v2832s Project Guide

V28/32S
Project Guide - Power Plant

Four-stroke GenSet
Complete manual
date 2014.06.16
MAN Diesel & Turbo
Plate
Page 1 (3) Project guide Index
V28/32S
Text Index Drawing No
Introduction I 00
Introduction to project guide I 00 00 0 1643483-5.4

Key for engine designation I 00 05 0 1609526-0.8
Designation of cylinders I 00 15 0 1609525-9.0
Code identification for instruments I 00 20 0 1687100-5.5
Basic symbols for piping I 00 25 0 1631472-4.1
Basic symbols for piping I 00 25 0 1655279-1.0
General information D 10
List of capacities D 10 05 0 1687127-0.5

List of capacities D 10 05 0 1687128-2.5
Engine Performance D 10 10 0 1687181-8.0
Heat balance D 10 20 0 1687183-1.0
Description of sound measurements D 10 25 0 1609510-3.5
Description of structure-born noise D 10 25 0 1671754-6.2
Emission limits Worldbank II D 10 28 0 3700044-8.0
Moment of inertia D 10 30 0 1607593-0.2
Green Passport D 10 33 0 1699985-1.1
Overhaul recommendations D 10 35 0 1655232-3.1
Basic diesel engine B 10
Power, outputs, speed B 10 01 1 3700293-9.0

General description B 10 01 1 1687112-5.0
Cross Section B 10 01 1 1687103-0.1
Main Particulars B 10 01 1 1687101-7.2
Dimensions and weights B 10 01 1 1687126-9.2
Overhaul areas B 10 01 1 1687141-2.0
Engine rotation clockwise B 10 11 1 1607566-7.2
Fuel oil system B 11
Internal fuel oil system B 11 00 0 1687122-1.4

Internal fuel oil system B 11 00 0 3700265-3.0
Specification for heavy fuel oil (HFO) B 11 00 0 6680 3.3.3-01
Marine diesel oil (MDO) specification B 11 00 0 010.000.023-04
Gas oil / diesel oil (MGO) specification B 11 00 0 010.000.023-01
Bio fuel specification B 11 00 0 6680 3.3.1-02
Explanation notes for biofuel B 11 00 0 3700063-9.0
Crude oil specification B 11 00 0 3700246-2.0
Viscosity-temperature diagram (VT diagram) B 11 00 0 010.000.023-06
Guidelines regarding MAN Diesel & Turbo GenSets operating on
low sulphur fuel oil B 11 00 0 1699177-5.1
Recalculation of fuel consumption dependent on ambient conditions B 11 01 0 1624473-6.2
Fuel oil consumption for emissions standard B 11 01 0 1687104-2.3
Fuel oil filter duplex E 11 08 1 1679744-6.7
MDO / MGO Cooler E 11 06 1 1689458-7.3
HFO/MDO changing valves (V1 and V2) E 11 10 1 1624467-7.3
2014.06.16
MAN Diesel & Turbo
Plate
Index Project guide Page 2 (3)
V28/32S
Lubrication oil system B 12
Internal lubricating oil system B 12 00 0 1687123-3.3

Crankcase ventilation B 12 00 0 1699270-8.5
Prelubricating pump B 12 07 0 1624477-3.9
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) B 12 15 0 010.000.023-11
Specification of lube oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels B 12 15 0 010.000.023-07
Specific lubricating oil consumption - SLOC B 12 15 0 1607584-6.10
Treatment and maintenance of lubricating oil B 12 15 0 1643494-3.10
Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7
Cooling water system B 13
Engine cooling water specifications B 13 00 0 010.000.023-13

Cooling water inspecting B 13 00 0 010.000.002-03
Cooling water system cleaning B 13 00 0 010.000.002-04
Quality of raw-water in cooling tower operation (additive and
circulating water) B 13 00 0 1699250-5.0
Quality of water used in exhaust gas boiler plants B 13 00 0 1699251-7.0
Water specification for fuel-water emulsions B 13 00 0 010.000.023-16
Internal cooling water system B 13 00 0 1689492-1.1
Internal cooling water system B 13 00 2 1687117-4.1
Design data for external cooling water system B 13 00 0 1699286-5.2
External cooling water system B 13 00 0 1687125-7.0
Expansion tank B 13 00 0 1613419-0.4
Preheater arrangement in high temperature system B 13 23 1 1613488-3.3
Expansion tank pressurized T 13 01 1 1671771-3.4
Compressed air system B 14
Specification for compressed air B 14 00 0 010.000.023-21

Compressed air system B 14 00 0 1687119-8.2
Combustion air system B 15
Combustion air system B 15 00 0 1687120-8.0

Combustion air system B 15 00 0 3700134-7.0
Specifications for intake air (combustion air) B 15 00 0 010.000.023-17
Water washing of turbocharger - compressor B 15 05 1 1639499-6.0
Cleaning the turbocharger in service - Water washing of compressor B 15 05 1 1687167-6.0
Exhaust gas system B 16
Exhaust gas system B 16 00 0 1683347-6.2

Pressure drop in exhaust gas system B 16 00 0 1624460-4.2
Exhaust gas velocity B 16 01 0 1624465-3.3
Dry cleaning of turbocharger - turbine B 16 01 1 1607599-1.5
Position of gas outlet on turbocharger B 16 02 0 1687118-6.6
2014.06.16
MAN Diesel & Turbo
Plate
Page 3 (3) Project guide Index
V28/32S
Silencer without spark arrestor, damping 35 dB(A) E 16 04 3 1683338-1.3

Silencer with spark arrestor, damping 35 dB(A) E 16 04 6 1683340-3.3
Speed control system B 17
Starting of engine B 17 00 0 1607583-4.4

Governor B 17 01 4 1679743-4.3
EDS-box P 17 52 1 3700268-9.0
EDS data logger P 17 53 1 3700267-7.0
EDS online service P 17 54 1 3700269-0.0
Safety and control system B 19
Operation data & set points B 19 00 0 1699178-7.5

Safety, control and monitoring system B 19 00 0 1683348-8.2
Communication from the GenSet B 19 00 0 1699184-6.6
Oil Mist Detector B 19 22 1 1699190-5.0
Combined box with prelubricating pump, preheater and el turning
device E 19 07 2 3700290-3.0
Combined box with prelubricating oil pump, nozzle conditioning
pump, preheater and el turning device E 19 07 2 1699867-7.0
Prelubricating oil pump starting box E 19 11 0 1631477-3.3
High temperature preheater control box E 19 13 0 1631478-5.1
Foundation B 20
Resilient mounting system for landbased V28/32S generating sets B 20 00 0 1687130-4.3
Test running B 21
Shop Test Programme for Power Plants B 21 01 1 1699986-3.0
Spare parts E 23
Weight and dimensions of principal parts E 23 00 0 1631461-6.0

Recommended wearing parts E 23 05 0 1683343-9.1
Standard spare parts P 23 01 1 1687177-2.2
Tools P 24
Standard tools for normal maintenance P 24 01 1 1683321-2.4

Tools for reconditioning P 24 02 1 1693517-1.0
Alternator G 50
Information from the alternator supplier B 50 02 8 1683344-0.0

Engine/alternator type B 50 02 3 1683345-2.1
Alternator cable installation B/G 50 00 0 1699865-3.4
Combinations of engine- and alternator layout B/G 50 00 0 3700084-3.4
Preservation and packing B 98
Lifting instruction P 98 05 1 1683333-2.2
2014.06.16
Introduction
I 00
MAN Diesel & Turbo
1643483-5.4
Page 1 (2) Introduction to project guide I 00 00 0
L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF
Introduction
Our project guides provide customers and consultants with information and data when planning new plants
incorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of the
modifications associated with upgrading of our project guides, the contents of the specific edition hereof will
remain valid for a limited time only.
Every care is taken to ensure that all information in this project guide is present and correct.
For actual projects you will receive the latest project guide editions in each case together with our quotation
specification or together with the documents for order processing.
All figures, values, measurements and/or other information about performance stated in the project guides are
for guidance only and shall not be used for detailed design purposes or as a substitute for specific drawings
and instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warranties
either express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose of the
information contained in the project guides.
MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instruc-
tions when the contract documentation has been completed.
The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications of
our supply.
All data provided in this document is non-binding. This data serves informational purposes only and is especially not
guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be
assessed and determined individually for each project. This will depend on the particular characteristics of each
individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation, the Eng-
lish text shall prevail.
Original instructions
2013.04.17
MAN Diesel & Turbo
1643483-5.4
I 00 00 0 Introduction to project guide Page 2 (2)
Code numbers
Code letter: The code letter indicates the contents of the documents:
B : Basic Diesel engine / built-on engine
D : Designation of plant
E : Extra parts per engine
G : Generator
I : Introduction
P : Extra parts per plant
Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil sys-
tem, monitoring equipment, foundation, test running, etc.
Sub-function: This figure occurs in variants from 0-99.
Choice number: This figure occurs in variants from 0-9:
0 : General information 1 : Standard
2-8 : Standard optionals 9 : Optionals
Further, there is a table of contents for each chapter and the pages follow immediately afterwards.
Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
2013.04.17
MAN Diesel & Turbo
1609526-0.8
Page 1 (1) Key for engine designation I 00 05 0
L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

L23/30DF
Key for engine designation
2014.02.11
MAN Diesel & Turbo
1609525-9.0
Page 1 (1) Designation of cylinders I 00 15 0
V28/32H, V28/32S
General
1989.05.08
MAN Diesel & Turbo
1687100-5.5
Page 1 (3) Code identification for instruments I 00 20 0
Explanation of symbols
Specification of letter code for measuring devices

1st letter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
S Speed, System H High
T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
X Sound T Transmitting
Z Position X Failure
V Valve, Actuator
2013.04.18
MAN Diesel & Turbo
1687100-5.5
I 00 20 0 Code identification for instruments Page 2 (3)
Standard text for instruments
Diesel engine/alternator
LT water system
01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler
02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler
03 outlet from lub. oil cooler 06 outlet from fresh water cooler 09
(SW)
HT water system
10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler
10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler
11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater
12 outlet from engine 15 outlet from HT system 19A inlet to prechamber
13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber
Lubricating oil system

20 inlet to cooler 24 sealing oil - inlet engine 28 level in base frame
21 outlet from cooler/inlet to filter 25 prelubricating 29 main bearings
22 outlet from filter/inlet to engine 26 inlet rocker arms and roller
23 inlet to turbocharger guides
23B outlet from turbocharger 27 intermediate bearing/alternator
bearing
Charging air system

30 inlet to cooler 34 charge air conditioning 38
31 outlet from cooler 35 surplus air inlet 39
32 jet assist system 36 inlet to turbocharger
33 outlet from TC filter/inlet to TC 37 charge air from mixer
compr.
Fuel oil system

40 inlet to engine 44 outlet from sealing oil pump 48
41 outlet from engine 45 fuel-rack position 49
42 leakage 46 inlet to prechamber
43 inlet to filter 47
Nozzle cooling system

50 inlet to fuel valves 54 58 oil splash
51 outlet from fuel valves 55 valve timing 59 alternator load
52 56 injection timing
53 57 earth/diff. protection
Exhaust gas system

60 outlet from cylinder 64 68
61 outlet from turbocharger 65 69
62 inlet to turbocharger 66
63 combustion chamber 67
2013.04.18
MAN Diesel & Turbo
1687100-5.5
Page 3 (3) Code identification for instruments I 00 20 0

Compressed air system
70 inlet to engine 74 inlet to reduction valve 78 inlet to sealing oil system
71 inlet to stop cylinder 75 microswitch for turning gear 79
72 inlet to balance arm unit 76 inlet to turning gear
73 control air 77 waste gate pressure
Load speed
80 overspeed air 84 engine stop 88 index - fuel injection pump
81 overspeed 85 microswitch for overload 89 turbocharger speed
82 emergency stop 86 shutdown 90 engine speed
83 engine start 87 ready to start
Miscellaneous
91 natural gas - inlet to engine 95 voltage 99 common alarm
92 oil mist detector 96 switch for operating location 100 inlet to MDO cooler
93 knocking sensor 97 remote 101 outlet to MDO cooler
94 cylinder lubricating 98 alternator winding 102 alternator cooling air
2013.04.18
MAN Diesel & Turbo
1631472-4.1
Page 1 (3) Basic symbols for piping I 00 25 0
Basic symbols for piping
2013.04.18
MAN Diesel & Turbo
1631472-4.1
I 00 25 0 Basic symbols for piping Page 2 (3)
2013.04.18
MAN Diesel & Turbo
1631472-4.1
2013.04.18
MAN Diesel & Turbo
1655279-1.0
L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38
Basic symbols for piping
2009.09.14. - Stationary
MAN Diesel & Turbo
1655279-1.0
L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38
MAN Diesel & Turbo
1655279-1.0
L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38
MAN Diesel & Turbo
1655279-1.0
L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38
General information
D 10
MAN Diesel & Turbo
1687127-0.5
Page 1 (1) List of Capacities D 10 05 0
V28/32S
Max. Continuous rating at Cyl. 12 16 18
720 RPM kW 2700 3600 4050
Engine driven Pumps:

L.T. cooling water pump m3/h 90@1.9 bar 135@1.7 bar 135@1.7 bar
H.T. cooling water pump m3/h 90@1.9 bar 140@1.6 bar 140@1.6 bar
Lubricating oil m3/h 42 63 63

External Pumps:
Nozzle cooling oil pump (2,5-3 bar) m3/h 1,5 2,0 2,3
L.T. cooling water pump (1-2.5 bar) m3/h 100 133 150
H.T. cooling water pump (1-2.5 bar) m3/h 100 133 150
Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 1.88 2.50 2.81
Fuel oil supply pump (4 bar discharge pressure) m³/h 0.92 1.22 1.38
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 1.90 2.53 2.85

Cooling Capacities:
Lubricating oil:
Lubricating oil kW 287 383 431
Lubricating oil flow m3/h 37,2 46,6 51,3
Lubricating oil temp. inlet cooler °C 67 67 67

Charge air:
Charge air L.T. kW 224 298 336
Charge air H.T. kW 658 877 986

Jacket cooling:
Jacket cooling kW 686 915 1030

Nozzle cooling:
Nozzle cooling kW 8,5 11,3 12,7
Nozzle cooling inlet engine °C 50,0 50,0 50,0
Gas Data:
Exhaust gas flow kg/h 23774 31699 35661
Exhaust gas temp. °C 290 290 290
Max. Allowable back press. bar 0,025 0,025 0,025
Air consumption kg/h 23232 30976 34848

Starting Air System:
Air consumption per start Nm3 3,3 4,2 4,6
Heat Radiation:
Engine kW 43 58 66
Alternator kW (see separate data from the alternator maker)
The stated heat balances, flows and exhaust gas temp. are based on ISO ambient condition.
o
85 C
A
C
B Engine driven
HT pump
HT Jacket
Charge air cooling
LT Lubricating
Charge air oil
Engine driven
LT pump
11.23
MAN Diesel & Turbo
1687128-2.5
Page 1 (14 List of Capacities D 10 05 0
V28/32S
Max. Continuous rating at Cyl. 12 16 18
750 RPM kW 2820 3760 4230
Engine driven Pumps:

L.T. cooling water pump m³/h 90@2.1 bar 135@1.9 bar 135@1.9 bar
H.T. cooling water pump m³/h 90@2.1 bar 140@1.8 bar 140@1.8 bar
Lubricating oil m³/h 44 65 65
External Pumps:
Nozzle cooling oil pump (2,5-3 bar) m³/h 1,5 2,0 2,3
L.T. cooling water pump (1-2.5 bar) m³/h 100 133 150
H.T. cooling water pump (1-2.5 bar) m³/h 100 133 150
Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 1.96 2.61 2.94
Fuel oil supply pump (4 bar discharge pressure) m³/h 0.96 1.28 1.44
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 1.99 2.65 2.98
Cooling Capacities:
Lubricating oil:
Lubricating oil kW 300 400 450
Lubricating oil flow m³/h 40,5 51,0 56,3
Lubricating oil temp. inlet cooler °C 67 67 67

Charge air:
Charge air L.T. kW 233 311 350
Charge air H.T. kW 687 916 1030

Jacket cooling:
Jacket cooling kW 717 956 1075

Nozzle cooling:
Nozzle cooling kW 8,5 11,3 12,7
Nozzle cooling inlet engine °C 50,0 50,0 50,0
Gas Data:
Exhaust gas flow kg/h 25281 33708 37921
Exhaust gas temp. °C 290 290 290
Max. Allowable back press. bar 0,025 0,025 0,025
Air consumption kg/h 24715 32953 37072

Starting Air System:
Air consumption per start Nm³x 3,3 4,2 4,6
Heat Radiation:
Engine kW 43 58 66
Alternator kW (see separate data from the alternator maker)
The stated heat balances, flows and exhaust gas temp. are based on ISO ambient condition.
o
85 C
A
C
B Engine driven
HT pump
HT Jacket
Charge air cooling
LT Lubricating
Charge air oil
Engine driven
LT pump
11.23
MAN Diesel & Turbo
1687181-8.0
Page 1 (1) Engine performance D 10 10 0
V28/32S
Engine performance
2003.09.08.
MAN Diesel & Turbo
1687183-1.0
Page 1 (1) Heat balance D 10 20 0
V28/32S
Heat balance
2002.08.19.
MAN Diesel & Turbo
1609510-3.5
Page 1 (1) Description of sound measurements D 10 25 0
General Sound measuring "on-site"

The Sound Power Level can be directly applied to
Purpose on-site conditions. It does not, however, necessarily
result in the same Sound Pressure Level as meas-
This should be seen as an easily comprehensible
ured on test bed.
sound analysis of MAN GenSets. These measure-
ments can be used in the project phase as a basis Normally the Sound Pressure Level on-site is 3-5
for decisions concerning damping and isolation in dB higher than the given surface Sound Pressure
buildings, engine rooms and around exhaust sys- Level (Lpf) measured at test bed. However, it
tems. depends strongly on the acoustical properties of the
actual engine room.
Measuring equipment
All measurements have been made with Precision
Standards
Sound Level Meters according to standard IEC Determination of Sound Power from Sound Pres-
Publication 651or 804, type 1 – with 1/1 or 1/3 sure measurements will normally be carried out
octave filters according to standard IEC Publication according to:
225. Used sound calibrators are according to ISO 3744 (Measuring method, instruments, back-
standard IEC Publication 942, class 1. ground noise, no of microphone positions etc) and
ISO 3746 (Accuracy due to criterion for suitability of
Definitions test environment, K2>2 dB).
Sound Pressure Level: LP = 20 x log P/P0 [dB ]
where P is the RMS value of sound pressure in pas-
cals, and P0 is 20 μPa for measurement in air.
Sound Power Level: LW = 10 x log P/P0 [dB]
where P is the RMS value of sound power in watts,
and P0 is 1 pW.
Measuring conditions
All measurements are carried out in one of MAN
Diesel & Turbo's test bed facilities.
During measurements, the exhaust gas is led out-
side 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 is normally determined from Sound Figure 1: .
Pressure measurements.
New measurement of exhaust sound is carried out
at the test bed, unsilenced, directly after turbo-
charger, with a probe microphone inside the
exhaust pipe.
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.1.
2013.04.18
MAN Diesel & Turbo
1671754-6.2
Page 1 (1) Description of structure-borne noise D 10 25 0
Introduction
This paper describes typical structure-borne noise
levels from standard resiliently mounted MAN Gen-
Sets. The levels can be used in the project phase
as a reasonable basis for decisions concerning
damping and insulation in buildings, engine rooms
and surroundings in order to avoid noise and vibra-
tion problems.
References
References and guidelines according to ISO 9611
and ISO 11689.
Operating condition
Levels are valid for standard resilient mounted Gen-
Sets on flexible rubber support of 55° sh (A) on rela-
tively stiff and well-supported foundations.
Frequency range
The levels are valid in the frequency range 31.5 Hz
to 4 kHz.
Figure 1: Structure-borne noise on resiliently mounted GenSets
2013.06.04
MAN Diesel & Turbo
3700044-8.0
Page 1 (1) Emission Limits Worldbank II D 10 28 0
L16/24, L21/31,
L27/38, V28/32S
In general the engine is designed to fulfil the emis-
sion limits according Worldbank II (2007/2008) for
plants ≤ 300 MWth and non-degraded airshed.
SOx and PM emissions are mainly influenced by the

fuel specification. The sulphur and the ash content
must be limited accordingly. The NOx emission are
influenced by the ambient conditions, fuel specifica-
tions and operating conditions of the engine.
Please contact MAN Diesel & Turbo at early stage
for project specific emission calculations (contact
your sales representative).
Needed adaptions of the engine parameters to fulfil
project specific emission limits may affect in minor
extent the fuel oil consumption.
Worldbank II 2007/2008, only for liquid fuel (L16/24, L21/31, L27/38, V28/32S)
Bore size < 400
3 MWth < x ≤ 50 MWth NOx ≤ 1460 mg/Nm3 at 15% O2 SOx : max. 1,5% sulphur in fuel PM ≤ 50 mg/Nm3 at 15% O2
(NOx ≤ 1600 mg/Nm3 at 15% O2 (up 3% exceptionell) (100 mg/Nm3 for econ. reasons)
to maintain higher effic.)
50 MWth < x ≤ 300 MWth Non-degraded airshed:
NOx ≤ 1460 mg/Nm3 at 15% O2 SOx ≤ 1170 mg/Nm3 at 15% O2 PM ≤ 50 mg/Nm3 at 15% O2
or max. 2% sulphur in fuel
Degraded airshed:
NOx ≤ 400 mg/Nm3 at 15% O2 SOx : max. 0.5% sulphur in fuel PM ≤ 30 mg/Nm3 at 15% O2
300 MWth < x Non-degraded airshed:
NOx ≤ 740 mg/Nm3 at 15% O2 SOx ≤ 585 mg/Nm3 at 15% O2 PM ≤ 50 mg/Nm3 at 15% O2
or max. 2% sulphur in fuel
Degraded airshed:
NOx ≤ 400 mg/Nm3 at 15% O2 SOx : max. 0.2% sulphur in fuel PM ≤ 30 mg/Nm3 at 15% O2
08028-0D/H5250/94.08.12
10.44
MAN Diesel & Turbo
1607593-0.2
Page 1 (1) Moment of inertia D 10 30 0
V28/32H, V28/32S
GenSet
Moment of inertia (J)
Max. cont.
No. of Generator rating Speed Engine Flywheel Generator Total
cyl. type * kW rpm **
kgm2 kgm2 kgm2 kgm2
DIDBN 2520 720 155.6 612 500 1267.6
141n/10
12
DIDBN 2640 750 155.6 612 460 1227.6
141n/8
DIDBN 3360 720 181 612 **** ****
141n/10
16
DIDBN 3520 750 181 612 **** ****
141n/8
DIDBN 3780 720 240 612 **** ****
141n/10
18
DIDBN 3960 750 240 612 **** ****
141n/8
* Standard generator, make A. van Kaick.

** If other generator is chosen the values will change.
**** Only available on request.
Moment of intertia : GD2 = J x 4 (kgm2)
2001.06.25.
MAN Diesel & Turbo
1699985-1.1
Page 1 (1) Green Passport D 10 33 0
Green Passport
In 2009 IMO adopted the „Hong Kong International
Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009“.
Until this convention enters into force the recom-
mendatory guidelines “Resolution A.962(23)” (adop-
ted 2003) apply. This resolution has been imple-
mented by some classification societies as “Green
Passport”.
MAN Diesel & Turbo is able to provide a list of haz-
ardous materials complying with the requirements
of the IMO Convention. This list is accepted by clas-
sification societies as a material declaration for
“Green Passport”.
This material declaration can be provided on
request.
2013.04.18
MAN Diesel & Turbo
1655232-3.1
Page 1 (2) Overhaul recommendations D 10 35 0
V28/32S
Overhaul recommendations
Component Overhaul recommendations Hours between Expected
overhauls service life
Turbocharger Dry cleaning of turbine side every second day
or
Wet cleaning of turbine side every week
Water washing of compressor side 25-75
Air filter cleaning : Based on observations.
Inspection: Check all mounting screws, casing screws with new or

and pipe line connections for tight fit by tapping, retighten if overhauled
necessary turbocharger once
aft 1000
Compressor cleaning in dismantled condition: compres-

sor inner components, final diffusor, compressor wheel 6-8,000
Silencer cleaning in dismantled condition: silencer felt

linings 6-8,000
Major overhaul: Dismantling, cleaning, inspection, check-

ing and cleaning cartridge, checking bearing clearances,
checking gaps and clearances on reassembly 16,000
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 monthly
Cylinder head Checking and adjustment of valve clearance 2,000
Fuel injection valve Checking, cleaning and adjustment of opening pressure 2,000
Exhaust valve Overhaul and regrinding of spindle and valve seat 16,000 32,000
Function check of rotocap monthly
Air inlet valve Overhaul in connection with exhaust valve overhaul 16,000 32,000
Valve guide Measuring of inside diameter in connection with
valve overhaul 16,000 32,000
Safety valves Overhaul and adjustment of opening pressure 16,000 64,000

Cylinder head nuts Retightening 200 hours after new or overhaul
Compr. air system Check of compressed air system 16,000
Refill of air lubricator: Based on observations
Main bearings Inspection according to classification survey, normally after
24,000 running hours or 4 years of service 16,000 24,000
Retightening of main bearing cap. 200 hours after new or
overhaul and every 6-8,000
Retightening of screws for counterweights. 200 hours after
new or overhaul and every 6-8,000
2012.09.24.
MAN Diesel & Turbo
1655232-3.1
D 10 35 0 Overhaul recommendations Page 2 (2)
V28/32S
Component Overhaul recommendations Hours between Expected

overhauls life service
Supporting Retightening of holding-down bolts. 200 á 1000 hours after
chocks and bolt new or overhaul and every 6-8,000
connections Retightening of bolts between engine frame and base frame 6-8,000
For flexible mounted engines. Check anti-vibration mount-
ings 6-8,000
Autolog reading Crankshaft deflection and main bearing clearance reading.
Should be carried out in connection with retightening of 6-8,000
main bearing and holding-down bolts
Big-end bearing Retightening and checking of bearing clearance. 200 hours
after new or overhaul and every 6-8,000
Inspection in connection with piston overhaul 16,000 32,000
Piston 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 64,000
Cylinder liner Inspection, measuring and reconditioning of running surface
condition: In connection with piston overhaul 16,000 80,000
Overhaul and reconditioning of surface between liner and

frame and cleaning of surface in cooling water space 32,000
Fuel pump Fuel pump barrel/plunger assembly. Overhaul based on
operational observations 32,000
Torsional vibration Overhaul 32,000
dampers A sample of silicone fluid must be taken and analysed in
between.
Lub. oil filter cartr. Replacement based on observations of pressure drop 1,500
Filter cartridges Replacement based on observations 1,500
2012.09.24.
Basic Diesel Engine
B 10
MAN Diesel & Turbo
3700293-9.0
Page 1 (3) Power, outputs, speed B 10 01 1
V28/32S
Engine ratings
720 rpm 750 rpm
Engine type
No of cylinders 720 rpm Available turning 750 rpm Available turning
direction direction
kW CW 1) kW CW 1)
16V28/32S 3600 Yes 3760 Yes
18V28/32S 4050 Yes 4230 Yes
1)
CW clockwise
Table 1: Engine ratings for emission standard - (WB2007/2008)
Definition of engine ratings

General definition of diesel engine rating (acccording to ISO 15550: 2002; ISO 3046-1: 2002)
Reference conditions:
ISO 3046-1: 2002; ISO 15550: 2002
Air temperature Tr K/°C 298/25
Air pressure pr kPa 100
Relative humidity Φr % 30
Cooling water temperature upstream charge air cooler Tcr K/°C 298/25
Table 2: Standard reference conditions.
2013.04.30
MAN Diesel & Turbo
3700293-9.0
B 10 01 1 Power, outputs, speed Page 2 (3)
V28/32S
Available outputs
PApplication Remarks
Available output Fuel stop power Max. allowed Tropic
in percentage (Blocking) speed reduction conditions
from ISO- at maximum tr/tcr/pr=100 kPa
Standard-Output torque 1)
Kind of application (%) (%) (%) (°C)

Electricity generation
Auxiliary engines in ships 100 110 – 45/38 2)
Marine main engines (with mechanical or diesel electric drive)

Main drive generator 100 110 – 45/38 2)
Maximum torque given by available output and nominal speed.

1)
According to DIN ISO 8528-1 overload > 100% is permissible only for a short time to compensate frequency deviations.
2)
This additional engine output must not be used for the supply of electric consumers.
tr – Air temperature at compressor inlet of turbocharger.

tcr – Cooling water temperature before charge air cooler
pr – Barometric pressure.
Table 3: Available outputs / related reference conditions.

