&W controllable pitch propeller (CPP), remote control and earthing device 5.05.01-5.05.12
6 Auxiliary Systems
6.01 List of capacities for engines fulfilling IMO NOx emission limitations 6.01.01
Cooling water systems 6.01.01
Heat radiation 6.01.01
List of capacities, K98MC 6.01.02-6.01.03
List of capacities, K98MC-C 6.01.04-6.01.05
List of capacities, S90MC- C 6.01.06-6.01.07
List of capacities, L90MC-C 6.01.08-6.01.09
List of capacities, K90MC 6.01.10-6.01.11
List of capacities, K90MC-C 6.01.12-6.01.13
List of capacities, S80MC-C 6.01.14-6.01.15
List of capacities, S80MC 6.01.16-6.01.17
List of capacities, L80MC 6.01.18-6.01.19
List of capacities, K80MC-C 6.01.20-6.01.21
List of capacities, S70MC-C 6.01.22-6.01.23
List of capacities, S70MC 6.01.24-6.01.25
List of capacities, L70MC-C 6.01.26-6.01.27
List of capacities, L70MC 6.01.28-6.01.29
List of capacities, S60MC-C 6.01.30-6.01.31
List of capacities, S60MC 6.01.32-6.01.33
List of capacities, L60MC-C 6.01.34-6.01.35
List of capacities, L60MC 6.01.36-6.01.37
List of capacities, S50MC-C 6.01.38-6.01.39
List of capacities, S50MC 6.01.40-6.01.41
List of capacities, L50MC 6.01.42-6.01.43
List of capacities, S46MC-C 6.01.44-6.01.45
List of capacities, S42MC 6.01.46-6.01.47
List of capacities, L42MC 6.01.48-6.01.49
List of capacities, S35MC 6.01.50-6.01.51
List of capacities, L35MC 6.01.52-6.01.53
3
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Subject Page
7 Vibration Aspects
External unbalanced moments 7.01
First order moments on 4-cylinder engines 7.02-7.03
Second order moments on 4, 5, 6-cylinder engines 7.04-7.05
Power related unbalance 7.06-7.08
Guide force moments 7.09-7.10
Top bracing 7.09
Axial vibrations 7.11
Torsional vibrations 7.11-7.12
External forces, K98MC, K98MC-C 7.13-7.14
External forces, S90MC-C, L90MC-C, K90MC, K90MC-C 7.15-7.18
External forces, S80MC-C, S80MC, L80MC, K80MC-C 7.19-7.22
External forces, S70MC-C, S70MC, L70MC-C, L70MC 7.23-7.26
External forces, S60MC-C, S60MC, L60MC-C, L60MC 7.27-7.30
External forces, S50MC-C, S50MC, L50MC 7.31-7.33
External forces, S46MC-C, L42MC, L42MC 7.34-7.36
External forces, S35MC, L35MC, S26MC 7.37-7.39
4
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Index
Subject Page
5
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Subject Page
6
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Subject Page
G Governors 6.11.01
Guide force moments 7.09-7.10
7
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Subject Page
8
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Subject Page
9
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Subject Page
10
Engine Design 1
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
1 Engine Data
Engine power is specified in both kW and BHP, in Specific fuel oil consumption values refer to brake
rounded figures, for each cylinder number and lay- power, and the following reference conditions:
out points L1, L2, L3 and L4:
ISO 3046/1-1995:
L1 designates nominal maximum continuous rating Blower inlet temperature . . . . . . . . . . . . . . . . 25 °C
(nominal MCR), at 100% engine power and 100% Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
engine speed. Charge air coolant temperature . . . . . . . . . . . 25 °C
Fuel oil lower calorific value . . . . . . . . 42,700 kJ/kg
L2, L3 and L4 designate layout points at the other (10,200 kcal/kg)
three corners of the layout area, chosen for easy ref-
erence. Although the engine will develop the power speci-
fied up to tropical ambient conditions, specific fuel
Power oil consumption varies with ambient conditions and
L1
fuel oil lower calorific value. For calculation of these
changes, see section 2.
L3
L2 SFOC guarantee
Overload corresponds to 110% of the power at The Specific Fuel Oil Consumption (SFOC) is guar-
MCR, and may be permitted for a limited period of anteed for one engine load (power-speed combina-
one hour every 12 hours. tion), this being the one in which the engine is opti-
mised.
The table (Fig. 1.03) contains data regarding the en-
gine power and speed of the MC Programme of the The guarantee is given with a margin of 5%.
engines.
As SFOC and NOx are interrelated parameters, an
The engine power figures given in the tables remain engine offered without fulfilling the IMO NOx limita-
valid up to tropical conditions at sea level, ie.: tions is subject to a tolerance of only 3% of the
SFOC.
Blower inlet temperature . . . . . . . . . . . . . . . . 45 °C
Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
Seawater temperature . . . . . . . . . . . . . . . . . . 32 °C Lubricating oil data
1.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
6 L 60 MC - C Mk 7
C Camshaft controlled
Concept
E Electronically controlled
Engine programme
Diameter of piston in cm
Number of cylinders
1.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
kW
Power
BHP
Mean
Engine Layout Engine
effective Number of cylinders
type point speed
pressure
r/min bar 6 7 8 9 10 11 12 13 14
L1 34320 40040 45760 51480 57200 62920 68640 74360 80080
K98MC 94 18.2
46680 54460 62240 70020 77800 85580 93360 101140 108920
Bore L2 94 14.6 27540 32130 36720 41310 45900 50490 55080 59670 64260
980 mm
Stroke L3 84 18.2 30660 35770 40880 45990 51100 56210 61320 66430 71540
2660 mm
L4 84 14.6 24600 28700 32800 36900 41000 45100 49200 53200 57400
L1 34260 39970 45680 51390 57100 62810 68520 74230 79940
K98MC-C 104 18.2
46560 54320 62080 69840 77600 85360 93120 100880 108640
Bore L2 104 14.6 27480 32060 36640 41220 45800 50380 54960 59540 64120
980 mm
Stroke L3 94 18.2 30960 36120 41280 46440 51600 56760 61920 67080 72240
2400 mm
L4 94 14.6 24840 28980 33120 37260 41400 45540 49680 53820 57960
L1 29340 34230 39120 44010
S90MC-C 76 19.0
39900 46550 53200 59850
Bore L2 76 15.2 23520 27440 31360 35280
900 mm
Stroke L3 61 19.0 23580 27510 31440 35370
3188 mm
L4 61 15.2 18840 21980 25120 28260
L1 29280 34160 39040 43920 48800 53680 58560
L90MC-C 83 19.0
39780 46410 53040 59670 66300 72930 79560
Bore L2 83 12.2 18870 21910 25040 28170 31300 34430 37560
900 mm
Stroke L3 62 19.0 21840 25480 29120 32760 36400 40040 43680
2916 mm
L4 62 12.2 14040 16380 18720 21060 23400 25740 28080
178 46 78-9.1
1.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
kW
Power
BHP
Mean
Engine Layout Engine
effective Number of cylinders
type point speed
pressure
r/min bar 4 5 6 7 8 9 10 11 12
L1 18280 22850 27420 31990 36560 41130 45700 50270 54840
K90MC 94 18.0
24880 31100 37320 43540 49760 55980 62200 68420 74640
Bore L2 94 11.5 11680 14600 17520 20440 23360 26280 29200 32120 35040
900 mm
Stroke L3 71 18.0 13840 17300 20760 24220 27680 31140 34600 38060 41520
2550 mm
L4 71 11.5 8840 11050 13260 15470 17680 19890 22100 24310 26520
L1 27420 31990 36560 41130 45700 50270 54840
K90MC-C 104 18.0
37260 43470 49680 55890 62100 68310 74520
Bore L2 104 14.4 21900 25550 29200 32850 36500 40150 43800
900 mm
Stroke L3 89 18.0 23460 27370 31280 35190 39100 43010 46920
2300 mm
L4 89 14.4 18780 21910 25040 28170 31300 34430 37560
L1 23280 27160 31040
S80MC-C 76 19.0
31680 36960 42240
Bore L2 76 12.2 14880 17360 19840
800 mm
Stroke L3 57 19.0 17460 20370 23280
3200 mm
L4 57 12.2 11160 13020 14880
L1 14560 18200 21840 25480 29120 32760 36400 40040 43680
S80MC 79 18.0
19800 24750 29700 34650 39600 44550 49500 54450 59400
Bore L2 79 11.5 9320 11650 13980 16310 18640 20970 23300 25630 27960
800 mm
Stroke L3 59 18.0 10880 13600 16320 19040 21760 24480 27200 39920 32640
3056 mm
L4 59 11.5 6960 8700 10440 12180 13920 15660 17400 19140 20880
L1 14560 18200 21840 25480 29120 32760 36400
L80MC 93 18.0
19760 24700 29640 34580 39520 44460 49400
Bore L2 93 11.5 9280 11600 13920 16240 18560 20880 23200
800 mm
Stroke L3 70 18.0 10960 13700 16440 19180 21920 24660 27400
2592 mm
L4 70 11.5 7000 8750 10500 12250 14000 15750 17500
178 46 78-9.1
1.04
MAN B&W Diesel A/S Engine Selection Guide
kW
Power
BHP
Mean
Engine Layout Engine
effective Number of cylinders
type point speed
pressure
r/min bar 4 5 6 7 8 9 10 11 12
L1 21660 25270 28880 32490 36100 39710 43320
K80MC-C 104 18.0
29400 34300 39200 44100 49000 53900 58800
Bore L2 104 14.4 17340 20230 23120 26010 28900 31790 34680
800 mm
Stroke L3 89 18.0 18540 21630 24720 27810 30900 33990 37080
2300 mm
L4 89 14.4 14820 17290 19760 22230 24700 27170 29640
L1 12440 15550 18660 21770 24880
S70MC-C 91 19.0
16880 21100 25320 29540 33760
Bore L2 91 12.2 7960 9950 11940 13930 15920
700 mm
Stroke L3 68 19.0 9280 11600 13920 16240 18560
2800 mm
L4 68 12.2 5960 7450 8940 10430 11920
L1 11240 14050 16860 19670 22480
S70MC 91 18.0
15280 19100 22920 26740 30560
Bore L2 91 11.5 7160 8950 10740 12530 14320
700 mm
Stroke L3 68 18.0 8400 10500 12600 14700 16800
2674 mm
L4 68 11.5 5360 6700 8040 9380 10720
L1 12440 15550 18660 21770 24880
L70MC-C 108 19.0
16880 21100 25320 29540 33760
Bore L2 108 15.2 9920 12400 14880 17360 19840
700 mm
Stroke L3 91 19.0 10480 13100 15720 18340 20960
2360 mm
L4 91 15.2 8360 10450 12540 14630 16720
L1 11320 14150 16980 19810 22640
L70MC 108 18.0
15360 19200 23040 26880 30720
Bore L2 108 11.5 7240 9050 10860 12670 14480
700 mm
Stroke L3 81 18.0 8480 10600 12720 14840 16960
2268 mm
L4 81 11.5 5440 6800 8160 9520 10880
178 46 78-9.1
1.05
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
kW
Power
BHP
Mean
Engine Layout Engine
effective Number of cylinders
type point speed
pressure
r/min bar 4 5 6 7 8 9 10 11 12
L1 9040 11300 13560 15820 18080
S60MC-C 105 19.0
12280 15350 18420 21490 24560
Bore L2 105 12.2 5800 7250 8700 10150 11600
600 mm
Stroke L3 79 19.0 6800 8500 10200 11900 13600
2400 mm
L4 79 12.2 4360 5450 6540 7630 8720
L1 8160 10200 12240 14280 16320
S60MC 105 18.0
11120 13900 16680 19460 22240
Bore L2 105 11.5 5200 6500 7800 9100 10400
600 mm
Stroke L3 79 18.0 6160 7700 9240 10780 12320
2292 mm
L4 79 11.5 3920 4900 5880 6860 7840
L1 8920 11150 13380 15610 17840
L60MC-C 123 19.0
12120 15150 18180 21210 24240
Bore L2 123 15.2 7120 8900 10680 12460 14240
600 mm
Stroke L3 105 19.0 7600 9500 11400 13300 15200
2022 mm
L4 105 15.2 6080 7600 9120 10640 12160
L1 7680 9600 11520 13440 15360
L60MC 123 17.0
10400 13000 15600 18200 20800
Bore L2 123 10.9 4920 6150 7380 8610 9840
600 mm
Stroke L3 92 17.0 5720 7150 8580 10010 11440
1944 mm
L4 92 10.9 3680 4600 5520 6440 7360
L1 6320 7900 9480 11060 12640
S50MC-C 127 19.0
8600 10750 12900 15050 17200
Bore L2 127 12.2 4040 5050 6060 7070 8080
500 mm
Stroke L3 95 19.0 4720 5900 7080 8260 9440
2000 mm
L4 95 12.2 3040 3800 4560 5320 6080
178 46 78-9.1
1.06
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
kW
Power
BHP
Mean
Engine Layout Engine
effective Number of cylinders
type point speed
pressure
r/min bar 4 5 6 7 8 9 10 11 12
L1 5720 7150 8580 10010 11440
S50MC 127 18.0
7760 9700 11640 13580 15520
Bore L2 127 11.5 3640 4550 5460 6370 7280
500 mm
Stroke L3 95 18.0 4280 5350 6420 7490 8560
1910 mm
L4 95 11.5 2720 3400 4080 4760 5440
L1 5320 6650 7980 9310 10640
L50MC 148 17.0
7240 9050 10860 12670 14480
Bore L2 148 10.9 3440 4300 5160 6020 6880
500 mm
Stroke L3 111 17.0 4000 5000 6000 7000 8000
1620 mm
L4 111 10.9 2560 3200 3840 4480 5120
L1 5240 6550 7860 9170 10480
S46MC-C 129 19.0
7140 8925 10710 12495 14280
Bore L2 129 15.2 4200 5250 6300 7350 8400
460 mm
Stroke L3 108 19.0 4400 5500 6600 7700 8800
1932 mm
L4 108 15.2 3520 4400 5280 6160 7040
L1 4320 5400 6480 7560 8640 9720 10800 11880 12960
S42MC 136 19.5
5880 7350 8820 10290 11760 13230 14700 16170 17640
Bore L2 136 15.6 3460 4325 5190 6055 6920 7785 8650 9515 10380
420 mm
Stroke L3 115 19.5 3660 4575 5490 6405 7320 8235 9150 10065 10980
1764 mm
L4 115 15.6 2920 3650 4380 5110 5840 6570 7300 8030 8760
L1 3980 4975 5970 6965 7960 8955 9950 10945 11940
L42MC 176 18.0
5420 6775 8130 9485 10840 12195 13550 14905 16260
Bore L2 176 14.4 3180 3975 4770 5565 6360 7155 7950 8745 9540
420 mm
Stroke L3 141 18.0 3180 3975 4770 5565 6360 7155 7950 8745 9540
1360 mm
L4 141 14.4 2560 3200 3840 4480 5120 5760 6400 7040 7680
178 46 78-9.1
1.07
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
kW
Power
BHP
Mean
Engine Layout Engine
effective Number of cylinders
type point speed
pressure
r/min bar 4 5 6 7 8 9 10 11 12
L1 2960 3700 4440 5180 5920 6660 7400 8140 8880
S35MC 173 19.1
4040 5050 6060 7070 8080 9090 10100 11110 12120
Bore L2 173 15.3 2380 2975 3570 4165 4760 5355 5950 6545 7140
350 mm
Stroke L3 147 19.1 2520 3150 3780 4410 5040 5670 6300 6930 7560
1400 mm
L4 147 15.3 2020 2525 3030 3535 4040 4545 5050 5555 6060
L1 2600 3250 3900 4550 5200 5850 6500 7150 7800
L35MC 210 18.4
3540 4425 5310 6165 7080 7965 8850 9735 10620
Bore L2 210 14.7 2080 2600 3120 3640 4160 4680 5200 5720 6240
350 mm
Stroke L3 178 18.4 2200 2750 3300 3850 4400 4950 5500 6050 6600
1050 mm
L4 178 14.7 1760 2200 2640 3080 3520 3960 4400 4840 5280
L1 1600 2000 2400 2800 3200 3600 4000 4400 4800
S26MC 250 18.5
2180 2725 3270 3815 4360 4905 5450 5995 6540
Bore L2 250 14.8 1280 1600 1920 2240 2560 2880 3200 3520 3840
260 mm
Stroke L3 212 18.5 1360 1700 2040 2380 2720 3060 3400 3740 4080
980 mm
L4 212 14.8 1080 1350 1620 1890 2160 2430 2700 2970 3240
178 46 78-9.1
1.08
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L4 162 158
S90MC-C L1 167
164
123
L4 160 157
L90MC-C L1 167
164
123
L4 155 153
K90MC 171
L1 168
126
L4 159 157
178 46 79-2.1
1.09
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L4 164 161
S80MC-C L1 167
164
123
L4 155 153
S80MC L1 167
164
123
L4 155 153
L80MC L1 174
171
128
L4 162 160
178 46 79-2.1
1.10
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L4 164 161
178 46 79-2.1
1.11
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L4 162 160
178 46 79-2.1
1.12
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S50MC-C L1
173 171
170 168
128 126
178 46 79-2.1
1.13
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L4 169 167
S42MC L1 177
175
130
L4 172 170
L42MC L1 177
175
130
L4 172 170
S35MC L1 178
176
131
L4 173 171
178 46 79-2.1
1.14
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L4 172 170
S26MC L1 179
177
132
L4 174 172
178 46 79-2.1
1.15
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 32 80-6.1
1.16
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 36 24-7.0
1.17
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 44 14-4.1
1.18
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 32 19-8.0
1.19
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 16 07-0.0
1.20
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 43 10-1.0
1.21
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 42 12-5.0
1.22
Engine Layout and Load Diagrams, SFOC 2
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
P = c x n3 , in which:
2.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 05 67-7.2
Engine margin
Note:
Light/heavy running, fouling and sea margin are
overlapping terms. Light/heavy running of the pro-
peller refers to hull and propeller deterioration and
heavy weather and, – sea margin i.e. extra power to
the propeller, refers to the influence of the wind and
the sea. However, the degree of light running must
be decided upon experience from the actual trade
and hull design.
2.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
In general, the larger the propeller diameter, the Once an optimum propeller diameter of maximum
lower is the optimum propeller speed and the kW 7.2 m has been chosen, the corresponding
required for a certain design draught and ship optimum pitch in this point is given for the design
speed, see curve D in Fig. 2.03. speed of 14.5 knots, i.e. P/D = 0.70.
The maximum possible propeller diameter depends However, if the optimum propeller speed of 100
on the given design draught of the ship, and the r/min does not suit the preferred / selected main en-
clearance needed between the propeller and the gine speed, a change of pitch away from optimum
aft-body hull and the keel. will only cause a relatively small extra power de-
mand, keeping the same maximum propeller diam-
The example shown in Fig. 2.03 is an 80,000 dwt eter:
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 is • going from 100 to 91 r/min (P/D = 0.81) requires
reduced from about 9,290 kW to 8,820 kW, and the 8,900 kW i.e. an extra power demand of 80 kW.
optimum propeller speed is reduced from 120 r/min
to 100 r/min, corresponding to the constant ship In both cases the extra power demand is only of
speed coefficient a = 0.28 (see definition of a in 0.9%, and the corresponding ‘equal speed curves’
next section). are a =+0.1 and a =-0.1, respectively, so there is a
certain interval of propeller speeds in which the
‘power penalty’ is very limited.
178 47 03-2.0
2.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Constant ship speed lines MCR point ‘MP1’, selected in the layout area and
parallel to one of the a-lines, another specified pro-
The constant ship speed lines a, are shown at the pulsion MCR point ‘MP2’ upon this line can be cho-
very top of Fig. 2.04. These lines indicate the power sen to give the ship the same speed for the new
required at various propeller speeds to keep the combination of engine power and speed.
same ship speed provided that the optimum propel-
ler diameter with an optimum pitch diameter ratio is Fig. 2.04 shows an example of the required power
used at any given speed, taking into consideration speed point MP1, through which a constant ship
the total propulsion efficiency. speed curve a = 0.25 is drawn, obtaining point MP2
with a lower engine power and a lower engine speed
Normally, the following relation between necessary but achieving the same ship speed.
power and propeller speed can be assumed:
Provided the optimum pitch/diameter ratio is used
P2 = P1 x (n2/n1)a for a given propeller diameter the following data ap-
plies when changing the propeller diameter:
where:
P = Propulsion power for general cargo, bulk carriers and tankers
n = Propeller speed, and a = 0.25 -0.30
a = the constant ship speed coefficient.
and for reefers and container vessels
For any combination of power and speed, each a = 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 a constant will be different,
When such a constant ship speed line is drawn into see above.
the layout diagram through a specified propulsion
178 05 66-7.0
2.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Please note that the areas of the layout diagrams are Power
different for the engines types, see Fig. 2.05. L1
L3 Layout diagram of
Within the layout area there is full freedom to select the L2 100 - 80% power and
engine’s specified MCR point M which suits the de- 100 - 80% speed range
L4 valid for the types:
mand of propeller power and speed for the ship.
S90MC-C
On the X-axis the engine speed and on the Y-axis the L42MC
engine power are shown in percentage scales. The Speed
scales are logarithmic which means that, in this dia-
gram, power function curves like propeller curves (3rd Layout diagram of
power), constant mean effective pressure curves (1st 100 - 80% power and
Power 100 - 85% speed range
power) and constant ship speed curves (0.15 to 0.30 L1 valid for the types:
power) are straight lines. K90MC-C S42MC
L3 L2
K80MC-C S35MC
Fig. 2.06 shows, by means of superimposed dia-
grams for all engine types, the entire layout area for L4 L70MC-C L35MC
the MC-programme in a power/speed diagram. As L60MC-C S26MC
can be seen, there is a considerable overlap of S46MC-C
power/speed combinations so that for nearly all ap-
plications, there is a wide section of different en- Speed
gines to choose from all of which meet the individual
ship's requirements.
2.05
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
r/min
(L4 - L1)
212-250 S26MC
178-210 L35MC
147-173 S35MC
141-176 L42MC
115-136 S42MC
108-129 S46MC-C
111-148 L50MC
95-127 S50MC
95-127 S50MC-C
92-123 L60MC
105-123 L60MC-C
79-105 S60MC
79-105 S60MC-C
81-108 L70MC
91-108 L70MC-C
68- 91 S70MC
68- 91 S70MC-C
89-104 K80MC-C
70- 93 L80MC
59- 79 S80MC
57- 76 S80MC-C
89-104 K90MC-C
71- 94 K90MC
62- 83 L90MC-C
61- 76 S90MC-C
94-104 K98MC-C
84- 94 K98MC
178 23 45-0.0
Fig. 2.06: Two-stroke MC engine, programme as at 2002
2.06
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Continuous service rating (S) The large engine types have VIT fuel pumps as stan-
dard, but on some types these pumps are an option.
The Continuous service rating is the power at which Small-bore engines are not fitted with VIT fuel pumps.
the engine is normally assumed to operate, and
point S is identical to the service propulsion point Engines with VIT
(SP) unless a main engine driven shaft generator is
installed. The optimising point O is placed on line 1 of the load
diagram, and the optimised power can be from 85 to
100% of point M's power, when turbocharger(s) and
Optimising point (O) engine timing are taken into consideration.
The optimising point O is the rating used as for engine The optimising point O is to be placed inside the lay-
layout calculation and is the point for SFOC out diagram. In fact, the specified MCR point M can,
parametre. in special cases, be placed outside the layout dia-
gram, but only by exceeding line L1-L2, and of
On engines with Variable Injection Timing (VIT) fuel course, only provided that the optimising point O is
pumps, the optimising point (O) can be different than located inside the layout diagram and provided that
the specified MCR (M), whereas on engines without the specified MCR power is not higher than the L1
VIT fuel pumps ‘O’ has to coincide with ‘M’. power.
2.07
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Limits for continuous operation The area between lines 4, 5, 7 and the heavy dashed
line 8 is available for overload running for limited pe-
The continuous service range is limited by four lines: riods only (1 hour per 12 hours).
During trial conditions the maximum speed may be Line 1 Propeller curve through optimising point (i = 3)
extended to 107% of A, see line 9. (engine layout curve)
Line 2 Propeller curve, fouled hull and heavy weather
The above limits may in general be extended to – heavy running (i = 3)
105%, and during trial conditions to 107%, of the Line 3 Speed limit
nominal L1 speed of the engine, provided the tor- Line 4 Torque/speed limit (i = 2)
sional vibration conditions permit.
Line 5 Mean effective pressure limit (i = 1)
The overspeed set-point is 109% of the speed in A, Line 6 Propeller curve, clean hull and calm weather –
light running (i = 3), for propeller layout
however, it may be moved to 109% of the nominal
Line 7 Power limit for continuous running (i = 0)
speed in L1, provided that torsional vibration condi-
tions permit. Line 8 Overload limit
Line 9 Speed limit at sea trial
Running above 100% of the nominal L1 speed at a
load lower than about 65% specified MCR is, how- Point M to be located on line 7 (normally in point A)
ever, to be avoided for extended periods. Only
Regarding ‘i’ in the power functions P = c x ni, see
plants with controllable pitch propellers can reach page 2.01
this light running area.
2.08
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Fig. 2.07a: Engine load diagram for engine with VIT 178 05 42-7.3
178 39 18-4.1
2.09
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
The area between lines 4 and 1 is available for oper- The upper diagrams of the examples 1, 2, 3 and 4
ation in shallow waters, heavy weather and during show engines with VIT fuel pumps for which the op-
acceleration, i.e. for non-steady operation without timising point O is normally different from the speci-
any strict time limitation. fied MCR point M as this can improve the SFOC at
part load running. The lower diagrams also show
After some time in operation, the ship’s hull and pro- engine wihtout VIT fuel pumps, i.e. point A=O.
peller will be fouled, resulting in heavier running of
the propeller, i.e. the propeller curve will move to the Example 1 shows how to place the load diagram for
left from line 6 towards line 2, and extra power is re- an engine without shaft generator coupled to a fixed
quired for propulsion in order to keep the ship’s pitch propeller.
speed.
In example 2 are diagrams for the same configura-
In calm weather conditions, the extent of heavy run- tion, here with the optimising point to the left of the
ning of the propeller will indicate the need for clean- heavy running propeller curve (2) obtaining an extra
ing the hull and possibly polishing the propeller. engine margin for heavy running.
Once the specified MCR (and the optimising point) As for example 1 example 3 shows the same layout
has been chosen, the capacities of the auxiliary for an engine with fixed pitch propeller, but with a
equipment will be adapted to the specified MCR, shaft generator.
and the turbocharger etc. will be matched to the
specified MCR , however with the optimised power Example 4 shows a special case with a shaft gener-
being taken into consideration. ator. In this case the shaft generator is cut off, and
the GenSets used when the engine runs at specified
If the specified MCR (and/or the optimising point) is MCR. This makes it possible to choose a smaller en-
to be increased later on, this may involve a change gine with a lower power output.
of the pump and cooler capacities, retiming of the
engine, change of the fuel valve nozzles, adjusting Example 5 shows diagrams for an engine coupled to
of the cylinder liner cooling, as well as rematching of a controllable pitch propeller, with or without a shaft
the turbocharger or even a change to a larger size of generator, (constant speed or combinator curve op-
turbocharger. In some cases it can also require eration).
larger dimensions of the piping systems.
Example 6 shows where to place the optimising
It is therefore of utmost importance to consider, al- point for an engine coupled to a controllable pitch
ready at the project stage, if the specification should propeller, and operating at constant speed.
be prepared for a later power increase.
For a project, the layout diagram shown in Fig.
2.14 may be used for construction of the actual
load diagram.
2.10
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Example 1:
Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
With VIT
178 05 44-0.6
Without VIT
178 39 20-6.1
M Specified MCR of engine Point A of load diagram is found:
S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) is
O Optimising point of engine 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
Fig. 2.08a: Example 1, Layout diagram for normal running Fig. 2.08b: Example 1, Load diagram for normal running
conditions, engine with FPP, without shaft generator conditions, engine with FPP, without shaft generator
For engines with VIT, the optimising point O and its pro- on the engine service curve 2 (for fouled hull and
peller curve 1 will normally be selected on the engine heavy weather), as shown in the lower diagram of
service curve 2, see the upper diagram of Fig. 2.08a. Fig. 2.08a.
