MAN Diesel

Project Guides Index L23/30H

Text Introduction Introduction to project guide Key for engine designation Designation of cylinders Code identification for instruments Basic symbols for piping General information List of capacities List of capacities Engine performance Engine performance Heat balance Heat balance Heat balance Description of sound measurements Sound measurements Exhaust gas emission NOx Emission Moment of inertia Green Passport Overhaul recommendations Overhaul recommendations Basic Diesel Engine General description Cross section Main particulars Dimensions and weights Centre of gravity Material specification Overhaul areas Low dismantling height Engine rotation clockwise Fuel Oil System Internal fuel oil system Fuel oil diagram Quality of heavy fuel oil (HFO) Quality of marine diesel fuel (MDO) Quality of gas oil / diesel fuel (MGO) Specific fuel oil consumption SFOC Lubrication Oil System B 12 B 12 00 0 B 12 00 0 B 12 07 0 B 12 15 0 B 12 15 0 B 12 15 0 B 12 15 0 1613429-7.7 1699270-8.0 1624477-3.5 1699881-9.1 1699882-0.1 1643494-3.7 1609533-1.7 B 11 B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 00 0 B 11 01 0 1613570-8.7 1624468-9.8 1693520-5.4 1699891-5.1 1699892-7.1 1607542-7.6 B 10 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 01 1 B 10 11 1 1613472-6.6 1607529-7.2 1609517-6.8 1613473-8.5 1631458-2.0 1613423-6.3 1624445-0.4 1631462-8.0 1607566-7.1 D 10 D 10 05 0 D 10 05 0 D 10 10 0 D 10 10 0 D 10 20 0 D 10 20 0 D 10 20 0 D 10 25 0 D 10 25 0 D 10 28 0 D 10 28 0 D 10 30 0 D 10 33 0 D 10 35 0 D 10 35 0 1607532-0.8 1699151-1.1 1643447-7.0 1624432-9.3 1683389-5.0 1683390-5.0 1624434-2.1 1609510-3.5 1613430-7.4 1624461-6.2 1687135-3.0 1607591-7.4 1699985-1.0 1607531-9.5 1699106-9.0 I 00 I 00 00 0 I 00 05 0 I 00 15 0 I 00 20 0 I 00 25 0 1643483-5.2 1609526-0.5 1607568-0.2 1687100-5.2 1631472-4.1 Index Drawing No.

Internal lubricating oil system Crankcase ventilation Prelubricating pump Quality of lube oil (SAE30) for operation on gas oil and diesel oil (MGO/MDO) Quality of lube oil (SAE30) for heavy fuel oil operation (HFO) Treatment of lubricating oil Criteria for cleaning/exchange of lubricating oil

MAN Diesel
Index L23/30H
Text Cooling Water System Quality of engine cooling water Checking cooling water Cleaning cooling water system Internal cooling water system Internal cooling water system 1 Internal cooling water system 2 Design data for external cooling water system External cooling water system One string central cooling water system Expansion tank Preheater arrangement in high temperature system Expansion tank pressuized Compressed Air System Compressed air system Compressed air system Combustion Air System Combustion air system Engine room ventilation and combustion air Water washing of turbocharger - compressor Lambda controller Exhaust Gas System Exhaust gas system Dry cleaning of turbocharger - turbine Water washing of turbocharger - turbine Position of gas outlet on turbocharger Silencer without spark arrestor, damping 25 dB (A) Silencer without spark arrestor, damping 35 dB (A) Silencer with spark arrestor, damping 25 dB (A) Silencer with spark arrestor, damping 35 dB (A) Speed Control System Starting of engine Governor Monitoring Equipment Standard instrumentation Standard instrument panel Safety and Control System Operation data & set points Mechanical overspeed Local starting box - No 1 Converter for engine rpm signal Oil Mist Detector Engine control box no 1, safety system Engine control box no 2, safety- and alarm system B 19 B 19 00 0 B 19 06 1 B 19 10 1 B 19 13 1 B 19 22 1 E 19 06 4 E 19 06 6 1687164-0.8 1624450-8.2 1639469-7.3 1635436-4.2 1699190-5.0 1631457-0.0 1643403-4.0 B 18 B 18 01 1 B 18 05 1 1607502-1.5 1607503-3.2 B 17 B 17 00 0 B 17 01 4 1607583-4.3 1679743-4.3 B 16 B 16 00 0 B 16 01 1 B 16 01 2 B 16 02 0 E 16 04 2 E 16 04 3 E 16 04 5 E 16 04 6 1609535-5.2 1607599-1.4 1607517-7.5 1613417-7.3 1609574-9.4 1609577-4.4 1609580-8.4 1609584-5.4 B 15 B 15 00 0 B 15 00 0 B 15 05 1 B 15 11 1 1613581-6.5 1699110-4.0 1639499-6.0 1693567-3.0 B 14 B 14 00 0 B 14 00 0 1613580-4.4 1624476-1.1 B 13 B 13 00 0 B 13 00 0 B 13 00 0 B 13 00 0 B 13 00 1 B 13 00 2 B 13 00 0 B 13 00 0 B 13 00 1 B 13 00 0 B 13 23 1 T 13 01 1 1699896-4.0 1699897-6.0 1699898-8.0 1613439-3.1 1613575-7.4 1613576-9.3 1613441-5.3 1613442-7.0 1624464-1.1 1613419-0.1 1613485-8.5 1671771-3.2 Index Drawing No.

Project Guides

MAN Diesel
Project Guides Index L23/30H
Text Combined box with prelubricating oil pump, nozzle conditioning pump, preheater and el turning device Prelubricating oil pump starting box High temperature preheater control box Foundation B 20 B 20 01 0 B 20 01 3 1613565-0.3 1613527-9.2 Index E 19 07 2 E 19 11 0 E 19 13 0 Drawing No. 1699867-7.0 1631477-3.3 1631478-5.1

Recommendations concerning steel foundations for resilient mounted GenSets Resilient mounting of generating sets Test running Shop Test Programme for Marine GenSets Spare Parts Weight and dimensions of principal parts Recommended wearing parts Recommended wearing parts Standard spare parts Tools Standard tools for normal maintenance Tools for reconditioning Extra tools for low dismantling height G 50 Alternator Information from the alternator supplier Engine/alternator type Alternator cable installation B 25 Preservation and Packing Preservation of Alternator Preservation of diesel engine before dispatch Preservation of spare parts and tools Lifting instruction B 98 B 50 P 24 E 23 B 21

B 21 01 1

1356501-5.7

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

1613435-6.1 1607552-3.5 1643417-8.2 1655227-6.4

P 24 01 1 P 24 02 1 P 24 04 1

1655222-7.4 1679714-7.0 1679713-5.0

G 50 02 8 G 50 02 3 G 50 00 0

1613539-9.4 1613561-3.6 1699865-3.1.

B 25 01 1 B 25 01 1 B 25 01 1 B 25 03 0

1699894-0.0 1350467-1.3 1350473-0.4 1624484-4.2

Introduction

I 00

MAN Diesel
1643483-5.2 Page 1 (1)

Introduction to Project Guide

I 00 00 0 General

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

Code numbers
MAN Diesel, GenSet Identication No.

X XX XX X

Code letter Function/system Sub-function Choice number

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

08028-0D/H5250/94.08.12

B D E G I P

: : : : : :

Basic Diesel engine / built-on engine Designation of plant Extra parts per engine Generator Introduction Extra parts per plant

Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil system, monitoring equipment, foundation, test running, etc. Sub-function: This gure varies from 0-99. Choice number: This gure varies from 0-9: 0 : 2-8 : General information Standard optionals 1 9 : : Standard Optionals

09.20

MAN Diesel
1609526-0.6 Page 1 (1)

Key for Engine Designation

I 00 05 0 General

Engine Type Identication

The engine types of the MAN Diesel programme are identied by the following gures:

28/32

MCR

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

Engine Type
L : V : In-line V-built

Cyl. diam/stroke
16/24 21/31 23/30 27/38 28/32 32/40 : : : : : : 160/240 210/310 225/300 270/380 280/320 320/400

Design Variant
H CR

08028-0D/H5250/94.08.12

Rating
MCR : ECR : Maximum continuous rating Economy continuous rating

08.16

MAN Diesel
1607568-0.2 Page 1 (1)

Designation of Cylinders

I 00 15 0 In-Line

08028-0D/H5250/94.08.12

01.31

MAN Diesel
1687100-5.2 Page 1 (2)

Code Identication for Instruments

I 00 20 0 General

Explanation of Symbols
TI 40 Measuring device Local reading Temperature Indicator No. 40 * PI 22 Measuring device Sensor mounted on engine/unit Reading/identication mounted in a panel on the engine/unit Pressure Indicator No. 22 * Measuring device Sensor mounted on engine/unit Reading/identication outside the engine/unit Temperature Alarm High No. 12 * Measureing device Sensor mounted on engine/unit Reading/identication in a panel on the engine/unit and reading/indication outside the engine/unit Pressure Transmitting No. 22 * * Refer to standard location and text for instruments on the following pages.

TAH 12

PT 22

Specication of letter code for measuring devices 1st letter F L

08028-0D/H5250/94.08.12

Following letters A D E H I L S T X V Alarm Differential Element High Indicating Low Switching, Stop Transmitting Failure Valve, Atuator

Flow Level Pressure Speed, System Temperature Voltage Viscosity Sound Position

P S T U V X Z

09.20

MAN Diesel
I 00 20 0 General
Standard Text for Instruments Diesel Engine/Alternator LT Water System 01 inlet to air cooler 02 outlet from air cooler 03 outlet from lub. oil cooler HT Water System 10 inlet to engine 10A FW inlet to engine 11 outlet from each cylinder 12 outlet from engine 13 inlet to HT pump Lubricating Oil System 20 inlet to cooler 21 outlet from cooler / inlet to lter 22 outlet from lter / inlet to engine 23 inlet to turbocharger Charging Air System 30 inlet to cooler 31 outlet from cooler 32 jet assist system 33 outlet from TC lter / inlet to TC compr. Fuel Oil System 40 inlet to engine 41 outlet from engine 42 leakage 43 inlet to lter Nozzle Cooling System 50 inlet to fuel valves 51 outlet from fuel valves 52 53 Exhaust Gas System 60 outlet from cylinder 61 outlet from turbocharger 62 inlet to turbocharger 63 compustion chamber Compressed Air System 70 inlet to engine 71 inlet to stop cylinder 72 inlet to balance arm unit 73 control air Load Speed 80 overspeed air 81 overspeed 82 emergency stop 83 engine start Miscellaneous 91 natural gas - inlet to engine 92 oil mist detector 93 knocking sensor

Code Identication for Instruments

1687100-5.2 Page 2 (2)

04 05 06

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

07 08 09

inlet to lub. oil cooler inlet to fresh water cooler (SW)

14 14A 14B 15 16

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

17 18 19 19A 19B

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

24 25 26 27

sealing oil - inlet engine 28 prelubricating 29 inlet rocker arms and roller guides intermediate bearing / alternator bearing

level in base frame main bearings

34 35 36 37

charge air conditioning surplus air inlet inlet to turbocharger charge air from mixer

38 39

44 45 46 47

outlet from sealing oil pump fuel-rack position inlet to prechamber

48 49

54 55 56 57

valve timing injection timing earth/diff. protection

58 59

oil splash alternator load

64 65 66 67

68 69

84 85 86 87

engine stop microswitch for overload shutdown ready to start

88 89 90

index - fuel injection pump turbocharger speed engine speed

94 95 96

cylinder lubricating voltage switch for operating location

97 98 99

remote alternator winding common alarm

09.20

08028-0D/H5250/94.08.12

74 75 76 77

inlet to reduction valve microswitch for turning gear inlet to turning gear waste gate pressure

78 79

inlet to sealing oil system

MAN Diesel
1631472-4.1 Page 1 (3)

Basic Symbols for Piping

I 00 25 0 General

No 1. 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 2. 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8
08028-0D\H5250\94.08.12

Symbol

Symbol designation

No 2.14 2.15 2.16 2.17 2.18. 2.19 3. 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 3.12 3.13 3.14 3.15 3.16

Symbol

Symbol designation Spectacle ange Orice Orice Loop expansion joint Snap coupling Pneumatic ow or exhaust to atmosphere

GENERAL CONVENTIONAL SYMBOLS Pipe Pipe with indication of direction of ow Valves, gate valves, cocks and aps Appliances Indicating and measuring instruments High-pressure pipe Tracing Enclosure for several components as-sembled in one unit PIPES AND PIPE JOINTS Crossing pipes, not connected Crossing pipes, connected Tee pipe Flexible pipe Expansion pipe (corrugated) general Joint, screwed Joint, anged Joint, sleeve Joint, quick-releasing Expansion joint with gland Expansion pipe Cap nut Blank ange

VALVES, GATE VALVES, COCKS AND FLAPS Valve, straight through Valve, angle Valve, three-way Non-return valve (ap), straight Non-return valve (ap), angle Non-return valve (ap), straight screw down Non-return valve (ap), angle, screw down Safety valve Angle safety valve Self-closing valve Quick-opening valve Quick-closing valve Regulating valve Ball valve (cock) Buttery valve Gate valve

2.9 2.10 2.11 2.12 2.13

09.20

MAN Diesel
I 00 25 0 General
No 3.17 3.18 3.19 3.20 3.21 3.22 3.23 3.24 3.25 3.26 3.27 3.28 3.29 3.30 3.31 3.32 3.33 3.34 3.35 3.36 3.37 3.38 3.39 Symbol Symbol designation Double-seated changeover valve Suction valve chest Suction valve chest with non-return valves Double-seated changeover valve, straight Double-seated changeover valve, angle Cock, straight through Cock, angle Cock, three-way, L-port in plug Cock, three-way, T-port in plug Cock, four-way, straight through in plug Cock with bottom connection Cock, straight through, with bottom conn. Cock, angle, with bottom connection Cock, three-way, with bottom connection Thermostatic valve Valve with test ange 3-way valve with remote control (actuator) Non-return valve (air) 3/2 spring return valve, normally closed 2/2 spring return valve, normally closed 3/2 spring return valve contr. by solenoid Reducing valve (adjustable) On/off valve controlled by solenoid and pilot directional valve and with spring return No 4. Symbol Symbol designation

Basic Symbols for Piping

1631472-4.1 Page 2 (3)

CONTROL AND REGULATION PARTS Fan-operated Remote control Spring Mass Float Piston Membrane Electric motor Electromagnetic Manual (at pneumatic valves) Push button Spring Solenoid Solenoid and pilot directional valve By plunger or tracer

4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 4.11 4.12 4.13 4.14 4.15

5.

APPLIANCES Mudbox Filter or strainer Magnetic lter Separator Steam trap Centrifugal pump
08028-0D\H5250\94.08.12

5.1 5.2 5.3 5.4 5.5 5.6

09.20

MAN Diesel
1631472-4.1 Page 3 (3)

Basic Symbols for Piping

I 00 25 0 General

No. 5.7 5.8 5.9 5.10 5.11 5.12 5.13 5.14 5.15 5.16 5.17 5.18 5.19 5.20 5.21 5.22 5.23

Symbol

Symbol designation Gear or screw pump Hand pump (bucket) Ejector Various accessories (text to be added) Piston pump Heat exchanger Electric preheater Air lter Air lter with manual control Air lter with automatic drain Water trap with manual control Air lubricator Silencer Fixed capacity pneumatic motor with direction of ow Single acting cylinder with spring returned Double acting cylinder with spring returned Steam trap

No. 6. 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9

Symbol

Symbol designation

FITTINGS Funnel / waste tray Drain Waste tray Waste tray with plug Turbocharger Fuel oil pump Bearing Water jacket Overspeed device

7. 7.1 7.2 7.3 7.4 7.5

READING INSTR. WITH ORDINARY DESIGNATIONS Sight ow indicator Observation glass Level indicator Distance level indicator Recorder

08028-0D\H5250\94.08.12

09.20

General information

D 10

MAN B&W Diesel

1607532-0.8 Page 1 (1)

List of Capacities

D 10 05 0 L23/30H

Max. continuous rating at 720/750 RPM ENGINE-DRIVEN PUMPS. Fuel oil feed pump L.T. cooling water pump H.T. cooling water pump Lub. oil main pump SEPARATE PUMPS: Diesel oil pump (4 bar at fuel oil inlet A1) Fuel oil supply pump ***(4 bar discharge pressure) Fuel oil circulating pump (8 bar at fuel oil inlet A1) L.T. cooling water pump* (1-2.5 bar) L.T. cooling water pump** (1-2.5 bar) H.T. cooling water pump (1-2.5 bar) Lub. oil stand-by pump (3-5 bar) COOLING CAPACITIES: LUBRICATING OIL: Heat dissipation L.T. cooling water quantity* L.T. cooling water quantity** Lub. oil temp. inlet cooler L.T. cooling water temp. inlet cooler CHARGE AIR: Heat dissipation L.T. cooling water quantity L.T. cooling water inlet cooler JACKET COOLING: Heat dissipation H.T. cooling water quantity H.T. cooling water temp. inlet cooler GAS DATA: Exhaust gas flow Exhaust gas temp. Max. allowable back. press. Air consumption STARTING AIR SYSTEM: Air consumption per start HEAT RADIATION:
08028-0D/H5250/94.08.12

Cyl. kW

5-ECR 525/550

5 650/675

6 780/810

7 910/945

8 1040/1080

(5.5-7.5 (1-2.5 (1-2.5 (3-5

bar) bar) bar) bar)

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

1.0 55 36 16

1.0 55 36 16

1.0 55 36 16

1.0 55 36 20

1.0 55 36 20

m/h m3/h m/h m3/h m3/h m3/h m3/h

0.36/0.38 0.18/0.19 0.37/0.39 35 48 20 14.0

0.46/0.48 0.22/0.23 0.46/0.48 35 48 20 14.0

0.55/0.57 0.27/0.28 0.56/0.58 42 54 24 15.0

0.64/0.67 0.31/0.33 0.65/0.67 48 60 28 16.0

0.73/0.76 0.36/0.37 0.74/0.77 55 73 32 17.0

kW m3/h m3/h C C kW m3/h C kW m3/h C

63 4.6 18 67 36 156 30 36 154 20 77

69 5.3 18 67 36 251 30 36 182 20 77

84 6.4 18 67 36 299 36 36 219 24 77

98 7.5 18 67 36 348 42 36 257 28 77

112 8.5 25 67 36 395 48 36 294 32 77

kg/h C bar kg/s

4310 310 0.025 1.17

5510 310 0.025 1.49

6620 310 0.025 1.79

7720 310 0.025 2.09

8820 310 0.025 2.39

Nm3

2.0

2.0

2.0

2.0

2.0

Engine Generator

kW kW

19 21 25 29 (See separate data from generator maker)

34

The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump capacities at 750 RPM are 4% higher than stated. If L.T. cooling are sea water, the L.T. inlet is 32 C instead of 36C. 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.

06.13

MAN B&W Diesel

1699151-1.1 Page 1 (1)

List of Capacities

D 10 05 0 L23/30H

Max. continuous rating at 900 RPM ENGINE-DRIVEN PUMPS. Fuel oil feed pump L.T. cooling water pump H.T. cooling water pump Lub. oil main pump SEPARATE PUMPS: Diesel oil pump (4 bar at fuel oil inlet A1) Fuel oil supply pump*** (4 bar discharge pressure) Fuel oil circulating pump (8 bar at fuel oil inlet A1) L.T. cooling water pump* (1-2.5 bar) L.T. cooling water pump** (1-2.5 bar) H.T. cooling water pump (1-2.5 bar) Lub. oil stand-by pump (3.5-5 bar) COOLING CAPACITIES: LUBRICATING OIL: Heat dissipation L.T. cooling water quantity* SW L.T. cooling water quantity** Lub. oil temp. inlet cooler L.T. cooling water temp. inlet cooler CHARGE AIR: Heat dissipation L.T. cooling water quantity L.T. cooling water inlet cooler JACKET COOLING: Heat dissipation H.T. cooling water quantity H.T. cooling water temp. inlet cooler GAS DATA: Exhaust gas flow Exhaust gas temp. Max. allowable back. press. Air consumption STARTING AIR SYSTEM: Air consumption per start
08028-0D/H5250/94.08.12

Cyl. kW

6 960

7 1120

8 1280

(5.5-7.5 (1-2.5 (1-2.5 (3.5-5

bar) bar) bar) bar)

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

1.3 69 45 20

1.3 69 45 20

1.3 69 45 20

m/h m3/h m/h m3/h m3/h m3/h m3/h

0.69 0.34 0.70 52 63 30 17

0.81 0.40 0.82 61 71 35 18

0.92 0.45 0.94 70 85 40 19

kW m3/h m3/h C C kW m3/h C kW m3/h C

117 7.5 18 67 36 369 46 36 239 30 77

137 8.8 18 67 36 428 53 36 281 35 77

158 10.1 25 67 36 487 61 36 323 40 77

kg/h C bar kg/s

8370 325 0.025 2.25

9770 325 0.025 2.62

11160 325 0.025 3.00

Nm3

2.0

2.0

2.0

HEAT RADIATION: Engine Generator kW 32 37 42 kW (See separat data from generator maker)

If L.T. cooling are sea water, the L.T. inlet is 32 C instead of 36 C. Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions. * Only valid for engines equipped with internal basic cooling water system 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.

06.13

MAN B&W Diesel

1643447-7.0 Page 1 (1)

Engine Performance

D 10 10 0 L23/30H MCR

P = 130 kW/cyl. at 720 RPM. Pme = 18.2 bar Ambient cond. 25.0 C - 1.00 bar - Cool W 25.0 C without engine driven pumps spec. air cons. kg/kWh 14 12 10 8 6 Exhaust temp. grC 500 450 400 350 300 250 compr. press. Ch. air press. bar 3.0 2.5 2.0 1.5 1.0 tair after compr. charge air press. texh. after TC max. firing press. MDO calorific value 42700 kJ/kg (Generator load, const.RPM)

texh. before TC spec. air cons.

max. pressure compr.pressure bar 140 120 100 80

Ch. air temp. grC 200 180 160 140 120 100 80 60 40
08028-0D/H5250/94.08.12

60 40

Spec. fuel cons. g/kWh* 240 230 220 210 200 190 180

Smoke-Bosch (1 stroke) RB 1.2 tair after cooler 0.8 0.4 0.0 smoke spec. fuel cons.*

20

* tolerance +5%

25 32.5

50 65

75 97.5

100 % load 130 kW/cyl.

94.33

MAN B&W Diesel

1624432-9.3 Page 1 (1)

Engine Performance

D 10 10 0 L23/30H MCR

P = 160 kW/cyl. at 900 RPM. Pme = 17.9 bar Ambient cond. 27.0 C - 1.00 bar - Cool W 27.0 C without engine driven pumps spec. air cons. kg/kWh 14 12 10 8 6 Exhaust temp. grC 500 450 400 350 texh. after TC 300 max. firing press. 120 100 80 Ch. air temp. grC 200 180 160 140 120 100 80 60 40
08028-0D/H5250/94.08.12

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

texh. before TC

spec. air cons.

max. pressure compr.pressure bar 140

250 compr. press. charge air press.

Ch. air press. bar 3.0 2.5 2.0 1.5 1.0

60 40

tair after compr.

Spec. fuel cons. g/kWh* 240 230 220 210 200 190 180

Smoke-Bosch (1 stroke) RB 1.2 tair after cooler 0.8 0.4 0.0 smoke spec. fuel cons.*

20

* tolerance +5%

25 40

50 80

75 120

100 % load 160 kW/cyl.

92.41

MAN B&W Diesel

1683389-5.0 Page 1 (1)

Heat Balance

D 10 20 0 L23/30H

P = 130 kW/cyl. at 720 RPM. Pme = 18.2 bar Ambient cond. 45.0 C - 1.00 bar - Cool W 36.0 C with engine driven pumps: Lub. oil, HT Water (Generator load, const. RPM)

Exhaust gas kW/cyl. 110 105 100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25

08028-0D/H5250/94.08.12

Jacket cooling/Ch. air Lub. oil/Radiation 55.0 52.5 50.0 47.5 45.0 42.5 40.0 37.5 35.0 32.5 30.0 27.5 25.0 22.5 20.0 17.5 15.0 12.5 10.0 7.5 5.0 2.5 0.0 25.0 32.5 50.0 65.0 75.0 97.5 100.0 % Load 130.0 kW/cyl. Radiation Lubricating oil Jacket cooling Exhaust gas* Charge air

20 15 10 5 0

* tolerance 10%

01.01

MAN B&W Diesel

1683390-5.0 Page 1 (1)

Heat Balance

D 10 20 0 L23/30H

P = 135 kW/cyl. at 750 RPM. Pme = 18.1 bar Ambient cond. 45.0 C - 1.00 bar - Cool W 36.0 C with engine driven pumps: Lub. oil, HT Water (Generator load, const. RPM)

Exhaust gas kW/cyl. 110 105 100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25

08028-0D/H5250/94.08.12

Jacket cooling/Ch. air Lub. oil/Radiation 55.0 52.5 Charge air 50.0 47.5 45.0 42.5 40.0 Jacket cooling 37.5 35.0 32.5 30.0 27.5 25.0 22.5 20.0 17.5 15.0 12.5 10.0 7.5 5.0 2.5 0.0 25.0 33.8 50.0 67.5 75.0 101.3 100.0 % Load 135.0 kW/cyl. Lubricating oil Exhaust gas*

20 15 10 5 0

Radiation

* tolerance 10%

01.01

MAN B&W Diesel

1624434-2.1 Page 1 (1)

Heat Balance

D 10 20 0 L23/30H MCR

P = 160 kW/cyl. at 900 RPM. Pme = 17.9 bar Ambient cond. 27.0 C - 1.00 bar - Cool W 27.0 C (Generator load, const. RPM)

Exhaust gas

120

Jacket cooling/Ch. air Lub. oil/Radiation kW/cyl. 60 Exhaust gas * Charge air cooler

110

55

100

50

90

45

80

40 Jacket cooling

70

35

60

30

50

25

40

20 Lubricating oil

30

15

08028-0D/H5250/94.08.12

20

10

10

Radiation

0 0 0 25 40 50 80 75 120 100 % load 160 kW/cyl.

* tolerance 10%

91.23

MAN Diesel
1609510-3.5 Page 1 (1)

Description of Sound Measurements

D 10 25 0 General

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

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

Sound Measuring "on-site"

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

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

Standards Denitions
Sound Pressure Level: LP = 20 x log P/P0 [dB] where P is the RMS value of sound pressure in pascals, and P0 is 20 Pa for measurement in air. Sound Power Level: LW = 10 x log P/P0 [dB] Determination of Sound Power from Sound Pressure measurements will normally be carried out according to: ISO 3744 (Measuring method, instruments, background noise, no of microphone positions etc) and ISO 3746 (Accuracy due to criterion for suitability of test environment, K2>2 dB)

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

Measuring Conditions
All measurements are carried out in one of MAN Diesel's test bed facilities. During measurements, the exhaust gas is led outside the test bed through a silencer. The GenSet is placed on a resilient bed with generator and engine on a common base frame. Sound Power are normally determined from Sound Pressure measurements. New measurement of exhaust sound is carried out at the test bed, unsilenced, directly after turbocharger, with a probe microphone inside the exhaust pipe.
Fig. no 1.

Measuring position ISO 2923

1m

30
1m Measuring position ISO 45635

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07.01

MAN Diesel
1613430-7.4 Page 1 (1)

Sound Measurements

D 10 25 0 L23/30H

Engine and Exhaust Sound

Number of cylinders

RPM

720

750

720

750

900

720

750

900

720

750

900

Engine sound: Mean sound pressure LpfA[dB] 98.1.8 approx. anechoic chamber Power kW] Exhaust sound: Sound pressure LpA[dB] 120.5 117.1 109.3 124.5 126.6 117.3 125.0 *4 *4 *4 *3 *4 *4 * 123.5 124.0 * * 96.3 95.7 97.0 98.1 97.6 100.1* 104.6 100.5* 102.6 103.5 1120 1073 1280

For further information see: "Description of sound measurements" D 10 25 0. * ** *3 *4 Frequency spectrum are not available. Measured in exhaust pipe with probe. Measured in according with Din 45635 Measured in according with ISO2923

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

08028-0D/H5250/94.08.12

07.17

MAN B&W Diesel

1624461-6.2 Page 1 (1)

Exhaust Gas Emission

D 10 28 0 General

The composition of the exhaust gases emitted by our medium-speed four-stroke diesel engines during full load operation and depending on the air/fuel ratio is as follows: % Volume Nitrogen N2 Oxygen O2 Carbon dioxide CO2 Water (vapour) H2O Argon Ar Ash, soot, NOx, CO, HC, etc. approx. approx. approx. approx. approx. 76 13 4 6 1 rest

The ash and SO2 content of the exhaust gas is solely determined by the composition of the fuel and not by the combustion in the engine. SO2 can be determined by the empirical relationship: SO2 * = (21.9 x S) - 2.1 (kg/tonne fuel). Where S is sulphur content of fuel in % of weight. The soot emission, though it does play a role, poses no problem in case of super-charged engines on account of the large amount of excess air compared with naturally aspirated engines. As the NOx emission is also greatly influenced by the site and operating conditions of the engine (e.g. charge air temperature), the MAN B&W Diesel A/S, Holeby works should be consulted and advised of any existing local ordinances before any statements regarding emissions are made in case of concrete projects. * Reference: Lloyds Register Marine Exhaust Emissions Research.

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

ppm 1000 900 800 700 600 500 400

08028-0D/H5250/94.08.12

g/Nm 3 (5% O 2 ), g/kWh 10.00 9.00 8.00 7.00 g/kWh 6.00 5.00 4.00 3.00 2.00 ppm (13% O 2 , dry) ppm (15% O 2 , wet) g/Nm 3 (5% O 2 , dry)

300 200 25 50 75 100 Load %

Fig. 1. Nox emission L23/30H and L/V28/32H engines according to ISO 3046 conditions.

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NOx Emission

D 10 28 0 L23/30H

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

18

16

NOx emission g/kWh

14

IMO Limit L23/30H

12

10

6 0 500 1000 Engine speed rpm 1500 2000

08028-0D/H5250/94.08.12

02.12

MAN B&W Diesel

1607591-7.4 Page 1 (1)

Moment of Inertia

D 10 30 0 L23/30H
Moment of inertia (J)

No. of cyl.

Generator type

Max. cont. rating kW

Speed Engine r/min. kgm2

Flywheel kgm2 273.5

Generator *** kgm2 132.0

Total kgm2 442.9

DIDBN* 121k/10 6 DIDBN* 121i/8 LSA** 52B L9/8p DIDBN* 131h/10 7 DIDBN* 121k/8 LSA** 54 VS4/8p DIDBN* 131i/10 8 DIDBN* 131h/8 LSA** 54 VS5/8p

780

720

37.4

810

750

37.4

273.5

94.0

404.9

960

900

65.5

273.5

83.0

422.0

910

720

61.4

100.0

170.0

331.4

945

750

61.4

100.0

110.0

271.4

1120

900

47.9

111.3

120.0

279.2

1040

720

49.6

100.0

200.0

349.6

1080

750

49.6

100

152.0

301.6

1280

900

78.5

273.5

133.3

485.3

* Generator, make A. van Kaick ** Generator, make Lero Somer

08028-0D/H5250/94.08.12

*** If other generator is chosen the values will change. Moment of inertia : GD2 = J x 4 (kgm2)

05.48

MAN Diesel
1699985-1.0 Page 1 (1)

"Green Passport"

D 10 33 0 General

List of potentially hazardous materials of MAN fourstroke diesel engines that are relevant to be delivered to recycling facilities according to IMO resolution A.962(23) Adopted on 5 december 2003.