POperating: Available output under local conditions and dependent on application.
Dependent on local conditions or special application demands, a further load reduction of PApplication, ISO might be
needed.
De-rating
1) No de-rating due to ambient conditions is nee-
ded as long as following conditions are not
exceeded:
No de-rating up to stated Special calculation needed
reference conditions if following values are
(Tropic) exceeded
Air temperature before turbocharger Tx ≤ 318 K (45 °C) 333 K (60 °C)
Ambient pressure ≥ 100 kPa (1 bar) 90 kPa

Cooling water temperature inlet charge air cooler (LT-stage) ≤ 311 K (38 °C) 316 K (43 °C)
Intake pressure before compressor ≥ -20 mbar 1)
-40 mbar 1)
Exhaust gas back pressure after turbocharger ≤ 30 mbar 1) 60 mbar 1)
1)
Overpressure
Table 4: De-rating – Limits of ambient conditions.
2013.04.30
MAN Diesel & Turbo
3700293-9.0
Page 3 (3) Power, outputs, speed B 10 01 1
V28/32S
2) De-rating due to ambient conditions and nega- ▪ any requirements of MAN Diesel & Turbo men-
tive intake pressure before compressor or tioned in the Project Guide can not be kept
exhaust gas back pressure after turbocharger.
a Correction factor for ambient conditions

Tx Air temperature before turbocharger [K] being
considered (Tx = 273 + tx)
U Increased negative intake pressure before
compressor leeds to a de-rating, calculated
as increased air temperature before turbo-
charger
U = (-20mbar – pAir before compressor [mbar]) x 0.25K/

mbar
with U ≥ 0
O Increased exhaust gas back pressure after

turbocharger leads to a de-rating, calculated
as increased air temperature before turbo-
charger:
O = (PExhaust after turbine [mbar] – 30mbar) x 0.25K/

mbar
with O ≥ 0
Tcx Cooling water temperature inlet charge air

cooler (LT-stage) [K] being considered (Tcx =
273 + tcx)
T Temperature in Kelvin [K]

t Temperature in degree Celsius [°C]
3) De-rating due to special conditions or

demands. Please contact MAN Diesel & Turbo,
if:
▪ limits of ambient conditions mentioned in "Table
4 De-rating – Limits of ambient conditions" are
exceeded
▪ higher requirements for the emission level exist
▪ special requirements of the plant for heat recov-
ery exist
▪ special requirements on media temperatures of
the engine exist
2013.04.30
MAN Diesel & Turbo
1687112-5.0
Page 1 (4) General description B 10 01 1
V28/32S
General The inside of the base frame forms a reservoir for

the engine lubricating oil.
The engine is a turbocharged, single-acting, four-
stroke diesel engine of the trunk piston type with a
cylinder bore of 280 mm and a stroke of 320 mm, Cylinder liner
the crankshaft speed is 720/750 rpm. The cylinder liners is made of fine-grained, pearlite
The engine can be delivered as a V-built engine with cast iron and fitted in a bores in the engine frame.
12-16-18 cylinders. Between the liner and the cylinder head and
between the liner and the frame there are fitted
replaceable cast iron sealing rings. The liner is clam-
Engine frame
ped by the cylinder head and is guided by a bore at
The engine frame is made of nodular cast iron and the bottom of the cooling water space of the engine
is so designed that the hollow space between the frame. The liner can thus expand freely downwards
two banks of cylinders is utilized as a charge air when heated during the running of the engine. Seal-
receiver. ing for the cooling water is obtained by means of
The main bearings for the underslung crankshaft rubber rings which are fitted in grooves machined in
are carried in heavy supports in the frame plating the liner.
and are secured by bearing caps. To ensure strong Cooling water is supplied at the bottom of the cool-
and sturdy bedding of the caps, these are provided ing water space between the liner and the engine
with side guides and held in place by means of frame and leaves through bores in the top of the
studs with hydraulically tightened nuts. frame to the cooling water guide jacket.
The two banks of cylinders forming a V are braced
at the top by a heavy top plate and at the bottom Cylinder head
by a flange and two longitudinal side walls assem-
The cylinder head is made of nodular cast iron, in
bled to form a box.
one piece. It has a central bore for the fuel injection
This box encases the cylinder liners whose top valve and bores for two exhaust valves, two inlet
flanges bear against the top plate and the bottom of valves, safety valve, indicator valve and cooling
the cylinder liners are guided in the bottom flange. water supply.
The gear wheel drive for the two camshafts is The cylinder head is tightened by means of 6 nuts
arranged in a hollow space at the flywheel end of and 6 studs, which are screwed into the engine
the frame, which is closed by a two-part end cover. frame. The nuts are tightened by means of hydraulic
The front end of the frame is similarly shaped and jacks.
accommodates a vibration damper (and resilient The cylinder head has a screwed-on coaming
gear wheel drive for pumps etc.). The camshafts which encloses the valve gear.
which are carried in bearings are mounted on each
The coaming is closed with a top cover and thus
side of the frame.
provides an oil tight enclosure for the valve gear.
Along the camshafts and the crankshaft the frame
From the cooling water guide jacket, cooling water
has large openings on both sides for inspection of
is led through radial bores in the bottom of the cyl-
roller guides, cams, and main and crankpin bear-
inder head. From the cooling water space and
ings.
bores in the cylinder head, the cooling water is led
The openings are closed by means of covers, and to a common outlet.
those on the A-side of the engine are provided with
safety relief valves.
Air inlet and exhaust valves
The inlet and exhaust valve spindles are identical.
Base frame
The valves are made of heat-resistant material.
The engine and alternator are mounted on a com-
Hard metal is welded on to the valve spindle seats.
mon base frame.
The valve spindles are fitted with valve rotators
The rigid base frame construction is embedded to
which turn the spindles a little each time the valves
the engine seating by means of resilient supports.
open.
2001.09.10
MAN Diesel & Turbo
1687112-5.0
B 10 01 1 General description Page 2 (4)
V28/32S
The cylinder head is equipped with replaceable seat Piston
rings for inlet and exhaust valves.
The piston, which is oil-cooled and of the monobloc
The valve seat rings for inlet and exhaust valves are type made of nodular cast-iron, is equipped with 3
identical. compression rings and 1 oil scraper ring.
The seat rings are made of heat-resistant steel, By the use of compression rings with different bar-
hardened on the seating surface and water cooled relshaped profiles and chrome-plated running surfa-
in order to assure low valve temperature and ces, the piston ring pack is optimized for maximum
increased overhaul intervals. sealing effect and minimum wear rate.
The piston has a cooling oil space close to the pis-
Valve actuating gear ton crown and the piston ring zone. The heat trans-
The rocker arms are actuated through rollers, roller fer and thus the cooling effect is based on the
guides and push rods. The roller guide for fuel shaker effect arising during the piston movement.
pump and for inlet and exhaust valves are mounted The cooling medium is oil from the engine's lubri-
in one common housing for each cylinder. This cating oil system.
housing is integrated in the engine frame. Oil is supplied to the cooling oil space through
Each rocker arm activates two spindles through a channels from the oil grooves in the piston pin
spring-loaded valve bridge with thrust screws and bosses. Oil is drained from the cooling oil space
adjusting screws for valve clearance. through ducts situated diametrically to the inlet
channels.
The valve actuating gear is pressure-feed lubricated
from the centralized lubricating system of the The piston pin is fully floating and kept in position in
engine. axial direction by two circlips (seeger rings). The pis-
ton pin is equipped with channels and holes for
supply of oil to lubrication of the pin bosses and for
Fuel injection system supply of cooling oil to the piston.
The engine is provided with one fuel injection pump,
an injection valve, and a high pressure pipe for each Connecting rod
cylinder.
The connecting rod is die-forged. The big-end has
The injection pump is mounted on the valve gear
an inclined joint in order to facilitate the piston and
housing by means of four screws. The pump con-
connecting rod assembly to be withdrawn up
sists of a pump housing, a centrally placed pump
through the cylinder liner. The joint faces on con-
barrel and a plunger. The pump is activated by the
necting rod and bearing cap are serrated to ensure
fuel cam, and the volume injected is controlled by
precise location and to prevent relative movement
turning the plunger.
of the parts.
The fuel injection valve is located in a valve sleeve in
The connecting rod has bored channels for supply
the center of the cylinder head. The opening of the
of oil from the big-end to the small-end.
valve is controlled by the fuel oil pressure, and the
valve is closed by a spring. The big-end bearing is of the trimetal type coated
with a running layer.
The high pressure pipe which is led through a bore
in the cylinder head is surrounded by a shielding The bearing shells are of the precision type and are
tube. The shielding tube has two holes in order to therefore to be fitted without scraping or any other
ensure that any leakage will be drained off to the kind of adaption.
cylinder head bore. The bore is equipped with drain The small-end bearing is of trimetal type and is
channel and pipe. pressed into the connecting rod. The bush is equip-
The complete injection equipment inclusive injection ped with an inner circumferential groove, and a
pumps, high pressure and low pressure pipes is pocket for distribution of oil in the bush itself and for
well enclosed behind removable covers. supply of oil to the pin bosses.
2001.09.10
MAN Diesel & Turbo
1687112-5.0
Page 3 (4) General description B 10 01 1
V28/32S
Camshaft and camshaft drive

Crankshaft and main bearings The engine is equipped with two camshafts A and
The crankshaft, which is a one-piece forging, is sus- B, one for each bank of cylinders. The camshafts
pended in underslung bearings. The main bearings are carried in bearing bushes which are fitted in
are of the trimetal type, which are coated with a bores in the engine frame, each bearing being
running layer. To attain a suitable bearing pressure locked by a screw that is inserted in the engine
and vibration level the crankshaft is provided with frame.
counterweights, which are attached to the crank- The camshafts are built up of sections, one for each
shaft by means of dovetail joints and secured with a cylinder, and the sections are assembled by means
centrally placed screw. of bolts. Each section is equipped with fixed cams
At the flywheel end the crankshaft is fitted with a for operation of fuel pump, air inlet valve and
gear wheel which through an intermediate wheel exhaust valve, respectively.
drives the camshaft. At the flywheel end, camshaft A is fitted with a
Also fitted here is a coupling flange for connection screwed-on driving gear wheel. At the flywheel end,
of a generator. At the opposite end (front end) there camshaft B has a screwed-on driving gear wheel
is a flexible gear wheel connection for lub. oil and and a drive for the governor and the tachometer.
water pumps. Through intermediate wheels, the driving gear
Lubricating oil for the main bearings is supplied wheels are connected to a gear wheel fitted to the
through holes drilled in the engine frame. From the crankshaft. By means of the intermediate wheels a
main bearings the oil passes through bores in the gearing is obtained so that the camshafts are
crankshaft to the crankpin bearings and hence caused to rotate at half the speed of the crankshaft.
through channels in the connecting rods to lubricate A guidering mounted at the flywheel end guides the
the piston pins and cooling of the pistons. camshaft in the longitudinal direction.
The lubricating oil pipes for the gear wheels are
Vibration damper equipped with nozzles which are adjusted to apply
In special cases a vibration damper is mounted on the oil at the points where the gear wheels are in
the crankshaft to limit torsional vibrations. The mesh.
damper consists essentially of a heavy flywheel
totally enclosed in a light casing. Governor
A small clearance is allowed between the casing The engine speed is controlled by a hydraulic gov-
and the flywheel, and this space is filled with a ernor.
highly viscous fluid. The casing is rigidly connected
to the front end of the engine crankshaft and the
Monitoring and control system
only connection between the crankshaft and the
damper flywheel is through the fluid. Under condi- All media systems are equipped with thermometers
tions of no vibration, the casing and damper fly- and manometers for local reading and for the most
wheel tend to rotate as one unit, since the force essential pressures the manometers are together
required to shear the viscous film is considerable. with tachometers centralized in an engine-mounted
As the torsional vibration amplitudes increase, the instrument panel.
casing follows the movement of the crankshaft but The engine has as standard shutdown functions for
the flywheel tends to rotate uniformly by virtue of its lubricating oil pressure low, lubricating oil tempera-
inertia, and relative motion occurs between the fly- ture high, cooling water temperature high and for
wheel and the casing. The viscous fluid film there- overspeed.
fore undergoes a shearing action, and vibration
energy is absorbed and appears as heat.
2001.09.10
MAN Diesel & Turbo
1687112-5.0
B 10 01 1 General description Page 4 (4)
V28/32S
Fuel oil system

Turbocharger system The built-on fuel oil system consists of inlet pipes for
The turbocharger system of the engine, which is a fuel oil, mechanical fuel pump units, high-pressure
constant pressure system, consists of an exhaust pipes as well as return pipes for fuel oil.
gas receiver, two turbochargers, two charging air Waste oil and fuel oil leakages are led to leakage
coolers and a charge air receiver, the latter being alarm which is heated by means of the inlet fuel oil.
intergrated in the engine frame.
The turbine wheel of the turbochargers is driven by Lubricating oil system
the engine exhaust gas, and the turbine wheels
drives the turbocharger compressors, The com- All moving parts of the engine are lubricated with oil
pressors sucks air through the air inlet bend. circulating under pressure in a closed built-on sys-
tem.
The turbochargers pumps the air through the
charging air coolers to the charging air receiver. The lubricating oil pump is of the gear wheel type.
From the charging air receiver, the air flows to each The pump takes the oil from the sump in the base
cylinder, through the inlet valves. frame, and on the pressure side the oil passes
through the external lubricating oil cooler (plate
The charging air coolers are a compact tube-type type) and the filter which is mounted on the engine.
coolers with a large cooling surface. The cooling
water is passed twice through the coolers, the end Cooling is carried out by the low temperature cool-
covers being designed with partitions which cause ing water system, and the temperature regulating is
the cooling water to turn. made by a termostatic 3-way valve on the oil side.
The cooling water tubes are fixed to the tube plates The engine is as standard equipped with an electri-
by expansion. cally driven prelubricating pump.
From the exhaust valves, the exhaust is led through

a water cooled intermediate piece to the exhaust Cooling water system
gas receiver where the pulsatory pressure from the The cooling water system consists of a low temper-
individual exhaust valves is equalized and passed to ature and a high temperature cooling water system.
the turbochargers at a constant pressure, and fur- The water in the low temperature system is passed
ther to the exhaust outlets and silencer arrange- through the charge air cooler and the lubricating oil
ment. cooler, and the alternator if the latter is water
The exhaust gas receiver is made of pipe sections, cooled.
one for each cylinder pair, connected to each other, The high temperature cooling water is passed
by means of compensators, to prevent excessive through the charge air cooler and afterwards it
stress in the pipes due to heat expansion. cools the engine cylinders and cylinder heads. The
In the cooled intermediate piece a sensor for high temperature system is cooled by fresh water.
remote reading of the exhaust gas temperature is The low temperature system is also cooled by fresh
fitted. water.
To avoid excessive thermal loss and to ensure a
reasonably low surface temperature the exhaust
Tools
gas receiver is insulated.
The engine can be delivered with all necessary tools
for the overhaul of each specific plant. Most of the
tools can be arranged on steel plate panels.
The engine is started by means of a built-on air
starter.
The compressed air system comprises a main start-
ing valve, an air strainer, a remote controlled start-
ing valve and an emergency starting valve which will
make it possible to start the engine in case of a
power failure.
2001.09.10
MAN Diesel & Turbo
1687103-0.1
Page 1 (1) Cross Section B 10 01 1
V28/32S
11.11
MAN Diesel & Turbo
1687101-7.2
Page 1 (1) Main Particulars B 10 01 1
V28/32S
Cycle : 4-stroke
Configuration : V-built
Cyl. Nos. available : 12-16-18
Power range : 2700 - 4230 kW
Speed : 720/750 rpm
Bore : 280 mm
Stroke : 320 mm
Stroke/bore ratio : 1.14:1
Piston area per cyl. : 616 cm2
Swept volume per cyl. : 19.7 ltr.
Compression ratio : 13.9:1
Max. combustion pressure : 145 bar
Turbocharging principle : Constant pressure system and intercooling
Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700)

MDO (DMB) - MGO (DMA, DMZ)
according ISO8217-2010
Power lay-out MCR version
Speed rpm 720 750
Mean piston speed m/sec. 7.7 8.0
Mean effective pressure bar 19.0 19.1
Max. combustion pressure bar 145 145
Power per cylinder kW/cyl. 225 235
11.36 - WB1 - GenSet

MAN Diesel & Turbo
1687126-9.2
Page 1 (1) Dimensions and weights B 10 01 1
V28/32S
General
Cyl. no A (mm) * B (mm) * C (mm) H (mm) ** Dry weight

GenSet (t)
12 (720 rpm) 5096 3822 8918 3449 53.4
12 (750 rpm) 5096 3822 8918 3449 53.4
16 (720 rpm) 6116 3822 9938 3449 62.2

16 (750 rpm) 6116 3822 9938 3449 62.2
18 (720 rpm) 6626 4081 10707 3449 70.8

18 (750 rpm) 6626 4081 10707 3449 70.8
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2600 mm (without gallery) and 4140 mm (with gallery).
* Depending on alternator
** Weight included a standard alternator
All dimensions and masses are approximate, and subject to changes without prior notice.
2012.02.27
MAN Diesel & Turbo
1687141-2.0
Page 1 (2) Overhaul areas B 10 01 1
V28/32S
Dismantling height for piston
Figure 1: Dismantling height for piston.
Engine type Frame (H1) Turbocharger (H2) Turbocharger (H3)

12V28/32S 1887 3398 3245
16V28/32S 1887 3500 3371
18V28/32S 1887 3500 3371

H1 : For dismantling of piston and connecting rod
at the camshaft side. (With cooling water
jacket mounted)

passing the turbocharger/alternator.

passing the turbocharger.
If lower dismantling height is required, special tools

can be delivered.
For low dismantling height, see B 10 01 1.
2002.04.08
MAN Diesel & Turbo
1687141-2.0
B 10 01 1 Overhaul areas Page 2 (2)
V28/32S
Dismantling space
It must be taken into consideration that there is suf-
ficient space for pulling the charge air cooler ele-
ment, lubricating oil filter cartridge, centrifugal filter
element and bracing bolt.
Figure 2: Overhaul areas for charge air cooler element, lub. oil filter cartridge, centrifugal filter element and bracing bolt.
2002.04.08
MAN Diesel & Turbo
1607566-7.2
Page 1 (1) Engine rotation clockwise B 10 11 1
L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Engine rotation clockwise
2014.05.19
Fuel Oil System
B 11
MAN Diesel & Turbo
1687122-1.4
Page 1 (2) Internal Fuel Oil System B 11 00 0
V28/32S
TE
51
A8
El. driven nozz.
cool. oil pump
PT
A7 50
PT PI
40 40
Drain box incl. Leak from
fuel leakage alarm fuel valve
Cyl. 1A
Cyl. 1B
TE ZT
40 45 Drain from
TI cyl. head
40
Fuel oil return
High pressure Fuel oil pump
LAH pipe
a) 42 Fuel oil inlet
Leak from
fuel oil pump
Leak from
a) Running-in filter fuel oil pump
A1 A3 A2
Fig 1 Diagram for fuel oil system.
Fuel Oil System

Pipe description
A1 Fuel oil inlet DN25 The fuel oil is delivered to the injection pumps by
means of an external feed pump through an external
A2 Fuel oil outlet DN25
safety filter.
A3 Waste oil outlet DN15
A7 Nozzle cooling oil inlet DN25 The safety filter is a duplex filter of the split type with
A8 Nozzle cooling oil outlet DN25 a filter fineness of 25 my abs. The filter is equipped
with a common three-way cock for manual change
Flange connections are as standard according to DIN 2501 of both the inlet and outlet side.
08028-0D/H5250/94.08.12
Running-in Filter
General
The running-in filter has a fineness of 50 µ and is
The internal built-on fuel oil system as shown in fig placed in the fuel inlet pipe. Its function is to remove
1 consists of the following parts: impurities in the fuel pipe between safety filter and
the engine in the running-in period.
– the running-in filter
– the high-pressure injection equipment Note: The filter must be removed before ship delivery
– a nozzle cooling system or before handling over to the customer.
– a waste oil system
10.23
MAN Diesel & Turbo
1687122-1.4
B 11 00 0 Internal Fuel Oil System Page 2 (2)
V28/32S
It is adviced to install the filter every time the ex- A bore in the cylinder head vents the space below
ternal fuel pipe system has been dismantled, but the bottom rubber sealing ring on the injection valve,
it is important to remove the filter again when the thus preventing any pressure build-up due to gas
extern fuel oil system is considered to be clean for leakage, but also unveiling any malfunction of the
any impurities. bottom rubber sealing ring for leak oil.
Fuel Injection Equipment Internal Nozzle Cooling System
Each cylinder unit has its own set of injection equip- The nozzles of the injection valves on HFO-engines
ment, comprising injection pump, high-pressure pipe are temperature controlled by means of a separate
and injection valve. circuit containing diesel oil or thermal oil as media.
The injection equipment and the distribution supply The system maintains a nozzle surface temperature
pipes are housed in a fully enclosed compartment low enough to prevent formation of carbon trumpets
thus minimizing heat losses from the preheated fuel. on the nozzle tips during high load operation and
This arrangment reduces external surface tempe high enough to avoid cold corrosion during idling or
ratures and the risk of fire caused by fuel leakage. low-load operation.
The injection pumps are installed on the roller guide

housings directly above the camshaft, and they are Waste Oil System
activated by the cams on the camshaft through roller
guides fitted in the roller guide housings. Waste and leak oil from the compartments and fuel
valves is led to one common fuel leakage alarm unit.
The amount of fuel injected into each cylinder unit
is adjusted by means of the governor, which main The alarm unit consists of a box with a float switch
tains the engine speed at the preset value by a for level monitoring. In case of a leakage larger than
continuous positioning of the fuel pump racks, via a normal, the float switch will initiate alarm. The fuel oil
common regulating shaft and spring-loaded linkages outlet from the engine is lead through the unit in order
for each pump. to keep it heated up, thereby ensuring free drainage
passage even for high-viscous waste/leak oil.
The injection valve is for "deep" building-in to the
centre of the cylinder head.
Data
The injection oil is supplied from the injection pump
to the injection valve via a double-walled pressure For pump capacities, see D 10 05 0 "List of Capa
pipe installed in a bore, in the cylinder head. cities".
This bore has an external connection to conduct the Set points and operating levels for temperature and
leak oil from the injection valve and high-pressure pressure are stated in B 19 00 0 "Operating Data
pipe to the waste oil system. and Set Points".
08028-0D/H5250/94.08.12
10.23
MAN Diesel & Turbo
3700265-3.0
Page 1 (2) Internal fuel oil system B 11 00 0
V28/32S
Internal fuel oil system
Figure 1: Diagram for fuel oil system

Fuel oil system
Pipe description The fuel oil is delivered to the injection pumps by
means of an external feed pump through an exter-
A1 Fuel oil inlet DN25
nal safety filter.
A2 Fuel oil outlet DN25
The safety filter is a duplex filter of the split type with
A3A Clean leak oil to service tank DN15 a filter fineness of 25 microns (sphere passing
A3B Waste oil outlet to sludge tank DN15
mesh). The filter is equipped with a common three-
way cock for manual change of both the inlet and
Table 1: Flange connections are as standard according to DIN outlet side.
2501
Running-in filter
General
The running-in filter has a fineness of 50 microns
The internal built-on fuel oil system as shown in fig 1
(sphere passing mesh) and is placed in the fuel inlet
consists of the following parts:
pipe. Its function is to remove impurities in the fuel
▪ the running-in filter pipe between safety filter and the engine in the run-
▪ the high-pressure injection equipment ning-in period.
▪ an internal nozzle cooling system Note: The filter must be removed before ship deliv-
ery or before handling over to the customer.
▪ a waste oil system
It is adviced to install the filter every time the extern
fuel pipe system has been dismantled, but it is
important to remove the filter again when the extern
fuel oil system is considered to be clean for any
impurities.
2012.12.04
MAN Diesel & Turbo
3700265-3.0
B 11 00 0 Internal fuel oil system Page 2 (2)
V28/32S
The leakage alarm unit consists of a box, with a
Fuel injection equipment float switch for level monitoring. In case of a leak-
age, larger than normal, the float switch will initiate
Each cylinder unit has its own set of injection equip- an alarm. The supply fuel oil to the engine is led
ment comprising injection pump unit, high-pressure through the leakage alarm unit in order to keep this
pipe and injection valve. heated up, thereby ensuring free drainage passage
The injection equipment and the distribution supply even for high-viscous waste/leak oil.
pipes are housed in a fully enclosed compartment Waste and leak oil from the hot box is drained into
thus minimizing heat losses from the preheated fuel. the sludge tank.
This arrangement reduces external surface temper-
atures and the risk of fire caused by fuel leakage.
Clean leak fuel tank
The injection pump units are with integrated roller
guide directly above the camshaft. Clean leak fuel is drained by gravity from the engine.
The fuel should be collected in a separate clean
The fuel quantity injected into each cylinder unit is leak fuel tank, from where it can be pumped to the
adjusted by means of the governor, which main- service tank and reused without separation. The
tains the engine speed at the preset value by a con- pipes from the engine to the clean leak fuel tank
tinuous positioning of the fuel pump racks, via a should be arranged continuously sloping. The tank
common regulating shaft and spring-loaded link- and the pipes must be heated and insulated, unless
ages for each pump. the installation is designed for operation exclusively
The injection valve is for "deep" building-in to the on MDO/MGO.
centre of the cylinder head. The leak fuel piping should be fully closed to pre-
The injection oil is supplied from the injection pump vent dirt from entering the system.
to the injection valve via a double-walled pressure
pipe installed in a bore in the cylinder head. Sludge tank
This bore has an external connection to lead the In normal operation no fuel should leak out from the
leak oil from the injection valve and high-pressure components of the fuel system. In connection with
pipe to the waste oil system, through the double maintenance, or due to unforeseen leaks, fuel or
walled pressure pipe. water may spill in the hot box of the engine. The
A bore in the cylinder head vents the space below spilled liquids are collected and drained by gravity
the bottom rubber sealing ring on the injection from the engine through the dirty fuel connection.
valve, thus preventing any pressure build-up due to Waste and leak oil from the hot box is drained into
gas leakage, but also unveiling any malfunction of the sludge tank.
the bottom rubber sealing ring due to leak oil.
The tank and the pipes must be heated and insula-
ted, unless the installation is designed for operation
Internal nozzle cooling system exclusively on MDO/MGO.
The nozzles of the injection valves on HFO-engines
are temperature controlled by means of a circuit Data
from the engines lubricating oil system.
For pump capacities, see "D 10 05 0 List of capaci-
The system maintains a nozzle surface temperature ties"
low enough to prevent formation of carbon trum-
pets on the nozzle tips during high load operation Fuel oil consumption for emissions standard is sta-
and high enough to avoid cold corrosion during ted in "B 11 01 0 Fuel oil consumption for emis-
idling or low-load operation. sions standard"
Set points and operating levels for temperature and
Waste oil system pressure are stated in "B 19 00 0 operation data &
set points"
Clean leak oil from the fuel injection valves, fuel
injection pumps and high-pressure pipes, is led to
the fuel leakage alarm unit, from which it is drained
into the clean leak fuel oil tank.
2012.12.04
MAN Diesel & Turbo 3.3.3
Specification for heavy fuel oil (HFO)
6680 3.3.3-01
Prerequisites
MAN four-stroke diesel engines can be operated with any heavy fuel oil
obtained from crude oil that also satisfies the requirements in Table "The fuel
specification and corresponding characteristics for heavy fuel oil", providing
the engine and fuel processing system have been designed accordingly. To
ensure that the relationship between the fuel, spare parts and repair / main-
tenance costs remains favorable at all times, the following points should be
observed.
Heavy fuel oil (HFO)

Origin/Refinery process The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
that these also comply with the international specifications. The engine oper-
ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Specifications Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in Table
„The fuel specification and corresponding characteristics for heavy fuel oil“.
The entries in the last column of this table provide important background
information and must therefore be observed.
Different international specifications exist for heavy fuel oils. The most impor-
tant specifications are ISO 8217-2010 and CIMAC-2003, which are more or
less identical. The ISO 8217 specification is shown in Figure „ISO 8217-2010
specification for heavy fuel oil“. All qualities in these specifications up to K700 Specification for heavy fuel oil (HFO)
can be used, providing the fuel preparation system has been designed
accordingly. To use any fuels, which do not comply with these specifications
(e.g. crude oil), consultation with Technical Service of MAN Diesel & Turbo in
Augsburg is required. Heavy fuel oils with a maximum density of 1,010 kg/m3
may only be used if up-to-date separators are installed.
Important Even though the fuel properties specified in the table entitled "The fuel speci-
fication and corresponding properties for heavy fuel oil" satisfy the above
requirements, they probably do not adequately define the ignition and com-
bustion properties and the stability of the fuel. This means that the operating
behaviour of the engine can depend on properties that are not defined in the
2013-02-13 - de
specification. This particularly applies to the oil property that causes forma-
tion of deposits in the combustion chamber, injection system, gas ducts and
exhaust gas system. A number of fuels have a tendency towards incompati-
bility with lubricating oil which leads to deposits being formed in the fuel
General
delivery pump that can block the pumps. It may therefore be necessary to
exclude specific fuels that could cause problems.
6680 3.3.3-01 EN 1 (12)

3.3.3 MAN Diesel & Turbo
Blends The addition of engine oils (old lubricating oil, ULO –used lubricating oil) and
additives that are not manufactured from mineral oils, (coal-tar oil, for exam-
6680 3.3.3-01
ple), and residual products of chemical or other processes such as solvents

(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
Leak oil collector Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.
Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point °C min. 60 Flash point
(ASTM D 93)
Pour point (summer) max. 30 Low-temperature behaviour
(ASTM D 97)
Pour point (winter) max. 30 Low-temperature behaviour
(ASTM D 97)
Coke residue (Conrad- Weight % max. 20 Combustion properties
son)
Sulphur content 5 or Sulphuric acid corrosion
legal requirements
Ash content 0.15 Heavy fuel oil processing

Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) Weight % 0.1
Aluminium and silicium mg/kg max. 60 Heavy fuel oil processing
content (total)
Acid number mg KOH/g 2.5
2013-02-13 - de
Hydrogen sulphide mg/kg 2

General
2 (12) 6680 3.3.3-01 EN

Used lubricating oil mg/kg The fuel must be free of lubri-
6680 3.3.3-01
(ULO) cating oil (ULO = used lubricat-
ing oil, old oil). Fuel is consid-
ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:
Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
15 ppm.
Asphaltene content Weight % 2/3 of coke residue Combustion properties
(according to Conradson)
Sodium content mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil processing
Sodium < 100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be
free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.
Table 1: The fuel specification and corresponding characteristics for heavy fuel oil

2013-02-13 - de
General
6680 3.3.3-01 EN 3 (12)

6680 3.3.3-01
2013-02-13 - de
General
Figure 1: ISO 8217-2010 specification for heavy fuel oil
4 (12) 6680 3.3.3-01 EN

6680 3.3.3-01
2013-02-13 - de
General
Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
6680 3.3.3-01 EN 5 (12)

6680 3.3.3-01
Additional information
The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
and operating results more clearly.
Selection of heavy fuel oil Economic operation with heavy fuel oil within the limit values specified in the
table entitled "The fuel specification and corresponding properties for heavy
fuel oil" is possible under normal operating conditions, provided the system is
working properly and regular maintenance is carried out. If these require-
ments are not satisfied, shorter maintenance intervals, higher wear and a
greater need for spare parts is to be expected. The required maintenance
intervals and operating results determine, which quality of heavy fuel oil
should be used.
It is an established fact that the price advantage decreases as viscosity
increases. It is therefore not always economical to use the fuel with the high-
est viscosity as in many cases the quality of this fuel will not be the best.
Viscosity/injection viscosity Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-
mum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator.
The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, 23/30H
and 28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of
the engine must be observed. This is the only way to ensure efficient atomi-
sation and mixture formation and therefore low-residue combustion. This
also prevents mechanical overloading of the injection system. For the prescri-
bed injection viscosity and/or the required fuel oil temperature upstream of
the engine, refer to the viscosity temperature diagram.
Heavy fuel oil processing Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-
cles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the alumi-
num and silicium content is higher than 15 mg/kg.
Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.
Settling tank Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 °C to

prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 380 mm2/s at 50 °C. If the
heavy fuel oil has a high concentration of foreign matter, or if fuels in accord-
ance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks
will be required one of which must be sized for 24-hour operation. Before the
content is moved to the service tank, water and sludge must be drained from
the settling tank.
Separators A separator is particularly suitable for separating material with a higher spe-
cific density – water, foreign matter and sludge, for example. The separators
2013-02-13 - de
must be self-cleaning (i.e. the cleaning intervals must be triggered automati-

cally).
Only new generation separators should be used. They are extremely effective
General
throughout a wide density range with no changeover required, and can sep-
arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.
6 (12) 6680 3.3.3-01 EN

Table "Achievable proportion of foreign matter and water (following separa-

tion)" shows the prerequisites that must be met by the separator. These limit
6680 3.3.3-01
values are used by manufacturers as the basis for dimensioning the separa-
tor and ensure compliance.
The manufacturer's specifications must be complied with to maximize the
cleaning effect.
Application in ships and stationary use: parallel installation

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

The separators must be arranged according to the manufacturers' current
recommendations (Alpha Laval and Westfalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Diesel & Turbo should be consulted.
If processing is carried out in accordance with the MAN Diesel & Turbo spec-
ifications and the correct separators are chosen, it may be assumed that the
results stated in the table entitled "Achievable proportion of foreign matter
and water" for inorganic foreign matter and water in the heavy fuel oil will be
achieved at the engine inlet.
Results obtained during operation in practiсe show that the wear occurs as a
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum Specification for heavy fuel oil (HFO)
lubricating oil treatment process must be ensured.
Definition Particle size Quantity
Inorganic foreign matter < 5 µm < 20 mg/kg
including catalyst particles
Al+Si content -- < 15 mg/kg
Water content -- < 0.2 % by vol. %
Table 2: Achievable proportion of foreign matter and water (after separation)
Water It is particularly important to ensure that the water separation process is as
2013-02-13 - de
thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomi-
sation and combustion of the heavy fuel oil. If the water absorbed in the fuel
General
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
6680 3.3.3-01 EN 7 (12)

Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
6680 3.3.3-01
at regular intervals. The tank's ventilation system must be designed in such a

way that condensate cannot flow back into the tank.
Vanadium/Sodium If the vanadium/sodium ratio is unfavorable, the melting point of the heavy
fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble
sodium compounds it contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does not enter the engine in the form of seawater in the intake air.
If the sodium content is higher than 100 mg/kg, this is likely to result in a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction func-
tion of the turbocharger).
Under certain conditions, high-temperature corrosion can be prevented by
using a fuel additive that increases the melting point of the heavy fuel oil ash
(also see "Additives for heavy fuel oils").
Ash Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above chapter for more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g. sand, corrosion com-
pounds and catalyst particles, accelerate the mechanical wear in the engine.
Catalyst particles produced as a result of the catalytic cracking process may
be present in the heavy fuel oils. In most cases, these are aluminium silicate
particles that cause a high degree of wear in the injection system and the
engine. The aluminium content determined, multiplied by a factor of between
5 and 8 (depending on the catalytic bond), is roughly the same as the pro-
portion of catalyst remnants in the heavy fuel oil.
Homogeniser If a homogeniser is used, it must never be installed between the settling tank
and separator as otherwise it will not be possible to ensure satisfactory sepa-
ration of harmful contaminants, particularly seawater.
Flash point (ASTM D 93) National and international transportation and storage regulations governing
the use of fuels must be complied with in relation to the flash point. In gen-
eral, a flash point of above 60 °C is prescribed for diesel engine fuels.
Low-temperature behaviour The pour point is the temperature at which the fuel is no longer flowable
(ASTM D 97) (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 °C, the bunker facility must be preheated, unless fuel in accordance
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10 °C above
the pour point.
Pump characteristics If the viscosity of the fuel is higher than 1,000 mm2/s (cST), or the tempera-
ture is not at least 10 °C above the pour point, pump problems will occur.
For more information, also refer to "Low-temperature behaviour (ASTM D
97)".
Combustion properties If the proportion of asphalt is more than two thirds of the coke residue (Con-
2013-02-13 - de
radson), combustion may be delayed which in turn may increase the forma-
tion of combustion residues, leading to such as deposits on and in the injec-
tion nozzles, large amounts of smoke, low output, increased fuel consump-
General
tion and a rapid rise in ignition pressure as well as combustion close to the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
8 (12) 6680 3.3.3-01 EN

system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
6680 3.3.3-01
increased deposition of asphalt (see "Compatibility").
Ignition quality Nowadays, to achieve the prescribed reference viscosity, cracking-process
products are used as the low viscosity ingredients of heavy fuel oils although
the ignition characteristics of these oils may also be poor. The cetane num-
ber of these compounds should be > 35. If the proportion of aromatic hydro-
carbons is high (more than 35 %), this also adversely affects the ignition
quality.
The ignition delay in heavy fuel oils with poor ignition characteristics is longer;
the combustion is also delayed which can lead to thermal overloading of the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.
The disadvantages of using fuels with poor ignition characteristics can be
limited by preheating the charge air in partial load operation and reducing the
output for a limited period. However, a more effective solution is a high com-
pression ratio and operational adjustment of the injection system to the igni-
tion characteristics of the fuel used, as is the case with MAN Diesel & Turbo
piston engines.
The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standar-
dised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
therefore aids that are derived from quantifiable fuel properties. We have
established that this method is suitable for determining the approximate igni-
tion quality of the heavy fuel oil used.
A testing instrument has been developed based on the constant volume
combustion method (fuel combustion analyser FCA) and is currently being
tested by a series of testing laboratories.
The instrument measures the ignition delay to determine the ignition quality
of a fuel and this measurement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been established that in some cases,
heavy fuel oils with a low FIA cetane number or ECN number can cause
operating problems. Specification for heavy fuel oil (HFO)
As the liquid components of the heavy fuel oil decisively influence the ignition
quality, flow properties and combustion quality, the bunker operator is
responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. (Also see illustration entitled "Nomogram for determin-
ing the CCAI – assigning the CCAI ranges to engine types").
2013-02-13 - de
General
6680 3.3.3-01 EN 9 (12)

6680 3.3.3-01
V Viscosity in mm2/s (cSt) at 50° C A Normal operating conditions

D Density [in kg/m3] at 15° C B The ignition characteristics can
be poor and require adapting the
engine or the operating condi-
tions.
CCAI Calculated Carbon Aromaticity C Problems identified may lead to
Index engine damage, even after a
short period of operation.
1 Engine type 2 The CCAI is obtained from the
straight line through the density

and viscosity of the heavy fuel
oils.
Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to engine
types
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
Sulphuric acid corrosion The engine should be operated at the cooling water temperatures prescribed
in the operating handbook for the relevant load. If the temperature of the
2013-02-13 - de
components that are exposed to acidic combustion products is below the

acid dew point, acid corrosion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
The BN values specified in Section 3.3.6 are sufficient, providing the quality
General
of lubricating oil and the engine's cooling system satisfy the requirements.
10 (12) 6680 3.3.3-01 EN

Compatibility The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
6680 3.3.3-01
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of resi-
due as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunker-
ing again to prevent incompatibility.
Blending the heavy fuel oil If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibility").
Additives to heavy fuel oils MAN Diesel & Turbo engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine opera-
tion will not be impaired by using the product.
The use of heavy fuel oil additives during the warranty period must be avoi-
ded as a basic principle.
Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below „Addi-
tives for heavy fuel oils – classification/effects“.
Precombustion additives ▪ Dispersing agents/stabil-
isers
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion catalysts
(fuel savings, emissions)
Post-combustion additives ▪ Ash modifiers (hot corro-
sion)
▪ Soot removers (exhaust-
gas system)
Table 3: Additives for heavy fuel oils – Classification/effects
Heavy fuel oils with low From the point of view of an engine manufacturer, a lower limit for the sul-
sulphur content phur content of heavy fuel oils does not exist. We have not identified any Specification for heavy fuel oil (HFO)
problems with the low-sulphur heavy fuel oils currently available on the mar-
ket that can be traced back to their sulphur content. This situation may
change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
Turbo will monitor developments and inform its customers if required.
If the engine is not always operated with low-sulphur heavy fuel oil, corre-
sponding lubricating oil for the fuel with the highest sulphur content must be
selected.
2013-02-13 - de
Improper handling of operating fluids

If operating fluids are improperly handled, this can pose a danger to
health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.
General
6680 3.3.3-01 EN 11 (12)

6680 3.3.3-01
Tests
Sampling To check whether the specification provided and/or the necessary delivery
conditions are complied with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the engine's warranty period).
To ensure that the samples taken are representative of the bunker oil, a sam-
ple should be taken from the transfer line when starting up, halfway through
the operating period and at the end of the bunker period. "Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.
Analysis of samples To ensure sufficient cleaning of the fuel via the separator, perform regular
functional check by sampling up- and downstream of the separator.
Analysis of HFO samples is very important for safe engine operation. We can
analyse fuel for customers at our laboratory (PrimeServLab).
2013-02-13 - de
General
12 (12) 6680 3.3.3-01 EN

MAN Diesel & Turbo 010.000.023-04
Marine diesel oil (MDO) specification
D010.000.023-04-0001
Marine diesel oil
Other designations Marine diesel oil, marine diesel fuel.
Origin Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-
DMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.
Specification
The suitability of fuel depends on the design of the engine and the available
cleaning options, as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217-2010 standard as
the basis. The properties have been specified using the stated test proce-
dures.
Properties Unit Testing method Designation
ISO-F specification DMB
Density at 15 °C kg/m 3
ISO 3675 < 900
Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 > 2.0
< 11 *
Pour point (winter quality) °C ISO 3016 <0
Pour point (summer quality) °C <6
Flash point (Pensky Martens) °C ISO 2719 > 60
Total sediment content weight % ISO CD 10307 0.10
Water content vol. % ISO 3733 < 0.3
Sulphur content weight % ISO 8754 < 2.0
Ash content weight % ISO 6245 < 0.01
Coke residue (MCR) weight % ISO CD 10370 < 0.30
Cetane index - ISO 4264 > 35
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Other specifications:
British Standard BS MA 100-1987 Class M2
ASTM D 975 2D
2013-07-03 - de
ASTM D 396 No. 2

Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to
* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed
6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.
General
D010.000.023-04-0001 EN 1 (2)
010.000.023-04 MAN Diesel & Turbo
D010.000.023-04-0001
During transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with high-
viscosity fuel or heavy fuel oil – with the remnants of these types of fuels in
the bunker ship, for example – that could significantly impair the properties of
the oil.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.
The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).
Fuel is considered as contaminated with lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
The pour point specifies the temperature at which the oil no longer flows. The
lowest temperature of the fuel in the system should be roughly 10 °C above
the pour point to ensure that the required pumping characteristics are main-
tained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 °C.
Seawater causes the fuel system to corrode and also leads to hot corrosion
of the exhaust valves and turbocharger. Seawater also causes insufficient
atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.
Solid foreign matter increase mechanical wear and formation of ash in the
cylinder space.
We recommend the installation of a separator upstream of the fuel filter. Sep-
aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.

2013-07-03 - de
Analyses
Analysis of fuel samples is very important for safe engine operation. We can
General
2 (2) D010.000.023-04-0001 EN
Gas oil / diesel oil (MGO) specification
D010.000.023-01-0001
Diesel oil
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards
have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.
Properties Unit Test procedure Typical value
Density at 15 °C ≥ 820.0
kg/m3 ISO 3675 ≤ 890.0
Kinematic viscosity 40 °C ≥2
mm2/s (cSt) ISO 3104 ≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ -12
Flash point in closed cup °C ISO 2719 ≥ 60
Sediment content (extraction method) weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash weight % ISO 6245 ≤ 0.01
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m 3
ISO 12205 < 25 Gas oil / diesel oil (MGO) specification
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Cetane index - ISO 4264 ≥ 40
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D
Table 1: Diesel fuel (MGO) – properties that must be complied with.
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
2013-07-03 - de
the cloud point in accordance with ISO 3015

General
D010.000.023-01-0001 EN 1 (2)
D010.000.023-01-0001
Use of diesel oil If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the
fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.

Analyses
Gas oil / diesel oil (MGO) specification
2013-07-03 - de
General
2 (2) D010.000.023-01-0001 EN
Bio fuel specification
6680 3.3.1-02
Biofuel
Other designations Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat
Origin Biofuel is derived from oil plants or old cooking oil.
Provision
Transesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must comply with the standard EN
14214.
Non-transesterified biofuels must comply with the specifications listed in
Table "Non-transesterified bio-fuel - Specifications".
These specifications are based on experience to date. As this experience is
limited, these must be regarded as recommended specifications that can be
adapted if necessary. If future experience shows that these specifications are
too strict, or not strict enough, they can be modified accordingly to ensure
safe and reliable operation.
When operating with bio-fuels, lubricating oil that would also be suitable for
operation with diesel oil (see "Specification of lubricating oil (SAE 40) for
operation with gas oil, diesel oil (MGO/MDO) and biofuels") must be used.
Properties/Characteristics Unit Test method
Density at 15 °C 900 - 930 kg/m 3
DIN EN ISO 3675,
EN ISO 12185
Flash point > 60 °C DIN EN 22719
lower calorific value > 35 MJ/kg DIN 51900-3
(typical: 37 MJ/kg)
Viscosity/50 °C < 40 cSt (corresponds to a viscos- DIN EN ISO 3104
ity/40 °C of < 60 cSt)
Cetane number > 40 FIA
Coke residue < 0.4% DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) >5h ISO 6886
Phosphorous content < 15 ppm ASTM D3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01% DIN EN ISO 6245
Water content < 0.5% EN ISO 12537
Iodine number < 125g/100g DIN EN 14111

TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660
Filterability < 10 °C below the lowest temper- EN 116
2013-02-07 - de
ature in the fuel system

Table 1: Non-transesterified bio-fuel - Specifications
General
6680 3.3.1-02 EN 1 (2)


6680 3.3.1-02

Analyses
2013-02-07 - de
General
2 (2) 6680 3.3.1-02 EN

MAN Diesel & Turbo
3700063-9.0
Page 1 (2) Explanatory notes for biofuel B 11 00 0
L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38
Operation with biofuel ▪ Fuel cooler for circulation fuel oil feeding part =>
to be modified.
Please contact MAN Diesel & Turbo at an early In this circuit a temperature above pour point of
stage of project. the biofuel is needed without overheating of the
supply pumps.
Requirements on plant side ▪ Sensor pipes to be isolated or heated and loca-
Biofuel has to be divided into 3 categories. ted near to main pipes.
▪ To prevent injection nozzles from clogging indi-
Category 1 – transesterified biofuel cator filter size 0.010 mm has to be used
instead of 0.034 mm.
For example:
▪ Biodiesel (FAME)
Additionally:
Esterified biofuel is comparable to MDO (ISO-F-
DMB/ ISO-F-DMC), therefore standard layout of fuel ▪ Fuel oil module to be located inside plant (to be
oil system for MDO-operation to be used. protected against rain and cold wind).
▪ A second fuel type has to be provided of cate-
gory 1 or 2.
Category 2 – not transesterified biofuel and pour Due to the risk of clogging it is needed before
point below 20°C each stop of the engine, to change over to a
For example: second fuel type of category 1 or 2 and to oper-
ate the engine until the danger of clogging of
▪ Vegetable oil
the fuel oil system no longer exists.
▪ Rape-seed oil
Not transesterified biofuel with pour point below
20°C is comparable to HFO (ISO-F-RM), therefore
standard layout of fuel oil system for HFO-operation
to be used.
Category 3 – not transesterified biofuel and pour

point above 20° C
For example:
▪ Palm oil
▪ Stearin
▪ Animal fat
▪ Frying fat
Caution:
Not transesterified biofuel with a pour point above
20° C carries a risk of flocculation and may clog up
pipes and filters unless special precautions are
taken.
Therefore the standard layout of fuel oil system for
HFO-operation has to be modified concerning fol-
lowing aspects:
▪ In general no part of the fuel oil system must be
cooled down below pour point of the used bio-
fuel.
2011.01.03
MAN Diesel & Turbo
3700063-9.0
B 11 00 0 Explanatory notes for biofuel Page 2 (2)
L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38
Requirements on engine
▪ Injection pumps with special coating and with
sealing oil system.
▪ Fuel pipes and leak fuel pipes must be equip-
ped with heattracing (not to be applied for bio-
fuel category 1). Heattracing to be applied for
biofuel category 2 outside covers of injection
pump area and for biofuel category 3 also
inside injection pump area.
▪ Inlet valve lubrication (L32/40)
▪ Nozzle cooling to be applied for biofuel category
2 and 3. (L32/40)
▪ Charge air temperature before cylinder 55° C to
minimize ignition delay.
Please be aware
▪ Depending on the quality of the biofuel, it may
be necessary to carry out one oil change per
year (this is not taken into account in the details
concerning lubricating oil consumption).
▪ An addition to the fuel oil consumption is neces-
sary:
2 g/kWh addition to fuel oil consumption (see
chapter fuel oil consumption)
▪ Engine operation with fuels of low calorific value
like biofuel, requires an output reduction:
– LCV ≥ 38 MJ/kg Power reduction 0%
2011.01.03
MAN Diesel & Turbo
3700246-2.0
Page 1 (1) Crude oil specification B 11 00 0
L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38
Crude oil
Crude oil is a naturally occurring flammable liquid consisting of a complex mixture of hydrocarbons of various
molecular weights and other liquid organic compounds, that are found in geologic formations beneath the
Earth's surface.
The flash point of crude oil is low, typically below ambient temperature.
Our four-stroke medium-speed engines are well proven in operation on crude oil taken directly from oil wells
and conditioned on site.
Exploiting crude oil to feed the large consumers involved in oil and gas exploration and production is both an
economical solution and saves the considerable CO2 emissions involved in the refining of distillate fuels and
their transport via pumping stations from and to the oil field.
Properties/Characteristics Unit Limit Test method
Viscosity, before injection pumps, min. cSt 3
Viscosity, before injection pumps, max. cSt 14 1)
Viscosity @ 50°C, max. cSt 700 ISO 3104
Density @ 15°C, max. kg/m 3
1010.0 ISO 3675 or ISO 12185
CCAI, max. – 870 ISO 8217
Water before engine, max. % volume 0.2 ISO 3733
Sulphur, max. % mass 4.5 ISO 8754 or ISO 14596
Ash, max. % mass 0.15 ISO 6245
Vanadium, max. mg/kg 600 ISO 14597 or IP 501
or IP 470
Sodium + Potassium before engine, mg/kg 1/3 Vanadium content ISO 10478
max.
Aluminium + Silicon before engine, max. mg/kg 15 ISO 10478 or IP 501
or IP 470
Carbon residue, max. % mass 20 ISO 10370
Asphaltenes, max. % mass 2/3 of carbon residue ASTM D3279
(according to Conradson)
Reid vapour pressure (RVP), max. kPa @ 37.8°C 65 ASTM D323
Lubricity (wear scar diameter) μm < 520 ISO 12156-1
Pour point, max. °C 30 ISO 3016
Cold filter plugging point °C 2)
IP 309
Total sediment potential, max. % mass 0.10 ISO 10307-2
Hydrogen sulphide, max. mg/kg 2 IP 570
AN (acid number), max. mg KOH/g 2.5 ASTM D664
Table 1: Crude oil - specifications.

1)
Viscosity, before injection pumps, max. 18 cSt for GenSets L23/30H, L28/32H and V28/32S
2)
Minimum 10°C below the lowest temperature in the entire fuel system
2012.09.03
Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram
Figure 1: Viscosity-temperature diagram (VT diagram) Viscosity-temperature diagram (VT diagram)

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

Example: Heavy fuel oil with Prescribed injection viscosity Required temperature of heavy fuel oil
180 mm²/s at 50 °C in mm²/s at engine inlet* in °C
2013-04-11 - de
≥ 12 126 (line c)
≤ 14 119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheating
General
temperature
* With these figures, the temperature drop between the last preheating
device and the fuel injection pump is not taken into account.
D010.000.023-06-0001 EN 1 (2)
A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosity
of 1,000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity
of fuel that the pump can deliver.

A heavy fuel oil discharge temperature of 152 °C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating sys-
tem – this leads to a reduction in heating output and thermal overloading of
the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.
The heavy fuel oil lines between the outlet of the last preheating system and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 °C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-
cations such as ISO CIMAC or British Standard). If heavy fuel oil with a low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in order to achieve more effective atomisation to reduce the combustion resi-
due.
The delivery pump must be designed for heavy fuel oil with a viscosity of up
to 1,000 mm2/s. The pour point also determines whether the pump is capa-
ble of transporting the heavy fuel oil. The bunker facility must be designed so
as to allow the heavy fuel oil to be heated to roughly 10 °C above the pour
point.
Viscosity
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the
engine must be at least 1.9 mm2/s. If the viscosity is too low, this may
cause seizing of the pump plunger or nozzle needle valves as a result
of insufficient lubrication.
This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:
▪ 45 °C at the most with MGO (DMA) and MDO (DMB) and
▪ 60 °C at the most with MDO (DMC).
A fuel cooler must therefore be installed.

If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service of
MAN Diesel & Turbo SE in Augsburg.
2013-04-11 - de
General
2 (2) D010.000.023-06-0001 EN
MAN Diesel & Turbo
1699177-5.1 Guidelines regarding MAN Diesel & Turbo GenSets
Page 1 (1) B 11 00 0
operating on low sulphur fuel oil

V28/32DF
General When operating on MDO/MGO a larger leak oil
amount from fuel oil injection pumps and fuel oil
Exhaust emissions from marine diesel engines have injection valves can be expected compared to oper-
been the focus of recent legislation. Apart from ation on HFO.
nitrous oxides (NOx), sulphur oxides (SOx) are con-
sidered to be the most important pollution factor. A In order to carry out a quick change between HFO
range of new regulations have been implemented and MDO/MGO the change over should be carried
and others will follow (IMO, EU Directive, and out by means of the valve V1-V2 installed in front of
CARB). These regulations demand reduction of the engine.
SOx emissions by restricting the sulphur content of For the selection of the lubricating oil the same
the fuel. That is to say sulphur limits for HFO as well applies as for HFO. For temporary operation on dis-
as mandatory use of low sulphur distillate fuels for tillate fuels including low sulphur distillates nothing
particular applications. This guideline covers the has to be considered. A lubricating oil suitable for
engine related aspects of the use of such fuels. operation on diesel fuel should only be selected if a
distillate fuel is used continuously.
Low sulphur HFO
From an engine manufacturer’s 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 specific 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 compo-
nents). MAN Diesel & Turbo will monitor develop-
ments 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.
Low sulphur distillates

In general our GenSet is developed for continuous
operation on HFO as well as on MDO/MGO. Occa-
sionally changes in operation mode between HFO
and MDO/MGO are considered to be within normal
operation procedures for our engine types and do
thus not require special precautions.
Running on low sulphur fuel (< 0.1% S) will not
cause problems, but please notice the following
restrictions:
In order to avoid seizure of the fuel oil injection
pump components the viscosity at engine fuel oil
inlet must be > 2 cSt. In order achieve this it may be
necessary to install a fuel oil cooler, when the
engine is running on MGO. This is both to ensure
correct viscosity and avoid heating up the service
tank, which is important as the fuel oil injection
pumps are cooled by the fuel.
2010.04.19
MAN Diesel & Turbo
1624473-6.2 Recalculation of fuel consumption dependent on
Page 1 (1) B 11 01 0
ambient conditions

V28/32DF
General
In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal combustion engines – Performance,
Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods – Additional require-
ments for engines for general use” MAN Diesel & Turbo specifies the method for recalculation of fuel consump-
tion dependent on ambient conditions for 1-stage turbocharged engines as follows:
The formula is valid within the following limits:

+ Ambient air temperature 5°C – 55°C
+ Charge air temperature before cylinder 25°C – 75°C
+ Ambient air pressure 0.885 bar – 1.030 bar
β Fuel consumption factor

tbar Engine type specific reference charge air temperature before cylinder,
see »Reference conditions« in »Fuel oil consumption for emissions standard«.
Legend Reference At test run or at site

Specific fuel consumption [g/kWh] br bx
Ambient air temperature [°C] tr tx
Charge air temperature before cylinder [°C] tbar tbax
Ambient air pressure [bar] pr px
Example
Reference values:
br = 200 g/kWh, tr = 25°C, tbar = 40°C, pr = 1.0 bar
At site:
tx = 45°C, tbax = 50°C, px = 0.9 bar
ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023
bx = ß x br = 1.023 x 200 = 204.6 g/kWh
1012.03.19
MAN Diesel & Turbo
1687104-2.3
Page 1 (2) Fuel oil consumption for emissions standard B 11 01 0
V28/32S
V28/32S: 225 kW/cyl. at 720 rpm
Fuel consumption (g/kWh) with HFO/MDO and without attached pumps 1)
% Load
100 852) 75 50 25
ISO reference conditions (see below) 189.1 189.1 2)
189.5 196.4 228.0
1)
Tolerance +5%
2)
Fuel consumption at 85% MCR
Table 1: Fuel consumption.
V28/32S: 235 kW/cyl. at 750 rpm

Fuel consumption (g/kWh) with HFO/MDO and without attached pumps 1)
% Load
100 852) 75 50 25
ISO reference conditions (see below) 189.3 189.2 2)
189.8 196.1 227.4
1)
Tolerance +5%
2)
Fuel consumption at 85% MCR
Table 2: Fuel consumption.
All data provided in this document is non-binding and serves informational purposes only. Depending on the
subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and
determined individually for each project. This will depend on the particular characteristics of each individual
project, especially specific site and operational conditions.
2014.06.06 - WB1
MAN Diesel & Turbo
1687104-2.3
B 11 01 0 Fuel oil consumption for emissions standard Page 2 (2)
V28/32S
Reference conditions
ISO reference conditions (according to ISO 3046-1: 2002; ISO 15550: 2002)
Intake air temperature Tr °C 25
Barometric pressure pr kPa 100
Relative humidity Φr % 30
Cooling water temp. bef. charge air cooler Tcr °C 25
Net calorific value LCV kJ/kg 42,700
Table 3: ISO reference conditions.
All data provided in this document is non-binding and serves informational purposes only. Depending on the
subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and
determined individually for each project. This will depend on the particular characteristics of each individual
project, especially specific site and operational conditions.
2014.06.06 - WB1
MAN Diesel & Turbo
1679744-6.7
Page 1 (1) Fuel oil filter duplex E 11 08 1
L16/24, V28/32S, L21/31, L27/38
Fuel oil filter duplex

Fuel oil filter duplex - Star-pleated element
25 microns (400/40) (sphere passing mesh)
HFO MDO MGO
12-18 cSt 2.5-14 cSt 1.5-6 cSt
litres/h litres/h litres/h
DN25 1000 1000 1000
DN32 1500 1500 1500
DN40 2800 2800 2800
DN50 3500 3500 3500
DN65 5800 5800 5800
Filter area (cm ) 2
DN25 652 652 652

DN32 1000 1000 1000
DN40 1844 1844 1844
DN50 2337 2337 2337
DN65 3885 3885 3885
Pressure drop (bar)
DN25 0.018 0.016 0.013

DN32 0.016 0.015 0.012
DN40 0.019 0.018 0.015
DN50 0.016 0.014 0.012
DN65 0.015 0.013 0.011
Table 1: Fuel oil filter duplex
To safeguard the injection system components on

the GenSets, is it recommended to install a fuel oil
filter duplex, as close as possible to each GenSet.
The fuel oil filter duplex is with star-pleated filter ele-
ments. The fuel oil filter duplex is supplied loose and
it is recommended to install it, as close as possible
to each GenSet, in the external fuel oil supply line.
GenSets with conventional fuel injection system or
common rail fuel system must have fuel oil filter
duplex with a fineness of max. 25 microns (sphere
passing mesh) installed as close as possible to
each GenSet.
The filter surface load of the 25 microns filters must
not exceed 1.5 l/cm² per hour ! Figure 1: Fuel oil filter duplex.
2013.05.28 - ny
MAN Diesel & Turbo
1689458-7.3
Page 1 (3) MDO / MGO cooler E 11 06 1
General
Figure 1: Fuel temperature versus viscosity.

In order to ensure a satisfactory hydrodynamic oil We recommend that the actual pump maker is con-
film between fuel injection pump plunger/barrel, tacted for advice.
thereby avoiding fuel injection pump seizures/stick-
ing, MAN Diesel & Turbo recommends to keep a Installation of MDO/MGO Cooler or MDO/
fuel oil viscosity at minimum 2.0 cSt measured at
the engine inlet. This limit has been used over the MGO Cooler & Chiller
years with good results and gives the required To be able to maintain the required viscosity at the
safety margin against fuel injection pump seizures. engine inlet, it is necessary to install a MDO/MGO
For some MGO´s viscosities below 2.0 cSt may be cooler in the fuel system (MDO/MGO cooler instal-
reached at temperatures above 35°C. As the fuel led just before the engine).
temperature increases during operation, it is impos- The advantage of installing the MDO/MGO cooler
sible to maintain this low temperature at the engine just before the engine is that it is possible to opti-
inlet without a MDO/MGO cooler. mise the viscosity regulation at the engine inlet.
In the worst case, a temperature of 60-65°C at the However, the viscosity may drop below 2.0 cSt at
engine inlet can be expected corresponding to a the circulating and other pumps in the fuel system.
viscosity far below 2.0 cSt. The consequence may The MDO/MGO cooler can also be installed before
be sticking fuel injection pumps or nozzle needles. the circulating pumps. The advantage in this case is
Also most pumps in the external system (supply that the viscosity regulation may be optimised for
pumps, circulating pumps, transfer pumps and feed both the engine and the circulating pumps.
pumps for the separator) already installed in existing It is not advisable to install the MDO/MGO cooler
vessels, need viscosities above 2.0 cSt to function just after the engine or after the Diesel oil service
properly. tank as this will complicate viscosity control at the
engine inlet. In case the MDO/MGO cooler is instal-
2013.04.16
MAN Diesel & Turbo
1689458-7.3
E 11 06 1 MDO / MGO cooler Page 2 (3)

led after the service tank, the supply pumps will Engine type kW/cyl.
have to handle the pressure drop across the MDO/
L16/24 0.5
MGO cooler which cannot be recommended.
The cooling medium used for the MDO/MGO cooler L21/31 1.0
is preferably fresh water from the central cooling L27/38 1.5
water system.
L32/40 2.0
Seawater can be used as an alternative to fresh
L23/30H 0.75
water, but the possible risk of MDO/MGO leaking
into the sea water and the related pollution of the L28/32H 1.0
ocean, must be supervised.
L28/32DF 1.0
The horizontal axis shows the bunkered fuel viscos-
V28/32S 1.0
ity in cSt at 40°C, which should be informed in the
bunker analysis report.
If the temperature of the MGO is below the upper Based on the fuel oils available in the market as of
blue curve at engine inlet, the viscosity is above 2.0 June 2009, with a viscosity ≥ 2.0 cSt at 40°C, a fuel
cSt. The black thick line shows the viscosity at ref- inlet temperature ≤ 40°C is expected to be sufficient
erence condition (40°C) according to ISO8217, to achieve 2.0 cSt at engine inlet (see fig 1).
marine distillates.
In such case, the central cooling water / LT cooling
Example: MGO with viscosity of 4.0 cSt at 40°C water (36°C) can be used as coolant.
must have a temperature below 55°C at engine inlet
For the lowest viscosity MGO´s and MDO´s, a water
to ensure a viscosity above 3.0 cSt.
cooled MGO/MGO cooler may not be enough to
Example: MGO with a viscosity of 5.0 cSt at 40°C is sufficiently cool the fuel as the cooling water availa-
entering the engine at 50°C. The green curves ble onboard is typically LT cooling water (36°C).
show that the fuel enters the engine at approxi-
In such cases, it is recommended to install a so-
mately 4.0 cSt.
called “Chiller” that removes heat through vapour-
Example: MGO with a viscosity of 2.0 cSt at 40°C compression or an absorption refrigeration cycle
needs cooling to 18°C to reach 3.0 cSt. (see fig 2).
The following items should be considered before
specifying the MDO/MGO cooler :
▪ The flow on the fuel oil side should be the same
as the capacity of the fuel oil circulating pump
( see D 10 05 0, List of Capacities )
▪ The fuel temperature to the MDO/MGO cooler
depends on the temperature of the fuel in the
service tank and the temperature of return oil
from the engine(s)
▪ The temperature of the cooling medium inlet to
the MDO/MGO cooler depends on the desired
fuel temperature to keep a minimum viscosity of
2.0 cSt
▪ The flow of the cooling medium inlet to the
MDO/MGO cooler depends on the flow on the
fuel oil side and how much the fuel has to be
cooled
The frictional heat from the fuel injection pumps,
which has to be removed, appears from the table
below.
2013.04.16
MAN Diesel & Turbo
1689458-7.3
Page 3 (3) MDO / MGO cooler E 11 06 1
Figure 2: Chiller.
2013.04.16
MAN Diesel & Turbo
1624467-7.3
Page 1 (2) HFO/MDO changing valves (V1 and V2) E 11 10 1
L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38
Description
Figure 1: Pneumatic diagram for 3-way changing valves V1 & V2.