For engines without VIT, the optimising point O will Point A is then found at the intersection between pro-
have the same power as point M and its propeller peller curve 1 (2) and the constant power curve through
curve 1 for engine layout will normally be selected M, line 7. In this case point A is equal to point M.
2.11
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Example 2:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
With VIT
178 05 46-4.6
Without VIT
178 39 23-1.0
Fig. 2.09a: Example 2, Layout diagram for special running Fig. 2.09b: Example 2, Load diagram for special running
conditions, engine with FPP, with shaft generator conditions, engine with FPP, without shaft generator
Once point A has been found in the layout diagram, A similar example 2 is shown in Figs. 2.09. In this
the load diagram can be drawn, as shown in Fig. case, the optimising point O has been selected
2.08b and hence the actual load limitation lines of the more to the left than in example 1, obtaining an extra
diesel engine may be found by using the inclinations engine margin for heavy running operation in heavy
from the construction lines and the %-figures stated. weather conditions. In principle, the light running
margin has been increased for this case.
2.12
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Example 3:
Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
With VIT
178 05 48-8.6
Without VIT
178 39 25-5.1
M Specified MCR of engine Point A of load diagram is found:
S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)
O Optimising point of engine Line 7 Constant power line through specified MCR (M)
A Reference point of load diagram Point A Intersection between line 1 and 7
MP Specified MCR for propulsion
SP Continuous service rating of propulsion
SG Shaft generator power
Fig. 2.10a: Example 3, Layout diagram for normal running Fig. 2.10b: Example 3, Load diagram for normal running
conditions, engine with FPP, with shaft generator conditions, engine with FPP, with shaft generator
In example 3 a shaft generator (SG) is installed, and The optimising point O will be chosen on the engine
therefore the service power of the engine also has to service curve as shown, but can, by an approxima-
incorporate the extra shaft power required for the tion, be located on curve 1, through point M.
shaft generator’s electrical power production.
Point A is then found in the same way as in example
In Fig. 2.10a, the engine service curve shown for 1, and the load diagram can be drawn as shown in
heavy running incorporates this extra power. Fig. 2.10b.
2.13
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Example 4:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
With VIT
178 06 35-1.7
Without VIT
178 39 28-0.3
Fig. 2.11a: Example 4. Layout diagram for special running Fig. 2.11b: Example 4. Load diagram for special running
conditions, engine with FPP, with shaft generator conditions, engine with FPP, with shaft generator
2.14
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
This involves that the intended specified MCR of the However, such a situation will seldom occur, as
engine M’ will be placed outside the top of the layout ships are rather infrequently running in the upper
diagram. propulsion power range.
One solution could be to choose a larger diesel Point A, having the highest possible power, is
engine with an extra cylinder, but another and then found at the intersection of line L1-L3 with
cheaper solution is to reduce the electrical power line 1, see Fig. 2.11a, and the corresponding load
production of the shaft generator when running in diagram is drawn in Fig. 2.11b. Point M is found
the upper propulsion power range. on line 7 at MP’s speed.
2.15
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Example 5:
Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
Fig. 2.12: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator
Fig. 2.12 shows two examples: on the left diagrams The procedure shown in examples 3 and 4 for en-
for an engine without VIT fuel pumps (A = O = M), on gines with FPP can also be applied here for engines
the right, for an engine with VIT fuel pumps (A = M). with CPP running with a combinator curve.
Layout diagram - without shaft generator The optimising point O for engines with VIT may be
If a controllable pitch propeller (CPP) is applied, the chosen on the propeller curve through point A = M
combinator curve (of the propeller) will normally be with an optimised power from 85 to 100% of the
selected for loaded ship including sea margin. specified MCR as mentioned before in the section
dealing with optimising point O.
The combinator curve may for a given propeller speed
have a given propeller pitch, and this may be heavy run- Load diagram
ning in heavy weather like for a fixed pitch propeller. Therefore, when the engine’s specified MCR point
(M) has been chosen including engine margin, sea
Therefore it is recommended to use a light running margin and the power for a shaft generator, if in-
combinator curve as shown in Fig. 2.12 to obtain an stalled, point M may be used as point A of the load
increased operation margin of the diesel engine in diagram, which can then be drawn.
heavy weather to the limit indicated by curves 4 and 5.
The position of the combinator curve ensures the
Layout diagram - with shaft generator maximum load range within the permitted speed
The hatched area in Fig. 2.12 shows the recom- range for engine operation, and it still leaves a rea-
mended speed range between 100% and 96.7% of sonable margin to the limit indicated by curves 4
the specified MCR speed for an engine with shaft and 5.
generator running at constant speed.
Example 6 will give a more detailed description of
The service point S can be located at any point how to run constant speed with a CP propeller.
within the hatched area.
2.16
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
2.17
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Fig. 2.14 contains a layout diagram that can be used for con-
struction of the load diagram for an actual project, using the
%-figures stated and the inclinations of the lines.
178 46 87-5.2
2.18
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Emission Control
All MC engines are delivered so as to comply with More detailed information can be found in our publi-
the IMO speed dependent NOx limit, measured ac- cations:
cording to ISO 8178 Test Cycles E2/E3 for Heavy
Duty Diesel Engines. P. 331: ‘Emissions Control, Two-stroke
Low-speed Engines’
The Specific Fuel Oil Consumption (SFOC) and the P. 333: ‘How to deal with Emission Control’
NOx are interrelated parameters, and an engine of-
fered with a guaranteed SFOC and also guaranteed The publications are also available at the Internet
to comply with the IMO NOx limitation will be subject address:
to a 5% fuel consumption tolerance. www.manbw.dk under ‘Libraries’, from where they
can be downloaded.
30-50% NOx reduction
2.19
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Engine with from 98 to 50 cm bore engines are as the lowest possible Specific Fuel Oil Consumption
standard fitted with high efficiency turbochargers. (SFOC) values.
The smaller bore from 46 to 26 cm are fitted with the
so-called ‘conventional’ turbochargers. With a conventional turbocharger the amount of air
required for combustion purposes can, however, be
High efficiency/conventional turbochargers adjusted to provide a higher exhaust gas tempera-
ture, if this is needed for the exhaust gas boiler. The
Some engine types are as standard fitted with high matching of the engine and the turbocharging sys-
efficiency turbochargers but can alternatively use tem is then modified, thus increasing the exhaust
conventional turbochargers. These are: gas temperature by 20 °C.
S80MC, S70MC-C, S70MC, L70MC-C, S60MC-C,
S60MC, L60MC-C, L60MC, S50MC-C, S50MC and This modification will lead to a 7-8% reduction in the
L50MC. exhaust gas amount, and involve an SFOC penalty
of up to 2 g/kWh, see the example in Fig. 2.15.
The high efficiency turbocharger is applied to the
engine in the basic design with the view to obtaining The calculation of the expected specific fuel oil con-
sumption (SFOC) can be carried out by means of the
following figures for fixed pitch propeller and for
controllable pitch propeller, constant speed.
Throughout the whole load area the SFOC of the en-
178 47 08-1.2
Fig. 2.15: Example of part load SFOC curves for the two engine versions
2.20
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
gine depends on where the optimising point O is As SFOC and NOx are interrelated paramaters, an en-
chosen. gine offered without fulfilling the IMO NOx limitations
only has a tolerance of 3% of the SFOC.
SFOC at reference conditions
The SFOC is based on the reference ambient condi- Examples of graphic calculation of
tions stated in ISO 3046/1-1995E: SFOC
1,000 mbar ambient air pressure Diagram b and c in the following figures are valid for
25 °C ambient air temperature fixed pitch propeller and constant speed, respec-
25 °C scavenge air coolant temperature tively, show the reduction in SFOC, relative to the
SFOC at nominal rated MCR L1.
and is related to a fuel oil with a lower calorific value of
42,700 kJ/kg (~10,200 kcal/kg). The solid lines are valid at 100, 80 and 50% of the
optimised power (O).
For lower calorific values and for ambient conditions
that are different from the ISO reference conditions, The optimising point O is drawn into the above-
the SFOC will be adjusted according to the conver- mentioned Diagram b and c. A straight line along
sion factors in the below table provided that the maxi- the constant mep curves (parallel to L1-L3) is
mum combustion pressure (Pmax) is adjusted to the drawn through the optimising point O. The line in-
nominal value (left column), or if the Pmax is not re-ad- tersections of the solid lines and the oblique lines
justed to the nominal value (right column). indicate the reduction in specific fuel oil consump-
tion at 100%, 80% and 50% of the optimised
With Without power, related to the SFOC stated for the nominal
Pmax Pmax MCR (L1) rating at the actually available engine
adjusted adjusted version.
SFOC SFOC
Parameter Condition change change change The SFOC curve for an engine with conventional
Scav. air coolant
per 10 °C rise + 0.60% + 0.41% turbocharger is identical to that for an engine with
temperature
high efficiency turbocharger, but located at 2
Blower inlet g/kWh higher level.
temperature + 0.20% + 0.71%
per 10 °C rise
Blower inlet In Fig. 2.21 an example of the calculated SFOC
pressure per 10 mbar rise - 0.02% - 0.05%
curves are shown on Diagram a, valid for two al-
Fuel oil lower rise 1%
calorific value -1.00% - 1.00% ternative engine ratings: O1 = 100% M and
(42,700 kJ/kg)
O2 = 85%M for a 6L60MC-C with VIT fuel pumps.
With for instance 1 °C increase of the scavenge air
coolant temperature, a corresponding 1 °C increase
of the scavenge air temperature will occur and in-
volves an SFOC increase of 0.06% if Pmax is adjusted.
SFOC guarantee
2.21
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 44-9.1
2.22
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 37-8.1
Fig. 2.16b: SFOC for engines with fixed pitch propeller, K98MC and K98MC-C
178 23 39-1.1
2.23
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 87 12-5.1
178 23 44-9.1
2.24
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 00-6.1
Fig. 2.17b: SFOC for engines with fixed pitch propeller, S90MC-C
178 23 01-8.1
2.25
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 44-9.1
2.26
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 22 99-4.1
178 22 98-2.1
2.27
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 44-9.1
Fig. 2.19a: SFOC for L90MC-C, K90MC, S80MC-C, S80MC, L80MC, S70MC-C, S70MC, S60MC-C, S60MC, L60MC,
S50MC-C, S50MC and L50MC
2.28
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 40-1.1
178 23 41-3.1
Fig. 2.19c: SFOC for engines with constant speed for L90MC-C, K90MC, S80MC-C, S80MC, L80MC, S70MC-C,
S70MC, S60MC-C, S60MC, L60MC, S50MC-C, S50MC and L50MC
2.29
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 44-9.1
Fig. 2.20a: SFOC for S46MC-C, S42MC, L42MC, S35MC, L35MC and S26MC
2.30
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
2.31
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 17-5.1
O1: Optimised in M
O2: Optimised at 85% of power M
Point 3: is 80% of O2 = 0.80 x 85% of M = 68% M
Point 4: is 50% of O2 = 0.50 x 85% of M = 42.5% M
178 23 13-8.0
Fig. 2.21: Example of SFOC for 6L60MC-C with fixed pitch propeller, high efficiency turbocharger and VIT fuel pumps
2.32
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
These SFOC values can be calculated by using the The above-mentioned method provides only an ap-
graphs for fixed pitch propeller (curve I) and for the proximate figure. A more precise indication of the
constant speed (curve II), obtaining the SFOC in expected SFOC at any load can be calculated by
points 1 and 2, respectively. using our computer program. This is a service which
is available to our customers on request.
Then 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.
178 05 32-0.1
2.33
Turbocharger Choice & Exhaust Gas By-pass 3
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
3 Turbocharger Choice
The MC engines are designed for the application of • On the exhaust side:
either MAN B&W, ABB or Mitsubishi (MHI) turbo- On all 98, 90, 80, 70, 60-bore engines
chargers which are matched to comply with the IMO On 10-12 cylinder 42, 35 and 26-bore engines.
speed dependent NOx emission limitations, mea- Optionally on 50 and 46-bore engines.
sured according to ISO 8178 Test Cycles E2/E3 for
Heavy Duty Diesel Engines. • One turbocharger on the aft end:
On all 50 and 46-bore engines
Engine type Conventional High efficiency On 4-9 cylinder 42, 35 and 26-bore engines.
turbocharger turbocharger Optionally on 60-bore engines.
K98MC S
K98MC-C S For other layout points than L1, the number or size of
turbochargers may be different, depending on the
S90MC-C S
point at which the engine is optimised.
L90MC-C S
K90MC S Two turbochargers can be applied at extra cost for
K90MC-C S those stated with one, if this is desirable due to
S80MC-C S space requirements, or for other reasons.
S80MC O S
L80MC S In order to clean the turbine blades and the nozzle
K80MC-C S ring assembly during operation, the exhaust gas in-
let to the turbocharger(s) is provided with a dry
S70MC-C O S
cleaning system using nut shells and a water wash-
S70MC O S ing system.
L70MC-C O S
L70MC S Coagency of SFOC and Exhaust Gas Data
S60MC-C O S Conventional turbocharger(s)
S60MC O S
L60MC-C O S For certain engine types the amount of air required
L60MC O S for the combustion can, however, be adjusted to
provide a higher exhaust gas temperature, if this is
S50MC-C O S
needed for the exhaust gas boiler. In this case the
S50MC O S conventional turbochargers are to be applied, see
L50MC O S the options in Fig. 3.01. The SFOC is then about 2
S46MC-C S g/kWh higher, see section 2.
S42MC S
L42MC S
S35MC S
L35MC S
S26MC S
S = Standard design
O = Optional design
3.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12 13 14
K98MC – – 2 x 88-21 2 x 99-21 2 x 99-21 3 x 88-21 3 x 88-21 3 x 99-21 3 x 99-21 4 x 88-21 4 x 99-21
K98MC-C – – 2 x 88-21 2 x 99-21 2 x 99-21 3 x 88-21 3 x 88-21 3 x 99-21 3 x 99-21 4 x 88-21 4 x 99-21
K90MC 1 x 88-21 1 x 99-21 2 x 77-21 2 x 88-21 2 x 88-21 2 x 99-21 2 x 99-21 3 x 88-21 3 x 88-21 – –
S80MC 1 x 88-21 1 x 88-21 1 x 99-21 2 x 77-21 2 x 88-21 2 x 88-21 2 x 88-21 2 x 99-21 2 x 99-21 – –
178 49 22-4.0
Fig. 3.02: MAN B&W high efficiency turbochargers for engines with nominal rating (L1)
complying with IMO's NOx emission limitations
3.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12 13 14
K90MC 2 x 57/T9 2 x 70/T9 2 x 70/T9 2 x 70/T9 3 x 70/T9 3 x 70/T9 3 x 70/T9 4 x 70/T9 4 x 70/T9 – –
L80MC 1 x 70/T9 2 x 57/T9 2 x 70/T9 2 x 70/T9 2 x 70/T9 3 x 70/T9 3 x 70/T9 3 x 70/T9 3 x 70/T9 – –
178 86 83-6.1
Fig. 3.02: MAN B&W high efficiency turbochargers for engines with nominal rating (L1)
complying with IMO's NOx emission limitations
3.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12 13 14
K98MC – – 2x85-B12 2x85-B12 3x85-B11 3x85-B12 3x85-B12 4x85-B11 4x85-B12 4x85-B12 4x85-B12
K98MC-C – – 2x85-B12 3x85-B11 3x85-B11 3x85-B12 3x85-B12 4x85-B11 4x85-B12 4x85-B12 4x91-B12
K90MC 1x85-B12 2x80-B12 2x85-B11 2x85-B11 2x85-B12 3x85-B11 3x85-B11 3x85-B11 3x85-B12 – –
L80MC 1x85-B11 1x85-B12 2x80-B12 2x85-B11 2x85-B11 2x85-B12 2x85-B12 3x85-B11 3x85-B11 – –
178 86 84-8.1
Fig. 3.03: ABB high efficiency turbochargers, type TPL, for engines with nominal rating (L1)
complying with IMO's NOx emission limitations
3.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12
K90MC 2 x 564D 2 x 714D 2 x 714D n.a. 3 x 714D 3 x 714D 3 x 714D 4 x 714D 4 x 714D
L80MC 1 x 714D 2 x 564D 2 x 714D 2 x 714D 2 x 714D 3 x 714D 3 x 714D 3 x 714D 3 x 714D
All turbochargers in this table are of the VTR-type and have the suffix ‘-32’.
178 86 86-1.1
Fig. 3.04: ABB high efficiency turbochargers, type VTR-32, for engines with nominal rating (L1)
complying with IMO's NOx emission limitations
3.05
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12 13 14
K98MC – – 2 x 83SE 2 x 90SE 2 x 90SE 3 x 83SE 3 x 90SE 3 x 90SE 3 x 90SE 3 x 90SE 4 x 83SEII
K98MC-C – – 2 x 83SE 2 x 90SE 3 x 83SE 3 x 83SE 3 x 90SE 3 x 90SE 4 x 83SE 3 x 90SE 4 x 83SEII
K90MC 1 x 90SE 2 x 71SE 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE 3 x 83SE 3 x 83SE 3 x 90SE – –
L80MC 1 x 83SE 1 x 90SE 1 x 90SE 2 x 71SE 2 x 83SE 2 x 83SE 2 x 90SE 2 x 90SE 2 x 90SE – –
Fig. 3.05: Mitsubishi high efficiency turbochargers for engines with nominal rating (L1)
complying with IMO's NOx emission limitations
3.06
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12 13 14
S80MC 1 x 77–21 1 x 88–21 1 x 88–21 1 x 99–21 2 x 77–21 2 x 88–21 2 x 88–21 2 x 88–21 2 x 88–21 – –
S26MC – – – – – – – – – – –
* For the 4L35MC, 4S26MC, 5S26MC, 6S26MC, 7S26MC, 10S26MC, 11S26MC, and 12S26MC the turbochargers
are of the NR-type.
178 49 21-2.0
Fig. 3.06: MAN B&W conventional turbochargers for engines with nominal rating (L1)
complying with IMO's NOx emission limitations
3.07
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12 13 14
S42MC 1 x 40/S 1 x 40/S 1 x 48/S 1 x 48/S 1 x 48/S 1 x 57/T9 2 x 40/S 2 x 48/S 2 x 48/S – –
L42MC 1 x 34/S 1 x 40/S 1 x 48/S 1 x 48/S 1 x 48/S 1 x 57/T9 2 x 40/S 2 x 40/S 2 x 48/S – –
S35MC 1 x 34/S 1 x 34/S 1 x 40/S 1 x 40/S 1 x 48/S 1 x 48/S 2 x 34/S 2 x 40/S 2 x 40/S – –
L35MC 1 x 29/S* 1 x 34/S 1 x 34/S 1 x 40/S 1 x 40/S 1 x 40/S 2 x 34/S 2 x 34/S 2 x 34/S – –
S26MC 1 x 20/S* 1 x 24/S* 1 x 29/S* 1 x 29/S* 1 x 34/S 1 x 34/S 2 x 24/S* 2 x 24/S* 2 x 29/S* – –
* For the 4L35MC, 4S26MC, 5S26MC, 6S26MC, 7S26MC, 10S26MC, 11S26MC, and 12S26MC the turbochargers are
of the NR-type.
178 86 87-3.1
Fig. 3.06: MAN B&W conventional turbochargers for engines with nominal rating (L1)
complying with IMO's NOx emission limitations
3.08
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12
S42MC 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B11 2 x 73-B11 2 x 73-B11 2 x 73-B11
L42MC 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B12 1 x 73-B12 1 x 77-B11 2 x 73-B11 2 x 73-B11 2 x 73-B11
S35MC 1 x 65-A10 1 x 69-A10 1 x 69-A10 1 x 73-B11 1 x 73-B11 1 x 73-B11 2 x 69-A10 2 x 69-A10 2 x 69-A10
L35MC 1 x 65-A10 1 x 65-A10 1 x 69-A10 1 x 69-A10 1 x 73-B11 1 x 73-B11 2 x 65-A10 2 x 65-A10 2 x 69-A10
S26MC 1 x 57D* 1 x 57D* 1 x 61-A10 1 x 61-A10 1 x 65-A10 1 x 65-A10 2 x 57D* 2 x 61-A10 2 x 61-A10
* For the 4S26MC, 5S26MC and 10S26MC the turbochargers are of the TPS-type
178 86 89-7.1
Fig. 3.07: ABB conventional turbochargers, type TPL, for engines with nominal rating (L1)
complying with IMO's NOx emission limitations
3.09
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12
S42MC 1 x 454P 1 x 454D 1 x 454D 1 x 564D 1 x 564D 1 x 564D 2 x 454D 2 x 454D 2 x 454D
L42MC 1 x 454P 1 x 454D 1 x 454D 1 x 454D 1 x 564D 1 x 564D 2 x 454D 2 x 454D 2 x 454D
S35MC 1 x 354P 1 x 354P 1 x 454D 1 x 454D 1 x 454D 1 x 454D 2 x 354P 2 x 454P 2 x 454D
L35MC 1 x 354P 1 x 354P 1 x 454P 1 x 454D 1 x 454D 1 x 454D 2 x 354P 2 x 354P 2 x 454P
S26MC 1 x 254P 1 x 254P 1 x 304P 1 x 304P 1 x 354P 1 x 354P 2 x 254P 2 x 304P 2 x 304P
All turbochargers in this table are of the VTR-type and have the suffix ‘-32’.
178 86 90-7.1
Fig. 3.08: ABB conventional turbochargers, type VTR-32, for engines with nominal rating (L1)
complying with IMO's NOx emission limitations
3.10
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Number of cylinders
Engine
type
4 5 6 7 8 9 10 11 12
S42MC 1 x 42SE 1 x 53SE 1 x 53SE 1 x 53SE 1 x 66SD 1 x 66SD 2 x 53SE 2 x 53SE 2 x 53SE
L42MC 1 x 42SD 1 x 42SE 1 x 53SD 1 x 53SD 1 x 53SD 1 x 66SD 2 x 42SE 2 x 53SD 2 x 53SD
S35MC 1 x 33SD 1 x 42SD 1 x 42SD 1 x 53SD 1 x 53SD 1 x 53SD 2 x 42SD 2 x 42SD 2 x 42SD
L35MC 1 x 30SR 1 x 33SD 1 x 33SD 1 x 42SD 1 x 42SE 1 x 53SD 2 x 33SD 2 x 42SD 2 x 42SD
S26MC 1 x 26SR 1 x 26SR 1 x 30SR 1 x 30SR 1 x 33SD 1 x 33SD 2 x 26SR 2 x 30SR 2 x 30SR
178 86 91-9.1
Fig. 3.09: Mitsubishi conventional turbochargers for engines with nominal rating (L1)
complying with IMO's NOx emission limitations
3.11
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Turbocharger Exhaust Gas By-pass Exhaust gas receiver with variable by-pass
system
This arrangement ensures that only part of the ex-
Some improvements of the engine performance can haust gas goes via the gas turbine of the turbo-
be obtained by using one of the following exhaust charger, thus giving less energy to the compressor
gas by-pass systems. which in turn reduces the air supply to the engine.
Please note that if one of the below systems is applied This system is normally preferred to the scavenge
the turbocharger size and specification has to be de- air by-pass, as the normal air compressor/gas tur-
termined by other means than stated in this section. bine energy balance will be maintained.
Some of the possible countermeasures are briefly This enables the engine to run at a higher load than
described in the following, and in more detail in our with a locked rotor under emergency conditions.
publication: The engine’s exhaust gas receiver will in this case
be fitted with a by-pass flange of the same diameter
P.311: ‘Influence of Ambient Temperature Condi- as the inlet pipe to the turbocharger. The emergency
tions of Main Engine Operation’ pipe is yard’s delivery.
The publication is also avaible at the Internet ad- Turbocharger cut-out system
dress: www. manbw.dk under ‘Libraries’, from
where it can be downloaded. The application of this optional system, Fig. 3.11, de-
pends on the layout of the turbocharger(s) in each in-
dividual case. It can be economical to apply the
Arctic running condition cut-out system on an engine with three turbochargers
if the engine is to operate for long periods at low loads
For air inlet temperatures below -10 °C the precau- of about 50% of the optimised power or below.
tions to be taken depend very much on the operat-
ing profile of the vessel. The selection of one of the Advantages:
following alternative countermeasures may be pos-
sible, but this must be evaluated in each individual • Reduced SFOC if one turbocharger is cut-out
case.
• Reduced heat load on essential engine compo-
nents, due to increased scavenge air pressure
3.12
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
This results in less maintenance and lower spare der to encourage the chemical reaction, the tem-
parts requirements perature level has to be between 300 and 400 °C.
During this process the NOx is reduced to N2 and
• The increased scavenge air pressure permits run- water.
ning without the use of an auxiliary blower down
to 20-30% of the specified MCR from 30-40%, This means that the SCR unit has to be located
thus saving electrical power before the turbocharger on two-stroke engines
because of their high thermal efficiency and thereby
At 50% of the optimised power, the SFOC savings a relatively low exhaust gas temperature.
will be about 1-2 g/kWh, and the savings will be
larger at lower loads. The amount of ammonia injected into the exhaust
gas is controlled by a process computer and is
Engine with Selective Catalytic Reduction System based on the NOx production at different loads
measured during the testbed running, see Fig. 3.12.
The NO x in the exhaust gas can be reduced
with primary or secondary reduction methods. As the ammonia is a combustible gas, it is sup-
Primary methods affect the engine combustion plied through a double-walled pipe system, with
process directly, whereas secondary methods re- appropriate venting and fitted with an ammonia
duce the emission level without changing the en- leak detector which shows a simplified system
gine performance, using equipment that does not layout of the SCR installation.
form part of the engine itself.
Fig. 3.10: Total by-pass of exhaust gas for emergency running Fig. 3.11: Position of turbocharger cut-out valves
3.13
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Air
Process
computer
Ammonia
Evaporator tank
SCR reactor
Air outlet Air intake Exhaust gas outlet
Deck
Support
Static
mixer
Air
Engine
198 99 27-1.0
3.14
Electricity Production 4
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
4 Electricity Production
Introduction
Next to power for propulsion, electricity production PTO/GCR
is the largest fuel consumer on board. The electricity (Power Take Off/Gear Constant Ratio):
is produced by using one or more of the following Generator coupled to a constant ratio step-up gear,
types of machinery, either running alone or in parallel: used only for engines running at constant speed.
BW III:
Power Take Off (PTO) A crankshaft gear mounted onto the fore end of
the diesel engine, with a side-mounted generator
With a generator coupled to a Power Take Off (PTO) without any connections to the ship structure.
from the main engine, the electricity can be pro-
duced based on the main engine’s low SFOC and BW IV:
use of heavy fuel oil. Several standardised PTO sys- A free-standing step-up gear connected to the
tems are available, see Fig. 4.01 and the designa- intermediate shaft, with a horizontal generator.
tions on Fig. 4.02:
The most popular of the gear based alternatives are
PTO/RCF the type designated BW III/RCF for plants with a
(Power Take Off/Renk Constant Frequency): fixed pitch propeller (FPP) and the BW IV/GCR for
Generator giving constant frequency, based on plants with a controllable pitch propeller (CPP). The
mechanical-hydraulical speed control. BW III/RCF requires no separate seating in the ship
and only little attention from the shipyard with re-
PTO/CFE spect to alignment.
(Power Take Off/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.
4.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
7 BW I/GCR On engine 92
(vertical generator)
9 BW III/GCR On engine 92
178 19 66-3.1
4.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
50: 50 Hz
60: 60 Hz
kW on generator terminals
178 45 49-8.0
4.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
PTO/RCF
Side mounted generator, BWIII/RCF Fig. 4.03 shows the principles of the PTO/RCF ar-
(Fig. 4.01, Alternative 3) rangement. As can be seen, a step-up gear box
(called crankshaft gear) with three gear wheels is
The PTO/RCF generator systems have been devel- bolted directly to the frame box of the main engine.
oped in close cooperation with the German gear The bearings of the three gear wheels are mounted
manufacturer Renk. A complete package solution is in the gear box so that the weight of the wheels is
offered, comprising a flexible coupling, a step-up not carried by the crankshaft. In the frame box, be-
gear, an epicyclic, variable-ratio gear with built-in tween the crankcase and the gear drive, space is
clutch, hydraulic pump and motor, and a standard available for tuning wheel, counterweights, axial vi-
generator, see Fig. 4.03. bration damper, etc.