Asbestos
Type of asbestos Materials Location Approximate quantity/volume None

Plastic Materials
Type Copolymer, based on acrylnitrile and butadiene: NBR Copolymer, based on vinylidene-uoride and hexauoro-propene: FPM FPI 155, Flame retardant according to IEC 332-3 cat. 3 Location O-rings (Inside engine) O-rings (Inside engine) Cable jacket Approximate quantity/volume *) *) < 100 m

Materials containing PCBs, PCTs, PBBs at levels of 50 mg/kg or more

None

Gases sealed in the machinery

Argon Exhaust thermometers *)

Chemicals in engine
Type Anti-seize Compounds Engine Additives Water Treatment: Nitrite-borate inhibitor Fresh water system Location Used on high temperature screws Approximate quantity/volume *) None See instruction manual

Other Substances in engine

Type Fuel oil Lubricating oil Filter cartridge Filter cartridge Mercury
08028-0D/H5250/94.08.12

Location Engine F.O. pipe system Engine frame Lub. oil lter on engine Lub. oil lter on engine/lter candles

Approximate quantity/volume < 0,020 m3 See instruction manual 2 pcs. 1) 2 pcs./48 pcs. 2) None

Lithium battery (if installed) Lead Pb - for soldering circuit board

Electronic cabinet Electronic cabinet

1 pcs. < 10 g/engine 2)

*) The component is most likely bound in an alloy or present at a very low concentration 1 ) only valid for GenSets 2 ) only valid for Propulsion engines

07.36

MAN Diesel
1607531-9.5 Page 1 (2)

Overhaul Recommendations

D 10 35 0 L23/30H

Component Turbocharger

720/750 RPM
Dry cleaning of turbine side ................................................................ or Wet cleaning of turbine side ................................................................. Water washing of compressor side ..................................................... Air lter cleaning : Based on observations. Inspection: Check all mounting screws, casing screws and pipe line connections for tight t by tapping, retighten if necessary .............

Hours Between Overhauls every second day every week 25-75

Expected Service Life

with new or overhauled turbocharger once aft 1000 6-8.000 6-8.000

Compressor cleaning in dismantled condition: compressor inner components, nal diffusor, compressor wheel ............................ Silencer cleaning in dismantled condition: silencer felt linings ....... Major overhaul: Dismantling, cleaning, inspection, checking and cleaning cartridge, checking bearing clearances, checking gaps and clearances on reassembly ........................................................... Regulating system Function check of overspeed and shutdown devices. Check that the control rod of each individual fuel pump can easily go to "stop" position ............................................................................ Checking and adjustment of valve clearance ...................................... Checking, cleaning and adjustment of opening pressure ................... Overhaul and regrinding of spindle and valve seat ............................. Function check of rotocap ................................................................... Overhaul in connection with exhaust valve overhaul ........................... Measuring of inside diameter in connection with valve overhaul ........ Retightening 200 hours after new or overhaul Check of compressed air system ........................................................ Rell of air lubricator : Based on observations. Inspection according to classication survey, normally after 24.000 running hours or 4 years of service ..................................................... Retightening of main bearing cap. 200 hours after new or overhaul and every ............................................................................................ Retightening of screws for counterweights. 200 hours after new or overhaul and every .............................................................................. Retightening of holding-down bolts. 200 1000 hours after new or overhaul and every .............................................................................. Retightening of bolts between engine frame and base frame ............. For exible mounted engines. Check anti-vibration mountings ............ Crankshaft deection and main bearing clearance reading. Should be carried out in connection with retightening of main bearing and holding-down bolts .............................................................................. Retightening and checking of bearing clearance. 200 hours after new or overhaul and every ......................................................................... Inspection in connection with piston overhaul ..................................... Overhaul, replacement of compression rings and scraper rings, measuring of ring grooves, inspection of big-end bearing and inspection of cylinder liner condition ........................................................................

16.000

monthly 2.000 2.000 16.000 monthly 16.000 16.000 32.000 32.000 32.000

Cylinder head Fuel injection valve Exhaust valve Air inlet valve Valve guide Cylinder head nuts Compressed air system Main bearings

16.000

16.000 6-8.000 6-8.000 6-8.000 6-8.000 6-8.000

48.000

Supporting chocks and bolt connections

08028-0D/H5250/94.08.12

Autolog reading

6-8.000 6-8.000 16.000

Big-end bearing

32.000

Piston

16.000

64.000

06.36

MAN Diesel
D 10 35 0 L23/30H
Component

Overhaul Recommendations

1607531-9.5 Page 2 (2)

720/750 RPM
tion: In connection with piston overhaul ............................................... Overhaul and reconditioning of surface between liner and frame and cleaning of surface in cooling water space .........................................

Hours Between Overhauls 16.000 32.000

Expected Service Life 80.000

Cylinder liner

Fuel pump Torsional vibration dampers Lub. oil lter cartr.

Fuel pump barrel/plunger assembly. Overhaul based on operational observations ........................................................................................ Overhaul .............................................................................................. A sample of silicone uid must be taken and analysed in between. Replacement based on observations of pressure drop ...................... Replacement based on observations................................................... 32.000

32.000

1.500 1.500

Filter Cartridges

06.36

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MAN B&W Diesel

1699106-9.0 Page 1 (2)

Overhaul Recommendations

D 10 35 0 L23/30H

Component

900 RPM
Dry cleaning of turbine side ............................................................... or Wet cleaning of turbine side ............................................................... Water washing of compressor side ................................................... Air filter cleaning : Based on observations. Inspection: Check all mounting screws, casing screws and pipe line connections for tight fit by tapping, retighten if necessary .........

Hours Between Overhauls every second day every week 25-75

Expected Service Life

Turbocharger

with new or overhauled turbocharger once aft 1000 6.000 6.000

Compressor cleaning in dismantled condition: compressor inner components, final diffusor, compressor wheel ........................ Silencer cleaning in dismantled condition: silencer felt linings .. Major overhaul: Dismantling, cleaning, inspection, checking and cleaning cartridge, checking bearing clearances, checking gaps and clearances on reassembly ......................................................... Function check of overspeed and shutdown devices. Check that the control rod of each individual fuel pump can easily go to "stop" position ............................................................................ Checking and adjustment of valve clearance ................................... Checking, cleaning and adjustment of opening pressure ................. Overhaul and regrinding of spindle and valve seat ........................... Function check of rotocap ................................................................. Overhaul in connection with exhaust valve overhaul ....................... Measuring of inside diameter in connection with valve overhaul ...... Retightening 200 hours after new or overhaul Compressed air system Main bearings Check of compressed air system ..................................................... Refill of air lubricator : Based on observations. Inspection according to classification survey, normally after 24.000 running hours or 4 years of service .................................................. Retightening of main bearing cap. 200 hours after new or overhaul and every ............................................................................................ Retightening of screws for counterweights. 200 hours after new or overhaul and every ............................................................................ Retightening of holding-down bolts. 200 1000 hours after new or overhaul and every ............................................................................ Retightening of bolts between engine frame and base frame ........... For flexible mounted engines. Check anti-vibration mountings ........ Crankshaft deflection and main bearing clearance reading. Should be carried out in connection with retightening of main bearing and holding-down bolts .............................................................................. Retightening and checking of bearing clearance. 200 hours after new or overhaul and every ................................................................ Inspection in connection with piston overhaul ................................... Overhaul, replacement of compression rings and scraper rings, measuring of ring grooves, inspection of big-end bearing and inspection of cylinder liner condition ..................................................

Regulating system

12.000

Cylinder head Fuel injection valve Exhaust valve Air inlet valve Valve guide Cylinder head nuts

monthly 2.000 2.000 12.000 monthly 12.000 12.000 24.000 24.000 24.000

12.000

24.000 6.000 6.000 6.000 6.000 6.000

36.000

Supporting chocks and bolt connections

08028-0D/H5250/94.08.12

Autolog reading

6.000 6.000 12.000

Big-end bearing

24.000

Piston

12.000

60.000

04.50

MAN B&W Diesel

D 10 35 0 L23/30H
Component

Overhaul Recommendations

1699106-9.0 Page 2 (2)

900 RPM
Inspection, measuring and reconditioning of running surface condition: In connection with piston overhaul .................................... Overhaul and reconditioning of surface between liner and frame and cleaning of surface in cooling water space .......................................

Hours Between Overhauls 12.000 24.000

Expected Service Life 60.000

Cylinder liner

Fuel pump Torsional vibration dampers Lub. oil filter cartr. Filter cartrigdes

Fuel pump barrel/plunger assembly. Overhaul based on operational observations ....................................................................................... Overhaul ............................................................................................. A sample of silicone fluid must be taken and analysed in between. Replacement based on observations of pressure drop ................... Replacement based on observations ................................................ 36.000

24.000

1.500 1.500

04.50

08028-0D/H5250/94.08.12

Basic Diesel Engine

B 10

MAN B&W Diesel

1613472-6.6 Page 1 (5)

General Description

B 10 01 1 L23/30H

General
The engine is a turbocharged, single-acting, fourstroke diesel engine of the trunk piston type with a cylinder bore of 225 mm and a stroke of 300 mm, the crankshaft speed are 720, 750 or 900 rpm. The engine can be delivered as an in-line engine with 5 to 8 cylinders.

Cylinder Liner
The cylinder liner is made of fine grained, pearlite cast iron and fitted in a bore in the engine frame. The liner is clamped by the cylinder head and is guided by a bore at the bottom of the cooling water space of the engine frame. The liner can thus expand freely downwards when heated during the running of the engine. Sealing for the cooling water is obtained by means of rubber rings which are fitted in grooves machined in the liner. Cooling water is supplied at the bottom of the cooling water space between the liner and the engine frame and leaves through bores in the top of the frame to the cooling water jacket.

Engine Frame
The engine frame which is made of cast iron is a monobloc design incorporating the cylinder bloc, the crankcase and the supporting flanges. The charge air receiver, the cooling water jackets and the housing for the camshaft and drive are also integral parts of this one-piece casting. The main bearings for the underslung crankshaft are carried in heavy supports in the frame plating and are secured by bearing caps. To ensure strong and sturdy bedding of the caps, these are provided with side guides and held in place by means of studs with hydraulically tightened nuts. The main bearings are equipped with replaceable shells which are fitted without scraping. The crankshaft guide bearing is located at the flywheel end of the engine. On the sides of the frame there are covers for access to the camshaft, the charge air receiver and crankcase. Some of the covers are fitted with relief valves which will act, if oil vapours in the crankcase should be ignited, for instance in the event of a hot bearing.

Cylinder Head
The cylinder head is of cast iron, made in one piece. It has a central bore for the fuel injection valve and bores for two exhaust valves, two inlet valves, indicator valve and cooling water. The cylinder head is tightened by means of 4 nuts and 4 studs, which are screwed into the engine frame. The nuts are tightened by means of hydraulic jacks. The cylinder head has a screwed-on coaming which encloses the valves. The coaming is closed with a top cover and thus provides an oil tight enclosure for the valve gear.

Air Inlet and Exhaust Valves

The inlet and exhaust valve spindles are identical and therefore interchangeable.

08028-0D/H5250/94.08.12

Base Frame
The engine and alternator are mounted on a common base frame. The rigid base frame construction can be embedded directly on the engine seating or flexible mounted. The engine part of the base frame acts as lubricating oil reservoir. The valve spindles are made of heat-resistant material and the spindle seats are armoured with welded-on hard metal. All valve spindles are fitted with valve rotators which turn the spindles each time the valves are activated. The turning of the spindles is ensuring even temperature levels on the valve discs and prevents deposits on the seating surfaces.

96.12

MAN B&W Diesel

B 10 01 1 L23/30H
tube. The cylinder head is equipped with replaceable valve seat rings, which are directly water cooled in order to assure low valve temperatures. The seat rings are made of heat-resistant steel. The seting surfaces are hardened in order to minimize wear and prevent dent marks, on the inlet seat by induction hardening, on the exhaust seat by hard metal armouring. The shielding tube has two holes in order to ensure that any leakage will be drained off to the cylinder head bore. The bore is equipped with drain channel and pipe. The complete injection equipment inclusive injection pumps, high pressure and low pressure pipes is well enclosed behind removable covers.

General Description

1613472-6.6 Page 2 (5)

Valve Actuating Gear

The rocker arms are actuated through rollers, roller guides and push rods. The roller guide for fuel pump and for inlet and exhaust valves are mounted in one common housing for each cylinder. This housing is bolted to the engine frame. Each rocker arm activates two spindles through a spring-loaded valve bridge with thrust screws and adjusting screws for valve clearance. The valve actuating gear is pressure-feed lubricated from the centralized lubricating system of the engine. A non-return valve blocks the oil inlet to the rocker arms during prelubricating.

Piston
The piston, which is oil-cooled and of the monobloc type made of nodular cast-iron, is equipped with 3 compression rings and 1 oil scraper ring. By the use of compression rings with different barrelshaped profiles and chrome-plated running surfaces, the piston ring pack is optimized for maximum sealing effect and minimum wear rate. The piston has a cooling oil space close to the piston crown and the piston ring zone. The heat transfer and thus the cooling effect is based on the shaker effect arising during the piston movement. The cooling medium is oil from the engine's lubricating oil system. Oil is supplied to the cooling oil space through channels from the oil grooves in the piston pin bosses. Oil is drained from the cooling oil space through ducts situated diametrically to the inlet channels. The piston pin is fully floating and kept in position in axial direction by two circlips (seeger rings). The piston pin is equipped with channels and holes for supply of oil to lubrication of the pin bosses and for supply of cooling oil to the piston.

Fuel Injection System

The engine is provided with one fuel injection pump, an injection valve, and a high pressure pipe for each cylinder. The injection pump is mounted on the valve gear housing by means of two screws. The pump consists of a pump housing, a centrally placed pump barrel and a plunger. The pump is activated by the fuel cam, and the volume injected is controlled by turning the plunger. The fuel injection valve is located in a valve sleeve in the center of the cylinder head. The opening of the valve is controlled by the fuel oil pressure, and the valve is closed by a spring. The high pressure pipe which is led through a bore in the cylinder head is surrounded by a shielding

Connecting Rod
The connecting rod is die-forged. The big-end has an inclined joint in order to facilitate the piston and connecting rod assembly to be withdrawn up through the cylinder liner. The joint faces on connecting rod and bearing cap are serrated to ensure

96.12

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MAN B&W Diesel

1613472-6.6 Page 3 (5)

General Description

B 10 01 1 L23/30H

precise location and to prevent relative movement of the parts. The connecting rod has bored channels for supply of oil from the big-end to the small-end. The big-end bearing is of the trimetal type coated with a running layer. The bearing shells are of the precision type and are therefore to be fitted without scraping or any other kind of adaption. The small-end bearing is of trimetal type and is pressed into the connecting rod. The bush is equipped with an inner circumferential groove, and a pocket for distribution of oil in the bush itself and for supply of oil to the pin bosses.

The camshaft is placed in the engine frame at the control side (left side, seen from the flywheel end). The camshaft is driven by a gear wheel on the crankshaft through an intermediate wheel, and rotates of a speed which is half of that of the crankshaft. The camshaft is located in bearing bushes which are fitted in bores in the engine frame, each bearing is replaceable and locked in position in the engine frame by means of a locking screw. A guidering mounted at the flywheel end guides the camshaft in the longitudinal direction. Each section is equipped with fixed cams for operation of fuel pump, air inlet valve and exhaust valve. The foremost section is equipped with a splined shaft coupling for driving the fuel oil feed pump (if mounted). The gear wheel for driving the camshaft as well as a gear wheel connection for the governor drive are screwed on to the aftmost section. The lubricating oil pipes for the gear wheels are equipped with nozzles which are adjusted to apply the oil at the points where the gear wheels are in mesh.

Crankshaft and Main Bearings

The crankshaft, which is a one-piece forging, is suspended in underslung bearings. The main bearings are of the trimetal type, which are coated with a running layer. To attain a suitable bearing pressure and vibration level the crankshaft is provided with counterweights, which are attached to the crankshaft by means of two screws. At the flywheel end the crankshaft is fitted with a gear wheel which through an intermediate wheel drives the camshaft. Also fitted here is a coupling flange for connection of a generator. At the opposite end (front end) there is a claw-type coupling for the lub. oil pump or a flexible gear wheel connection for lub. oil and water pumps. Lubricating oil for the main bearings is supplied through holes drilled in the engine frame. From the main bearings the oil passes through bores in the crankshaft to the big-end bearings and hence through channels in the connecting rods to lubricate the piston pins and cool the pistons.

Governor
The engine speed is controlled by a hydraulic or electric governor.

Monitoring and Control System

All media systems are equipped with thermometers and manometers for local reading and for the most essential pressures the manometers are together with tachometers centralized in an engine-mounted instruments panel. The number of and type of parameters to have alarm function are chosen in accordance with the requirements from the classification societies. The engine has as standard shut-down functions for lubricating oil pressure low, cooling water tempera-

08028-0D/H5250/94.08.12

Camshaft and Camshaft Drive

The inlet and exhaust valves as well as the fuel pumps of the engine are actuated by a camshaft.

96.12

MAN B&W Diesel

B 10 01 1 L23/30H
ture high and for overspeed. receiver is insulated.

General Description

1613472-6.6 Page 4 (5)

Turbocharger System
The turbocharger system of the engine, which is a constant pressure system, consists of an exhaust gas receiver, a turbocharger, a charging air cooler and a charging air receiver, the latter being intergrated in the engine frame. The turbine wheel of the turbocharger is driven by the engine exhaust gas, and the turbine wheel drives the turbocharger compressor, which is mounted on the common shaft. The compressor draws air from the engine room, through the air filters. The turbocharger presses the air through the charging air cooler to the charging air receiver. From the charging air receiver, the air flows to each cylinder, through the inlet valves. The charging air cooler is a compact tube-type cooler with a large cooling surface. The cooling water is passed twice through the cooler, the end covers being designed with partitions which cause the cooling water to turn. The cooling water tubes are fixed to the tube plates by expansion. From the exhaust valves, the exhaust is led through a water cooled intermediate piece to the exhaust gas receiver where the pulsatory pressure from the individual exhaust valves is equalized and passed to the turbocharger as a constant pressure, and further to the exhaust outlet and silencer arrangement. The exhaust gas receiver is made of pipe sections, one for each cylinder, connected to each other, by means of compensators, to prevent excessive stress in the pipes due to heat expansion. In the cooled intermediate piece a thermometer for reading the exhaust gas temperature is fitted and there is also possibility of fitting a sensor for remote reading. To avoid excessive thermal loss and to ensure a reasonably low surface temperature the exhaust gas

Compressed Air System

The engine is started by means of a built-on air starter. The compressed air system comprises a main starting valve, an air strainer, a remote controlled starting valve and an emergency starting valve which will make it possible to start the engine in case of a power failure.

Fuel Oil System

The built-on fuel oil system consists of the fuel oil filter and the fuel injection system. An engine-driven fuel oil feed pump can be mounted as optional. The fuel oil feed pump, which is of the gear pump type, is mounted to the front end of the engine frame and driven by the camshaft through a splined shaft coupling, the pump housing is equipped with a spring-loaded adjustable by-pass valve. The fuel oil filter is a duplex filter. The filter is equipped with a three-way cock for single or double operation of the filters. Waste oil and fuel oil leakage is led to a leakage alarm which is heated by means of fuel return oil.

Lubricating Oil System

All moving parts of the engine are lubricated with oil circulating under pressure.
08028-0D/H5250/94.08.12

The lubricating oil pump is of the gear wheel type with built-in pressure control valve. The pump draws the oil from the sump in the base frame, and on the pressure side the oil passes through the lubricating oil cooler and the filter which both are mounted on the engine. Cooling is carried out by the low temperature cooling water system and the temperature regulating is made by a thermostatic 3-way valve on the oil side.

96.12

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1613472-6.6 Page 5 (5)

General Description

B 10 01 1 L23/30H

The engine is as standard equipped with an electrically driven prelubricating pump.

through the charge air cooler and the lubricating oil cooler, and the alternator if the latter is water cooled. The low temperature system is normally cooled by fresh water. The high temperature cooling water system cools the engine cylinders and the cylinder head. The high temperature system is always cooled by fresh water.

Cooling Water System

The cooling water system consists of a low temperature system and a high temperature system. The water in the low temperature system is passed

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

08028-0D/H5250/94.08.12

96.12

MAN B&W Diesel

1607529-7.2 Page 1 (1)

Cross Section

B 10 01 1 L23/30H

08028-0D/H5250/94.08.12

99.40

MAN B&W Diesel

1609517-6.8 Page 1 (1)

Main Particulars

B 10 01 1 L23/30H

Cycle Configuration Cyl. Nos. available Power range Speed Bore Stroke Stroke/bore ratio Piston area per cyl. Swept volume per cyl. Compression ratio Max. combustion pressure Turbocharging principle Fuel quality acceptance

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

4-stroke In-line 5-6-7-8 650-1280 kW (885-1740 BHP) 720/750/900 rpm 225 mm 300 mm 1.33:1 398 cm2 11.9 ltr. 13:1 130 bar* Constant pressure system and intercooling HFO up to 700 cSt/50 C (BSMA 100-M9)

Power lay-out Speed Mean piston speed Mean effective pressure Max. combustion pressure
08028-0D/H5250/94.08.12

MCR version rpm m/sec. bar bar kW/cyl. BHP/cyl. 720 7.2 18.2 130 130 175 750 7.5 18.1 130 135 185 900 9.0 17.9 130* 160 217

Power per cylinder

Overload rating (up to 10%) allowable in 1 hour for every 12 hours Power per cylinder kW/cyl. BHP/cyl. 145 190 150 205 175 239

*For L23/30H-900 rpm version a pressure of 135 bar measured at the indicator cock correspond to 130 bar in the combustion chamber.

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1613473-8.5 Page 1 (1)

Dimensions and Weights

B 10 01 1 L23/30H

Cyl. no

A (mm)

* B (mm)

* C (mm)

H (mm)

**Dry weight GenSet (t) 18.0 17.6

5 (720 rpm) 5 (750 rpm)

3369 3369

2155 2155

5524 5524

2383 2383

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

3738 3738 3738

2265 2265 2265

6004 6004 6004

2383 2383 2815

19.7 19.7 21.0

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

4109 4109 4109

2395 2395 2395

6504 6504 6504

2815 2815 2815

21.4 21.4 22.8

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

08028-0D/H5250/94.08.12

4475 4475 4475

2480 2480 2340

6959 6959 6815

2815 2815 2815

23.5 22.9 24.5

P Q * **

Free passage between the engines, width 600 mm and height 2000 mm. 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.

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1631458-2.0 Page 1 (1)

Centre of Gravity

B 10 01 1 L23/30H

Z X Z

Y Z

0.0

0.0

Engine Type

X - mm

Y - mm

Z - mm

5L23/30H 6L23/30H 7L23/30H 8L23/30H

1740 2105 2245 2445

0 0 0 0

845 845 845 845

The values are based on generator make A. van Kaick, if other generator is chosen the values will change.

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1613423-6.3 Page 1 (1)

Material Specification

B 10 01 1 L23/30H

Components

Material

Frame Crankshaft

Grey cast iron Forged, hardened and tempered chronium-molybdenum steel Forged, hardened and tempered chronium-molybdenum steel Spheroid graphite cast iron Grey cast iron Centrifugally cast iron copper-vanadium alloyed Hardened and tempered chronium steel Coating nickel or cobolt-base alloy

Connecting rod

Piston Cylinder head Cylinder liner Exhaust and inlet valves

Fuel injection equipment Turbocharger Governor

L'Orange MAN B&W Woodward

Charge air cooler Tubes Tubeplates Box Covers Arsenical aluminium bras Leaded Muntz Metal Separate, grey cast iron Grey cast iron Optional Leaded Muntz Metal

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Lubricating oil cooler Plates Thrust plates Stainless steel or Titanium Mild steel, coated

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1624445-0.4 Page 1 (2)

Overhaul Areas

B 10 01 1 L23/30H

Fig 1 Dismantling height for piston.

Engine Type

Frame (H1)

Cylinder Head (H2)

Turbocharger (H3)

5-6L23/30H 7-8L23/30H 6-7-8L23/30H

(720/750 rpm) (720/750 rpm) (900 rpm)

1919 1919 1919

2398 2398 2398

2453 2453 2553

Dismantling Height for Piston

H1 : For dismantling of piston and connecting rod at the camshaft side.
08028-0D/H5250/94.08.12

H3 : For dismantling of piston and connecting rod passing the turbocharger. If lower dismantling height is required, special tools can be delivered. See also B 10 01 1, Low Dismantling Height.

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

99.51

MAN B&W Diesel

B 10 01 1 L23/30H
Dismantling Space
It must be considered that there is sufficient space for pulling the charge air cooler element, air filter on the turbocharger, lubricating oil cooler, lubricating oil filter cartridge and bracing bolt.

Overhaul Areas

1624445-0.4 Page 2 (2)

Fig 1 Overhaul areas for charge air cooler element, turbocharger filter element, lub. oil cooler, lub. oil filter cartridge and bracing bolt.

Cyl. 5 6 6 7 7 8 8 720/750 rpm 720/750 rpm 900 rpm 720/750 rpm 900 rpm 720/750 rpm 900 rpm

A 1270 1270 1270 1270 1420 1270 1620

B 2288 2288 2388 2388 2388 2388 2388

C 58.5
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58.5 226 226 226 226 226

Table, Definition of point of measurement in fig 1.

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1631462-8.0 Page 1 (1)

Low Dismantling Height

B 10 01 1 L23/30H

Space Requirements

Fig. 1. Minimum dismantling height of pistons only with special tools.

08028-0D/H5250/94.08.12

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

92.38

800

1835

800

1835

MAN Diesel
1607566-7.1 Page 1 (1)

Engine Rotation Clockwise

B 10 11 1 General

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98.18

Fuel Oil System

B 11

MAN B&W Diesel

1613570-8.7 Page 1 (2)

Internal Fuel Oil System

B 11 00 0 L23/30H

Fig 1 Diagram for fuel oil system.

Pipe description A3 A1 A2 Waste oil outlet Fuel oil inlet Fuel oil outlet DN 15 DN 20 DN 20

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

Fuel Injection Equipment

Flange connections are as standard according to DIN 2501

General
The internal built-on fuel oil system as shown in fig 1 consists of the following parts: the high-pressure injection equipment a waste oil system

Each cylinder unit has its own set of injection equipment, comprising injection pump, high-pressure pipe and injection valve. The injection equipment and the distribution supply pipes are housed in a fully enclosed compartment thus minimizing heat losses from the preheated fuel. This arrangement reduces external surface temperatures and the risk of fire caused by fuel leakage. The injection pumps are installed on the roller guide housings directly above the camshaft, and they are activated by the cams on the camshaft through roller guides fitted in the roller guide housings.

08028-0D/H5250/94.08.12

Internal Fuel Oil System

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

05.43

MAN B&W Diesel

B 11 00 0 L23/30H
The amount of fuel injected into each cylinder unit is adjusted by means of the governor, which maintains the engine speed at the preset value by a continuous positioning of the fuel pump racks, via a common regulating shaft and spring-loaded linkages for each pump. The injection valve is for "deep" building-in to the centre of the cylinder head. The injection oil is supplied from the injection pump to the injection valve via a double-walled pressure pipe installed in a bore, in the cylinder head. This bore has an external connection to conduct the leak oil from the injection valve and high-pressure pipe to the waste oil system. A bore in the cylinder head vents the space below the bottom rubber sealing ring on the injection valve, thus preventing any pressure build-up due to gas leakage, but also unveiling any malfunction of the bottom rubber sealing ring for leak oil.

Internal Fuel Oil System

1613570-8.7 Page 2 (2)

Optionals
Besides the standard components, the following standard optionals can be built-on: Pressure differential alarm high PDAH 43-40 Fuel oil, inlet and outlet filter Pressure differential transmitting PDT 43-40 Fuel oil, inlet and outlet filter Pressure alarm low PAL 40 Fuel oil, inlet fuel oil pump Pressure transmitting PT40 Fuel oil, inlet fuel oil pump Temperature element TE40 Fuel oil, inlet fuel oil pump

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

Waste Oil System

Waste and leak oil from the comparements, fuel valves is led to a fuel leakage alarm unit. The alarm unit consists of a box with a float switch for level monitoring. In case of a larger than normal leakage, the float switch will initiate alarm. The supply fuel oil to the engine is lead through the unit in order to keep this heated up, thereby ensuring free drainage passage even for high-viscous waste/leak oil. Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".

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1624468-9.8 Page 1 (3)

Fuel Oil Diagram

B 11 00 0 General

08028-0D/H5250/94.08.12

Fig 1 Fuel oil diagram.

06.08

MAN B&W Diesel

B 11 00 0 General
Uni-Fuel
The fuel system on page 1 is designed as a uni-fuel system, which means that the propulsion engine and the GenSets are running on the same fuel oil and are fed from the common fuel feed system. The uni-fuel concept is a unique foundation for substantial savings in operating costs and it is also the simplest fuel system, resulting in lower maintenance and easier operation. The diagram on page 1 is a guidance. It has to be adapted in each case to the actual engine and pipe lay-out. The venting tank is connected to the service tank via an automatic de-aerating valve, which will release any gases present. To ensure ample filling of the fuel injection pumps, the capacity of the electrically driven circulating pumps must be 3 times higher than the amount of fuel, consumed by the diesel engine at 100% load. The surplus amount of fuel oil is re-circulated through the engine and back through the venting tank. To ensure a constant fuel pressure to the fuel injection pumps during all engine loads, a spring-loaded overflow is inserted in the fuel system. The circulating pump pressure should be as specified in "B 19 00 0, Operating Data & Set Points" which provides a pressure margin against gasification and cavitation in the fuel system even at a temperature of 150C. The circulating pumps will always be running, even if the propulsion engine and one or several of the GenSets are stopped. This is in order to circulate heated heavy fuel oil through the fuel system on the engine(s), thereby keeping them ready to start with preheated fuel injection pumps and the fuel valves de-aerated. In order to minimize the power consumption when the propulsion engine(s) is stopped, the main HFO supply pump can be stopped and the port pumps can be started.

Fuel Oil Diagram

1624468-9.8 Page 2 (3)

Fuel Feed System

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

MDO Operation
The MDO to the GenSets is delivered from a separate pipeline from the service tank by means of a booster pump. The pump capacity of the MDO pump must be 3 times higher than the amount of MDO, consumed by the diesel engines at 100% load. The system is designed in such a way that the fuel type for the GenSets can be changed independent of the fuel supply to the propulsion engine.
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1624468-9.8 Page 3 (3)

Fuel Oil Diagram

B 11 00 0 General

As an optional, the GenSet plant can be delivered with the fuel changing system, consisting of a set of remotely controlled, pneumatically actuated 3-way fuel changing valves for each GenSet and a fuel changing valve control box common for all GenSets. A separate fuel changing system for each GenSet gives the advantage of individually choosing MDO or HFO mode. Such a change-over may become necessary, for instance, if the engine(s) has to be: stopped for a prolonged period. stopped for major repairs of the fuel system, etc.

Emergency Start
Further, the MDO must be available as a fuel in emergency situations. If a black-out occurs, starting up the auxiliary engines on MDO can be seen in three ways: The MDO is supplied from the MDO booster pump which can be driven pneumatically or electrically. If the pump is driven electrically it must be connected to the emergency switchboard. If the engine has a built-on booster pump, it can be used if the minimum level in the MDO service tank corresponds to or is max. 1.0 m below the level of the built-on pump. However, in the design of the entire system, level of the service tank under the engine can cause problems with vacuum in the system. If not a gravity tank (100 - 200 l) may be arranged above the engine.

If the fuel type for the propulsion engine has to be changed from HFO to MDO, then the 3-way valves immediately after the service tanks have to be changed.

If no pumps are available, it is possible to start up the engine if a tank - as mentioned above - is placed minimum 8 meters above the engine. However, only if the change-over valve is placed as near as possible to the engine.

08028-0D/H5250/94.08.12

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1693520-5.4 Page 1 (10)

Quality of Heavy Fuel Oil (HFO)

B 11 00 0 General

Prerequisites MAN Diesel four-stroke engines can be operated on any crude-oil based heavy fuel oil meeting the requirements listed in Table 1, provided the engine and the fuel treatment plant are designed accordingly. In order to ensure a well-balanced relation between the costs for fuel, spare parts and maintenance and repair work, we recommend bearing in mind the following points.