The fuel change-over system consists of two Valve control box
remote controlled and interconnected 3-way valves,
which are installed immediately before each Gen- The electrical power supply to the valve control box
Set. The 3-way valves “V1-V2” are operated by an is 3 x 400 Volt - 50 Hz, or 3 x 440 Volt - 60 Hz,
electrica/pneumatic actuator of the simplex type, depending on the plant specification, and is estab-
with spring return and a common valve control box lished in form of a single cable connection from the
for all GenSets. switchboard.
The flexibility of the system makes it possible, if Due to a built-in transformer, the power supply volt-
necessary, to operate the GenSets on either diesel age will be converted to a 24 V DC pilot voltage for
oil or heavy fuel oil, individually by means of the L- serving the relays, contactors, and indication lamps.
bored 3-way valves “V1-V2”. Furthermore the 24 V DC pilot voltage is used for
The control box can be placed in the engine room operating the fuel changing valves with an electri-
or in the engine control room. cally/pneumatically operated actuator of the simplex
type with spring return.
To maintain re-circulation in the HFO flow line, when
the GenSet is operated on MDO, is a by-pass valve The mode of valve operation is:
installed between the fuel inlet valve “V1” and the HFO-position: Energized
fuel outlet valve “V2” at each GenSet as shown in MDO-position: De-energized
fig 1.
2010.01.25
MAN Diesel & Turbo
1624467-7.3
E 11 10 1 HFO/MDO changing valves (V1 and V2) Page 2 (2)
L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

In the event of a black-out, or other situations
resulting in dead voltage potential, will the remote
controlled and interconnected 3-way valves at each
GenSet be de-energized and automatically change
over to the MDO/MGO-position, due to the built-in
return spring. The internal piping on the GenSets
will then, within a few seconds, be flushed with
MDO/MGO and be ready for start up.
2010.01.25
Lubrication Oil System
B 12
MAN Diesel & Turbo
1687123-3.3
Page 1 (3) Internal lubricating oil system B 12 00 0
V28/32S
Internal lubricating oil system
Figure 1: Diagram for internal lubricating oil system

The lubricating oil is furthermore used for the pur-
pose of cooling the pistons.
Pipe description
The standard engine is equipped with built-on:
C1 Lubricating oil inlet DN100
▪ Engine driven lubricating oil pump
C2 Lubricating oil outlet DN100
▪ Duplex lubricating oil filter
C3 Lubricating oil from separator DN32
▪ Prelubricating oil pump
C4 Lubricating oil to separator DN32
C13 Oil vapour discharge* DN100 Lubricating oil consumption
C16 Lubricating oil supply DN32 The lubricating oil consumption, see "Specific lubri-
Table 1: Flange connections are as standard according to DIN
cating oil consumption - SLOC, B 12 15 0 /
2501 504.07"
It should, however, be observed that during the run-
ning in period the lubricating oil consumption may
* For external pipe connection, please see Crank-
exceed the values stated.
case ventilation, B 12 00 0/515.31.
Quality of oil
General
Only HD lubricating oil (Detergent Lubricating Oil)
As standard the lubricating oil system is based on
should be used, characteristic stated in "Lubricating
wet sump lubrication.
Oil Specification, 010.000.023".
All moving parts of the engine are lubricated with oil
circulating under pressure in a closed built-on sys-
tem.
2013.06.17
MAN Diesel & Turbo
1687123-3.3
B 12 00 0 Internal lubricating oil system Page 2 (3)
V28/32S
4. The lubricating oil pipe, and the gear wheels for
System flow the governor drive are adjusted to apply the oil
at the points where the gear wheels are in
The lubricating oil pump draws oil from the oil sump mesh.
and presses the oil through the cooler and filter to
5. The lubricating oil to the rocker arms is led
the main lubricating oil pipe, from where the oil is
through pipes to each cylinder head. It continu-
distributed to the individual lubricating points. From
ous through bores in the cylinder head and
the lubricating points the oil returns by gravity to the
rocker arm to the movable parts to be lubrica-
oil sump.
ted at rocker arms and valve bridge. Further,
The main groups of components to be lubricated lubricating oil is led to the movable parts in need
are: of lubrication.
1. Turbochargers 6. Through a bores in the frame lubricating oil is
2. Main bearings, big-end bearings etc. led to camshafts bearings.
3. Camshaft drive
Lubricating oil pump
4. Governor drive
The lubricating oil pump, which is of the gear wheel
5. Rocker arms
type, is mounted on the front end of the engine and
6. Camshafts is driven by means of the crankshaft through a cou-
pling. The oil pressure is controlled by an adjustable
spring- loaded relief valve.
1. The turbocharger is an integrated part of the
lubricating oil system, thus allowing continuous
priming and lubrication when engine is running. Lubricating oil cooler
For priming and during operation the turbo- As standard the lubricating oil cooler is of the plate
charger is connected to the lubricating oil circuit type. The cooler is delivered separately with the
of the engine. The oil serves for bearing lubrica- engine.
tion and also for dissipation of heat.
The inlet line to each of the turbochargers is Thermostatic valve
equipped with an orifice in order to adjust the oil
flow. The thermostatic valve is a fully automatic three-
way valve with thermostatic elements set of fixed
2. Lubricating oil for the main bearings is supplied temperature. The thermostatic valve is delivered
through holes drilled in the engine frame. From separately with the engine.
the main bearings it passes through bores in
the crankshaft to the connecting rod big-end
bearings. Built-on full-flow depth filter
The connecting rods have bored channels for The built-on lubricating oil filter is of the duplex
supply of oil from the big-end bearings to the paper cartridge type. It is a depth filter with a
small-end bearings, which has an inner circum- nominel fineness of 10-15 microns, and a safety fil-
ferential groove, and a pocket for distribution of ter with a fineness of 60 microns.
oil in the bush itself and for supply of oil to the
pin bosses and the piston cooling through holes Pre-lubricating
and channels in the piston pin.
As standard the engine is equipped with an electric-
From the front main bearings channels are driven prelubricating pump mounted parallel to the
bored in the crankshaft for lubricating of the main pump. The pump must be arranged for auto-
pump drive. matic operation, ensuring stand-still of the pre-lubri-
3. The lubricating oil pipes, for the camshaft drive cating pump when the engine is running, and run-
gear wheels, are equipped with nozzles which ning during engine stand-still in stand-by position.
are adjusted to apply the oil at the points where Running period of the pre-lubricating pump is pref-
the gear wheels are in mesh. erably to be continuous. If intermittent running is
required for energy saving purpose, the timing
2013.06.17
MAN Diesel & Turbo
1687123-3.3
Page 3 (3) Internal lubricating oil system B 12 00 0
V28/32S
equipment should be set for shortest possible inter-
vals, say 2 minutes of running, 10 minures of stand-
still, etc. Further, it is recommended that the pre-
lubricating pump is connected to the emergency
switch board thus securing that the engine is not
started without pre-lubrication.
Draining of the oil sump

It is recommended to use the separator suction
pipe for draining of the lubricating oil sump.
Optionals
Besides the standard, branches can be built-on:
▪ External fine filter
▪ External full/flow filter
▪ Pressure lubricating to alternator bearings
Branches for separator is standard.
Data
For heat dissipation and pump capacities, see D 10
05 0 "List of capacities".
Operation levels for temperature and pressure are
stated in B 19 00 0 "Operating Data and Set
Points".
2013.06.17
MAN Diesel & Turbo
1699270-8.5
Page 1 (2) Crankcase ventilation B 12 00 0

V28/32DF
Crankcase ventilation 1) The vent pipe from each engine is to run inde-
pendently to the manifold and be fitted with cor-
The crankcase ventilation is not to be directly con- rosion resistant flame screen within the mani-
nected with any other piping system. It is preferable fold.
that the crankcase ventilation pipe from each
engine is led independently to the open air. The out- 2) The manifold is to be located as high as practi-
let is to be fitted with corrosion resistant flame cable so as to allow a substantial length of pip-
screen separately for each engine. ing, which separates the crankcase on the indi-
vidual engines.
3) The manifold is to be vented to the open air, so
that the vent outlet is fitted with corrosion resist-
ant 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 must 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 / C30)
and the ventilation pipe must be flexible.
▪ The ventilation pipe must be made with continu-
ous upward slope of minimum 5°, even when
the ship heel or trim (static inclination).
▪ A continuous drain must be installed near the
engine. The drain must be led back to the
sludge tank.
Engine Nominal diameter ND (mm)

A B C
L16/24 50 65
L21/31 65 40 80
L23/30H 50 - 65
L27/38 100 - 100
L28/32DF 50 - 65
L28/32H 50 - 65
V28/32H 100 - 125
L32/40 125 50 125
V28/32DF 100 - 125
Figure 1: Crankcase ventilation
V28/32S 100 - 125
However, if a manifold arrangement is used, its Table 1: Pipe diameters for crankcase ventilation
arrangements are to be as follows:
▪ Dimension of the flexible connection, see pipe
diameters Fig 2.
2013.06.14
MAN Diesel & Turbo
1699270-8.5
B 12 00 0 Crankcase ventilation Page 2 (2)

V28/32DF
▪ Dimension of the ventilation pipe after the flexi-
ble connection, see pipe diameters Fig 2.
The crankcase ventilation flow rate varies over time,
from the engine is new/major overhauled, until it is
time to overhaul the engine again.
The crankcase ventilation flow rate is in the range of
3.5 – 5.0 ‰ of the combustion air flow rate [m³/h]
at 100 % engine load.
If the combustion air flow rate at 100 % engine load
is stated in [kg/h] this can be converted to [m³/h]
with the following formula (Tropic Reference Condi-
tion) :
Example :
Engine with a mechanical output of 880 kW and
combustion air consumption of 6000 [kg/h] corre-
sponds to :
The crankcase ventilation flow rate will then be in

the range of 19.2 – 27.4 [m³/h]
The maximum crankcase backpressure measured
right after the engine at 100 % engine load must not
exceed 3.0 [mbar] = 30 [mmWC].
2013.06.14
MAN Diesel & Turbo
1624477-3.9
Page 1 (1) Prelubricating pump B 12 07 0
L23/30H, L28/32H, V28/32H, V28/32S, L28/32DF, V28/32DF
General
The engine is as standard equipped with an electri-
cally driven pump for prelubricating before starting.
The pump which is of the tooth wheel type is self-
priming.
The engine shall always be prelubricated 2 minutes
prior to start if intermittent or continuous prelubrica-
tion is not installed. Intermittent prelub. is 2 minutes
every 10 minutes.
Electric motor 230/400 V, 50 Hz (IP 55)
Engine No. of cyl. Pump type m3/h rpm
Type kW Start cur- Full-load
type
rent Amp. current
Amp.
L23/30H 5-6-7-8
R25/12.5
L28/32H 5-6-7-8-9 FL-Z-DB-SO 2.14 2870 5APE80M-2K 0.75 24.65 2.97
L28/32DF 5-6-7-8-9
V28/32H 12-16-18 R35/25
FL-Z-DB-50 4.2 2860 5APE90S-2 1.5 34.0 6.2
V28/32S 12-16-18 R35/40
FL-Z-DB-50 6.9 2905 6APE100L-2 3.0 74.2 10.6
V28/32DF 12-16-18
Electric motor 265/460 V, 60 Hz (IP 55)

Engine No. of cyl. Pump type m3/h rpm
Type kW Start cur- Full-load
type
rent Amp. current
Amp.
L23/30H 5-6-7-8
R25/12.5
L28/32H 5-6-7-8-9 FL-Z-DB-SO 2.57 3485 5APE80M-2K 0.86 14.9 1.71
L28/32DF 5-6-7-8-9
V28/32H 12-16-18 R35/25
FL-Z-DB-50 5.12 3432 5APE90S-2 1.8 20.0 3.6
V28/32S 12-16-18 R35/40
FL-Z-DB-50 8.3 3505 6APE100L-2 3.45 42.7 6.1
V28/32DF 12-16-18
2013.08.23
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralisation reserve than with fully com-
pounded engine oils (HD oils).
International specifications do not exist for medium alkalinity lubricating oils.
A test operation is therefore necessary for a corresponding long period in
accordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the table entitled "Lubricating oils approved for use
in heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Lubricating oil (SAE 40) - Specification for heavy fuel

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -
up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method

2013-05-23 - de
operation (HFO)
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
oil
Additives The additives must be dissolved in the oil and their composition must ensure
General
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.
D010.000.023-11-0001 EN 1 (5)
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion. The lubricating oil must not
absorb the deposits produced by the fuel.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
For tips on selecting the base number, refer to the table entitled “Base num-
ber to be used for various operating conditions".
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40
51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Neutralisation properties Lubricating oils with medium alkalinity and a range of neutralization capabili-
(BN) ties (BN) are available on the market. According to current knowledge, a rela-
tionship can be established between the anticipated operating conditions
and the BN number as shown in the table entitled "Base number to be used
for various operating conditions". However, the operating results are still the
overriding factor in determining which BN number provides the most efficient
engine operation.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
content of less than 0.5 %
30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
2013-05-23 - de
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
operation (HFO)
51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.
General
2 (5) D010.000.023-11-0001 EN
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-
sponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 %.
50 32/40, 32/44CR, 32/44K, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 3: Base number to be used for various operating conditions
Operation with low-sulphur To comply with the emissions regulations, the sulphur content of fuels used
fuel nowadays varies. Fuels with a low-sulphur content must be used in environ-
mentally-sensitive areas (SECA). Fuels with a higher sulphur content may be
used outside SECA zones. In this case, the BN number of the lubricating oil
selected must satisfy the requirements for operation using fuel with a high-
sulphur content. A lubricating oil with low BN number may only be selected if
fuel with a low-sulphur content is used exclusively during operation.
However, the results obtained in practiсe that demonstrate the most efficient
engine operation are the factor that ultimately determines, which additive
fraction is permitted.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification for these oils is O-236.

Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
2013-05-23 - de
operation (HFO)
their products. If you have any questions, we will be happy to provide you
with further information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
General
speed engines. The oil properties must be regularly analysed. The oil can be
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil“). An oil sample must
D010.000.023-11-0001 EN 3 (5)
be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1,000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D 445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat-
ing conditions
Guide value only .
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 4: Limit values for used lubricating oil
Tests
Regular analysis of lube oil samples is very important for safe engine opera-
2013-05-23 - de
tion. We can analyse fuel for customers at our laboratory (PrimeServLab).

operation (HFO)
Base Number (mgKOH/g)

Manufacturer
20 30 40 50
General
AEGEAN —— Alfamar 430 Alfamar 440 Alfamar 450

AGIP —— Cladium 300 Cladium 400 ——
4 (5) D010.000.023-11-0001 EN
Base Number (mgKOH/g)
Manufacturer
20 30 40 50
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA —— Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40
(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X
EXXON MOBIL —— Mobilgard M430 Mobilgard M440 Mobilgard M50
—— Exxmar 30 TP 40 Exxmar 40 TP 40
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 ——
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 ——
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
Argina XX 40
TOTAL LUBMAR- —— Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
INE
Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.
No liability assumed if these oils are used

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

2013-05-23 - de
operation (HFO)
General
D010.000.023-11-0001 EN 5 (5)
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-
cating oils contain additives that, amongst other things, ensure dirt absorp-
tion capability, cleaning of the engine and the neutralisation of acidic com-
bustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Specification of lubricating oil (SAE 40) for operation with

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -
up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592 gas oil, diesel oil (MGO/MDO) and biofuels
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method
Compounded lubricating oils The base oil to which the additives have been added (doped lubricating oil)
(HD oils) must have the following properties:
2013-04-11 - de
Additives The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
General
D010.000.023-07-0001 EN 1 (5)
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40
51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Doped oil quality We recommend doped lubricating oils (HD oils) according to international
specifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
number of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the additive
content.
gas oil, diesel oil (MGO/MDO) and biofuels
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
2013-04-11 - de
no difference whether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.
General
2 (5) D010.000.023-07-0001 EN
Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil“). An oil sample must
be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1,000 h and is subsequently operated once again with HFO, a lubricat-

ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Tests
Regular analysis of lube oil samples is very important for safe engine opera-
2013-04-11 - de
tion. We can analyse fuel for customers at our laboratory (PrimeServLab).

General
D010.000.023-07-0001 EN 3 (5)


Approved lubricating oils SAE 40

Manufacturer Base number 10 - 16 1) (mgKOH/g)
AGIP Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP Energol DS 3-154
CASTROL Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEVRON Texaco Taro 12 XD 40
(Texaco, Caltex) Delo 1000 Marine SAE 40
Delo SHP40
EXXON MOBIL Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
Delvac 1640
PETROBRAS Marbrax CCD-410
Marbrax CCD-415
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)
STATOIL MarWay 1540
MarWay 1040 2)
TOTAL LUBMARINE Caprano M40
Disola M4015
Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil and
diesel fuel
If marine diesel oil is used, which has a very high sulphur content of 1.5 up
1)
to 2.0 weight %, a base number of appr. 20 should be selected.

2)
With a sulphur content of less than 1 %
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No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
General
occur when using these oils.
4 (5) D010.000.023-07-0001 EN
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat-
ing conditions
Guide value only .
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with biofuels: max. 12 % FT-IR
biofuel fraction
Table 4: Limit values for used lubricating oil

2013-04-11 - de
General
D010.000.023-07-0001 EN 5 (5)
MAN Diesel & Turbo
1607584-6.10
Page 1 (2) Specific lubricating oil consumption - SLOC B 12 15 0
Description
Engine type RPM SLOC [g/kWh]
L16/24 1000/1200 0.4 - 0.8
L21/31 900/1000 0.4 - 0.8
L23/30H 720/750/900 0.6 - 1.0
L27/38 720/750 0.4 - 0.8
L28/32H 720/750 0.6 - 1.0
L28/32DF 720/750 0.6 - 1.0
V28/32H 720/750 0.6 - 1.0
V28/32S 720/750 0.4 - 0.8
L32/40 720/750 0.8 - 1.0
The lubricating oil density, ρ @ 15°C must be
Please note that only maximum continuous rating known in order to convert ρ to the present lubricat-
(PMCR (kW)) should be used in order to evaluate the ing oil temperature in the base frame. The following
formula is used to calculate ρ:
SLOC.
ρlubricating oil [kg/m3] =
Please note, during engine running-in the SLOC
may exceed the values stated.
The following formula is used to calculate the
SLOC:
SLOC [g/kWh] =
The engine maximum continuous design rating

(PMCR) must always be used in order to be able to
compare the individual measurements, and the run-
ning hours since the last lubricating oil adding must
be used in the calculation. Due to inaccuracy *) at
adding lubricating oil, the SLOC can only be evalu-
In order to evaluate the correct engine SLOC, the ated after 1,000 running hours or more, where only
following circumstances must be noticed and sub- the average values of a number of lubricating oil
tracted from the engine SLOC: addings are representative.
A1: Note!
▪ Desludging interval and sludge amount from the *) A deviation of ± 1 mm with the dipstick measure-
lubricating oil separator (or automatic lubricating ment must be expected, which corresponds uptill
oil filters). The expected lubricating oil content of ± 0.1 g/kWh, depending on the engine type.
the sludge amount is 30%.
The following does also have an influence on the
SLOC and must be considered in the SLOC evalua-
tion:
A2:
▪ Lubricating oil evaporation
Lubricating oil leakages
Lubricating oil losses at lubricating oil filter
exchange
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Page 1 (7) Treatment and maintenance of lubricating oil B 12 15 0
L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

General Operation on Heavy Fuel Oil (HFO)
During operation of trunk engines the lubricating oil HFO-operated engines require effective lubricating
will gradually be contaminated by small particles oil cleaning. In order to ensure a safe operation it is
originating from the combustion. necessary to use supplementary cleaning equip-
Engines operated on heavy fuels will normally ment together with the built-on full flow depth filter.
increase the contamination due to the increased It is mandatory to run bypass separator units con-
content of carbon residues and other contaminants. tinuously for engines operated on HFO, as an opti-
Contamination of lubricating oil with either freshwa- mal lubricating oil treatment is fundamental for a
ter or seawater can also occur. reliable working condition. Therefore it is mandatory
to clean the lubricating oil with a bypass separator
A certain amount of contaminants can be kept sus- unit, so that the wear rates are reduced and the life-
pended in the lubricating oil without affecting the time of the engine is extended.
lubricating properties.
The condition of the lubricating oil must be kept Bypass cleaning equipment
under observation (on a regular basis) by analyzing
oil samples. See Section 504.04 "Criteria for Clean- As a result of normal operation, the lubricating oil
ing/Exchange of Lubricating Oil". contains abraded particles and combustion resi-
dues which have to be removed by the bypass
The moving parts in the engine are protected by the cleaning system and to a certain extent by the
built-on duplex full-flow lubricating oil filter. The duplex full-flow lubricating oil filter as well.
replaceable paper filter cartridges in each filter
chamber has a fineness of 10-15 microns. The With automatic mesh filters this can result in an
safety filter, at the centre of each filter chamber, is a undesirable and hazardous continuous flushing. In
basket filter element, with a fineness of 60 microns view of the high cost of cleaning equipment for
(sphere passing mesh). removing micro impurities, this equipment is only
rated for a certain proportion of the oil flowing
The pressure drop across the replaceable paper fil- through the engine since it is installed in a bypass.
ter cartridges is one parameter indicating the con-
tamination level. The higher the dirt content in the The bypass cleaning equipment is operated
oil, the shorter the periods between filter cartridge ▪ continuously when the engine is in operation or
replacement and cleaning. at standstill
The condition of the lubricating oil can be main- For cleaning of lubricating oil the following bypass
tained / re-established by exchanging the lubricat- cleaning equipment can be used:
ing oil at fixed intervals or based on analyzing oil
▪ Separator unit
samples.
▪ Decanter unit
Operation on Marine Diesel Oil (MDO) & ▪ Self cleaning automatic bypass mesh filter
Marine Gas Oil (MGO) ▪ Built-on centrifugal bypass filter (standard on
MAN Diesel & Turbo, Holeby GenSets)
For engines exclusively operated on MDO/MGO we
recommend to install a built-on centrifugal bypass ▪ Bypass depth filter
filter as an additional filter to the built-on full flow The decanter unit, the self-cleaning automatic
depth filter. bypass mesh filter and the bypass depth filter
It is advisable to run bypass separator units contin- capacity must be adjusted according to maker’s
uously for engines operated on MDO/MGO as sep- recommendations.
arator units present the best cleaning solution. In case full flow filtration equipment is chosen, this
Mesh filters have the disadvantage that they cannot must only be installed as in-line cleaning upstream
remove water and their elements clog quickly. to the duplex full-flow lubricating oil filter, built onto
the engine.
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B 12 15 0 Treatment and maintenance of lubricating oil Page 2 (7)
L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

The most appropriate type of equipment for a par- Lubricating oil preheating
ticular application depends on the engine output,
the type and amount of combustion residues, the The installed heater on the separator unit ensures
annual operating time and the operating mode of correct lubricating oil temperature during separa-
the plant. Even with a relatively low number of oper- tion. When the engine is at standstill, the heater can
ating hours there can be a great deal of combustion be used for two functions:
residues if, for instance, the engine is inadequately ▪ The oil from the sump is preheated to 95 – 98
preheated and quickly accelerated and loaded. °C by the heater and cleaned continuously by
the separator unit.
Separator unit ▪ The heater can also be used to maintain an oil
temperature of at least 40 °C, depending on
Continuous lubricating oil cleaning during engine
installation of the lubricating oil system.
operation is mandatory. An optimal lubricating oil
treatment is fundamental for a reliable working con-
dition of the engine. Cleaning capacity
If the lubricating oil is circulating without a separator Normally, it is recommended to use a self-cleaning
unit in operation, the lubricating oil will gradually be filtration unit in order to optimize the cleaning period
contaminated by products of combustion, water and thus also optimize the size of the filtration unit.
and/or acid. In some instances cat-fines may also Separator units for manual cleaning can be used
be present. when the reduced effective cleaning time is taken
In order to prolong the lubricating oil lifetime and into consideration by dimensioning the separator
remove wear elements, water and contaminants unit capacity.
from the lubricating oil, it is mandatory to use a by-
pass separator unit. Operation and design flow
The separator unit will reduce the carbon residue
content and other contaminants from combustion In order to calculate the required operation flow
on engines operated on HFO, and keep the amount through the separator unit, MDT recommends to
within MDT’s recommendation, on condition that apply the following formula:
the separator unit is operated according to MDT's
recommendations.
When operating a cleaning device, the following
recommendations must be observed:
▪ The optimum cleaning effect is achieved by
keeping the lubricating oil in a state of low vis- Q = required operation flow [l/h]
cosity for a long period in the separator bowl. P = MCR (maximum continuous rating)
▪ Sufficiently low viscosity is obtained by preheat- [kW]
ing the lubricating oil to a temperature of 95°C - t = actual effective separator unit sep-
98°C, when entering the separator bowl. arating time per day [hour]
(23.5 h separating time and 0.5 h
▪ The capacity of the separator unit must be for sludge discharge = 24 h/day)
adjusted according to MDT's recommenda-
tions. n = number of turnovers per day of the
theoretical oil volume correspond-
Slow passage of the lubricating oil through the sep- ing to 1.36 [l/kW] or 1 [l/HP]
arator unit is obtained by using a reduced flow rate
and by operating the separator unit 24 hours a day, The following values for "n" are recommended:
stopping only for maintenance, according to mak-
n = 6 for HFO operation (residual)
er's recommendation.
n = 4 for MDO operation
n = 3 for distillate fuel
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Example 1 For example, for a bulk carrier with three 1,000 kW
For multi-engine plants, one separator unit per engines operating on HFO and connected to a
engine in operation is recommended. common self-cleaning separator unit, with a daily
For example, for a 1,000 kW engine operating on effective separating period of 23.5 hours, the calcu-
HFO and connected to a self-cleaning separator lation is as follows:
unit, with a daily effective separating period of 23.5
hours, the calculation is as follows:
To ensure optimum cleaning of the lubricating oil,

To ensure optimum cleaning of the lubricating oil, the design flow must be 4 to 7 times higher than
the design flow must be 4 to 7 times higher than the operation flow through the separator unit.
the operation flow through the separator unit. The separator design flow for the example above
Accordingly, the separator design flow for the will then be in the range of 1,806-3,157 l/h.
example above will be in the range of 1,389-2,429 With an average power demand higher than 50% of
l/h. the GenSet power installed, the operation flow must
be based on 100% of the GenSet power installed.
Figure 1: One separator per engine plant
Example 2
As an alternative, one common separator unit for
max. three engines can be installed, with one in
reserve if possible.
For the calculation in this example it is necessary
include the combined average power demand of
the multi-engine plant. The load profile experienced 1 Interconnected valves
for the majority of merchant vessels is that the aver-
age power demand is around 43-50% of the total Figure 2: One common separator unit for multi-engine plant
GenSet power installed. With three identical engines
this corresponds to 1.3-1.5 times the power of one
engine.
▪ Bulk carrier and tankers : ~1.3 times the power
of one engine
▪ Container vessel : ~1.5 times the power of one
engine
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Density and viscosity are important parameters for
Separator unit installation efficient separation. The greater the difference in
density between the particle and the lubricating oil,
With multi-engine plants, one separator unit per the higher the separation efficiency. The settling
engine in operation is recommended (see figure 1), velocity increases in inverse proportion to viscosity.
but if only one separator unit is in operation, the fol- However, since both density and viscosity vary with
lowing layout can be used: temperature, separation temperature is the critical
▪ A common separator unit (see figure 2) can be operating parameter.
installed, with one in reserve, if possible, for Particle size is another important factor. The settling
operation of all engines through a pipe system, velocity increases rapidly with particle size. This
which can be carried out in various ways. The means that the smaller the particle, the more chal-
aim is to ensure that the separator unit is only lenging the separation task. In a centrifuge, the term
connected to one engine at a time. Thus there (rω2) represents the centrifugal force which is sev-
will be no suction and discharging from one eral thousand times greater than the acceleration
engine to another. due to gravitational force. Centrifugal force enables
It is recommended that inlet and outlet valves are the efficient separation of particles which are only a
connected so that they can only be changed over few microns in size.
simultaneously. The separation efficiency is a function of:
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 separation time in turns on all operating
engines.
With 2 out of 3 engines in operation the 23.5 hours
separating time must be split up in around 4-6
hours intervals between changeover.
Stokes' law
The operating principles of centrifugal separation
are based on Stokes’ Law.
V = settling velocity [m/sec]

rω 2
= acceleration in centrifgal field [m/sec2]
d = diameter of particle [m]
ρp = density of particle [kg/m3]
ρl = density of medium [kg/m3]
µ = viscosity of medium [kg/m, sec.]
The rate of settling (V) for a given capacity is deter-