For marine engines with controllable pitch propel- The first gear wheel is connected to the crankshaft
lers running at constant engine speed, the hydraulic via a special flexible coupling made in one piece
system can be dispensed with, i.e. a PTO/GCR de- with a tooth coupling driving the crankshaft gear,
sign is normally used. thus isolating it against torsional and axial vibra-
tions.
178 23 22-2.0
Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF
4.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
By means of a simple arrangement, the shaft in the alarm is given depending upon the origin, severity
crankshaft gear carrying the first gear wheel and the and the extent of deviation from the permissible val-
female part of the toothed coupling can be moved ues. The cause of a warning or an alarm is shown on
forward, thus disconnecting the two parts of the a digital display.
toothed coupling.
The power from the crankshaft gear is transferred, Extent of delivery for BWIII/RCF units
via a multi-disc clutch, to an epicyclic variable-ratio
gear and the generator. These are mounted on a The delivery comprises a complete unit ready to be
common bedplate, bolted to brackets integrated built-on to the main engine. Fig. 4.04 shows the
with the engine bedplate. general arrangement. Space requirements for a
specific engine can be found in the relevant Project
The BWIII/RCF unit is an epicyclic gear with a hy- Guide.
drostatic superposition drive. The hydrostatic input
Standard sizes of the crankshaft gears and the RCF
drives the annulus of the epicyclic gear in either di-
units are designed for 700, 1200, 1800 and 2600 kW,
rection of rotation, hence continuously varying the
while the generator sizes of make A. van Kaick are:
gearing ratio to keep the generator speed constant
throughout an engine speed variation of 30%. In the
standard layout, this is between 100% and 70% of Type 440V 60Hz 380V 50Hz
the engine speed at specified MCR, but it can be 1800 r/min 1500 r/min
placed in a lower range if required. DSG kVA kW kVA kW
62 M2-4 707 566 627 501
The input power to the gear is divided into two paths 62 L1-4 855 684 761 609
– one mechanical and the other hydrostatic – and 62 L2-4 1056 845 940 752
the epicyclic differential combines the power of the 74 M1-4 1271 1017 1137 909
two paths and transmits the combined power to the 74 M2-4 1432 1146 1280 1024
output shaft, connected to the generator. The gear is 74 L1-4 1651 1321 1468 1174
equipped with a hydrostatic motor driven by a pump, 74 L2-4 1924 1539 1709 1368
and controlled by an electronic control unit. This 86 K1-4 1942 1554 1844 1475
keeps the generator speed constant during single 86 M1-4 2345 1876 2148 1718
running as well as when running in parallel with other 86 L2-4 2792 2234 2542 2033
generators. 99 K1-4 3222 2578 2989 2391
The multi-disc clutch, integrated into the gear input 178 34 89-3.1
An electronic control system with a Renk controller If a main engine speed other than the nominal is re-
ensures that the control signals to the main electri- quired as a basis for the PTO operation, this must be
cal switchboard are identical to those for the normal taken into consideration when determining the ratio
auxiliary generator sets. This applies to ships with of the crankshaft gear. However, this has no influ-
automatic synchronising and load sharing, as well ence on the space required for the gears and the
as to ships with manual switchboard operation. generator.
Internal control circuits and interlocking functions The PTO can be operated as a motor (PTI) as well as
between the epicyclic gear and the electronic con- a generator by adding some minor modifications.
trol box provide automatic control of the functions
necessary for the satisfactory operation and protec-
tion of the BWIII/RCF unit. If any monitored value
exceeds the normal operation limits, a warning or an
4.05
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
1. Cooling water pipes to the built-on lubricating oil The capacities stated in the ‘List of capacities’ for
cooling system, including the valves. the main engine in question are to be increased by
the additional capacities for the crankshaft gear and
2. Electrical power supply to the lubricating oil the RCF gear stated in Fig. 4.06.
stand-by pump built on to the RCF unit.
4.06
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 36 29-6.0
Fig. 4.04a: Arrangement of side mounted generator PTO/RCF type BWlll RCF for engines with turbocharger on the
exhaust side (98-90-80-70-60-50-46 types)
178 05 11-5.0
Fig. 4.04b: Arrangement of side mounted generator PTO/RCF type BWlll RCF for engines with turbocharger on the aft end
(60-50-46 types and 4-9 cylindered engines of the 42 type)
4.07
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 40 42-8.0
Fig. 4.05a: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
4.08
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Pos. No: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
BWIII/RCF A A A A B A B A A A A A B B A A
BWIII/GCR, BWIII/CFE A A A A B A B A A A A A B B A A
BWII/RCF A A A A A A
BWII/GCR, BWII/CFE A A A A A A
BWI/RCF A A A A B A B A A
BWI/GCR, BWI/CFE A A A A B A B A A A A
DMG/CFE A A A B C A B A A
178 33 84-9.0
Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
4.09
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Crankshaft gear lubricated from the main engine lubricating oil system.
The figures are to be added to the main engine capacity list:
Nominal output of generator kW 700 1200 1800 2600
Lubricating oil flow m3/h 4.1 4.1 4.9 6.2
Heat dissipation kW 12.1 20.8 31.1 45.0
178 06 47-1.0
4.10
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
The DMG/CFE is separated from the crankcase by a If the permissible load on the foremost main bearing
plate, and a labyrinth stuffing box. is exceeded, e.g. because a tuning wheel is needed,
this does not preclude the use of a DMG/CFE.
The DMG/CFE system has been developed in coop-
eration with the German generator manufacturers
Siemens and STN Atlas, but similar types of genera-
178 06 73-3.1
4.11
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 06 63-7.1
Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel
178 56 55-3.1
4.12
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
SMG/CFE Generators
Static converter
The PTO SMG/CFE (see Fig. 4.01 alternative 6) has
The static frequency converter system (see Fig. the same working principle as the PTO DMG/CFE,
4.10) consists of a static part, i.e. thyristors and con- but instead of being located on the front end of the
trol equipment, and a rotary electric machine. engine, the alternator is installed aft of the engine,
with the rotor integrated on the intermediate shaft.
The DMG produces a three-phase alternating cur-
rent with a low frequency, which varies in accor- In addition to the yard deliveries mentioned for the
dance with the main engine speed. This alternating PTO DMG/CFE, the shipyard must also provide the
current is rectified and led to a thyristor inverter pro- foundation for the stator housing in the case of the
ducing a three-phase alternating current with con- PTO SMG/CFE.
stant frequency.
The engine needs no preparation for the installation
Since the frequency converter system uses a DC in- of this PTO system.
termediate link, no reactive power can be supplied
to the electric mains. To supply this reactive power,
a synchronous condenser is used. The synchro-
nous condenser consists of an ordinary synchro-
nous generator coupled to the electric mains.
4.13
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 18 25-0.0
4.14
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
combinator mode. This will, however, require an ad- Generator step-up gear and flexible coupling
ditional Renk Constant Frequency gear (Fig. 4.01 al- integrated in the shaft line
ternative 4) or additional electrical equipment for
maintaining the constant frequency of the gener- For higher power take off loads, a generator step-up
ated electric power. gear and flexible coupling integrated in the shaft line
may be chosen due to first costs of gear and cou-
pling.
Tunnel gear with hollow flexible coupling
The flexible coupling integrated in the shaft line will
This PTO-system is normally installed on ships with transfer the total engine load for both propulsion
a minor electrical power take off load compared to and electricity and must be dimensioned accord-
the propulsion power, up to approximately 25% of ingly.
the engine power.
The flexible coupling cannot transfer the thrust from
The hollow flexible coupling is only to be dimensioned the propeller and it is, therefore, necessary to make
for the maximum electrical load of the power take off the gear-box with an integrated thrust bearing.
system and this gives an economic advantage for mi-
nor power take off loads compared to the system with This type of PTO-system is typically installed on
an ordinary flexible coupling integrated in the shaft line. ships with large electrical power consumption, e.g.
shuttle tankers.
The hollow flexible coupling consists of flexible seg-
ments and connecting pieces, which allow replace-
ment of the coupling segments without dismounting
the shaft line, see Fig. 4.12.
178 18 22-5.0
4.15
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Auxiliary Propulsion System/Take Home System CB-Clutch. When the clutch is engaged, the thrust
is transferred statically to the engine thrust bearing
From time to time an Auxiliary Propulsion Sys- through the thrust bearing built into the clutch.
tem/Take Home System capable of driving the
CP-propeller by using the shaft generator as an To obtain high propeller efficiency in the auxiliary
electric motor is requested. propulsion mode, and thus also to minimise the aux-
iliary power required, a two-speed tunnel gear,
MAN B&W Diesel can offer a solution where the which provides lower propeller speed in the auxil-
CP-propeller is driven by the alternator via a iary propulsion mode, is used.
two-speed tunnel gear box. The electric power is
produced by a number of GenSets. The main engine The two-speed tunnel gear box is made with a fric-
is disengaged by a conical bolt clutch (CB-Clutch) tion clutch which allows the propeller to be clutched
made as an integral part of the shafting. The clutch in at full alternator/motor speed where the full
is installed between the tunnel gear box and the torque is available. The alternator/motor is started in
main engine, and conical bolts are used to connect the de-clutched condition with a start transformer.
and disconnect the main engine and the shafting.
See Figure 4.13. The system can quickly establish auxiliary propul-
sion from the engine control room and/or bridge,
The CB-Clutch is operated by hydraulic oil pressure even with unmanned engine room.
which is supplied by the power pack used to control
the CP-propeller. Re-establishment of normal operation requires at-
tendance in the engine room and can be done within
A thrust bearing, which transfers the auxiliary pro- a few minutes.
pulsion propeller thrust to the engine thrust bearing
when the clutch is disengaged, is built into the
178 47 02-0.0
Fig. 4.13: Auxiliary propulsion system
4.16
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 03-1.0
**Dry weight
Cyl. No A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
P Free passage between the engines, width 600 mm and height 2000 mm. 178 33 87-4.3
4.17
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
COOLING CAPACITIES
Lubricating oil kW 79/85 95/102 110/119 126/136 142/153
Charge air LT kW 43/50 51/60 60/70 68/80 77/90
*Flow LT at 36°C inlet and 44°C outlet engine m3/h 13.1/14.6 15.7/17.5 18.4/20.4 21.0/23.3 23.6/26.2
Jacket cooling kW 107/125 129/150 150/175 171/200 193/225
Charge air HT kW 107/114 129/137 150/160 171/182 193/205
GAS DATA
Exhaust gas flow kg/h 3321/3675 3985/4410 4649/5145 5314/5880 5978/6615
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 3231/3575 3877/4290 4523/5005 5170/5720 5816/6435
HEAT RADIATION
Engine kW 11/12 13/15 15/17 17/20 19/22
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 HT water is fixed to 80°C, and 44°C for LT water. At different inlet temperatures 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. The HT flow will change to (80-36)/(80-25)*100 = 80% of the original flow. If the temperature rises above 36°C,
then the LT outlet will rise accordingly.
178 33 88-6.1
4.18
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 04-3.0
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)
* Depending on alternator
** Weight incl. standard alternator (based on a Uljanik alternator)
All dimensions and masses are approximate, and subject to changes without prior notice.
4.19
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
COOLING CAPACITIES
Lubricating oil kW 199/214 239/257 278/299 318/342 358/385
Charge air LT kW 137 165 192 220 247
*Flow LT at 36°C inlet and 44°C outlet m3/h 28.9/37.7 34.6/45.3 40.4/52.8 46.2/60.3 52.0/61.8
Jacket cooling kW 148/159 178/191 207/223 237/255 266/287
Charge air HT kW 244 293 341 390 439
*Flow HT at 36°C inlet and 80°C outlet m3/h 9.4/9.6 11.2/11.5 13.1/13.5 15.0/15.4 16.8/17.7
GAS DATA
Exhaust gas flow kg/h 6675/6990 7861/8280 9172/9661 10482/11041 11792/12421
Exhaust gas temp. °C 330/285 330/285 330/285 330/285 330/285
Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 6489/6790 7638/8040 8911/9380 10184/10720 11457/12060
HEAT RADIATION
Engine kW
Alternator kW (see separate data from the alternator maker)
178 48 09-9.0
The stated heat balances are based on tropical conditions, the flows and exhaust gas temp. are based on ISO ambient condition.
4.20
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 06-7.0
**Dry weight
Cyl. no A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
178 34 53-7.1
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2250 mm.
* Depending on alternator
** Weight included a standard alternator, make A. van Kaick
All dimensions and masses are approximate, and subject to changes without prior notice.
4.21
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 r/min. Heat dissipation gas and pump
capacities at 750 r/min. are 4% higher than stated. If LT cooling are sea water, the LT 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.
These data are 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 no 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.
178 34 54-5.2
4.22
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 07-9.0
178 33 89-8.2
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 3000 mm. (without gallery) and 3400 mm. (with gallery)
* Depending on alternator
** Weight included a standard alternator
All dimensions and masses are approximate, and subject to changes without prior notice.
4.23
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
COOLING CAPACITIES
Lubricating oil kW 206/282 247/338 283/395 330/451 371/508
Charge air LT kW 144/160 173/192 202/224 231/256 260/288
*Flow LT at 36°C inlet and 46°C outlet m3/h 30.1/38.2 36.1/45.8 42.1/53.4 48.2/61.1 54.2/68.7
Jacket cooling kW 352/282 422/338 493/395 563/451 633/508
Charge air HT kW 422/319 507/383 591/447 676/511 760/575
*Flow HT at 36°C inlet and 80°C outlet m3/h 18.5/11.8 22.2/14.2 25.9/16.5 29.6/18.9 33.3/21.2
GAS DATA
Exhaust gas flow kg/h 10474/12064 12416/14476 14485/16889 16555/19302 18624/21715
Exhaust gas temp. °C 330/281 330/281 330/281 330/281 330/281
Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 10177/11744 12060/14093 14070/16442 16080/18790 18090/21139
HEAT RADIATION
Engine kW 54/57 64/69 75/80 86/92 97/103
Alternator kW (see separate data from the alternator maker)
The stated heat balances are based on tropical conditions, the flows and exhaust gas temp. are based on ISO ambient condition.
178 33 90-8.2
178 23 08-0.0
4.24
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 09-2.0
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2655 mm. (without gallery) and 2850 mm. (with gallery)
* Depending on alternator
** Weight included a standard alternator, make A. van Kaick
All dimensions and masses are approximate, and subject to changes without prior notice. 178 33 92-1.3
4.25
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
These data are 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 no 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. 178 06 47-1.0
4.26
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 10-2.0
178 34 55-7.3
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2835 mm. (without gallery) and 3220 mm. (with gallery)
* Depending on alternator
** Weight included an alternator, Type B16, Make Siemens
All dimensions and masses are approximate, and subject to changes without prior notice.
4.27
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
ENGINE-DRIVEN PUMPS
LT cooling water pump (3 bar) m3/h 36 42 48 54
HT cooling water pump (3 bar) m3/h 36 42 48 54
oil main pump (8 bar) m3/h 75 88 100 113
SEPARATE PUMPS
Fuel oil feed pump (4 bar) m3/h 0.9 1.0 1.2 1.3
Fuel oil booster pump (8 bar) m3/h 2.6 3.0 3.5 3.9
Prelubricating oil pump (8 bar) m3/h 19 22 26 29
LT cooling water pump (3 bar) m3/h 36 42 48 54
HT cooling water pump (3 bar) m3/h 36 42 48 54
COOLING CAPACITIES
LT charge air kW 303 354 405 455
Lubricating oil kW 394 460 526 591
Flow LT at 36° C m3/h 36 42 48 54
HT charge air kW 801 934 1067 1201
Jacket cooling kW 367 428 489 550
Flow HT 80° C outlet engine m³/h 36 42 48 54
GAS DATA
Exhaust gas flow kg/h 22480 26227 29974 33720
Exhaust gas temp. °C 350 350 350 350
Max. allowable back. press. bar 0.025 0.025 0.025 0.025
Air consumption kg/h 21956 25615 29275 32934
HEAT RADIATION
Engine kW 137 160 183 206
Generator kW (See separate data from generator maker)
178 34 56-9.2
4.28
Installation Aspects 5
MAN B&W Diesel A/S Engine Selection Guide, MC programme
Space Requirements for the Engine The total length of the engine at the crankshaft level
may vary depending on the equipment to be fitted
The space requirements stated in Figs. 5.01 are on the fore end of the engine, such as adjustable
valid for engines rated at nominal MCR (L1). counterweights, tuning wheel, moment compensa-
tors or PTO.
The additional space needed for engines equipped
with PTO is available on request.
Overhaul of Engine
The distances stated from the centre of the crank-
shaft to the crane hook are for vertical or tilted lift,
see Figs. 5.01.01a and 5.01.01b.
5.01.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
H1 H3
H2
E
The distances H1 and H2 are from the centre of the crankshaft to the crane hook.
The distance H3 for the double jib crane is from the centre of the crankshaft to the lower edge of the deck beam
E - Cylinder distance H1 - Normal lifting procedure H2 - Reduced height lifting procedure
H3 - Electrical double jib crane. * H1 - Vertical lift H2 - Tilted lift
178 22 75-4.0
Fig. 5.01.01a: Space requirements and masses
5.01.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
H1 H3
H2
E
The distances H1 and H2 are from the centre of the crankshaft to the crane hook.
The distance H3 for the double jib crane is from the centre of the crankshaft to the lower edge of the deck beam
E - Cylinder distance H1 - Normal lifting procedure H2 - Reduced height lifting procedure
H3 - Electrical double jib crane. * H1 - Vertical lift H2 - Tilted lift
178 22 76-6.0
Fig. 5.01.01b: Space requirements and masses
5.01.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
H1 H3
H2 H4
E
The distances H1 and H2 are from the centre of the crankshaft to the crane hook. The distances H3 and H4 for the double
jib crane are from the centre of the crankshaft to the lower edge of the deck beam.
E - Cylinder distance H1 - Vertical lift H2 - Tilted lift H3 - Electrical double jib crane H4 Manual double jib crane
178 87 19-8.1
Fig. 5.01.01c: Space requirements and masses
5.01.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 87 20-8.1
5.01.05
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Deck beam
178 06 25-5.3
5.01.06
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
5.02.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
5.03.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 06 43-4.2
5.03.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Please note that the newest version of most of the ing is not installed. This has normally to be checked
drawings of this section can be downloaded from by measurements, i.e. with and without top bracing.
our website on www.manbw.dk under ‘Products’,
‘Marine Power’, ‘Two-stroke Engines’ where you If a vibration measurement in the first vessel of a se-
then choose the engine type and you will find a list of ries shows that the vibration level is acceptable
the available drawings under ‘Installation Drawing’. without the top bracing, then we have no objection
to the top bracing being dismounted and the rest of
The position of the top bracings for a specific engine the series produced without top bracing.
can be found in the respective Project Guide.
It is our experience that especially the 7 cyl. engine
will often have a lower vibration level without top
Top Bracing bracing.
The so-called guide force moments are caused by Without top bracing, the natural frequency of the
the transverse reaction forces acting on the vibrating system comprising engine, ship’s bottom,
crossheads due to the connecting rod/crankshaft and ship’s side, is often so low that resonance with
mechanism. When the ‘piston’ of a cylinder is not the excitation source (the guide force moment) can
exactly in its top or bottom position, the gas force occur close the the normal speed range, resulting in
from the combustion, transferred through the con- the risk of vibraiton.
necting rod will have a component acting on the
crosshead and the crankshaft perpendicularly to With top bracing, such a resonance will occur
the axis of the cylinder. Its resultant is acting on the above the normal speed range, as the top bracing
guide shoe (or piston skirt in the case of a trunk en- increases the natural frequency of the above-
gine), and together they form a guide force moment. mentioned vibrating system.
The moments may excite engine vibrations moving The top bracing is normally placed on the exhaust
the engine top athwartships and causing a rocking side of the engine, but the top bracing can alterna-
(excited by H-moment) or twisting (excited by tively be placed on the camshaft side.
X-moment) movement of the engine.
5.04.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
5.04.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 09 63-3.2
Fig. 5.04.01: Mechanical top bracing arrangement Fig. 5.04.02: Mechanical top bracing outline
5.04.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 87 24-5.1
178 46 89-9.0
Fig. 5.04.03: Hydraulic top bracing arrangement, turbocharger located exhaust side of engine
5.04.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
With pneumatic/hydraulic
cylinders only Hydraulic cylinders
Accumulator unit
Pump station
including:
two pumps
oil tank
filter
releif valves and
control box
Fig. 5.04.04a: Hydraulic top bracing layout of system with pump station, option: 4 83 122
Hull Engine
side side
5.04.05
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
With pneumatic/hydraulic
cylinders only
178 18 60-7.0
Fig. 5.04.05a: Hydraulic top bracing layout of system without pump station, option: 4 83 123
178 15 73-2.0
5.04.06
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
5.05 MAN B&W Controllable Pitch Propeller (CPP), Remote Control and
Earthing Device
VBS1
8000 940
VBS18
00
7000 VBS1
680
VBS15
VBS1 60
6000 4
VBS1 60
380
VBS1
2
5000 VBS1 80
VBS 80 1
10
4000 VBS 80
9
VB 80
S86
3000 0
VB
S74
0
2000
1000
0
0 2 6 10 14 18 22 26 30
Engine Power [1000 kW]
178 22 23-9.0
5.05.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 22 24-0.0
Propeller
D Hub VBS Q R Wmin Propeller
Cyl. kW speed
mm mm mm mm mm mass* ton
r/min
4 9,020 105 5,850 1,460 1,100 1,170 2,676 35.2
S60MC-C
*The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.
198 30 06-0.0
5.05.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Propeller
D Hub VBS Q R Wmin Propeller
Cyl. kW speed
mm mm mm mm mm mass* ton
r/min
4 8,920 123 5,400 1,380 1,050 1,095 2,700 29.6
L60MC-C
*The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.
198 30 06-0.0
5.05.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Propeller
D Hub VBS Q R Wmin Propeller
Cyl. kW speed
mm mm mm mm mm mass* ton
r/min
4 4,320 136 4,350 1,080 821 945 2,170 16.5
5 5,400 136 4,600 1,180 855 996 2,265 20.1
S42MC
The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.
5.05.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Identification:
Type of vessel:
178 22 36-0.0
6. Classification Society:___________
Ice class notation:___________
5.05.05
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Main Dimensions
178 22 97-0.0
Fig. 5.05.03b: Data sheet for propeller design purposes, in case model test is not available this table should be filled in
Baseline
Fig. 5.05.04: Propeller clearance
Z
178 22 37-2.0
5.05.06
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Hydra pack
Oil tank
forward
seal
Stern
tube oil Pitch
tank order
PD
PAL
PAL PAH PI
TI
TAH
PSL PSL
LAL
M M
Servo
piston Pitch
feed-back
Lip ring Hydraulic
seals pipe
M M
Propeller shaft
5.05.07
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 22 39-6.0
Two electrically driven pumps draw oil from the oil The servo oil unit is equipped with alarms according
tank through a suction filter and deliver high pres- to the Classification Society as well as necessary
sure oil to the proportional valve. pressure and temperature indication.
One of two pumps are in service during normal op- If the servo oil unit cannot be located with maximum
eration, while the second will start up at powerful oil level below the oil distribution ring the system
manoeuvring. must incorporate an extra, small drain tank com-
plete with pump, located at a suitable level, below
A servo oil pressure adjusting valve ensures mini- the oil distributor ring drain lines.
mum servo oil pressure at any time hereby minimiz-
ing the electrical power consumption.
5.05.08
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Duplicated Network
Handles
Interface
Bridge
Operator
System failure alarm, Load reduction, Load red. Cancel alarm
Panel
Engine Control Room
STOP
STOP
START
Remote/Local Control
STOP
PI PI Pitch
Engine speed
Ahead/ Shut down, Shut down reset/cancel
Astern I
Terminals for
engine
Engine safety PI
system
monitoring sensors
Terminals for
propeller
monitoring I
sensors
Pitch
178 22 40-6.0
5.05.09
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
288 144
PROPELLER PROPELLER
RPM PITCH
288
BACK UP IN TAKE
CONTROL CONTROL CONTROL
ON/OFF
178 22 41-8.0
Propulsion Control Station on the Main Bridge • A thrust control panel with control lever for
thrust control, an emergency stop button and
For remote control a minimum of one control station push buttons for transfer of control between con-
located on the bridge is required. trol stations on the bridge.
5.05.10
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Earthing Device
In some cases, it has been found that the difference
in the electrical potential between the hull and the
propeller shaft (due to the propeller being immersed
in seawater) has caused spark erosion on the main
bearings and journals of the engine.