Several international specications for heavy fuel oils are existing. The most important specications are ISO 8217-2005 and CIMAC-2003. These two specications are more or less equivalent. Table 2 CIMAC Recommendations for residual fuels for diesel engines (as bunkered) shows the specications CIMAC-2003. All qualities of these specications up to K700 can be used provided the fuel treatment system is designed for these fuel grades e.g. fuels with a maximum density of 1010 kg/m3 can only be used with modern separation. Important

Heavy fuel oil (HFO)

Provenance/rening process The quality of the heavy fuel oil is largely determined by the crude oil grade (provenance) and the rening process applied. This is the reason why heavy fuel oils of the same viscosity may differ considerably, depending on the bunker places. Heavy fuel oil normally is a mixture of residue oil and distillates. The components of the mixture usually come from state-of-the-art rening processes such as visbreaker or catalytic cracking plants. These processes may have a negative effect on the stability of the fuel and on its ignition and combustion properties. In the essence, these factors also inuence the heavy fuel oil treatment and the operating results of the engine. Bunker places where heavy fuel oil grades of standardised quality are offered should be given preference. If fuels are supplied by independent traders, it is to be made sure that these, too, keep to the international specications. The responsibility for the choice of appropriate fuels rests with the engine operator. Specications
08028-0D/H5250/94.08.12

Fuel oil characteristics as stated in analysis results - even if they meet the above mentioned requirements - may be not sufcient for estimating the combustion properties and the stability of the fuel oil. This means that service results depend on oil properties which cannot be known beforehand. This especially applies to the tendency of the oil to form deposits in the combustion chamber injection system, gas passages and turbines. It may, therefore, be necessary to rule out some oils that cause difculties. Blends The admixing of engine oils (ULO:used lube oil), of non-mineral oil constituents (such as coal oil) and of residual products from chemical or other processes (such as solvents, polymers or chemical waste) is not permitted. The reasons are, for example: the abrasive and corrosive effects, the adverse combustion properties, a poor compatibility with mineral oils and, last but not least, the negative environmental effects. The order letter for the fuel should expressly mention what is prohibited, as this constraint has not yet been incorporated in the commonly applied fuel specications. The admixing of engine oils (ULO: used lube oil) to the fuel involves a substantial danger because the lube oil additives have an emulsifying effect and keep dirt, water and catnes nely suspended. Therefore, they impede or preclude the necessary cleaning of the fuel. We ourselves and others have made the experience that severe damage induced by wear may occur to the engine and turbocharger components as a result.

Fuels that can be used in an engine have to meet specications to ensure a suitable quality. The limiting values for a heavy fuel oil are listed in Table 1 Fuel oil specications and associated characteristic values. Please note the entries in the last column of Table 1 Fuel oil specications and associated characteristic values, because they provide important background information.

08.50

MAN Diesel
B 11 00 0 General
A fuel shall be considered to be free of used lube oil (ULO) if one or more of the elements Zn, P and Zn are below the specic limits (Zn: 15 ppm; P: 15 ppm; Ca: 30 ppm). The admixing of chemical waste materials (such as solvents) to the fuel is for reasons of environmental protection prohibited by resolution of the IMO Marine Environment Protection Committee of 1st January 1992.

Quality of Heavy Fuel Oil (HFO)

1693520-5.4 Page 2 (10)

Fuel system related characteristic values Viscosity (at 50 C) Viscosity (at 100 C) Density (at 15 C) g/ml mm2/s (cSt) max. max. max. min. max. 30 max. 30 700 55 1.010 60 Viscosity/injection viscosity Viscosity/injection viscosity Heavy fuel oil treatment Flash point (ASTMD 93) Low temperature behaviour (ASTM D 97), and Pump ability Low temperature behaviour (ASTM D 97), and Pump ability

Flash point C Pour point (summer)

Pour point (winter)

Enginerelated characteristic values Carbon residues (Conradon) Sulphur Ash Vanadium Water Sediment (potential) Aluminium and silicon Asphalts Sodium mg/kg % vol. % wt. % wt. max. 22 5 4.5 in marine operation 0.20 600 1 0.1 Combustion properties Sulphuric acid corrosion Heavy fuel oil treatment Heavy fuel oil treatment Heavy fuel oil treatment

Supplementary characteristic values 80 2/3 of carbon residues (Conradson) Sodium < 1/3 vanadium, sodium < 100 Heavy fuel oil treatment Combustion properties Heavy fuel oil treatment Ignition quality
08028-0D/H5250/94.08.12

mg/kg % wt. mg/kg

max.

Cetane number of lowviscosity constituent minimum 35

Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils; free of tar oil and lubricating oil (used oil), free of any chemical waste and of solvents or polymers Table 1 Fuel oil specications and associated characteristic values

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08.50 1693520-5.4 Page 3 (10) CIMAC B30 CIMAC D80 CIMAC K 380 CIMAC H 700 Test method reference CIMAC E 180 CIMAC F 180 CIMAC G 380 CIMAC H 380 CIMAC K 700

Characteristics

Unit

Limit

CIMAC A30

MAN Diesel

Table 2 975.0 980.0 1010.0 991.0 991.0 991.0 1010.0 ISO 3675 or ISO 12185 ISO 3104 ISO 3104 60 60 60 60 60 ISO 2719 30.0 80.0 380.0 180.0 700.0 24 24 30 30 30 30 30 30 30 30 ISO 3016 ISO 3016 10 14 15
0.10 0.15

Density at 15 C

kg/m3

max.

960.0

Kinematic viscosity at 50 C

mm2/s1)

max.

min.2)

22.0

Flash point

max.

Pour point (upper) winter quality summer quality

max. max.

0 6

Carbon residue 20 18 0.15 0.5 4.50 500 0.10 80 300 0.10 80 600 22 22 0.15 0.5 4.5 600 0.10 80

% (m/m) 0.10 0.10 0.5 0.5 4.50 200 4.00 350 0.10 80 0.5 3.5 150 0.10 80

max.

ISO 10370 ISO 6245 ISO 3733 ISO 14596 or ISO 8754 ISO 14596 or IP 501 ISO 10307 2 ISO 10478

Ash

% (m/m)

max.

Water

% (V/V)

max.

Sulfur 3)

% (m/m)

max.

CIMAC Recommendations for residual fuels for diesel engines (as bunkered) 15 15 30 IP501 or IP470 IP501 or IP500 IP501 or IP470

Vanadium

mg/kg

max.

Quality of Heavy Fuel Oil (HFO)

Total sediment potential

% (m/m)

max.

Aluminium plus silicon

mg/kg

max.

Used lubricating oil (ULO)

The fuel shall be free of ULO. A fuel shall be considered to be free of ULO if one ore more of the elementsl Zinc,

Phosphorus and Calcium are below or at the specied limits. All three elements must exceed the same limits

before a fuel shall be deemed to contain ULO.

Zinc Phosphorus Calcium

mg/kg mg/kg mg/kg

B 11 00 0

General

1) 1 mm2/s = 1cSt 2) Fuels with density close to the maximum, but with very low viscosity, may exhibit poor ignition quality. 3) A sulphur limit of 1,5% mm will apply in SOx Emission Control Areas designated by the IMO, when its relevant Protocol comes into force. There may be local variations.

MAN Diesel
B 11 00 0 General
Leaked oil collectors Leaked oil collectors into which leaked oil and residue pipes as well as overow pipes of the lube oil system, in particular, must not have any connection to fuel tanks. Leaked oil collectors should empty into sludge tanks. Supplementary remarks The following remarks are thought to outline the relations between heavy fuel oil grade, heavy fuel oil treatment, engine operation and operating results. Selection of heavy fuel oil Economic operation on heavy fuel oil with the limit values specied in Table 1, is possible under normal service conditions, with properly working systems and regular maintenance. Otherwise, if these requirements are not met, shorter TBOs (times between overhaul), higher wear rates and a higher demand in spare parts must be expected. Alternatively, the necessary maintenance intervals and the operating results expected determine the decision as to which heavy fuel oil grade should be used. It is known that as viscosity increases, the price advantage decreases more and more. It is therefore not always economical to use the highest viscosity heavy fuel oil, which in numerous cases means the lower quality grades. Heavy fuel oils ISO-RM A/B 30 or CIMAC A/B 30 ensure reliable operation of older engines, which were not designed for the heavy fuel oils that are currently available on the market. ISO-RMA 30 or CIMAC A30 with a low pour point should be preferred in cases where the bunker system cannot be heated. Viscosity/injection viscosity Heavy fuel oils if having a higher viscosity may be of lower quality. The maximum permissible viscosity depends on the existing preheating equipment and the separator rating (throughput). The specied injection viscosity of 12-14mm2/s (for GenSets 16/24, 21/31, 23/30H, 27/38 and 28/32H: 12 - 18 cSt) and/or fuel oil temperature upstream of the engine should be adhered to. Only then will an appropriate atomisation and proper mixing, and hence a low-residue combustion be possible. Besides, mechanical overloading of the injection system will be prevented. The specied injection viscosity and/or the necessary fuel oil temperature upstream of the engine can be seen from the viscosity/temperature diagram. Heavy fuel oil treatment Trouble-free engine operation depends, to a large extent, on the care which is given to heavy fuel oil treatment. Particular care should be taken that inorganic, foreign particles with their strong abrasive effect (catalyst residues, rust, sand) are effectively separated. It has shown in practice that with the aluminium and silicon content > 15 mg/kg abrasive wear in the engine strongly increases. The viscosity and density will inuence the cleaning effect, which has to be taken into consideration when designing and setting the cleaning equipment. Settling tank The heavy fuel oil is precleaned in the settling tank. This precleaning is all the more effective the longer the fuel remains in the tank and the lower the viscosity of the heavy fuel oil is (maximum preheating temperature 75 C to prevent formation of asphalt in the heavy fuel oil). One settling tank will generally be sufcient for heavy fuel oil viscosity below 380mm2/s at 50 C. If the concentration of foreign matter in the heavy fuel oil is excessive, or if a grade according to ISO-F-RM, G/H/K380 or H/K700 is preferred, two settling tanks will be required, each of which must be adequately rated to ensure trouble-free settling within a period of not less than 24 hours. Prior to separating the content into the service tank, the water and sludge have to be drained from the settling tank.

Quality of Heavy Fuel Oil (HFO)

1693520-5.4 Page 4 (10)

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Quality of Heavy Fuel Oil (HFO)

B 11 00 0 General

Separators A centrifugal separator is a suitable device for extracting material of higher specic gravity, such as water, foreign particles and sludge. The separators must be of the self-cleaning type (i.e. with automatically induced cleaning intervals). Separators of the new generation are to be used exclusively; they are fully efcient over a large density range without requiring any switchover, and are ca-

pable of separating water up to a heavy fuel oil density of 1.01 g/ml at 15 C. Table 3, shows the demands made on the separator. These limit values which the manufacturers of these separators take as a basis and which they also guarantee. The manufacturer specications have to be adhered to in order to achieve an optimum cleaning effect.

Marine and stationary application; connected in parallel 1 separator for 100% throughput 1 separator (standby) for 100% throughput

100%

100%

Figure 1

Heavy fuel oil cleaning/separator arrangement

Layout of the separators is to be in accordance with the latest recommendations of the separator manufacturers, Alfa Laval and Westfalia. In particular, the density and viscosity of the heavy fuel oil are to be taken into consideration. Consulting MAN Diesel is required if other makes of separators come up for discussion. If the cleaning treatment prescribed by MAN Diesel is applied, and if the correct separators are se08028-0D/H5250/94.08.12

lected, it can be expected that the results given in Table 3, for water and inorganic foreign particles in the heavy fuel oil are reached at the entry into the engine. The results obtained in practical operation reveal that adherence to these values helps to particularly keep abrasive wear in the injection system and in the engine within acceptable limits. Besides, optimal lube oil treatment must be ensured.

Denition Inorganic foreign particles incl. catalyst residues Water Table 3

Particle size < 5 m

Quantity < 20 mg/kg Al+Si content <1 5 mg/kg < 0.2 % by volume

Obtainable contents of foreign matter and water (after separation)

08.50

MAN Diesel
B 11 00 0 General
Water Attention is to be paid to very thorough water separation, since the water is not a nely distributed emulsion but in the form of adversely large droplets. Water in this form promotes corrosion and sludge formation also in the fuel system, which has an adverse effect on the delivery and atomisation and thus also on the combustion of the heavy fuel oil. If the water involved is sea water, harmful sodium chloride and other salts dissolved in the water will enter the engine. The water-containing sludge must be removed from the settling tank prior to each separating process, and at regular intervals from the service tank. The venting system of the tanks must be designed in such a way that condensate cannot ow back into the tanks. Vanadium/sodium Should the vanadium/sodium ratio be unfavourable, the melting temperature of the heavy fuel oil ash may drop into the range of the exhaust valve temperature which will result in high-temperature corrosion. By precleaning the heavy fuel oil in the settling tank and in the centrifugal separators, the water, and with it the water-soluble sodium compounds can be largely removed. If the sodium content is lower than 1/3 of the vadium content, the risk of high-temperature corrosion will be small. It must also be prevented that sodium in the form of sea water enters the engine together with the intake air. If the sodium content is higher than 100 mg/kg, an increase of salt deposits is to be expected in the combustion space and in the exhaust system. This condition will have an adverse effect on engine operation (among others, due to surging of the turbocharger). Under certain conditions, high-temperature corrosion may be prevented by a fuel additive that raises the melting temperature of the heavy fuel oil ash (also refer to Additives to heavy fuel oils. Ash Heavy fuel oils with a high ash content in the form of foreign particles such as sand, corrosion and catalyst residues, promote the mechanical wear in the engine. There may be catalyst nes (catnes) in heavy fuel oils coming from catalytic cracking processes. In most cases, these catnes will be aluminium silicate, which causes high wear in the injection system and in the engine. The aluminium content found multiplied by 5 - 8 (depending on the catalyst composition) will approximately correspond to the content of catalyst materials in the heavy fuel oil. Homogeniser If a homogeniser is used, it must not be installed between the settling tank and the separator on any account, since in that case, harmful contaminants, and in particular seawater, cannot be separated out sufciently. Flash point (ASTMD-93) National and international regulations for transport, storage and application of fuels must be adhered to in respect of the ash point. Generally, a ash point of above 60 C is specied for fuels used in Diesel engines. Low temperature behaviour (ASTM D-97) Pourpoint The pour point is the temperature at which the fuel is no longer uid (pumplike). Since many of the lowviscosity heavy fuel oils have a pour point greater than 0 C, too, the bunkering system has to be preheated unless fuel in accordance with CIMAC A30 is used. The entire bunkering system should be designed so as to permit preheating of the heavy fuel oil to approx. 10 C above the pour point.

Quality of Heavy Fuel Oil (HFO)

1693520-5.4 Page 6 (10)

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1693520-5.4 Page 7 (10)

Quality of Heavy Fuel Oil (HFO)

B 11 00 0 General

Pump ability Difculties will be experienced with pumping if the fuel oil has a viscosity higher than 1,000mm2/s (cSt) or a temperature less than approx. 10 C above the pour point. Please also refer to Low temperature behaviour (ASTM D-97). Combustion properties An asphalt content higher than 2/3 of the carbon residue (Conradson) may lead to delayed combustion, which involves increased residue formation, such as deposits on and in the injection nozzles, increased smoke formation, reduced power and increased fuel consumption, as well as a rapid rise of the ignition pressure and combustion close to the cylinder wall (thermal overloading of the lube oil lm). If the ratio of asphaltenes to carbon residues reaches the limit value 0.66, and the asphaltene content also exceeds 8 %, additional analyses of the heavy fuel oil by means of thermogravimetric analysis (TGA) must be performed by MAN Diesel to evaluate the usability. This tendency will also be promoted by the blend constituents of the heavy fuel oil being incompatible, or by different and incompatible bunkering being mixed together. As a result, there is an increased separation of asphalt (also see Compatibility). Ignition quality Cracked products which nowadays are preferred as low-viscosity blend constituents of the heavy fuel oil in order to achieve the specied reference viscosity may have poor ignition qualities. The cetane number of these constituents should be > 35. An increased aromatics content (above 35 %) also leads to a decrease in ignition quality.
08028-0D/H5250/94.08.12

Preheating of the charge-air in the part-load range and output reduction for a limited period of time are possible measures to reduce detrimental inuences of fuel of poor ignition qualities. More effective, however, are a high compression ratio and the in-service matching of the injection system to the ignition qualities of the fuel oil used, as is the case in MAN Diesel trunk piston engines. The ignition quality is a key property of the fuel. The reason why it does not appear in the international specications is the absence of a standardised testing method. Therefore, parameters such as the Calculated Carbon Aromaticity Index (CCAI) are resorted to as an aid, which are derived from determinable fuel properties. We have found this to be an appropriate method of roughly assessing the ignition quality of the heavy fuel oil used. A test instrument utilising a constant-volume combustion technology (FIA fuel ignition analyser) has been developed and is currently being evaluated at a number of testing laboratories. The ignition quality of a fuel is determined as an ignition delay in the instrument that is converted to an instrument-related cetan number (FIA-CN or ECN). It has been observed that fuels with a low FIA cetan number or ECN could, in some cases, lead to operational problems. As the uid constituent in the heavy fuel oil is the determining factor for its ignition quality and the viscous constituent is decisive for the combustion quality, it is the responsibility of the bunkering company to supply a heavy fuel oil grade of quality matched to the Diesel engine. Please refer to Figure 2.

Fuel oils of insufcient ignition qualities will show extended ignition lag and delayed combustion, which may lead to thermal overloading of the oil lm on the cylinder liner and excessive pressures in the cylinder. Ignition lag and the resultant pressure rise in the cylinder are also inuenced by the nal temperature and pressure of compression, i.e. by the compression ratio, the charge-air pressure and charge-air temperature.

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MAN Diesel
B 11 00 0 General
16/24 20/27 21/31 23/30 25/30 27/38 28/32

Quality of Heavy Fuel Oil (HFO)

1693520-5.4 Page 8 (10)

1
32/44CR 32/36 40/54 32/40 48/60 40/45 52/55B 52/55A 58/64

V
1

D
800 820 840 2 3 4 5 860

CCAI
800 810 820 830 880 900 920 940 960 840 850 860

10 20 30 50 100 200 400 1000 5000 20000 50000

Figure 2

2
870 880 890 900

980 1000 1020 1040

C
910 920 930

Nomogram for the determination of CCAI assignment of CCAI ranges to engine types

CCAI can also be calculated with the aid of the following formula: CCAI = D - 141 log log (V+0.85) - 81

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08028-0D/H5250/94.08.12

V D CCAI A B C 1 2

Viscosity mm/s (cSt) at 50 C Density [kg/m] at 15 C Calculated Carbon Aromaticity Index Normal operating conditions Difculties may be encountered Problems encountered may increase up to engine damage after a short time of operation Engine type The combining straight line across density and viscosity of a heavy fuel oil results in CCAI.

MAN Diesel
1693520-5.4 Page 9 (10)

Quality of Heavy Fuel Oil (HFO)

B 11 00 0 General

Sulphuric acid corrosion The engine should be operated at the cooling water temperatures specied in the operating manual for the respective load. If the temperature of the component surface exposed to the acidic combustion gases is below the acid dew point, acid corrosion can no longer be sufciently prevented even by an alcaline lubricating oil. If the lube oil quality and engine cooling meet the respective requirements, the BN values (see Quality of lube oil (SAE40) for heavy fuel oil operation (HFO)) will be adequate, depending on the sulphur concentration in the heavy fuel oil. Compatibility The supplier has to guarantee that the heavy fuel oil remains homogenous and stable even after the usual period of storage. If different bunker oils are mixed, separation may occur which results in sludge formation in the fuel system, large quantities of sludge in the separator, clogging of lters, insufcient atomisation and highresidue combustion. In such cases, one refers to incompatibility or instability. The heavy fuel oil storage tanks should therefore be emptied as far as possible prior to rebunkering in order to preclude incompatibility. Blending heavy fuel oil If, for instance, heavy fuel for the main engine and gas oil (MGO) are blended to achieve the heavy fuel oil quality or viscosity specied for the auxiliary engines, it is essential that the constituents are compatible (refer to Compatibility above). Additives to heavy fuel oils
08028-0D/H5250/94.08.12

The use of fuel additives during the guarantee period is rejected as a matter of principle. Additives currently in use for Diesel engines are listed in Table 4, together with their supposed effect on engine operation.
Pre combustion Combustion Post combustion Table 4 Dispersants/stabilisers Emulsion breakers Biocides Combustion catalysts economy, emissions) (fuel

Ash modier (hot corrosion) Carbon system) remover (exhaust

Additives to heavy fuels Classication/ effects

Low sulphur HFO From an engine manufacturers point of view there is no lower limit for the sulphur content of HFO. We have not experienced any trouble with the currently available low sulphur HFO, that are related to the sulphur content or specic to low sulphur HFO. This may change in the future if new methods are applied for the production of low sulphur HFO (desulphurization, uncommon blending components). MAN Diesel will monitor developments and inform our customers if necessary. If the engine is not operated permanently on low sulphur HFO, then the lubricating oil should be selected according to the highest sulphur content of the fuels in operation. Safety/environmental protection

MAN Diesel engines can be economically operated without additives. It is up to the customer to decide whether or not the use of an additive would be advantageous. The additive supplier must warrant that the product use will have no harmful effects on engine operation.

Wrong handling of operating media may cause harm to health, safety and environment. Respective instructions of the manufacturer have to be followed.

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MAN Diesel
B 11 00 0 General
Examinations
Sampling To be able to check as to whether the specication indicated and/or the stipulated delivery conditions have been complied with, we recommend a minimum of one sample of each bunker fuel to be retained, at least during the guarantee period for the engine. In order to ensure that the sample is representative for the oil bunkered, a sample should be drawn from the transfer pipe at the start, at half the time and at the end of the bunkering period. Sample Tec, supplied by Messrs Mar-Tec, Hamburg is an appropriate testing kit for taking samples continuously during the bunkering. Analyse samples The samples received from the bunkering company are frequently not identical with the heavy fuel oil bunkered. It is also appropriate to verify the heavy fuel oil properties stated in the bunker documents, such as density, viscosity. If these values should deviate from those of the heavy fuel oil bunkered, one runs the risk that the heavy fuel oil separator and the preheating temperature are not set correctly for the given injection viscosity. The criteria for an economic engine operation with regard to heavy fuel oil and lubricating oil may be determined with the help of the MAN Diesel Fuel and Lube Analysis Set. Our department for fuels and lube oils (Augsburg Works, Department GQC) will be glad to furnish further information if required. Analysis of fuel oils are carried out by our chemical laboratory for customers. For examination a sample of approx. 0.5 litre is required.

Quality of Heavy Fuel Oil (HFO)

1693520-5.4 Page 10 (10)

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1699891-5.1 Page 1 (2)

Quality of Marine Diesel Fuel (MDO)

B 11 00 0 General

Other designations Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel. Marine Diesel Oil (MDO) is offered as heavy distillate (designation ISO-F-DMB) or as a blend of distillate and small amounts of residual oil (designation ISO-F-DMC) exclusively for marine applications. The commonly used term for the blend, which is of dark brown to black colour, is Blended MDO. MDO is produced from crude oil and must be free from organic acids and any non-mineral oil products.
Property/feature Specication ISO F Density at 15 C Cinematic viscosity at 40 C Pour Point winter quality summer quality Flash point Pensky Martens Total content of sediments Water content Sulphur content Ash content Coke residue (MCR) Cetane number Copper strip test Vanadium content mg/kg Content of aluminium and silicon Visual inspection Other specications:
08028-0D/H5250/94.08.12

Specication The usability of a fuel depends upon the engine design and available cleaning facilities as well as on the conformity of the key properties with those listed in the table below which refer to the condition on delivery. The key properties have been established to a great extent on the basis of ISO 8217-2005 and CIMAC-2003. The key properties are based on the test methods specied.

Unit

Test method DMB

Designation DMC 900 >2.5 < 11 <0 <6 920 >4 < 14 <0 <6 > 60 0.10 < 0.3 < 2.0 < 0.03 < 2.5 > 35 <1 < 100 < 25

kg/m3 mm2/s cSt

ISO 3675 ISO 3104 ISO 3016

C ISO 2719 % by weight % by weight % by weight % by weight % by weight ISO CD 10307 ISO 3733 ISO 8754 ISO 6245 ISO CD 10370 ISO 5165 ISO 2160 DIN 51790T2 ISO CD 10478

> 60 0.10 < 0.3 < 2.0 < 0.01 < 0.30 > 35 <1 0 0
1)

British Standard BS MA 100 1987 ASTM D 975 ASTM D 396 Table 1

1)

Class M2 2D No. 2

Class M3 4D No. 4

Marine Diesel Oil (MDO) key properties to be adhered to

With good illumination and at room temperature, appearance of the fuel should be clear and transparent.

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MAN Diesel
B 11 00 0 General
Supplementary information At transshipment facilities and in transit MDO is handled like residual oil. Thus, there is the possibility of oil being mixed with high-viscosity fuel oil or Interfuel, for example with remainders of such fuels in the bunkering boat, which may adversely affect the key properties considerably. The fuel shall be free of used lubricating oil (ULO). A fuel shall be considered to be free of ULO if one or more of the elements Zn, P and Ca are below the specied limits (Zn: 15 ppm; P: 15 ppm; Ca: 30 ppm). The Pour Point indicates the temperature at which the oil will refuse to ow. The lowest temperature the fuel oil may assume in the system, should lie approx. 10 C above the pour point so as to ensure it can still be pumped. A minimum viscosity at the fuel injection pump is required to ensure a sufcient lubricity. Therefore the temperature of the fuel must never exceed 60 C. If Blended MDOs (ISO-F-DMC) of differing bunkering are being mixed, incompatibility may result in sludge formation in the fuel system, a large amount of sludge in the separator, clogging of lters, insufcient atomization and a large amount of combustion deposits. We would therefore recommend to run dry the respective fuel storage tank as far as possible before bunkering new fuel. Sea water, in particular, tends to increase corrosion in the fuel oil system and hot corrosion of exhaust valves and in the turbocharger. It is also the cause of insufcient atomization and thus poor mixture formation and combustion with a high proportion of combustion residues. Solid foreign matter increase the mechanical wear and formation of ash in the cylinder space. If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, we recommend to provide a centrifugal separator upstream of the fuel oil lter. Separator throughput 65 % with relation to the rated throughput. Separating temperature 40 to 50 C. Solid particles (sand, rust, catalyst nes) and water can thus largely be removed and the intervals between cleaning of the lter elements considerably extended. Safety/environmental protection Wrong handling of operating media may cause harm to health, safety and environment. Respective instructions of the manufacturer have to be followed. Investigations Fuel analyses are carried out in our chemical laboratory for our customers. For examination a sample of approx. 0.5 litre is required.

Quality of Marine Diesel Fuel (MDO)

1699891-5.1 Page 2 (2)

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1699892-7.1 Page 1 (2)

Quality of Gas Oil / Diesel Fuel (MGO)

B 11 00 0 General

Other designations Gas oil, Marine Gas Oil (MGO), High Speed Diesel Oil. Diesel fuel is a medium class distillate of crude oil which therefore must not contain any residual components.

Specication Suitability of the fuel depends on the conformity with the key properties as specied hereunder, pertaining to the condition on delivery. On establishing the key properties, the standards of DIN EN 590 and ISO 8217-2005 (Class DMA), as well as CIMAC-2003 were taken into consideration to a large extent. The key property ratings refer to the testing methods specied.

Property/feature Density at 15 C

Unit kg/m3 mm2/s (cSt)

Test method ISO 3675 ISO 3104

Characteristic value 820.0 890.0 1.5 6.0 0 12 60 85 0.01 0.05 1.5 0.01 0.10 40 2) 1

Cinematic viscosity / 40 C Filter ability1) in summer in winter Flash point Abel Pensky in closed crucible Distillation range up to 350 C Content of sediment (Extraction method) Water content Sulphur content Ash Coke residue (MCR) Cetane number Copper strip test Other specications:
08028-0D/H5250/94.08.12

DIN EN 116 C ISO 1523 % by volume % by weight % by volume ISO 3405 ISO 3735 ISO 3733 ISO 8754 ISO 6245 % by weight ISO CD 10370 ISO 5165 ISO 2160

British Standard BS MA 100 1987 ASTM D 975 Table 1 Diesel fuel oil (MGO) key properties to be adhered to

M1 1D/2D

1)

Determination of lter ability to DIN EN 116 is comparable to Cloud Point as per ISO 3015. L/V 20/27 engines require a cetane number of at least 45

2)

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MAN Diesel
B 11 00 0 General
Supplementary information Using fuel oil If, in case of stationary engines a distillate intended for oil ring (for instance Fuel Oil EL to DIN 51603 or Fuel Oil No 1 or No 2 according to ASTM D396, resp.), is used instead of Diesel fuel, adequate ignition performance and low-temperature stability must be ensured, i.e. the requirements as to properties concerning lter ability and cetane number must be met. A minimum viscosity at the fuel pump is required to ensure a sufcient lubricity. The required maximum temperature to keep the viscosity before the fuel pump above 2 mm2/s is dependent on the fuel viscosity. But in all cases the temperature of the fuel before the injection pump must not exceed 50 C. Safety/environmental protection Wrong handling of operating media may cause harm to health, safety and environment. Respective instructions of the manufacturer have to be followed. Investigations Fuel analysis are carried out in our chemical laboratory for our customers at cost price. For examination a sample of approx. 0.5 litre is required.

Quality of Gas Oil / Diesel Fuel (MGO)

1699892-7.1 Page 2 (2)

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MAN B&W Diesel

1607542-7.6 Page 1 (1)

Specific Fuel Oil Consumption SFOC

B 11 01 0 L23/30H

Constant Speed Engines

L23/30H Engine type Speed r/min kW/cyl. 720 105 ECR 750 110 720 130 MCR 750 135 900 160

Load 25 % 50 % 75 % 85 % 100 % 110 % 241.3 203.1 190.3 189.2 188.3 189.4 239.5 202.4 190.8 189.2 189.0 190.0

SFOC (g/kWh) 233.5 200.1 192.3 191.3 191.3 192.1 232.2 199.6 192.6 191.7 191.8 192.5 229.8 200.2 194.2 194.3 196.4 198.5

All values based on ISO 3046/1 conditions. Ambient air temperature 25 C Ambient air pressure 1000 mbar Cooling water for air cooler 25 C Marine diesel oil (MDO). Lower calorific value: 42,700 kJ/kg

Tolerance:

+5%

With built-on pumps, the SFOC will be increased by: Fuel oil feed pump Lub. oil main pump
08028-0D/H5250/94.08.12

0.03 x 0.5 x 0.7 x 0.7 x

L.T. Cooling water pump H.T. Cooling water pump

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

% % % %

For other reference conditions, the SFOC is to be corrected by: Ambient air temperature Ambient air pressure Cooling water to air cooler Lower calorific value rise rise rise rise 10 C 10 mbar 10 C 427kJ/kg 0.6 % - 0.07% 0.7 % - 1.0 %

94.26

Lubrication Oil System

B 12

MAN Diesel
1613429-7.7 Page 1 (4)

Internal Lubricating Oil System

B 12 00 0 L23/30H

C3 C16
PDT 21-22

C15
PT 22 PAL 22 TE 22 TAH 22

Hand wing pump Filter Prelub. oil inlet TC El. Driven prelub. oil pump Centrifugal filter B

PDAH 21-22

PSL 22

TI 22

LAL 25

LAH LAL 28 28 PI 23

Drain from oil vapour discharge

To main bearing Lub. oil cooler

TI 20 TE 29 TE 29 TE 29 TE 29 TE 29

C13

A
TE 20 TAH 20

To pump drive

Cyl. 1 To piston To rocker arms

To camshaft drive

Governor drive

Engine driven lub. oil pump

Forced oil Boring in camshaft

PI 21-22

C4
Separate full flow filter

C9

A When full flow filter B 1 piece for 5-6 cyl. engines, 2 pcs. for 7-8 cyl. engines

Standard Optionals

C7

C8

Fig 1 Diagram for internal lubricating oil system.

Pipe description for connection at the engine C3 C4 C7 C8 C9 C13

08028-0D/H5250/94.08.12

General
As standard the lubricating oil system is based on wet sump lubrication. All moving parts of the engine are lubricated with oil circulating under pressure in a closed built-on system. The lubricating oil is furthermore used for the purpose of cooling the pistons. The standard engine is equipped with built-on: Engine driven lubricating oil pump Lubricating oil cooler Lubricating oil thermostatic valve Duplex full-ow depth lter Pre-lubricating oil pump

Lubricating oil from separator Lubricating oil to separator Lubricating oil from separate lter Lubricating oil to separate lter Back-ush from full-ow lter Oil vapour discharge* Lubricating oil overow Lubricating oil supply

DN25 DN25 DN65 DN65 DN20 DN50 DN50 DN25

C15 C16

Flange connections are as standard according to DIN 2501

* For external pipe connection, please see section for crankcase ventilation.