mined by Stokes’ Law. This expression takes into
account the particle size, the difference between
density of the particles and the lubricating oil, and
the viscosity of the lubricating oil.
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tor unit. In order to ensure that the centrifugal forces
separate the heavy contaminants in the relatively
limited time that they are present in the separator
bowl, the separator unit must always be operated
with an inlet temperature of 95-98°C for lubricating
oil.
A control circuit including a temperature transmitter
and a PI-type controller with accuracy of ±2°C must
be installed. If steam-heated, a correctly sized
steam valve should be fitted with the right KvS
value. The steam trap must be a mechanical float
type. The most common heaters on board are
steam heaters. This is due to the fact that steam in
most cases is available at low cost.
Most ships are equipped with an exhaust boiler uti-
lizing the exhaust gases to generate steam.
A large proportion of smaller tonnage does, how-
ever, use electric heaters.
It is essential to keep the incoming oil temperature
to the separator unit steady with only a small varia-
tion in temperature allowed (maximum ±2°C).
The position of the interface between oil and water
in the separator bowl is a result of the density and
the viscosity of the oil, which in turn depends on the
temperature.
Flow rate
It is known that separation efficiency is a function of
the separator unit’s flow rate. The higher the flow
rate, the more particles are left in the oil and there-
fore the lower the separation efficiency. As the flow
rate is reduced, the efficiency with which particles
are removed increases and cleaning efficiency thus
Operating parameters improves. It is, however, essential to know at what
capacity adequate separation efficiency is reached
Various operating parameters affect separation effi-
in the specific case.
ciency. These include temperature, which controls
both lubricating oil viscosity and density, flow rate In principle, there are three ways to control the flow:
and maintenance. ▪ Adjustment of the built-in safety valve on the
pump.
Temperature of lubricating oil before This method is NOT recommended since the
separator unit built-on valve is nothing but a safety valve.
It is often seen that the lubricating oil pre-heaters The opening pressure is often too high and its
are undersized, have very poor temperature control, characteristic far from linear.
the steam supply to the pre-heater is limited or the In addition, circulation in the pump may result in
temperature set point is too low. oil emulsions and cavitation in the pump.
Often the heater surface is partly clogged by depos- ▪ A flow regulating valve arrangement on the
its. These factors all lead to reduced separation pressure side of the pump, which bypasses the
temperature and hence the efficiency of the separa- separator unit and re-circulates part of the
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untreated lubricating oil back to the treated oil oxidation of the oil itself (TAN) or to the presence of
return line, from the separator unit and NOT inorganic acids (SAN). In both cases the presence
directly back to the suction side of the pump. of water will multiply the effect, especially sea water
The desired flow rate is set manually by means as the chloride ions act as an inorganic acid.
of the flow regulating valve. Further, the require-
ment for backpressure in the clean oil outlet Signs of deterioration
MUST also be fulfilled, helping to maintain the
If circulating oil of inferior quality is used and the oxi-
correct interface position.
dative influence becomes grave, prompt action is
▪ Speed control of the pump motor with a fre- necessary as the last stages in the deterioration will
quency converter or a 2-speed motor. develop surprisingly quickly, within one or two
This is a relatively cheap solution today and is a weeks. Even if this seldomly happens, it is wise to
good alternative for flow control. be acquainted with the signs of deterioration.
These may be some or all of the following:
Maintenance ▪ Sludge precipitation in the separator unit multi-
Proper maintenance is an important, but often over- plies
looked operating parameter that is difficult to quan- ▪ Smell of oil becomes acrid or pungent
tify. If the bowl is not cleaned in time, deposits will ▪ Machined surfaces in the crankcase become
form on the bowl discs, the free channel height will coffee-brown with a thin layer of lacquer
be reduced, and flow velocity increases. This further
tends to drag particles with the liquid flow towards ▪ Paint in the crankcase peels off or blisters
the bowl’s centre resulting in decreased separation ▪ Excessive carbon is formed in the piston cool-
efficiency. ing chamber
In a grave case of oil deterioration the system must
Check of lubricating oil system be cleaned thoroughly and refilled with new oil.
For cleaning of the lubricating oil system after over-
hauls and inspection of the lubricating oil piping Oxidation of oils
system the following checks must be carried out:
At normal service temperature the rate of oxidation
1. Examine the piping system for leaks. is insignificant, but the following factors will acceler-
2. Retighten all bolts and nuts in the piping sys- ate the process:
tem. High temperature
3. Move all valves and cocks in the piping system. If the coolers are ineffective, the temperature level
Lubricate valve spindles with graphite or similar. will generally rise. A high temperature will also arise
in electrical pre-heaters if the circulation is not con-
4. Blow through drain pipes. tinued for 5 minutes after the heating has been
5. Check flexible connections for leaks and dam- stopped, or if the heater is only partly filled with oil.
ages. Catalytic action
6. Check manometers and thermometers for pos- Oxidation of the oil will be accelerated considerably
sible damages. if catalytic particles are present in the oil. Wear par-
ticles of copper are especially harmful, but also fer-
Deterioration of oil rous particles and rust are active. Furthermore, the
lacquer and varnish oxidation products of the oil
Oil seldomly loses its ability to lubricate, i.e. to form itself have an accelerating effect. Continuous clean-
a friction-decreasing oil film, but it may become cor- ing of the oil is therefore important to keep the
rosive to the steel journals of the bearings in such a sludge content low.
way that the surface of these journals becomes too
rough and wipes the bearing surface.
Water washing
In that case the bearings must be renewed, and the
journals must also be polished. The corrosiveness Water washing of HD oils (heavy duty) must not be
of the lubricating oil is either due to far advanced carried out.
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Water in the oil
If the TAN is low, a minor increase in the fresh water
content of the oil is not immediately detrimental
while the engine is in operation. Naturally, it should
be brought down again as quickly as possible
(below 0.2% water content, which is permissible,
see description "B 12 15 0/504.04 criteria for
exchange of lube oil”). If the engine is stopped while
corrosion conditions are unsatisfactory, the crank-
shaft must be turned ½ - ¾ revolution once every
hour by means of the turning gear. Please make
sure that the crankshaft stops in different positions,
to prevent major damage to bearings and journals.
The lubricating oil must be circulated and separated
continuously to remove water.
Water in the oil may be noted by steam formation
on the sight glasses, by appearance, or ascertained
by immersing a piece of glass or a soldering iron
heated to 200-300°C in an oil sample. If there is a
hissing sound, water is present. If a large quantity of
water has entered the lubricating oil system, it has
to be removed. Either by sucking up sediment
water from the bottom, or by replacing the oil in the
sump. An oil sample must be analysed immediately
for chloride ions.
2014.06.04
MAN Diesel & Turbo
1609533-1.7
Page 1 (2) Criteria for cleaning/exchange of lubricating oil B 12 15 0
L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF
Replacement of lubricating oil 2. Flash point
The expected lubricating oil lifetime in operation is Min. value : 185° C
difficult to determine. The lubricating oil lifetime is
depending on the fuel oil quality, the lubricating oil Possible test : ASTM D-92, ISO 2719
method
quality, the lubricating oil consumption, the lubricat-
ing oil cleaning equipment efficiency and the engine Normally used to indicate fuel dilution.
operational conditions.
In order to evaluate the lubricating oil condition a 3. Water content
sample should be drawn on regular basis at least
once every three month or depending on the latest Max. value : 0.2 %
analysis result. The lubricating oil sample must be Unit : Weight %
drawn before the filter at engine in operation. The
sample bottle must be clean and dry, supplied with Possible test : ASTM D4928, ISO 3733
method
sufficient indentification and should be closed
immediately after filling. The lubricating oil sample Water can originate from contaminated fuel oil, an
must be examined in an approved laboratory or in engine cooling water leak or formed as part of the
the lubricating oil suppliers own laboratory. combustion process. If water is detected also
A lubricating oil replacement or an extensive lubri- Sodium, Glycol or Boron content should be
cating oil cleaning is required when the MAN Diesel checked in order to confirm engine coolant leaks.
& Turbo exchange criteria's have been reached.
4. Base number
Evaluation of the lubricating oil condition
Min. value : The BN value should not be lower
Based on the analysis results, the following guid- than 50% of fresh lubricating oil value,
ance are normally sufficient for evaluating the lubri- but minimum BN level never to be
cating oil condition. The parameters themselves can lower than 10-12 at operating on HFO!
not be jugded alonestanding, but must be evalu- Unit : mg KOH/g
ated together in order to conclude the lubricating oil
Possible test : ASTM D-2896, ISO 3771
condition. method
1. Viscosity The neutralization capacity must secure that the

acidic combustion products, mainly sulphur origi-
Limit value: nate from the fuel oil, are neutralized at the lube oil
consumption level for the specific engine type.
Normal min. max.
value value value
Gradually the BN will be reduced, but should reach
an equilibrium.
SAE 30 [cSt@40° C] 95 - 125 75 160
SAE 30 [cSt@100° C] 11 - 13 9 15 5. Total acid number (TAN)
SAE 40 [cSt@40° C] 135 - 165 100 220
Max. value : 3.0 acc. to fresh oil value
SAE 40 [cSt@100° C] 13.5 - 15.0 11 19
Unit : mg KOH/g
Possible test : ASTM D-664
Unit : cSt (mm2/s) method
Possible test : ASTM D-445, DIN51562/53018, ISO TAN is used to monitor oil degradation and is a
method 3104 measure of the total acids present in the lubricating
Increasing viscosity indicates problems with insolu- oil derived from oil oxidation (weak acids) and acidic
bles, HFO contamination, water contamination, oxi- products of fuel combustion (strong acids).
dation, nitration and low load operation. Decreasing
viscosity is generally due to dilution with lighter vis-
cosity oil.
2007.03.12
MAN Diesel & Turbo
1609533-1.7
B 12 15 0 Criteria for cleaning/exchange of lubricating oil Page 2 (2)
L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF
6. Insolubles content
Max. value : 1.5 % generally, depending upon
actual dispersant value and the
increase in viscosity
Unit : Weight %
Possible test : ASTM D-893 procedure B in Heptane,
method DIN 51592
Additionally : If the level in n-Heptane insolubles is
test 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.
7. Metal content
Metal content Remarks Attention limits
Iron Depend upon max. 50 ppm
Chromium engine type and max. 10 ppm
Copper operating condi- max. 15 ppm
Lead tions max. 20 ppm
Tin max. 10 ppm
Aluminium max. 20 ppm
Silicon max. 20 ppm
2007.03.12
Cooling Water System
B 13
010.000.023-13
Engine cooling water specifications
D010.000.023-13-0001
Preliminary remarks
As is also the case with the fuel and lubricating oil, the engine cooling water
must be carefully selected, handled and checked. If this is not the case, cor-
rosion, erosion and cavitation may occur at the walls of the cooling system in
contact with water and deposits may form. Deposits obstruct the transfer of
heat and can cause thermal overloading of the cooled parts. The system
must be treated with an anticorrosive agent before bringing it into operation
for the first time. The concentrations prescribed by the engine manufacturer
must always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
Requirements
Limit values The properties of untreated cooling water must correspond to the following
limit values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign matter. -
Total hardness max. 10 °dH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l**
Table 1: Cooling water - properties to be observed
*) 1°dH (German hard- ≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

ness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
Testing equipment The MAN Diesel water testing equipment incorporates devices that deter-
mine the water properties directly related to the above. The manufacturers of
anticorrosive agents also supply user-friendly testing equipment. Notes for
cooling water check see in 010.005 Engine – Work Instructions
010.000.002-03.
Distillate If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine cooling water. These waters are free of lime
and salts which means that deposits that could interfere with the transfer of
heat to the cooling water, and therefore also reduce the cooling effect, can-
not form. However, these waters are more corrosive than normal hard water
as the thin film of lime scale that would otherwise provide temporary corro-
sion protection does not form on the walls. This is why distilled water must
be handled particularly carefully and the concentration of the additive must
2013-06-20 - de
be regularly checked.
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. The proportion of calcium and magnesium salts is of
General
overriding importance. The temporary hardness is determined by the carbo-

nate content of the calcium and magnesium salts. The permanent hardness
D010.000.023-13-0001 EN 1 (7)
010.000.023-13
is determined by the amount of remaining calcium and magnesium salts (sul-

phates). The temporary (carbonate) hardness is the critical factor that deter-
D010.000.023-13-0001
mines the extent of limescale deposit in the cooling system.

Water with a total hardness of > 10°dGH must be mixed with distilled water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.
Damage to the cooling water system

Corrosion Corrosion is an electrochemical process that can widely be avoided by
selecting the correct water quality and by carefully handling the water in the
engine cooling system.
Flow cavitation Flow cavitation can occur in areas in which high flow velocities and high tur-
bulence is present. If the steam pressure is reached, steam bubbles form
and subsequently collapse in high pressure zones which causes the destruc-
tion of materials in constricted areas.
Erosion Erosion is a mechanical process accompanied by material abrasion and the
destruction of protective films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbulence.
Stress corrosion cracking Stress corrosion cracking is a failure mechanism that occurs as a result of
simultaneous dynamic and corrosive stress. This may lead to cracking and
rapid crack propagation in water-cooled, mechanically-loaded components if
the cooling water has not been treated correctly.
Processing of engine cooling water

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

The engine must not be brought into operation without treating the
cooling water first.
2013-06-20 - de
Additives for cooling water

General
Only the additives approved by MAN Diesel & Turbo and listed in the tables
under the section entitled „Approved cooling water additives“ may be used.
2 (7) D010.000.023-13-0001 EN
010.000.023-13
Required approval A cooling water additive may only be permitted for use if tested and
approved as per the latest directives of the ICE Research Association (FVV)
D010.000.023-13-0001
"Suitability test of internal combustion engine cooling fluid additives.” The test
report must be obtainable on request. The relevant tests can be carried out
on request in Germany at the staatliche Materialprüfanstalt (Federal Institute
for Materials Research and Testing), Abteilung Oberflächentechnik (Surface
Technology Division), Grafenstraße 2 in D-64283 Darmstadt.
Once the cooling water additive has been tested by the FVV, the engine
must be tested in the second step before the final approval is granted.
In closed circuits only Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of cooling water con-
taining additives. For more information, consult the additive supplier.
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed cooling water treatment and electrochemical potential reversal that may
occur due to the cooling water temperatures which are usual in engines
nowadays. If necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro-
sion without interfering with heat transfer, and also prevents limescale depos-
its on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
Anti-freeze agents
If temperatures below the freezing point of water in the engine cannot be
excluded, an anti-freeze solution that also prevents corrosion must be added
to the cooling system or corresponding parts. Otherwise, the entire system
must be heated.
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled „Anti-freeze solutions with slushing properties“ (Military
specification: Sy-7025) while observing the prescribed minimum concentra-
tion. This concentration prevents freezing at temperatures down to -22 °C
and provides sufficient corrosion protection. However, the quantity of anti-
freeze solution actually required always depends on the lowest temperatures
that are to be expected at the place of use.
Anti-freezes are generally based on ethylene glycol. A suitable chemical anti-
corrosive agent must be added if the concentration of the anti-freeze solution
2013-06-20 - de
prescribed by the user for a specific application does not provide an appro-
priate level of corrosion protection, or if the concentration of anti-freeze solu-
tion used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
General
that anti-freeze agents listed in the table „Anti-freeze solutions with slushing
D010.000.023-13-0001 EN 3 (7)
010.000.023-13
properties“ also contain corrosion inhibitors and their compatibility with other
anticorrosive agents is generally not given, only pure glycol may be used as
D010.000.023-13-0001
anti-freeze agent in such cases.

Simultaneous use of anticorrosive agent from the table „Chemical additives –
nitrite free” together with glycol is not permitted, because monitoring the anti-
corrosive agent concentration in this mixture is not more possible.
Anti-freeze solutions may only be mixed with one another with the consent of
the manufacturer, even if these solutions have the same composition.
Before an anti-freeze solution is used, the cooling system must be thoroughly
cleaned.
If the cooling water contains an emulsifiable slushing oil, anti-freeze solution
must not be added as otherwise the emulsion would break up and oil sludge
would form in the cooling system.
Biocides
If you cannot avoid using a biocide because the cooling water has been con-
taminated by bacteria, observe the following steps:
▪ You must ensure that the biocide to be used is suitable for the specific
application.
▪ The biocide must be compatible with the sealing materials used in the
cooling water system and must not react with these.
▪ The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.
▪ Biocides that cause foaming of cooling water are not permitted.
Prerequisite for effective use of an anticorrosive agent
Clean cooling system

As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs of the pipe system. The entire system must therefore be cleaned with
the engine switched off using a suitable cleaning agent (see 010.005 Engine
– Work Instructions 010.000.001-01.010.000.002-04).
Loose solid matter in particular must be removed by flushing the system

thoroughly as otherwise erosion may occur in locations where the flow veloc-
ity is high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the cooling water additive will be able
to carry out this work and, if this is not possible, will at least be able to pro-
vide suitable products to do this. If this work is carried out by the engine
operator, he should use the services of a specialist supplier of cleaning
agents. The cooling system must be flushed thoroughly after cleaning. Once
2013-06-20 - de
this has been done, the engine cooling water must be immediately treated
with anticorrosive agent. Once the engine has been brought back into opera-
tion, the cleaned system must be checked for leaks.
General
4 (7) D010.000.023-13-0001 EN
010.000.023-13
Regular checks of the cooling water condition and cooling water
D010.000.023-13-0001
system
Treated cooling water may become contaminated when the engine is in
operation, which causes the additive to loose some of its effectiveness. It is
therefore advisable to regularly check the cooling system and the cooling
water condition. To determine leakages in the lube oil system, it is advisable
to carry out regular checks of water in the compensating tank. Indications of
oil content in water are, e.g. discoloration or a visible oil film on the surface of
the water sample.
The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.
Concentrations of chemical additives

The chemical additive concentrations shall not be less than the
minimum concentrations indicated in the table „Nitrite-containing
chemical additives“.
Excessively low concentrations can promote corrosion and must be avoided.

If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recom-
mended concentration should be avoided.
Every 2 to 6 months send a cooling water sample to an independent labora-
tory or to the engine manufacturer for integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or anti-freeze solutions are used, cooling water should
be replaced after 3 years at the latest.
If there is a high concentration of solids (rust) in the system, the water must
be completely replaced and entire system carefully cleaned.
Deposits in the cooling system may be caused by fluids that enter the cool-
ing water, or the break up of emulsion, corrosion in the system and limescale
deposits if the water is very hard. If the concentration of chloride ions has
increased, this generally indicates that seawater has entered the system. The
maximum specified concentration of 50 mg chloride ions per kg must not be
exceeded as otherwise the risk of corrosion is too high. If exhaust gas enters
the cooling water, this may lead to a sudden drop in the pH value or to an
increase in the sulphate content.
Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the section Requirements. The
concentration of the anticorrosive agent must subsequently be checked and
adjusted if necessary.
2013-06-20 - de
Subsequent checks of cooling water are especially required if the cooling

water had to be drained off in order to carry out repairs or maintenance.
General
D010.000.023-13-0001 EN 5 (7)
010.000.023-13
D010.000.023-13-0001
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
the manufacturer's material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the same cooling water system used in a MAN Diesel & Turbo two-stroke
main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38
or 28/32H, the cooling water recommendations for the main engine must be
observed.
Analysis
We analyse cooling water for our customers in our chemical laboratory. A 0.5
l sample is required for the test.
Permissible cooling water additives
Nitrite-containing chemical additives

Manufacturer Product designation Initial dosing for Minimum concentration ppm
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Drew Marine Liquidewt 15 l 15,000 700 1,050

Maxigard 40 l 40,000 1,330 2,000
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600
Dieselguard 4.8 kg 4,800 2,400 3,600
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500

(9-108)
Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Nalcool 2000 30 l 30,000 1,000 1,500
Nalco Nalcool 2000 30 l 30,000 1,000 1,500
TRAC 102 30 l 30,000 1,000 1,500
TRAC 118 3l 3,000 1,000 1,500
Maritech AB Marisol CW 12 l 12,000 2,000 3,000
2013-06-20 - de
Uniservice, Italy N.C.L.T. 12 l 12,000 2,000 3,000

Colorcooling 24 l 24,000 2,000 3,000
Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400 -
Non-Chromate
General
6 (7) D010.000.023-13-0001 EN
010.000.023-13
Manufacturer Product designation Initial dosing for Minimum concentration ppm
D010.000.023-13-0001
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Marine Care Caretreat 2 16 l 16,000 4,000 6,000

Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000
Table 2: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosing Minimum concentration
for 1,000 litres
Arteco Havoline XLI 75 l 7.5 %
Total WT Supra 75 l 7.5 %
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %
Long-Life
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils

Manufacturer Product
(designation)
BP Diatsol M
Fedaro M
Castrol Solvex WT 3
Shell Oil 9156
Table 4: Emulsifiable slushing oils
Anti-freeze solutions with slushing properties

Manufacturer Product designation Minimum concentration
BASF Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Radicool NF, SF
Shell Glycoshell 35%
Mobil Frostschutz 500

Arteco Havoline XLC
Total Glacelf Auto Supra
Total Organifreeze
Table 5: Anti-freeze solutions with slushing properties
2013-06-20 - de
General
D010.000.023-13-0001 EN 7 (7)
010.000.002-03
Cooling water
M010.000.002-03-0001
inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The fresh water used to fill the cooling water circuits must satisfy the specifi-
cations. The cooling water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the concentration of the anti-
corrosive agent.
Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality ▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg)
Equipment for testing the When using chemical additives:
concentration of additives ▪ Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
Testing the typical values of water

Short specification
Typical value/property Water for filling Circulating water
and refilling (without additive) (with additive)
Water type Fresh water, free of foreign matter Treated cooling water
Total hardness ≤ 10°dGH 1) ≤ 10°dGH 1)
pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)
Table 1: Quality specifications for cooling water (abbreviated version)
1)
dGH German hardness
1°dGh = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1mg/l = 1 ppm
2013-04-11 - de
Cooling water
General
M010.000.002-03-0001 EN 1 (2)
010.000.002-03
M010.000.002-03-0001
Testing the concentration of rust inhibitors

Brief specification
Anticorrosive agent Concentration
Chemical additives in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Anti-freeze agents in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Table 2: Concentration of the cooling water additive
Testing the concentration of The concentration should be tested every week, and/or according to the
chemical additives maintenance schedule, using the testing instruments, reagents and instruc-
tions of the relevant supplier.
Chemical slushing oils can only provide effective protection if the right con-
centration is precisely maintained. This is why the concentrations recommen-
ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine
– operating manual 010.000.023-14) must be complied with in all cases.
These recommended concentrations may be other than those specified by
the manufacturer.
Testing the concentration of The concentration must be checked in accordance with the manufacturer's
anti-freeze agents instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.
Testing We can analyse fuel for customers at our laboratory (PrimeServ Lab).
2013-04-11 - de
Cooling water
General
2 (2) M010.000.002-03-0001 EN
Cooling water system
M010.000.002-04-0001
Summary
Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.
Cooling water systems containing deposits or contamination prevent effec-
tive cooling of parts. Contamination and deposits must be regularly elimina-
ted.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
Cleaning
The cooling water system must be checked for contamination at regular
intervals. Cleaning is required if the degree of contamination is high. This
work should ideally be carried out by a specialist who can provide the right
cleaning agents for the type of deposits and materials in the cooling circuit.
The cleaning should only be carried out by the engine operator if this cannot
be done by a specialist.
Oil sludge Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled "Cleaning agents
for removing oil sludge". Products by other manufacturers can be used pro-
viding they have similar properties. The manufacturer's instructions for use
must be strictly observed.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C
Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C
Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature
Vecom Ultrasonic 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 1: Cleaning agents for removing oil sludge
Lime and rust deposits Lime and rust deposits can form if the water is especially hard or if the con-
centration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corro-
sion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the compo-
nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
2012-08-20 - de
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
General
Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
"Cleaning agents for removing lime scale and rust deposits". Products by
M010.000.002-04-0001 EN 1 (3)
other manufacturers can be used providing they have similar properties. The
manufacturer's instructions for use must be strictly observed. Prior to clean-
M010.000.002-04-0001
ing, check whether the cleaning agent is suitable for the materials to be
cleaned. The products listed in the table entitled "Cleaning agents for remov-
ing lime scale and rust deposits" are also suitable for stainless steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-Acid 5 - 10% 4 h at 60 - 70 °C
Descale-IT 5 - 10% 4 h at 60 - 70 °C
Ferroclean 10% 4 - 24 h at 60 - 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃
Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C
Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C
Table 2: Cleaning agents for removing limescale and rust deposits
In emergencies only Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
▪ Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 - 5 %. The tem-
perature of the solution should be 40 - 50 °C.
▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-
chloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore rec-
ommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled "Detergents for removing lime
scale and rust deposits“.
Following cleaning The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
Only carry out the cleaning operation once the engine has
cooled down
Start the cleaning operation only when the engine has cooled down.
2012-08-20 - de
Hot engine components must not come into contact with cold water.
Open the venting pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping which can lead to
thermal overloading of the engine.
General
2 (3) M010.000.002-04-0001 EN
Cleaning products can cause damage
M010.000.002-04-0001
The products to be used can endanger health and may be harmful to
the environment.
Follow the manufacturer's handling instructions without fail.
The applicable regulations governing the disposal of cleaning agents or acids

must be observed.

2012-08-20 - de
General
M010.000.002-04-0001 EN 3 (3)
MAN Diesel
1699250-5.0 Quality of Raw-water in Cooling Tower Operation

Page 1 (2) (additive and circulating water) B 13 00 0
General
This guideline specifies the basic demands made Additive water

on cooling water for cooling tower operation. Should
the cooling tower manufacturer make further de- The system water losses caused by blowing down,
mands on the water quality, these requirements evaporation or leakages must be replaced by con-
must, by all means, be observed. tinuous additive water topping during operation.
The required amount of additive water depends on
Moreover, it must be taken into consideration that the quality of the additive water and the climatic site
additional demands will be made on the water qual- conditions.
ity depending on the material of the coolers, which
are applied with water. Additional requirements for Certain demands have to be made on the additive
the cooling water made by the cooler manufacturer water quality, which is based on the requirements
must also be observed. for circulating water taking the concentration de-
gree into consideration. If the required water qual-
ity cannot be achieved, the water has to be treated
General chemically (e.g. softening or hardness stabilisation)
or mechanically, if necessary. Otherwise
The raw water system with cooling tower re-cooling
concerns an open circulation system, which dissi- • deposits due to precipitation of hardly soluble
pates the heat absorbed from the water by evapora- salts,
tion into the cooling tower. This results at the same • sediments of disperse solid substances,
time in a continuous water loss due to evaporation. • corrosion,
In order to restrict the incurring salt concentration, a • growth of micro organisms
certain water amount must permanently be topped
as additive water. are to be expected.
Water losses due to evaporation and blowing down The cooling tower should, at least, be run with a
(depending on the additive water quality) may concentration by factor 2. Higher concentrations
amount up to 3 % of the circulating water quantity. are, in general, more economic. In order to permit
this, the content of substances must not exceed half
of the amount of the contents permitted for circulat-
Blowing down ing water. For the absolute minimum requirements,
please see Table 1.
An increasing evaporation loss results in a higher
concentration of the salts and the suspended sub-
stances in the water and, therefore, in an increas- Water treatment
ing tendency to corrosion and the formation of
deposits in the system. In addition, the raw water Depending on the water quality, various treatment
absorbs impurities from the ambient air. Deposits processes come into consideration:
have a negative effect on the heat dissipation in the
coolers and the control system function. • Decarbonisation, acid injection
08028-0D/H5250/94.08.12
• Desalinisation
In order to avoid excessive concentration, a part of • Cooling water conditioning (chemical treatment).
the thickened circulating water must be removed
from the circuit and be replaced by less concen- By using special chemicals, so-called stabilisers
trated additive water. Blowing down has a regulat- and conditioners, deposits and corrosion in the cool-
ing effect on the concentration constituents of the ing water circuit can largely be controlled. These
circulating water. The amount of the water to be ex- means permit operation at increased concentration
changed depends on the water quality and has to and, therefore, a reduction of the required additive
be chosen as to ensure constant compliance with water.
the limit values specified for the circulating water
(see Table 1). When using chemical additives for cooling water
conditioning, the cooling tower manufacturer is to
be contacted.
08.44
MAN Diesel
Quality of Raw-water in Cooling Tower Operation 1699250-5.0
B 13 00 0 (additive and circulating water) Page 2 (2)
General
Quality guidelines for circulating and additive Monitoring of the water quality
water
pH Value, water hardness and conductivity of the
circulating water should, at least, be measured
Circulating every 2 weeks. Based on the conductivity, it can be
Additive water 1)
water checked whether the prescribed concentration fac-
tor is kept. Regular checks must include the values
Colourless, Colourless,
stated in Table 1.
Appearance clear, no clear, no
sediments sediments
pH value 2) 7.5 - 8.5 - Utilisation of biocides
Intensive venting of the water in the cooling tower

Total salt content < 2,500 ppm < 1,250 ppm and insulation will, above all, during the warm sea-
son, cause algeas and microorganisms, which clog
Conductivity < 3,000 μS/cm - the cooling system, support corrosion and clearly
reduce the cooling efficiency.
Calcium > 20 ppm > 10 ppm
Growth by algeas, shells and bacteria colonies
Carbonate must, therefore, be eliminated by vaccination with
< 4 ûdH < 2 üdH chlorine or effective biocides.
hardness without
< 71 ppm < 35 ppm
hardness
CaCO3 CaCO3
stabilation The selection and application of biocides depends
Carbonate on the occurring microorganisms. Close coopera-
< 20 üdH < 10 üdH tion with the manufacturer, resp. supplier, would be
hardness with
< 356 ppm < 178 ppm recommendable as they dispose of suitable test
hardness
CaCO3 CaCO3
stabilisation processes for micro organism detection as well as
the necessary experience.
Chloride < 200 ppm < 100 ppm
Environmental protection, safety
Sulphate < 300 ppm < 150 ppm
The locally applicable environmental requirements
KMnO4 are, in cooling tower operation, to be taken into
< 100 g/m3 - consideration for the discharge of blow-down wa-
consumption
ter and disposal of the substances (hardness sta-
Germ number < 10,000 /ml -
bilisers, biocides, corrosion inhibitors, dispersants)
used for cooling water treatment.
Table 1 Quality guidelines for circulating and
additive water When using chemical additives, the safety regula-
tions of the manufactures must, by all means, be
08028-0D/H5250/94.08.12
1)
observed.
Minimum requirements in the case of contration factor
2. At a higher concentration the values are accordingly
lower.
2)
When using chemical additives, the pH values may be
located outside the specified range.
08.44
MAN Diesel
1699251-7.0
Page 1 (3)
Quality of Water used in Exhaust Gas Boiler Plants B 13 00 0
General
Conditions
Low-salt or
Saltless feed
salt-laden
Like fuel, lube oil and engine cooling water, water water
feed water
for exhaust gas boiler plants is a consumable, which
has carefully to be chosen, treated and supervised. pH value at 25 °C >9 >9
In the case of improper water maintenance, corro-
sion and deposits may form up in the water. Depos- < 0.06 ûdH
its will on their part again result in corrosion and Hardness resp.
have an adverse effect on heat transfer. < 0.01 mmol/l
Any additional requirements for water quality speci- Conductivity at

< 0.2 μS/cm 1)
25 °C
fied in the boiler manufacturer's manual have to be
taken into consideration.
Oxygen content < 0.1 mg/l < 0.02 mg/l
Table 1 Requirements for feed water in exhaust gas

Applications boilers
Two different systems are used:

1)
After strongly acid sample drawing cation exchanger
• Exhaust gas boiler plants generate steam, which
is used as heat transfer agent in other systems.
• With regard to steam turbines, steam generated

Low-salt or
by means of the exhaust gas temperature is used Saltless
salt-laden
for energy production. circulating
circulating
water
water
Separate demands made on feed and circulating
water are valid for both application cases. pH value at 25 °C 9.5 - 10.5 10.5 - 12
Conductivity at
Exhaust gas boiler without steam turbine < 50μS/cm < 5000μS/cm
25 °C
The quality requirements for feed and circulating

Acid capacity up
water comply with TRD 611 (Technische Regeln für 1 - 12 mmol/l
to pH 8.2
Dampfkessel = technical rules for steam boilers).
Low-salt and salt-laden feed water can be used if Table 2 Requirements for circulating water in
the specifications in Table 1, are kept. The utilisa- exhaust gas boiler
tion of the salt-free feed water is possible, but not
necessary. When using saltless feed water, corre-
sponding limit values are valid for circulating water. Exhaust gas boiler with steam turbine
08028-0D/H5250/94.08.12
Only saltless feed water, which complies with the

requirements according to Table 3, may be used
for steam turbines.
08.44
MAN Diesel
1699251-7.0
B 13 00 0 Quality of Water used in Exhaust Gas Boiler Plants Page 2 (3)
General
Treatment
Saltfree feed water
The feed water has to be treated with suitable
chemicals. If an exhaust gas boiler without turbine
pH value at 25 °C >9
is used, the conditioning agent must contain the fol-
lowing products:
Conductivity at 25 °C < 0.2 μS/cm1)
• Residue softener
Oxygen content < 0.1 mg/l • Oxygen binder
• Alkalising medium
Iron, total Fe < 0.03 mg/l
• Steam-volatile alkalising medium for corrosion
protection in the condensate system (not compul-
Copper, total Cu < 0.005 mg/l sorily required in the case of saltless feed water)
• Possible dispersing agent (in particular, if depos-

Silicic acid, SiO2 < 0.02 mg/l its already exist in the boiler system).
Table 3 Requirements for feed water in steam
MAN Diesel recommends using combination prod-
turbines
ucts. This simplifies the treatment and ensures that
all vital points concerning water treatment are taken
1)
After strongly acid sample drawing cation exchanger into consideration.
During the warranty period and in the case of exist-

ing maintenance contracts, only the products men-
tioned in Table 5, are to be used.
Saltfree circulating water
pH value at 25 °C 9.5 - 10.5
Producer Product
Conductivity at 25 °C < 3 μS/cm
DREW Advantage 121 M