5.05.11
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Slipring
solid silver track
Voltmeter for shaft-hull
potential difference
Silver metal
graphite brushes
Rudder
Propeller Voltmeter for shaft-
hull potential difference
Main bearing
Intermediate shaft
Current
178 32 07-8.1
Fig. 5.05.09: Earthing device, (yard’s supply)
5.05.12
Auxiliary Systems 6
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 11 27-6.1
Fig. 6.01.02: Diagram for central cooling water system
6.01.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K98MC
Cyl. 6 7 8 9 10 11 12 13 14
Nominal MCR at 94 r/min kW 34320 40040 45760 51480 57200 62920 68640 74360 80080
Fuel oil circulating pump m3/h 13.1 15.2 17.4 19.6 22.0 24.0 26.0 28.0 30.0
Fuel oil supply pump m3/h 8.6 10.1 11.5 12.9 14.4 15.8 17.3 18.7 20.0
Jacket cooling water pump m3/h 1) 295 350 395 440 495 540 590 640 690
2) 275 320 370 415 460 510 550 600 640
3) 275 320 370 415 460 510 550 600 640
Seawater cooling pump* m3/h 1) 1080 1260 1440 1610 1800 1980 2150 2340 2520
Pumps
Seawater m3/h 1) 390 455 520 575 650 715 770 845 910
2) 380 445 510 575 630 705 760 825 890
3) 370 435 500 565 620 685 750 805 870
Jacket water cooler
Heat dissipation approx. kW 1) 4960 5840 6640 7440 8320 9120 9920 10800 11600
2) 4800 5600 6400 7200 8000 8800 9600 10400 11200
3) 4800 5600 6400 7200 8000 8800 9600 10400 11200
Jacket cooling water m3/h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 345 400 455 510 580 630 680 730 790
**
Exhaust gas flow at 245 °C kg/h 323400 377300 431200 485100 539000 592900 646800 700700 754600
Air consumption of engine kg/s 88.2 102.9 117.6 132.3 147.0 161.7 176.4 191.1 205.8
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
178 86 64-5.1
Fig. 6.01.03a: List of capacities, K98MC with high efficiency turbocharger and seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K98MC
Cyl. 6 7 8 9 10 11 12 13 14
Nominal MCR at 94 r/min kW 34320 40040 45760 51480 57200 62920 68640 74360 80080
Fuel oil circulating pump m3/h 13.1 15.2 17.4 19.6 22.0 24.0 26.0 28.0 30.0
Fuel oil supply pump m3/h 8.6 10.1 11.5 12.9 14.4 15.8 17.3 18.7 20.0
Jacket cooling water pump m3/h 1) 295 350 395 440 495 540 590 640 690
2) 275 320 370 415 460 510 550 600 640
3) 275 320 370 415 460 510 550 600 640
Central cooling water pump* m3/h 1) 840 980 1120 1260 1400 1540 1670 1820 1960
2) 830 970 1110 1250 1390 1530 1660 1800 1940
Pumps
Central cooling water 378 441 504 567 630 693 746 819 882
2) 368 431 494 557 620 683 736 799 862
3) 368 421 484 547 600 663 726 779 842
Jacket water cooler
Heat dissipation approx. kW 1) 4960 5840 6640 7440 8320 9120 9920 10800 11600
2) 4800 5600 6400 7200 8000 8800 9600 10400 11200
3) 4800 5600 6400 7200 8000 8800 9600 10400 11200
Jacket cooling water m3/h See above ‘Jacket cooling water’
Central cooling water m3/h See above ‘Central cooling water quantity’ for lube oil cooler
Central cooler
Heat dissipation approx.* kW 1) 21430 25150 28650 32140 35860 39360 42850 46580 50070
2) 21350 24840 28410 32020 35510 39120 42610 46190 49680
3) 21180 24670 28210 31760 35250 38750 42300 45800 49330
Central cooling water* m3/h See above ‘Central cooling water pump’
Seawater* m3/h See above ‘Seawater cooling pump’
Fuel oil heater kW 345 400 455 510 580 630 680 730 790
Exhaust gas flow at 245 °C** kg/h 323400 377300 431200 485100 539000 592900 646800 700700 754600
Air consumption of engine kg/s 88.2 102.9 117.6 132.3 147.0 161.7 176.4 191.1 205.8
178 86 65-7.1
Fig. 6.01.04a: List of capacities, K98MC with high efficiency turbocharger and central cooling water system stated at the
nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K98MC-C
Cyl. 6 7 8 9 10 11 12 13 14
Nominal MCR at 104 r/min kW 34260 39970 45680 51390 57100 62810 68520 74230 79940
Fuel oil circulating pump m3/h 13.0 15.2 17.4 19.6 22.0 24.0 26.0 28.0 30.0
Fuel oil supply pump m3/h 8.6 10.1 11.5 12.9 14.4 15.8 17.2 18.7 20.0
Jacket cooling water pump m3/h 1) 295 350 395 440 495 540 590 640 690
2) 275 320 370 415 460 510 550 600 640
3) 275 320 370 415 460 510 550 600 640
Seawater cooling pump* m3/h 1) 1110 1300 1480 1660 1850 2030 2210 2400 2590
Pumps
Seawater m3/h 1) 390 460 520 580 650 710 770 840 910
2) 380 450 510 570 630 700 760 830 890
3) 370 440 500 560 620 690 750 810 870
Jacket water cooler
Heat dissipation approx. kW 1) 4960 5840 6640 7440 8320 9120 9920 10800 11600
2) 4800 5600 6400 7200 8000 8800 9600 10400 11200
3) 4800 5600 6400 7200 8000 8800 9600 10400 11200
Jacket cooling water m3/h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 340 400 455 510 580 630 680 730 790
**
Exhaust gas flow at 245 °C kg/h 331200 386400 441600 496800 552000 607200 662400 717600 772800
Air consumption of engine kg/s 90.4 105.4 120.5 135.6 150.6 165.7 180.7 195.8 210.9
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
178 86 66-9.1
Fig. 6.01.03b: List of capacities, K98MC-C with high efficiency turbocharger and seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K98MC-C
Cyl. 6 7 8 9 10 11 12 13 14
Nominal MCR at 104 r/min kW 34260 39970 45680 51390 57100 62810 68520 74230 79940
Fuel oil circulating pump m3/h 13.0 15.2 17.4 19.6 22.0 24.0 26.0 28.0 30.0
Fuel oil supply pump m3/h 8.6 10.1 11.5 12.9 14.4 15.8 17.2 18.7 20.0
Jacket cooling water pump m3/h 1) 295 350 395 440 495 540 590 640 690
2) 275 320 370 415 460 510 550 600 640
3) 275 320 370 415 460 510 550 600 640
Central cooling water pump* m3/h 1) 860 1010 1150 1290 1440 1580 1720 1870 2010
2) 860 1000 1140 1290 1430 1570 1710 1850 2000
Pumps
Central cooling water 374 443 502 561 630 689 748 817 876
2) 374 433 492 561 620 679 738 797 866
3) 364 423 482 541 600 669 728 787 846
Jacket water cooler
Heat dissipation approx. kW 1) 4960 5840 6640 7440 8320 9120 9920 10800 11600
2) 4800 5600 6400 7200 8000 8800 9600 10400 11200
3) 4800 5600 6400 7200 8000 8800 9600 10400 11200
Jacket cooling water m3/h See above ‘Jacket cooling water’
Central cooling water m3/h See above ‘Central cooling water quantity’ for lube oil cooler
Central cooler
Heat dissipation approx.* kW 1) 21760 25540 29090 32640 36420 39970 43520 47300 50850
2) 21680 25300 28850 32520 36070 39730 43280 46910 50600
3) 21510 25060 28650 32260 35810 39420 42970 46520 50110
Central cooling water* m3/h See above ‘Central cooling water pump’
Seawater* m3/h See above ‘Seawater cooling pump’
Fuel oil heater kW 340 400 455 510 580 630 680 730 790
Exhaust gas flow at 245 °C** kg/h 331200 386400 441600 496800 552000 607200 662400 717600 772800
Air consumption of engine kg/s 90.4 105.4 120.5 135.6 150.6 165.7 180.7 195.8 210.9
178 86 67-0.1
Fig. 6.01.04b: List of capacities, K98MC-C with high efficiency turbocharger and central cooling water system stated at
the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.05
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S90MC-C
Cyl. 6 7 8 9
Nominal MCR at 76 r/min kW 29340 34230 39120 44010
Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0
Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8
3
Jacket cooling water pump m /h 1) 250 285 335 370
2) 230 270 305 345
3) 240 285 320 360
4) 230 270 305 345
Pumps
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 312 369 426 473
2) 312 359 406 463
3) 302 359 406 453
4) 302 349 406 453
Jacket water cooler
Heat dissipation approx. kW 1) 4120 4780 5520 6180
2) 3960 4620 5280 5940
3) 4150 4900 5560 6220
4) 3960 4620 5280 5940
Jacket cooling water m3/h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 295 345 395 445
Exhaust gas flow at 245 °C** kg/h 268800 313600 358400 403200
Air consumption of engine kg/s 73.3 85.5 97.7 110.0
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 37 42-1.3
Fig. 6.01.03c: List of capacities, S90MC-C with high efficiency turbocharger and seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.06
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S90MC-C
Cyl. 6 7 8 9
Nominal MCR at 76 r/min kW 29340 34230 39120 44010
Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0
Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8
Jacket cooling water pump m3/h 1) 250 285 335 370
2) 230 270 305 345
3) 240 285 320 360
4) 230 270 305 345
Central cooling water pump* m3/h 1) 680 790 920 1030
Pumps
178 37 43-3.3
Fig. 6.01.04c: List of capacities, S90MC-C with high efficiency turbocharger and central cooling water system stated at
the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.07
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L90MC-C
Cyl. 6 7 8 9 10 11 12
Nominal MCR at 83 r/min kW 29280 34160 39040 43920 48800 53680 58560
Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0 18.9 21.0 23.0
Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8 12.0 13.2 14.4
Jacket cooling water pump m3/h 1) 250 285 335 370 410 450 495
2) 230 270 305 345 385 420 460
3) 240 285 320 360 400 440 480
4) 230 270 305 345 385 420 460
Pumps
Seawater cooling pump* m3/h 1) 880 1020 1170 1320 1460 1600 1750
2) 870 1020 1160 1300 1450 1590 1740
3) 860 1010 1150 1300 1440 1580 1730
4) 860 1010 1150 1290 1440 1580 1720
Lubricating oil pump* m3/h 1) 570 660 760 850 940 1030 1130
2) 570 660 750 850 940 1040 1130
3) 540 630 720 810 900 990 1080
4) 560 660 750 840 930 1030 1120
Scavenge air cooler
Heat dissipation approx. kW 11640 13580 15520 17460 19400 21340 23280
Seawater m3/h 558 651 744 837 930 1023 1116
Lubricating oil cooler
Heat dissipation approx.* kW 1) 2350 2690 3180 3520 3860 4200 4690
2) 2430 2770 3110 3520 3860 4320 4660
3) 2050 2390 2730 3070 3410 3750 4090
4) 2220 2590 2940 3320 3660 4060 4400
Coolers
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 322 369 426 483 530 577 634
2) 312 369 416 463 520 567 624
3) 302 359 406 463 510 557 614
4) 302 359 406 453 510 557 604
Jacket water cooler
Heat dissipation approx. kW 1) 4120 4780 5520 6180 6840 7500 8240
2) 3960 4620 5280 5940 6600 7260 7920
3) 4150 4900 5560 6220 6880 7630 8290
4) 3960 4620 5280 5940 6600 7260 7920
Jacket cooling water m3/h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 295 345 395 445 495 550 600
Exhaust gas flow at 245 °C** kg/h 271200 316400 361600 406800 452000 497200 542400
Air consumption of engine kg/s 74.0 86.3 98.6 111.0 123.3 135.6 148.0
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 87 00-5.1
Fig. 6.01.03d: List of capacities, L90MC-C with high efficiency tubrocharger and seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.08
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L90MC-C
Cyl. 6 7 8 9 10 11 12
Nominal MCR at 83 r/min kW 29280 34160 39040 43920 48800 53680 58560
Fuel oil circulating pump m3/h 11.3 13.2 15.1 17.0 18.9 21.0 23.0
Fuel oil supply pump m3/h 7.2 8.4 9.6 10.8 12.0 13.2 14.4
Jacket cooling water pump m3/h 1) 250 285 335 370 410 450 495
2) 230 270 305 345 385 420 460
3) 240 285 320 360 400 440 480
4) 230 270 305 345 385 420 460
Central cooling water pump* m3/h 1) 690 800 920 1030 1140 1250 1370
Pumps
178 87 01-7.1
Fig. 6.01.04d: List of capacities, L90MC-C with high efficiency turbhcharger and central cooling water system stated at
the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.09
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K90MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 94 r/min kW 18280 22850 27420 31990 36560 41130 45700 50270 54840
Fuel oil circulating pump m3/h 7.3 9.1 11.0 12.8 14.6 16.5 18.3 20.0 22.0
Fuel oil supply pump m3/h 4.6 5.7 6.9 8.0 9.2 10.3 11.5 12.6 13.8
Jacket cooling water pump m3/h 1) 155 200 235 270 315 350 385 425 470
2) 145 180 215 250 290 325 360 395 430
3) 150 190 225 265 305 340 375 415 450
4) 145 180 215 250 290 325 360 395 430
Pumps
Seawater cooling pump* m3/h 1) 580 730 870 1010 1160 1300 1440 1590 1740
2) 570 720 870 1010 1150 1290 1430 1580 1720
3) 570 710 860 1000 1140 1280 1420 1570 1710
4) 570 710 860 1000 1140 1280 1420 1570 1710
Lubricating oil pump* m3/h 1) 415 530 630 730 850 950 1050 1150 1260
2) 420 520 640 740 840 950 1050 1160 1260
3) 405 510 610 710 810 910 1010 1110 1210
4) 415 520 620 730 830 940 1040 1150 1250
Scavenge air cooler
Heat dissipation approx. kW 7410 9260 11110 12960 14810 16660 18510 20370 22220
Seawater m3/h 368 460 552 644 736 828 920 1012 1104
Lubricating oil cooler
Heat dissipation approx.* kW 1) 1590 2100 2460 2820 3330 3690 4050 4410 4920
2) 1630 2030 2540 2900 3260 3690 4050 4530 4890
3) 1440 1800 2160 2520 2880 3240 3600 3960 4320
4) 1540 1920 2330 2730 3090 3490 3850 4270 4630
Coolers
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 212 270 318 366 424 472 520 578 636
2) 202 260 318 366 414 462 510 568 616
3) 202 250 308 356 404 452 500 558 606
4) 202 250 308 356 404 452 500 558 606
Jacket water cooler
Heat dissipation approx. kW 1) 2620 3330 3970 4600 5320 5950 6580 7220 7930
2) 2540 3170 3810 4440 5080 5710 6350 6980 7620
3) 2670 3360 3990 4720 5360 5990 6630 7360 7990
4) 2540 3170 3810 4440 5080 5710 6350 6980 7620
Jacket cooling water m3/h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 190 240 290 335 385 435 480 520 580
Exhaust gas flow at 245 °C** kg/h 174800 218500 262200 305900 349600 393300 437000 480700 524400
Air consumption of engine kg/s 47.7 59.6 71.5 83.5 95.4 107.3 119.2 131.1 143.1
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 87 73-5.1
Fig. 6.01.03e: List of capacities, K90MC with high efficiency turbocharger and seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.10
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K90MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 94 r/min kW 18280 22850 27420 31990 36560 41130 45700 50270 54840
Fuel oil circulating pump m3/h 7.3 9.1 11.0 12.8 14.6 16.5 18.3 20.0 22.0
Fuel oil supply pump m3/h 4.6 5.7 6.9 8.0 9.2 10.3 11.5 12.6 13.8
Jacket cooling water pump m3/h 1) 155 200 235 270 315 350 385 425 470
2) 145 180 215 250 290 325 360 395 430
3) 150 190 225 265 305 340 375 415 450
4) 145 180 215 250 290 325 360 395 430
Central cooling water pump* m3/h 1) 450 570 680 790 910 1020 1130 1240 1360
Pumps
178 87 74-7.1
Fig. 6.01.04e: List of capacities, K90MC with high efficiency turbocharger and central cooling water system stated at the
nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.11
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K90MC-C
Cyl. 6 7 8 9 10 11 12
Nominal MCR at 104 r/min kW 27420 31990 36560 41130 45700 50270 54840
Fuel oil circulating pump m3/h 11.0 12.8 14.6 16.5 18.3 20.0 22.0
Fuel oil supply pump m3/h 6.9 8.0 9.2 10.3 11.5 12.6 13.8
Jacket cooling water pump m3/h 1) 215 250 290 325 355 390 430
2) 200 230 265 295 330 365 395
3) 210 245 280 310 345 385 415
4) 200 230 265 295 330 365 395
Pumps
Seawater cooling pump* m3/h 1) 890 1040 1190 1340 1480 1630 1790
2) 890 1030 1180 1330 1470 1620 1770
3) 880 1030 1170 1320 1460 1610 1760
4) 880 1030 1170 1320 1460 1610 1760
Lubricating oil pump* m3/h 1) 610 710 820 920 1020 1120 1230
2) 620 720 820 920 1020 1130 1230
3) 590 690 790 880 980 1080 1180
4) 610 710 810 910 1010 1120 1220
Scavenge air cooler
Heat dissipation approx. kW 11370 13260 15160 17050 18950 20840 22740
Seawater m3/h 576 672 768 864 960 1056 1152
Lubricating oil cooler
Heat dissipation approx.* kW 1) 2460 2820 3330 3690 4050 4410 4920
2) 2540 2900 3260 3690 4050 4530 4890
3) 2160 2520 2880 3240 3600 3960 4320
4) 2330 2730 3090 3490 3850 4270 4630
Coolers
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 314 368 422 476 520 574 638
2) 314 358 412 466 510 564 618
3) 304 358 402 456 500 554 608
4) 304 358 402 456 500 554 608
Jacket water cooler
Heat dissipation approx. kW 1) 3970 4600 5320 5950 6580 7220 7930
2) 3810 4440 5080 5710 6350 6980 7620
3) 3990 4720 5360 5990 6630 7360 7990
4) 3810 4440 5080 5710 6350 6980 7620
Jacket cooling water m3/h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 290 335 385 435 480 520 580
Exhaust gas flow at 245 °C** kg/h 268200 312900 357600 402300 447000 491700 536400
Air consumption of engine kg/s 73.2 85.4 97.6 109.8 122.0 134.2 146.4
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 87 75-9.1
Fig. 6.01.03f: List of capacities, K90MC-C with high efficiency turbocharger and seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.12
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K90MC-C
Cyl. 6 7 8 9 10 11 12
Nominal MCR at 104 r/min kW 27420 31990 36560 41130 45700 50270 54840
Fuel oil circulating pump m3/h 11.0 12.8 14.6 16.5 18.3 20.0 22.0
Fuel oil supply pump m3/h 6.9 8.0 9.2 10.3 11.5 12.6 13.8
Jacket cooling water pump m3/h 1) 215 250 290 325 355 390 430
2) 200 230 265 295 330 365 395
3) 210 245 280 310 345 385 415
4) 200 230 265 295 330 365 395
Central cooling water pump* m3/h 1) 690 800 930 1040 1150 1260 1380
Pumps
178 87 76-0.1
Fig. 6.01.04f: List of capacities, K90MC-C with high efficiency turbocharger and central cooling water system stated at
the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.13
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S80MC-C
Cyl. 6 7 8
Nominal MCR at 76 r/min kW 23280 27160 31040
Fuel oil circulating pump m3/h 9.6 11.2 12.7
Fuel oil supply pump m3/h 5.7 6.7 7.6
Jacket cooling water pump m3/h 1) 215 250 285
2) 200 230 265
3) 210 240 275
4) 200 230 265
Pumps
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 274 308 352
2) 254 298 352
3) 254 298 342
4) 254 298 342
Jacket water cooler
Heat dissipation approx. kW 1) 3590 4160 4730
2) 3430 4000 4580
3) 3620 4190 4760
4) 3430 4000 4580
Jacket cooling water m3/h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 250 295 335
Exhaust gas flow at 245 °C** kg/h 216000 252000 288000
Air consumption of engine kg/s 58.9 68.7 78.6
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 37 44-5.3
Fig. 6.01.03g: List of capacities, S80MC-C with high efficiency turbhocarger and seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.14
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S80MC-C
Cyl. 6 7 12
Nominal MCR at 76 r/min kW 23280 27160 31040
Fuel oil circulating pump m3/h 9.6 11.2 12.7
Fuel oil supply pump m3/h 5.7 6.7 7.6
Jacket cooling water pump m3/h 1) 215 250 285
2) 200 230 265
3) 210 240 275
4) 200 230 265
Central cooling water pump* m3/h 1) 570 660 750
Pumps
178 37 45-7.3
Fig. 6.01.04g: List of capacities, S80MC-C with high efficiency turbhocarger and central cooling water system stated at
the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.15
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S80MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 79 r/min kW 14560 18200 21840 25480 29120 32760 36400 40040 43680
Fuel oil circulating pump m3/h 6.1 7.6 9.1 10.6 12.1 13.6 15.2 16.7 18.2
Fuel oil supply pump m3/h 3.6 4.4 5.3 6.2 7.1 8.0 8.9 9.8 10.7
Jacket cooling water pump m3/h 1) 120 145 175 210 240 265 295 330 360
2) 110 140 165 195 220 250 275 305 330
3) 115 145 175 205 230 265 290 320 345
4) 110 140 165 195 220 250 275 305 330
Pumps
Seawater cooling pump* m3/h 1) 455 560 680 800 910 1020 1130 1250 1360
2) 450 560 670 790 900 1010 1120 1230 1350
3) 445 560 670 780 890 1010 1120 1230 1340
4) 445 560 670 780 890 1000 1120 1230 1340
Lubricating oil pump* m3/h 1) 315 390 470 550 630 710 780 870 950
2) 320 395 470 550 640 710 790 860 940
3) 305 380 455 530 610 680 760 830 910
4) 310 390 470 540 620 700 780 860 940
Scavenge air cooler
Heat dissipation approx. kW 5700 7130 8550 9980 11410 12830 14260 15680 17110
Seawater m3/h 288 360 432 504 576 648 720 792 864
Lubricating oil cooler
Heat dissipation approx.* kW 1) 1160 1410 1690 2070 2320 2570 2820 3220 3480
2) 1200 1450 1740 2030 2400 2650 2900 3160 3480
3) 1010 1260 1510 1770 2020 2270 2520 2770 3030
4) 1090 1370 1640 1910 2190 2480 2730 2980 3270
Coolers
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 167 200 248 296 334 372 410 458 496
2) 162 200 238 286 324 362 400 438 486
3) 157 200 238 276 314 362 400 438 476
4) 157 200 238 276 314 352 400 438 476
Jacket water cooler
Heat dissipation approx. kW 1) 2190 2720 3300 3850 4380 4910 5440 6050 6570
2) 2110 2640 3170 3700 4220 4750 5280 5810 6340
3) 2210 2770 3350 3880 4410 5030 5560 6090 6620
4) 2110 2640 3170 3700 4220 4750 5280 5810 6340
Jacket cooling water m3/h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 160 200 240 280 315 355 400 440 475
Exhaust gas flow at 245 °C** kg/h 136400 170500 204600 238700 272800 306900 341000 375100 409200
Air consumption of engine kg/s 37.2 46.5 55.8 65.1 74.4 83.7 93.0 102.3 111.7
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 36 25-9.2
Fig. 6.01.03h: List of capacities, S80MC with high efficiency turbhocarger and seawater system stated at the nominal
MCR power (L1) f or engines complying with IMO’s NOx emission limitations
6.01.16
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S80MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 79 r/min kW 14560 18200 21840 25480 29120 32760 36400 40040 43680
Fuel oil circulating pump m3/h 6.1 7.6 9.1 10.6 12.1 13.6 15.2 16.7 18.2
Fuel oil supply pump m3/h 3.6 4.4 5.3 6.2 7.1 8.0 8.9 9.8 10.7
Jacket cooling water pump m3/h 1) 120 145 175 210 240 265 295 330 360
2) 110 140 165 195 220 250 275 305 330
3) 115 145 175 205 230 265 290 320 345
4) 110 140 165 195 220 250 275 305 330
Central cooling water pump* m3/h 1) 355 445 530 630 710 800 890 980 1070
Pumps
178 36 27-2.2
Fig. 6.01.04h: List of capacities, S80MC with high efficiency turbhocarger and central cooling water system stated at
the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.17
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L80MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 93 r/min kW 14560 18200 21840 25480 29120 32760 36400 40040 43680
Fuel oil circulating pump m3/h 6.3 7.8 9.4 11.0 12.5 14.1 15.7 17.2 18.8
Fuel oil supply pump m3/h 3.7 4.7 5.6 6.5 7.5 8.4 9.3 10.2 11.2
3
Jacket cooling water pump m /h 1) 120 145 175 210 235 265 290 325 355
2) 110 135 165 190 220 245 275 300 330
3) 115 145 175 200 230 260 290 315 345
4) 110 135 165 190 220 245 275 300 330
Pumps
Seawater cooling pump* m3/h 1) 475 590 710 840 950 1070 1180 1310 1430
2) 475 590 710 830 950 1060 1180 1300 1420
3) 470 590 710 820 940 1060 1180 1290 1410
4) 470 590 700 820 940 1060 1170 1290 1410
Lubricating oil pump* m3/h 1) 350 435 520 620 700 780 870 970 1050
2) 355 435 520 610 710 790 870 960 1050
3) 335 420 510 590 670 760 840 930 1010
4) 345 435 520 610 690 780 870 950 1040
Scavenge air cooler
Heat dissipation approx. kW 5840 7300 8770 10230 11690 13150 14610 16070 17530
Seawater m3/h 304 380 456 532 608 684 760 836 912
Lubricating oil cooler
Heat dissipation approx.* kW 1) 1310 1610 1920 2340 2630 2920 3210 3650 3940
2) 1360 1650 1970 2310 2710 3000 3290 3580 3950
3) 1160 1460 1750 2040 2330 2620 2910 3200 3490
4) 1250 1560 1870 2180 2500 2830 3120 3410 3740
Coolers
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 36 26-0.2
Fig. 6.01.03i: List of capacities, L80MC with high efficiency turbhocarger and seawater system stated at the nominal MCR
power (L1) for engines complying with IMO’s NOx emission limitations
6.01.18
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L80MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 93 r/min kW 14560 18200 21840 25480 29120 32760 36400 40040 43680
Fuel oil circulating pump m3/h 6.3 7.8 9.4 11.0 12.5 14.1 15.7 17.2 18.8
Fuel oil supply pump m3/h 3.7 4.7 5.6 6.5 7.5 8.4 9.3 10.2 11.2
Jacket cooling water pump m3/h 1) 120 145 175 210 235 265 290 325 355
2) 110 135 165 190 220 245 275 300 330
3) 115 145 175 200 230 260 290 315 345
4) 110 135 165 190 220 245 275 300 330
Central cooling water pump* m3/h 1) 370 460 550 650 740 830 920 1020 1110
Pumps
178 36 28-2.2
Fig. 6.01.04i: List of capacities, L80MC with high efficiency turbhocarger and central cooling water system stated at the
nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.19
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K80MC-C
Cyl. 6 7 8 9 10 11 12
Nominal MCR at 104 r/min kW 21660 25270 28880 32490 36100 39710 43320
Fuel oil circulating pump m3/h 9.2 10.8 12.3 13.9 15.4 16.9 18.5
Fuel oil supply pump m3/h 5.4 6.4 7.3 8.2 9.1 10.0 10.9
Jacket cooling water pump m3/h 1) 165 200 225 250 285 315 340
2) 155 180 210 235 260 285 310
3) 165 190 220 250 275 300 325
4) 155 180 210 235 260 285 310
Pumps
Seawater cooling pump* m3/h 1) 670 780 890 1000 1120 1230 1340
2) 660 770 890 1000 1100 1210 1330
3) 660 770 880 990 1100 1210 1320
4) 660 770 880 990 1100 1200 1320
Lubricating oil pump* m3/h 1) 490 580 660 740 830 910 990
2) 495 580 670 740 820 900 990
3) 475 550 630 710 790 870 950
4) 490 570 650 740 820 900 980
Scavenge air cooler
Heat dissipation approx. kW 8800 10260 11730 13190 14660 16130 17590
Seawater m3/h 432 504 576 648 720 792 864
Lubricating oil cooler
Heat dissipation approx.* kW 1) 1850 2250 2530 2810 3240 3510 3790
2) 1900 2220 2610 2890 3170 3450 3800
3) 1670 1950 2230 2510 2790 3060 3340
4) 1800 2090 2400 2720 2990 3270 3590
Coolers
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 238 276 314 352 400 438 476
2) 228 266 314 352 380 418 466
3) 228 266 304 342 380 418 456
4) 228 266 304 342 380 408 456
Jacket water cooler
Heat dissipation approx. kW 1) 2910 3400 3860 4330 4870 5330 5790
2) 2780 3240 3700 4170 4630 5090 5560
3) 2970 3430 3890 4450 4910 5370 5840
4) 2780 3240 3700 4170 4630 5090 5560
3
Jacket cooling water m /h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 240 285 325 365 405 445 485
**
Exhaust gas flow at 245 °C kg/h 207600 242200 276800 311400 346000 380600 415200
Air consumption of engine kg/s 56.6 66.1 75.5 85.0 94.4 103.8 113.3
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 87 79-6.1
Fig. 6.01.03j: List of capacities, K80MC-C with high efficiency turbhocarger and seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.20
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K80MC-C
Cyl. 6 7 8 9 10 11 12
Nominal MCR at 104 r/min kW 21660 25270 28880 32490 36100 39710 43320
Fuel oil circulating pump m3/h 9.2 10.8 12.3 13.9 15.4 16.9 18.5
Fuel oil supply pump m3/h 5.4 6.4 7.3 8.2 9.1 10.0 10.9
Jacket cooling water pump m3/h 1) 165 200 225 250 285 315 340