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MAN Diesel
B 12 00 0 L23/30H
Oil Quantities
The approximate quantities of oil necessary for a new engine, before starting up are given in the table, see "B 12 01 1 / 504.06 Lubricating Oil in Base Frame" (max. litre H3) If there are connected external, full-ow lters etc., the quantity of oil in the external piping must also be taken into account. Max. velocity recommendations for external lubricating oil pipes: Pump suction side Pump discharge side 1.0 - 1.5 m/s 1.5 - 2.0 m/s The main groups of components to be lubricated are: 1 2 3 4 5 6 1) Turbocharger Main bearings, big-end bearing etc. Camshaft drive Governor drive Rocker arms Camshaft

Internal Lubricating Oil System

1613429-7.7 Page 2 (4)

For priming and during operation, the turbocharger is connected to the lubricating oil circuit of the engine, the oil serves for bearing lubrication and also for dissipation of heat. The inlet line to the turbocharger is equipped with an orice in order to adjust the oil ow and a non-return valve to prevent draining during stand-still. The non-return valve has back-pressure function requiring a pressure slightly above the priming pressure to open in normal ow direction. In this way overooding of the turbocharger is prevented during stand-still periods, where the pre-lubricating pump is running.

Lubricating Oil Consumption

The lubricating oil consumption is 0.6 - 1.0 g/kWh, see "Specic Lubricating Oil Consumption - SLOC, B 12 15 0 / 504.07" It should, however, be observed that during the running in period the lubricating oil consumption may exceed the values stated.

Quality of Oil
Only HD lubricating oil (Detergent Lubricating Oil) should be used, characteristic stated in "Lubricating Oil Specication B 12 15 0 / 504.01". 2)

Lubricating oil for the main bearings is sup-plied through holes drilled in the engine frame. From the main bearings it passes through bores in the crankshaft to the connecting rod big-end bearings. The connecting rods have bored channels for supply of oil from the big-end bearings to the small-end bearings, which has an inner circumferential groove, and a pocket for distribution of oil in the bush itself and for supply of oil to the pin bosses and the piston cooling through holes and channels in the piston pin. From the front main bearings channels are bored in the crankshaft for lubricating of the pump drive.

System Flow
The lubricating oil pump draws oil from the oil sump and presses the oil through the cooler and lter to the main lubricating oil pipe, from where the oil is distributed to the individual lubricating points. From the lubricating points the oil returns by gravity to the oil sump.

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1613429-7.7 Page 3 (4)

Internal Lubricating Oil System

B 12 00 0 L23/30H

3)

The lubricating oil pipes, for the camshaft drive gear wheels, are equipped with nozzles which are adjusted to apply the oil at the points where the gear wheels are in mesh. The lubricating oil pipe, and the gear wheels for the governor drive are adjusted to apply the oil at the points where the gear wheels are in mesh. The lubricating oil to the rocker arms is led through pipes to each cylinder head. It continuous through bores in the cylinder head and rocker arm to the movable parts to be lubricated at rocker arms and valve bridge. Further, lubricating oil is led to the movable parts in need of lubrication. Through a bore in the frame lubricating oil is led to the rst camshaft bearing and through bores in the camshaft from where it is distributed to the other camshaft bearings.

Built-on Full-ow Depth Filter

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

4)

Pre-lubricating
As standard the engine is equipped with an electricdriven pre-lubricating pump mounted parallel to the main pump.The pump must be arranged for automatic operation, ensuring stand-still of the pre-lubricating pump when the engine is running, and running during engine stand-still in stand-by position. Running period of the pre-lubricating pump is preferably to be continuous. If intermittent running is required for energy saving purpose, the timing equipment should be set for shortest possible intervals, say 2 minutes of running, 10 minures of stand-still, etc. Further, it is recommended that the pre-lubricating pump is connected to the emergency switch board thus securing that the engine is not started without pre-lubrication.

5)

6)

Lubricating Oil Pump

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

Draining of the Oil Sump

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

Lubricating Oil Cooler Crankcase Ventilation

As standard the lubricating oil cooler is of the plate type. The cooler is mounted to the front end of the base frame. The crankcase ventilation is not to be directly connected with any other piping system. It is preferable that the crankcase ventilation pipe from each engine is led independently to the open air. The outlet is to be tted with corrosion resistant ame screen separately for each engine. However, if a manifold arrangements is used, its arrangements are to be as follows: 1) The vent pipe from each engine is to run indepently to the manifold, and be tted with corrosion resistant ame screen within the manifold.

08028-0D/H5250/94.08.12

Thermostatic Valve
The thermostatic valve is a fully automatic threeway valve with thermostatic elements set of xed temperature.

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MAN Diesel
B 12 00 0 L23/30H
2) The manifold is to be located as high as practicable so as to allow substantial length of piping separating the crankcase. The manifold is to be vented to the open air, such that the vent outlet is tted with corrosion resistant ame screen, and the clear open area of the vent outlet is not less than the aggregate area of the individual crankcase vent pipes entering the manifold. The manifold is to be provided with drainage arrangement. Pressure differential transmitting PDT 21-22 Lubricating oil inlet across lter Temperature alarm high TAH 20 Lubricating oil inlet before cooler Pressure transmitting PT 22 Lubricating oil inlet after cooler Temperature element TE 20 Lubricating oil inlet before cooler Temperature element TE 22 Lubricating oil inlet after cooler Temperature element TE 29 Lubricating oil inlet main bearings Branches for: External ne lter External full/ow lter

Internal Lubricating Oil System

1613429-7.7 Page 4 (4)

3)

4)

The ventilation pipe should be designed to eliminate the risk of water condensation in the pipe owing back into the engine and should end in the open air: The connection between engine (C13) and the ventilation pipe must be exible. The ventilation pipe should be continuously inclined (min. 5 degrees). A continuous drain has to be installed near the engine. The drain must not be lead back to the engine. Dimension of the exible connection DN50. Dimension of the ventilation pipe after the exible connection min. DN65.

Branches for separator is standard.

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

Optionals
Besides the standard components, the following optionals can be built-on: Level switch for low/high level in oil sump (LAL/LAH 28) Centrifugal by-pass lter (standard for stationary engines) Hand wing pump Operation levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points.

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MAN Diesel
1699270-8.0 Page 1 (1)

Crankcase Ventilation

B 12 00 0 General

Crankcase Ventilation
The crankcase ventilation is not to be directly connected with any other piping system. It is preferable that the crankcase ventilation pipe from each engine is led independently to the open air. The outlet is to be fitted with corrosion resistant flame screen separately for each engine.

2) The manifold is to be located as high as practicable so as to allow substantial length of piping separating the crankcase. 3) The manifold is to be vented to the open air, such that the vent outlet is fitted with corrosion resistant flame screen, and the clear open area of the vent outlet is not less than the aggregate area of the individual crankcase vent pipes entering the manifold. 4) The manifold is to be provided with drainage arrangement. The ventilation pipe should be designed to eliminate the risk of water condensation in the pipe flowing back into the engine and should end in the open air: The connection between engine (C13) and the ventilation pipe must be flexible. The ventilation pipe should be continuously inclined (min. 5 degrees). A continuous drain has to be installed near the engine. The drain must not be lead back to the engine. Dimension of the flexible connection, see pipe diameters fig 2. Dimension of the ventilation pipe after the flexible connection, see pipe diameters fig 2.
Nominal Diameter ND (mm) A 50 65 50 100 50 100 100 100 B 40 15 C 50 80 50 100 50 100 125 100

* A C13 A C30 * B
* Condensate trap, continuously open

B
Connection crankcase vent Connection turbocharger vent

Fig 1 Crankcase ventilation.

Engine L16/24 L21/31

However, if a manifold arrangements is used, its arrangements are to be as follows: 1) The vent pipe from each engine is to run indepently to the manifold, and be fitted with corrosion resistant flame screen within the manifold.

L23/30H L27/38 L28/32H V28/32H L32/40 V28/32S

08028-0D/H5250/94.08.12

Fig 2 Pipe diameters for crankcase ventilation.

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1624477-3.5 Page 1 (1)

Prelubricating Pump

B 12 07 0 General

The engine is as standard equipped with an electric driven pump for prelubricating before starting. The pump which is of the tooth wheel type is selfpriming.

The engine shall always be prelubricated 2 minutes prior to start if there is not intermitted or continuous prelubricating installed. Intermittent prelub. is 2 min. every 10 minutes.

Electric motor 3x380 V, 50 Hz (IP 55) Engine type No. of cyl. Pump m3/h type RPM Type kW Start current Amp. Full-load current Amp.

L23/30H L28/32H

5-6-7-8 5-6-7-8-9 R25/12.5 FL-Z-DB-SO 2.0 2850 5AP80-2S 0.75 7.0 1.8

V28/32H V28/32S

12-16-18 12-16-18 R35/25 FL-Z-DB-50 4.2 2860 5AP90S-2 1.7 21.0 3.5

Electric motor 3x440 V, 60 Hz (IP 55) Engine type No. of cyl. Pump m3/h type RPM Type kW Start current Amp. Full-load current Amp.

L23/30H L28/32H

5-6-7-8 5-6-7-8-9 R25/12.5 FL-Z-DB-SO 2.4 3440 5AP80-2S 1.00 10.0 2.1

V28/32H V28/32S
08028-0D/H5250/94.08.12

12-16-18 12-16-18 R35/25 FL-Z-DB-50 5.08 3440 5AP90S-2 1.98 22.0 3.5

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Quality of Lube Oil (SAE30) for Operation on Gas Oil and Diesel Oil (MGO/MDO)

B 12 15 0 L23/30H, L28/32H V28/32H

The specic power output offered by todays Diesel engines and the use of fuels which more and more often approach the limit in quality increase the requirements placed on the lube oil and make it imperative that the lube oil is chosen carefully. Blended lube oils (HD oils) have proven to be suitable for lubricating the running gear, the cylinder, the turbocharger and for the cooling of the pistons. Blended lube oils contain additives which, amongst other things, provide them with sludge carrying, cleaning and neutralisation capabilities. Only lube oils, which have been released by MAN Diesel, are to be used. These are listed in Table 3.

Blended lube oils (HD-oils) The base oil for which additives have been mixed (blended lube oil) must demonstrate the following characteristics: Additives The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion. The ash must be soft. If this prerequisite is not complied with, increased deposits are to be expected in the combustion chamber, especially at the outlet valves and in the inlet housing of the turbochargers. Hard additive ash promotes pitting on the valves seats, as well as burnt-out valves and increased mechanical wear. Additives must not facilitate clogging of the lter elements, neither in their active nor in their exhausted state. Detergency The detergency must be so high that coke and tarlike residues from fuel combustion must not buildup.

Specications
Base oil The base oil (blended lube oil = basic oil + additives) must be a narrow distillation cut and must be rened in accordance with modern procedures. Bright stocks, if contained, must neither adversely affect the thermal nor the oxidation stability. The base oil must meet the limit values as specied in Table 1, particularly concerning the ageing stability.

Characteristic features Structure Behaviour in cold, still ows Flash point (as per Cleveland) Ash content (oxide ash) Coke residue (as per Conradson) Ageing tendency after being heated up to 135 C for 100 hrs.
08028-0D/H5250/94.08.12

Unit

Test method ASTMD2500 ASTMD92 ASTMD482 ASTMD189 MAN Diesel ageing cabinet *

Limit value preferably parafn basic 15

> < <

C Weight %

200 0.02 0.50

nheptane insolubles Evaporation loss Drop test (lter paper)

Weight % Weight %

ASTMD4055 or DIN 51592

<

0.2 2

<

MAN Diesel test

Must not allow to recognise precipitation of resin or asphalt like ageing products

Table 1 Lube oil (MGO/MDO) - specied values * in-house method

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MAN Diesel
B 12 15 0 L23/30H, L28/32H V28/32H
Dispersancy The dispersancy must be selected such that commercially available lube-oil cleaning equipment can remove the detrimental contamination from the used oil, i.e. the oil must have good separating and ltering properties. Neutralisation capacity The neutralisation capacity (ASTM-D2896) must be so high that the acidic products which result during combustion are neutralised. The reaction time of the additives must be matched to the process in the combustion chamber. Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil consumption is adversely affected. Further conditions The lube oil must not contain agents to improve viscosity index. Fresh oil must not contain any water or other contamination. Lube oil selection The content of additives included in the lube oil depends upon the conditions under which the engine is operated, and the quality of fuel used. If marine Diesel fuel is used, which has a sulphur content of up to 2.0 weight % as per ISO-F DMC, and coke residues of up to 2.5 weight % as per Conradson, a BN of approx. 20 is preferred. Ultimately, the operating results are the decisive criterion as to which content of additives ensures the most economic mode of engine operation. Speed governor In case of mechanic-hydraulic governors with separate oil sump, multi grade oil 5W-40 is preferably used. If this oil is not available for topping-up, an oil 15W-40 may exceptionally be used. In this context it makes no difference whether multicoloured oils based on synthetic or mineral oil are used. (Designation for armed forces of Germany: O-236) The oil quality specied by the manufacturer is to be used for the remaining equipment tted to the engine. Lube-oil additives It is not allowed to add additives to the lube oil, or mixing the different makes (brands) of the lube oil, as the performance of the carefully matched package of additives which is suiting itself and adapted to the base oil, may be upset. Selection of lube oils / warranty
30

Quality of Lube Oil (SAE30) for Operation on Gas Oil and Diesel Oil (MGO/MDO)

1699881-9.1 Page 2 (4)

Engine 23/30H, 28/32H, 23/30A, 28/32A At cooling water temperatures > 32 C a SAE40 oil can be used. In this case please contact MAN Diesel Table 2

SAEClass

Viscosity (SAE class) of lube oils

Blended grade Blended lube oils (HD oils) corresponding to international specications MIL-L 2104 or API-CD, and having a Base Number (BN) of 10 16 mg KOH/g are recommended by us (Designation for armed forces of Germany: O-278).

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08028-0D/H5250/94.08.12

Most of the mineral oil companies are in close and permanent consultation with the engine manufacturers and are therefore in a position to quote the oil from their own product line that has been approved by the engine manufacturer for the given application. Independent of this release, the lube oil manufacturers are in any case responsible for quality and performance of their products. If any questions, we are more than willing to provide you with further information.

MAN Diesel
1699881-9.1 Page 3 (4)

Quality of Lube Oil (SAE30) for Operation on Gas Oil and Diesel Oil (MGO/MDO)

B 12 15 0 L23/30H, L28/32H V28/32H

Oil in service There are no dened oil change intervals for MAN Diesel medium-speed engines. The oil has to be analysed on a regular basis. As long as the oil characteristics are within the specied limits of Table 4, the oil is suitable for further use. An oil sample has to be analysed every 1-3 months (see maintenance plan). The quality of the oil can only be maintained if the oil is cleaned by an appropriate device (e.g. separator). Safety/environmental protection Wrong handling of operating media may cause harm to health, safety and environment. Respective instructions of the manufacturer have to be followed. Examinations We carry out the investigations on lube oil in our laboratories for our customers. A representative sample of about 0.5 litre is required for the examination. 1) If Marine Diesel fuel of poor quality (ISO-FDMC) is used, a Base Number (BN) of approx. 20 is of advantage. If the sulphur content of the fuel is < 1 %.

Approved SAE30 lube oils Manufacturer AGIP BP CASTROL Base Number 10 161) [mgKOH/g] Cladium 120 SAE 30 Sigma S SAE 30 2) Energol DS 3 153 Castrol MLC 30 Castrol MHP 153 Seamax Extra 30 Taro 12 XD 30 Delo 1000 Marine SAE 30 Delo SHP30 Exxmar 12TP30 Mobilgard 312 Mobilgard ADL 30 2) Delvac 1630 Marbrax CCD 310 Mozart DP30 Neptuno NT 1530 Gadinia 30 Sirius FB 30 2) Sirius/Rimula X30 2) Gadinia AL30 MarWay 1530 MarWay 1030 Disola M3015

CHEVRON (Texaco, Caltex) EXXON MOBIL

PETROBRAS Q8 REPSOL SHELL

2)

STATOIL TOTAL Lubmarine

MAN Diesel do not take any reponsibility for difculties that might be caused by these oils.

Table 3 Lubricating oils (SAE30) which have been approved for the use in MAN Diesel four-stroke engines running on gas oil and Diesel oil

08028-0D/H5250/94.08.12

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MAN Diesel
B 12 15 0 L23/30H, L28/32H V28/32H
Limit value Viscosity at 40 C Base Number (BN) Flash Point (PM) Water Content n Heptan Insoluble Metal Content only for guidance Fe Cr Cu Pb Sn Al
Table 4 Limit value

Quality of Lube Oil (SAE30) for Operation on Gas Oil and Diesel Oil (MGO/MDO)

1699881-9.1 Page 4 (4)

Method ISO 3104 or ASTM D445 ISO 3771 ISO 2719 ISO 3733 or ASTM D1744 DIN 51592 or IP 316

75 160 mm2/s min. 50% of fresh oil BN min. 185 C max. 0.2% (for a short period max. 0.5%) max. 1.5% dependent upon the engine type and operating condition

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

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MAN Diesel
1699882-0.1 Page 1 (4)

Quality of Lube Oil (SAE30) for Heavy Fuel Oil Operation (HFO)

B 12 15 0 L23/30H, L28/32H V28/32H

The specic power output offered by todays Diesel engines and the use of fuels which more and more often approach the acceptable limit in quality increase the requirements placed on the lube oil and make it imperative that the lube oil is chosen carefully. Medium-alkaline lube oils have proven to be suitable for lubricating the running gear, the cylinders, the turbocharger and for the cooling of the pistons. Medium-alkaline oils contain additives which, amongst other things, provided them with a higher neutralising capacity than blended (HD) engine oils have. No international specications exist for medium-alkaline lube oils. An adequately long trial operation in compliance with the manufacturers instructions is therefore necessary. Only lube oils, which have been approved by MAN Diesel, are to be used. These are listed in Table 5.

Bright stocks, if contained, must neither adversely affect the thermal nor the oxidation stability. The base oil must meet the limit values given in Table 1, particularly as concerns its ageing tendencies. Medium-alkaline lube oil The nished oil (base oil with additives) must demonstrate the following characteristics. Additives The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion, even though the engine were run on distillate fuel temporarily. The ash must be soft. If this prerequisite is not complied with, increased deposits are to be expected in the combustion spaces, especially the exhaust valves and the inlet housing of the turbochargers. Hard additive ash promotes pitting on the valve seats, as well as burnt-out valves and increased mechanical wear in the cylinder liners. Additives must not facilitate clogging of the lter elements, neither in their active nor in their exhausted state.

Requirements
Base oil The base oil (medium-alkaline lube oil = base oil + additives) must be a narrow distillation cut and must be rened in accordance with modern procedures.

Properties/characteristics Structure Behaviour in cold, still ows Flash point (as per Cleveland) Ash content (oxide ash) Coke residue (as per Conradson) Aging tendency after being heated up to 135 C for 100 hrs. n heptane insolubles Evaporation loss Drop test (lter paper)

Unit

Test method ASTM D2500 ASTM D92 ASTM D482 ASTM D189 MAN Diesel ageing cabinet * ASTM D4055 or DIN 51592

Limit values preferably parafnbasic 15 > 200 < 0.02 < 0.50

08028-0D/H5250/94.08.12

Weight %

< 0.2 <2

MAN Diesel test

Must not allow to recognize precipitation of resinous or asphalt like ageing products

Table 1 Lube oil (HFO operation) - specied values * in-house method

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MAN Diesel
B 12 15 0 L23/30H, L28/32H V28/32H
Detergency The detergency must be so high that coke and tarlike residues from fuel combustion must not buildup. The lube oil must be able to avoid fuel derived deposits. Dispersancy The dispersancy must be selected such that commercially available lube-oil cleaning equipment can remove the detremental contaminations from the used oil, i.e. the used oil must have good separating and ltering properties. Diesel-Performance The Diesel performance (without taking the neutralisation ability into consideration) must, at least, comply with MIL-L-21014 D resp. API-CD. Neutralisation capacity The neutralisation capacity (ASTM-D2896) must be so high that the acidic products of combustion are neutralised at the lube oil consumption rate that is specic for the engine. The reaction time of the additives must be matched to the process in the combustion chamber. Hints concerning the selection of the BN are given in Table 3. Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil consumption is adversely affected. Further conditions Speed governor In case of mechanic-hydraulic governors with separate oil sump, multi grade oil 5W-40 is preferably used. If this oil is not available as rell, an oil 15W40 may exceptionally be used. In this context it is not important, if multi grade oils based on synthetic or mineral oil are used.
08028-0D/H5250/94.08.12

Quality of Lube Oil (SAE30) for Heavy Fuel Oil Operation (HFO)

1699882-0.1 Page 2 (4)

Lube oil selection

Engine 23/30H, 28/32H, 23/30A, 28/32A At cooling water temperatures > 32 C a SAE40 oil can be used. In this case please contact MAN Diesel Table 2

SAEClass

30

Viscosity (SAE class) of lube oils

Neutralisation property (BN) Medium-alkaline lube oils having differently high levels of neutralisation capacity (BN) are available on the market. According to the present-day state of knowledge, operating conditions to be expected and BN can be correlated as shown in Table 3. The operating resulting will in the essence be the decisive criterion as to which BN will ensure the most economic mode of engine operation. Operation on low sulphur fuel In order to meet the emission regulations, fuels with different sulphur content are used today. In environmental sensitive areas (SECA) a low sulphur fuel must be used. Outside the SECA a fuel with a high sulphur content can be used. In this case the lube oil BN should be selected to meet the requirements of the operation on high sulphur fuel. Only for permanent operation on low sulphur fuel, the lube oil with the lower BN should be selected. Ultimately, the operating results are the decisive criterium as to which content of additives ensures the most economic mode of engine operation.

The lube oil must not contain agents to improve viscosity index. Fresh oil must not contain any water or other contamination.

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MAN Diesel
1699882-0.1 Page 3 (4)

Quality of Lube Oil (SAE30) for Heavy Fuel Oil Operation (HFO)

B 12 15 0 L23/30H, L28/32H V28/32H

approx. BN (mg KOH/g oil) 20

Engines / Operating conditions Marine Diesel Oil (MDO) of poor quality (ISO F DMC) or heavy fuel oil with a sulphur content of <0.5 %. 23/30H and 28/32H in general. 23/30A, 28/32A and 28/32S under normal operating conditions. 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF in pure HFO mode only if fuel sulphur content is < 1.5 %. 51/60DF in alternating mode (HFO/Gas). 23/30A, 28/32A and 28/32S in case of severe operating conditions and in case of necessity regarding oil life and engine cleanliness. 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF in pure HFO mode generally, provided the sulphur content is >1.5%. 32/40, 32/44CR, 40/54, 48/60, and 58/64 if BN 40 is inadequate in terms of oil life or engine cleanliness (high sulphur content of the fuel, very low lube oil consumption.

30

40

50 Table 3

Determining the Base Number for operating conditions

The oil quality specied by the manufacturer is to be used for the remaining equipment tted to the engine. Lube-oil additives It is not allowed to add additives to the lube oil, or mixing the different makes (brands) of the lube oil, as the performance of the carefully matched package of additives which is suiting itself and adapted to the base oil, may be upset. Selection of lube oils / warranty Most of the mineral oil companies are in close and permanent consultation with the engine manufacturers and are therefore in a the position to quote the oil from their own product line that has been approved by the engine manufacturer for the given application. Independent of this release, the lube oil manufacturers are in any case responsible for quality and performance of their products. If you have further questions, we are more than willing to provide you with further information.

Oil in service There are no dened oil change intervals for MAN Diesel medium-speed engines. The oil has to be analysed on a regular basis. As long as the oil characteristics are within the specied limits of Table 4 the oil is suitable for further use. An oil sample has to be analysed every 1-3 months (see maintenance plan). The quality of the oil can only be maintained if the oil is cleaned by an appropriate device (e.g. separator). Safety/environmental protection Wrong handling of operating media may cause harm to health, safety and environment. Respective instructions of the manufacturer have to be followed.

08028-0D/H5250/94.08.12

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MAN Diesel
B 12 15 0 L23/30H, L28/32H V28/32H
Limit value Viscosity at 40 C Base Number (BN) Flash Point (PM) Water Content n Heptan Insoluble Metal Content only for guidance Fe Cr Cu Pb Sn Al
Table 4 Limit value

Quality of Lube Oil (SAE30) for Heavy Fuel Oil Operation (HFO)

1699882-0.1 Page 4 (4)

Method ISO 3104 or ASTM D445 ISO 3771 ISO 2719 ISO 3733 or ASTM D1744 DIN 51592 or IP 316

75 160 mm2/s min. 50% of fresh oil BN min. 185 C max. 0.2% (for a short period max. 0.5%) max. 1.5% dependent upon the engine type and operating condition

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

Examinations We carry out the investigations on lube oil in our laboratories for our customers. A representative sample of about 0.5 litre is required for the examination.
Manufacturer 20 AGIP BP CASTROL CEPSA CHEVRON (TEXACO, CALTEX) EXXON MOBIL PETROBRAS REPSOL SHELL TOTAL Lubmarine Table 5 Marbrax CCD 320 Neptuno NT 2030 Argina S 30 Aurelia XL 3025 Taro 20DP30 Energol IC HFX 203 TLX Plus 203

Note! MAN Diesel do not take any responsibility for difculties that might be caused by these oils!

Base Number [mg KOH/g] 30 Cladium 300 - SAE30 Energol IC HFX 303 TLX Plus 303 Troncoil 3030 Plus Taro 30DP30 Mobilgard M 330 EXXMAR 30 TP 30 Marbrax CCD 330 Neptuno NT 3030 Argina T 30 Aurelia XL 3030 Aurelia TI 3030 40 Cladium 400 - SAE30 Energol IC HFX 403 TLX Plus 403 Troncoil 4030 Plus Taro 40XL 30 Mobilgard M 340 EXXMAR 40 TP 30 Marbrax CCD 340 Neptuno NT 4030 Argina X30 Aurelia XL 3040 Aurelia TI 3040
08028-0D/H5250/94.08.12

Lubricating oils (SAE30), which have been approved for the use in MAN Diesel four stroke engines running on heavy fuel oil
08.50

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1643494-3.7 Page 1 (2)

Treatment of Lubricating Oil

B 12 15 0 General

Operation on Marine Diesel Oil (MDO)

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

Q = required ow (l/h) P = engine output (kW). t = actual effective separator operating time per day (hour) n = number of turnovers per day of the theoretical oil volume corresponding to 1.36 l/kW or 1 l/HP. The following values for "n" are recommended: n = 5 for HFO operating (residual) n = 4 for MDO operating n = 3 for distillate fuel Example: for 1000 kW engine operating on HFO, self-cleaning separator with a daily effective separating period of 23 hours: Q = 1000 x 1.36 x 5 23 = 295 l/h

Operation on Heavy Fuel Oil (HFO)

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

Separator Installation
It is recommended to carry out continuous lubricating oil cleaning during engine operation at a lubricating oil temperature between 95C till 98C at entering the separator. With multi-engine plants, one separator per engine in operation is recommended, but if only one separator is in operation, the following lay-outs can be used. A common separator can be installed, possibly with one in reserve for operation of all engines through a pipe system, which can be carried out in various ways. Fig. 1 and 2 show a principle lay-out for a single plant and a multi-plant.

Cleaning Capacity
Normally, it is recommended to use a self-cleaning ltration unit in order to optimize the cleaning period and thus also optimize the size of the ltration unit. Separators for manual cleaning can be used when the reduced effective cleaning time is taken into consideration by dimensioning the separator capacity.

The required Flow

08028-0D/H5250/94.08.12

In order to evaluate the required lubricating oil ow through the separator, the separator suppliers recommendation should be followed. As a guidance, the following formula should form the basis for choosing the required ow for the separator capacity: Q = P x 1.36 x n t
Fig 1 Principle lay-out for direct separating on a single plant.

Engine

To/from separator

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MAN Diesel
B 12 15 0 General Treatment of Lubricating Oil
1643494-3.7 Page 2 (2)

Eng. No 1

5 slope Venting hole

Oil level in base frame

Eng. No 2

To/from lubricating oil separator Eng. No 3 Overflow tank

Separator unit

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

Fig 3 Principle lay-out for overow system.

The aim is to ensure that the separator is only connected with one engine at a time. This to ensure that there is no suction and discharging from one engine to another. To provide the above-mentioned it is recommended that inlet and outlet valves are connected, so that they can only be changed-over simultaneously. With only one engine in operation there are no problems with separating, but if several engines are in operation for some time it is recommended to split up the time so that there is separation on all engines, which are operating in turns. The capacity of the separator has to correspond with the separating of oil on the single engine n times during the available time, every 24 hours. (see page 1)

Overow System
As an alternative to the direct separating an overow system can be used (see g. 3). NB! Min. 5 slope at the drain pipe.

By-pass Centrifugal Filter

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

By-pass Depth Filter

When dimensioning the by-pass depth lter the suppliers recommendations are to be followed.

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MAN Diesel
1609533-1.7 Page 1 (2)

Criteria for Cleaning/Exchange of Lubricating Oil

B 12 15 0 General

Replacement of Lubricating Oil

The expected lubricating oil lifetime in operation is difcult to determine. The lubricating oil lifetime is depending on the fuel oil quality, the lubricating oil quality, the lubricating oil consumption, the lubricating oil cleaning equipment efciency and the engine operational conditions. In order to evaluate the lubricating oil condition a sample should be drawn on regular basis at least once every three month or depending on the latest analysis result. The lubricating oil sample must be drawn before the lter at engine in operation. The sample bottle must be clean and dry, supplied with sufcient indentication and should be closed immediately after lling. The lubricating oil sample must be examined in an approved laboratory or in the lubricating oil suppliers own laboratory. A lubricating oil replacement or an extensive lubricating oil cleaning is required when the MAN Diesel exchange criteria's have been reached.

Unit

: cSt (mm2/s)

Possible test methods : ASTM D-445, DIN 51562/53018, ISO 3104 Increasing viscosity indicates problems with insolubles, HFO contamination, water contamination, oxidation, nitration and low load operation. Decreasing viscosity is generally due to dilution with lighter viscosity oil.

2. Flash Point
Min. value : 185 C

Possible test method : ASTM D-92, ISO 2719 Normally used to indicate fuel dilution.

3. Water Content Evaluation of the Lubricating Oil Condition

Based on the analysis results, the following guidance are normally sufcient for evaluating the lubricating oil condition. The parameters themselves can not be jugded alonestanding, but must be evaluated together in order to conclude the lubricating oil condition. Max. value Unit : 0.2 % : Weight %

Possible test method : ASTM D4928, ISO 3733 Water can originate from contaminated fuel oil, an engine cooling water leak or formed as part of the combustion process. If water is detected also Sodium, Glycol or Boron content should be checked in order to conrm engine coolant leaks.

1. Viscosity
Limit value :
Normal value
08028-0D/H5250/94.08.12

min. value 75 9 100 11

max. value 160 15 220 19

4. Base Number (BN)

Min. value : The BN value should not be lower than 50% of fresh lubricating oil value, but minimum BN level never to be lower than 10-12 at operating on HFO! : mg KOH/g

SAE 30 [cSt@40 C] SAE 30 [cSt@100 C] SAE 40 [cSt@40 C] SAE 40 [cSt@100 C]

95 - 125 11 - 13 135 - 165 13.5 - 15.0

Unit

Possible test method : ASTM D-2896, ISO 3771

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MAN Diesel
B 12 15 0 General
The neutralization capacity must secure that the acidic combustion products, mainly sulphur originate from the fuel oil, are neutralized at the lube oil consumption level for the specic engine type. Gradually the BN will be reduced, but should reach an equilibrium. Unit : Weight %

Criteria for Cleaning/Exchange of Lubricating Oil

1609533-1.7 Page 2 (2)

Possible test method : ASTM D-893 procedure B in nHeptane, DIN 51592 Additionally test : If the level in n-Heptane insolubles is considered high for the type of oil and application, the test could be followed by a supplementary determination in Toluene. Total insolubles is maily derived from products of combustion blown by the piston rings into the crankcase. It also includes burnt lubricating oil, additive ash, rust, salt, wear debris and abrasive matter.

5. Total Acid Number (TAN)

Max. value Unit : 3.0 acc. to fresh oil value : mg KOH/g

Possible test method : ASTM D-664 TAN is used to monitor oil degradation and is a measure of the total acids present in the lubricating oil derived from oil oxidation (weak acids) and acidic products of fuel combustion (strong acids).