Silicic acid, SiO2 < 4 mg/l
Table 4 Requirements for circulating water in Nalco Nalco 72400

steam turbines
08028-0D/H5250/94.08.12
Unitor Liquitreat + Condensate Control
Table 5 Combination products for treatment of the

feed water in exhaust gas boilers without
steam turbine
08.44
MAN Diesel
1699251-7.0
Page 3 (3)
Quality of Water used in Exhaust Gas Boiler Plants B 13 00 0
General
It is expressly pointed out that warranty for the The following values of the boiler water are to be
products used has to be taken over by the product checked and documented regularly:
manufacturer.
• pH Value, daily
The recommendations of the turbine manufacturer • Conductivity, daily
are to be taken into consideration for the treatment • Hardness, daily
of water used in steam turbines. General recom- • Iron content
mendations can, in this case, not be given. • Acid capacity of up to pH 8.2 (pH value).
• Additive concentration (according to manufactur-
er specifications)
Water maintenance
The following values of the condensate are to be
The following values of the feed water are to be checked and documented regularly:
checked and documented regularly:
• pH Value, daily
• pH Value, daily • Conductivity, daily
• Conductivity, daily • Hardness
• Hardness, daily • Iron content
• Oxygen content, resp. surplus at oxygen binder, • Additive concentration (according to manufactur-
daily er specifications).
• Concentration of additives (according to manu-
facturer specifications)
• Iron content Cleaning of the exhaust gas boiler
• Acid capacity of up to pH 8.2 (pH value)
Cleaning at the exhaust gas side is carried out with
With regard to steam turbines, the following has, in steam or water, by means of the corresponding
addition, to be checked weekly: devices. In the case of water cleaning, special re-
quirements are not to be observed, with the excep-
• Copper content, silicic acid tion that sea or brackish water must not be used.
Correct maintenance provided, water cleaning is

not necessary. Should cleaning prove to be neces-
sary, a suitable company has to be engaged, which
is able to carry out professional cleaning.
08028-0D/H5250/94.08.12
08.44
Water specification for fuel-water emulsions
Water specification for fuel-water emulsions

Prerequisites
The water used for the fuel-water emulsion is an operating fluid that must be
carefully selected, processed (if necessary) and monitored. If this is not done,
deposits, corrosion, erosion and cavitation may occur on the fuel system
components that come into contact with the fuel-water emulsion.
Specifications
Limit values The characteristic values of the water used must be within the following limit
values:
Properties/ Characteristic value Unit
Characteristic
Water type Distillate or fresh water, free of foreign matter. -
Total hardness max. 10 ºdH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l
Table 1: Fuel-water emulsion - characteristic values to be observed
*) 1º dH (German hard- ≙ 10 mg CaO ≙ 17.9 mg CaCO3/l

ness) in 1 litre of water
≙ 0.357 mval/l ≙ 0.179 mmol/l
Testing instruments The MAN Diesel water testing kit contains instruments that allow the water
characteristics referred to above (and others) to be easily determined.
Distillate If distillate (e.g. from the fresh water generator) or fully desalinated water (ion
exchanger) is available, this should ideally be used for the fuel-water emul-
sion. These types of water are free of lime and salts.
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. It is largely determined by the calcium and magnesium
salts. The temporary hardness depends on the hydrocarbonate content in Water specification for fuel-water emulsions
the calcium and magnesium salts. The lasting (permanent) hardness is deter-
mined by the remaining calcium and magnesium salts (sulphates).
Water with hardness greater than 10°dH (German total hardness) must be
blended or softened with distillate. It is not necessary to increase the hard-
ness of extremely soft water.
Treatment with anticorrosive agents not required

Treatment with anticorrosive agents is not required and must be
omitted.
2012-08-20 - de
General
D010.000.023-16-0001 EN 1 (1)
MAN Diesel & Turbo
1689492-1.1
Page 1 (1) Internal cooling water system B 13 00 0
V28/32S
Internal cooling water system HT- and LT-circulating pumps

The engine's cooling water system comprises a low The circulating pumps which are of the centrifugal
temperature (LT) circuit and a high temperature (HT) type are mounted on the front cover of the engine
circuit. The systems are designed only for treated and is driven by the crankshaft through a resilient
fresh water. gear transmission.
Low temperature cooling water system Thermostatic valves

The water in the low temperature system passes The thermostatic valves are fully automatic three-
through the low temperature circulating pump and way valves with thermostatic elements set at fixed
then through the second stage of the charge air temperatures.
cooler before it leaves the engine and finally passes
through the external lubricating oil cooler. Preheating arrangement
In order to prevent a too high charge air tempera-
The engine is equipped with a built-on preheating
ture, the design freshwater temperature in the LT
arrangement in the HT-circuit including a thermo-
system should not be too high. Max. 36°C is a con-
static controlled electrical heating element and
venient choice.
safety valve.
The system is based on thermo-syphon circulation.
High temperature cooling water system
The high temperature cooling water system passes
through the high temperature circulating pump and
then through the first stage of the charge air cooler
before it enters the cooling water jacket and the cyl-
inder head. Then the water leaves the engine.
An engine outlet temperature of 82-85°C ensures a
perfect combustion in the entire load area when
running on Heavy Fuel Oil (HFO), i.e. this tempera-
ture limits the thermal loads in the high-load area,
and hot corrosion in the combustion area is avoi-
ded.
In the low-load area, the temperature is 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 ≥ 60°C
– by means of a preheating system.
System lay-out
MAN Diesel & Turbo's standard for the internal
cooling water system is shown on B 13 00 0, Inter-
nal Cooling Water System. 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 fresh-
water heat exchangers are situated.
2012.05.07
MAN Diesel & Turbo
1687117-4.1
Page 1 (2) Internal cooling water system B 13 00 2
V28/32S
Internal cooling water system
Figure 1: Diagram for internal cooling water system

Low temperature circuit
Pipe description As standard the system is prepared for fresh water
in the LT-system, with pipes made of steel and the
F1 HT fresh water inlet DN 125
plates in the lub. oil cooler made of stainless steel.
F2 HT fresh water outlet DN 125
F3 Venting to expansion tank DN 15 High temperature circuit
F15 Venting from expansion tank DN 15 From the external HT-system, water is led through
G1 LT fresh water inlet DN 125
HT-pump, HT-charge air cooler and a distributing
pipe to bottom of the cooling water space between
G2 LT fresh water outlet DN 125 the liner and the frame of each cylinder unit. The
Table 1: Flange connections are standard according to DIN 2501 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
Description valve seats.
The system is designed with separate LT- and HT- From the cylinder heads the water is led through a
circuits and is fully integrated in the external system, common outlet pipe to the external system.
which can be a conventional or a centralized cool-
ing water system. It is however, recommended that
the alternator engines have separate temperature
regulation on the HT-circuit.
2002.09.09
MAN Diesel & Turbo
1687117-4.1
B 13 00 2 Internal cooling water system Page 2 (2)
V28/32S
Optionals
Alternatively the engine can be equipped with the
following branches for:
▪ 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".
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".
2002.09.09
MAN Diesel & Turbo
1699286-5.2
Page 1 (1) Design data for the external cooling water system B 13 00 0
V28/32S
General FW SW
This data sheet contains data regarding the neces- Differential pressure 1-2.5 bar 1-2.5 bar
sary information for dimensioning of auxiliary machi-
Working temperature max. 90°C max. 50°C
nery in the external cooling water system for the
V28/32S type engine(s).The stated data are for one
engine only and are specified at MCR. Expansion tank
For heat dissipation and pump capacities see D 10 To provide against changes in volume in the closed
05 0 "List of Capacities". Set points and operating jacket water cooling system caused by changes in
levels for temperature and pressure are stated in B temperature or leakage, an expansion tank must be
19 00 0 "Operating Data and Set Points". installed.
As the expansion tank also provides a certain suc-
External pipe velocities tion head for the fresh water pump to prevent cava-
For external pipe connections we prescribe the fol- tion, the lowest water level in the tank should be
lowing maximum water velocities: minimum 8-10 m above the centerlinie of the crank-
shaft.
Fresh water : 3.0 m/s
Sea water : 3.0 m/s The venting pipe must be made with continuous
upward slope of minimum 5°, even when the ship
heel or trim (static inclination).
Pressure drop across engine
The venting pipe must be connected to the expan-
The pressure drop across the engines HT system, sion tank below the minimum water level; this pre-
exclusive pump and thermostatic valve, is approx. vents oxydation of the cooling water caused by
0.5 bar. "splashing" from the venting pipe. The expansion
tank should be equipped with venting pipe and
Lubricating air cooler flange for filling of water and inhibitors.
The pressure drop of cooling water across the built- Minimum recommended tank volume: 0.3 m³.
on lub. oil cooler is approx. 0.05 bar; the pressure For multiplants the tank volume should be min.:
drop may be different depending on the actual V = 0.3 + (exp. vol. per ekstra eng.) [m³]
cooler design.
Data for external preheating system
Thermostatic valve
The capacity of the external preheater should be
The pressure drop across the built-on thermostatic 1.2-1.6 kW/cyl. The flow through the engine should
valve is approx. 0.5 bar. for each cylinder be approx. 2.2 l/min with flow from
top and downwards and 15 l/min with flow from
Charge air cooler bottom and upwards. See also table 1 below.
The pressure drop of cooling water across the Cyl. No. 12 16 18
charge air cooler is:
Quantity of water in eng:
∆P = V² x K [Bar] HT system (litre) 1200 1600 1800
LT system (litre) 124 132 136
V = Cooling water flow in m³/h
K = Constant, see B 15 00 0, Charge Air Cooler Expansion vol. (litre) 66 88 99
Preheating data:
Radiation area (m2) 39.8 49.4 54.2
Pumps
Thermal coeff. (kJ/°C) 11976 15968 17964
The cooling water pumps should be of the centrifu-
Table 1: Showing cooling water data which are depending on
gal type. the number of cylinders.
2010.08.30
MAN Diesel & Turbo
1687125-7.0
Page 1 (1) External cooling water system B 13 00 0
V28/32H, V28/32S
Design of external cooling water system Ad 6) The systems have been designed in such a
way that the change-over from sea operation to
According to the various conditions prevailing at harbour operation/stand-by with preheating can be
individual sites cooling water system variants which made with a minimum of manual or automatic inter-
can be integrated most efficiently into the power ference.
station concept can be selected.
Ad 7) If the actual running situations demands that
The following alternatives are available: one of the auxiliary engines should run on low-load,
1. Radiator cooling systems for regions where water the systems have been designed so that one of the
is a limited resource in order to provide independ- engines can be equipped with a cooling system for
ence from the water supply. ICS-operation (Integrated Charge air System).
2. Heat exchanger cooling systems should be selec-
ted where the water supply is adequate. Fresh water treatment
3. Cooling tower systems are adopted where unlimi- The engine cooling water is, like fuel oil and lubricat-
ted amounts of water is available. ing oil, a medium which must be carefully selected,
4. Preheating with surplus heat. treated, maintained and monitored.
5. Preheating in engine top, downwards. Otherwise, corrosion, corrosion fatigue and cavita-
tion may occur on the surfaces of the cooling sys-
6. As few change-over valves as possible.
tem which are in contact with the water, and
7. Possibility for MAN Diesel & Turbo ICS-system. deposits may form.
Ad 1) Cooling water systems have a tendency to be Corrosion and cavitation may reduce the life time
unnecessarily complicated and thus uneconomic in and safety factors of parts concerned, and deposits
installation and operation. Therfore, we have will impair the heat transfer and may result in ther-
attached great importance to simple diagram mal overload of the components to be cooled.
design with optimal cooling of the engines and at The treatment process of the cooling water has to
the same time installation- and operation-friendly be effected before the first commission of the plant,
systems resulting in economic advantages. i.e. immediately after installation at the shipyard or
Ad 2) Cooling of alternator engines should be inde- at the power plant.
pendent 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. If the thermostat valve is placed
on the engine's inlet side, which is not to be recom-
mended, 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 prehea-
ted, 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 down-
wards, an optimal heat distribution is reached in the
engine. This method is at the same time more eco-
nomic since the need for heating is less and the
water flow is reduced.
1991.09.16
MAN Diesel & Turbo
1613419-0.4
Page 1 (1) Expansion tank B 13 00 0
L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF
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 fresh water pump to prevent cavita-
tion, the lowest water level in the tank should be minimum 8-10 m above the centerline of the crankshaft.
The venting pipe must be connected to the expansion tank below the minimum water level; this prevents oxy-
dation of the cooling water caused by "splashing" from the venting pipe. The expansion tank should be equip-
ped with venting pipe and flange for filling of water and inhibitors.
Volume
Engine type Expansion volume litre* Recommended tank volume m3**
5L23/30H 11 0.1
6L23/30H 13 0.1
7L23/30H 15 0.1
8L23/30H 17 0.1
5L28/32H 28 0.15
6L28/32H 33 0.15
7L28/32H 39 0.15
8L28/32H 44 0.15
9L28/32H 50 0.15
5L28/32DF 28 0.15
6L28/32DF 33 0.15
7L28/32DF 39 0.15
8L28/32DF 44 0.15
9L28/32DF 50 0.15
12V28/32S 66 0.3
16V28/32S 88 0.3
18V28/32S 99 0.3
5L16/24 4 0.1
6L16/24 5 0.1
7L16/24 5 0.1
8L16/24 5 0.1
9L16/24 6 0.1
5L21/31 6 0.1
6L21/31 7 0.1
7L21/31 8 0.1
8L21/31 9 0.1
9L21/31 10 0.1
5L27/38 10 0.15
6L27/38 12 0.15
7L27/38 13 0.15
8L27/38 15 0.15
9L27/38 20 0.15
6L32/40 13 0.5
7L32/40 15 0.5
8L32/40 18 0.5
9L32/40 20 0.5
Table 1: Expansion volume for cooling water system and recommended volume of expansion tank.
* Per engine
** Common expansion tank
2013.04.15.
MAN Diesel & Turbo
1613488-3.3
Page 1 (1) Preheater arrangement in high temperature system B 13 23 1
V28/32H, V28/32S
General
The built-on cooling water preheating arrangement
consist of a thermostat-controlled el-preheating ele-
ment built into the outlet pipe for the HT cooling
water on the engine's front end. The pipe dimen-
sion has been increased in the piping section where
the heating element is mounted.
Cyl. No. Preheater
3x400V/3x440V
kW
12 1 x 15.0
16 1 x 24.0
18 1 x 24.0
The system is based on thermo-syphon cooling and

reverse water direction, i.e. from top and down-
ward, 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
Engines starting on HFO and engines in stand-by
position must be preheated. It is therefore rcom-
mended that the preheater is arranged for auto-
matic operation, so that the preheater is disconnec-
ted when the engine is running and connected
when the engine is in stand-by position. The ther-
mostat 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.
2003.01.20
MAN Diesel & Turbo
1671771-3.4
Page 1 (2) Expansion tank pressurized T 13 01 1
L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF
Description
Engine type Expansion volume Recommended tank volume
litre* m3**
5L23/30H 11 0.1
6L23/30H 13 0.1
7L23/30H 15 0.1
8L23/30H 17 0.1
5L28/32H 28 0.15
6L28/32H 33 0.15
7L28/32H 39 0.15
8L28/32H 44 0.15
9L28/32H 50 0.15
5L28/32DF 28 0.15
6L28/32DF 33 0.15
7L28/32DF 39 0.15
8L28/32DF 44 0.15
9L28/32DF 50 0.15
12V28/32S 66 0.3
16V28/32S 88 0.3
18V28/32S 99 0.3
5L16/24 4 0.1
6L16/24 5 0.1
7L16/24 5 0.1
8L16/24 5 0.1
9L16/24 6 0.1
5L21/31 6 0.1
6L21/31 7 0.1
7L21/31 8 0.1
8L21/31 9 0.1
9L21/31 10 0.1
5L27/38 10 0.15
6L27/38 12 0.15
7L27/38 13 0.15
8L27/38 15 0.15
9L27/38 20 0.15
6L32/40 13 0.5
7L32/40 15 0.5
8L32/40 18 0.5
9L32/40 20 0.5
* Per engine
** Common expansion tank
Table 1: Expansion volume for cooling water system and recommended volume of expansion tank.
2013.04.15.
MAN Diesel & Turbo
1671771-3.4
T 13 01 1 Expansion tank pressurized Page 2 (2)
L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF
Figure 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 expan-
sion of the water.
The safety valves are fitted on the manifold.
The pressure gauge is fitted on the manifold in such
a position that it can be easily read from the filling
point.
The filling point should be near the pressure expan- 1 Pressure vessel 2 Exchangeable rubber bag
sion vessel. Particularly the pressure gauge in such 3 Safety valves 4 Automatic air venting valve
a position that the pressure gauge can be easily 5 Pressure gauge 6 Manifold
read from the filling point, when filling from the
mains water. 7 Threaded pipe 8 Elbow
9 Shutt-off valve
Automatic air venting valve should be fitted at the
highest point in the cooling water system.
Figure 2: Expansion tank
2013.04.15.
Compressed Air System
B 14
Specification for compressed air
D010.000.023-21-0001
General
For compressed air quality observe the ISO 8573-1:2010. Compressed air
must be free of solid particles and oil (acc. to the specification).
Requirements
Compressed air quality of Starting air must conform to the following quality acc. to the ISO
starting air system 8573-1:2010 as minimum.
Purity with respect to solid particles Quality class 6
Particle size > 40µm max. concentration < 5 mg/m3
Purity with respect to humidity Quality class 7
Residual water content < 5 mg/m3
Purity with respect to oil Quality class 5
Additional requirements are:

▪ The layout of the starting air system must prevent the initiation of corro-
sion.
▪ The starting air system starting air receivers must be equipped with devi-
ces for removing condensed water.
▪ The formation of a dangerous explosive mixture of compressed air and
lube oil must be prevented securely through the devices in the starting air
system and through system components maintenance.
Compressed air quality for Please remember that control air is used for activation of the engine safety
control air system functions, therefore the compressed air quality in this system is of great
importance.
Control air must conform to the following quality acc. to the ISO
8573-1:2010 as minimum.
▪ Purity with respect to solid parti- Quality class 5
cles
▪ Purity with respect to humidity Quality class 4
▪ Purity with respect to oil Quality class 3
For catalysts For catalysts, unless otherwise stated by relevant sources, the following
specifications are applicable:
Compressed air quality for Starting air for soot blowing must conform to the following quality acc. to the
soot blowing ISO 8573-1:2010 as minimum.
cles
2013-07-04 - de
Compressed air quality for Starting air for atomisation of reducing agents must conform to the following
atomisation of reducing quality acc. to the ISO 8573-1:2010 as minimum.
agents
D010.000.023-21-0001 EN 1 (2)

D010.000.023-21-0001
cles
Clogging of catalyst
To prevent clogging of catalyst and catalyst lifetime shortening, the
compressed air specification must always be observed.
2013-07-04 - de
2 (2) D010.000.023-21-0001 EN
MAN Diesel & Turbo
1687119-8.2
Page 1 (2) Compressed air system B 14 00 0
V28/32S
Figure 1: Diagram for compressed air system.

Starting system
Pipe description The engine is started by means of one built-on air
starter, which is of the turbine motor type, equipped
Pipe description
with gear box, safety clutch and drive shaft with pin-
K1 Compressed air inlet DN 50 ion. Placed in the inlet line to the starter is a main
Table 1: Flange connections are standard according to DIN 2501
starting valve.
General Control system

The compressed air system on the engine contains The air starter is activated electrically with a pneu-
a starting system, starting control system and safety matic 3/2 way solenoid valve. The valve can be acti-
system. Further, the system supplies air to the jet vated manually from the starting box on the engine,
system. and it can be arranged for remote control, manual
or automatic.
The compressed air is supplied from the starting air
receivers (30 bar) through a reduction station, For remote activation, the starting spool is connec-
where from compressed air at 8.5-10 bar is sup- ted so that every starting signal to the starting spool
plied to the engine. goes through the safe start function, which is con-
nected to the converter for engine rpm.
To avoid dirt particles in the internal system, a dirt
separator is mounted in the inlet line to the engine. 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.
2008.09.22
MAN Diesel & Turbo
1687119-8.2
B 14 00 0 Compressed air system Page 2 (2)
V28/32S
Safety system
As standard the engine is equipped with a pneu-
matic/electric overspeed device, which starts to
operate if the maximum permissible rpm is excee-
ded.
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.
Pneumatic start sequence

When the starting valve is opened, air will be sup-
plied to the drive shaft housing of the air starters.
The air supply will bring the drive pinions into
engagement with the gear rim on the engine fly-
wheel.
When the pinions of both starters are fully engaged,
the pilot air will flow to, and open the main starting
valves, whereby air will be led to the air starter,
which will start to turn the engine.
When the rpm exceeds approx. 140, at which firing
has taken place, the starting valve is closed
whereby the air starter is disengaged.
Optionals
Besides the standard components, the following
standard optionals can be built-on:
▪ Air turning device
▪ Regulator, incl. booster
2008.09.22
MAN Diesel & Turbo
3700135-9.0
V28/32S
Figure 1: Diagram for compressed air system.

Starting system
Pipe description The engine is started by means of one built-on air
starter, which is of the turbine motor type, equipped
Pipe description
with gear box, safety clutch and drive shaft with pin-
K1 Compressed air inlet DN 50 ion. Placed in the inlet line to the starter is a main
Table 1: Flange connections are standard according to DIN 2501
starting valve.
General Control system

The compressed air system on the engine contains The air starter is activated electrically with a pneu-
a starting system, starting control system and safety matic 3/2 way solenoid valve. The valve can be acti-
system. Further, the system supplies air to the jet vated manually from the starting box on the engine,
system. and it can be arranged for remote control, manual
or automatic.
The compressed air is supplied from the starting air
receivers (30 bar) through a reduction station, For remote activation, the starting spool is connec-
where from compressed air at 8.5-10 bar is sup- ted so that every starting signal to the starting spool
plied to the engine. goes through the safe start function, which is con-
nected to the converter for engine rpm.
To avoid dirt particles in the internal system, a dirt
separator is mounted in the inlet line to the engine. 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.
2011.07.18 - Index limit

MAN Diesel & Turbo
3700135-9.0
B 14 00 0 Compressed air system Page 2 (2)
V28/32S
Safety system
As standard the engine is equipped with a pneu-
matic/electric overspeed device, which starts to
operate if the maximum permissible rpm is excee-
ded.
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.
Pneumatic start sequence

When the starting valve is opened, air will be sup-
plied to the drive shaft housing of the air starter.
In the same sequence a signal is given to a solenoid
valve which provides the governor booster and the
index limiter with air.
The air supply will bring the drive pinions into
engagement with the gear rim on the engine fly-
wheel. When the pinion of the starter is fully
engaged, the pilot air will flow to, and open the
main starting valves, whereby air will be led to the
air starter, which will start to turn the engine.
When the rpm exceeds approx. 140, at which firing
has taken place, the starting valve is closed
whereby the air starter is disengaged.
Optionals
Besides the standard components, the following
standard optionals can be built-on:
▪ Air turning device
▪ Regulator, incl. booster
2011.07.18 - Index limit

MAN Diesel & Turbo
1631498-8.0
L23/30, L28/32H, V28/32S
Diagram
Figure 1: Diagram for compressed air system

▪ The starting air pipes should be mounted with a
Design of external system slope towards the receivers, preventing possi-
ble condensed water from running into the
An oil and water separator should be mounted in compressors.
the line between the compressor and the air receiv-
▪ Drain valves should be mounted at the lowest
ers, and the separator should be equipped with
position on the starting air pipes.
automatic drain facilities.
Air pressure
The air pressure in the receivers (30 bar) must be
reduced to the recommended starting pressure of
the engine, see B 19 00 0 " Operating Data and Set
Points". The reduction valves can either be moun-
ted on the engine (one for each engine) or they can
be mounted externally.
If the reduction valves are mounted in the external
system the max. pipe length between the valve and
connection K1 should be 5 meters.
Each engine needs only one connection for com-
pressed air, see the internal diagram B 14 00 0,
"Internal Compressed Air System".
Installation
In order to protect the engine's starting and control
equipment against condensation water, the follow-
ing 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°.
▪ Pipes and components should always be trea-
ted with rust inhibitors.
1992.10.26
Combustion Air System
B 15
MAN Diesel & Turbo
1687120-8.0
Page 1 (2) Combustion air system B 15 00 0
V28/32S
General
Figure 1: Diagram for combustion air system.

Pipe description It is recommended to blow ventilation air in the level
of the top of the engine(s) close to the air inlet of the
M1 Charge air inlet
turbochargers, but not so close that vapour may be
M6 Drain from charge air cooler - outlet 3/4"
drawn in. It is further recommended that there
always is a positive air pressure in the engine room.
P2 Exhaust gas - outlet **
Turbochargers
P6 Drain from turbocharger - outlet DN 20*
The engine is as standard equipped with two high-
P8 Water washing compressor side effeciency MAN Diesel & Turbo NR/S turbocharg-
with quick coupling - inlet ers, which are located in each end of the engine,
mounted on the top plate of the charging air coolers
P9 Dry cleaning turbine side working housing.
air, quick coupling - inlet
Table 1: *Connections are standard according to ISO 228/1. Cleaning of Turbochargers
** See B 16 01 0 "Exhaust gas system" and B 16 02 0 "Position
og gas outlet on turbocharger". The turbochargers are fitted with an arrangement
From the turbochargers the air is led via the charge for dry cleaning of the turbine side, see B 16 01 2,
air coolers and charge air receiver to the inlet valves and water washing of the compressor side, see B
of each cylinder. 15 05 1. Water washing on the turbine side can be
fitted as optional.
The charge air coolers are a compact tube-type
cooler with a large cooling surface.
The charge air receiver is integrated in the engine
frame.
2001.12.03
MAN Diesel & Turbo
1687120-8.0
B 15 00 0 Combustion air system Page 2 (2)
V28/32S
Jet system
The turbochargers are equipped with a jet system
for supply of extra driving torque to the compressor,
with the purpose to increase the compressor per-
formance. With this system the engine can take up
a large momentary load increase.
The system is activated automatically and only
when the engine is exposed to a large momentary
load increase.
The working media for the jet system is air supplied
from the engine compressed air system, see also B
15 10 1.
2001.12.03
MAN Diesel & Turbo
3700134-7.0
Page 1 (2) Combustion air system B 15 00 0
V28/32S
General
Figure 1: Diagram for combustion air system.

Pipe description It is recommended to blow ventilation air in the level
of the top of the engine(s) close to the air inlet of the
M1 Charge air - inlet
turbochargers, but not so close that vapour may be
M6 Drain from charge air cooler - outlet 3/4"
drawn in. It is further recommended that there
always is a positive air pressure in the engine room.
P2 Exhaust gas - outlet **
Turbochargers
P6 Drain from turbocharger - outlet DN 20*
The engine is as standard equipped with two high-
P8 Water washing compressor side effeciency MAN Diesel & Turbo NR/S turbocharg-
with quick coupling - inlet ers, which are located in each end of the engine,
mounted on the top plate of the charging air coolers
P9 Dry cleaning turbine side working housing.
air, quick coupling - inlet
Table 1: *Connections are standard according to ISO 228/1. Cleaning of Turbochargers
**See B 16 01 0 "Exhaust gas system" and B 16 02 0 "Position
of gas outlet on turbocharger". The turbochargers are fitted with an arrangement
From the turbochargers the air is led via the charge for dry cleaning of the turbine side, see B 16 01 2,
air coolers and charge air receiver to the inlet valves and water washing of the compressor side, see B
of each cylinder. 15 05 1. Water washing on the turbine side can be
fitted as optional.
The charge air coolers are a compact tube-type
cooler with a large cooling surface.
The charge air receiver is integrated in the engine
frame.
2011.07.18
MAN Diesel & Turbo
3700134-7.0
B 15 00 0 Combustion air system Page 2 (2)
V28/32S
Jet system
The turbochargers are equipped with a jet system
for supply of extra driving torque to the compressor,
with the purpose to increase the compressor per-
formance. With this system the engine can take up
a large momentary load increase.
The system is activated automatically and only
when the engine is exposed to a large momentary
load increase.
The working media for the jet system is air supplied
from the engine compressed air system, see also B
15 10 1.
Data
For charge air heat dissipation and exhaust gas
data, see D 10 05 0 "List of Capacities".
pressure are stated in B 19 00 0 "Operating Data
and Set Points".
2011.07.18
Specifications for intake air (combustion air)

General
The quality and condition of intake air (combustion air) have a significant
effect on the power output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also con-
tamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular main-
tenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pres-
sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-
tion.
Exhaust turbochargers for marine engines are equipped with silencers
enclosed by a filter mat as a standard. The quality class (filter class) of the
filter mat corresponds to the G3 quality in accordance with EN 779.
Requirements
Fuel oil engines: As minimum, inlet air (combustion air) must be cleaned in a
filter of the G3 class as per EN779. For engine operation in the environment
with a risk of higher inlet air contamination (e.g. due to sand storms, due to
loading the grain crops cargo vessels or in the surroundings of cement
plants) additional measures must be taken.
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned in a filter of the G3 class as per EN779. Gas engines or
dual-fuel engines must only be equipped with a dry filter. Oil bath filters are
not permitted because they enrich the inlet air with oil mist. This is not per-
missible for gas operated engines. For engine operation in the environment
with a risk of higher inlet air contamination (e.g. due to sand storms, due to
loading the grain crops cargo vessels or in the surroundings of cement
plants) additional measures must be taken.
In general, the following applies: The concentration downstream of the air fil-
ter and/or upstream of the turbocharger inlet must not exceed the following Specifications for intake air (combustion air)
limit values.
Properties Typical value Unit *
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1
2013-02-04 - de
* One Nm corresponds to one cubic meter of

3
gas at 0 °C and 101.32 kPa.