2) 155 180 210 235 260 285 310
3) 165 190 220 250 275 300 325
4) 155 180 210 235 260 285 310
Central cooling water pump* m3/h 1) 520 610 700 780 880 960 1050
Pumps
178 87 80-6.1
Fig. 6.01.04j: List of capacities, K80MC-C with high efficiency turbhocarger and central cooling water system stated at
the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.21
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S70MC-C
Cyl. 4 5 6 7 8
Nominal MCR at 91 r/min kW 12440 15550 18660 21770 24880
Fuel oil circulating pump m3/h 5.5 6.9 8.3 9.6 11.0
Fuel oil supply pump m3/h 3.1 3.9 4.6 5.4 6.2
3
Jacket cooling water pump m /h 1) 110 140 165 190 225
2) 105 130 155 180 205
3) 110 135 160 190 215
4) 105 130 155 180 205
Pumps
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 45 60-4.1
Fig. 6.01.05a: List of capacities, S70MC-C with high efficiency turbocharger seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.22
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S70MC-C
Cyl. 4 5 6 7 8
Nominal MCR at 91 r/min kW 12440 15550 18660 21770 24880
Fuel oil circulating pump m3/h 5.5 6.9 8.3 9.6 11.0
Fuel oil supply pump m3/h 3.1 3.9 4.6 5.4 6.2
Jacket cooling water pump m3/h 1) 110 140 165 190 225
2) 105 130 155 180 205
3) 110 135 160 190 215
4) 105 130 155 180 205
Central cooling water pump* m3/h 1) 310 385 465 540 620
Pumps
178 45 61-6.1
Fig. 6.01.06a: List of capacities, S70MC-C with high efficiency turbocharger central cooling water system stated at
the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.23
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S70MC
Cyl. 4 5 6 7 8
Nominal MCR at 91 r/min kW 11240 14050 16860 19670 22480
Fuel oil circulating pump m3/h 5.2 6.4 7.7 9.0 10.3
Fuel oil supply pump m3/h 2.8 3.5 4.2 4.9 5.6
Jacket cooling water pump m3/h 1) 89 115 135 155 180
2) 85 105 125 150 170
3) 90 110 135 155 180
4) 85 105 125 150 170
Pumps
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 87 81-8.1
Fig. 6.01.05b: List of capacities, S70MC with high efficiency turbocharger seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.24
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S70MC
Cyl. 4 5 6 7 8
Nominal MCR at 91 r/min kW 11240 14050 16860 19670 22480
Fuel oil circulating pump m3/h 5.2 6.4 7.7 9.0 10.3
Fuel oil supply pump m3/h 2.8 3.5 4.2 4.9 5.6
Jacket cooling water pump m3/h 1) 89 115 135 155 180
2) 85 105 125 150 170
3) 90 110 135 155 180
4) 85 105 125 150 170
Central cooling water pump* m3/h 1) 270 340 405 475 540
Pumps
178 87 83-1.1
Fig. 6.01.06b: List of capacities, S70MC with high efficiency turbocharger and central cooling water system stated at the
nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.25
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L70MC-C
Cyl. 4 5 6 7 8
Nominal MCR at 108 r/min kW 12440 15550 18660 21770 24880
Fuel oil circulating pump m3/h 5.5 6.9 8.3 9.7 11.1
Fuel oil supply pump m3/h 3.1 3.9 4.7 5.4 6.2
Jacket cooling water pump m3/h 1) 110 140 165 190 225
2) 105 130 155 180 205
3) 105 130 155 180 205
Seawater cooling pump* m3/h 1) 390 485 590 680 780
Pumps
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
178 23 15-1.0
Fig. 6.01.05c: List of capacities, L70MC-C with high efficiency turbocharger and seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.26
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L70MC-C
Cyl. 4 5 6 7 8
Nominal MCR at 108 r/min kW 12440 15550 18660 21770 24880
Fuel oil circulating pump m3/h 5.5 6.9 8.3 9.7 11.1
Fuel oil supply pump m3/h 3.1 3.9 4.7 5.4 6.2
Jacket cooling water pump m3/h 1) 110 140 165 190 225
2) 105 130 155 180 205
3) 105 130 155 180 205
Central cooling water pump* m3/h 1) 305 380 460 530 610
2) 300 380 455 530 610
Pumps
178 23 16-3.0
Fig. 6.01.06c: List of capacities, L70MC-C with high efficiency turbocharger and central cooling water system stated at
the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.27
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L70MC
Cyl. 4 5 6 7 8
Nominal MCR at 108 r/min kW 11320 14150 16980 19810 22640
Fuel oil circulating pump m3/h 5.3 6.6 7.9 9.2 10.6
Fuel oil supply pump m3/h 2.9 3.6 4.3 5.1 5.8
3
Jacket cooling water pump m /h 1) 105 125 150 175 205
2) 94 120 140 165 190
3) 99 125 150 170 200
4) 94 120 140 165 190
Pumps
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 87 84-3.1
Fig. 6.01.05d: List of capacities, L70MC with high efficiency turbocharger and seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.28
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L70MC
Cyl. 4 5 6 7 8
Nominal MCR at 108 r/min kW 11320 14150 16980 19810 22640
Fuel oil circulating pump m3/h 5.3 6.6 7.9 9.2 10.6
Fuel oil supply pump m3/h 2.9 3.6 4.3 5.1 5.8
Jacket cooling water pump m3/h 1) 105 125 150 175 205
2) 94 120 140 165 190
3) 99 125 150 170 200
4) 94 120 140 165 190
Central cooling water pump* m3/h 1) 290 355 425 500 580
Pumps
178 87 85-5.1
Fig. 6.01.06d: List of capacities, L70MC with high efficiency turbocharger and central cooling water system stated at the
nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.29
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S60MC-C
Cyl. 4 5 6 7 8
Nominal MCR at 105 r/min kW 9040 11300 13560 15820 18080
Fuel oil circulating pump m3/h 4.5 5.6 6.8 7.9 9.0
Fuel oil supply pump m3/h 2.3 2.8 3.4 4.0 4.5
Jacket cooling water pump m3/h 1) 80 99 125 140 160
2) 76 95 115 135 150
3) 79 100 120 140 160
4) 76 95 115 135 150
Pumps
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 45 58-2.1
Fig. 6.01.05e: List of capacities, S60MC-C with high efficiency turbocharger seawater system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.30
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S60MC-C
Cyl. 4 5 6 7 8
Nominal MCR at 105 r/min kW 9040 11300 13560 15820 18080
Fuel oil circulating pump m3/h 4.5 5.6 6.8 7.9 9.0
Fuel oil supply pump m3/h 2.3 2.8 3.4 4.0 4.5
Jacket cooling water pump m3/h 1) 80 99 125 140 160
2) 76 95 115 135 150
3) 79 100 120 140 160
4) 76 95 115 135 150
Central cooling water pump* m3/h 1) 230 285 345 400 455
Pumps
178 45 59-4.1
Fig. 6.01.06e: List of capacities, S60MC-C with high efficiency turbocharger central cooling system stated at the
nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.31
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S60MC
Cyl. 4 5 6 7 8
Nominal MCR at 105 r/min kW 8160 10200 12240 14280 16320
Fuel oil circulating pump m3/h 4.2 5.3 6.4 7.4 8.5
Fuel oil supply pump m3/h 2.0 2.5 3.1 3.6 4.1
Jacket cooling water pump m3/h 1) 67 82 100 120 135
2) 62 78 93 110 125
3) 66 83 98 115 130
4) 62 78 93 110 125
Pumps
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 96 115 144 163 182
2) 91 115 139 163 182
3) 91 115 134 158 182
4) 91 115 134 158 182
Jacket water cooler
Heat dissipation approx. kW 1) 1250 1550 1860 2160 2460
2) 1190 1480 1780 2080 2380
3) 1250 1580 1880 2170 2500
4) 1190 1480 1780 2080 2380
Jacket cooling water m3/h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 110 140 170 195 225
Exhaust gas flow at 245 °C** kg/h 76400 95500 114600 133700 152800
Air consumption of engine kg/s 20.8 26.0 31.3 36.5 41.7
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 30 51-8.2
Fig. 6.01.05f: List of capacities, S60MC with high efficiency turbocharger seawater system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.32
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S60MC
Cyl. 4 5 6 7 8
Nominal MCR at 105 r/min kW 8160 10200 12240 14280 16320
Fuel oil circulating pump m3/h 4.2 5.3 6.4 7.4 8.5
Fuel oil supply pump m3/h 2.0 2.5 3.1 3.6 4.1
Jacket cooling water pump m3/h 1) 67 82 100 120 135
2) 62 78 93 110 125
3) 66 83 98 115 130
4) 62 78 93 110 125
Central cooling water pump* m3/h 1) 205 255 305 355 405
Pumps
178 30 53-1.2
Fig. 6.01.06f: List of capacities, S60MC with high efficiency turbocharger central cooling system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.33
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L60MC-C
Cyl. 4 5 6 7 8
Nominal MCR at 123 r/min kW 8920 11150 13380 15610 17840
Fuel oil circulating pump m3/h 4.5 5.6 6.7 7.9 9.0
Fuel oil supply pump m3/h 2.2 2.8 3.4 3.9 4.5
Jacket cooling water pump m3/h 1) 80 99 125 140 160
2) 76 95 115 135 150
3) 76 95 115 135 150
Seawater cooling pump* m3/h 1) 285 355 425 495 570
Pumps
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
178 23 18-7.0
Fig. 6.01.05g: List of capacities, L60MC-C with high efficiency turbocharger seawater system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.34
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L60MC-C
Cyl. 4 5 6 7 8
Nominal MCR at 123 r/min kW 8920 11150 13380 15610 17840
Fuel oil circulating pump m3/h 4.5 5.6 6.7 7.9 9.0
Fuel oil supply pump m3/h 2.2 2.8 3.4 3.9 4.5
Jacket cooling water pump m3/h 1) 80 99 125 140 160
2) 76 95 115 135 150
3) 76 95 115 135 150
Central cooling water pump* m3/h 1) 225 280 340 390 445
2) 225 280 335 390 445
Pumps
178 23 19-9.0
Fig. 6.01.06g: List of capacities, L60MC-C with high efficiency turbocharger central cooling system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.35
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L60MC
Cyl. 4 5 6 7 8
Nominal MCR at 123 r/min kW 7680 9600 11520 13440 15360
Fuel oil circulating pump m3/h 4.1 5.1 6.2 7.2 8.2
Fuel oil supply pump m3/h 1.9 2.4 2.9 3.4 3.9
Jacket cooling water pump m3/h 1) 64 79 99 115 130
2) 60 75 90 105 120
3) 64 79 95 110 125
4) 60 75 90 105 120
Pumps
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 87 86-7.1
Fig. 6.01.05h: List of capacities, L60MC with high efficiency turbocharger seawater system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.36
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L60MC
Cyl. 4 5 6 7 8
Nominal MCR at 123 r/min kW 7680 9600 11520 13440 15360
Fuel oil circulating pump m3/h 4.1 5.1 6.2 7.2 8.2
Fuel oil supply pump m3/h 1.9 2.4 2.9 3.4 3.9
Jacket cooling water pump m3/h 1) 64 79 99 115 130
2) 60 75 90 105 120
3) 64 79 95 110 125
4) 60 75 90 105 120
Central cooling water pump* m3/h 1) 195 240 290 335 385
Pumps
178 87 87-9.1
Fig. 6.01.06h: List of capacities, L60MC with high efficiency turbocharger central cooling system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.37
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S50MC-C
Cyl. 4 5 6 7 8
Nominal MCR at 127 r/min kW 6320 7900 9480 11060 12640
Fuel oil circulating pump m3/h 3.7 4.6 5.6 6.5 7.4
Fuel oil supply pump m3/h 1.6 2.0 2.4 2.8 3.2
Jacket cooling water pump m3/h 1) 53 70 84 97 115
2) 53 66 79 92 105
3) 55 69 83 97 110
4) 53 66 79 92 105
Pumps
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 74 92 111 124 148
2) 74 92 106 124 143
3) 69 87 106 124 138
4) 69 87 106 124 138
Jacket water cooler
Heat dissipation approx. kW 1) 920 1220 1450 1680 1920
2) 920 1150 1380 1610 1840
3) 960 1210 1440 1700 1930
4) 920 1150 1380 1610 1840
Jacket cooling water m3/h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 97 120 145 170 195
Exhaust gas flow at 245 °C** kg/h 58400 73000 87600 102200 116800
Air consumption of engine kg/s 15.9 19.9 23.9 27.9 31.8
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 32 47-3.3
Fig. 6.01.07a: List of capacities, S50MC-C with high efficiency turbocharger seawater system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.38
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S50MC-C
Cyl. 4 5 6 7 8
Nominal MCR at 127 r/min kW 6320 7900 9480 11060 12640
Fuel oil circulating pump m3/h 3.7 4.6 5.6 6.5 7.4
Fuel oil supply pump m3/h 1.6 2.0 2.4 2.8 3.2
Jacket cooling water pump m3/h 1) 53 70 84 97 115
2) 53 66 79 92 105
3) 55 69 83 97 110
4) 53 66 79 92 105
Central cooling water pump* m3/h 1) 170 215 260 300 345
Pumps
178 32 48-5.3
Fig. 6.01.08a: List of capacities, S50MC-C with high efficiency turbocharger central cooling system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.39
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S50MC
Cyl. 4 5 6 7 8
Nominal MCR at 127 r/min kW 5720 7150 8580 10010 11440
Fuel oil circulating pump m3/h 3.5 4.4 5.3 6.2 7.1
Fuel oil supply pump m3/h 1.4 1.8 2.2 2.5 2.9
Jacket cooling water pump m3/h 1) 44 59 70 81 96
2) 44 55 66 77 87
3) 46 58 69 82 93
4) 44 55 66 77 87
Pumps
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 65 85 100 115 135
2) 65 80 95 115 130
3) 65 80 95 115 130
4) 65 80 95 110 125
Jacket water cooler
Heat dissipation approx. kW 1) 840 1110 1320 1530 1750
2) 840 1040 1250 1460 1670
3) 880 1110 1320 1560 1770
4) 840 1040 1250 1460 1670
3
Jacket cooling water m /h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 92 115 140 165 185
**
Exhaust gas flow at 245 °C kg/h 53600 67000 80400 93800 107200
Air consumption of engine kg/s 14.6 18.3 21.9 25.6 29.2
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 87 88-0.1
Fig. 6.01.07b: List of capacities, S50MC with high efficiency turbocharger seawater system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.40
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S50MC
Cyl. 4 5 6 7 8
Nominal MCR at 127 r/min kW 5720 7150 8580 10010 11440
Fuel oil circulating pump m3/h 3.5 4.4 5.3 6.2 7.1
Fuel oil supply pump m3/h 1.4 1.8 2.2 2.5 2.9
Jacket cooling water pump m3/h 1) 44 59 70 81 96
2) 44 55 66 77 87
3) 46 58 69 82 93
4) 44 55 66 77 87
Central cooling water pump* m3/h 1) 155 200 245 290 340
Pumps
178 87 89-2.1
Fig. 6.01.08b: List of capacities, S50MC with high efficiency turbocharger central cooling system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.41
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L50MC
Cyl. 4 5 6 7 8
Nominal MCR at 148 r/min kW 5320 6650 7980 9310 10640
Fuel oil circulating pump m3/h 3.4 4.3 5.1 6.0 6.8
Fuel oil supply pump m3/h 1.4 1.7 2.0 2.4 2.7
Jacket cooling water pump m3/h 1) 41 51 66 76 86
2) 41 51 62 72 82
3) 43 55 65 75 87
4) 41 51 62 72 82
Pumps
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 65 80 95 110 125
2) 65 80 95 110 125
3) 60 75 90 105 125
4) 60 75 90 110 120
Jacket water cooler
Heat dissipation approx. kW 1) 790 990 1250 1450 1650
2) 790 990 1190 1390 1580
3) 840 1050 1250 1450 1680
4) 790 990 1190 1390 1580
3
Jacket cooling water m /h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 89 115 135 155 180
**
Exhaust gas flow at 245 °C kg/h 50400 63000 75600 88200 100800
Air consumption of engine kg/s 13.7 17.2 20.6 24.1 27.5
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 87 90-2.1
Fig. 6.01.07c: List of capacities, L50MC with high efficiency turbocharger seawater system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.42
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L50MC
Cyl. 4 5 6 7 8
Nominal MCR at 148 r/min kW 5320 6650 7980 9310 10640
Fuel oil circulating pump m3/h 3.4 4.3 5.1 6.0 6.8
Fuel oil supply pump m3/h 1.4 1.7 2.0 2.4 2.7
Jacket cooling water pump m3/h 1) 41 51 66 76 86
2) 41 51 62 72 82
3) 43 55 65 75 87
4) 41 51 62 72 82
Central cooling water pump* m3/h 1) 125 170 200 220 265
Pumps
178 87 91-4.1
Fig. 6.01.08c: List of capacities, L50MC with high efficiency turbocharger central cooling system
stated at the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.43
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S46MC-C
Cyl. 4 5 6 7 8
Nominal MCR at 129 r/min kW 5240 6550 7860 9170 10480
Fuel oil circulating pump m3/h 3.4 4.3 5.1 6.0 6.8
Fuel oil supply pump m3/h 1.3 1.7 2.0 2.3 2.7
Jacket cooling water pump m3/h 1) 44 55 66 81 92
2) 44 55 66 77 88
3) 46 57 70 81 92
4) 44 55 66 77 88
Pumps
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 67 80 98 116 129
2) 67 80 98 111 129
3) 62 80 93 111 124
4) 67 80 93 111 124
Jacket water cooler
Heat dissipation approx. kW 1) 830 1030 1240 1510 1720
2) 830 1030 1240 1450 1650
3) 870 1080 1300 1510 1720
4) 830 1030 1240 1450 1650
3
Jacket cooling water m /h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 89 115 135 155 180
**
Exhaust gas flow at 265 °C kg/h 45600 57000 68400 79800 91200
Air consumption of engine kg/s 12.4 15.5 18.6 21.7 24.8
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 32 71-1.2
Fig. 6.01.07d: List of capacities, S46MC-C with conventional turbocharger and seawater system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.44
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S46MC-C
Cyl. 4 5 6 7 8
Nominal MCR at 129 r/min kW 5240 6550 7860 9170 10480
Fuel oil circulating pump m3/h 3.4 4.3 5.1 6.0 6.8
Fuel oil supply pump m3/h 1.3 1.7 2.0 2.3 2.7
Jacket cooling water pump m3/h 1) 44 55 66 81 92
2) 44 55 66 77 88
3) 46 57 70 81 92
4) 44 55 66 77 88
Central cooling water pump* m3/h 1) 150 185 225 255 290
Pumps
178 32 72-3.2
Fig. 6.01.08d: List of capacities, S46MC-C with conventional turbocharger and central cooling system stated at the
nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.45
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S42MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 136 r/min kW 4320 5400 6480 7560 8640 9720 10800 11880 12960
Fuel oil circulating pump m3/h 2.2 2.6 2.9 3.5 3.9 4.3 5.0 5.7 6.3
Fuel oil supply pump m3/h 1.1 1.4 1.7 2.0 2.2 2.5 2.8 3.1 3.4
Jacket cooling water pump m3/h 1) 41 51 61 71 82 96 100 110 120
2) 41 51 61 71 82 92 100 110 120
3) 43 53 64 75 85 95 105 115 125
4) 41 51 61 71 82 92 100 110 120
Pumps
Seawater cooling pump* m3/h 1) 140 175 210 240 275 310 345 380 415
2) 140 175 205 240 275 310 345 380 415
3) 140 170 205 240 275 310 340 375 410
4) 135 170 205 240 275 305 345 375 410
Lubricating oil pump* m3/h 1) 105 130 155 180 205 230 255 285 310
2) 105 130 155 180 205 230 260 285 310
3) 98 125 145 170 195 220 245 270 295
4) 100 130 150 175 200 225 255 280 305
Scavenge air cooler
Heat dissipation approx. kW 1630 2040 2450 2860 3270 3680 4090 4490 4900
Seawater m3/h 84 105 126 147 168 189 210 231 252
Lubricating oil cooler
Heat dissipation approx.* kW 1) 400 480 580 660 750 830 960 1080 1160
2) 395 485 570 650 760 840 970 1050 1140
3) 330 410 490 570 660 740 820 900 980
4) 360 465 550 630 710 790 930 1010 1090
Coolers
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 42 71-6.2
Fig. 6.01.07e: List of capacities, S42MC with conventional turbocharger and seawater system stated at the nominal MCR
power (L1) for engines complying with IMO’s NOx emission limitations
6.01.46
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S42MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 136 r/min kW 4320 5400 6480 7560 8640 9720 10800 11880 12960
Fuel oil circulating pump m3/h 2.2 2.6 2.9 3.5 3.9 4.3 5.0 5.7 6.3
Fuel oil supply pump m3/h 1.1 1.4 1.7 2.0 2.2 2.5 2.8 3.1 3.4
Jacket cooling water pump m3/h 1) 41 51 61 71 82 96 100 110 120
2) 41 51 61 71 82 92 100 110 120
3) 43 53 64 75 85 95 105 115 125
4) 41 51 61 71 82 92 100 110 120
Central cooling water pump* m3/h 1) 135 170 205 235 270 310 340 375 410
Pumps
178 42 75-3.2
Fig. 6.01.08e: List of capacities, S42MC with conventional turbocharger and central cooling system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.47
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L42MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 176 r/min kW 3980 4975 5970 6965 7960 8955 9950 10945 11940
Fuel oil circulating pump m3/h 2.2 2.6 2.9 3.5 3.9 4.3 5.0 5.7 6.3
Fuel oil supply pump m3/h 1.0 1.3 1.6 1.8 2.1 2.3 2.6 2.8 3.1
Jacket cooling water pump m3/h 1) 32 40 48 56 64 76 80 88 96
2) 32 40 48 56 64 72 80 88 96
3) 34 42 50 58 68 76 85 93 100
4) 32 40 48 56 64 72 80 88 96
Pumps
Seawater cooling pump* m3/h 1) 120 150 180 210 240 270 300 330 360
2) 120 150 180 210 240 270 300 330 360
3) 120 150 180 210 240 270 300 330 360
4) 120 150 180 210 240 270 300 330 360
Lubricating oil pump* m3/h 1) 97 115 130 145 165 185 210 225 240
2) 98 115 130 145 165 185 210 225 240
3) 93 110 125 140 155 175 195 215 230
4) 96 110 130 145 160 180 205 225 240
Scavenge air cooler
Heat dissipation approx. kW 1470 1840 2210 2570 2940 3310 3680 4050 4410
Seawater m3/h 75 94 113 132 151 170 189 208 227
Lubricating oil cooler
Heat dissipation approx.* kW 1) 335 410 495 570 630 700 820 890 990
2) 340 415 485 550 620 720 830 900 970
3) 270 340 410 475 540 610 680 750 820
4) 305 375 460 530 600 670 750 850 920
Coolers
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 45 56 67 78 89 100 111 122 133
2) 45 56 67 78 89 100 111 122 133
3) 45 56 67 78 89 100 111 122 133
4) 45 56 67 78 89 100 111 122 133
Jacket water cooler
Heat dissipation approx. kW 1) 580 720 860 1010 1150 1360 1440 1590 1730
2) 580 720 860 1010 1150 1300 1440 1590 1730
3) 620 760 910 1050 1220 1360 1530 1670 1820
4) 580 720 860 1010 1150 1300 1440 1590 1730
3
Jacket cooling water m /h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 58 68 76 92 100 115 130 150 165
**
Exhaust gas flow at 265 °C kg/h 33800 42250 50700 59150 67600 76050 84500 92950 101400
Air consumption of engine kg/s 9.2 11.5 13.8 16.1 18.4 20.7 23.0 25.3 27.6
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 42 51-3.2
Fig. 6.01.07f: List of capacities, L42MC with conventional turbocharger and seawater system stated at the nominal MCR
power (L1) for engines complying with IMO’s NOx emission limitations
6.01.48
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L42MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 176 r/min kW 3980 4975 5970 6965 7960 8955 9950 10945 11940
Fuel oil circulating pump m3/h 2.2 2.6 2.9 3.5 3.9 4.3 5.0 5.7 6.3
Fuel oil supply pump m3/h 1.0 1.3 1.6 1.8 2.1 2.3 2.6 2.8 3.1
Jacket cooling water pump m3/h 1) 32 40 48 56 64 76 80 88 96
2) 32 40 48 56 64 72 80 88 96
3) 34 42 50 58 68 76 85 93 100
4) 32 40 48 56 64 72 80 88 96
Central cooling water pump* m3/h 1) 120 150 180 210 235 270 295 325 355
Pumps
178 42 52-5.2
Fig. 6.01.08f: List of capacities, L42MC with conventional turbocharger and central cooling system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.49
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S35MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 173 r/min kW 2960 3700 4440 5180 5920 6660 7400 8140 8880
Fuel oil circulating pump m3/h 1.5 1.8 2.0 2.4 2.7 3.0 3.3 3.6 3.9
Fuel oil supply pump m3/h 0.8 1.0 1.2 1.4 1.5 1.7 1.9 2.1 2.3
Jacket cooling water pump m3/h 1) 28 36 43 50 57 64 71 78 85
2) 28 36 43 50 57 64 71 78 85
3) 45 52 45 52 59 66 105 83 90
4) 28 36 43 50 57 64 71 78 85
Pumps
Seawater cooling pump* m3/h 1) 90 110 135 155 180 200 225 245 265
2) 90 110 135 155 175 200 225 245 265
3) 97 120 130 155 175 195 235 240 265
4) 88 110 130 155 175 200 220 240 265
Lubricating oil pump* m3/h 1) 68 84 100 120 135 150 170 185 205
2) 68 86 100 120 135 150 170 185 205
3) 64 80 96 110 130 145 160 175 190
4) 66 83 99 115 135 150 165 180 200
Scavenge air cooler
Heat dissipation approx. kW 1100 1370 1640 1920 2190 2470 2740 3020 3290
Seawater m3/h 52 65 78 91 104 117 130 143 156
Lubricating oil cooler
Heat dissipation approx.* kW 1) 290 350 415 475 550 600 700 770 830
2) 280 355 410 475 530 590 710 760 820
3) 230 285 345 400 460 510 570 630 690
4) 250 320 375 435 510 570 640 700 750
Coolers
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 38 45 57 64 76 83 95 102 109
2) 38 45 57 64 71 83 95 102 109
3) 45 55 52 64 71 78 105 97 109
4) 36 45 52 64 71 83 90 97 109
Jacket water cooler
Heat dissipation approx. kW 1) 465 580 700 820 930 1050 1170 1280 1400
2) 465 580 700 820 930 1050 1170 1280 1400
3) 660 770 740 860 980 1090 1550 1370 1490
4) 465 580 700 820 930 1050 1170 1280 1400
3
Jacket cooling water m /h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 39 47 52 63 71 79 87 94 100
**
Exhaust gas flow at 265 °C kg/h 25200 31500 37800 44100 50400 56700 63000 69300 75600
Air consumption of engine kg/s 6.9 8.6 10.3 12.0 13.7 15.4 17.1 18.8 20.6
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 42 72-8.2
Fig. 6.01.07g: List of capacities, S35MC with conventional turbocharger and seawater system stated at the nominal MCR
power (L1) for engines complying with IMO’s NOx emission limitations
6.01.50
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S35MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 173 r/min kW 2960 3700 4440 5180 5920 6660 7400 8140 8880
Fuel oil circulating pump m3/h 1.5 1.8 2.0 2.4 2.7 3.0 3.3 3.6 3.9
Fuel oil supply pump m3/h 0.8 1.0 1.2 1.4 1.5 1.7 1.9 2.1 2.3
Jacket cooling water pump m3/h 1) 28 36 43 50 57 64 71 78 85
2) 28 36 43 50 57 64 71 78 85
3) 45 52 45 52 59 66 105 83 90
4) 28 36 43 50 57 64 71 78 85
Central cooling water pump* m3/h 1) 88 110 130 155 175 195 220 240 265
Pumps
178 42 76-5.2
Fig. 6.01.08g: List of capacities, S35MC with conventional turbocharger and central cooling system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.51
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L35MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 210 r/min kW 2600 3250 3900 4550 5200 5850 6500 7150 7800
Fuel oil circulating pump m3/h 1.5 1.8 2.0 2.4 2.7 3.0 3.3 3.6 3.9
Fuel oil supply pump m3/h 0.7 0.8 1.0 1.2 1.4 1.5 1.7 1.9 2.0
Jacket cooling water pump m3/h 1) 23 28 34 39 45 51 56 62 68
2) 23 28 34 39 45 51 56 62 68
3) 39 45 36 42 47 53 89 95 100
4) 23 28 34 39 45 51 56 62 68
Pumps
Seawater cooling pump* m3/h 1) 80 100 120 140 160 180 200 220 240
2) 80 100 120 140 160 180 200 220 240
3) 87 105 120 140 160 175 215 230 250
4) 79 99 120 140 155 175 195 215 235
Lubricating oil pump* m3/h 1) 68 80 96 115 125 135 155 165 170
2) 69 80 98 115 125 135 155 170 175
3) 65 76 92 110 120 130 145 155 165
4) 67 78 95 110 120 135 150 165 170
Scavenge air cooler
Heat dissipation approx. kW 950 1190 1420 1660 1900 2130 2370 2610 2850
Seawater m3/h 48 60 72 84 96 108 120 132 144
Lubricating oil cooler
Heat dissipation approx.* kW 1) 235 300 350 410 455 500 600 650 700
2) 240 290 355 405 460 510 580 660 710
3) 190 240 290 335 385 430 480 530 580
4) 215 265 320 370 420 485 530 600 640
Coolers
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 32 40 48 56 64 72 80 88 96
2) 32 40 48 56 64 72 80 88 96
3) 39 45 48 56 64 67 95 98 106
4) 31 39 48 56 59 67 75 83 91
Jacket water cooler