7. Metal Content
Metal content Iron Chromium Copper Lead Tin Aluminium Silicon Remarks Depend upon engine type and operating conditions Attention limits max. 50 ppm max. 10 ppm max. 15 ppm max. 20 ppm max. 10 ppm max. 20 ppm max. 20 ppm

6. Insolubles Content
Max. value : 1.5 % generally, depending upon actual dispersant value and the increase in viscosity.

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08028-0D/H5250/94.08.12

Cooling Water System

B 13

MAN Diesel
1699896-4.0 Page 1 (8)

Quality of Engine Cooling Water

B 13 00 0 General

Preliminary remarks The engine cooling water, like the fuel and lubricating oil, is a medium which must be carefully selected, treated and controlled. Otherwise, corrosion, erosion and cavitation may occur on the walls of the cooling system in contact with water and deposits may form. Deposits impair the heat transfer and may result in thermal overload on the components to be cooled. The treatment with an anti-corrosion agent has to be effected before the rst commissioning of the plant. During subsequent operations the concentration specied by the engine manufacturer must always be ensured. In particular, this applies if a chemical additive is used.

Test device The MAN Diesel water test kit includes devices permitting, i.a., to determine the above-mentioned water characteristics in a simple manner. Moreover, the manufacturer of anti-corrosion agents are offering test devices that are easy to operate. As to checking the cooling water condition, see Description "Checking cooling water".

Supplementary information Distilate If a distillate (from the freshwater generator for instance) or fully desalinated water (ion exchanger) is available, this should preferably be used as engine cooling water. These waters are free from lime and metal salts, i.e. major deposits affecting the heat transfer to the cooling water and worsening the cooling effect cannot form. These waters, however, are more corrosive than normal hard water since they do not form a thin lm of lime on the walls which provides a temporary protection against corrosion. This is the reason why water distillates must be treated with special care and the concentration of the additive is to be periodically checked. Hardness The total hardness of the water is composed of temporary and permanent hardness. It is largely determined by calcium and magnesium salts. The temporary hardness is determined by the carbonate content of the calcium and magnesium salts. The permanent hardness can be determined from the remaining calcium and magnesium salts (sulphates). The decisive factor for the formation of calcareous deposits in the cooling system is the temporary (carbonate) hardness. Water with more than 10dGH (German total hardness) must be mixed with distillate or be softened. A rehardening of excessively soft water is only necessary to suppress foaming if an emulsiable anticorrosion oil is used.

Requirements Limiting values The characteristics of the untreated cooling water must be within the following limits:
Property/ feature

Characteristics Distillate or freshwater, free from foreign matter. Not to be used: Sea water, brackish water, river water, brines, industrial waste water and rain water max. 10 6,5 - 8

Unit

Type of water

Total hardness pH-value

dH 1) -

Chloride ion max. 50 mg/l 2) content Table 1 Cooling water - characteristics to be adhered to
08028-0D/H5250/94.08.12

1)

1dGH = German hardness: = 10mg CaO/litre = 17.9mg CaCO3/litre = 0.357mval/litre = 0.179mmol/litre

2)

1 mg/l = 1 ppm

08.49

MAN Diesel
B 13 00 0 General
Damage in the cooling water system Corrosion Corrosion is an electro-chemical process which can largely be avoided if the correct water quality is selected and the water in the engine cooling system is treated carefully. Flow cavitation Flow cavitation may occur in regions of high ow velocity and turbulence. If the evaporation pressure is fallen below, steam bubbles will form which then collapse in regions of high pressure, thus producing material destruction in closely limited regions. Erosion Erosion is a mechanical process involving material abrasion and destruction of protective lms by entrapped solids, especially in regions of excessive ow velocities or pronounced turbulences. Corrosion fatigue Corrosion fatigue is a damage caused by simultaneous dynamic and corrosive stresses. It may induce crack formation and fast crack propagation in water-cooled, mechanically stressed components if the cooling water is not treated correctly. Cooling water additives No other additives than those approved by MAN Diesel and listed in "Chemical additives - containing nitrite" up to "Anti-freeze agents with corrosion inhibiting effect" are to be used. Permission required A cooling water additive can be approved for use if it has been tested according to the latest rules of the Forschungsvereinigung Verbrennungskraftmaschinen (FVV), Testing the suitability of coolant additives for cooling liquids of internal combustion engines. The test report is to be presented if required. The necessary testing is carried out by Staatliche Materialprfanstalt, Department Oberchentechnik, Grafenstrae 2, 64283 Darmstadt on request. In case the cooling water additive has been successfully tested at FVV, an engine test for the nal approval has to be conducted. Treatment with an anti-corrosion agent should be done before the engine is operated for the rst time so as to prevent irreparable initial damage. Warning! It is not allowed to operate the engine without cooling water treatment. Emulsiable anti-corrosion oils fall more and more out of use since, on the one hand, their use is heavily restricted by environmental protection legislation and, on the other hand, the suppliers have, for these and other reasons, commenced to take these products out of the market. Treatment before operating the engine for the rst time

Quality of Engine Cooling Water

1699896-4.0 Page 2 (8)

Treatment of the engine cooling water The purpose of engine cooling water treatment is to produce a coherent protective lm on the walls of the cooling spaces by the use of anti-corrosion agents so as to prevent the above-mentioned damage. A signicant prerequisite for the anti-corrosion agent to develop its full effectively is that the untreated water which is used satises the demands mentioned under Requirements . Protecting lms can be produced by treating the cooling water with a chemical anti-corrosion agent or emulsiable anti-corrosion oil.

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Quality of Engine Cooling Water

B 13 00 0 General

To be used only in closed circuits Additives can only be used in closed circuits where no appreciable consumption occurs except leakage and evaporation losses. Chemical additives Additives based on sodium nitrite and sodium borate, etc. have given good results. Galvanised iron pipes or zinc anodes providing cathodic protection in the cooling systems must not be used. Please note that this kind of corrosion protection, on the one hand, is not required since cooling water treatment is specied and, on the other hand, considering the cooling water temperatures commonly practised nowadays, it may lead to potential inversion. If necessary, the pipes must be dezinced. Anti-corrosion oil This additive is an emulsiable mineral oil mixed with corrosion inhibitors. A thin protective oil lm which prevents corrosion without obstructing the transfer of heat and yet preventing calcareous deposits forms on the walls of the cooling system. Emulsiable anti-corrosion oils have nowadays lost importance. For reasons of environmental protection legislation and because of occasionally occurring emulsion stability problems, they are hardly used any more. Anti-freeze agent If temperatures below the freezing point of water may be reached in the engine, in the cooling system or in parts of it, an anti-freeze agent simultaneously acting as a corrosion inhibitor must be added to the cooling water. Otherwise the entire system must be heated. (Designation for armed forces of Germany: Sy-7025).
08028-0D/H5250/94.08.12

Anti-freeze agents are generally based on ethylene glycol. A suitable chemical additive must be admixed if the concentration of the anti-freeze specied by the manufacturer for a certain application does not sufce to afford adequate corrosion protection or if, due to less stringent requirements with redard to protection from freezing, a lower concentration of anti-freeze agent is used than would be required to achieve sufcient corrosion protection. The manufacturer must be contacted for information on the compatibility of the agent with the anti-freeze and the concentration required. The compatibility of the chemical additives stated in Chemical additives - containing nitrite with anti-freeze agents based on ethylene glycol is conrmed. Anti-freeze agents may only be mixed with each other with the suppliers or manufacturers consent, even if the composition of these agents is the same. Prior to the use of an anti-freeze agent, the cooling system is to be cleaned thoroughly. If the cooling water is treated with an emulsiable anti-corrosion oil, no anti-freeze may be admixed, as otherwise the emulsion is broken and oil sludge is formed in the cooling system. For the disposal of cooling water treated with additives, observe the environmental protection legislation. For information, contact the suppliers of the additives. Biocides If the use of a biocide is inevitable because the cooling water has been contaminated by bacteria, the following has to be observed: - It has to be ensured that the biocide suitable for the particular application is used. - The biocide must be compatible with the sealing materials used in the cooling water system; it must not attack them. - Neither the biocide nor its decomposition products contain corrosion-stimulated constituents. Biocides whose decomposition results in chloride or sulphate ions are not permissible. - Biocides due to the use of which the cooling water tends to foam are not permissible.

Sufcient corrosion protection will be achieved by admixing the products listed in Anti-freeze agents with corrosion inhibiting effect taking care that the specied concentration is observed. This concentration will prevent freezing down to a temperature of about - 22 C. The quantity of anti-freeze actually required, however, also depends on the lowest temperatures expected at the site.

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MAN Diesel
B 13 00 0 General
Prerequisites for efcient use of an anti-corrosion agent Clean cooling system Before starting the engine for the rst time and after repairs to the piping system, it must be ensured that the pipes, tanks, coolers and other equipment outside the engine are free from rust and other deposits because dirt will considerably reduce the efciency of the additive. The entire system has therefore to be cleaned using an appropriate cleaning agent with the engine shut down (see Description "Cleaning cooling water"). Loose solid particles, in particular, have to be removed from the system by intense ushing because otherwise erosion may occur at points of high ow velocities. The agent used for cleaning must not attack the materials and the sealants in the cooling system. This work is in most cases done by the supplier of the cooling water additive, at least the supplier can make available the suitable products for this purpose. If this work is done by the engine user it is advisable to make use of the services of an expert of the cleaning agent supplier. The cooling system is to be ushed thoroughly after cleaning. The engine cooling water is to be treated with an anti-corrosion agent immediately afterwards. After restarting the engine, the cleaned system has to be checked for any leakages. Periodical checks of the condition of the cooling water and cooling system Treated cooling water may become contaminated in service and the additive will loose some of its effectively as a result. It is therefore necessary to check the cooling system and the condition of the cooling water at regular intervals. The additive concentration is to be checked at least once a week, using the test kit prescribed by the supplier. The results are to be recorded. Note! The concentrations of chemical additives must not be less than the minimum concentrations stated in "Chemical additives - containing nitrite" . Concentrations that are too low may promote corrosive effects and have therefore to be avoided. Concentrations that are slightly too high do not cause damages. However, concentrations more than double as high should be avoided. A cooling water sample is to be sent to an independent laboratory or to the engine supplier for making a complete analysis every 2 6 months. For emulsiable anti-freeze agents, the supplier generally prescribes renewal of the water after approx. 12 months. On such renewal, the entire cooling system is to be ushed, or if required to be cleaned (also see Description "Cleaning cooling water"). The fresh charge of water is to be submitted to treatment immediately. If chemical additives or anti-freeze agents are used, the water should be changed after three years at the latest. If excessive concentrations of solids (rust) are found, the water charge has to be renewed completely, and the entire system has to be thoroughly cleaned. The causes of deposits in the cooling system may be leakages entering the cooling water, breaking of the emulsion, corrosion in the system and calcareous deposits due to excessive water hardness. An increase in the chloride ion content generally indicates sea water leakage. The specied maximum of 50 mg/kg of chloride ions must not be exceeded, since otherwise the danger of corrosion will increase. Exhaust gas leakage into the cooling water may account for a sudden drop in the pH value or an increase of the sulphate content. Water losses are to be made up for by adding untreated water which meets the quality demands according to Requirements . The concentration of the anti-corrosion agent has subsequently to be checked and corrected if necessary.

Quality of Engine Cooling Water

1699896-4.0 Page 4 (8)

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Quality of Engine Cooling Water

B 13 00 0 General

Checks of the cooling water are especially necessary whenever repair and servicing work has been done in connection with which the cooling water was drained.

Anti-corrosion agents are a contaminating load for the water in general. Cooling water must therefore not be disposed off by pouring it into the sewage system without prior consultation with the competent local authorities. The respective legal regulations have to be observed.

Protective measures Anti-corrosion agents contain chemical compounds which may cause health injuries if wrongly handled. The indications in the safety data sheets of the manufacturers are to be observed. Prolonged, direct contact with the skin should be avoided. Thoroughly wash your hands after use. Also, if a larger amount has been splashed onto the clothing and / or wetted it, the clothing should be changed and washed before being worn again. If chemicals have splashed into the eyes, immediately wash with plenty of water and consult a doctor. Marine GenSets If a marine auxiliar engine of the type 16/24, 21/31, 23/30H, 27/38 or 28/32H shares the cooling water system with a two-stroke main engine MAN B&W Diesel type, the cooling water recommendation from the main engine has to be followed.

Investigation Cooling water analysis are carried out in our chemical laboratory for our customers. For examination a sample of approxiamately 0.5 litre is required.

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B 13 00 0 General
Permissible cooling water additives Chemical additives (Chemicals) - containing nitrite
Minimum concentration ppm Product Nitrite (NO2) Na-Nitrite (NaNO)2

Quality of Engine Cooling Water

1699896-4.0 Page 6 (8)

Manufacturer

Product designation

Initial dose per 1,000 litre

Ashland Water Technologies Drew Marine One Drew Plaza Boonton, New Jersey 07005 USA Unitor Chemicals KJEMI-Service A.S. P.O. Box 49 3140 Borgheim Norway Naleet Marine Chemicals P.O. Box 11 Northwich Cheshire CW8DX, UK Maritech AB P.O. Box 143 29122 Kristianstad Sweden

Liquidewt Maxigard DEWT-NC

15 l 40 l 4.5kg

15,000 1) 40,000 4,500

700 1,330 2,250

1,050 2,000 3,375

Rocor NB Liquid Dieselguard

21.5 l 4.8kg

21,500 4,800

2,400 2,400

3,600 3,600

Naleet EWT Liq (9-108) Naleet EWT 9-111 Nalcool 2000

3l 10 l 30 l

3,000 10,000 30,000

1,000 1,000 1,000

1,500 1,500 1,500

Marisol CW

12 l

12,000

2,000

3,000

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

N.C.L.T. Colorcooling

12 l 24 l

12,000 24,000

2,000 2,000

3,000 3,000

Vecom Schlenzigstrasse 7 21107 Hamburg Germany Table 2

Cool treat N.C.L.T.

16 l

16,000

4,000

4,000

Chemical additives - containing nitrite

1)

The values in the marked areas can be determined with the test kit of the chemical manufacturer.
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Marichem - Marigases 64 Sfaktirias Street 18545 Piraeus, Greece

D.C.W.T Non-Chromate

48 l

48,000

2,400

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1699896-4.0 Page 7 (8)

Quality of Engine Cooling Water

B 13 00 0 General

Chemical additives (Chemicals) - free from nitrite

Manufacturer

Product designation

Initial dose per 1,000 l

Minimum concentration

Arteco Technologiepark Zwinaarde 2 B-9052 GentBelgium Total Lubricants Paris, France Ashland Water Technologies Drew Marine One Drew Plaza Boonton, New Jersey 07005 USA Table 3

Havoline XLI

75 l

7.5 %

WT Supra

75 l

7.5 %

Drewgard CWT

8l

1%

Chemical additives - free from nitrite

Emulsiable anti-corrosion oils

Manufacturer

Product (designation)

BP Marine Breakspear Way Hemel Hempstead Herts HP2 UL, UK Castrol Int. Pipers Way Swindon SN3 1RE, UK
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Diatsol M Fedaro M

Solvex WT 3

Deutsche Shell AG berseering 35 22284 Hamburg, Germany Table 4

Oil 9156

Emulsiable anti-corrosion oils

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B 13 00 0 General
Anti-freeze agents with corrosion inhibiting effect

Quality of Engine Cooling Water

1699896-4.0 Page 8 (8)

Manufacturer

Product (designation)

Minimum concentration

BASF Carl-Bosch-Str. 67063 Ludwigshafen, Rhein, Germany Castrol Int. Pipers Way Swindon SN3 1RE, UK

Glysantin G48 Glysantin 9313 Glysantin G 05

Antifreeze NF,SF

BP, Brittanic Tower, Moor Lane, London EC2Y 9B, UK

Antifrost X 2270A 35 %

Deutsche Shell AG berseering 35 22284 Hamburg, Germany

Glycoshell

Hchst AG, Werk Gendorf 84508 Burgkirchen, Germany

Genatin extra (8021 S)

Mobil Oil AG Steinstrae 5 20095 Hamburg, Germany

Frostschutz 500

Arteco/Technologiepark, Zwijnaarde 2, B-9052 Gent, Belgium

Havoline XLC 50 %

Total Lubricants Paris, France Table 5

Glacelf Auto Supra Total Organifreeze

Anti-freeze agents with corrosion inhibiting effect

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1699897-6.0 Page 1 (2)

Checking Cooling Water

B 13 00 0 General

Purpose of jobs to be done Record and assess characteristic values of operating media, avoid/reduce harmful effects.

Usually, the testkits delivered by the suppliers also contain testing means for determining the fresh water quality. When using anti-corrosion oils:

Brief description Fresh water that is used for lling cooling water circuits must comply with the specications. Cooling water in the system must be checked at regular intervals according to the maintenance schedule. The work/steps include: Recording characteristic values of operating media Assessment of operating media and Checking the concentration of anti-corrosion agents.

Emulsion tester (Messrs Hamburger Labor-bedarf Dargatz, Hamburg), and concentrated hydrochloric acid.

Check the characteristic values of the water Brief specication

Water for charging and topping up Fresh water, free of foreign matter

Characteristic value/feature

Water in circulation

Tools/appliances required Means for checking the fresh water quality Either use MAN Diesel water test kit or a coorresponding testkit containing all the necessary instruments and chemicals for determining the water hardness, the pH value and the chloride content (can be obtained from MAN Diesel or from Messrs Mar-Tec Marine, Hamburg), or Durognost tablets used to determine the water hardness (Messrs Gebr. Hegl KG, Hildesheim), and pH value indicator paper with colour checking pattern to determine the pH value (Messrs Merk AG, Darmstadt), or alternatively liquid pH value indicator or electronic measuring unit, and n/10 silver nitrate solution and 5-percent potassium chromate solution to determine the chloride ion content. Means for checking the concentration of additives When using chemical additives: Testing means according to the recommendations of the supplier.

Type of water

Treated cooling water

Total hardness

10dGH 1)

10dGH 1)

pH value

6.5 8 at 20C

7.5 at 20C

Chloride ion content Table 1

50mg/l

50mg/l 2)

Quality specications for cooling water (brief)

1)

dGH

German hardness: 10mg/l CaO 17.9mg/l CaCO3 0.179mmol/l 1 ppm

1dGH = = =
2)

08028-0D/H5250/94.08.12

1 mg/l =

Check the water hardness The water hardness should be tested in compliance with the instructions accompanying the Durognost tablets.

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B 13 00 0 General
Water of a hardness exceeding the specied limit is to be mixed with distillate or softened water. Check the pH value Indicator paper, a liquid indicator, or an electronic measuring unit is to be used for measuring. Make sure to observe the instructions given by the respective supplier. The pH value indicates the concentration of hydrogen ions and provides a comparative value for the aggressiveness of the water. Check the chloride ion content. The chloride contact should be measured according the instruction in the test kit. Check the chloride ion content The chloride content should be measured according the instruction in the test kit. Test kit of the producer of the additive As far as the testkit of the supplier of the additive contains testing means to determine the characteristic values of the fresh water, these can be used. Check the concentration of chemical additives The concentration should be checked weekly and/ or in accordance with the maintenance schedule, using the testing instruments and reagents specied by the respective supplier, and in accordance with the instructions issued. A protection by chemical anti-corrosion agents is only ensured if the concentration is exactly adhered to. In this connection, the concentrations recommended by MAN Diesel (see "Quality of engine cooling water") are to be adhered to by all means. These recommended concentrations may differ from the producers specications. For reasons of environment protection, chemical additives are almost exclusively used nowadays. Emulsifying anti-corrosion oils have lost importance. Check the concentration of anti-corrosion oils The concentration of the anti-corrosion oil is determined by means of the emulsion tester by acid cleavage with concentrated hydrochloric acid. Check the concentration of anti-freeze agents The concentration is to be checked in accordance with the instructions of the producer, or a suitable laboratory is to be entrusted with the determination of the concentration. In case of doubt, MAN Diesel should be consulted. Examination We carry out examination of cooling water in our laboratories for our customer. A representative sample of about 0.5 litre is required.
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Checking Cooling Water

1699897-6.0 Page 2 (2)

Check the concentration of anti-corrosion agents Brief specication

Anti-corrosion agent Chemical additives

Concentration In compliance with quality specication, see "Quality of engine cooling water" Initially, after lling in, 1.5 - 2% by volume; when operating conditions have stabilised 0.5-1% by volume In compliance with quality specication, see "Quality of engine cooling

Anti-corrosion oil

Anti-freeze Table 2

Concentration of cooling additives

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Cleaning Cooling Water System

B 13 00 0 General

Purpose of jobs to be done Free operating media systems from contamination/ residues, ensure/restore operational reliability. Brief description Cooling water systems that show contamination or deposits impede effective component cooling and may endanger a stable emulsion of water and anticorrosion oil. Contamination and deposits are to be removed at regular intervals. This includes: Cleaning of systems and, if necessary, Removing calcareous deposits, Flushing of systems.

Only in the event that procurement of the services of a specialist rm is not possible, the cleaning should be performed by the engine operator. Oil sludge Oil sludge produced by lube oil entering the cooling system or by an excessive concentration of anti-corrosion agents can be removed by ushing with fresh water, with some cleaning agent being added. Table 1, lists appropriate agents in alphabetical order. Products of other manufacturers may be used provided their properties are comparable. The manufacturers instructions for use are to be strictly observed. Calcareous and rust deposits Calcareous and rust deposits may form if excessively hard water or a too low concentration of anticorrosion agent has been used in operation. A thin layer of scale need not be removed as, according to experience, this provides protection against corrosion. Calcareous layers of > 0.5 mm in thickness, however, will impede the heat transfer to an extent which results in thermal overloading of the components to be cooled.

Cleaning The cooling water system has to be checked for contamination at the specied intervals. If heavily fouled, immediate cleaning is necessary. This work should preferably be done by a specialist rm which will provide the cleansers suitable for the particular type of deposits and materials used in the cooling system.

Manufacturer

Product

Concentration

Duration of cleaning procedure / temperature

Drew

HDE - 777

4-5%

4 hrs at 50 - 60 C

Naleet
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MaxiClean 2

2-5%

4 hrs at 60 C

Unitor

Aquabreak 1) Seaclean Plus Ultrasonic Multi Cleaner Cleaning agents for removing oil sludge

0.05 - 0.5 % 0.5 %

4 hrs at ambient temperature 4 hrs at 50 - 60 C

Vecom Table 1

4%

12 hrs at 50 - 60 C

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B 13 00 0 General
Duration of cleaning procedure / temperature 4 hrs at 60-70 C 4 hrs at 60 - 70 C 4 - 24 hrs at 60 - 70 C 4 hrs at 60 - 75 C

Cleaning Cooling Water System

1699898-8.0 Page 2 (3)

Manufacturer

Product SAF-Acid Descale-IT Ferroclean Naleet 9 - 068

Concentration 5 - 10 % 5 - 10 % 10% 5%

Drew

Naleet

Unitor

Descalex

5 - 10 %

4 - 6 hrs at approx. 60 C

Vecom Table 2

Descalant F

3 - 10 %

approx. 4 hrs at 50 - 60 C

Cleaning agents for dissolving calcareous scale and rust

Rust in the cooling system adversely affects the stability of the emulsion in case anti-corrosion oil is being used for cooling water treatment. Washedoff rust particles can act like an abrasive (e. g. on the sealing elements of the water pumps). Together with the water hardness constituents, they form socalled iron sludge which settles predominantly in areas of low ow rates. In general, products used for dissolving calcareous scale deposits are also suitable for removing rust. Table 2, lists appropriate agents in alphabetical order. Products of other manufacturers may also be used as long as their properties are comparable. The manufacturers instructions for use are likewise to be strictly observed. Prior to cleaning, check whether the agent concerned is suitable for the materials to be cleaned. The agents listed in Table 2, are also suitable for stainless steel. In case of emergency Only in exceptional cases, if none of the special agents the application of which does not present problems is available, calcareous deposits may be removed by using aqueous hydrochloric acid or amido sulphur acid as a means of emergency. The following is to be observed for application:

Heat exchangers made of stainless steel must never be treated with aqueous hydrochloric acid. Cooling systems containing nonferrous metals (aluminium, red brass, brass, etc.) have to be treated with inhibited amido sulphur acid. This acid should be added to the water at a concentration of 3 - 5 %. The temperature should be 40 - 50 C. Aqueous hydrochloric acid may only be used for cleaning steel pipes. The use of hydrochloric acid for system cleaning always involves the risk of acid residues remaining in the system even after thorough neutralisation and ushing. Such residues promote corrosion pitting. We therefore recommend having the cleaning operation performed by a rm specialising in this eld. Carbon dioxide bubbles which form in the dissolution process of the calcareous deposits may obstruct the access of the cleaning agent to the water scaling. It is, therefore, absolutely necessary to circulate the water containing the cleaning agent so that the gas bubbles are carried away and can escape. The duration of the cleaning process depends on the thickness and composition of the deposits. For guide values, please see Table 2.
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Cleaning Cooling Water System

B 13 00 0 General

After cleaning Following the cleaning of cooling spaces using cleaning agents, the system has to be ushed several times. In doing so, make sure to replace the water. Where acids have been used for cleaning, subsequently neutralise the cooling system with appropriate chemicals, and then ush it. When this has been done, the system can be relled with appropriately treated water.

Warning! Do not start the cleaning process before the engine has cooled down. Hot engine components are not allowed to be charged with cold water. Prior to proceeding to relling the cooling water system, make sure that the venting pipes are open. Clogged venting pipes obstruct the escape of air and involve the danger of thermal overloading of the engine. The relevant regulations have to be observed for the disposal of cleaning agents or acids.

Safety / environmental protection Wrong handling of operating media may cause harm to health, safety and environment. Respective instructions of the manufacturer have to be followed.

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1613439-3.1 Page 1 (2)

Internal Cooling Water System

B 13 00 0 General

Internal Cooling Water System

The engine's cooling water system comprises a low temperature (LT) circuit and a high temperature (HT) circuit.

System Lay-Out
MAN B&W Holeby's standard for the internal cooling water system is shown on Basis Diagram 2. The system has been constructed with a view to full integration into the external system. Temperature regulation in the HT and LT systems takes place in the external system where also pumps and freshwater heat exchangers are situated. This means that these components can be common for propulsion engine(s) and GenSets. The separation of HT and LT circuits means that the cooling medium for the LT system can be either SW or FW, so that Basis System 2 can match a conventional as well as a central cooling water system. To be able to match every kind of external systems, the internal system can as optional be arranged with two separate circuits or as a single circuit with or without a built-on pump and a thermostatic valve in the HT-circuit, so that engine cooling can be integrated fully or partly into the external system, or can be constructed as a stand-alone unit. Different internal basis system layouts for these applications are shown on the following pages.

Low Temperature Cooling Water System

The LT cooling water system includes charge air cooling, lubricating oil cooling and alternator cooling if the latter is water-cooled. The LT system is designed for freshwater (FW) as cooling medium. Seawater (SW) can be used as optional. In order to prevent a too high charge air temperature, the design freshwater temperature in the LT system should not be too high Max. 36C is a convenient choice compared to the design for seawater temperature of maximum 32C. Regarding the lubricating oil cooler, the inlet temperature of the LT cooling water should not be below 10C.

High Temperature Cooling Water System

The high temperature cooling water is used for the cooling of cylinder liners and cylinder heads. An engine outlet temperature of 80C ensures a perfect combustion in the entire load area when running on Heavy Fuel Oil (HFO), i.e. this temperature limits the thermal loads in the high-load area, and hot corrosion in the combustion area is avoided. In the low-load area, the temperature is sufficiently high to secure a perfect combustion and at the same time cold corrosion is avoided; the latter is also the reason why the engine, in stand-by position and when starting on HFO, should be preheated with a medium cooling water temperature of at least 60C - either by means of cooling water from running engines or by means of a separate preheating system.

HT-Circulating Pumps
The circulating pump which is of the centrifugal type is mounted on the front cover of the engine and is driven by the crankshaft through a resilient gear transmission. Technical data : See "list of capacities" D 10 05 0 and B 13 18 1-2.

08028-0D/H5250/94.08.12

Thermostatic Valve
The termostatic valve is a fully automatic three-way valve with thermostatic elements set at fixed temperature. Technical data: See B 13 15 1.

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B 13 00 0 General
Preheating Arrangement
As an optional the engine can be equipped with a built-on preheating arrangement in the HT-circuit including a thermostatic controlled el-heating element and safety valve. The system is based on thermo-syphon circulation. For further information see B 13 23 1.

Internal Cooling Water System

1613439-3.1 Page 2 (2)

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MAN Diesel
1613575-7.4 Page 1 (2)

Internal Cooling Water System 1

B 13 00 1 L23/30H

F3
TE 12 TAH TSH 12 12

TI 11

TI 11

TI 11

TI 11

El-preheater
TS 19

Charge air cooler

TI 02

TI 01 PI 01

HT pump engine driven

TI 03

HT thermostatic valve

G2 F4 G1

TAL 10 TE 10

PI 10

TI TE TAH 10 PAL 03 03 10 PT 10

Lub. Oil cooler

Standard Optionals
Fig 1 Diagram for internal cooling water system 1.

PAL 01 PT 01

Pipe description F3 F4 G1 G2 Venting to expansion tank Fresh water for preheating LT fresh water inlet LT fresh water outlet DN 15 DN 40 DN 80/100 DN 80/100

Flange connections are as standard according to DIN 2501

08028-0D/H5250/94.08.12

The engine is equipped with a self-controlling high temperature (HT) water circuit for cooling of cylinder liners and cylinder heads. Thus the engine on the cooling water side only requires one fresh water cooler and so the engine can be intergrated in the ships cooling water system as as a stand alone unit, in a simple way, with low installation costs, which can be interesting in case of repowering, where the engine power is increased, and the distance to the other engines is larger.

Description Low Temperature Circuit

The system is designed as a single-circuit with only two ange connections to the external centralized low temperature (LT) cooling water system. The components for circulation and temperature regulation are placed in the external system.

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MAN Diesel
B 13 00 1 L23/30H
The charge air cooler and the lubricating oil cooler are siuated parallelly in order to have the lowest possible cooling water inlet temperature for both coolers. The HT-circuit is cooled by adjustment of water from the LT-circuit, taken from the lubricating oil cooler outlet. Thus the amount of cooling water through the cooling system is always adjusted to the engine load.

Internal Cooling Water System 1

1613575-7.4 Page 2 (2)

Optionals
Alternatively the engine can be equipped with the following: Thermostatic valve on outlet LT-system Engine driven pump for LT-system Preheater arrangement in HT-system

Branches for:

High Temperature Circuit

The built-on engine driven HT-circulating pump of the centrifugal type, pumps water through a distributing pipe to bottom of the cooling water space between the liner and the frame of each cylinder unit. The water is led out through bores in the top of the frame via the cooling water guide jacket to the bore cooled cylinder head for cooling of this and the valve seats. From the cylinder heads the water is led through a common outlet pipe to the thermostatic valve, and depending on the engine load, a smaller or larger amount of the water will be led to the external system or be re-circulated.

External preheating Alternator cooling

If the alternator is cooled by water, the pipes for this can be integrated on the GenSet.

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

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Internal Cooling Water System 2

B 13 00 2 L23/30H

Fig 1 Diagram for internal cooling water system 2.

Pipe description F1 F2 F3 G1 (G3) G2

08028-0D/H5250/94.08.12

Description
DN 80 DN 80 DN 15 DN 80/100 DN 80/100 DN 80/100 DN 80/100

HT fresh water inlet HT fresh water outlet Venting to expansion tank LT fresh water inlet LT sea water inlet LT fresh water outlet LT sea water outlet

(G4)

The system is designed with separate LT- and HTcircuits and is fully integrated in the external system, which can be a conventional or a centralized cooling water system. With this system pumps and heat exchangers can be common for propulsion and alternator engines. It is however, recommended that the alternator engines have separate temperature regulation on the HT-circuit.

Flange connections are as standard according to DIN 2501

Low Temperature (LT) Circuit

As standard the system is prepared for fresh water in the LT system, with pipes made of steel and the plates in the lub. oil cooler is made of stainless steel, but as optional, sea water can be used provided that the materials used in the system are adjusted accordingly.