Table 1: Intake air (combustion air) - typical values to be observed
General
D010.000.023-17-0001 EN 1 (2)
Intake air shall not contain any flammable gases

Intake air shall not contain any flammable gases. Make sure that the
combustion air is not explosive.
2013-02-04 - de
General
2 (2) D010.000.023-17-0001 EN
MAN Diesel & Turbo
1639499-6.0
Page 1 (1) Water washing of turbocharger - compressor B 15 05 1
L32/40, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF
Description
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 turbo-
charger which will result in reduced engine perform-
ance.
Therefore manual cleaning of the compressor com-
ponents is necessary in connection with overhauls.
This situation requires dismantling of the turbo-
charger.
However, regular cleaning by injecting water 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 turbocharger.
The cleaning effect of injecting pure fresh water is
1 Injection tube 2 Pipe
mainly based upon the mechanical effect arising,
when the water droplets impinge the deposit layer 3 Snap coupling 4 Plug-in coupling
on the compressor components. 5 Hand valve with handle 6 Container
The water is injected in a measured amount and 7 Charge air line
within a measured period of time by means of the
water washing equipment. Figure 1: 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).
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 oper-
ation pressure is reached.
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 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.
1994.03.14
MAN Diesel & Turbo
1687167-6.0 Cleaning of turbocharger in service - water washing of
Page 1 (2) B 15 05 1
compressor
V28/32S
Compressor
Fouling of the airways depends primarily on the ▪ Severe fouling of airways may even result in
purity of the inlet air and thus, in turn, on the general compressor surge.
maintenance condition of the machinery, i.e. mainly Regular cleaning during operation by injection of
of the gas and oil tightness of the engines and on water before the compressor wheel will reduce the
the fresh air ventilation system of the engine room. fouling rate considerably, and consequently prolong
Fouling of air filter, compressor or charging air the intervals between dismantling necessary for
cooler may be observed as changes in performance mechanical cleaning.
parameters: Chemical cleaning will not improve the cleaning
▪ Decreasing charging air pressure. process as this primarily is based on the mechanical
▪ Decreasing turbocharger rotor speed. effect from the impact of the water droplets.
▪ Increasing exhaust gas temperature.
2002.06.10
MAN Diesel & Turbo
Cleaning of turbocharger in service - water washing of 1687167-6.0
B 15 05 1 Page 2 (2)
compressor
V28/32S
Certain types of fluid solvents can give formation of
deposits on the compressor wheel, and should
under no circumstances be used.
The intervals between cleaning by injection of water
should be adjusted after assessing the degree and
rate of fouling in the particular plant, i.e. based on
observations and experience.
2002.06.10
Exhaust Gas System
B 16
MAN Diesel & Turbo
1683347-6.2
Page 1 (3) Exhaust gas system B 16 00 0
V28/32S
Internal exhaust gas system The gas outlet of turbocharger, the expansion bel-
lows, the exhaust pipe, and silencer, (in case of
From the exhaust valves, the gas is led to the silencer with spark arrestor care must be taken that
exhaust gas receiver where the fluctuating pressure the cleaning parts are accessible), must be insula-
from the individual cylinders is equalized and the ted with a suitable material.
total volume of gas led further on to the turbocharg-
ers, at a constant pressure. After the turbochargers, The insulation should be shielded by a thin plating,
the gas is led to the exhaust pipe system. and should comply with the requirements of the
classification society and/or the local authorities.
The exhaust gas receiver is made of pipe sections,
one for each cylinder, connected to each other, by
means of compensators, to prevent excessive Exhaust pipe dimensions
stress in the pipes due to heat expansion. The wall thickness of the external exhaust pipe
In the cooled intermediate piece a thermosensor for should be min. 3 mm.
remote reading of the exhaust gas temperature is
fitted. Exhaust pipe mounting
To avoid excessive thermal loss and to ensure a When the exhaust piping is mounted, the radiation
reasonably low surface temperature the exhaust of noise and heat must be taken into consideration.
gas receiver is insulated.
Because of thermal fluctuations in the exhaust pipe,
it is necessary to use flexible as well as rigid sus-
External exhaust gas system pension points.
The exhaust back-pressure should be kept as low In order to compensate for thermal expansion in the
as possible. longitudinal direction, expansion bellows must be
It is therefore of the utmost importance that the inserted. The expansion bellows should preferably
exhaust piping is made as short as possible and be placed at the rigid suspension points.
with few and soft bends. Note: The exhaust pipe must not exert any force
Long, curved, and narrow exhaust pipes result in against the gas outlet on the engine.
higher back-pressure which will affect the engine One sturdy fixed-point support must be provided
combustion. Exhaust back-pressure is a loss of for the expansion bellows on the turbocharger. It
energy and will cause higher fuel comsumption. should be positioned, if possible, immediately above
The exhaust back-pressure should not exceed 30 the expansion bellow in order to prevent the trans-
mbar at MCR. An exhaust gas velocity through the mission of forces, resulting from the weight, thermal
pipe of maximum 35 m/sec is often suitable, but expansion or lateral displacement of the exhaust
depends on the actual piping. piping, to the turbocharger.
During commissioning and maintenance work, The exhaust piping should be mounted with a slope
checking of the exhaust gas back pressure by towards the gas outlet on the engine. It is recom-
means of a temporarily connected measuring mended to have drain facilities in order to be able to
device may become necessary. For this purpose, a remove condensate or rainwater.
measuring socket must be provided approx. 1-2 m
after the exhaust gas outlet of the turbocharger at Position of gas outlet on turbocharger
an easily accessible place. Usual pressure measur-
ing devices require a measuring socket size of ½". B 16 02 0 shows the position of the exhaust gas
This measuring socket must be provided to ensure outlet.
utilisation without any damage to the exhaust gas
pipe insulation. Exhaust gas boiler
MAN Diesel & Turbo will be pleased to assist in To utilize the thermal energy from the exhaust, an
making a calculation of the exhaust back-pressure. exhaust gas boiler producing steam or hot water
can be installed.
2012.05.28
MAN Diesel & Turbo
1683347-6.2
B 16 00 0 Exhaust gas system Page 2 (3)
V28/32S
Each engine should have a separate exhaust gas
boiler or, alternatively, a common boiler with sepa-
rate 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).
The exhaust gas boilers should be installed with by-
pass entering in function at low-load operation.
The back-pressure over the boiler must be included
in the back-pressure calculation.
Expansion bellows
The expansion bellows, which is supplied sepa-
rately, must be mounted directly on the exhaust gas
outlet, see also E 16 01 1-2.
Exhaust silencer
The position of the silencer in the exhaust gas pip-
ing is not decisive for the silencing effect. It 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 sorround-
ings or any law restrictions.
The exhaust silencer, see E 16 04 2-3-5-6 is sup-
plied loose with counterflange, gaskets and bolts.
2012.05.28
MAN Diesel & Turbo
1683347-6.2
Page 3 (3) Exhaust gas system B 16 00 0
V28/32S
2012.05.28
MAN Diesel & Turbo
1624460-4.2
Page 1 (2) Pressure droop in exhaust gas system B 16 00 0
L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,

L23/30DF
General
Figure 1: Nomogram for pressure drop in exhaust gas piping system.
2011.09.19.
MAN Diesel & Turbo
1624460-4.2
B 16 00 0 Pressure droop in exhaust gas system Page 2 (2)
L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,

L23/30DF
The exhaust system is correctly designed since the permissible total resistance of 30 mbar is not exceeded.
* This formula is only valid between -20° to 60°C.
Density of air Example
Density of air can be determined by following At ambient air conditions 20°C and pressure 0.98
empiric, formula*: bar, the density is:
2011.09.19.
MAN Diesel & Turbo
1624465-3.3
Page 1 (4) Exhaust gas velocity B 16 01 0
L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38
Velocities
DN Exhaust gas
Engine type Exhaust gas flow Exhaust gas temp. Nominal diameter velocity
kg/h °C mm m/sec.
5L23/30H, 720/750 rpm 5510 310 350 28.3
6L23/30H, 720/750 rpm 6620 310 350 34.0
6L23/30H, 900 rpm 8370 325 400 33.6
7L23/30H, 720/750 rpm 7720 310 400 30.2
7L23/30H, 900 rpm 9770 325 450 31.1
8L23/30H, 720/750 rpm 8820 310 400 34.6
8L23/30H, 900 rpm 11160 325 500 28.7

5L28/32H, 720/750 rpm 9260 305 450 28.5
6L28/32H, 720/750 rpm 11110 305 450 34.2
7L28/32H, 720/750 rpm 12970 305 500 32.2
8L28/32H, 720/750 rpm 14820 305 550 30.5
9L28/32H, 720/750 rpm 16670 305 550 34.3

5L16/24, 1000 rpm (90 kW) 3321 330 300 21.2
6L16/24, 1000 rpm (90 kW) 3985 330 300 25.4
7L16/24, 1000 rpm (90 kW) 4649 330 300 29.7
8L16/24, 1000 rpm (90 kW) 5314 330 400 21.5
9L16/24, 1000 rpm (90 kW) 5978 330 400 24.2

6L16/24, 1000 rpm (95 kW) 3900 375 300 26.9
7L16/24, 1000 rpm (95 kW) 4500 375 300 31.1
8L16/24, 1000 rpm (95 kW) 5200 375 400 22.6
9L16/24, 1000 rpm (95 kW) 5800 375 400 25.4
Density of exhaust gases ρA~ 0.6 kg/m³
2011.11.07
MAN Diesel & Turbo
1624465-3.3
B 16 01 0 Exhaust gas velocity Page 2 (4)
L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38
DN Exhaust gas
kg/h °C mm m/sec.
5L16/24, 1200 rpm (100 kW) 3675 330 300 23.5
5L16/24, 1200 rpm (110 kW) 3910 340 300 25.4
6L16/24, 1200 rpm (110 kW) 4600 340 300 29.9
7L16/24, 1200 rpm (110 kW) 5500 340 400 22.7
8L16/24, 1200 rpm (110 kW) 6200 340 400 25.5
9L16/24, 1200 rpm (110 kW) 7000 340 400 28.8

5L27/38, 720 rpm (300 kW) 10476 330 450 33.6
6L27/38, 720 rpm (330 kW) 15000 295 550 30.4
7L27/38, 720 rpm (330 kW) 17400 295 600 29.3
8L27/38, 720 rpm (330 kW) 19900 295 600 33.6
9L27/38, 720 rpm (330 kW) 22400 295 650 30.6

5L27/38, 750 rpm (320 kW) 11693 330 500 30.3
6L27/38, 750 rpm (330 kW) 15000 305 550 30.9
7L27/38, 750 rpm (330 kW) 17400 305 600 29.9
8L27/38, 750 rpm (330 kW) 19900 305 600 34.1
9L27/38, 750 rpm (330 kW) 22400 305 650 31.1

6L27/38, 720 rpm (350 kW) 14400 388 550 33.9
7L27/38, 720 rpm (350 kW) 16800 388 600 33.0
8L27/38, 720 rpm (350 kW) 19200 388 650 30.5
9L27/38, 720 rpm (350 kW) 21600 388 650 34.3

6L27/38, 750 rpm (350 kW) 14700 382 550 34.3
7L27/38, 750 rpm (350 kW) 17100 382 600 33.2
8L27/38, 750 rpm (350 kW) 19500 382 650 30.7
9L27/38, 750 rpm (350 kW) 22000 382 650 34.6
2011.11.07
MAN Diesel & Turbo
1624465-3.3
Page 3 (4) Exhaust gas velocity B 16 01 0
L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38
DN Exhaust gas
kg/h °C mm m/sec.
5L21/31, 900 rpm (220 kW) 7013 335 400 28.7
6L21/31, 900 rpm (220 kW) 9740 348 450 32.2
7L21/31, 900 rpm (220 kW) 11400 348 500 30.4
8L21/31, 900 rpm (220 kW) 13000 348 500 34.7
9L21/31, 900 rpm (220 kW) 14600 348 550 32.3

5L21/31, 1000 rpm (220 kW) 6920 335 400 28.3
6L21/31, 1000 rpm (220 kW) 10300 332 450 33.1
7L21/31, 1000 rpm (220 kW) 12000 332 500 31.2
8L21/31, 1000 rpm (220 kW) 13700 332 500 35.6
9L21/31, 1000 rpm (220 kW) 15500 332 550 33.4

16V28/32S, 720 rpm 31699 290 800 28.6
18V28/32S, 720 rpm 35661 290 800 32.1

16V28/32S, 750 rpm 33708 290 800 30.4
18V28/32S, 750 rpm 37921 290 800 34.2
2011.11.07
MAN Diesel & Turbo
1624465-3.3
B 16 01 0 Exhaust gas velocity Page 4 (4)
L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38
The exhaust gas velocities are based on the pipe dimensions in the table below.
Flow area
DN D1 D2 T A
Nominal diameter mm mm mm 10-3 m2
300 323.9 309.7 7.1 75.331
350 355.6 339.6 8.0 90.579
400 406.4 388.8 8.8 118.725
450 457.0 437.0 10.0 149.987
500 508.0 486.0 11.0 185.508
550 559.0 534.0 12.5 223.961
600 610.0 585.0 12.5 268.783
650 660.0 650.0 5.0 331.830
700 711.2 697.0 7.1 381.553
800 812.8 796.8 8.0 498.642
2011.11.07
MAN Diesel & Turbo
1607599-1.5
Page 1 (3) Dry cleaning of turbocharger - turbine B 16 01 1
L23/30H, L28/32H, V28/32S
Description The position numbers 1 and 3 indicate the system's

"blow-gun". Only one "blow-gun" is used for each
The tendency to fouling on the gas side of turbo- engine plant. The blow-gun is working according to
chargers depends on the combustion conditions, the ejector principle with pressure air (working air) at
which are a result of the load and the maintenance 5-7 bar as driven medium. Injection time approx. 2
condition of the engine as well as the quality of the min. Air consumption approx. 5 Nm3/2 min.
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 con-
sisting 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 granules is done by means of work-
ing air with a pressure of 5-7 bar.
On account of their hardness, particularly suited 1 Container 2 Closing valve
blasting agents such as nut-shells, broken or artifi-
3 Dosage valve 4 Working air inlet to be
cially shaped activated charcoal with a grain size of connected with 1/2 rub-
1.0 mm to max. 1.5 mm should be used as clean- ber hose.
ing agents.
Figure 1: Arrangement of dry cleaning of turbocharger - turbine.
The solid bodies have a mechanical cleaning effect
which removes any deposits on nozzle vanes and
turbine blades. Granulate consumption
Dry cleaning can be executed at full engine load NR 15 R / NR 20 R : 0.2 - 0.3 litres
and does not require any subsequent operating NR 24 R / NR 26 R : 0.3 - 0.4 litres
period of the engine in order to dry out the exhaust
system.
Experience has shown that regular cleaning inter-
vals are essential to successful cleaning, as ex-ces-
sive fouling is thus avoided. For cleaning intervals
see the instruction book.
The cleaning intervals can be shorter or longer
based on operational experience.
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 consis-
tsof a dosage valve 3, a closing valve 2 and two
snapon connectors.
2010.09.13.
MAN Diesel & Turbo
1607599-1.5
B 16 01 1 Dry cleaning of turbocharger - turbine Page 2 (3)
L23/30H, L28/32H, V28/32S
2010.09.13.
MAN Diesel & Turbo
1607599-1.5
Page 3 (3) Dry cleaning of turbocharger - turbine B 16 01 1
L23/30H, L28/32H, V28/32S
2010.09.13.
MAN Diesel & Turbo
1687118-6.6
Page 1 (1) Position of gas inlet/outlet on turbocharger B 16 02 0
V28/32S
Dimensions
Common
Cyl. type DN* DN** A B C D E F G H
inlet/outlet
16 500 800 3099 3228 3321 3450 5648 994 390 700
18 500 800 3099 3228 3321 3450 6158 994 390 700
* This standaard is in accordance with DIN 86 0044
** If Customer chooses to design a common pipe, these dimensions are to be followed
2011.11.14
MAN Diesel & Turbo
1683338-1.3
Page 1 (2) Silencer without spark arrestor, damping 35 dB (A) E 16 04 3
V28/32S
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 silencer is delivered without insulation and fas-
tening fittings.
2011.11.14.
MAN Diesel & Turbo
1683338-1.3
E 16 04 3 Silencer without spark arrestor, damping 35 dB (A) Page 2 (2)
V28/32S
Installation
The silencer may be installed, vertically, horizontally
or in any position close to the end of the piping.
Pressure loss
The pressure loss will not be more than in a straight
tube having the same length and bore as the
silencer. Graphic shows pressure loss in relation to
velocity.
2011.11.14.
MAN Diesel & Turbo
1683340-3.3
Page 1 (1) Silencer with spark arrestor, damping 35 dB (A) E 16 04 6
V28/32S
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.)
The silencer is delivered without insulation and fas-
tening fittings.
Installation
The silencer/spark arrestor has to be installed as
close to the end of the exhaust pipe as possible.
2011.11.14.
Speed Control System
B 17
MAN Diesel & Turbo
1607583-4.4
Page 1 (1) Starting of engine B 17 00 0
L32/40, L23/30H, L28/32H, V28/32S, L28/32DF
General
The engine may be started and loaded according to If the engine normally runs on HFO preheated fuel
the following procedure: must be circulated through the engine while pre-
A: Normal start without preheated cooling water. heating although the engine has run or has been
Only on MDO. flushed on MDO for a short period.
B: Normal start with preheated cooling water. MDO

or HFO. Starting on MDO
C: Stand-by engine. Emergency start, with pre- For starting on MDO there are no restrictions exept
heated cooling water, intermediate prelubricating lub. oil viscosity may not by higher than 1500 cSt.
or continuos prelubricating. MDO or HFO. (5°C for lub. oil SAE 30, or 10°C for SAE 40).
Initial ignition may be difficult if the engine and ambi-
Starting on HFO ent temp. are lower than 5°C, and the cooling water
temperature is lower than 15°C.
During shorter stops or if the engine is in stand-by
on HFO the engine must be preheated.
Prelubricating
During preheating the cooling water outlet tempera-
ture should be kept as high as possible at least The engine shall always be prelubricated 2 minutes
60°C (± 5°C) -either by means of cooling water from prior to start if there is not intermittent or continuos
engines which are running or by means of a built-in prelubricating installed. Intermittent prelub. is 2 min.
preheater. every 10 minutes.
2013.04.17
MAN Diesel & Turbo
1679743-4.3
Page 1 (1) Governor B 17 01 4
General
Governor Type Droop
As standard, the engines are equipped with a hy- Adjustable by dial type lockable control from 0-10%
draulic - mechanical governor, make Regulateurs droop.
Europa, type 1102.
Load Distribution
Speed Adjustment
By the droop setting.
Manual and electric.
Manual operated : Speed setting controlled by Shutdown/Stop

handwheel.
Solenoid energised to "stop".
Electric motor : Permanent magnet
synchronizing motor: 24V DC Manually operated shut-down knob fitted on governor
for raise and lower the speed. 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
Droop adjustment
Oil filler plug
Manual stop
bottom
08028-0D/H5250/94.08.12
Oil level Electrical plug

for stop valve
Needle valve
Oil drain for performance
adjustment
Fig 1 Regulateurs Europa governor.
09.35
MAN Diesel & Turbo
3700268-9.0
Page 1 (1) EDS-box P 17 52 1
V28/32S, L21/31, L27/38
Description
Engine Diagnostics System, EDS, assists in the
performance evaluation through diagnostics. Key
features are: on-line data logging, monitoring, diag-
nostics and trends.
The main objectives of EDS are:
▪ To assist in decision making onboard, at the
office, or at the power plant.
▪ To improve availability and reliability of engines.
▪ To reduce operating costs and losses due to
engine failure.
These objectives are achieved through:
▪ Logging, monitoring and storage of operating
data.
▪ Unambiguous diagnostics of operating states.
▪ Timely detection of irregularities.
To obtain the full benefits of the principal features of
EDS, it should have on-line connections to the
alarm system and other data acquisition systems.
However, manual input facilities make it possible to
utilize EDS for off-line equipment, too.
MAN Diesel & Turbo
3700267-7.0
Page 1 (1) EDS data logger P 17 53 1
V28/32S, L21/31, L27/38
EDS data logger
Figure 1: Data logger for collection of engine data.
MAN Diesel & Turbo
3700269-0.0
Page 1 (1) EDS online service P 17 54 1
V28/32S, L21/31, L27/38
General description
The online Service system is designed to monitor

the engine automatically and continuously.
The system will transport data to a secure server
and then experts from MAN will analyse and provide
a report with valuable recommendation for mainte-
nance or repair of the engine.
Safety and Control
System
B 19
MAN Diesel & Turbo
1699178-7.5
Page 1 (4) Operation Data & Set Points B 19 00 0
V28/32S
Acceptable Alarm Set point

Normal Value at Full value at shop
load at ISO conditions test or after Autostop of engine
Delay
repair sec.
Lubricating Oil System
Temp. before cooler

(outlet engine) SAE 40 TI 20 65-82° C <73° C TAH 20 100° C 3
Temp. after cooler
(inlet engine) SAE 40 TI 22 50-72° C <72° C TAH 22 80° C 3 TSH 22 83° C
(TSH 22) (88° C) (E)
Pressure after filter (inlet eng) PI 22 4-5 bar >4.5 bar PAL 22 3.5 bar 3 PSL 22 2.5 bar
(PSL 22) (2.2 bar) (E)
Pressure drop across filter PDAH 0.5-1 bar <0.5 bar PDAH 1.5 bar 3
21-22 21-22
Prelubricating pressure PI 25 0.12-0.3 bar <1.0 bar PAL 25 0.10 bar (J) 60
Pressure inlet turbocharger PI 23 1.3 - 2.2 bar >1.3 bar PAL 23 0.9 bar 3
(D)
Lub. oil, level in base frame LAL 28 Low level 30
LAH 28 High level 30
Temp. main bearings SAE 40 TE 29 80-95° C TAH 29 100° C 3 TSH 29 105° C

Fuel Oil System
Pressure after filter MDO PI 40 2.5-5 bar PAL 40 1.5 bar 5

HFO PI 40 5-16 bar (A) PAL 40 4-6 bar (F) 5
Leaking oil LAH 42 leakage 5
Press. nozz. cool. oil, inlet eng. PI 50 2-3 bar PAL 50 1.5 bar
Temp. nozz. cool. oil, outlet eng. TI 51 70-80° C
75-95° C (M)
Cooling Water System
Press. LT-system, inlet engine PI 01 1-2.5 bar (C) >1.8 bar PAL 01 0.4 + (B) bar 3
Press. HT-system, inlet engine PI 10 1.5-4.6 bar >1.8-<6 bar PAL 10 0.4 + (B) bar 3
Temp. HT-system, inlet engine TI 10 60-75° C
68-78° C (M)
Temp. HT-system, outlet engine TI 12 75-85° C <85° C TAH 12 90° C 3 TSH 12 95° C
78-88° C (M) TAH 12-2 93° C 3 (TSH 12) (100° C) (E)
Temp. raise across cyl. units max. 10° C
Exhaust Gas and Charge Air
Exh. gas temp. before TC TI 62 425-475° C TAH 62 570° C 10

TAH 62-2 620° C 3
Exh. gas temp. outlet cyl. TI 60 300-400° C TAH 60 470° C 10
Diff. between individual cyl. average TAD 60 average (O) 60
±25° C ± 50° C
Exh. gastemp. after TC TI 61 275-350° C TAH 61 450° C 3
Ch. air press. after cooler PI 31 2.4-2.7 bar
Ch. air temp. in ch. air receiver TI 31 55-75° C
Ch. air temp. after cooler 35-55° C (Q) <55° C
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
12.21
MAN Diesel & Turbo
1699178-7.5
B 19 00 0 Operation Data & Set Points Page 2 (4)
V28/32S
Acceptable Alarm Set point

Normal Value at Full value at shop
load at ISO conditions test or after Autostop of engine
Delay
repair sec.
Compressed Air System
Press. inlet engine PI 70 8.5-10 bar >8.5-<10 bar PAL 70 8.5 bar 15
Speed Control System
Engine speed elec. SI 90 720 rpm SAH 81 815 rpm 0 SSH 81 815 rpm
(SSH 81) (828 rpm) (E)
Engine speed elec. SI 90 750 rpm SAH 81 849 rpm 0 SSH 81 850 rpm
(SSH 81) (862 rpm) (E)
Turbocharger speed SI 89 (L) SAH 89 (P) 3
Alternator
Winding temperature TI 98 100° C TAH 98 130° C 3

Bearing temperature TI 27 45-85° C TAH 27 85° C (N) 3 TSH 27 90° C (N)
Miscellaneous
Jet system failure SX32 switch 10

Monitoring system failure 24 VDC UX 95-1 switch 120
± 15%
Safety system failure 24 VDC UX 95-2 switch 120
± 15%
Turning engaged ZS75 Engaged (G) 0
Local indication ZS 96 switch 0
Remote indication ZS 97 switch 0
Common shutdown SS 86 switch (G) 0
Monitoring sensor cable failure SX 86-1 switch 120
Safety sensor cable failure SX 86-2 switch 120
Start failure SX 83 switch (H) 10
Stop signal SS 84 switch (G) 0
Stop failure SX 84 switch 30
Engine run SI 90 720/750 rpm SS 90 710 rpm (K) 0
Ready to start SS 87 switch 0
For these alarms (with underscore) there are alarm cut-out at engine standstill.
12.21
MAN Diesel & Turbo
1699178-7.5
Page 3 (4) Operation Data & Set Points B 19 00 0
V28/32S
Remarks to Individual Parameters G. Start Interlock
A. Fuel Oil Pressure, HFO-operation The following signals are used for start interlock/
blocking:
When operating on HFO, the system pressure must
be sufficient to depress any tendency to gasification 1) Turning must not be engaged
of the hot fuel. 2) Engine must not be running
3) "Remote" must be activated
The system pressure has to be adjusted according 4) No shutdowns must be activated.
to the fuel oil preheating temperature. 5) The prelub. oil pressure must be OK, 20 min.
after stop.
B. Cooling Water Pressure, Alarm Set Points 6) "Stop" signal must not be activated
As the system pressure in case of pump failure will H. Start Failure

depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to If remote start is activated and the engine is in block-
0.4 bar plus the static pressure. The static pressure ing or local mode or turning is engaged the alarm
set point can be adjusted on the base module SW3. time delay is 2 sec.
Start failure will be activated if revulutions are below
C. Press. LT -system, inlet engine (PI 01) 50 rpm within 5 sec. from start or revulutions are
below 210 rpm 10 sec. from start.
With two-string cooling water system the normal Start failure alarm will automatically be released after
value can be higher, max. 4.0 bar. 30 sec. of activation.
D. Lub. Oil Pressure, Offset Adjustment J. Alarm Hysterese
The read outs of lub. oil pressure has an offset On all alarm points (except prelub. oil pressure) a
adjustment because of the transmitter placement. hysterese of 0.5% of full scale are present. On prelub.
This has to be taken into account in case of test and oil pressure alarm the hysterese is 0.2%.
calibration of the transmitter.
K. Engine Run Signal
E. Software Created Signal
The engine run signal is activated when engine
Software created signal from TI 22, PI 22, TI 12, SI 90. rpm >710 or lub. oil pressure >3.0 bar or TC rpm
>5000 rpm.
F. Set Points depending on Fuel Temperature If engine rpm is above 210 rpm but below 710 rpm
within 30 sec. the engine run signal will be activated.
L. Turbocharger Speed
Normal value at full load of the turbocharger is de-

pendent on engine type (cyl. no) and engine rpm.
The value given is just a guide line. Actual values
can be found in the acceptance test protocol.
M. Temperature Level
82° C HT thermostatic valve.
Fig 1 Set point curve.
12.21
MAN Diesel & Turbo
1699178-7.5
B 19 00 0 Operation Data & Set Points Page 4 (4)
V28/32S
N. Alternator Bearing Temperature Q. Charge Air Temperature
For special alternator types higher alarm and shut- When checking the performance of the charge air
down set points may be allowed. coolers, can the charge air temperature right after
the charge air coolers be measured, by removal of
O. Exhaust Gas Temperatures the threaded plugs in the air transition pieces on the
engine frame.
The exhaust gas temperature deviation alarm is
normally ±50° C with a delay of 1 min., but at start-up
the delay is 5 min. Furthermore the deviation limit is
±100° C if the average temperature is below 200° C.
P. Limits for Turbocharger Overspeed Alarm

(SAH 89)
Engine type 720 rpm 750 rpm

12V28/32S 44,700 44,700
16V28/32S 37,300 37,300
18V28/32S 37,300 37,300
12.21
MAN Diesel & Turbo
1683348-8.2
Page 1 (7) Safety, Control and Monitoring System B 19 00 0
V28/32S
General Description The engine is equipped with the following main

safety, control and monitoring components:
Monitoring and instrumentation on the engine repre-
sents a tailor-made system. The system is designed ● Safety system
to fulfil the following requirements: ● Governor
● Monitoring modules
l Continuous analogue monitoring – base module A + B
l Independent safety system – operation box (OB)
l Easy installation – monitoring of temperatures/pressures
l Simple operation panel (MTP)
l Instrumentation complete – monitoring of exhaust gas temperature
l No maintenance panel (MEG)
l Prepared for CoCoS – monitoring of bearing temperature panel
l Redundant safety system (MBT), option
– oil mist detector, option
● Instrumentation (sensors, wiring, junction
In order to fulfil all classificatoin society requirements boxes)
the engine is equipped with monitoring sensors for ● Manometers and thermometers
all medias as standard. Also a built-on safety system ● Output module (OM), option
is standard. ● Alarm panel (AP), option
0 1400 0 16
START AIR
ENGINE RPM SI 90 PRESSURE PT 70
0 60000 0 60000
TC 1 RPM SI 89 TC 2 RPM SI 89
Operating Operating
0 4 0 4
LUB. OIL LUB. OIL

PT 23 PRESS. TC 2 PT 23
PRESS. TC 1
MBD-H
HOUR BAR BAR
Module Module
°C °C
ALT. RPM RPM
Supply
HIGH BEARING
OVERSPEED TEMP. STOP
LOW LUB. DIFF./EARTH
OIL PRESS. PROTECTION
HIGH FRESH- EMERGENCY
WATER TEMP. STOP
HIGH LUB.
GenSet
OIL TEMP.
HIGH BEARING
TEMP ALARM
START STOP LAMP TEST LAMP TEST
Control Panel
3 Secretary Delay
Monitoring
BLOCKING
REMOTE LOCAL
RESET
exhaust gas 200 400 600 200 400 600
temperature
E CYL. 1A TI 60
E CYL. 1B TI 60
X X
H H
A CYL. 2A TI 60 A CYL. 2B TI 60
U U
Safety
S CYL. 3A TI 60
S CYL. 3B TI 60
T T
G CYL. 4A TI 60 G CYL. 4B TI 60
A A
S S
System
CYL. 5A TI 60 CYL. 5B TI 60
T T
E CYL. 6A TI 60 E CYL. 6B TI 60
Base
M M
P P
E CYL. 7A TI 60 E CYL. 7B TI 60
R R
A CYL. 8A TI 60 A CYL. 8B TI 60
T T
Module
°C U U
R CYL. 9A TI 60 R CYL. 9B TI 60
E E
cS
t TC 1 INLET TI 62 TC 2 INLET TI 62
Monitoring
TC 1 OUTLET TI 61 TC 2 OUTLET TI 61
temperature & HT WATER TEMP.

OUTLET ENGINE
TI 12
pressure
HT WATER PRESS.
PI 10
INLET ENGINE
LT WATER TEMP.
TI 01
INLET AIR COOL.
LT WATER PRESS.
PI 01
Monitoring
INLET AIR COOL.
LUB. OIL TEMP.

TI 22
INLET FILTER
LUB. OIL PRESS. PI 21

INLET FILTER
exhaust gas
LUB. OIL PRESS.
PI 22
INLET ENGINE
FUEL OIL TEMP.

TI 40
INLET ENGINE
temperature
FUEL OIL PRESS.
PI 40
INLET ENGINE
NOZZ COOL PRESS.