Heat dissipation approx. kW 1) 400 500 600 700 800 900 1000 1100 1200
2) 400 500 600 700 800 900 1000 1100 1200
3) 590 690 640 750 850 950 1380 1480 1580
4) 400 500 600 700 800 900 1000 1100 1200
3
Jacket cooling water m /h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 39 47 52 63 71 79 87 94 100
**
Exhaust gas flow at 265 °C kg/h 21800 27250 32700 38150 43600 49050 54500 59950 65400
Air consumption of engine kg/s 5.9 7.4 8.9 10.4 11.9 13.3 14.8 16.3 17.8
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 87 92-6.1
Fig. 6.01.07h: List of capacities, L35MC with conventional turbocharger and seawater system stated at the nominal MCR
power (L1) for engines complying with IMO’s NOx emission limitations
6.01.52
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L35MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 210 r/min kW 2600 3250 3900 4550 5200 5850 6500 7150 7800
Fuel oil circulating pump m3/h 1.5 1.8 2.0 2.4 2.7 3.0 3.3 3.6 3.9
Fuel oil supply pump m3/h 0.7 0.8 1.0 1.2 1.4 1.5 1.7 1.9 2.0
Jacket cooling water pump m3/h 1) 23 28 34 39 45 51 56 62 68
2) 23 28 34 39 45 51 56 62 68
3) 39 45 36 42 47 53 89 95 100
4) 23 28 34 39 45 51 56 62 68
Central cooling water pump* m3/h 1) 78 98 115 135 155 175 195 215 235
Pumps
178 87 93-8.1
Fig. 6.01.08h: List of capacities, L35MC with conventional turbocharger and central cooling system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.53
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S26MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 250 r/min kW 1600 2000 2400 2800 3200 3600 4000 4400 4800
Fuel oil circulating pump m3/h 1.5 1.8 2.0 2.4 2.7 3.0 3.3 3.6 3.9
Fuel oil supply pump m3/h 0.4 0.5 0.6 0.7 0.8 0.9 1.1 1.2 1.3
Jacket cooling water pump m3/h 1) 16 20 24 28 32 36 40 44 48
2) 16 20 24 28 32 36 40 44 48
3) 24 28 25 29 49 53 55 47 51
4) 16 20 24 28 32 36 40 44 48
Pumps
Seawater cooling pump* m3/h 1) 72 89 110 125 145 160 180 195 215
2) 73 90 110 125 145 160 180 195 215
3) 75 92 110 125 150 165 185 195 210
4) 72 89 110 125 140 160 180 195 210
Lubricating oil pump* m3/h 1) 360 450 540 630 720 810 900 990 1090
2) 365 455 540 630 720 810 910 1000 1090
3) 360 450 540 630 720 810 900 990 1080
4) 360 450 540 630 720 810 900 990 1080
Scavenge air cooler
Heat dissipation approx. kW 570 710 850 990 1130 1270 1420 1560 1700
Seawater m3/h 45 56 68 79 90 101 112 123 134
Lubricating oil cooler
Heat dissipation approx.* kW 1) 220 275 340 390 460 510 550 600 680
2) 230 290 340 390 450 500 580 630 680
3) 200 250 300 350 400 450 500 550 600
4) 225 275 325 375 425 475 550 600 650
Coolers
* 3
Lubricating oil m /h See above ‘Main lubricating oil pump’
Seawater m3/h 1) 27 33 42 46 55 59 68 72 81
2) 28 34 42 46 55 59 68 72 81
3) 30 36 42 46 60 64 73 72 76
4) 27 33 42 46 50 59 68 72 76
Jacket water cooler
Heat dissipation approx. kW 1) 310 385 460 540 620 690 770 850 920
2) 310 385 460 540 620 690 770 850 920
3) 395 470 485 560 810 880 940 890 970
4) 310 385 460 540 620 690 770 850 920
3
Jacket cooling water m /h See above ‘Jacket cooling water pump’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 39 47 52 63 71 79 87 94 100
**
Exhaust gas flow at 265 °C kg/h 12400 15500 18600 21700 24800 27900 31000 34100 37200
Air consumption of engine kg/s 3.4 4.2 5.0 5.9 6.7 7.6 8.4 9.3 10.1
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 42 72-8.2
Fig. 6.01.07i: List of capacities, S26MC with conventional turbocharger and seawater system stated at the nominal MCR
power (L1) for engines complying with IMO’s NOx emission limitations
6.01.54
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S26MC
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 250 r/min kW 1600 2000 2400 2800 3200 3600 4000 4400 4800
Fuel oil circulating pump m3/h 1.5 1.8 2.0 2.4 2.7 3.0 3.3 3.6 3.9
Fuel oil supply pump m3/h 0.4 0.5 0.6 0.7 0.8 0.9 1.1 1.2 1.3
Jacket cooling water pump m3/h 1) 16 20 24 28 32 36 40 44 48
2) 16 20 24 28 32 36 40 44 48
3) 24 28 25 29 49 53 55 47 51
4) 16 20 24 28 32 36 40 44 48
Central cooling water pump* m3/h 1) 70 88 105 125 140 160 175 190 210
Pumps
178 42 77-7.2
Fig. 6.01.08i: List of capacities, S26MC with conventional turbocharger and central cooling system stated at the nominal
MCR power (L1) for engines complying with IMO’s NOx emission limitations
6.01.55
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Cylinder No. 4 5 6 7 8 9 10 11 12 13 14
K98MC
Reversible engine
Receiver volume (12 starts) m3 2 x 14.5 2 x 15.0 2 x 15.5 2 x 15.5 2 x 15.5 2 x 16.0 2 x 16.0 2 x 16.5 2 x 16.5
Compressor capacity, total m3/h 870 900 930 930 930 960 960 990 990
Non-reversible engine
Receiver volume (6 starts) m3 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.5 2 x 8.5 2 x 8.5 2 x 8.5
Compressor capacity, total m3/h 480 480 480 480 480 510 510 510 510
K98MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 13.5 2 x 13.5 2 x 14.0 2 x 14.0 2 x 14.0 2 x 14.5 2 x 14.5 2 x 14.5 2 x 15.0
Compressor capacity, total m3/h 810 810 840 840 840 870 870 870 900
Non-reversible engine
Receiver volume (6 starts) m3 2 x 7.0 2 x 7.0 2 x 7.5 2 x 7.5 2 x 7.5 2 x 7.5 2 x 7.5 2 x 8.0 2 x 8.0
Compressor capacity, total m3/h 420 420 450 450 450 450 450 480 480
S90MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 15.0 2 x 15.0 2 x 15.5 2 x 15.5
Compressor capacity, total m3/h 900 900 930 930
Non-reversible engine
Receiver volume (6 starts) m3 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0
Compressor capacity, total m3/h 480 480 480 480
L90MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 13.5 2 x 14.0 2 x 14.0 2 x 14.5 2 x 14.5 2 x 14.5 2 x 15.0
Compressor capacity, total m3/h 810 840 840 870 870 870 900
Non-reversible engine
Receiver volume (6 starts) m3 2 x 7.0 2 x 7.5 2 x 7.5 2 x 7.5 2 x 7.5 2 x 7.5 2 x 8.0
Compressor capacity, total m3/h 420 450 450 450 450 450 480
K90MC
Reversible engine
Receiver volume (12 starts) m3 2 x 10.0 2 x 11.0 2 x 12.0 2 x 12.0 2 x 12.5 2 x 12.5 2 x 12.5 2 x 13.0 2 x 13.0
Compressor capacity, total m3/h 600 660 720 720 750 750 750 780 780
Non-reversible engine
Receiver volume (6 starts) m3 2 x 5.5 2 x 6.0 2 x 6.0 2 x 6.5 2 x 6.5 2 x 6.5 2 x 6.5 2 x 6.5 2 x 7.0
Compressor capacity, total m3/h 330 360 360 390 390 390 390 390 420
K90MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 11.0 2 x 11.0 2 x 11.0 2 x 11.5 2 x 11.5 2 x 11.5 2 x 11.5
Compressor capacity, total m3/h 660 660 660 690 690 690 690
Non-reversible engine
Receiver volume (6 starts) m3 2 x 5.5 2 x 6.0 2 x 6.0 2 x 6.0 2 x 6.0 2 x 6.0 2 x 6.0
Compressor capacity, total m3/h 330 360 360 360 360 360 360
178 87 96-3.1
Fig. 6.01.09a: Capacities of starting air receivers and compressors for main engine
6.01.56
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Cylinder No. 4 5 6 7 8 9 10 11 12 13 14
S80MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 12.0 2 x 12.0 2 x 12.5
Compressor capacity, total m3/h 720 720 750
Non-reversible engine
Receiver volume (6 starts) m3 2 x 6.5 2 x 6.5 2 x 6.5
Compressor capacity, total m3/h 390 390 390
S80MC
Reversible engine
Receiver volume (12 starts) m3 2 x 9.5 2 x 10.5 2 x 11.5 2 x 11.5 2 x 12.0 2 x 12.0 2 x 12.0 2 x 12.0 2 x 12.5
Compressor capacity, total m3/h 570 630 690 690 720 720 720 720 750
Non-reversible engine
Receiver volume (6 starts) m3 2 x 5.0 2 x 5.5 2 x 6.0 2 x 6.0 2 x 6.5 2 x 6.5 2 x 6.5 2 x 6.5 2 x 6.5
Compressor capacity, total m3/h 300 330 360 360 390 390 390 390 390
L80MC
Reversible engine
Receiver volume (12 starts) m3 2 x 8.0 2 x 9.0 2 x 9.5 2 x 10.0 2 x 10.0 2 x 10.0 2 x 10.0
Compressor capacity, total m3/h 480 540 570 600 600 600 600
Non-reversible engine
Receiver volume (6 starts) m3 2 x 4.5 2 x 5.0 2 x 5.0 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5
Compressor capacity, total m3/h 270 300 300 330 330 330 330
K80MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 8.5 2 x 9.0 2 x 9.0 2 x 9.0 2 x 9.0 2 x 9.0 2 x 9.5
Compressor capacity, total m3/h 510 540 540 540 540 540 570
Non-reversible engine
Receiver volume (6 starts) m3 2 x 4.5 2 x 4.5 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0
Compressor capacity, total m3/h 270 270 300 300 300 300 300
S70MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 7.0 2 x 7.5 2 x 8.0 2 x 8.0 2 x 8.5
Compressor capacity, total m3/h 420 450 480 480 510
Non-reversible engine
Receiver volume (6 starts) m3 2 x 3.5 2 x 4.0 2 x 4.5 2 x 4.5 2 x 4.5
Compressor capacity, total m3/h 210 240 270 270 270
S70MC
Reversible engine
Receiver volume (12 starts) m3 2 x 6.5 2 x 7.0 2 x 7.5 2 x 8.0 2 x 8.0
Compressor capacity, total m3/h 390 420 450 480 480
Non-reversible engine
Receiver volume (6 starts) m3 2 x 3.5 2 x 4.0 2 x 4.0 2 x 4.0 2 x 4.5
Compressor capacity, total m3/h 210 240 240 240 270
178 87 96-3.1
Fig. 6.01.09b: Capacities of starting air receivers and compressors for main engine
6.01.57
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Cylinder No. 4 5 6 7 8 9 10 11 12 13 14
L70MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 6.0 2 x 6.5 2 x 7.0 2 x 7.0 2 x 7.0
Compressor capacity, total m3/h 360 390 420 420 420
Non-reversible engine
Receiver volume (6 starts) m3 2 x 3.0 2 x 3.5 2 x 3.5 2 x 3.5 2 x 4.0
Compressor capacity, total m3/h 180 210 210 210 240
L70MC
Reversible engine
Receiver volume (12 starts) m3 2 x 5.5 2 x 6.0 2 x 6.5 2 x 6.5 2 x 7.0
Compressor capacity, total m3/h 330 360 390 390 420
Non-reversible engine
Receiver volume (6 starts) m3 2 x 3.0 2 x 3.5 2 x 3.5 2 x 3.5 2 x 3.5
Compressor capacity, total m3/h 180 210 210 210 210
S60MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 4.5 2 x 5.0 2 x 5.0 2 x 5.5 2 x 5.5
Compressor capacity, total m3/h 270 300 300 330 330
Non-reversible engine
Receiver volume (6 starts) m3 2 x 2.5 2 x 2.5 2 x 3.0 2 x 3.0 2 x 3.0
Compressor capacity, total m3/h 150 150 180 180 180
S60MC
Reversible engine
Receiver volume (12 starts) m3 2 x 4.0 2 x 4.5 2 x 5.0 2 x 5.0 2 x 5.0
Compressor capacity, total m3/h 240 270 300 300 300
Non-reversible engine
Receiver volume (6 starts) m3 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 3.0
Compressor capacity, total m3/h 150 150 150 150 180
L60MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 3.5 2 x 4.0 2 x 4.5 2 x 4.5 2 x 4.5
Compressor capacity, total m3/h 210 240 270 270 270
Non-reversible engine
Receiver volume (6 starts) m3 2 x 2.0 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5
Compressor capacity, total m3/h 120 150 150 150 150
L60MC
Reversible engine
Receiver volume (12 starts) m3 2 x 3.5 2 x 4.0 2 x 4.0 2 x 4.5 2 x 4.5
Compressor capacity, total m3/h 210 240 240 270 270
Non-reversible engine
Receiver volume (6 starts) m3 2 x 2.0 2 x 2.0 2 x 2.5 2 x 2.5 2 x 2.5
Compressor capacity, total m3/h 120 120 150 150 150
178 87 96-3.1
Fig. 6.01.09c: Capacities of starting air receivers and compressors for main engine
6.01.58
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Cylinder No. 4 5 6 7 8 9 10 11 12 13 14
S50MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 4.0 2 x 4.5 2 x 4.5 2 x 4.5 2 x 4.5
Compressor capacity, total m3/h 240 270 270 270 270
Non-reversible engine
Receiver volume (6 starts) m3 2 x 2.0 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5
Compressor capacity, total m3/h 120 150 150 150 150
S50MC
Reversible engine
Receiver volume (12 starts) m3 2 x 4.0 2 x 4.0 2 x 4.5 2 x 4.5 2 x 4.5
Compressor capacity, total m3/h 240 240 270 270 270
Non-reversible engine
Receiver volume (6 starts) m3 2 x 2.0 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5
Compressor capacity, total m3/h 120 150 150 150 150
L50MC
Reversible engine
Receiver volume (12 starts) m3 2 x 3.5 2 x 3.5 2 x 3.5 2 x 3.5 2 x 4.0
Compressor capacity, total m3/h 210 210 210 210 240
Non-reversible engine
Receiver volume (6 starts) m3 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0
Compressor capacity, total m3/h 120 120 120 120 120
S46MC-C
Reversible engine
Receiver volume (12 starts) m3 2 x 3.5 2 x 3.5 2 x 3.5 2 x 4.0 2 x 4.0
Compressor capacity, total m3/h 210 210 210 240 240
Non-reversible engine
Receiver volume (6 starts) m3 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0
Compressor capacity, total m3/h 120 120 120 120 120
S42MC
Reversible engine
Receiver volume (12 starts) m3 2 x 2.5 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0
Compressor capacity, total m3/h 150 180 180 180 180 180 180 180 180
Non-reversible engine
Receiver volume (6 starts) m3 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5
Compressor capacity, total m3/h 90 90 90 90 90 90 90 90 90
L42MC
Reversible engine
Receiver volume (12 starts) m3 2 x 2.0 2 x 2.0 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5
Compressor capacity, total m3/h 120 120 150 150 150 150 150 150 150
Non-reversible engine
Receiver volume (6 starts) m3 2 x 1.0 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5
Compressor capacity, total m3/h 60 90 90 90 90 90 90 90 90
178 87 96-3.1
Fig. 6.01.09d: Capacities of starting air receivers and compressors for main engine
6.01.59
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Cylinder No. 4 5 6 7 8 9 10 11 12 13 14
S35MC
Reversible engine
Receiver volume (12 starts) m3 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0
Compressor capacity, total m3/h 90 90 90 90 120 120 120 120 120
Non-reversible engine
Receiver volume (6 starts) m3 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0
Compressor capacity, total m3/h 60 60 60 60 60 60 60 60 60
L35MC
Reversible engine
Receiver volume (12 starts) m3 2 x 1.0 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5
Compressor capacity, total m3/h 60 90 90 90 90 90 90 90 90
Non-reversible engine
Receiver volume (6 starts) m3 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0
Compressor capacity, total m3/h 60 60 60 60 60 60 60 60 60
S26MC
Reversible engine
Receiver volume (12 starts) m3 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0
Compressor capacity, total m3/h 60 60 60 60 60 60 60 60 60
Non-reversible engine
Receiver volume (6 starts) m3 2 x 0.5 2 x 0.5 2 x 0.5 2 x 0.5 2 x 0.5 2 x 0.5 2 x 0.5 2 x 0.5 2 x 0.5
Compressor capacity, total m3/h 30 30 30 30 30 30 30 30 30
178 87 96-3.1
Fig. 6.01.09e: Capacities of starting air receivers and compressors for main engine
6.01.60
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Auxiliary System Capacities for The percentage power (PM%) and speed (nM%) of L1
Derated Engines for specified MCR (M) of the derated engine is used
as input in the above-mentioned diagrams, giving
The dimensioning of heat exchangers (coolers) and the % heat dissipation figures relative to those in the
pumps for derated engines can be calculated on the ‘List of Capacities’, Fig. 6.01.03 and 6.01.04.
basis of the heat dissipation values found by using
the following description and diagrams. Those for
the nominal MCR (L1), see Fig. 6.01.03, may also be
used if wanted.
kO = 1 + 0.27 x (1 – PO/PM)
178 24 39-8.0 Qlub% = 67.3009 x ln (nM%) + 7.6304 x ln (PM%) –245.0714
178 06 57-8.2
Fig. 6.01.10: Scavenge air cooler heat dissipation, Qair% in Fig. 6.01.12: Lubricating oil cooler, heat dissipation
point M, in % of L1 value and valid for PO = PM. Qlub% in % of L1 value
If service optimised, an extra correction kO is used
6.01.61
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Also the fuel oil circulating and supply pumps and Fuel oil supply pump 4.0 100
the fuel oil heater should remain unchanged. Fuel oil circulating pump 6.0 150
Lubricating oil pump:
In order to ensure a proper starting ability, the
starting air compressors and the starting air recei- K98, K98-C 4.8 70
vers must also remain unchanged. K90 4.7 70
S90-C, L90-C, K90-C, S80 4.6 70
The jacket cooling water pump capacity is relatively
low, and practically no saving is possible, it is there- S80-C, L80, K80-C 4.5 70
fore kept unchanged. S70-C 4.4 70
The seawater (cooling water) flow capacity for each S70, L70-C, L70, S60-C 4.3 70
of the scavenge air, lube oil and jacket water coolers S60 4.2 70
can be reduced proportionally to the reduced heat
L60-C, L60, S50-C 4.1 70
dissipations found in Figs. 6.01.10, 6.01.11 and
6.01.12, respectively. S50, L50, S46-C 4.0 70
S42, L42, S35 3.9 70
However, regarding the scavenge air cooler(s), the en-
L35 3.8 70
gine maker has to approve this reduction in order to
avoid too low a water velocity in the scavenge air S26 3.7 70
cooler pipes. Seawater pump 2.5 50
Central cooling water pump 2.5 80
As the jacket water cooler is connected in series
with the lubricating oil cooler, the water flow capac- Jacket water pump 3.0 100
ity for the latter is used also for the jacket water
cooler.
The pump head is based on a total pressure drop
If a central cooler is used, the above still applies, but across cooler and filter of maximum 1 bar.
the central cooling water capacities are used in-
stead of the above seawater capacities. The seawa- Flow velocities
ter flow capacity for the central cooler can be re- For external pipe connections, we prescribe the
duced in proportion to the reduction of the total following maximum velocities:
cooler heat dissipation. Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s
Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . 1.8 m/s
Cooling water . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
6.01.62
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Example 1:
Derated 6L60MC-C with high efficiency MAN B&W turbocharger with fixed pitch propeller, seawater
cooling system and with VIT fuel pumps.
As the engine is service optimised, the engine has to be equipped with VIT fuel pumps
Nominal MCR, (L1) PL1: 13,380 kW = 18,180 BHP (100.0%) 123.0 r/min (100.0%)
Specified MCR, (M) PM: 10,704 kW = 14,544 BHP (80.0%) 110.7 r/min (90.0%)
Optimised power, (O) PO: 9,901 kW = 13,453 BHP (74.8%) 108.3 r/min (88.0%), PO=93.5% of PM
Seawater pump
6.01.63
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Reversible engine
Receiver volume (12 starts) m3 2 x 4.5 2 x 4.5
Compressor capacity, total m3/h 270 270
Non-reversible engine
Receiver volume (6 starts) m3 2 x 2.5 2 x 2.5
Compressor capacity, total m3/h 150 150
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
178 22 68-3.0
The exhaust gas temperatures refer to after turbocharger
* Calculated in example 3, in this section
Fig. 6.01.13: Example 1 – Capacities of derated 6L60MC-C with high efficiency MAN B&W turbocharger and seawater
cooling system.
6.01.64
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
where
6.01.65
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
6.01.66
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Example 2:
Freshwater production from a derated 6S70MC-C with high efficiency MAN B&W turbocharger, with VIT
fuel pumps and with 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.
Nominal MCR, (L1) PL1: 18,660 kW = 25,320 BHP (100.0%) 91.0 r/min (100.0%)
Specified MCR, (M) PM: 14,928 kW = 20,256 BHP (80.0%) 81.9 r/min (90.0%)
Optimised power, (O) PO: 13,958 kW = 18,940 BHP (74.8%) 80.1 r/min (88.0%) PO = 93.5% of PM
Service rating, (S) PS: 11,942 kW = 16,205 BHP 76.0 r/min PS = 80.0% of PM
and PS = 85.6% of PO
The expected available jacket cooling water heat at Calculation of Exhaust Gas Amount and
service rating is found as follows: Temperature
6.01.67
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
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], see Fig. 6.01.16.
Mexh: exhaust gas amount in kg/h, to be found
Texh: exhaust gas temperature in °C, to be found
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)
178 30 58-0.0
Fig. 6.01.16: Summarising equations for exhaust gas amounts and temperatures
The partial calculations based on the influencing changes in specific exhaust gas amount and tem-
factors are described in the following: perature are found by using as input in diagrams
6.01.17 and 6.01.18 the corresponding percentage
a) Correction for choice of specified MCR point values (of L1) for specified MCR power PM% and
When choosing a specified MCR point ‘M’ other speed nM%.
than the nominal MCR point ‘L1’, the resulting
Fig. 6.01.17: Change of specific exhaust gas amount, Fig. 6.01.18: Change of exhaust gas temperature, DTM in
DmM%, in % of L1 value and independent of PO point M, in °C after turbocharger relative to L1 value and
valid for PO = PM
6.01.68
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
DmM%: 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. 6.01.17. For ambient conitions other than ISO 3046/1-1995
(E), and back-pressure other than 300 mm WC at
DTM: change in exhaust gas temperature after
specified MCR point (M), the correction factors
turbocharger relative to the L1 value, in °C,
stated in the table in Fig. 6.01.16 may be used as a
see Fig. 6.01.14. (PO = PM)
guide, and the corresponding relative change in the
exhaust gas data may be found from equations [7]
DTO: extra change in exhaust gas temperature and [8], shown in Fig. 6.01.20.
when service optimised in
Po% = (PO/PM) x 100%.
Exhaust gas back pressure at the specified MCR point + 100 mm WC + 5.0 °C – 1.1%
178 30 59-2.1
Fig. 6.01.19: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
DMamb% = – 0.41 x (Tair – 25) + 0.03 x (pbar – 1000) + 0.19 x (TCW – 25 ) – 0.011 x (DpM – 300) % [7]
DTamb = 1.6 x (Tair – 25) – 0.01 x (pbar – 1000) +0.1 x (TCW – 25) + 0.05 x (DpM– 300) °C [8]
178 30 60-2.1
Fig. 6.01.20: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure
6.01.69
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Fig. 6.01.21: Change of specific exhaust gas amount, Fig. 6.01.22: Change of exhaust gas temperature, DTs in
Dms% in % at part load, and valid for FPP and CPP °C at part load, and valid for FPP and CPP
6.01.70
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Example 3:
Expected exhaust data for a derated 6S70MC-C with high efficiency MAN B&W turbocharger, with fixed pitch
propeller and with VIT fuel pumps.
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.
Nominal MCR, (L1) PL1: 18,660 kW = 25,320 BHP (100.0%) 91.0 r/min (100.0%)
Specified MCR, (M) PM: 14,928 kW = 20,256 BHP (80.0%) 81.9 r/min (90.0%)
Optimised power, (O) PO: 13,958 kW = 18,940 BHP (74.8%) 80.1 r/min (88.0%) PO = 93.5% of
PM
DTM = – 8.1 °C
ML1 = 124200 kg/h
6.01.71
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
–0.0 100.0
(1 + )x = 98764 kg/h
100 100
T e x h , M= 235 °C -/+15 °C
6.01.72
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
1.3 Valves, gate valves, cocks and flaps 3 Valves, gate valves, cocks and flaps
2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight
2.3 Tee pipe 3.6 Non-return valve (flap), straight, screw down
2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down
178 30 61-4.0
Fig. 6.01.24a: Basic symbols for piping
6.01.73
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
3.30 Cock, four-way, straight through in plug 5.7 Gear or screw pump
3.33 Cock, angle, with bottom connection 5.10 Various accessories (text to be added)
178 30 61-4.0
6.01.74
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
6.6 Air pipe with cover and net 7 Indicating instruments with ordinary symbol designations
6.7 Air pipe with pressure vacuum valve 7.1 Sight flow indicator
6.8 Air pipe with pressure vacuum valve with net 7.2 Observation glass
6.9 Deck fittings for sounding or filling pipe 7.3 Level indicator
6.10 Short sounding pipe with selfclosing cock 7.4 Distance level indicator
7.6 Recorder
The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19
178 30 61-4.0
6.01.75
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Pressurised Fuel Oil System This automatic circulation of preheated fuel during
engine standstill is the background for our recom-
The system is so arranged that both diesel oil and mendation:
heavy fuel oil can be used, see Fig. 6.02.01.
constant operation on heavy fuel
From the service tank the fuel is led to an electrically
driven supply pump by means of which a pressure In addition, if this recommendation was not fol-
of approximately 4 bar can be maintained in the low lowed, there would be a latent risk of diesel oil and
pressure part of the fuel circulating system, thus heavy fuels of marginal quality forming incompatible
avoiding gasification of the fuel in the venting box in blends during fuel change over. Therefore, we
the temperature ranges applied. strongly advise against the use of diesel oil for oper-
ation of the engine – this applies to all loads.
The venting box is connected to the service tank via
an automatic deaerating valve, which will release In special circumstances a change-over to diesel oil
any gases present, but will retain liquids. may become necessary – and this can be performed
at any time, even when the engine is not running.
From the low pressure part of the fuel system the Such a change-over may become necessary if, for
fuel oil is led to an electrically-driven circulating instance, the vessel is expected to be inactive for a
pump, which pumps the fuel oil through a heater prolonged period with cold engine e.g. due to:
and a full flow filter situated immediately before the
inlet to the engine. • docking
• stop for more than five days’
To ensure ample filling of the fuel pumps, the capac- • major repairs of the fuel system, etc.
ity of the electrically-driven circulating pump is • environmental requirements
higher than the amount of fuel consumed by the die-
sel engine. Surplus fuel oil is recirculated from the The built-on overflow valves, if any, at the supply
engine through the venting box. pumps are to be adjusted to 5 bar, whereas the ex-
ternal by-pass valve is adjusted to 4 bar. The pipes
To ensure a constant fuel pressure to the fuel injec- between the tanks and the supply pumps shall have
tion pumps during all engine loads, a spring loaded minimum 50% larger passage area than the pipe
overflow valve is inserted in the fuel oil system on between the supply pump and the circulating pump.
the engine.