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MAN B&W Diesel

B 13 00 2 L23/30H
High Temperature (HT) Circuit
From the external HT-system, water is led through a distributing pipe to bottom of the cooling water space between the liner and the frame of each cylinder unit. The water is led out through bores in the top of the frame via the cooling water guide jacket to the bore cooled cylinder head for cooling of this and the valve seats. From the cylinder heads the water is led through a common outlet pipe to the external system. Thermostatic valve on outlet, LT-system Thermostatic valve on outlet, HT-system Engine driven pump for LT-system Engine driven pump for HT-system Preheater arrangement in HT-system

Internal Cooling Water System 2

1613576-9.3 Page 2 (2)

Branches for: External preheating Alternator cooling

If the alternator is cooled by water, the pipes for this can be integrated on the GenSet.

Optionals Data
Alternatively the engine can be equipped with the following: LT-system cooled by sea water Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points". Other design data are stated in B 13 00 0 "Design Data for the External Cooling Water System". For heat dissipation and pump capacities, see D 10 05 0 "List of Capacities".

which includes Titanium plates in the lub. oil cooler, LT-water pipes are made of aluminium brass or galvanized steel, covers for charge air cooler are made of bronze:

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1613441-5.3 Page 1 (2)

Design Data for the External Cooling Water System

B 13 00 0 L23/30H

General
This data sheet contains data regarding the necessary information for dimensioning of auxiliary machinery in the external cooling water system for the L23/30 type engine(s).The stated data are for one engine only and are specied at MCR. For heat dissipation and pump capacities see D 10 05 0 "List of Capacities". Setpoints and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Setpoints".

Charge air cooler

The pressure drop of cooling water across the charge air cooler is: P V K = = = V x K [Bar] Cooling water ow in m/h Constant see B 15 00 0, Charge Air Cooler

Pumps External pipe velocities

For external pipe connections we prescribe the following maximum water velocties: Fresh water Sea water : 3.0 m/s : 3.0 m/s The cooling water pumps should be of the centrifugal type. FW 1-2.5 bar max.90C SW 1-2.5 bar max.50C

Differential pressure Working temperature

Pressure drop across engine

The pressure drop across the engines HT system, exclusive pump and thermostatic valve is approx. 0.5 bar.

Expansion tank
To provide against changes in volume in the closed jacket water cooling system caused by changes in tempera-ture or leakage, an expansion tank must be installed. As the expansion tank also provides a certain suction head for the fresh water pump to prevent cavation, the lowest water level in the tank should be minimum 5 m above the centerlinie of the crankshaft. The venting pipe must be connected to the expansion tank below the minimum water level, this prevents oxydation of the cooling water caused by "splashing" from the venting pipe. The expansion tank should be equipped with venting pipe and ange for lling of water and inhibitors. Minimum recommended tank volume: 0.1 m. For multiplants the tank volume should be min.: V = 0.1 + ( exp. vol. per ekstra eng.) [m]

Lubricating oil cooler

The pressure drop of cooling water across the built-on lub. oil cooler is approx. 0.3 bar, the pressure drop may be different depending on the actual cooler design.

Thermostatic valve
The pressure drop across the built-on thermostatic valve is approx. 0.5 bar.

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MAN Diesel
B 13 00 0 L23/30H
Data for external preheating system
The capacity of the external preheater should be 0.8-1.0 Kw/cyl. The ow through the engine should for each cylinder be approx. 1.4 l/min with ow from top and downwards and 10 l/min with ow from bottom and upwards. See also table 1 below.

Design Data for the External Cooling Water System

1613441-5.3 Page 2 (2)

Cyl. No. Quantity of water in eng: HT-system (litre) LT-system (litre) Expansion vol. (litre) Preheating data: Radiation area (m) Thermal coeff. (KJ/C)

200 55 11

240 60 13

280 65 15

320 70 17

14.0 2860

16.1 3432

18.2 4004

20.3 4576

Table 1 Showing cooling water data which are depending on cylinder no.

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1613442-7.0 Page 1 (1)

External Cooling Water System

B 13 00 0 General

Design of External Cooling Water System

It is not difficult to make a system fulfil the requirements, but to make the system both simple and cheap and still fulfil the requirements of both the engine builder and other parties involved can be very difficult. A simple version cannot be made without involving the engine builder. The diagrams on the following pages are principal diagrams, and are MAN B&W's recommendation for the design of external cooling water systems. The systems are designed on the basis of the following criteria: 1. Simplicity. 2. Separate HT temperature regulation for propulsion and alternator engines. 3. HT temperature regulation on engine outlet. 4. Preheating with surplus heat. 5. Preheating in engine top, downwards. 6. As few change-over valves as possible. 7. Possibility for Holeby ICS-system. Ad 1) Cooling water systems have a tendency to be unnecessarily complicated and thus uneconomic in installation and operation. Therfore, we have attached great importance to simple diagram design with optimal cooling of the engines and at the same time installation- and operation- friendly systems resulting in economic advantages.
08028-0D/H5250/94.08.12

If the thermostat valve is placed on the engine's inlet side , which is not to be recommended, the temperature on the engine depends on the load with the risk of overheating at full load. Ad 4) It has been stressed on the diagrams that the alternator engines in stand-by position as well as the propulsion engine in stop position are preheated, optimally and simply, with surplus heat from the running engines. Ad 5) If the engines are preheated with reverse cooling water direction, i.e. from the top and downwards, an optimal heat distribution is reached in the engine. This method is at the same time more economic since the need for heating is less and the water flow is reduced. Ad 6) The systems have been designed in such a way that the change-over from sea operation to harbour operation/stand-by with preheating can be made with a minimum of manual or automatic interference. Ad 7) If the actual running situations demands that one of the auxiliary engines should run on low-load, the systems have been designed so that one of the engines can be equipped with a cooling system for ICS-operation(Integrated Charge air System).

Fresh Water Treatment

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

Ad 2) Cooling of alternator engines should be independent of the propulsion engine load and vice versa. Therefore, there should be separate cooling water temperature regulation thus ensuring optimal running temperatures irrespective of load. Ad 3) The HT FW thermostatic valve should be mounted on the engine's outlet side ensuring a constant cooling water temperature above the engine at all loads.

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09.10 1624464-1.1 Page 1 (2)

MAN Diesel

To De-aerating 80C tank

expansion

tank

FW generator A

B F4 F3 Lub. oil cooler

F4

F4

Preheating pump

F3

F3

Camsh. lub. oil cooler

MAN Diesel supply G2 B G1 H.T. water pump

G2

G1

G2

G1

Propulsion engine

Ch. air cooler

Central cooler min. 10C

One String Central Cooling Water System

Pump for running in port To expansion tank

Central cooler water system with one central cooler A B Normally open. Closed when preheating main engine. Normally closed. Open when preheating main engine.

Sea water pump

L.T. fresh water pump

H.T. fresh water L.T. fresh water Sea water

B 13 00 1 General

MAN Diesel
B 13 00 1 General
System Design
The system is a central cooling water system of simple design with only one central cooler. Low temperature (LT) and fresh water (FW) pumps are common for all engines. In order to minimize the power consumption the LT FW pump installation consists of 3 pumps, two for sea operation and smaller one for harbour operation. The GenSet engines are connected as a one string plant, with only one inlet- and outlet cooling water connection and with internal HT-circuit, see also B 13 00 0 Internal cooling water system 1, describing this system. The propulsion engines HT-circuit is built up acc. to the same principle, i.e. HT-water temperature is adjusted with LT-water mixing by means of the thermostatic valve. The system is also remarkable for its preheating of stand-by GenSet engines and propulsion engine by running GenSets, without extra pumps and heaters. Preheating of Stand-by GenSets during Seaoperation: GenSets in stand-by position are preheated automatically via the venting pipe with water from the running engines. This is possible due to the pressure difference, which the running GenSet engines HT-pumps produce.

One String Central Cooling Water System

1624464-1.1 Page 2 (2)

Preheating of Stand-by GenSets and Propulsion Engine during Harbour Operation: During harbour stay the propulsion and GenSet engines are also preheated in stand-by position by the running GenSets. Valve (1) is open and valve (2) is closed. Thus the propulsion engine is heated from top and downwards, which is the most economic solution.

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1613419-0.1 Page 1 (1)

Expansion Tank

B 13 00 0 General

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

The venting pipe must be connected to the expansion tank below the minimum water level, this prevents oxydation of the cooling water caused by "splashing" from the venting pipe. The expansion tank should be equipped with venting pipe and ange for lling of water and inhibitors.

Engine type 5L23/30H 6L23/30H 7L23/30H 8L23/30H 5L28/32H 6L28/32H 7L28/32H 8L28/32H 9L28/32H 12V28/32S 16V28/32S 18V28/32S 5L16/24 6L16/24 7L16/24 8L16/24 9L16/24 5L21/31 6L21/31 7L21/31 8L21/31 9L21/31 5L27/38 6L27/38 7L27/38 8L27/38 9L27/38 5L32/40 6L32/40 7L32/40 8L32/40 9L32/40 * ** Per engine Common expansion tank

Expansion volume litre* 11 13 15 17 28 33 39 44 50 66 88 99 4 5 5 5 6 6 7 8 9 10 10 12 13 15 20 12 13 15 18 20

Recommended tank volume m3 ** 0.1 0.1 0.1 0.1 0.15 0.15 0.15 0.15 0.15 0.3 0.3 0.3 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.15 0.15 0.15 0.15 0.15 0.5 0.5 0.5 0.5 0.5

08028-0D/H5250/94.08.12

Table 1

Expansion volume for cooling water system and recommended volume of expansion tank.

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MAN B&W Diesel

1613485-8.5 Page 1 (1)

Preheater Arrangement in High Temperature System

B 13 23 1 L23/30H

General
The built-on cooling water preheating arrangement consist of a thermostat-controlled el-preheating element built into the outlet pipe for the HT cooling water on the engine's front end. The pipe dimension has been increased in the piping section where the heating element is mounted.

The system is based on thermosiphon cooling and reverse water direction, i.e. from top and downward, and an optimal heat distribution in the engine is thus reached. When the engine is in standstill, an extern valve must shut-off the cooling water inlet.

Operation
Cyl. No. Preheater 3x400V/3x440V kW 1x 1x 1x 7.5 9.0 9.0

5 6 7 8

1 x 12.0

Engines starting on HFO and engines in stand-by position must be preheated. It is therefore recommended that the preheater is arranged for automatic operation, so that the preheater is disconnected when the engine is running and connected when the engine is in stand-by position. The thermostat setpoint is adjusted to 70 C, that gives a temperature of app. 50 C at the top cover. See also E 19 13 0, High Temperature Preheater Control Box.

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1671771-3.2 Page 1 (2)

Expansion Tank Pressurized

T 13 01 1 General

Engine type 5L23/30H 6L23/30H 7L23/30H 8L23/30H 5L28/32H 6L28/32H 7L28/32H 8L28/32H 9L28/32H 12V28/32S 16V28/32S 18V28/32S 5L16/24 6L16/24 7L16/24 8L16/24 9L16/24 5L21/31 6L21/31 7L21/31 8L21/31 9L21/31 5L27/38 6L27/38 7L27/38 8L27/38 9L27/38 5L32/40 6L32/40 7L32/40 8L32/40 9L32/40 * ** Per engine Common expansion tank

Expansion volume litre* 11 13 15 17 28 33 39 44 50 66 88 99 4 5 5 5 6 6 7 8 9 10 10 12 13 15 20 12 13 15 18 20

Recommended tank volume m3 ** 0.1 0.1 0.1 0.1 0.15 0.15 0.15 0.15 0.15 0.3 0.3 0.3 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.15 0.15 0.15 0.15 0.15 0.5 0.5 0.5 0.5 0.5

Table 1

Expansion volume for cooling water system and recommended volume of pressure expansion tank.

09.13

MAN Diesel
T 13 01 1 General Expansion Tank Pressurized
1671771-3.2 Page 2 (2)

Water

Water

Nitrogen

Nitrogen

Function at low temperature

Function at high temperature

Fig. 1

Function of expansion tank.

Water connection in the top ensures easy and simple installation and control under operation. Cooling water is absorbed in a rubber bag which is hanging in the all-welded vessel. Corrosion of the all-welded vessel is excluded. The rubber bag is replaceable. The expansion vessel should be connected to the system at a point close to the cooling water inlet connections (G1 / F1) in order to maintain positive pressures throughout the system and allow expansion of the water. The safety valves are tted on the manifold. The pressure gauge is tted on the manifold in such a position that it can be easily read from the lling point. The lling point should be near the pressure expansion vessel. Particularly the pressure gauge in such a position that the pressure gauge can be easily read from the lling point, when lling from the mains water. Automatic air venting valve should be tted at the highest point in the cooling water system.
1. 2. 3. 4.

8 9

3 4 6 5

2 1

Pressure vessel Exchangeable rubber bag Safety valves Automatic air venting valve

5. 6. 7. 8. 9.

Pressure gauge Manifold Threaded pipe Elbow Shut off valve

Fig. 2

Expansion tank.

09.13

Compressed Air System

B 14

MAN B&W Diesel

1613580-4.4 Page 1 (2)

Compressed Air System

B 14 00 0 L23/30H

Fig 1 Diagram for compressed air system.

Starting System
Pipe description K1 Compressed air inlet DN 40

Flange connections are as standard according to DIN 2501

The engine is started by means of a built-on air starter, which is a turbine motor with gear box, safety clutch and drive shaft with pinion. Further, there is a main starting valve.

General
The compressed air system on the engine contains a starting system, starting control system and safety system. Further, the system supplies air to the jet system. The compressed air is supplied from the starting air receivers (30 bar) through a reduction station, where from compressed air at 7-9 bar is supplied to the engine. To avoid dirt particles in the internal system, a strainer is mounted in the inlet line to the engine.

Control System
The air starter is activated electrically with a pneumatic 3/2 way solenoid valve. The valve can be activated manually from the starting box on the engine, and it can be arranged for remote control, manual or automatic. For remote activation, the starting spool is connected so that every starting signal to the starting spool goes through the safe start function, which is connected to the converter for engine RPM.

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MAN B&W Diesel

B 14 00 0 L23/30H
Further, the system is equipped with an emergency starting valve which makes it possible to activate the air starter manually in case of a power failure. When the RPM exceeds approx. 140, at which firing has taken place, the starting valve is closed whereby the air starter is disengaged.

Compressed Air System

1613580-4.4 Page 2 (2)

Safety System
As standard the engine is equipped with a pneumatically/mechanically overspeed device, which starts to operate if the maximum permissible RPM is exceeded. This device is fitted to the end cover of the engine driven lubricating pump and is driven from the pump through a resilient coupling. When the maximum permissible RPM is exceeded, the overspeed device will activate a pneumatically controlled stop cylinder, which will bring the fuel index to zero and stop the engine.

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

Main stop valve, inlet engine

Pressure transmitting PT 70 Compressed air inlet Position switching, stop ZS75 Microswitch on flywheel

Pneumatic Start Sequence

When the starting valve is opened, air will be supplied to the drive shaft housing of the air starter. The air supply will - by activating a piston - bring the drive pinion into engagement with the gear rim on the engine fly wheel. When the pinion is fully engaged, the pilot air will flow to, and open the main starting valve, whereby air will be led to the air starter, which will start to turn the engine.

Data
For air consumption pr. start, see D 10 05 0 "List of Capacities". Operating levels and set points, see B 19 00 0, "Operating Data and Set Points.

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1624476-1.1 Page 1 (1)

Compressed Air System

B 14 00 0 General
Oil and water separator

Starting air bottle

Drain to bilge Engine No. N Engine No. 2 Engine No. 1

K1

K1

K1
Air compressors MAN B&W, Holeby supply

Fig. 1. Diagram for Compressed Air System.

Design of External System

The external compressed air system should be common for both propulsion engines and GenSet engine. Separate tanks shall only be installed in case of turbine vessels, or if the GenSets in engined vessels are installed far away from the propulsion plant. The design of the air system for the actual plant must be according to the rules of the relevant classification society. For the engines' internal compressed air system, please see B 14 00 0 "Internal Compressed Air System". An oil and water separator should be mounted in the line between the compressor and the air receivers, and the separator should be equipped with automatic drain facilities.
08028-0D/H5250/94.08.12

Installation
In order to protect the engine's starting and control equipment against condensation water the following should be observed: The air receiver(s) should always be installed with good drainage facilities. Receiver(s) arranged in horizontal position must be installed with a slope downwards of min. 3 - 5 deg. Pipes and components should always be treated with rust inhibitors. The starting air pipes should be mounted with a slope towards the receivers, preventing possible condensed water from running into the compressors. Drain valves should be mounted at lowest position of the starting air pipes.

Each engine needs only one connection for compressed air, see the internal diagram.

95.09

Combustion Air System

B 15

MAN B&W Diesel

1613581-6.5 Page 1 (2)

Combustion Air System

B 15 00 0 L23/30H

Fig 1 Diagram for combustion air system.

General
Pipe description M1 M6 P2 P6 P7
08028-0D/H5250/94.08.12

Charge air inlet Drain from charge air cooler outlet Exhaust gas outlet Drain from turbocharger outlet Water washing turbine side inlet (Optional quick coupling) Water washing, compressor side with quick coupling inlet DN 15* ** DN 15* 1/2" 1/4"

The air intake to the turbochargers takes place direct from the engine room through the intake silencer on the turbocharger. From the turbocharger the air is led via the charge air cooler and charge air receiver to the inlet valves of each cylinder. The charge air cooler is a compact tube-type cooler with a large cooling surface. The charge air receiver is integrated in the engine frame on the exhaust side. It is recommended to blow ventilation air in the level of the top of the engine(s) close to the air inlet of the turbocharger, but not so close that sea water or vapour may be drawn-in. It is further recommended that there always should be a positive air pressure in the engine room.

P8

*Flange connections are as standard according to DIN 2501 **See B 16 01 0 "Exhaust Gas System" and B 16 02 0 "Position of Gas outlet on Turbocharger".

99.48

MAN B&W Diesel

B 15 00 0 L23/30H
Water Mist Catcher
At outlet charge air cooler the charge air is led through the water mist catcher. The water mist catcher prevents condensed water (one of the major causes of cylinder wear) from entering the combustion chamber. The above states that the working conditions are improved under difficult circumstances and that the maintenance expenses for an engine, working with many and major load changes, will be reduced.

Combustion Air System

1613581-6.5 Page 2 (2)

Optionals
Besides the standard components, the following standard optionals can be built-on: Pressure alarm low PAL 35 Charge air, surplus air inlet Pressure differential alarm low PDAL 31-62, charge air and exhaust gas Pressure transmitting PT 31 Charge air, outlet from cooler Temperature alarm high TAH 31 Charge air, outlet from cooler Temperature element TE 31 Charge air, outlet from cooler TE 60 Exhaust gas, outlet cylinder TE 61 Exhaust gas, outlet turbocharger TE 62 Exhaust gas, inlet turbocharger Temperature indicating TI 60 Exhaust gas, outlet cylinder TI 61 Exhaust gas, outlet turbocharger TI 62 Exhaust gas, inlet turbocharger

Turbocharger
The engine is as standard equipped with a higheffeciency MAN B&W, NR/R turbocharger of the radial type, which is located on the front end of the engine, mounted on the top plate of the charging air cooler housing.

Cleaning of Turbocharger
The turbocharger is fitted with an arrangement for water washing of the turbine side, see B 16 01 1, and water washing of the compressor side, see B 15 05 1. Soft blast cleaning on the turbine side can be fitted as optional, see B 16 01 2.

Lambda Controller
The purpose with the lambda controller is to prevent injection of more fuel in the combustion chamber than can be burned during a momentary load increase. This is carried out by controlling the relation between the fuel index and the charge air pressure. The lambda controller has the following advantages: Reduction of visible smoke in case of sudden momentary load increases. Improved load ability. Less fouling of the engines exhaust gas ways. Limitating of fuel oil index during starting procedure.

Data
For charge air heat dissipation and exhaust gas data, see D 10 05 0 "List of Capacities". Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".
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1699110-4.0 Page 1 (1)

Engine Room Ventilation and Combustion Air

B 15 00 0 General

Combustion Air Requirements

Ventilator Capacity
The capacity of the air ventilators must be large enough to cover:

The combustion air must be free from water spray, dust, oil mist and exhaust gases. The air ventilation fans shoud be designed to maintain a positive air pressure of 50 Pa (5 mmWC) in the auxiliary engine room in all running conditions.

The combustion air requirements of all consumers. The air required for carrying off the heat emission.

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

See "List of Capacities" section D 10 05 0 for information about required combustion air quantity and heat emission. For minimum requirements concerning engine room ventilation see applicable standards such as ISO 8861.

05.10

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1639499-6.0 Page 1 (1)

Water Washing of Turbocharger - Compressor

B 15 05 1 General

During operation the compressor will gradually be fouled due to the presence of oil mist and dust in the inlet air. The fouling reduces the efficiency of the turbocharger which will result in reduced engine performance. Therefore manual cleaning of the compressor components is necessary in connection with overhauls. This situation requires dismantling of the turbocharger. However, regular cleaning by injecting water into the compressor during normal operation of the engine has proved to reduce the fouling rate to such an extent that good performance can be maintained in the period between major overhauls of the turbochar-ger. The cleaning effect of injecting pure fresh water is mainly based upon the mechanical effect arising, when the water droplets impinge the deposit layer on the compressor components. The water is injected in a measured amount and within a measured period of time by means of the water washing equipment. The water washing equipment, see fig 1, comprises two major parts. The transportable container (6) including a hand valve with handle (5) and a plug-in coupling (4) at the end of a lance. Installed on the engine there is the injection tube (1), connected to a pipe (2) and a snap coupling (3).

1 2 3 4

Injection tube Pipe Snap coupling Plug-in coupling

5 6 7

Hand valve with handle Container Charge air line

Fig 1 Water washing equipment

2. Connect the plug-in coupling of the lance to the snap coupling on the pipe, and depress the handle on the hand valve. 3. The water is then injected into the compressor.

The cleaning procedure is:

1. Fill the container (6) with a measured amount of fresh water. Blow air into the container by means of a blow gun, until the prescribed operation pressure is reached.

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

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MAN B&W Diesel

1693567-3.0 Page 1 (2)

Lambda Controller

B 15 11 1 L23/30H L28/32H

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

At a 50% load change the system will be activated for about 3-8 seconds. If the system is activated more than 10 seconds, the solenoid valve will be shut off and there will be a remote signal for "jet system failure".

Fuel oil limiting during start procedure

During the start procedure the lambda controller is used as an index limiter. Hereby heavy smoke formation is prevented during start procedure and further the regulating device cannot over-react.

Advantages
The lambda controller has the following advantages: Reduction of visible smoke in case of sudden momentary load increases. Improved load ability. Less fouling of the engine's exhaust gas ways.

Air Consumption At 50% step load for L23/30H and L28/32H the air consumption will be as follows:

- Limitation of fuel oil index during starting procedure. Cyl. no. 5 6 7 8 9

Principles for functioning

Figure 1 illustrates the controller's operation mode. In case of a momentary load increase, the regulating device will increase the index on the injection pumps and hereby the regulator arm (1) is turned, the switch (2) will touch the piston arm (3) and be pushed downwards, whereby the electrical circuit will be closed. Thus the solenoid valve (4) opens. The jet system is activated, the turbocharger accelerates and increases the charge air pressure, thereby pressing the piston (3) backwards in the lambda cylinder (5). When the lambda ratio is satisfactory, the jet system will be deactivated.

L23/30H Nm3 L28/32H Nm3

0.70

0.84

0.98

1.12

1.12

1.35

1.57

1.80

2.02

08028-0D/H5250/94.08.12

04.15 - ES0

MAN B&W Diesel

B 15 11 1 L23/30H L28/32H Lambda Controller
1693567-3.0 Page 2 (2)

1. Regulating arm 2. Switch (Pick-up) 3. Piston 4. Solenoid valve 5. Lambda controller 6. Overspeed device (mecanical activated 3/2 valve)

5 3 2 1

Charge air receiver

~
Engine's compression air system
08028-0D/H5250/94.08.12

Fig 1

Lambda controller incl. start limitation

04.15 - ES0

Exhaust Gas System

B 16

MAN B&W Diesel

1609535-5.2 Page 1 (2)

Exhaust Gas System

B 16 00 0 General

Internal exhaust gas system

From the exhaust valves, the gas is led to the exhaust gas receiver where the fluctuating pressure from the individual cylinders is equalized and the total volume of gas led further on to the turbocharger, at a constant pressure. After the turbocharger, the gas is led to the exhaust pipe system. The exhaust gas receiver is made of pipe sections, one for each cylinder, connected to each other, by means of compensators, to prevent excessive stress in the pipes due to heat expansion. In the cooled intermediate piece a thermometer for reading the exhaust gas temperature is fitted and there is also possibility of fitting a sensor for remote reading. To avoid excessive thermal loss and to ensure a reasonably low surface temperature the exhaust gas receiver is insulated.

The insulation should be shielded by a thin plating, and should comply with the requirements of the classification society and/or the local authorities.

Exhaust pipe dimensions

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

Exhaust pipe mounting

When the exhaust piping is mounted, the radiation of noise and heat must be taken into consideration. Because of thermal fluctuations in the exhaust pipe, it is necessary to use flexible as well as rigid suspension points. In order to compensate for thermal expansion in the longitudinal direction, expansion bellows must be inserted. The expansion bellows should preferably be placed at the rigid suspension points. Note: The exhaust pipe must not exert any force against the gas outlet on the engine. One sturdy fixed-point support must be provided for the expansion bellows on the turbocharger. It should be positioned, if possible, immediately above the expansion bellow in order to prevent the transmission of forces, resulting from the weight, thermal expansion or lateral displacement of the exhaust piping, to the turbocharger. The exhaust piping should be mounted with a slope towards the gas outlet on the engine. It is recommended to have drain facilities in order to be able to remove condensate or rainwater.

External exhaust gas system

The exhaust back-pressure should be kept as low as possible. It is therefore of the utmost importance that the exhaust piping is made as short as possible and with few and soft bends. Long, curved, and narrow exhaust pipes result in higher back-pressure which may affect the engine combustion. The exhaust back-pressure should not exceed 25 mbar at MCR. An exhaust gas velocity through the pipe of maximum 35 m/sec is often suitable, but depends on the actual piping. Holeby will be pleased to assist in making a calculation of the exhaust back-pressure. The gas outlet of turbocharger, the expansion bellows, the exhaust pipe, and silencer, (in case of silencer with spark arrestor care must be taken that the cleaning parts are accessible), must be insulated with a suitable material.

08028-0D/H5250/94.08.12

01.43

MAN B&W Diesel

B 16 00 0 General
Position of gas outlet on turbocharger B 16 02 0 shows turning alternatives positions of the exhaust gas outlet. Before dispatch of the engine from Holeby exhaust gas outlet will be turned to the wanted position. The turbocharger is, as standard, mounted in the front end. The exhaust gas boilers should be installed with bypass entering in function at low load operation. The back-pressure over the boiler must be considered.

Exhaust Gas System

1609535-5.2 Page 2 (2)

Expansion bellow
The expansion bellow, which is supplied separately, must be mounted directly on the exhaust gas outlet, see also E 16 01 1-2.

Exhaust gas boiler

To utilize the thermal energy from the exhaust, an exhaust gas boiler producing steam or hot water can be installed. Each engine should have a separate exhaust gas boiler or, alternatively, a common boiler with separate gas ducts. Concerning exhaust gas quantities and temperature, see list of capacities D 10 05 0, and engine performance D 10 10 0. The discharge temperature from the exhaust gas boiler should not be lower than 180 C (in order to avoid sulphuric acid formation in the funnel).

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

01.43

08028-0D/H5250/94.08.12

MAN B&W Diesel

1607599-1.4 Page 1 (3)

Dry Cleaning of Turbocharger - Turbine

B 16 01 1 General

Description
The tendency to fouling on the gas side of turbochargers depends on the combustion conditions, which are a result of the load and the maintenance condition of the engine as well as the quality of the fuel oil used. Fouling of the gas ways will cause higher exhaust gas temperatures and higher wall temperatures of the combustion chamber components and will also lead to a higher fuel consumption rate. Tests and practical experience have shown that radial-flow turbines can be successfully cleaned by the dry cleaning method. This cleaning method employs cleaning agents consisting of dry solid bodies in the form of granules. A certain amount of these granules, depending on the turbocharger size, is, by means of compressed air, blown into the exhaust gas line before the gas inlet casing of the turbocharger. The injection of granulate is done by means of working air with a pressure of 5-7 bar. On account of their hardness, particularly suited blasting agents such as nut-shells, broken or artificially shaped activated charcoal with a grain size of 1.0 mm to max. 1.5 mm should be used as cleaning agents. The solid bodies have a mechanical cleaning effect which removes any deposits on nozzle vanes and turbine blades. Dry cleaning can be executed at full engine load and does not require any subsequent operating period of the engine in order to dry out the exhaust system.
08028-0D/H5250/94.08.12

Cleaning System
The cleaning system consists of a cleaning agent container 1 with a capacity of approx. 0.5 liters and a removable cover. Furthermore the system consistsof a dosage valve 3, a closing valve 2 and two snapon connectors. The position numbers 1 and 3 indicate the system's "blow-gun". Only one "blow-gun" is used for each engine plant. The blow-gun is working according to the ejector principle with pressure air (working air) at 5-7 bar as driven medium. Injection time approx. 2 min. Air consumption approx. 5 Nm3/2 min.

5-7 bar

4 3

1. 2. 3.

Container Closing valve Dosage valve

4.

Working air inlet To be connected with rubber hose.

Fig 1 Arrangement of dry cleaning of turbocharger - Turbine.

Granulate consumption
NR 15 R / NR 20 R : 0.2 - 0.3 liters NR 24 R / NR 26 R : 0.3 - 0.4 liters

Experience has shown, that cleaning of regular intervals is essential to successful cleaning, as excessive fouling is thus avoided. Cleaning every second day during operation is recommended. The cleaning intervals can be shorter or longer based on operational experience.

04.28

MAN B&W Diesel

B 16 01 1 General
Dry cleaning of turbochargers
Suppliers of cleaning agents:

Dry Cleaning of Turbocharger - Turbine

1607599-1.4 Page 2 (3)

1.

"Solf Blast Grit, Grade 14/25" TURCO Products B.V. Verl. Blokkenweg 12, Tel.:08380 - 31380,

617 AD EDE - Holland Fax.: 08380 - 37069

2.

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

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

3.

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

4.

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

5.

"Soft Blasting Grade 12/3a" H.S. Hansen Eftf. 2100 Copenhagen , Tel.:(01) 29 97 00 Kattegatvej 2 Denmark Telex: 19038
08028-0D/H5250/94.08.12

6.

"Crushed Nutshells" Brigantine, Hong Kong

7.

"Turbine Wash" Ishikawajima-Harima Heavy Industries Co. Ishiko Bldg., 2-9-7 Yassu, Chuo-Ku Tokyo 104, Japan Tel.: 03-2 77-42 91

04.28

MAN B&W Diesel

1607599-1.4 Page 3 (3)

Dry Cleaning of Turbocharger - Turbine

B 16 01 1 General

8.

"A-C Cleaner" (Activated Coal) Mitsui Kozan Co. Ltd. (Fuel Dept.) Yamaguchi Bldg., 2-1-1 Nihonbashi Muromachi, Chuo-Ku Tokyo 103, Japan

9.

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

10.

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

11.

"Marine Grid No. 14" (Walnut) Hikawa Marine Kaigan-Dori 1-1-1, Tel.: 0 78-3 21-66 56

Kobe 650, Japan

12.

"Marine Grid No. 14" Mashin Shokai Irie-Dori, 3-1-13, Hyogo-Ku Kobe 652, Japan Tel.: 0 78-6 51-15 81

13.
08028-0D/H5250/94.08.12

Granulate MAN B&W Diesel A/S Stamholmen 161 DK-2650 Hvidovre Tel.: +45 31 492501 Fax.: +45 31 494397 Telex: 31197 manbw dk

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

04.28

MAN B&W Diesel

1607517-7.5 Page 1 (2)

Water Washing of Turbocharger - Turbine

B 16 01 2 General

Description
The tendency to fouling on the gas side of turbochargers depends on the combustion conditions, which are a result of the load on and the maintenance condition of the engine as well as the quality of the fuel oil used. Fouling of the gas ways will cause higher exhaust gas temperatures and higher surface temperatures of the combustion chamber components and will also lead to a lower performance. Tests and practical experience have shown that radial-flow turbines can be successfully cleaned by injection water into the inlet pipe of the turbine. The cleaning effect is based on the water solubility of the deposits and on the mechanical action of the impinging water droplets and the water flow rate. The necessary water flow is dependent on the gas flow and the gas temperature. Enough water must be injected per time unit so that, not the entire flow will evaporate, but about 0.25 l/min. will flow off through the drainage opening in the gas outlet. Thus ensuring that sufficient water has been injected. For washing procedure, please see name plate for water washing. Service experience has shown that the above mentioned water flow gives the optimal cleaning effect. If the water flow is reduced, the cleaning effect will be reduced or dissappear. If the recommended water flow is exceeded, there is a certain risk of an accumulation of water in the turbine casing which may result in speed reduction of turbocharger. The best cleaning effect is obtained by cleaning at low engine load approx. 20% MCR. Cleaning at low load will also reduce temperature shocks.
08028-0D/H5250/94.08.12

Heavily contaminated turbines, which where not cleaned periodically from the very beginning or after an overhaul, cannot be cleaned by this method. If vibration in the turbocharger occur after waterwashing has been carried out, the washing should be repeated. If unbalance still exists, this is presumably due to heavy fouling, and the engine must be stopped and the turbocharger dismantled and manually cleaned. The washing water should be taken from the fresh water system and not from the fresh cooling water system or salt water system. No cleaning agents or solvents need to be added to the water. To avoid corrosion during standstill, the engine must, upon completing of water washing run far at least 1 hour before stop so that all parts are dry.

Water Washing System

The water washing system consists of a pipe system equipped with a regulating valve, a manoeuvring valve, a 3-way cock and a drain pipe with a drain valve from the gas outlet. The water for washing the turbine, is supplied from the external fresh water system through a flexible hose with couplings. The flexible hose must be disconnected after water washing. By activating the manoeuvring valve and the regulating valve, water is led through the 3-way cock to the exhaust pipe intermediate flange, equipped with a channel to lead the water to the gas inlet of the turbocharger. The water which is not evaporated, is led out through the drain pipe in the gas outlet.

Experience has shown, that washing at regular intervals is essential to successful cleaning, as excessive fouling is thus avoided. Washing at intervals of 100 hours is therefore recommended. Depending on the fuel quality these intervals can be shorter or longer. However, the turbine must be washed at the latest when the exhaust gas temperature upstream of the turbine has risen about 20 C above the normal temperature.

04.28

MAN B&W Diesel

B 16 01 2 General Water Washing of Turbocharger - Turbine
1607517-7.5 Page 2 (2)

04.28

08028-0D/H5250/94.08.12

MAN B&W Diesel

1613417-7.3 Page 1 (1)

Position of Gas outlet on Turbocharger

B 16 02 0 L23/30H

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

- Crankshaft

7-8L23/30H (720-750 rpm) - 6-7-8L23/30H (900 rpm)

- Crankshaft
08028-0D/H5250/94.08.12

Flange
Exhaust flange D. mating dimensions T Engine type 5-6L23/30H 7-8L23/30H 6L23/30H-900 rpm DN 350 mm OD 490 mm T 16 mm PCD 445 mm Hole size No. of holes 22 mm 12

OD PCD

123 123 123 123 123 123 123 123 123

DN

400 mm

540 mm

16 mm

495 mm

22 mm

16

7-8L23/30H-900 rpm

450 mm

595 mm

16 mm

550 mm

22 mm

16

99.40

MAN B&W Diesel

1609574-9.4 Page 1 (1)

Silencer without Spark Arrestor, Damping 25 dB (A)

E 16 04 2 L23/30H

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

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

The silencer is delivered without insulation and fastening fittings.

40 30 20 15 10 8 6 5 4 3 2

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

1 Drain

1 10 15 20 30 40 60 80100 Gas velocity (m/s) Weight kg 400 500 700

Flanges according to DIN 86 044

Silencer type (A)

Damping dB (A) 25 25 25 Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A B 490 540 595 C 445 495 550 E 2500 3000 3300 F 850 950 1000 G 2200 2700 3000 H 150 150 150

I 16 16 16

Nxd 12x22 16x22 16x22

350 400 450

890 990 1040

08028-0D/H5250/94.08.12

Silencer type (B)

Damping dB (A) 25 25 25 Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A 730 780 830 B 490 540 595 C 445 495 550 E 3000 3400 3400 F 700 750 800 G 2800 3100 3100 H 100 150 150 I 16 16 16 Nxd 12x22 16x22 16x22 Weight kg 347 432 473

350 400 450

All dimensions are in mm. Dimension for flanges for exhaust pipes is according to DIN 86 044 02.13

MAN B&W Diesel

1609577-4.4 Page 1 (1)

Silencer without Spark Arrestor, Damping 35 dB (A)

E 16 04 3 L23/30H

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

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

The silencer is delivered without insulation and fastening fittings.

40 30 20 15 10 8 6 5 4 3 2

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

1 Drain

1 10 15 20 30 40 60 80100 Gas velocity (m/s)

Flanges according to DIN 86 044

Silencer type (A)

Damping dB (A) 35 35 35 Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A B 490 540 595 C 445 495 550 E 3500 4000 4300 F 850 950 1000 G 3200 3700 4000 H

I 16 16 16

Nxd 12x22 16x22 16x22

Weight kg 550 700 900

350 400 450

890 990 1040

150 150 150

08028-0D/H5250/94.08.12

Silencer type (B)

Damping dB (A) 35 35 35 Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A 880 980 1080 B 490 540 595 C 445 495 550 E 3400 4000 4200 F 850 950 1050 G 3200 3700 3900 H 100 150 150 I 16 16 16 Nxd 12x22 16x22 16x22 Weight kg 528 730 1015

350 400 450

All dimensions are in mm. Dimension for flanges for exhaust pipes is according to DIN 86 044 02.13

MAN B&W Diesel

1609580-8.4 Page 1 (1)

Silencer with Spark Arrestor, Damping 25 dB (A)

E 16 04 5 L23/30H

Design
The operating of the silencer is based on the absorption system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range. The operation of the spark arrestor is based on the centrifugal system. The gases are forced into a rotary movement by means of a number of fixed blades. The solid particles in the gases are thrown against the wall of the spark arrestor and collected in the soot box. (Pressure loss, see graphic)

Installation
The silencer/spark arrestor has to be installed as close to the end of the exhaust pipe as possible.
1000 800 600
Pressure loss (mm w ~ 10 Pa) at T300 C.
Nxd

400 300 200 150 100 80 60 50 40 30 20

The silencer is delivered without insulation and fastening fittings.

E G

B Spark arrestor type A

1 Drain Spark arrestor type B I K J

10 10 15 20 30 40 60 80100 Gas velocity (m/s)

Flanges according to DIN 86 044

Silencer type (A)

Damping dB (A) 25 25 25
08028-0D/H5250/94.08.12

Cyl. type 5+6 (720/750)

DN

A 890 990 1040

B 490 540 595

C 445 495 550

E 2900 3400

F 850 950

G 2600 3100

H 150 150 150

I 16 16 16

Nxd

L 270 290 300

Weight kg 450 650 800

350 400 450

12x22 500 16x22 750 16x22 1000

80 100 100

7+8 (720/750) 6 (900) 7+8 (900)

3700 1000 3400

Silencer type (B)

Damping dB (A) 25 25 25 Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900) 7+8 (900) DN A 730 780 830 B 490 540 595 C 445 495 550 E 3000 3400 3400 F 700 750 800 G 2800 3100 3100 H 100 150 150 I 16 16 16 Nxd J K L 300 300 350 Weight kg 377 470 526

350 400 450

12x22 650 16x22 700 16x22 800

50 100 100

All dimensions are in mm. Dimension for flanges for exhaust pipes is according to DIN 86 044 02.13

MAN B&W Diesel

1609584-5.4 Page 1 (1)

Silencer with Spark Arrestor, Damping 35 dB (A)

E 16 04 6 L23/30H

Design
The operating of the silencer is based on the absorption system. The Gasflow passes straight-through a perforated tube, surrounded by highly effecient sound absorbing material, thus giving an excellent attenuation over a wide frequency range. The operation of the spark arrestor is based on the centrifugal system. The gases are forced into a rotary movement by means of a number of fixed blades. The solid particles in the gases are thrown against the wall of the spark arrestor and collected in the soot box. (Pressure loss, see graphic).

Installation
The silencer/spark arrestor has to be installed as close to the end of the exhaust pipe as possible.
1000 800 600
Pressure loss (mm w ~ 10 Pa) at T300 C.
Nxd

400 300 200 150 100 80 60 50 40 30 20

The silencer is delivered without insulation and fastening fittings.

E G

B Spark arrestor type A

1 Drain Spark arrestor type B I K J

10 10 15 20 30 40 60 80100 Gas velocity (m/s)

Flanges according to DIN 86 044

Silencer type (A)

Damping dB (A) 35 35 35
08028-0D/H5250/94.08.12

Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900 rpm) 7+8 (900 rpm)

DN

A 890 990 1040

B 490 540 595

C 445 495 550

E 3700 4400

F 850 950

G 3400 4100

H 150 150 150

I 16 16 16

Nxd

L 270 290 300

Weight kg 550 800 1000

350 400 450

12x22 450 16x22 750 16x22 1000

80 100 100

4700 1000 4400

Silencer type (B)

Damping dB (A) 35 35 35 Cyl. type 5+6 (720/750) 7+8 (720/750) 6 (900 rpm) 7+8 (900 rpm) DN A 880 980 1080 B 490 540 595 C 445 495 550 E 3750 4400 F 850 950 G 3550 4100 H 100 150 150 I 16 16 16 Nxd J K L 300 300 350 Weight kg 627 885 1140

350 400 450

12x22 650 16x22 700 16x22 800

50 100 100

4650 1050 4350

All dimensions are in mm. Dimension for flanges for exhaust pipes is according to DIN 86 044 02.13

Speed Control System

B 17

MAN B&W Diesel

1607583-4.3 Page 1 (1)

Starting of Engine

B 17 00 0 General

Load % 100

50

12 minutes

The engine may be started and loaded according to the following procedure: A: Normal start without preheated cooling water. Only on MDO. B: Normal start with preheated cooling water. MDO or HFO. C: Stand-by engine. Emergency start, with preheated cooling water, intermediate prelubricating or continuos prelubricating. MDO or HFO.

If the engine normally runs on HFO preheated fuel must be circulated through the engine while preheating although the engine has run or has been flushed on MDO for a short period.

Starting on MDO
For starting on MDO there are no restrictions exept lub. oil viscosity may not by higher than 1500 cSt. (0 C for lub. oil SAE 30, or 10 C for SAE 40). Initial ignition may be difficult if the engine and ambient temp. are lower than 0 C, and the cooling water temperature is lower than 15 C.

08028-0D/H5250/94.08.12

Starting on HFO
During shorter stops or if the engine is in stand-by on HFO the engine must be preheated. During preheating the cooling water outlet temperature should be kept as high as possible at least 60 C ( 5C) -either by means of cooling water from engines which are running or by means of a built-in preheater.

Prelubricating
The engine shall always be prelubricated 2 minutes prior to start if there is not intermittent or continuos prelubricating installed. Intermittent prelub. is 2 min. every 10 minutes.

99.03

MAN Diesel
1679743-4.3 Page 1 (1)

Governor

B 17 01 4 General

Governor Type
As standard, the engines are equipped with a hydraulic - mechanical governor, make Regulateurs Europa, type 1102.

Droop
Adjustable by dial type lockable control from 0-10% droop.

Speed Adjustment
Manual and electric. Manual operated : Speed setting controlled by handwheel. Electric motor : Permanent magnet synchronizing motor: 24V DC for raise and lower the speed.

Load Distribution
By the droop setting.

Shutdown/Stop
Solenoid energised to "stop". Manually operated shut-down knob fitted on governor energised to "stop" only. Stop Solenoid voltages: 24V DC.

Speed Adjustment Range

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

Synchronizing motor

Speed/load adjustment

Oil filler plug

Droop adjustment

Manual stop bottom

08028-0D/H5250/94.08.12

Oil level

Electrical plug for stop valve

Oil drain

Needle valve for performance adjustment

Fig 1 Regulateurs Europa governor.

09.35

Monitoring Equipment

B 18

MAN B&W Diesel

1607502-1.5 Page 1 (1)

Standard Instrumentation

B 18 01 1 L23/30H

One instrument panel consisting of: Type Pressure gauge Pressure gauge Pressure gauge Pressure gauge Pressure gauge Pressure gauge Pressure gauge Pressure gauge (*) Code PI 01 PI 10 PI 21 PI 22 PI 23 PI 31 PI 40 PI 50 Function LT Fresh water - inlet to air-cooler HT Fresh water - inlet engine Lubricating oil - inlet to filter Lubricating oil - outlet from filter Lubricating oil - inlet to turbocharger Charging air - outlet from cooler Fuel oil - inlet to engine Nozzle cooling oil - inlet to fuel valves

Instruments placed in start box: Tachometer Switch for turbocharger/engine RPM SI 89/90 Turbocharger/Engine - RPM

Instrumentation mounted local on engine: Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer Thermometer (*) Thermometer Thermometer
08028-0D/H5250/94.08.12

TI 01 TI 02 TI 03 TI 10 TI 11 TI 20 TI 22 TI 30 TI 31 TI 40 TI 51 TI 60 TI 61

LT water - inlet air cooler LT water - outlet from air cooler LT water - outlet from lub. oil cooler HT fresh water - inlet to engine HT fresh water - outlet each cylinder Lubricating oil - inlet to cooler Lubricating oil - outlet from filter Charge air - inlet to cooler Charge air - outlet from cooler Fuel oil - inlet to engine Nozz. cool. oil - outlet from fuel valves Exhaust gas - outlet each cylinder Exhaust gas - outlet turbocharger

(*)

If nozzle cooling oil applied only.

92.25

MAN B&W Diesel

1607503-3.2 Page 1 (1)

Standard Instrument Panel

B 18 05 1 In-Line

Main Instrument Panel

As standard the engine is equipped with an instrument panel, comprising instruments for visual indication of the most essential pressures. Illustrated on fig. 1. The instrument panel is mounted flexibly on rubber elements and all manometer connections are connected to the panel by means of flexible hoses, as shown on fig. 2.

Flexible hose

Rubber element

Valves

Push button

On the engine is as standard mounted an instrument panel. The following incorporating pressure gauges for the most essential pressures.
08028-0D/H5250/94.08.12

Fig. 2. Cross section of instrument panel

Pressure gauge for: PI 01 PI 10 PI 21/22 PI 23 PI 31 PI 40 LT fresh water, inlet to air cooler HT fresh water, inlet engine Lubricating oil, inlet/outlet to filter Lub. oil, inlet to turbocharger Charge air, outlet from cooler Fuel oil, inlet to engine Switch for PI 21/22

The connecting pipes to the manometers are equipped with valves which make it possible to replace the manometers during operation. In the charging air and fuel oil piping damping filters are inserted for levelling out pressure fluctuations.

Fig. 1. Lay-out of instrument panel

92.32

Safety and Control System

B 19

MAN Diesel
1687164-0.8 Page 1 (2)

Operation Data & Set Points

B 19 00 0 L23/30H

Acceptable value at shop Normal Value at Full load test or after repair Lubricating Oil System Temp. before cooler (outlet engine) Temp. after cooler (inlet engine) SAE 30 SAE 40 SAE 30 SAE 40 TI 20 TI 20 TI 22 TI 22 PI 22 PI 22 PDAH 21-22 PI 25 PI 23 60-75 C 65-82 C 45-65 C 50-72 C 3.1-4.5 bar 4.1-5 bar 0.5-1 bar 0.1-0.5 bar 1.5 0.2 bar <75 C <82 C <65 C <72 C >4.0 bar >4.5 bar <0.5 bar >0.2 bar >1.5 bar

Alarm Set point

Autostop of engine

TAH 20 TAH 20 TAH 22 TAH 22 PAL 22 PAL 22 PDAH 21-22 LAL 25 LAL 28 LAH 28

90 C 100 C 75 C 85 C 3 bar 4 bar 1.5 bar level switch low level high level 95 C TSH 22 TSH 22 PSL 22 PSL 22 85 C 95 C 2.5 bar 2.5 bar

Pressure after lter (inlet eng) Elevated pressure i.g. when centrifugal lter installed Pressure drop across lter Prelubricating pressure Pressure inlet turbocharger Lub. oil, level in base frame Temp. main bearings Fuel Oil System Pressure after lter Leaking oil Press. nozz. cool. oil, inlet eng. Temp. nozz. cool. oil, outlet eng. Cooling Water System Press. LT-system, inlet engine Press. HT-system, inlet engine Temp. HT-system, inlet engine Temp. HT-system, outl. cyl.units Temp. HT-system, outlet engine Temp. raise across cyl. units Exhaust Gas and Charge Air Exh. gas temp. before TC Exh. gas temp. outlet cyl. Diff. between individual cyl.
08028-0D/H5250/94.08.12

TE 29

75-85 C

<85 C

TAH 29

MDO HFO

PI 40 PI 40

2.5-5 bar 5-16 bar (A)

PAL 40 PAL 40 LAH 42

1.5 bar 4 bar leakage 1.5 bar (B) (B)

PI 50 TI 51

2-3 bar 80-90 C

PAL 50

PI 01 PI 10 TI 10 TI 11

1-2.5 bar (D) >1.3 bar 1.5-4.6 bar >1.8-<6 bar 60-75 C 70-85 C <85 C

PAL 01 PAL 10

0.4 bar + (C) 0.4 bar + (C)

TAH 12 TAH 12-2 max. 10 C

90 C 93 C

TSH 12

95 C

TI 62 TI 62 TI 60 TI 60

425-475 C* 460-520 C** 280-390 C* 320-420 C** average 25 C

TAH 62 TAH 62-2 TAH 60 TAD 60 TAH 61

550 C 600 C 450 C average (F) 50 C 500 C

Exh. gas temp. after TC Ch. air press. after cooler Ch. air temp. after cooler Compressed Air System Press. inlet engine

TI 61 TI 61 PI 31 TI 31

275-350 C* 320-390 C** 2-2.5 bar 35-55 C <55 C

TAH 31

65 C

PI 70

7-9 bar

>7.5-<9 bar

PAL 70

7 bar

Specic plants will not comprise alarm equipment and autostop for all parameters listed above. For specic plants additional parameters can be included. For remarks to some parameters, see overleaf. * for 720/750 rpm ** for 900 rpm.

08.23

MAN Diesel
B 19 00 0 L23/30H
Acceptable value at shop Normal Value at Full load test or after repair Speed Control System Engine speed Mechanical Elec. Mechanical Elec. Mechanical Elec. Turbocharger speed

Operation Data & Set Points

1687164-0.8 Page 2 (2)

Alarm Set point

Autostop of engine

SI 90 SI 90 SI 90 SI 89

720 rpm 750 rpm 900 rpm (G)

820 rpm 855 rpm 1020 rpm

SAH 81 SAH 81 SAH 81 SAH 89

815 rpm 850 rpm 1015 rpm (E)

SSH 81 SSH 81 SSH 81 SSH 81 SSH 81 SSH 81

825 rpm 815 rpm 860 rpm 850 rpm 1030 rpm 1015 rpm

Remarks to individual Parameters A. Fuel Oil Pressure, HFO-operation When operating on HFO, the system pressure must be sufcient to depress any tendency to gasication of the hot fuel. The system pressure has to be adjusted according to the fuel oil preheating temperature. B. Nozzle Cooling Oil System The nozzle cooling oil system is only applied for stationary engines. C. Cooling Water Pressure, Alarm Set Points As the system pressure in case of pump failure will depend on the height of the expansion tank above the engine, the alarm set point has to be adjusted to 0.4 bar plus the static pressure. D. Press. LT -system, inlet engine (PI 01) With two-string cooling water system the normal value can be higher, max. 4.0 bar.

E. Limits for Turbocharger Overspeed Alarm (SAH 89)

Engine type 5L23/30H 6L23/30H 7L23/30H 8L23/30H 720 rpm 55,290 55,290 42,680 42,680 750 rpm 55,290 55,290 42,680 42,680 900 rpm 42,680 42,680 42,680

F. Exhaust Gas Temperatures The exhaust gas temperature deviation alarm is normally 50 C with a delay of 1 min., but at startup the delay is 5 min. Furthermore the deviation limit is 100 C if the average temperature is below 200 C. G. Turbocharger Speed Normal value at full load of the turbocharger is dependent on engine type (cyl. no) and engine rpm. The value given is just a guide line. Actual values can be found in the acceptance test protocol.

08.23

08028-0D/H5250/94.08.12

MAN B&W Diesel

1624450-8.2 Page 1 (1)

Mechanical Overspeed

B 19 06 1 L23/30H

Mechanical Overspeed
The engine is protected against overspeeding in the event of, for instance, governor failure by means of an overspeed trip. The engine is equipped with a stopping device which starts to operate if the maximum permissible revolution number is exceeded. The overspeed tripping device is fitted to the end cover of the lubricating oil pump and is driven through this pump. If the pre-set tripping speed is exceeded, the springloaded fly weight (1), see fig 1, will move outwards and press down the arm (2). The arm is locked in its bottom position by the lock pin (3) which is pressed in by the spring (4).

At the same time the arm (2) presses down the spindle (5), and the pneumatic valve (6) opens, whereby compressed air will be led to the stop cylinder, (see also B 17 30 1) in which the piston is pressed forward and, through the arm, turns the fuel pump regulating shaft to STOP position. Thereby the engine stops, the spring-loaded pull rod connection to the governor being compressed. The engine can be stopped manually by pressing down the button (7), which will activate the springloaded fly weight (1) through the lever (8). If the overspeed has been activated, the overspeed must be reset before the engine can be started. Reset is done by means of the button (10).

Overspeed Alarm (SAH 81)

The overspeed alarm (SAH 81) is activated by means of the micro switch (9).

08028-0D/H5250/94.08.12

Fig 1 Mechanical overspeed.

01.01

MAN B&W Diesel

1639469-7.3 Page 1 (1)

Local Starting Box - No 1

B 19 10 1 General

Description
The starting box is mounted on the engine's control side. On front of the box there are the following indications/pushbuttons: Indication of engine or turbocharger RPM Indication of electronic overspeed Pushbutton for "Manual Start" Pushbutton for "Manual Stop" Pushbutton for "Remote" * Pushbutton for "Local" * Pushbutton for "Blocking" * Pushbutton for change-over between engine and turbocharger RPM

Engine / Turbocharger RPM By activating the "Engine RPM/TC RPM" button, the indication is changed. Engine RPM indication is green light-emitting diodes and turbocharger RPM indication is red light-emitting diodes. External Indications There are output signals for engine RPM and turbocharger RPM. Engine: 0 - 1200 RPM ~ 4-20 mA TC: 0 - 60000 RPM ~ 4-20 mA The pushbuttons for "Remote", "Local" and "Blocking" have potential free switches for external indication. All components in the starting box are wired to the built-on terminal box.

* The function chosen is indicated in the pushbutton. See fig. 1.

Manual Start
The engine can be started by means of the start button, but only if the button "Local" is activated. The manual, local start is an electrical, pneumatic start, i.e. when activating the start button a solenoid valve opens for air to the air starter, thereby engaging the starter and starting the diesel engine. Throughout the starting cycle the start button must be activated. The air starter is automatically disengaged when the diesel engine exceeds 110 RPM. If the start button is disengaged before the diesel engine has exceeded 110 RPM, further starting cycles are blocked, until 5 sec. after the engine is at standstill.

Remote Start
08028-0D/H5250/94.08.12

Remote start can only take place if the pushbutton for "Remote" is activated.

Manual Stop
The "Manual Stop" button is connected to the stop coil on the governor. Blocking If "Blocking" is activated, it is not possible to start the diesel engine.

Fig 1 Starting box.

05.41

MAN B&W Diesel

1635436-4.2 Page 1 (2)

Converter for Engine RPM Signal

B 19 13 1 General

Engine RPM signals

For measuring the engine's RPM, a pick-up mounted on the engine is used giving a frequency depending on the RPM. To be able to show the engine's RPM on an analogue tachometer, the frequency signal is sent through an f/I converter (frequency/current converter), where the signal is transformed into a proportional 4-20 mA ~ 0-1200 RPM. Both tachometer on the engine and possibly external tachometers should be connected in the current loop. Further, the converter has following signals: overspeed engine run safe start tacho fail

Engine run
When the engine speed reach 710 RPM the converter gives a "engine run" signal. The signal will also be given when the engine speed reach 200 RPM + 8 sec., (this is used for pump engines). The engine run signal will be deactivated when the speed is 640 RPM. If the engine speed haven't been over 710 RPM the signal will be deactivated at 200 RPM. The "engine run" signals will be given through a relay. One for synchronizing and one for start/stop of pre. lub. oil pump or alarm blocking at start/stop.

Safe start
When the safe start signal is activated the engine can start. When the engine reach app. 140 RPM the air starter will be shut-off. Further, the safe start signal is a blocking function for the air starter during rotation.

Overspeed
When the engine speed reach the setpoint for electronic overspeed the converter gives a shutdown signal and a alarm signal through a relay.

08028-0D/H5250/94.08.12

Fig. 1. Converter for engine RPM.

94.04

MAN B&W Diesel

B 19 13 1 General
Tacho fail The tacho fail signal will be on when everything is normal. If the pick-up or the converter failed the signal will be deactivated. E.g. if there is power supply failure. The converter for engine RPM signal is mounted in the terminal box on the engine. All wiring to relay, pick-up and tachometer are made by MAN B&W, Holeby.

Converter for Engine RPM Signal

1635436-4.2 Page 2 (2)

Data
Operating data Power consumption Ambient temperature Output current : : : : 24 V DC 15% 3 Watt -20 C to 70 C 4-20 mA ~ 0-1200 RPM

Pick-up
The pick-up is a NPN-type with LED-indication. The sensing distance is 0.5 to 1.2 mm.

94.04

08028-0D/H5250/94.08.12

MAN Diesel
1699190-5.0 Page 1 (1)

Oil Mist Detector

B 19 22 1 General

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

Fig 1 Oil mist detector.

Tecnical Data
Power supply : 24 V DC +30% / -25% Power consumption : 1 A Operating temperature : 0 C....+70 C Enclosure according to DIN 40050: Analyzer : IP54 Speed fuel rack and optical sensors : IP67 Supply box and connectors : IP65

08028-0D/H5250/94.08.12

06.47

MAN B&W Diesel

1631457-0.0 Page 1 (2)

Engine Control Box No 1

E 19 06 4 General

The Safety System

The engine control box is watching the most important safety operating functions of the diesel engine, i.e. low lub. oil pressure, high cooling water temperature, and overspeed. If an unintended condition occurs to one of the above functions, the engine control box will release automatic stop of the engine (shut-down). In order to avoid an unintended re-starting after release of a shut-down, there is a built-in reset function which has to be activated before the engine can be re-started. Remote reset is also possible. Besides, there are built-in start/stop procedures for the engine. On fig. 1 the possible external connections and input/output signals are shown. On the front cover of the engine control box there are an indication panel. There are indications for: Power Lub. oil shutdown High temp. fresh water shutdown Overspeed shutdown Start failure Wire break Start interlocks

There are push buttons for: Start Stop Reset Lamp test

Alarm Blocking
The engine control box is provided with a relay output for alarm blocking. It is advisable to use in case of too low lub. oil pressure, so that alarm is avoided during starting and stopping of the engines.

Start/Stop of the Diesel Engine

As the engine control box can give the diesel engine a signal of normal start/stop, it is possible to mount remote switches for these functions.

From main switch board Start signal Stop signal Emergency stop signal Reset signal

To main switch board

08028-0D/H5250/94.08.12

Common shutdown Start failure Power failure Cable failure Alarm blocking Engine run

To pre.lub. oil pump starter Start/stop signal

Power supply 24 V DC, 6 A 20%

Input from engine Engine run signal Pressurestate PSL 22 lub.oil pressure low - shut-down Thermostate TSH 12 cooling water - shut-down Microswitch SSH 81 speed high - Shut-down Stop Start interlock

Output to engine Power supply Stop signal - shut-down solenoid Start signal

Fig 1 External connections to/from the engine control box .

00.01

MAN B&W Diesel

E 19 06 4 General
If the diesel engine does not start during a starting trial, a potential free switch will give the information that there is a starting failure. When the diesel engine is running. Two relay outputs are activated. One of these switches can be used for start/stop of the prelubricating pump. The engine control box can also be installed in the engine control room. It is possible to integrate the engine control box in the switch board. The following is available as an option: One box for 3 engines Electronic overspeed Custom made solutions

Engine Control Box No 1

1631457-0.0 Page 2 (2)

Engine Control Box Cabinet

The engine control box cabinet can be installed in the engine room, near the engine, fig. 1 shows the dimensions of the cabinet. Enclosure: IP 55.

10.2
Engine Control box

340

Start Stop

630

220

Flange-plate in bottom of engine control box

08028-0D/H5250/94.08.12

Cable glands fitted and supplied by costumer

Fig 2 Engine Control Box.

00.01

MAN B&W Diesel

1643403-4.0 Page 1 (2)

Engine Control Box No 2

E 19 06 6 General

Alarm and Safety System

The engine control box is watching all alarm and safety operating functions of the diesel engine. In case of unintended conditions for the above functions, the engine control box will initiate: - automatic stop of the engine (shutdown) or - a warning indication (alarm) In order to avoid an unintended re-starting after release of a shutdown, there is a built-in reset function which has to be activated before the engine can be re-started. Remote reset is also possible. Besides, there are built-in start/stop procedures for the engine. On the front cover of the engine control box there are 3 indication panels. One for the safety system and two for the alarm system. The engine control box will reflect the actual engine automation/instrumentation. The items below are general. For the safety system there are indications for:

Lub. oil inlet temp. Cooling water press. Tacho failure Low supply voltage High supply voltage Alternator overheating Lambda control failure Fuse failure Pre. lub pump failure Overspeed Spare x 4

Furthermore there are push buttons for: Start of engine Stop of engine Reset Lamp test Diesel oil (MDO) mode with indication * Heavy fuel oil (HFO) mode with indication * * Options

Alarm Blocking
The engine control box is provided with a relay for alarm blocking, so that alarm is avoided during starting and stopping of the engine.

Start/Stop of the Diesel Engine

Power on Engine run Lub. oil shutdown High temp. fresh water shutdown Overspeed shutdown Emergency shutdown Start failure Wire break Start interlock (blocking) Start interlock (local) Starting air The diesel engine can be started and stopped by means of push buttons on the panel. Furthermore, it is possible to mount remote switches for these functions. If the diesel engine does not start during a starting trial, a potential free switch will give the information that there is a starting failure. When the diesel engine is running, three relay outputs are activated. One is used for start/stop of the prelubricating pump, and one is used for start/stop of the nozzle cooling pump.

08028-0D/H5250/94.08.12

For the alarm system there are indications for: Lubricating oil inlet pressure Prelubricating oil pressure Fuel leakage Oil level base frame * lub. oil filter Cooling water outlet temp.

Diesel Oil / Heavy Fuel Oil Mode

The valve control for MDO or HFO running mode is incorporated in the engine control box. It is possible to change the valve position on the engine control box or remote.

00.01

MAN B&W Diesel

E 19 06 6 General
The push buttons for MDO and HFO are lighten push buttons to indicate the mode. Enclosure: IP 54. The engine control box can also be installed in the engine control room. It is possible to integrate the engine control box in the switchboard.

Engine Control Box No 2

1643403-4.0 Page 2 (2)

Engine Control Box Cabinet

The engine control box cabinet can be installed in the engine room, near the engine. Fig 1 shows the dimensions of the cabinet.

Fig 1 Engine control box.

00.01

08028-0D/H5250/94.08.12

MAN Diesel
1699867-7.0 Page 1 (2)

Combined Box with Prelubricating Oil Pump, Nozzle Conditioning Pump, Preheater and El Turning Device

E 19 07 2 General

Description
The box is a combined box with starters for prelubricating oil pump, nozzle conditioning pump, preheater and el turning device. The starter for prelubricating oil pump is for automatic controlling start/stop of the prelubricating oil pump built onto the engine. The starter for nozzle conditioning pump is for automatic controlling start/stop of the nozzle pump. The pump can be built on the engine or be a separate unit. Common for both pump starters in the cabinet is, overload protection and automatic control system. On the front of the cabinet there is a lamp for "pump on", a change-over switch for manual start and automatic start of the pump; furthermore there is a common main cut-off switch.