The remote controlled quick-closing valve at inlet
The fuel oil pressure measured on the engine (at fuel ‘X’ to the engine (Fig. 6.02.01) is required by MAN
pump level) should be 7-8 bar, equivalent to a circu- B&W in order to be able to stop the engine immedi-
lating pump pressure of 10 bar. ately, especially during quay and sea trials, in the
event that the other shut-down systems should fail.
When the engine is stopped, the circulating pump will This valve is yard’s supply and is to be situated as
continue to circulate heated heavy fuel through the close as possible to the engine. If the fuel oil pipe ‘X’
fuel oil system on the engine, thereby keeping the at inlet to engine is made as a straight line immedi-
fuel pumps heated and the fuel valves deaerated. ately at the end of the engine, it will be necessary to
mount an expansion joint. If the connection is
made as indicated, with a bend immediately at the
end of the engine, no expansion joint is required.
6.02.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 46 91-0.0
Fig. 6.02.01: Fuel oil system commen for main engine and Holeby GenSets
6.02.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
The introduction of the pump sealing arrangement, A separate booster pump, supplies diesel oil from
the so-called ‘umbrella’ type, has made it possible the MDO tank to the GenSet engines and returns
to omit the separate camshaft lubricating oil system. any excess oil to the tank. In order to ensure opera-
tion of the booster pump, in the event of a
The umbrella type fuel oil pump has an additional black-out, the booster pump must have an immedi-
external leakage rate of clean fuel oil through AD. ate possibility of being powered by compressed air
or by power supplied from the emergency genera-
The flow rate in litres is approximately: tor.
0.10 litres/cyl. h
S26MC, L35MC A 3-way valve is installed immediately before each
0.15 litres/cyl. h
S35MC GenSet for change-over between the pressurised
0.20 litres/cyl. h
S42MC, L42MC and the open MDO (Marine Diesel Oil) supply sys-
0.30 litres/cyl. h
S46MC-C, S50MC-C tem.
0.45 litres/cyl. h
S50MC, L50MC
0.50 litres/cyl. h
L60MC In the event of a black-out, the 3-way valve at each
0.60 litres/cyl. h
S60MC, S60MC-C, GenSet will automatically change over to the MDO
L60MC-C,L70MC supply system. The internal piping on the GenSets
0.75 litres/cyl. h S70MC, S70MC-C, L70MC-C, will then, within a few seconds, be flushed with MDO
L80MC, K80MC-C, K90MC-C, and be ready for start up.
K90MC L90MC-C
1.00 litres/cyl. h S80MC, S80MC-C
1.25 litres/cyl. h K98MC-C, K98MC, S90MC-C
Operation in port
The purpose of the drain ‘AF’ is to collect the unin-
tentional leakage from the high pressure pipes. The During operation in port, when the main engine is
drain oil is lead to a fuel oil sludge tank. The ‘AF’ stopped but power from one or more GenSet is still
drain can be provided with a box for giving alarm in required, the supply pump, should be runnning. One
case of leakage in a high pressure pipes. circulating pump should always be kept running
when there is heavy oil in the piping.
Owing to the relatively high viscosity of the heavy
fuel oil, it is recommended that the drain pipe and The by-pass line with overflow valve, item 1, be-
the tank are heated to min. 50 °C. tween the inlet and outlet of the main engine, serves
the purpose of by-passing the main engine if, for
The drain pipe between engine and tank can be instance, a major overhaul is required on the main
heated by the jacket water, as shown in Fig. 6.02.01. engine fuel oil system. During this by-pass, the
Flange ‘BD’. overflow valve takes over the function of the inter-
nal overflow valve of the main engine.
Operation at sea
6.02.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Fuel oils
Marine diesel oil:
6.02.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
The influence of water emulsification into the fuel oil In case the pressure drops in the fuel oil line, the ho-
reduces the NOx emission with about 1% per 1% mogenised water will evaporate, damaging the
water added to the fuel, up to about 20%. emulsion and creating supply problems. This situa-
tion is avoided by installing a third air driven supply
Emulsification of water in a Heavy Fuel Oil (HFO) is pump, which keeps the pressure as long as air is left
stable for long time, whereas emulsification of water in the tank ‘S’.
in Marine Diesel Oil is only stable for a short period
unless an emulsifying agent is applied. Before the tank is empty, an alarm is given and the
drain valve is opened, which will drain off the emul-
As both the MAN B&W two-stroke main engine and sion and replace it with HFO or diesel oil from the
the Holeby GenSets are designed to run on emulsi- service tank.
fied HFO, can be used a common system.
The drain system is at the atmospheric pressure, so
It is supposed that both the main engine and the water will be steamed off, and the drain tank
GenSets are running on the same fuel, either HFO or shall thus be designed accordingly.
homogenised HFO / water.
Special arrangements are available on request for a Impact on the auxiliary systems
more sophisticated system in which the GenSets
can run with or without homogenised HFO / water, if Please note that if the engine operates with water
the main engine is running on it. emulsified fuel, in order to reduce the NOx emission,
the exhaust gas temperature will decrease due to
Please note that the fuel pump injection capacity the reduced air / exhaust gas ratio and the increased
shall be confirmed for main engine and the GenSets specific heat of the exhaust gas.
for the % of water emulsion chosen.
This will have an impact on the calculation and de-
sign of the following items:
Temperature and pressure • Fresh water generators
• Energy for production of fresh water
As the fuel viscosity increases when water is added
by emulsifying, the heating temperature has to be • Jacket water system
increased to about 170 °C in order to keep the injec-
• Waste heat recovery system
tion viscosity at 10-15 cSt.
• Exhaust gas boiler
The higher temperature calls for a higher pressure to
• Storage tank for fresh water
prevent cavitation and steam formation in the sys-
tem. The inlet pressure is thus set to 13 bar. For further details about water emulsified fuel see
our publications:
In order to avoid temperature chock when mixing
fuel and water in the homogeniser the water inlet P.333: ‘How to deal with Emission Control’
temperature is to be set to 70 - 90 °C. and
P.331: ‘Emission control, two-stroke
low-speed engines’
6.02.05
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
198 99 01-8.1
a) Tracing fuel oil lines of max. 150 °C The letters refer to the ‘List of flanges’.
b) Tracing of fuel oil drain lines: maximum 90
°C, min. 50 °C f. inst. by jacket cooling water
Fig. 6.02.02: Fuel/water emulsification system common for main engine and Holeby GenSets
6.02.06
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 46 92-2.1
The letters refer to ‘List of flanges’
* Venting for MAN B&W or Mitsubishi turbochargers
Since mid 1995 we have introduced as standard, The system supplies lubricating oil through inlet ‘R’,
the so called ‘umbrella’ type of fuel pump for which to the engine bearings and through ‘U’ to cooling oil
reason a separate camshaft lube oil system is no to the pistons etc.
longer necessary.
For some engine types the ‘R’ and ‘U’ inlet can be
As a consequence the uni-lubricating oil system is combined in ‘RU’ as shown in Fig. 6.03.01.
fitted with two small booster pumps for exhaust
valve actuators lube oil supply ‘Y’ and/or the cam- Turbochargers with slide bearings are normally
shaft for engine of the 50 type and larger, depending lubricated from the main engine system .
on the specific engine type, see Fig. 6.03.01.
Separate inlet ‘AA’ and outlet ‘AB’ can be fitted for
Please note that no booster pumps are required on the lubrication of the turbocharger(s) on the 98 to
S46MC-C, S42MC, L42MC, S35MC, L35MC and 60-types, and the venting is through ‘E’ directly to
S26MC produced according to plant specifications the deck
orderd after January 2000. .
6.03.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Before starting the engine for the first time, the lubri- Alkaline circulating oils are generally superior in this
cating oil system on board has to be cleaned in ac- respect.
cordance with MAN B&W’s recommendations:
‘Flushing of Main Lubricating Oil System’, which is Circulating oil
Company SAE 30/TBN 5-10
available on request.
Elf-Lub. Atlanta Marine D3005
BP Energol OE-HT-30
Castrol Marine CDX-30
Chevron Veritas 800 Marine
Exxon Exxmar XA
Fina Alcano 308
Mobil Mobilgard 300
Shell Melina 30/30S
Texaco Doro AR 30
6.03.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
6.04.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 23 12-6.0
MAN B&W Alpha Cylinder The whole system is controlled by the Master Con-
Lubrication System trol Unit (MCU) which calculates the injection fre-
quency on the basis of the engine-speed signal
The MAN B&W Alpha cylinder lubrication system, given by the tacho signal (ZE) and the fuel index.
Fig. 6.04.02, is designed to supply cylinder oil inter-
mittently, e.g. every four engine revolutions, at a The MCU is equipped with a Backup Control Unit
constant pressure and with electronically controlled (BCU) which, if the MCU malfunctions, activates an
timing and dosage at a defined position. alarm and takes control automatically or manually,
via a switchboard unit (SBU).
Cylinder lubricating oil is fed to the engine by means
of a pump station which is mounted on the engine. The electronic lubricating system incorporates all
the lubricating oil functions of the mechanical sys-
The oil fed to the injectors is pressurised by means tem, such as ‘speed dependent, mep dependent,
of one or two lubricators on each cylinder, equipped and load change dependent’.
with small multi-piston pumps. The amount of oil fed
to the injectors can be finely tuned with an adjusting Prior to start up, the cylinders can be pre-lubricated
screw, which limits the length of the piston stroke. and, during the running-in period, the operator can
choose to increase the lube oil feed rate by 25%,
50% or 100%.
6.04.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 43 81-8.0
Hans Jensen Mechanical Cylinder system which controls the dosage in proportion to
Lubricators the mean effective pressure (mep).
The lubricator(s) have a built-in capability for adjust- The ‘speed dependent’ as well as the ‘mep depend-
ment of the oil quantity. They are of the ‘Sight Feed ent’ lubricator can be equipped with a ‘Load
Lubricator’ type and are provided with a sight glass Change Dependent’ system, such that the cylinder
for each lubricating point. feed oil rate is automatically increased during start-
ing, manoeuvring and, preferably, during sudden
The lubricators are fitted with: load changes, see Fig. 6.04.06.
• Electrical heating coils The signal for the ‘load change dependent’ sys-
tem comes from the electronic governor.
6.04.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 45 03-1.0
6.04.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
For engines running on heavy fuel, it is important We therefore consider the piston rod stuffing box
that the oil drained from the piston rod stuffing drain oil cleaning system as an option, and recom-
boxes is not led directly into the system oil, as the oil mend that this relatively small amount of drain oil is
drained from the stuffing box is mixed with sludge used for other purposes or is burnt in the incinerator.
from the scavenge air space.
If the drain oil is to be re-used as lubricating oil, it will
The performance of the piston rod stuffing box on be necessary to install the stuffing box drain oil
the MC engines has proved to be very efficient, pri- cleaning system shown below.
marily because the hardened piston rod allows a
higher scraper ring pressure. As an alternative to the tank arrangement shown,
the drain tank (001) can, if required, be designed as
The amount of drain oil from the stuffing boxes is a bottom tank, and the circulating tank (002) can be
about 5 - 10 litres/24 hours per cylinder during nor- installed at a suitable place in the engine room.
mal service. In the running-in period, it can be
higher. The above mentoned cleaning system for stuffing
box drain oil is not applicable for the S26MC.
178 47 09-3.0
The letters refer to ‘List of flanges’
6.05.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
6.05.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
The water cooling can be arranged in several config- Central cooling system
urations, the most common system choice being:
The advantages of the central cooling system are:
• A seawater cooling system
and a jacket cooling water system • Only one heat exchanger cooled by seawater,
and thus, only one exchanger to be overhauled
• A central cooling water system,
with three circuits: • All other heat exchangers are freshwater cooled
a seawater system and can, therefore, be made of a less expensive
a low temperature freshwater system material
a jacket cooling water system
• Few non-corrosive pipes to be installed
• Expensive seawater piping of non-corrosive An arrangement common for the main engine and
materials such as galvanised steel pipes or MAN B&W Holeby auxiliary engines is shown in
Cu-Ni pipes. Figs. 6.06.01. and 6.06.02.
6.06.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 46 93-4.1
Fig. 6.06.01 : Seawater cooling system common for main engine and Holeby GenSets
6.06.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Seawater Cooling System available in the system. This ensures the lowest
possible scavenge air temperature, and thus opti-
The seawater cooling system is used for cooling, the mum cooling is obtained with a view to the highest
main engine lubricating oil cooler, the jacket water possible thermal efficiency of the engines.
cooler and the scavenge air cooler, and the cam-
shaft lube oil cooler, if fitted. Since the system is seawater cooled, all compo-
nents are to be made of seawater resistant materi-
The lubricating oil cooler for a PTO step-up gear should als.
be connected in parallel with the other coolers. The
capacity of the SW pump is based on the outlet With both the main engine and one or more auxiliary
temperature of the SW being maximum 50 °C after engines in service, the seawater pump, supplies
passing through the coolers – with an inlet tempera- cooling water to all the coolers and, through
ture of maximum 32 °C (tropical conditions), i.e. a non-return valve, item A, to the auxiliary engines.
maximum temperature increase of 18 °C. The port service pump is inactive.
Operation at sea
6.06.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 46 94-6.0
Fig. 6.06.02 : Jacket cooling water system common for main engine and Holeby GenSets
6.06.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Jacket Cooling Water System There is one common expansion tank, for the main
engine and the GenSets.
The jacket cooling water system, shown in Fig.
6.06.02, is used for cooling the cylinder liners, cylinder To prevent the accumulation of air in the jacket wa-
covers and exhaust valves of the main engine and ter system, a deaerating tank, is to be installed.
heating of the fuel oil drain pipes.
An alarm device is inserted between the deaerating
The jacket water pump draws water from the jacket tank and the expansion tank, so that the operating
water cooler outlet and delivers it to the engine. crew can be warned if excess air or gas is released,
as this signals a malfunction of engine components.
At the inlet to the jacket water cooler there is a ther-
mostatically controlled regulating valve, with a sen-
sor at the engine cooling water outlet, which keeps Operation in port
the main engine cooling water outlet at a tempera-
ture of 80 °C. The main engine is preheated by utilising hot water
from the GenSets. Depending on the size of main
The engine jacket water must be carefully treated, engine and GenSets, an extra preheater may be
maintained and monitored so as to avoid corrosion, necessary.
corrosion fatigue, cavitation and scale formation. It
is recommended to install a preheater if preheating This preheating is activated by closing valves A and
is not available from the auxiliary engines jacket opening valve B.
cooling water system.
Activating valves A and B will change the direction
The venting pipe in the expansion tank should end of flow, and the water will now be circulated by the
just below the lowest water level, and the expansion auxiliary engine-driven pumps.
tank must be located at least 5 m above the engine
cooling water outlet pipe. From the GenSets, the water flows through valve B
directly to the main engine jacket outlet. When the
MAN B&W’s recommendations about the fresh- water leaves the main engine, through the jacket in-
water system de-greasing, descaling and treatment let, it flows to the thermostatically controlled 3-way
by inhibitors are available on request. valve.
The freshwater generator, if installed, may be con- As the temperature sensor for the valve in this oper-
nected to the seawater system if the generator does ating mode is measuring in a non-flow, low temper-
not have a separate cooling water pump. The gener- ature piping, the valve will lead most of the cooling
ator must be coupled in and out slowly over a period water to the jacket water cooler.
of at least 3 minutes.
The integrated loop in the GenSets will ensure a
For external pipe connections, we prescribe the 3 constant temperature of 80 °C at the GenSets out-
following maximum water velocities: let, the main engine will be preheated, and GenSets
on stand-by can also be preheated by operating
Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s valves F3 and F1.
Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
6.06.05
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 47 05-6.0
The central cooling water system is characterised cooler as low as possible also applies to the central
by having only one heat exchanger cooled by sea- cooling system. This means that the temperature
water, and by the other coolers, including the jacket control valve in the FW-LT circuit is to be set to mini-
water cooler, being cooled by the freshwater low mum 10 °C, whereby the temperature follows the
temperature (FW-LT) system. outboard seawater temperature when this exceeds
10 °C.
In order to prevent too high a scavenge air tempera-
ture, the cooling water design temperature in the For external pipe connections, we prescribe the fol-
FW-LT system is normally 36 °C, corresponding to a lowing maximum water velocities:
maximum seawater temperature of 32 °C.
Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
Our recommendation of keeping the cooling water Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s
inlet temperature to the main engine scavenge air Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
6.07.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Central Cooling System, common for the cooling water through the main engine to the
Main Engine and Holeby GenSets fresh water generator, and the jacket water cooler.
Operation at sea
6.07.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 46 95-8.0
Fig. 6.07.02 Central cooling system common for main engine and Holeby GenSets
6.07.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 47 04-4.0
The starting air of 30 bar is supplied by the starting Please note that the air consumption for control air,
air compressors in Fig. 6.08.01 to the starting air re- safety air, turbocharger cleaning, sealing air for ex-
ceivers and from these to the main engine inlet ‘A’. haust valve and for fuel valve testing unit are momen-
tary requirements of the consumers.The capacities
Through a reducing station, compressed air at 7 bar stated for the air receivers and compressors in the
is supplied to the engine as: ‘List of Capacities’ cover the main engine require-
ments and starting of GenSets.
• Control air for manoeuvring system, and for
exhaust valve air springs, through ‘B’ The main starting valve ‘A’ on the engine is combined
with the manoeuvring system, which controls the start
• Safety air for emergency stop through ‘C’ of the engine.
6.08.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 46-97-1.1
Fig. 6.07.02: Starting air system common for main engine and Holeby GenSets
6.08.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 07 27-4.1
The engines are supplied with scavenge air from • On aft on end
one or more turbochargers either located on the 50, 46-types
exhaust side of the engine or on the aft end of the 4-9-cylinder 42, 35 and 26-types
engine, if only one turbocharger is applied. Optionally on 60-types.
6.09.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
The scavenge air system, Fig. 6.09.01 is an inte- Air cooler cleaning
grated part of the main engine.
The air side of the scavenge air cooler can be
The heat dissipation and cooling water quantities cleaned by injecting a grease dissolvent through
stated in the ‘List of capacities’ in section 6.01 are ‘AK’, see Fig. 6.09.02 to a spray pipe arrangement
based on MCR at tropical conditions, i.e. a SW tem- fitted to the air chamber above the air cooler ele-
perature of 32 °C, or a FW temperature of 36 °C, and ment.
an ambient air inlet temperature of 45 °C.
Sludge is drained through ‘AL’ to the bilge tank, and
the polluted grease dissolvent returns from ‘AM’,
Auxiliary Blowers through a filter, to the chemical cleaning tank. The
cleaning must be carried out while the engine is at
The engine is provided with two or more electrically standstill.
driven auxiliary blowers. Between the scavenge air
cooler and the scavenge air receiver, non-return
valves are fitted which close automatically when the Scavenge air box drain system
auxiliary blowers start supplying the scavenge air.
The scavenge air box is continuously drained
The auxiliary blowers start operating consecutively through ‘AV’, see Fig. 6.09.03, to a small ‘pressur-
before the engine is started and will ensure com- ised drain tank’, from where the sludge is led to the
plete scavenging of the cylinders in the starting sludge tank. Steam can be applied through ‘BV’, if
phase, thus providing the best conditions for a safe required, to facilitate the draining.
start.
The continuous drain from the scavenge air box
During operation of the engine, the auxiliary blowers must not be directly connected to the sludge tank
will start automatically whenever the engine load is owing to the scavenge air pressure. The ‘pressur-
reduced to about 30-40%, and will continue operat- ised drain tank’ must be designed to withstand full
ing until the load again exceeds approximately scavenge air pressure and, if steam is applied, to
40-50%. withstand the steam pressure available.
If one of the auxiliary blowers is out of action, the The drain line for the air cooler system is, during run-
other auxiliary blower will function in the system, ning, used as a permanent drain from the air cooler
without any manual readjustment of the valves being water mist catcher. The water is led though an ori-
necessary. fice to prevent major losses of scavenge air. The
system is equipped with a drain box, where a level
For further information please refer to the respective switch is mounted, indicating any excessive water
project guides and our publication: level.
6.09.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 06 16-0.0
6.09.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 06 17-2.0
The letters refer to ‘List of flanges’
6.09.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 07 27-4.1
6.10.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
• Silencer
Exhaust Gas System for main engine
• Spark arrester (compensators)
At specified MCR (M), the total back-pressure in the
exhaust gas system after the turbocharger – indi- • Expansion joints
cated by the static pressure measured in the round
piping after the turbocharger – must not exceed 350 • Pipe bracings.
mm WC (0.035 bar).
6.10.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
In connection with dimensioning the exhaust gas measured at the top of the exhaust gas transition
piping system, the following parameters must be piece of the turbocharger outlet are indicated in the re-
observed: spective Project Guides as DA and DR.
• Exhaust gas flow rate The movements stated are related to the engine
seating. The figures indicate the axial and the lateral
• Exhaust gas temperature at turbocharger outlet movements related to the orientation of the expan-
sion joints.
• Maximum pressure drop through exhaust gas
system The expansion joints are to be chosen with an elas-
ticity that limit the forces and the moments of the ex-
• Maximum noise level at gas outlet to atmo- haust gas outlet flange of the turbocharger as stated
sphere for each of the turbocharger makers in the corre-
sponding Project Guide.
• Maximum force from exhaust piping on
turbocharger(s)
Exhaust gas boiler
• Sufficient axial and lateral elongation abitity of
expansion joints Engine plants are usually designed for utilisation of
the heat energy of the exhaust gas for steam pro-
• Utilisation of the heat energy of the exhaust duction (or for heating of thermal oil system).
gas.
The exhaust gas passes an exhaust gas boiler
Items that are to be calculated or read from tables which is usually placed near the engine top or in the
are: funnel.
Exhaust gas mass flow rate, temperature and maxi- It should be noted that the exhaust gas temperature
mum back pressure at turbocharger gas outlet and flow rate are influenced by the ambient condi-
tions, for which reason this should be considered
• Diameter of exhaust gas pipes when the exhaust gas boiler is planned.
• Utilising the exhaust gas energy At specified MCR, the maximum recommended
pressure loss across the exhaust gas boiler is nor-
• Attenuation of noise from the exhaust pipe out- mally 150 mm WC.
let
This pressure loss depends on the pressure losses
• Pressure drop across the exhaust gas system in the rest of the system as mentioned above. There-
fore, if an exhaust gas silencer/spark arrester is not
• Expansion joints. installed, the acceptable pressure loss across the
boiler may be somewhat higher than the max. of 150
mm WC, whereas, if an exhaust gas silencer/spark
Exhaust gas compensator after turbocharger arrester is installed, it may be necessary to reduce
the maximum pressure loss.
When dimensioning the compensator for the expan-
sion joint on the turbocharger gas outlet transition The above-mentioned pressure loss across the si-
pipe, the exhaust gas pipe and components, are to be lencer and/or spark arrester shall include the pres-
so arranged that the thermal expansions are absorbed sure losses from the inlet and outlet transition
by expansion joints. The heat expansion of the pipes pieces.
and the components is to be calculated based on a
temperature increase from 20 °C to 250 °C. The verti-
cal and horizontal thermal expansion of the engine
6.10.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Spark arrester
6.10.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
In the ‘Manual’ position the engine is controlled from • Revolution transmitter (pick-ups)
the engine side manoeuvring console by the push
buttons START, STOP, and the AHEAD/ASTERN. • Electronic governor panel
The load is controlled by the “Engine side speed set-
ting” handwheel. • Power supply unit
In the ‘Remote’ position all signals to the engine are • Pressure transmitter for scavenge air.
electronic or pneumatic for 50-26-types, the
START, STOP, AHEAD and ASTERN signals acti- The actuator, revolution transmitter and the pres-
vate the solenoid valves EV684, EV682, EV683 and sure transmitter are mounted on the engine.
EV685, respectively.
The electronic governors must be tailor-made, and
the specific layout of the system must be mutually
Shutdown system agreed upon by the customer, the governor supplier
and the engine builder.
The engine is stopped by activating the puncture
valves located in the fuel pumps either at normal It should be noted that the shutdown system, the
stopping or at shutdown by activating solenoid governor and the remote control system must be
valve EV658. compatible if an integrated solution is to be obtained.
The standard manoeuvring system does not feature A typical example of a “conventional” marine instal-
slow turning before starting, but for Unattended Ma- lation is:
6.11.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
• An engine directly coupled to a fixed pitch propeller Controllable Pitch Propeller (CPP)
• An engine directly coupled to a controllable pitch
propeller, without clutch and without extreme de- For plants with CPP, two alternatives are available:
mands on the propeller pitch change • Non-reversible engine
If a controllable pitch propeller is coupled to the
• Plants with controllable pitch propeller with a
engine, the manoeuvring system diagram has to
shaft generator of less than 15% of the engine’s
be simplified as the reversing is to be omitted.
MCR output.
With a view to such an installation, the engine can be
The fuel pump roller guides are provided with
equipped with a Woodward governor on the
non-displaceable rollers.
46-26-types or with a ‘conventional’ electronic gov-
ernor approved by MAN B&W, e.g.: • Engine with emergency reversing
The manoeuvring system on the engine is identi-
• Lyngsø Marine A/S electronic governor system, cal to that for reversible engines, as the interlock-
type EGS 2000 or EGS 2100 ing of the reversing is to be made in the electronic
remote control system.
• Kongsberg Norcontrol Automation A/S digital From the engine side manoeuvring console it is
governor system, type DGS 8800e possible to start, stop and reverse the engine,as
well as from the engine control room console, but
• Siemens digital governor system, type SIMOS not from the bridge.
SPC 55.
6.11.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
98-90-80-types
178 46 65-9.0
Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP, with remote control
6.11.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
70-60-types
178 44 39-6.1
Fig. 6.11.02: Diagram of manoeuvring system for reversible engine with FPP, with remote control
6.11.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
50-46-42-35-26-types
Fig. 6.11.03: Diagram of manoeuvring system, reversible engine with FPP and mechanical-hydraulic governor prepared for
remote control
6.11.05
Vibration Aspects 7
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
7.01
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
7.02
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 06 76-9.0
Fig. 7.03: 1st order moment compensator
7.03
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
2nd order moments on 4, 5 and 6-cylinder engines A decision regarding the vibrational aspects and the
possible use of compensators must be taken at the
The 2nd order moment acts only in the vertical di- contract stage. If no experience is available from sis-
rection. Precautions need only to be considered for ter ships, which would be the best basis for deciding
four, five and six cylinder engines in general. whether compensators are necessary or not, it is ad-
visable to make calculations to determine which of
Resonance with the 2nd order moment may occur the solutions (1), (2), (3) or (4) should be applied.
at hull vibrations with more than three nodes. Con-
trary to the calculation of natural frequency with 2 Experience with our two-stroke slow speed engines
and 3 nodes, the calculation of the 4 and 5 node has shown that propulsion plants with small bore
naural frequencies for the hull is a rather compre- engines (S/L42MC, S/L35MC and S26MC) are less
hensive procedure and, despite advanced calcula- sensitive regarding hull vibrations exited by 2nd or-
tion methods, is often not very accurate. der moments than the lager bore engines. There-
fore, these engines do not have engine driven 2nd
A 2nd order moment compensator comprises two order moment compensators.
counter-rotating masses running at twice the en-
gine speed. 2nd order moment compensators are If compensator(s) are omitted, the engine can be de-
not included in the basic extent of delivery. livered prepared for the fitting of compensators later
on. The decision for preparation must also be taken
Several solutions, as shown in Fig. 7.04, are avail- at the contract stage. Measurements taken during
able to cope with the 2nd order moment, out of the sea trial, or later in service and with fully loaded
which the most cost efficient one can be chosen in ship, will be able to show whether compensator(s)
the individual case, e.g. have to be fitted or not.