The pump starter can be arranged for continuous or intermittent running. (For engine types L16/24, L21/31 & L27/38 only continuous running is accepted). See also B 12 07 0, Prelubricating Pump. The preheater control is for controlling the electric heater built onto the engine for preheating of the engines jacket cooling water during stand-still. On the front of the cabinet there is a lamp for "heater on" and a off/auto switch. Furthermore there is overload protection for the heater element. The temperature is controlled by means of an on/ off thermostat mounted in the common HT-outlet pipe. Furthermore the control system secures that the heater is activated only when the engine is in stand-still. The box also include the control of el turning device. There is a "running" indication lamp and a on/off power switch on the front. The control for the turning gear is prepared with to contactors for forward and reverse control. The turning gear control has also overload protection.
630

1AE1
PRELUB. OIL PUMP ENGINE

1AE2
NOZZLE COOL.PUMP ENGINE

1AE3
H.T. WATER PREHEATER ENGINE

1AE5
TURNING MOTOR ENGINE

4H8 4S5
PUMP ON MAN. AUTO. OFF

4H12 4S9
PUMP ON MAN. AUTO. OFF

5H2 5S1
HEATER ON OFF. AUTO.

5H13 5S4
POWER TURNING ON OFF - ON

08028-0D/H5250/94.08.12

560

2S1

1AE4

Fig 1 Dimensions. 08.09

MAN Diesel
E 19 07 2 General
1 2 3 4 5 6 7 8 9 10 11 12 13

Combined Box with Prelubricating Oil Pump, Nozzle Conditioning Pump, Preheater and El Turning Device

1699867-7.0 Page 2 (2)

9
TURNING MOTOR ENGINE 0.55 kW

Fig 2 Wiring diagram.

08.09

08028-0D/H5250/94.08.12

BASEPLATE FRONTPLATE PANEL

L1 L2 L3 10 mm 2

2F4 10A

2F7 10A

2F10 40A

2 1,5mm 2 1

6 1,5mm 2

6 10mm 2

4Q5
2 4 6

4Q9
2 4 6

5Q1
2 4 6

4F5
6,0-6,7-8,5

4F9
1,3-1,6-1,8

2S1
T1 T2 T3

PE 1
POWER SUPPLY 3*415V MAX. 50A

3
PRELUB. OIL PUMP ENGINE 3.0 kW

6
NOZZLE COOL.PUMP ENGINE 0.75 KW

10

11

12
H.T. WATER PREHEATER ENGINE 24 kW

10

11

12

13

3F4 10A

2 1,5mm 2 1

5Q4
2 4 6

5F4
1,0-1,2-1,4

FORWARD 5Q7

REVERSE 5Q9

MAN B&W Diesel

1631477-3.3 Page 1 (2)

Prelubricating Oil Pump Starting Box

E 19 11 0 General

Description
The prelubricating oil pump box is for controlling the prelubricating oil pump built onto the engine. The control box consists of a cabinet with starter, overload protection and control system. On the front of the cabinet there is a lamp for "pump on", a change-over switch for manual start and automatic start of the pump, furthermore there is a main switch.

The pump can be arranged for continuous or intermittent running. (For L16/24, L21/31 & L27/38 only continuous running is accepted). Depending on the number of engines in the plant, the control box can be for one or several engines. The prelubricating oil pump starting box can be combined with the high temperature preheater control box. See also B 12 07 0, Prelubricating Pump.

10.2

Pre.lub. oil pump Engine 1

Pre.lub. oil pump Engine 2

Pre.lub. oil pump Engine 3

Pump ON

Man Auto OFF

Pump ON

Man Auto OFF

Pump ON

Man Auto OFF

560

630

220

08028-0D/H5250/94.08.12

Fig 1 Dimensions.

01.10

MAN B&W Diesel

E 19 11 0 General Prelubricating Oil Pump Starting Box
1631477-3.3 Page 2 (2)

Fig 2 Wiring diagram.

01.10

08028-0D/H5250/94.08.12

MAN B&W Diesel

1631478-5.1 Page 1 (2)

High Temperature Preheater Control Box

E 19 13 0 General

Description
The preheater control box is for controlling the electric heater built onto the engine for preheating of the engines jacket cooling water during stand-still. The control box consists of a cabinet with contactor and control system. On the front of the cabinet there is a lamp for "heater on" and a main switch for activating the system. Furthermore there is overload protection for the heater element. The temperature is controlled by means of an on/off thermostat mounted in the common HT-outlet pipe. Furthermore the system secures that the heater is activated only when the engine is in stand-still. Depending on the numbers of engines in the plant, the control box can be for one or several engines, however the dimensions of the cabinet will be the same. fig 1 illustrates a front for 3 engines. The high temperature preheater control box can be combined with the prelubricating oil pump control box. See also B 13 23 1 Preheating Arrangement in High Temperature System.

10.2
H.T. water preheater Engine 1 H.T. water preheater Engine 2 H.T. water preheater Engine 3

Heater ON

Heater ON

Heater ON

340

630

220

08028-0D/H5250/94.08.12

Fig 1 Dimensions of the control cabinet.

01.10

MAN B&W Diesel

E 19 13 0 General High Temperature Preheater Control Box
1631478-5.1 Page 2 (2)

10

11

12

1 F4 10A 2

5 F7 10A

5 F10 10A

L1 L2 L3

L1 L2 L3

L1 L2 L3

S4

T1 T2 T3

S7

T1 T2 T3

S10

T1 T2 T3

1 Q5 2

5 Q7

5 Q9

L1 L2 L3
Power supply 3 x 380/440 V

5
H.T. water preheater 6 kW Engine 2

8
H.T. water preheater 6 kW Engine 3

H.T. water preheater 6 kW Engine 1

13
F2 2A 1

14

15
F3 2A

16

17

18

19

20

21

22

23

24

2 13 13 13 13 13 13

380 V 440 V

24 V 100 VA

Q5 S4
14 14

Q7 S7
14 14

Q9 S10
14 14

F4

F7

F10

13

17

20

T1

T2

T3

14
A1

15
X1

18
A1

19
X1

21
A1

22

Q5
A2

H6
X2 A2

Q7

H8
X2 A2

Q9

H10
X2

16

NO NC .18 .4

NO NC .20 .7

NO NC .22 .10

Fig 2 Wiring diagram.

01.10

08028-0D/H5250/94.08.12

X1

Preheater Engine 3 ON

Preheater Engine 1

Preheater Engine 2

Preheater Engine 2 ON

Preheater Engine 3

Preheater Engine 1 ON

Foundation

B 20

MAN B&W Diesel

1613565-0.3 Page 1 (1)

Recommendations Concerning Steel Foundations for Resilient Mounted GenSets

B 20 01 0

L23/30H, L27/38, L28/32H

Foundation Recommendations
When the generating sets are installed on a transverse stiffened deck structure, it is generally recommended to strengthen the deck by a longitudinal stiffener inline with the resilient supports, see fig 2. For longitudinal stiffened decks it is recommended to add transverse stiffening below the resilient supports. It is a general recommendation that the steel foundations is in line with both the supporting transverse and longitudinal deck structure , fig 1, in order to obtain sufficient stiffness in the support of the resilient mounted generating sets. The strength and the stiffness of the deck structure has to be based on the actual deck load, i.e. weight of machinery, tanks etc. and furthermore, resonance with the free forces and moments from especially the propulsion system have to be avoided.

Fig 1 Transverse stiff deck structure.

08028-0D/H5250/94.08.12

Fig 2 Resilient supports.

02.23

MAN B&W Diesel

1613527-9.2 Page 1 (2)

Resilient Mounting of Generating Sets

B 20 01 3 L23/30H L28/32H

Resilient Mounting of Generating Sets

On resilient mounted generating sets, the diesel engine and the generator are placed on a common rigid base frame mounted on the ship's/erection hall's foundation by means of resilient supports, type Conical. All connections from the generating set to the external systems should be equipped with flexible connections, and pipes, gangway etc. must not be welded to the external part of the installation.

The support of the individual conical mounting can be made in one of the following three ways: 1) The support between the bottom flange and the foundation of the conical mounting is made with a loose steel shim. This steel shim is adjusted to an exact measurement (min. 40 mm) for each conical mounting.

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

08028-0D/H5250/94.08.12

Fig 1 Resilient mounting of generating sets.

Fig 2 Support of conicals.

02.23

MAN B&W Diesel

B 20 01 3 L23/30H L28/32H
2) The support can also be made by means of two steel shims, at the top a loose shim of at least 40 mm and below a shim of approx. 10 mm which are adjusted for each conical mounting and then welded to the foundation. Finally, the support can be made by means of chockfast. It is recommended to use two steel shims, the top shim should be loose and have a minimum thickness of 40 mm, the bottom shim should be cast in chockfast with a thickness of at least 10 mm.

Resilient Mounting of Generating Sets

1613527-9.2 Page 2 (2)

Adjustment of Engine and Generator on Base Frame

The resilient mounted generating set is normally delivered from the factory with engine and generator mounted on the common base frame. Eventhough engine and generator have been adjusted in the factory with the generator rotor correctly placed in the stator, and the crankshaft bend of the engine (autolog) within the prescribed tolerances, it is recommended to make an autolog before starting up the plant.

3)

Irrespective of the method of support, it is recommended to use a loose steel shim to facilitate a possible future replacement of the conical mountings.

02.23

08028-0D/H5250/94.08.12

Test running

B 21

MAN Diesel
1356501-5.7 Page 1 (1)

Shop Test Programme for Marine GenSets

B 21 01 1 General

Operating points 1) Starting attempts 2) Governor test

(see B17 00 0 - Load Requirements)

ABS X X X

BV X X X

DNV X X

GL X X X

LR X X X

RINA X X X

NK X X X

IACS X X X

MAN Diesel programme

X X X

3) Test of safety and monitoring system 4) Load acceptance test (value in minutes) Continuous rating (MCR) 100% 1* 110% Engines driving alternators 75% 50% 25% Idling = 0% Continuous rating (MCR) 100% 1* 110% 90% 75% 50% 25% Idling = 0%

Constant speed 60 30 M M M M 60 45 M M M M M M M M 60 45 M M M M 60 45 M M M M 60 45 M M M M 120 2* 45 3* 30 30 60 30 M M M M 60 45 30 30 30 30

Constant speed 60 30 M M M M 60 45 M M M M M M M M M 60 45 M M M M 60 45 M M M M 60 45 M M M M 120 2* 45 3* 30 30 50 30 M M M M 60 45 30 30 30 30 30

Engines driving alternators for electric propulsion

5) 6a) 6b) 7) 8) 1* 2* 3* M=

Verication of GenSet parallel running, if possible (cos = 1, unless otherwise stated). Crankshaft deection measurement of engines with rigid coupling in both cold and warm condition. Crankshaft deection measurement of engines with exible coupling only in cold condition. Inspection of lubricating oil lter cartridges of each engine. General inspection. Two service recordings at an interval of 30 minutes. According to agreement with NK the running time can be reduced to 60 minutes. According to agreement with NK the running time can be reduced to 30 minutes. Measurement at steady state condition of all engine parameters.

08028-0D/H5250/94.08.12

ABS BV DNV GL LR RINA NK IACS

= = = = = = = =

American Bureau of Shipping Bureau Veritas Det Norske Veritas Germanischer Lloyd Lloyds Register Registro Italiano Navale Nippon Kaiji Kyokai International Association of Classication Societies

The operating values to be measured and recorded during the acceptance test have been specied in accordance with ISO 3046-1:2002 and with the rules of the classication societies. The operation values are to be conrmed by the customer or his representative, the classication's representative and the person responsible for the acceptance test by their signature on the test report. After the acceptance test components will be checked so far it is possible without dismantling. Dismantling of components is carried out on the customer's or the classication representative's request.

07.47

Spare Parts

E 23

MAN B&W Diesel

1613435-6.1 Page 1 (1)

Weight and Dimensions of Principal Parts

E 23 00 0 L23/30H

Piston approx. 21 kg

Cylinder head approx.130 kg Cylinder head incl. rocker arms approx. 180 kg

08028-0D/H5250/94.08.12

Cylinder liner approx. 75 kg

Connecting rod approx. 41 kg

91.37

MAN B&W Diesel

1607552-3.5 Page 1 (1)

Recommended Wearing Parts

E 23 04 0 L23/30H
720/750 RPM

08028-0D/H5250/94.08.12

99.35

MAN B&W Diesel

1643417-8.2 Page 1 (1)

Recommended Wearing Parts

E 23 04 0 L23/30H
900 RPM

08028-0D/H5250/94.08.12

99.35

MAN B&W Diesel

1655227-6.4 Page 1 (2)

Standard Spare Parts

P 23 01 1 L23/30H

Extent according to the requirements of: For guidance American Bureau of Shipping. Bureau Veritas. Lloyd's Register of Shipping. Det Norske Veritas. Demands Germanischer Lloyd. USSR Register of Shipping. Chinese Register. Nippon Kaiji Kyokai Korean Register of Shipping Registro Italiano Navale Qty. Plate Item

Description

Cylinder Head Valve spindle, inlet and exhaust Conical ring in 2/2 Inner spring Outer spring Valve seat ring, inlet Valve seat ring, exhaust Gasket, coaming Gasket, top cover O-ring, cylinder head Valve rotators

4 4 4 4 2 4 1 1 2 4

50502 50502 50502 50502 50501 50501 50510 50510 50501 50502

512 465 489 490 064 076 026 075 338 477

08028-0D/H5250/94.08.12

Piston and Connecting Rod, Cylinder Liner Sealing ring Connecting rod stud Connecting rod nut Connecting rod bearing Bush for connecting rod Piston pin Retaining ring Piston ring Piston ring Piston ring Oil scraper ring O-ring, cylinder liner O-ring, inlet bend O-ring, cooling water connections

1 2 2 1 1 1 2 1 1 1 1 2 1 8

50610 50601 50601 50601 50601 50601 50601 50601 50601 50601 50601 50610 51203 50501

031 152 164 139 056 019 032 093 103 115 127 043 234 184

Operating Gear for Valve and Fuel Injection Pumps Sealing ring

50801

185

Engine Frame and Base Frame Main bearing shells Thrust washer

1 2

51101 51101

157 253

09.18

MAN B&W Diesel

P 23 01 1 L23/30H
Description Qty. Plate Item

Standard Spare Parts

1655227-6.4 Page 2 (2)

Stud Nut O-ring O-ring

2 2 1 1

51101 51101 51106 51106

169 170 740 058

Turbocharger System Gasket O-ring, cooling water connections

1 2

51202 51202

024 264

Fuel Oil System and Injection Equipment Fuel injection valve Fuel oil injection pump, 720/750 rpm Fuel oil injection pump, 900 rpm Fuel oil high-pressure pipe

* 1 1 1

51402 51401 51401 51404

177 057 381 010

No of spare parts =

C 2

(add up to equal number)

C = Number of cylinders for engine with max. cyl. no in plant. ex. A plant consists of 2x5L28/32H and 2x7L28/32H. Then the number of spare parts must be ~ add up to equal number = 4. 7 2 = 3.5
08028-0D/H5250/94.08.12

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

09.18

Tools

P 24

MAN B&W Diesel

1655222-7.4 Page 1 (2)

Standard Tools for Normal Maintenance

P 24 01 1 L23/30H

Description

Qty.

Plate

Item

Cylinder Head Max. pressure for indicator Lifting tool for cylinder head Mounting tool for valves Grinding tool for cyl. head and cyl. liner Tool for grinding of valves Handwheel for indicator valve

1 1 1 1 1 1

52005 52005 52005 52005 52005 52005

109 014 051 205 553 673

Piston, Connecting Rod and Cylinder Liner Eye screw for lifting of piston Shackle for lifting of piston Back stop for cylinder liner Plier for piston pin lock ring Piston ring opener Testing mandrel for piston scraper ring grooves (7.43 mm) Guide ring for mounting of piston (900 rpm) Guide ring for mounting of piston (720/750 rpm) Lifting tool for cyl. liner Grinding tool for cyl. liner Honing brush for cylinder liner incl. wooden box Funnel for honing of cyl. liner Testing mandrel for piston ring grooves (4.43 mm) Eye bolt for piston lift af check of connecting rod big-end bearing Torque spanner 20 120 Nm Torque spanner 80 360 Nm Socket (24 mm) Magnier (30x)

1 1 2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006 52006

021 033 094 200 141 165 116 117 452 655 488 511 153 070 261 273 381 559

08028-0D/H5250/94.08.12

Operating Gear for Inlet Valves, Exhaust Valves and Fuel Injection Pumps Feeler gauge for inlet valves Feeler gauge for exhaust valves Extractor for thrust piece on roller guide for fuel pump Distance piece

2 2 1 1

52008 52008 52008 52008

010 022 058 071

Control and Safety Systems Automatics and Instruments Spanner for adjusting of overspeed stop

52009

016

06.25

MAN B&W Diesel

P 24 01 1 L23/30H
Description Qty Plate Item

Standard Tools for Normal Maintenance

1655222-7.4 Page 2 (2)

Crankshaft and Main Bearings Turning rod Crankshaft alignment gauge, autolog Lifting straps for main and guide bearing caps Dismantling tool for main bearing Tool for upper main bearing Dismantling tool for guide bearing shells

1 1 2 2 1 1

52010 52010 52010 52010 52010 52010

011 059 155 106 214 202

Fuel Oil System and Injection Equipment Pressure testing pump, complete Spanner for injection pump Cleaning tool for fuel injector Grinding tool for fuel injector seat Extractor for fuel injector valve

1 1 1 set 1 1

52014 52014 52014 52014 52014

013 204 108 361 407

Lubricating Oil System Guide bar for dismantling of lubricating oil cooler

52015

019

Hydraulic Tools Pressure pump, complete with wooden box Distributing piece for cylinder head Distributing piece for main bearings Hose for hydraulic tools Hose for hydraulic tools Hydraulic tools for connecting rod with wooden box, complete Hydraulic tools for cylinder head with wooden box, complete Hydraulic tools for main bearings with wooden box, complete

1 1 1 4 1 1 1 1

52021 52021 52021 52021 52021 52021 52021 52021

011 155 202 501 513 633 251 405

Plate no and item no refer to the spare parts plates in the instruction book.

06.25

08028-0D/H5250/94.08.12

MAN Diesel
1679714-7.0 Page 1 (1)

Tools for Reconditioning

P 24 02 1 L23/30H

Description

Qty.

Plate

Item

Cylinder Head Grinding table for cyl. head * Grinding table as above - on stand * Extractor for valve seat ring Mounting tool for valve seat ring Grinding machine for valve seat rings Grinding machine for valve spindles

1 1 1 1 1 1

52005 52005 52005 52005 52005 52005

254 301 504 457 350 408

Fuel Oil System and Injection Equipment Grinding ring for fuel injector

52014

300

As standard the grinding table is delivered for wall mounting, plate no 52005, item no 254. As optional it can be delivered on stand, plate no 52005, item no 301.

08028-0D/H5250/94.08.12

Plate no and item no refer to the spare parts plates in the instruction book.

99.50

MAN Diesel
1679713-5.0 Page 1(1)

Extra Tools for Low Dismantling Height

P 24 04 1 L23/30H

Description

Qty

Plate

Item

For Lift of Piston and Connecting Rod

Collar for connecting rod, complete Shackle for pull lift Pull lift, complete

1 2 2

52050 52050 52050

045 057 021

For Lift of Cylinder Liner Lifting tool complete 1 52050 033

08028-0D/H5250/94.08.12

Plate no and item no refer to the spare parts plates in the instruction book.

99.50

G 50 Alternator

B 50

MAN B&W Diesel

1613539-9.4 Page 1 (3)

Information from the Alternator supplier

G 50 02 8 L23/30H

Installation aspects
For mounting of diesel engine and alternator on a common base frame, the alternator supplier should fullfill the dimensions given in fig. 1. Further, inspection shutters, components and other parts to be operated/ maintained should not be placed below the level of the alternator feet on front edge of, and in the longitudinal direction of the alternator in the area covered by the base frame. Regarding air cooled alternators, the ventilating outlet should be placed above the level of the alternator feet.

For water cooled alternators the flanges for cooling water should be placed on the left side of the alternator seen from the shaft end. The flanges should be with counter flanges.

Project Information
3 sets of Project Information should be forwarded to MAN - B&W Diesel A/S, Holeby, according to the delivery times stated in "Extent of Delivery". Drawings included in the alternator Project Information must have a max. size of A3.

AA AC P Q

AB B

A C

H
T J
N

I O K L

U M Y

V Z

08028-0D/H5250/94.08.12

Engine Type 5-6L23/30H 7-8L23/30H

H 230 230

I 120 160

J 39 39

K 1280 1500

L 1380 1600

M (min) 230 230

Fig 1 Outline drawing of alternator.

99.45

Overhaul of rotor

MAN B&W Diesel

G 50 02 8 L23/30H
Project Information should as a minimum contain the following documentation: 1. 2. General description of alternator. "outline" drawing 3. c. For air cooled alternators following information is required: Max. permissible ambient inlet air temp.

Information from the Alternator supplier

1613539-9.4 Page 2 (3)

Rotor shaft drawing

Following information is required in order to be able to work out drawings for base frame and general arrangement of GenSet. Side view and view of driving end with all main dimensions, i.e. length, width, height, foot position, foot width, shaft height, etc. as well as all the dimensions of the alternator's coupling flange, alt. groove shaft pin. As minimum all the dimensions in fig. 1 should be stated. Further the "outline" drawing is to include alternator type, total weight with placement of center of gravity in 2 directions (horizontal and vertical), direction of revolution, terminal box position, lifting eyes venthole position for air cooled alternators and min. overhaul space for rotor, cooler, filter, etc. a. For water cooled alternators following information is required: position of connections dimension of connections dimensions of flange connections cooling water capacity cooling water temperature heat dissipation cooling water pressure loss across heat exchanger Amount of water in alt. cooling system

Following information is required in order to be able to work out torsional vibration calculations for the complete GenSet. The rotor shaft drawing must show all the dimensions of the rotor shaft's lengths and diameters as well as information about rotor parts with regard to mass inertia moment - GD2 or J (kgm2) and weight (kg).

b. For alternators with extern lubricating of bearing(s) following information is required: position of connections dimensions of connections dimensions of flange connections required lub. oil flow required lub. oil pressure pressure regulator (if required/delivered) oil sight glas (if required/delivered)

Fig 2 Shaft dimension for alternator, type B16

99.45

08028-0D/H5250/94.08.12

MAN B&W Diesel

1613539-9.4 Page 3 (3)

Information from the Alternator supplier

G 50 02 8 L23/30H

The following components, which are part of the complete rotor, must be mentioned: Shaft Pole wheel Exciter Ventilator

4. 5. 6. 7.

Other drawings necessary for installation. Spare parts list. List of loose supplied components. Data: Construction form. Rated voltage. Rated power kVA. Rated current, amp. Rated power factor. Frequency, Hz. Insulation class. Load efficiency in % of nominal load at 1/4 - 1/2 - 3/4 - 1/1 load (with cos.phi. = 0.8 and 1.0). If the alternator bearings are lubricated by the engines' intermal lub. oil system: Max. lub. oil pressure. Lub. oil capacity (m3/h). Heat radiation.

The shaft dimensions for alternator should be according to figure 2 or 3.

N7

140m6

Max. R4

A - A 10 200 B - B

36

148

Besides the above-mentioned documentation, 3 sets of alternator test reports should be forwarded. In connection with the delivery of alternator, documentation and spare parts, these should be specified with our order no. and the specific yard or project identification. For further information, please contact MAN B&W Diesel A/S, Holeby.

220 Key & keyway acc. to DIN 6885.1 Shaft end acc. to DIN 748

Fig. 3. Shaft dimension for alternator, type B20

08028-0D/H5250/94.08.12

99.45

12

MAN Diesel
1613561-3.6 Page 1 (1)

Engine/Alternator Type

G 50 02 3 L23/30H

Standard Engine type Alternator type 5L23/30H, 720/750 rpm 6L23/30H, 720/750/900 rpm 7L23/30H, 720/750/900 rpm 8L23/30H, 720/750/900 rpm B 16 B 16 B 16 B 16 Requirements None None None None

Alternative option Alternator type B 20 B 20 B 20 B 20 Requirements Elastic coupling Elastic coupling Elastic coupling Elastic coupling

Alternator type B 16:

One bearing type, shaft end with ange.

Note for Re-engineering

In case of using an existing alternator, calculation for torsional vibrations has to be carried out before determination concerning intermediate bearing and elastic coupling can be established.

Alternator type B 20:

Two bearing types, shaft end with keyway. One bearing shall be of the guide bearing type.

08028-0D/H5250/94.08.12

07.05

MAN Diesel
1699865-3.1 Page 1 (3)

Alternator cable installation

B 50 00 0 G 50 00 0 General

Main Cables
The exible mounting of the GenSet must be taken into consideration when installing alternator cables. The cables must be installed so that no forces have an effect on the alternator's terminal box. A discharge bracket can be welded on the engine's base frame. If this solution is chosen, the exibility in the cables must be between the cable tray and the discharge bracket.

The free cable length from the cable tray to the attachment on the alternator, must be appropriate to compensate for the relative movements, between the GenSet and foundation. Following can be used as a guideline: The x point of the alternator cables must be as close as possible to the center line of the rotor. Bending of the cables must follow the recommendations of the cable supplier as regards minimum bending radius for movable cables. If questions arise concerning the above, please do not hesitate to contact MAN Diesel.

m ax 30 0

Center line

m m
Fix point Free cable length

08028-0D/H5250/94.08.12

Fig 1 Connection of cables

09.06

MAN Diesel
B 50 00 0 G 50 00 0 General
Earth cable connection
It is important to establish an electrical bypass over the electrical insulating rubber dampers. The earth cable must be installed as a connection between alternator and ship hull for marine operation, and as connection between alternator and foundation for stationary operation. For stationary operation, the contractor must ensure that the foundation is grounded according to the rules from local authorities. Engine, base frame and alternator have internal metallic contact to ensure earth connection. The size of the earth cable is to be calculated on the basis of output and safety conditions in each specic case; or must have minimum the same size as the main cables.

Alternator cable installation

1699865-3.1 Page 2 (3)

Engine

Alternator

Fig 2 Marine operation

09.06

08028-0D/H5250/94.08.12

Base frame

Rubber damper

Part of ship hull

Earth cable

MAN Diesel
1699865-3.1 Page 3 (3)

Alternator cable installation

B 50 00 0 G 50 00 0 General

Engine

Alternator

Earth cable

Base frame

Rubber damper

Foundation

Earth connection

Fig 3 Stationary operation

08028-0D/H5250/94.08.12

09.06

B 25 Preservation and Packing

B 98

MAN Diesel
1699894-0.0 Page 1 (2)

Preservation of Alternator

B 25 01 1 B 98 01 1 General

The documentation from the supplier of the specic alternator must be observed.

Air ventilation must be without dust and aggressive vapours. Protection against insects and pests must be provided. Outdoors: Storage outdoors is not allowed, however, short stays less than ve days is accepted with the following precautions: 1) The plastic wrapping from the transport must be removed totally to give ventilation or as minimum be removed in the driving shaft end and the opposite end. The alternator must be covered to protect against rain. Ventilation must, however, still be possible. The alternator must be placed on a stable base, but lifted minimum 100 mm to prevent damp from beneath. Protection against insects and pests must be provided.

Transport:
During the transport from the alternator maker to the engine builder the alternator is in transport packaging, i.e. plastic wrapping covering the alternator totally. Transport from the engine builder to the end customer must be done with a similar packaging often tarpaulins. Selected surfaces are coated with corrosion protection and bearings are oil-ushed. Transport brackets are xed for the rotor (only from alternator maker to engine builder) and water cooler, if any, is emptied. During sea voyage the GenSet/alternator must be stored under deck. Minimum transport temperature is 20oC.

2)

3) Shocks must be kept below 30 m/s2. If the transport is interrupted besides normal transport stopovers, the alternator must be treated as during storage.

4)

Short-term storage (less than two months):

Indoors: The alternator must be connected to standstill heating, or a similar heating of the inner parts of the alternator must be established to avoid damp condensing. The alternator must be placed on a stable base with a very low vibration level, if necessary on vibration dampers. Permanent room temperature 5oC in the area +20oC to +40oC with an air humidity below 75%. Permanent room temperature 5oC in the area 0oC to +20oC or +40oC to +60oC with an air humidity below 50%.

Long-term storage (from two to six months):

Indoors: In addition to the conditions for short-term storage the plastic wrapping from the transport must be removed totally to give ventilation or as minimum be removed in the driving shaft end and the opposite end. It is recommendable that the storage is in a room with an air humidity below 40%. Corrosion protection must be carried out on machined and rough surfaces, on bearing parts, on the shaft and on bearing gaskets. LPS3, Hot Lloyd or similar agent must be used.

08028-0D/H5250/94.08.12

08.34

MAN Diesel
B 25 01 1 B 98 01 1 General
The bearings must be lled with protective oil, Mobilama 524, or similar. The rotor must be turned 3.5 revolutions with an interval of one month. Outdoors: Is not allowed.

Preservation of Alternator

1699894-0.0 Page 2 (2)

Storage for more than six months:

The instruction for storage from two to six months must be followed and repeated. After storage several alternator suppliers require resistance measurements of the windings before use.

08028-0D/H5250/94.08.12

08.34

MAN Diesel
1350467-1.3 Page 1 (1)

Preservation of diesel engine before dispatch

B 25 01 1 General

Preservation of Diesel Engine:

1) Lubricating oil system. 3) Bright components internal or external on the diesel engine such as crankshaft, camshaft and gear wheels are covered with Mobilux EP004.

Lub. oil is drained from base frame, lub. oil lter and cooler. After cleaning of the engine and the base frame, a rust-preventing lubricating oil is added, and the entire lub. oil system is primed. The oil is just covering the bottom of the base frame. The following types of oils are suitable: Mobilarma 524. Esso Rustban 335. Chevron EP Industrial Oil 68. Shells Ensis Oil SAE 30 / SAE 10 W. BP Protective Oil 30/40.

4) Bags with a hygroscopic product are suspended inside the diesel engine in the crankcase. The bags are equipped with a humidity indicator. SilicaGel or a similar product can be used in a quantity of 3000 grams/m3. The bags must not touch any surfaces, and if necessary the surface is covered with a plastic sheet.

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

6) All openings and ange connections are carefully closed.

2)

Fuel oil system.

7) Electric boxes are protected inside by volatile corrosion inhibitor tape.

The fuel oil is drained. The fuel valves are cleaned and pressure tested with Mobil White-Terex 309 or similar, and the entire fuel oil system is lled with this type of oil.

08028-0D/H5250/94.08.12

01.10

MAN Diesel
1350473-0.4 Page 1 (1)

Preservation of Spare Parts and Tools

B 25 01 1 General

Spare parts and tools.

Preservation of supplied spare parts and tools are made as follows: Dinitrol 25B or Dinitrol 3850 indicator special tools in boxes are protected by a volatile corrosion inhibitor tape test equipment for fuel valves measuring equipment Smaller boxes containing special tools such as: grinding machine for valve seats

Storage conditions
etc. The boxes must always be stored under roof, protected from direct rain, sea-fog and dust. The boxes must be covered with tar paulin. must be removed from the shipment, inspected for corrosion and stored in a dry place. After inspection the boxes with the spare parts must be closed and covered with tarpaulin.

Maintenance of preservation
Immediately upon arrival the boxes are to be opened and the parts examined for damage to the preservation, and if necessary repaired. This procedure must be repeated every 2-4 months depending on the storage conditions.

Cleaning of parts can be made with petroleum, turpentine or similar solvents.

Notice:Special preservation can be made on request.

08028-0D/H5250/94.08.12

01.13

MAN Diesel
1624484-4.2 Page 1 (1)

Lifting Instruction

B 25 03 0 L23/30H

Lifting of Complete Generating Sets.

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

Fig. 1. Crossbars' placing on engine.

Fig. 2. Crossbars.

Engine Type 5L23/30H 6L23/30H 7L23/30H 8L23/30H

08028-0D/H5250/94.08.12

a (mm) 2620 2990 3175 3360 * Based on MBD-H standard generator

Fig. 3. Crossbars' and wires placing on engine. 03.08