7.04
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
4 node
3 node
F2C
Lnode
M2V
Centreline
crankshaft M2V
198 06 80-4.1
Fig. 7.04: Optional 2nd order moment compensators
7.05
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 46 98-3.0
Fig 7.05: Power Related Unbalance (PRU) values in Nm/kW for S-MC/MC-C engines
7.06
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
Fig. 7.06: Power Realted Unbalance (PRU) values in Nm/kW for L-MC/MC-C engines
7.07
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 47 00-7.1
Fig. 7.07: Power Related Unbalance (PRU) value in Nm/kW for K-MC/MC-C engines
7.08
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
178 06 81-6.2
Fig. 7.08: H-type and X-type force moments
Guide Force Moments As this system is very difficult to calculate with the
necessary accuracy, MAN B&W Diesel strongly
The so-called guide force moments are caused by recommend that a top bracing is installed be-
the transverse reaction forces acting on the cross- tween the engine's upper platform brackets and
heads due to the connecting rod/crankshaft mecha- the casing side. The only exception is the S26MC
nism. These moments may excite engine vibrations, which is so small that we consider guide force mo-
moving the engine top athwartships and causing a ments to be insignificant.
rocking (excited by H-moment) or twisting (excited
by X-moment) movement of the engine as illustrated The mechanical top bracing comprises stiff connec-
in Fig. 7.08. tions (links) with friction plates and alternatively a
hydraulic top bracing, which allow adjustment to
The guide force moments corresponding to the the loading conditions of the ship. With both types
MCR rating (L1) are stated in the tables. of top bracing above-mentioned natural fre-
quency will increase to a level where resonance will
Top bracings occur above the normal engine speed. Details of
the top bracings are shown in section 5.
The guide force moments are harmless except
when resonance vibrations occur in the engine/dou-
ble bottom system.
7.09
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
During the years the definition of guide force moment has been discussed. Especially nowadays where com-
plete FEM-models are made to predict hull/engine interaction this definition has become important.
H-type Guide Force Moment (MH) X-type Guide Force Moment (MX)
Each cylinder unit produces a force couple consist- The X-type guide force moment is calculated based
ing of: on the same force couple as described above. How-
ever as the deflection shape is twisting the engine
1: A force at level of crankshaft centreline. each cylinder unit does not contribute with equal
amount. The centre units do not contribute very
2: Another force at level of the guide plane. The much whereas the units at each end contributes
position of the force changes over one revo- much.
lution, as the guide shoe reciprocates on the
guide plane. A so-called ‘Bi-moment’ can be calculated (fig. 7.08):
For modelling purpose the size of the forces in the MX = ‘Bi-Moment’/ L kNm
force couple is:
For modelling purpose the size of the four (4) forces
Force = MH / L kN (see fig. 7.08) can be calculated:
As the interaction between engine and hull is at the LX : is horizontal length between ‘force points’ (fig. 7.08)
engine seating and the top bracing positions, this
force couple may alternatively be applied in those Similar to the situation for the H-type guide force
positions with a vertical distance of (LZ). Then the moment, the forces may be applied in positions
force can be calculated as: suitable for the FEM model of the hull. Thus the
forces may be referred to another vertical level LZ
ForceZ = MH / LZ kN above crankshaft centreline.These forces can be
calculated as follows:
Any other vertical distance may be applied, so as to Mx • L
accommodate the actual hull (FEM) model. ForceZ,one point = kN
Lz • Lx
The force couple may be distributed at any number
of points in longitudinal direction. A reasonable way
of dividing the couple is by the number of top brac-
ing, and then apply the forces in those points.
7.10
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
In order to calculate the forces it is necessary to nected by torsional springs. The gas pressure of the
know the lengths of the connecting rods = L, which engine acts through the connecting rod mechanism
are: with a varying torque on each crank throw, exciting
torsional vibration in the system with different fre-
Engine Engine quencies.
L in mm L in mm
Type Type
K98MC 3220 S60MC-C 2460 In general, only torsional vibrations with one and two
K98MC-C 3090 S60MC 2628 nodes need to be considered. The main critical or-
S90MC-C 3270 L60MC-C 2280
der, causing the largest extra stresses in the shaft
L90MC-C 3406 L60MC 2340
K90MC 3510 S50MC-C 2050 line, is normally the vibration with order equal to the
K90MC-C 3159 S50MC 2190 number of cylinders, i.e., five cycles per revolution
S80MC-C 3280 L50MC 1950 on a five cylinder engine. This resonance is posi-
S80MC 3504 S46MC-C 1980 tioned at the engine speed corresponding to the
L80MC 3120 S42MC 2025
natural torsional frequency divided by the number of
K80MC-C 2920 L42MC 1638
S70MC-C 2870 S35MC 1600 cylinders.
S70MC 3066 L35MC 1260
L70MC-C 2660 S26MC 1125 The torsional vibration conditions may, for certain
L70MC 2730 installations require a torsional vibration damper.
Axial Vibrations Based on our statistics, this need may arise for the
following types of installation:
When the crank throw is loaded by the gas pressure
through the connecting rod mechanism, the arms • Plants with controllable pitch propeller
of the crank throw deflect in the axial direction of
the crankshaft, exciting axial vibrations. Through • Plants with unusual shafting layout and for special
the thrust bearing, the system is connected to the owner/yard requirements
ship’s hull.
• Plants with 8, 11 or 12-cylinder engines.
Generally, only zero-node axial vibrations are of in-
terest. Thus the effect of the additional bending The so-called QPT (Quick Passage of a barred
stresses in the crankshaft and possible vibrations speed range Technique), is an alternative option to a
of the ship`s structure due to the reaction force in torsional vibration damper, on a plant equipped with
the thrust bearing are to be considered. a controllable pitch propeller. The QPT could be im-
plemented in the governor in order to limit the vibra-
An axial damper is fitted as standard to all MC en- tory stresses during the passage of the barred
gines minimising the effects of the axial vibrations. speed range.
For an extremely long shaft line in certain large size The application of the QPT has to be decided by the
container vessels, a second axial vibration damper engine maker and MAN B&W Diesel A/S based on fi-
positioned on the intermediate shaft, designed to nal torsional vibration calculations.
control the on-node axial vibrations can be applied.
Four, five and six-cylinder engines, require special
attention. On account of the heavy excitation, the
Torsional Vibrations natural frequency of the system with one-node vi-
bration should be situated away from the normal op-
The reciprocating and rotating masses of the en- erating speed range, to avoid its effect. This can be
gine including the crankshaft, the thrust shaft, the achieved by changing the masses and/or the stiff-
intermediate shaft(s), the propeller shaft and the ness of the system so as to give a much higher, or
propeller are for calculation purposes considered much lower, natural frequency, called undercritical
as a system of rotating masses (inertias) intercon- or overcritical running, respectively.
7.11
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
The natural frequency of the one-node vibration is The characteristics of overcritical conditions are:
so adjusted that resonance with the main critical or-
der occurs about 35-45% above the engine speed • Tuning wheel may be necessary on crankshaft
at specified MCR. fore end
• Turning wheel with relatively high inertia
Such undercritical conditions can be realised by
choosing a rigid shaft system, leading to a relatively • Shafts with relatively small diameters, requiring
high natural frequency. shafting material with a relatively high ultimate
tensile strength
The characteristics of an undercritical system are • With barred speed range of about ±10% with
normally: respect to the critical engine speed
This torque (propeller torsional amplitude) induces a For further information about vibration aspects
significant varying propeller thrust which, under ad- please refer to our publications:
verse conditions, might excite annoying longitudinal
vibrations on engine/double bottom and/or deck P.222 ‘An introduction to Vibration Aspects of
house. Two-stroke Diesel Engines in Ships’
The yard should be aware of this and ensure that the P.268 ‘Vibration Characteristics of Two-stroke
complete aft body structure of the ship, including Low Speed Diesel Engines’
the double bottom in the engine room, is designed
to be able to cope with the described phenomena. These publications are available at the Internet ad-
dress: www.manbw.dk under ‘Libraries’, from
where they can be downloaded.
7.12
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K98MC
No. of cyl. 6 7 8 9 10 11 12 13 14
1-8-12-4- 1-4-13-11-6
1-5-3-4- 1-7-2-5- 1-8-3-4- Uneven Uneven Uneven Uneven
Firing order 2-9-10-5- -2-7-14-9-3
2-6 4-3-6 7-2-5-6 -5-8-12-10
3-7-11-6
External forces in kN
0 0 0 0 0 0 0 0 0
External moments in kNm
Order
1st a) 0 547 265 994 229 108 0 547 401
2nd 6128 1779 0 818 141 169 0 1176 548
4th 286 812 330 405 565 727 571 923 522
Guide force H-moments in kNm
Order:
1st 0 0 0 28 0 1 0 0 0
2nd 0 0 0 6 0 0 0 0 0
3rd 0 0 0 163 1170 552 0 0 0
4th 0 0 0 961 1215 991 0 0 0
5th 0 0 0 939 399 494 0 0 0
6th 2032 0 0 240 117 491 0 0 0
7th 0 1484 0 64 778 681 0 0 0
8th 0 0 1005 88 196 517 0 0 0
9th 0 0 0 479 106 43 0 0 0
10th 0 0 0 33 121 69 0 0 0
11th 0 0 0 0 59 180 0 0 0
12th 160 0 0 25 25 55 283 0 0
13th 0 0 0 0 0 0 0 288 0
14th 0 0 0 0 0 0 0 0 314
Guide force X-moments in kNm
Order:
1st 0 282 137 513 118 39 0 282 207
2nd 611 177 0 81 14 13 0 117 55
3rd 2141 2342 3443 4067 4553 5945 7418 8384 9804
4th 1369 3890 1580 1940 2706 3492 2732 4419 2501
5th 0 314 4512 1670 595 2889 0 1360 3234
6th 0 49 0 3142 2091 228 0 157 248
7th 0 0 15 541 2375 237 0 98 34
8th 236 18 0 360 261 1390 473 298 92
9th 297 33 4 51 98 179 1028 369 343
10th 64 182 0 83 202 131 0 652 117
11th 0 141 207 80 177 236 0 10 590
12th 0 13 51 179 89 104 0 3 4
13th 0 0 0 0 0 0 0 4 2
14th 0 0 0 0 0 0 0 0 0
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
178 33 22-7.2
Fig. 7.09.01: External forces and moments in layout point L1 for K98MC
7.13
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K98MC-C
No. of cyl. 6 7 8 9 10 11 12 13 14
Firing 1-5-3- 1-7-2-5- 1-8-3-4 Uneven Uneven Uneven 1-8-12-4- Uneven 1-4-13-11-6
order 4-2-6 4-3-6 7-2-5-6 2-9-10-5- -2-7-14-9-3
3-7-11-6 -5-8-12-10
External forces in kN
0 0 0 0 0 0 0 0 0
External moments in kNm
Order:
1st a) 0 597 235 1082 197 83 0 622 472
2nd 6258 1817 0 833 126 129 0 1223 560
4th 255 725 295 361 507 651 510 826 466
Guide force H-moments in kNm
Order:
1st 0 0 0 28 0 1 0 0 0
2nd 0 0 0 1 0 0 0 0 0
3rd 0 0 0 97 695 328 0 0 0
4th 0 0 0 870 1100 897 0 0 0
5th 0 0 0 907 385 477 0 0 0
6th 1937 0 0 229 112 468 0 0 0
7th 0 1429 0 61 749 656 0 0 0
8th 0 0 999 88 195 514 0 0 0
9th 0 0 0 493 109 45 0 0 0
10th 0 0 0 35 128 73 0 0 0
11th 0 0 0 9 51 157 0 0 0
12th 100 0 0 18 17 39 200 0 0
13th 0 0 0 0 0 0 0 207 0
14th 0 0 0 0 0 0 0 0 244
Guide force X-moments in kNm
Order:
1st 0 295 116 534 97 41 0 501 787
2nd 89 26 0 12 2 2 0 29 25
3rd 1326 1450 2140 2528 2828 3681 4606 5225 6078
4th 1291 3669 1491 1828 2563 3294 2582 3968 2626
5th 0 316 4560 1683 604 2908 0 1426 3051
6th 0 49 0 3130 2084 227 0 166 328
7th 0 0 12 545 2391 238 0 105 116
8th 245 19 0 375 270 1441 490 321 127
9th 318 36 4 56 105 192 1106 377 344
10th 71 202 0 93 224 144 0 726 144
11th 0 128 189 74 161 214 0 15 536
12th 0 10 38 132 66 177 0 4 9
13th 0 0 0 0 0 0 0 3 6
14th 0 0 0 0 0 0 0 0 7
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers. 178 86 03-5.1
Fig. 7.09.02: External forces and moments in layout point L1 for K98MC-C
7.14
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S90MC-C
No. of cyl. 6 7 8 9
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
c) 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 36 71-3.2
Fig. 7.09.03: External forces and moments in layout point L1 for S90MC-C
7.15
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L90MC-C
No. of cyl. 6 7 8 9 10 11 12
c) 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 86 05-9.1
Fig. 7.09.04: External forces and moments in layout point L1 for L90MC-C
7.16
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K90MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-3-4 1-6-7-3- Uneven Uneven 1-8-12-4-
order 4-2-6 4-3-6 7-2-5-6 5-8-2-4-9 2-9-10-5-
3-7-11-6
External forces in kN
0 0 0 0 0 0 0 0 0
External moments in kNm
Order:
1st a) 2502 b) 794 0 473 207 1630 291 202 0
2nd 5322 c) 6625 c) 4609 c) 1338 0 1504 34 203 0
4th 0 21 163 463 188 234 334 427 326
Guide force H-moments in kNm
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 747 352 0
4th 2437 0 0 0 0 0 1018 830 0
5th 0 2342 0 0 0 0 325 403 0
6th 0 0 1680 0 0 0 97 406 0
7th 0 0 0 1257 0 0 659 577 0
8th 426 0 0 0 852 0 167 439 0
9th 0 0 0 0 0 460 89 37 0
10th 0 145 0 0 0 0 103 59 0
11th 0 0 0 0 0 0 43 131 0
12th 59 0 88 0 0 0 15 34 176
Guide force X-moments in kNm
Order:
1st 997 317 0 188 82 650 116 80 0
2nd 132 164 114 33 0 37 1 5 0
3rd 180 635 1148 1256 1922 2306 2517 3274 4091
4th 0 125 963 2738 1112 1387 1977 2526 1927
5th 302 0 0 215 3220 1066 438 2009 0
6th 511 57 0 34 0 2310 1503 171 0
7th 116 408 0 0 10 93 1743 180 0
8th 0 242 168 13 0 45 181 1015 337
9th 33 10 210 23 3 33 69 127 748
10th 53 0 46 131 0 12 149 95 0
11th 12 4 0 86 132 10 112 148 0
12th 0 33 0 7 27 121 49 56 0
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
Fig. 7.09.05: External forces and moments in layout point L1 for K90MC 178 87 58-1.0
7.17
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K90MC-C
No. of cyl. 6 7 8 9 10 11 12
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
c) 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 87 59-3.0
Fig. 7.09.06: External forces and moments in layout point L1 for K90MC-C
7.18
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S80MC-C
No. of cyl. 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
c) 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment
178 36 72-5.1
Fig. 7.09.07: External forces and moments in layout point L1 for S80MC -C
7.19
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S80MC
No. of cyl. 4 5 6 7 8 9
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 35 07-4.1
Fig. 7.09.08: External forces and moments in layout point L1 for S80MC
7.20
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L80MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-2-6- Uneven Uneven Uneven 1-8-12-4-
order 4-2-6 4-3-6 4-5-3-7 2-9-10-5-
3-7-11-6
External forces in kN
0 0 0 0 0 0 0 0 0
External moments in kNm
Order:
1st a) 1470 b) 467 0 278 466 489 128 620 90
2nd 3616 c) 4501 c) 3131 c) 909 0 409 12 599 122
4th 0 19 148 420 683 208 301 654 386
Guide force H-moments in kNm
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 88 630 297 0
4th 1936 0 0 0 0 640 809 660 0
5th 0 1904 0 0 0 623 265 328 0
6th 0 0 1425 0 0 169 82 344 0
7th 0 0 0 1106 0 48 580 508 0
8th 384 0 0 0 767 67 150 395 0
9th 0 0 0 0 0 405 89 37 0
10th 0 159 0 0 0 31 113 64 0
11th 0 0 0 0 0 7 43 130 0
12th 48 0 73 0 0 13 13 28 145
Guide force X-moments in kNm
Order:
1st 768 244 0 145 244 256 67 47 0
2nd 178 222 154 45 0 20 1 5 0
3rd 152 536 968 1059 679 1897 2112 2748 3434
4th 0 99 765 2175 3535 1075 1561 1997 1531
5th 246 0 0 175 1096 941 352 1629 0
6th 434 49 0 29 0 1897 1267 143 0
7th 102 359 0 0 32 350 1525 156 0
8th 0 218 152 12 0 239 164 910 303
9th 33 11 211 24 10 41 70 128 747
10th 58 0 50 143 0 67 162 104 0
11th 12 4 0 85 55 50 110 146 0
12th 0 28 0 6 88 80 40 46 0
1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 35 08-6.1
Fig. 7.09.09: External forces and moments in layout point L1 for L80MC
7.21
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
K80MC-C
No. of cyl. 6 7 8 9 10 11 12
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
c) 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 87 60-3.0
Fig. 7.09.10: External forces and moments in layout point L1 for K80MC-C
7.22
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S70MC-C
No. of cyl. 4 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 44 37-2.0
Fig. 7.09.11: External forces and moments in layout point L1 for S70MC-C
7.23
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S70MC
No. of cyl. 4 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment
178 87 68-8.0
Fig. 7.09.13: External forces and moments in layout point L1 for S70MC
7.24
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L70MC-C
No. of cyl. 4 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment. 178 23 46-2.0
Fig. 7.09.12: External forces and moments in layout point L1 for L70MC-C
7.25
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L70MC
No. of cyl. 4 5 6 7 8
a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 87 61-5.0
Fig. 7.09.14: External forces and moments in layout point L1 for L70MC
7.26
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S60MC-C
No. of cyl. 4 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 44 38-4.0
Fig. 7.09.15: External forces and moments in layout point L1 for S60MC-C
7.27
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S60MC
No. of cyl. 4 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 87 62-7.0
Fig. 7.09.16: External forces and moments in layout point L1 for S60MC
7.28
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L60MC-C
No. of cyl.: 4 5 6 7 8
External forces in kN
0 0 0 0 0
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers
b) By means of the adjustable counterweights on four-cylinder engines, 70% of the 1st order moment can be
moved from horizontal to vertical direction or vice versa, if required
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore ends,
eliminating the 2nd order external moment.
178 22 65-8.0
Fig. 7.09.17: External forces and moments in layout point L1 for L60MC-C
7.29
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L60MC
No. of cyl. 4 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 87 63-9.0
Fig. 7.09.18: External forces and moments in layout point L1 for L60MC
7.30
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S50MC-C
No. of cyl. 4 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 38 95-4.2
Fig. 7.09.19: External forces and moments in layout point L1 for S50MC-C
7.31
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S50MC
No. of cyl. 4 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 87 64-0.0
Fig. 7.09.20: External forces and moments in layout point L1 for S50MC
7.32
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L50MC
No. of cyl. 4 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 87 65-2.0
Fig. 7.09.21: External forces and moments in layout point L1 for L50MC
7.33
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S46MC-C
No. of cyl. 4 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
c) 4, 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 87 66-4.0
Fig. 7.09.22: External forces and moments in layout point L1 for S46MC-C
7.34
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S42MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-3-4- 1-6-7-3- Uneven Uneven 1-8-12-4-
order 4-2-6 4-3-6 7-2-5-6 5-8-2-4-9 2-9-10-5-
3-7-11-6
External forces in kN
0 0 0 0 0 0 0 0 0
External moments in kNm
Order:
1st a 151 b 48 0 29 96 99 13 9 0
2nd 392 488 340 99 0 111 1 11 0
4th 0 2 18 51 21 26 36 46 36
Guide force H-moments in kNm
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 211 122 0
4th 408 0 0 0 0 0 171 155 0
5th 0 384 0 0 0 0 53 72 0
6th 0 0 286 0 0 0 16 74 0
7th 0 0 0 219 0 0 115 106 0
8th 75 0 0 0 150 0 29 78 0
9th 0 0 0 0 0 87 17 7 0
10th 0 30 0 0 0 0 22 11 0
11th 0 0 0 0 0 0 10 25 0
12th 14 0 21 0 0 0 4 8 39
Guide force X-moments in kNm
Order:
1st 119 38 0 23 76 78 10 8 0
2nd 122 152 106 31 0 35 0 4 0
3rd 41 145 262 287 368 455 572 913 1141
4th 0 17 131 371 151 188 266 379 291
5th 40 0 0 29 358 141 57 289 0
6th 70 8 0 5 0 274 206 25 0
7th 16 58 0 0 10 13 244 26 0
8th 0 35 24 2 0 6 26 146 49
9th 5 2 32 4 3 0 11 18 108
10th 9 0 8 24 0 2 25 14 0
11th 2 1 0 16 21 2 21 23 0
12th 0 7 0 1 5 20 10 10 0
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
178 41 24-4.1
Fig. 7.09.23: External forces and moments in layout point L1 for S42MC
7.35
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L42MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-2-6- 1-6-7-3- Uneven Uneven 1-8-12-4-
order 4-2-6 4-3-6 4-5-3-7 5-8-2-4-9 2-9-10-5-
3-7-11-6
External forces in kN
0 0 0 0 0 0 0 0 0
External moments in kNm
Order:
1st a 229 b 73 0 43 73 149 20 14 0
2nd 562 700 487 141 0 159 2 16 0
4th 0 3 23 65 106 33 47 60 46
Guide force H-moments in kNm
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 84 40 0
4th 288 0 0 0 0 0 120 98 0
5th 0 285 0 0 0 0 40 49 0
6th 0 0 213 0 0 0 12 51 0
7th 0 0 0 164 0 0 86 75 0
8th 57 0 0 0 114 0 22 59 0
9th 0 0 0 0 0 68 13 5 0
10th 0 24 0 0 0 0 17 10 0
11th 0 0 0 0 0 0 7 20 0
12th 8 0 12 0 0 0 2 5 24
Guide force X-moments in kNm
Order:
1st 115 37 0 22 37 75 10 7 0
2nd 18 20 14 4 0 5 0 0 0
3rd 20 71 129 141 91 258 282 367 458
4th 0 15 114 324 526 164 232 297 228
5th 37 0 0 26 164 130 53 244 0
6th 65 7 0 4 0 291 190 21 0
7th 15 53 0 0 5 12 227 23 0
8th 0 32 23 2 0 6 24 135 45
9th 5 2 31 3 2 5 10 19 111
10th 9 0 7 21 0 2 24 15 0
11th 2 1 0 13 9 2 17 23 0
12th 0 5 0 1 15 16 7 8 0
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
178 41 25-6.1
Fig. 7.09.24: External forces and moments in layout point L1 for L42MC
7.36
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S35MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-3-4- 1-6-7-3-5- Uneven Uneven 1-8-12-4-
order 4-2-6 4-3-6 7-2-5-6 8-2-4-9 2-9-10-5-
3-7-11-6
External forces in kN
0 0 0 0 0 0 0 0 0
External moments in kNm
Order:
1st a) 89 b) 28 0 17 56 58 15 10 0
2nd 231 287 200 58 0 65 3 13 0
4th 0 1 11 30 12 15 22 28 21
Guide force H-moments in kNm
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 111 53 0
4th 224 0 0 0 0 0 94 76 0
5th 0 212 0 0 0 0 30 37 0
6th 0 0 155 0 0 0 9 38 0
7th 0 0 0 117 0 0 62 54 0
8th 41 0 0 0 82 0 16 42 0
9th 0 0 0 0 0 47 9 4 0
10th 0 16 0 0 0 0 11 6 0
11th 0 0 0 0 0 0 6 17 0
12th 8 0 21 0 0 0 2 5 25
Guide force X-moments in kNm
Order:
1st 68 22 0 13 43 45 11 8 0
2nd 67 83 58 17 0 19 1 4 0
3rd 22 78 141 154 197 244 311 405 505
4th 0 9 73 207 84 105 151 192 145
5th 23 0 0 16 201 79 33 150 0
6th 39 4 0 3 0 151 115 13 0
7th 9 31 0 0 6 7 135 14 0
8th 0 19 13 1 0 4 14 81 27
9th 3 1 18 2 2 0 6 11 63
10th 5 0 4 12 0 1 14 8 0
11th 1 0 0 9 12 1 12 16 0
12th 0 4 0 1 3 12 6 7 0
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
178 41 26-8.1
Fig. 7.09.25: External forces and moments in layout point L1 for S35MC
7.37
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
L35MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-3-4- 1-9-2-5-7- Uneven Uneven 1-8-12-4-
order 4-2-6 4-3-6 7-2-5-6 3-6-4-8 2-9-10-5-
3-7-11-6
External forces in kN
0 0 0 0 0 0 0 0 0
External moments in kNm
Order:
1st a 94 b 30 0 18 60 56 16 11 0
2nd 232 289 201 58 0 86 3 13 0
4th 0 1 10 27 11 40 20 25 19
Guide force H-moments in kNm
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 77 36 0
4th 160 0 0 0 0 0 67 55 0
5th 0 153 0 0 0 0 21 26 0
6th 0 0 111 0 0 0 6 27 0
7th 0 0 0 84 0 0 44 39 0
8th 30 0 0 0 61 0 12 31 0
9th 0 0 0 0 0 36 7 3 0
10th 0 12 0 0 0 0 8 5 0
11th 0 0 0 0 0 0 4 11 0
12th 5 0 7 0 0 0 1 3 14
Guide force X-moments in kNm
Order:
1st 64 20 0 12 40 38 11 7 0
2nd 53 66 46 13 0 20 1 3 0
3rd 19 68 123 135 172 103 272 354 442
4th 0 9 66 188 76 276 137 175 132
5th 21 0 0 15 183 211 30 137 0
6th 35 4 0 2 0 67 105 12 0
7th 8 29 0 0 5 9 123 13 0
8th 0 18 12 1 0 3 13 76 25
9th 3 1 17 2 2 0 6 10 61
10th 4 0 4 11 0 1 13 8 0
11th 1 0 0 8 10 1 10 13 0
12th 0 3 0 1 2 4 4 5 0
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
178 87 67-7.0
Fig. 7.09.26: External forces and moments in layout point L1 for L35MC
7.38
MAN B&W Diesel A/S Engine Selection Guide, MC Programme
S26MC
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-3-4- 1-9-2-5-7- 1-8-5-7- Uneven 1-8-12-4-
order 4-2-6 4-3-6 7-2-5-6 3-6-4-8 2-9-4-6- 2-9-10-5-
3-10 3-7-11-6
External forces in kN
0 0 0 0 0 0 0 0 0
External moments in kNm
Order:
1st a 57 b 18 0 11 36 34 21 23 0
2nd 147 183 127 37 0 54 27 31 0
4th 0 1 7 19 8 28 6 15 13
Guide force H-moments in kNm
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 0 12 0
4th 87 0 0 0 0 0 0 29 0
5th 0 89 0 0 0 0 0 15 0
6th 0 0 70 0 0 0 0 17 0
7th 0 0 0 57 0 0 0 26 0
8th 21 0 0 0 42 0 0 21 0
9th 0 0 0 0 0 28 0 2 0
10th 0 10 0 0 0 0 21 4 0
11th 0 0 0 0 0 0 0 8 0
12th 3 0 4 0 0 0 0 2 8
Guide force X-moments in kNm
Order:
1st 31 10 0 6 19 18 11 12 0
2nd 7 8 6 2 0 2 1 1 0
3rd 6 20 36 40 51 30 38 91 114
4th 0 4 33 93 38 137 29 75 65
5th 11 0 0 8 97 112 193 68 0
6th 20 2 0 1 0 39 16 6 0
7th 5 18 0 0 3 5 33 6 0
8th 0 11 8 1 0 2 2 42 16
9th 2 1 12 1 1 0 1 7 39
10th 4 0 3 9 0 1 0 6 0
11th 1 0 0 5 7 1 0 8 0
12th 0 1 0 0 1 2 0 2 0
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b) By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
178 41 28-1.1
Fig. 7.09.27: External forces and moments in layout point L1 for S26MC
7.39