PI 50
INLET ENGINE
0 80
CHARGE AIR TEMP.
TI 31
OUTLET COOL.
0 4
CHARGE AIR PRESS.
PI 31
OUTLET COOL.
Modbus, Monitoring & Alarm

Cable, Safety System
Fig 1 Monitoring and safety system.
06.39
MAN Diesel & Turbo
1683348-8.2
B 19 00 0 Safety, Control and Monitoring System Page 2 (7)
V28/32S
Safety System The spring-loaded pull rod permits the governor to

give full deflection even if the stop cylinder of the
The safety system is an independent system for manoeuvering system keeps the fuel injection pump
monitoring and controlling the GenSet’s shutdown at "no fuel" position.
functions.
Each fuel injection pump is connected to the com-
The safety system is based on a programme logic mon, longitudinal regulating shaft by means of a
controller (PLC) which automatically controls the spring-loaded arm.
following:
Should a fuel plunger seize in its barrel, thus blocking
Shutdown the regulating guide, governing of the remaining fuel
injection pumps may continue unaffected owing to
1) Overspeed the spring-loaded linkage between the blocked pump
2) Low lube oil pressure and the regulating shaft.
3) High HT water temp.
4) Emergency stop
5) High bearing temp. (option) Monitoring System
6) Oil mist stop (option)
7) Differential protection / earth connection (op- All media systems are equipped with temperature
tion) sensors and pressure sensors for local and remote
reading.
Set points and special conditions can be found in the
"Operation Data & Set Points, B 19 00 0" The sensors for monitoring and alarming are con-
nected to the base module.
Connection to and from the power management
system is hard wire connection.
Base Module
Indication of each shutdown can be found on the
operation box and directly on the PLC module. The base module is the centre of the monitoring
system.
Governor The base module, the OB-module, the MTP-mod-

ule and the MEG-module are designed by MBD-H
The engine speed is controlled by a hydraulic governor specifically for this engine type.
or electronic controller with hydraulic actuator.
Apart from the electrical main connection to the al-
Information about the design, function and opera- ternator the contractor has to perform the following
tion of the governor is found in the special governor electrical connection:
instruction book.
– 24 VDC supply to the safety system.
The governor is mounted on the flywheel end of the – Cable connection to/from power management
engine and is driven from the camshaft via a cylindri- system.
cal gear wheel and a set of bevel gears. – 24 VDC supply to the base module.
– Modbus communication or interlink to output
module.
Regulating Shaft
The alarm and monitoring system in the main switch
The governor's movements are transmitted through board can be connected to the base module by
a spring-loaded pull rod to the fuel injection pump means of a 3-wire MODBUS communication link.
regulating shaft which is fitted along the engine. For further information, please see the description
"Communication from the GenSet".
06.39
MAN Diesel & Turbo
1683348-8.2
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In situations where the alarm system cannot oper- ● Shutdowns indication:
ate a MODBUS communication unit, MBD-H offers – overspeed
an output module (OM) to be installed in the control – low lub. oil pressure
room. – high fresh water temp.
– high lub. oil. temp.
By means of the OM it is possible to connect all
digital and analogue signals to the alarm system in
a conventional manner.
Communication between the base module (BM) and

the output module (OM) takes place via a 3-wire
interlink bus (RS485).
The Base Module do also include redundant safety

stop function for:
1) Overspeed
2) Low lube oil pressure
3) High cooling water temperature
The set points for above redundant safety stop are

adjusted to a higher/lower point as the safety system.
This will secure that the safety system will normally
stop the engine in a critical situation. Only in case
that the safety system is out of order the redundant
safety stop will be needed.
Fig 2 Operation box module (OB - A).

Operating Box Module (OB - A)
This module includes the following possibilities:

Operating Box Module (OB - B)
● Operation of:
– engine start ● Indication of:
– engine stop – engine rpm
– remote mode – TC 2 rpm
– local mode – lub. oil pressure TC 2
– blocking/reset mode – display for digital read out
– lamp test – indication of software version
– arrow up - shift upwards through measure-
ments for display ● Shutdowns indication:
– arrow down - shift downwards through – high bearing temp. stop
measurements for display – diff. / earth protection
– emergency stop
● Indication of:
– engine rpm Please note that the local stop push button must be
– TC 1 rpm activated at least 3 sec. before the engine will stop.
– lub. oil pressure TC 1
– display for digital read out
– indication of software version
06.39
MAN Diesel & Turbo
1683348-8.2
V28/32S
If the lamp test button is activated for more than 3
sec. the software version will be displayed.
Monitoring of Temp./Pressure Panel (MTP)
All temperatures and pressures shown on the MTP

module's bargraph are indicated with illuminated
segments. When the temperatures and pressures
are within the stated limits, two segments are il-
luminated in the middle forming a straight line. This
means that it is easy to check the engines' systems,
even at distance.
Fig 3 Operation box module (OB - B).
The manual start button must be activated until ig-

nition, takes place. If the engine have been without
prelubrication in more than 20 minutes the engine
can not be electrical started.
The push buttons REMOTE - LOCAL - BLOCKING is

only related to the start function. In case of BLOCK-
ING the engine can not be started from local or from
Fig 4 Monitoring of temperature/pressure module (MTP).
remote (switchboard).
The stop function is not depended of the REMOTE

- LOCAL - BLOCKING position. If there is a deviation, the bargraph in question will
start to illuminate the segments upwards or down
On the local operating box module the pressure, wards, depending on rising or falling measurements,
temperature and rpm are illustrated by means of a see fig 5.
display: an LED indicates whether it is the working
hours, alternator, pressure, temperature or rpm It must be mentioned that the latter does not apply to
which is measured. the charge air temperature and charge air pressure,
because they will vary with the engine load.
The display of the operation box module is used to
read each individual measurement chosen by us-
ing "arrow up" or "arrow down" incl. MTP and MEG
measurements. All rpm, pressures and temperatures
are indicated in full values. The value displayed is
indicated by flashing of the last segment of the bar-
graph on the OB, MTP or MEG module.
06.39
MAN Diesel & Turbo
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and thermometers for:
– Cooling water temp.

– Fuel oil temp.
Fig 5 Monitor temp./press. (MTP)
Monitoring of Exhaust Gas Temperature

Panel (MEG)
Fig 7 Monitor exh. gas temperature (MEG - A).
The temperature shown on the MEG module is indi-
cated with segments illuminated from the left to the
right. The number of segments illuminated depends
on the actual temperature of the exhaust gas.
Fig 6 Monitoring of exhaust gas temperature module (MEG).
For emergency operation in case of totally black-out

on the 24 V DC supply the engine is equipped with
manometers for:
– Lub. oil pressure Fig 8 Monitor exh. gas temperature (MEG - B).
– Cooling water pressure
– Fuel oil pressure
06.39
MAN Diesel & Turbo
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Equaliser Function for Exhaust Gas Tem- Monitoring of Bearing Temperature, MBT
perature (option)
An equaliser function has been introduced to take The temperature shown on the MBT module is
into consideration the old learning that the exhaust indicated with segments illuminated from the left
temperature values must be identical on a four-stroke to the right. The number of segments illuminated
diesel engine. depends on the actual temperature of the bearing
temperature.
On the engine type L16/24, L27/38, V28/32S and
especially L21/31 it is observed that the temperature
are not identical althrough the engine combustion
is adjusted correctly. This fact may involve that the
operator will adjust the fuel pumps improperly to
obtain identical exhaust temperature values for each
cylinder and this is of course not desirable.
By performing an offset adjustment equalisation of the

temperature when the engine is adjusted correctly the
operator will get the impression that the temperatures
then are identical when the pumps etc are adjusted
correctly. If a deviation of the temperatures occurs,
it is because of problems with the combustion or the
fuel pumps just as the operator is used to.
The equaliser function is activated by pressing the

arrow push buttons on the OB panel for minimum
three seconds. A menu occurs and by pressing ar-
row push buttons up/down the following options are
available:
"NO"
● (Nothing happens and you return to Fig 9 Monitoring of bearing temperature (MBT), option.
normal mode)
● "YES" (Equalisation is completed if pos-
sible. New offsets are calculated)
● "RESET" (All offset values are re-zeroed) Output Module (option)
The chosen option is accepted by pressing "BLOCK- For alarm systems which cannot be communicated
ING" or "lamp test". If equalisation cannot be com- through the MODBUS protocol, an output module
pleted, "Err-2" will show up for two seconds and has been designed. This module includes conven-
afterwards it returns to normal mode again. In case tional output signals (4-20 mA) for all analogue
that a temperature deviation is above 40o C it will not measuring values, signals for limit values, and infor-
be possible to complete an equalisation and "Err-2" mation signals from the safety system. The output
will be indicated. The 40o C deviation is from the "real" module will be delivered in a separate box (IP56) with
readings, and not from the "manipulated" readings. the dimensions (H/L/W): 380 x 380 x 155 mm.
If the equaliser is activated on the OB panel without

choosing an option, it will automatically return to
normal OB display again after 15 seconds.
06.39
MAN Diesel & Turbo
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Alarm Panel (option) Instrumentation
An alarm panel with 24 alarm points can be connect- Pressure measurements are generated from the
ed to the system. The alarm panel can be installed pressure transmitters.
on the engine or in the engine control room, see fig
10. The dimensions for the panel are (H/L/W): 144 The exhaust gas temperatures are generated by
x 96 x 35 mm. NiCr/Ni thermo sensors.
Temperatures are generated by PT100 sensors.
The above transmitters and sensors are specially

designed for installation on diesel engines.
The pressure sensors are placed centrally at the

front of the engine, facilitating easy access for
maintenance and overhauls, and minimizing wire
connections.
The temperature sensors are placed at the measur-

ing point.
Data
Power supply : 24 VDC -20 to +30%

Power consumption : < 2 amp
Ambient temp. : -20oC to 70oC
External
communication links : MODBUS ASCII / RTU or
Fig 10 Alarm panel. interlink (RS485)
06.39
MAN Diesel & turbo
1699184-6.6
Page 1 (9) Communication from the GenSet B 19 00 0
V28/32S
System Layout All signals can be wired up from the OM-mod-

ule to the alarm & monitoring system in the
Fig 1 shows the system layout. The modules BM-A, control room.
BM-B, OB, MTP, MEG and safety system are all
placed on the engine. More detailed information on 3) Two simple alarm panels (AP) with each 24
each module and sensors can be read in the descrip LED channels can be installed in the con-
tion "Safety, Control and Monitoring System". trol room. This solution only serves digital
alarms.
Communication If the alarm system can communicate with MODBUS

ASCII or RTU, there is no need for the OM-module
Communication from the BM-modules to the alarm & or AP. All signals can be communicated by the
monitoring system in the control room can be done MODBUS.
in three ways:
In the following please find a description of the MOD-
1) In the BM-module there is a MODBUS ASCII BUS protocol and addressing of the signals.
or RTU interface communication.
2) An output module (OM) can be placed in MODBUS Protocol (BM)

the control room switchboard or alarm disk.
Communication from the BM-modules to the The BM has a standard MODBUS ASCII and RTU
OM-modules is made via the 3 wire module interface which may be selected, by means of a DIP
interlink bus. switch on the BM, to be either:
In the OM-module all the signals are converted – RS485 3 wire (Rx+/Tx+, Rx-/Tx-, GND)
into 4-20 mA signals and digital outputs.
DO = Digital output
1 MODBUS ASCII or RTU DI = Digital input
Interface (Slave) RS485 AI = Analog input
2 DO 1 DI 2 DI 6 DO AO = Analog output
Diesel engine
31 AO, 31 AO,
4-20 mA 30 DO 4-20 mA 30 DO
Option Option
4 DI 11 AI NiCrNi 11 AI NiCrNi
8 AI Pt100 5 AI Pt100 OM-A OM-B
8 AI 4-20 mA 5 AI 4-20 mA Output Output
Safety BM-A BM-B module module Option Option
7 DI 6 DI
system Base Base
1 DI PNP 2 DO module 1 DI PNP module
AP-A AP-B
4 DI 1 DI Magn Isolated Isolated Alarm Alarm
DC/DC DC/DC
1 DO 2 DI PNP
converter converter panel panel
1 DI Magn
4 DO 3 DO
Option Module interlink bus

11 AI NiCrNi (RS485)
2 AI Pt100
1 DI
7 DO BSM
Bearing
Surveillance OB-A MTP MEG-A OB-B MEG-B
module Opera- Monitor Monitor Opera- Monitor
ting Temp. & Exh. ting Exh.
box Press. Gas box Gas
24V DC*
24V DC*
* must be from separate sources (UPS)
Fig 1 System overview: "monitoring system & safety system"
11.41
MAN Diesel & turbo
1699184-6.6
B 19 00 0 Communication from the GenSet Page 2 (9)
V28/32S
The communication setup is: 9600 baud, 8 databits, The general „message frame format“ has the fol-
1 stopbit, no parity. lowing outlook:
The BM MODBUS protocol accept one command [:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]
(Function Code 03) for reading analog and digital
input values one at a time, or as a block of up to – [:] 1 char. Begin of frame
32 inputs. – [SLAVE] 2 char. Modbus slave address
Selected on DIP-switch at BM
MODBUS is defined by the company AEG Modicon print
and the implementated protocol in the BM is de- – [FCT] 2 char. Function code
signed to observe the relevant demands in the latest – [DATA] n X 2 chars data.
protocol description from AEG Modicon: – [CHECKSUM] 2 char checksum (LRC)
– [CR] 1 char CR
MODBUS was originally defined by EAG Modicon, – [LF] 1 char LF (end of frame)
but is now adminstered by the MODBUS-IDA group.
The MODBUS protocol implemented for the BM is Notice: The MODBUS address [SLAVE] should
defined in the document "MODBUS over serial line be adjusted on the DIP-switch (SW 1) on the BM.
specification and implementation V1.0", available at Allowed addresses are 1..63 (address 0 is not al-
http://www.modbus.org/ lowed). Broadcast packages will not be accepted
(to be ignored), see fig 2.
The following chapter describes the commands in
the MODBUS protocol, which are implementated, The following function codes (FCT) is accepted:
and how they work.
– 03H: Read n words at specific address.
– 10H: Write n words at specific address.
Protocol Description
In response to the message frame, the slave (BM)
The ASCII and RTU version of the MODBUS proto- must answer with appropriate data. If this is not pos-
col is used, where the BM works as MODBUS slave. sible, a package with the most important bit in FCT
All data bytes will be converted to 2-ASCII charac- set to 1 will be returned, followed by an exception
ters (hex-values). Thus, when below is referred to code, where the following is supported:
„bytes“ or „words“, these will fill out 2 or 4 characters,
respectively in the protocol. – 01: Illegal function
– 02: Illegal data address
– 03: Illegal data value
– 06: BUSY. Message rejected
SW 1: MODBUS address
Switch no 1 2 3 4 5 6
Address:
0 OFF OFF OFF OFF OFF OFF Not allowed
1 ON OFF OFF OFF OFF OFF
2 OFF ON OFF OFF OFF OFF
63 ON ON ON ON ON ON Not allowed
Fig 2 Modbus address
11.41
MAN Diesel & turbo
1699184-6.6
V28/32S
FCT = 03H: Read n words MODBUS addressing
The master transmits an inquiry to the slave (BM) In order to be able to read from the different I/O
to read a number (n) of datawords from a given and data areas, they have to be supplied with an
address. The slave (BM) replies with the required „address“.
number (n) of datawords. To read a single register
(n) must be set to 1. To read block type register (n) In the MODBUS protocol each address refers to a
must be in the range 1...32. word or „register“. For the GenSet there are follow-
ing I/O registers:
Request (master):
[DATA] = [ADR][n] – Block (multiple) I/O registers occupying up to
[ADR]=Word stating the address in 32 word of registers (see table 3 - 9).
HEX.
[n]=Word stating the number of words to Block I/O registers hold up to 32 discrete I/O's placed
be read. at adjacent addresses, so it is possible to request
any number of I/O's up to 32 in a single MODBUS
Answer (slave-BM): command. Please refer to table 3 - 9 which speci-
[DATA] = [bb][1. word][2. word]....[n. word] fies the block I/Os registers addresses and how the
[bb]=Byte, stating number of subsequent individual I/O's are situated within the „block".
bytes.
[1. word]=1. dataword
[2. word]=2. dataword Data Format
[n. word]=No n. dataword
The following types of data format have been cho-
FCT = 10H: Write n words sen:
The master sends data to the slave (BM) starting Digital: Consists of 1 word (register):
from a particular address. The slave (BM) returns the 1 word: [0000H]=OFF
written number of bytes, plus echoes the address. [FFFFH]=ON
Write data (master): Integer: Consists of 1 word (register):

[DATA] = [ADR][n] [bb][1. word][2. word]....[n 1 word: 12 bit signed data
word] (second complement):
[ADR] = Word that gives the address in [0000H]=0
HEX. [0FFFH]=100% of range
[n] = Word indicating number of words to [F000H]=-100% of range
be written.
[bb] = Byte that gives the number of bytes Notice: 12 bit data format must be used no matter
to follow (2*n) what dissolution a signal is sampled with. All mea-
Please note that 8bb9 is byte size! suring values will be scaled to 12 bit signed.
[2. word]=2. dataword Example 1:
PI10, range 0-6 bar
Answer (slave-BM): The value 2.3 bar will be represented as 38.33% of
[DATA] = [ADR][bb*2] 6 bar = 0621H
[ADR]= Word HEX that gives the address
in HEX
[bb*2]=Number of words written.
11.41
MAN Diesel & turbo
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V28/32S
MODBUS Timeout Index Explanation for Tables below
To prevent lock up of the protocol, ie. a breakdown In the tables below each signal has a importance
on the connection, a number of timeouts are to statement with following meaning:
be built in, as specified in the MODBUS protocol
specification: Required by MAN B&W.
Recommended by MAN B&W.
MODBUS specification max. time between charac- "Nice to have".
ters in a frame: 10 ms
In the tables below some signals have a remark with
MODBUS specification max. time between receipt following meaning:
of frame and answer: 1 second g) "Common shutdown" consists of following
signals: PSL22, TSH12, SSH81, ZS82 and
However the implementation of the protocol in the TSH29/27, LSH 92 (optionals). Furthermore
GenSet Base Module is able to handle much smaller it consist also of the redundant shutdowns
timeouts (response times), which may be required performed in the Base Module.
in order to obtain an acceptable worst-case I/O h) "Safety system failure" consists of following
scan time: signals: Power supply failure and internal watch
dog alarm.
Base Module, max. time between characters in a i) "Safety sensor cable failure" means cable fail-
frame: 5 ms ure on one or more of following sensors: lub.
oil pressostate PSL22, cool. water thermostate
Base Module, max. time between receipt of frame TSH12, speed pick-up SE90-2, emergency
and answer: 100 ms stop switch ZS82 or bearing temperature shut-
down TSH29/27.
j) "Local shutdown" only consists of the shut-
downs (PSL22, TSH, SSH81, and ZS82) in the
safety system.
l) Oil mist (LSH/LAH92) is an option.
p) For GenSets with high voltage alternators.
General) All alarm signals are already performed

with necessary time delay. F.ex. lub. oil level
alarms (LAL/LAH28) includes 30 sec. alarm
delay. Start air alarm (PAL70) includes 15 sec.
alarm delay. No further delay are needed.
11.41
MAN Diesel & turbo
1699184-6.6
V28/32S
Table 3 (Block scanning) Module A
Signal Name/description Address Data format Importance Remark Meas. range
oLAH42 Drain box high level 4002 Digital Required

oPAL25 Prelub. oil low press. 4003 Digital Required
oSX32 Jet system failure 4004 Digital Required
oUX95-2 Safety system failure 4005 Digital Required h)
oSS86 Common shutdown 4006 Digital Required g)
oTAH98 Alternator winding temp. high 4007 Digital Required
oPAL10 HT water press. inlet low 4008 Digital Required
oPDAH21-22 Diff. press. high, lub. oil filter 400A Digital Required
oPAL 22 Lub. oil press. inlet low 400B Digital Required
oPAL40 Fuel press. low 400C Digital Required
oTAH12 HT water temp. high 400D Digital Required
oTAH22 Lub. oil temp. inlet high 400E Digital Required
oLAL28 Low oil level base frame 400F Digital Recommended
oLAH28 High oil level base frame 4010 Digital Recommended
iZS75 Microswitch, turning gear engaged 4011 Digital Recommended
oSAH81 Overspeed alarm 4012 Digital Recommended
oTAD60 Exh. gas temp. high or low (A-side) 4013 Digital Recommended
oTAH61 TC temp. outlet, high (A-side) 4014 Digital Recommended
oTAH62 TC temp. inlet, high (A-side) 4015 Digital Recommended
iTI12 HT water temp. outlet 4016 Integeter 12 Bit Recommended 0-200° C
iTI21/22 Lub. oil temp. inlet 4017 Integeter 12 Bit Recommended 0-200° C
iTI40 Fuel oil temp. inlet 4018 Integeter 12 Bit Recommended f) 0-200° C
iTI98-1 Alternator winding temp. 1 4019 Integeter 12 Bit Recommended 0-200° C
iTI98-2 Alternator winding temp. 2 401A Integeter 12 Bit Recommended 0-200° C
iTI98-3 Alternator winding temp. 3 401B Integeter 12 Bit Recommended 0-200° C
iPI10 HT water press. inlet 401C Integeter 12 Bit Recommended 0-6 bar
iPI22 Lub. oil press inlet engine 401D Integeter 12 Bit Recommended 0-10 bar
iPI40 Fuel oil press. inlet 401E Integeter 12 Bit Recommended 0-16 bar
oSX86-2 Safety sensor cable failure 4020 Digital Recommended i)
oSX83 Start failure 4021 Digital Recommended
Table 3 MODBUS block 1 on Base Module A (multiple i/o) register addressing.

iPSL22 Lub. oil inlet low pressure, stop 4042 Digital Nice to have
iTSH12 HT water outlet high temp., stop 4043 Digital Nice to have
iZS82 (LSH92) Emergency shutdown (oil mist) 4044 Digital Nice to have
iSSH81 Overspeed stop 4045 Digital Nice to have
oZS96 Local indication 4046 Digital Nice to have
oZS97 Remote indication 4047 Digital Nice to have
oSA99A (Spare) 4048 Digital
oSS90A Engine running 4049 Digital Nice to have
iTE60-1A Exh. gas temp., cylinder 1 (A-side) 404A Integer 12 Bit Nice to have 0-800° C
iTE60-2A Exh. gas temp., cylinder 2 (A-side) 404B Integer 12 Bit Nice to have 0-800° C
iTE60-3A Exh. gas temp., cylinder 3 (A-side) 404C Integer 12 Bit Nice to have 0-800° C
iTE60-4A Exh. gas temp., cylinder 4 (A-side) 404D Integer 12 Bit Nice to have 0-800° C
iTE60-5A Exh. gas temp., cylinder 5 (A-side) 404E Integer 12 Bit Nice to have 0-800° C
iTE60-6A Exh. gas temp., cylinder 6 (A-side) 404F Integer 12 Bit Nice to have 0-800° C
Cont.
11.41
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1699184-6.6
V28/32S
Table 4 cont.
iTE60-7A Exh. gas temp., cylinder 7 (A-side) 4050 Integer 12 Bit Nice to have 0-800° C
iTE61-1 Exh. gas temp. outlet TC 1 4053 Integer 12 Bit Nice to have 0-800° C
iTE62-1 Exhaust gas temp. inlet TC 1 4054 Integer 12 Bit Nice to have 0-800° C
iTI01 LT water temp. inlet 4055 Integer 12 Bit Nice to have 0-200° C
iTI31 Charge air temp. 4056 Integer 12 Bit Nice to have 0-200° C
iPI01 LT water press. inlet 4057 Integer 12 Bit Nice to have 0-6 bar
iPI21 Lub. oil press. inlet filter 4058 Integer 12 Bit Nice to have 0-10 bar
iPI23 Lub. oil press. TC 1 4059 Integer 12 Bit Nice to have 0-4 bar
iPI31 Charge air press. 405A Integer 12 Bit Nice to have 0-4 bar
oSE90 Engine RPM pickup 405B Integer 12 Bit Nice to have 0-1600 rpm
oSE89-1 TC speed-1 405C Integer 12 Bit Nice to have 0-60000 rpm
oUX95-2_Dly (Spare) 405D Digital
oSX84 Stop failure 405E Digital Nice to have
iSS86-3 Shutdown from safety system 405F Digital Nice to have j)
oPAL01 LT water press. inlet 4060 Digital Nice to have
oPAL23 Lub. oil press. TC 1, low 4061 Digital Nice to have
Table 4 MODBUS block 2 on Base Module A (multiple i/o) register addressing.

oSAH89 High rpm TC 1 40C2 Digital Nice to have

oTAH62-2 High exh. gas temp. before TC 1 40C3 Digital Nice to have
oTAH12-2 High cooling water temp. 40C4 Digital Nice to have
oTAH60-1A High exh. gas temp cyl. 1 40C5 Digital Nice to have
oTAH60-6A High exh. gas temp cyl. 6 40CA Digital Nice to have
oTAH60-7A High exh. gas temp cyl. 7 40CB Digital Nice to have
oTAH60-8A High exh. gas temp cyl. 8 40CC Digital Nice to have
oTAH60-9A High exh. gas temp cyl. 9 40CD Digital Nice to have
oUX95-1 Monitoring system failure (A-side) 40CE Digital Recommended
oSX86-1 Monitoring sensor failure (A-side) 40CF Digital Recommended
iLAH92 High oil mist alarm (oil splash) 40D0 Digital Nice to have
Table 5 MODBUS block 3 on Base Module A (mutiple i/o) register addressing.

oZS57 Earth connector & diff. protection 4090 Digital Nice to have p)
PAL 50 Nozzle oil press. low 4091 Digital Recommended
TSH 22 High lub. oil shutdown 4092 Digital Nice to have
PT 50 Nozzle oil press. 4093 Analog Recommended 0-6 bar
Table 6 MODBUS block 4 on Base Module A (mutiple i/o) register addressing.
11.41
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1699184-6.6
V28/32S
Table 7 (Block scanning) Module B
oZT59 Power generator (optional) 4097 Integer 12 Bit Nice to have

oPAL70 Starting air press. low 4009 Digital Required
oTAD60-B Exh. gas temp high or low (B-side) 4013 Digital Recommended
oTAH61-B TC temp. outlet, high (B-side) 4014 Digital Recommended
oTAH62-B TC temp. inlet, high (B-side) 4015 Digital Recommended
iPT70 Start air pressure 401F Integer 12 Bit Recommended 0-40 bar
oSA99-B Common alarm (B-side) 4048 Digital
oSS90-B Engine running (NC) (B-side) 4049 Digital
iTE60-1B Exh. gas temp., cylinder 1 (B-side) 404A Integer 12 Bit Nice to have 0-800° C
iTE60-2B Exh. gas temp., cylinder 2 (B-side) 404B Integer 12 Bit Nice to have 0-800° C
iTE60-3B Exh. gas temp., cylinder 3 (B-side) 404C Integer 12 Bit Nice to have 0-800° C
iTE60-4B Exh. gas temp., cylinder 4 (B-side) 404D Integer 12 Bit Nice to have 0-800° C
iTE60-5B Exh. gas temp., cylinder 5 (B-side) 404E Integer 12 Bit Nice to have 0-800° C
iTE60-6B Exh. gas temp., cylinder 6 (B-side) 404F Integer 12 Bit Nice to have 0-800° C
iTE60-7B Exh. gas temp., cylinder 7 (B-side) 4050 Integer 12 Bit Nice to have 0-800° C
iTE61-2 Exh. gas temp. outlet TC 2 4053 Integer 12 Bit Nice to have 0-800° C
iTE62-2 Exhaust gas temp. inlet TC 2 4054 Integer 12 Bit Nice to have 0-800° C
iPT23-2 Lub. oil press. TC 2, low 4059 Integer 12 Bit Nice to have 0-4 bar
oSE89-2 TC speed-2 405C Integer 12 Bit Nice to have 0-60000 rpm
oPAL23-2 Lub. oil press. TC 2, low 4061 Digital Nice to have
oZS57 Earth 4095 Digital Nice to have
oZT45 Actuator index (optional) 4096 Integer 12 Bit Nice to have
oTE02 LT water temp. outlet engine 4098 Integer 12 Bit Nice to have 0-200° C
oTE10 HT water temp. inlet engine 4099 Integer 12 Bit Nice to have 0-200° C
oTE14 HT water temp. inlet cooler 409A Integer 12 Bit Nice to have 0-200° C
oTE20 Lub. temp. after engine 409B Integer 12 Bit Nice to have 0-200° C
oTE51 Nozzle oil temp. 409C Integer 12 Bit Nice to have 0-200° C
oPT02 LT water press. outlet engine 409D Integer 12 Bit Nice to have 0-6 bar
0PT14 HT water press. inlet cooler 409E Integer 12 Bit Nice to have 0-6 bar
Table 7 MODBUS block 2 on Base Module B (multiple i/o) register addressing.
Table 8 (Block scanning) Module B

oSAH89 High rpm TC 2 40C2 Digital Nice to have

oTAH62-2 High exh. gas temp. before TC 2 40C3 Digital Nice to have
oTAH12-2 High cooling water temp. 40C4 Digital Nice to have
oTAH60-1B High exh. gas temp cyl. 1 (B-side) 40C5 Digital Nice to have
oTAH60-6B High exh. gas temp cyl. 6 (B-side) 40CA Digital Nice to have
oTAH60-7B High exh. gas temp cyl. 7 (B-side) 40CB Digital Nice to have
Cont.
11.41
MAN Diesel & turbo
1699184-6.6
V28/32S
Table 8 cont.
oTAH60-8B High exh. gas temp cyl. 8 (B-side) 40CC Digital Nice to have
oTAH60-9B High exh. gas temp cyl. 9 (B-side) 40CD Digital Nice to have
oUX95-1 Monitoring system failure (B-side) 40CE Digital Recommended
oSX86-1 Monitoring sensor failure (B-side) 40CF Digital Recommended
iLAH92 High oil mist alarm (oil splash) 40D0 Digital Nice to have l)
Table 8 MODBUS block 3 on Base Module B (mutiple i/o) register addressing.
Table 9 (Block scanning) BSM Module

iTI29-1 Main bearing temp. 4005H Integer 12 Bit Nice to have 0-800° C
iTI29-9 Main bearing temp. 400AH Integer 12 Bit Nice to have 0-800° C
iTI29-10 Main bearing temp. 400BC Integer 12 Bit Nice to have 0-800° C
iTI29-11 Guide bearing temp. 400CH Integer 12 Bit Nice to have 0-800° C
oTI29-1 Cable break 400DH Digital Nice to have
oTI29-2 Cable break 400EH Digital Nice to have
oTI29-3 Cable break 400FH Digital Nice to have
oTI29-4 Cable break 4010H Digital Nice to have
iTI27-1 Alternator bearing temp. 4018H Integer 12 Bit Nice to have 0-200° C
iTI27-2 Alternator bearing temp. 4019H Integer 12 Bit Nice to have 0-200° C
iTI INTERNT. Compensation resistor 401AH Integer 12 Bit Nice to have 0-200° C
oTSH29/27 High bearing temp. shutdown 401BH Digital Nice to have
oTAH29/27 Common alarm main bearing temp. 401DH Digital Nice to have
oUX29/27 Common cable failure 401FH Digital Nice to have
Table 9 MODBUS block 1 on BSM Module (mutiple i/o) register addressing.
In fig 8 some examples of wiring are illustrated. See Comment: Always connect each engine with
also description "Guidelines for cable and wiring" for separate serial cable to the alarm system. Do not
further information. connect all auxiliary engines on one serial cable
connection.
11.41
11.41
Page 9 (9)
1699184-6.6
Communication method is RS-485. To communicate with the each module, the slave address must be set
different for each module! The slave address can be changed on SW1 directly on the base module.
For example slave add. on module A to 1 and slave add. 2 to the B module, and for the BSM module add. 3.
MAN Diesel & turbo
Engine type V28/32S
Fig 8 MODBUS communication (RS 485).

A4 A3 A2 A1
20U1 SW3 17U1 SW3 12U1 SW3

24VDC 400mA 0V 24V C 0 1 2 3 4 5 6 7 0 1 2 3 4 5 6 7 0 CO 1 C1 2 C2 2 3 C3 3 0 CO 1 C1 2 C2 2 3 C3 3
SENSOR SUPPLY DC INPUT DC INPUT 0V 24V DC INPUT
POWER RUN ERR 0 1 2 3 4 5 6 7 0 1 2 3 4 5 6 7 SUPPLY 0 1 2 3 4 5 6 7 0 1 2 3 4 5 6 7

SUPPLY SUPPLY
IN IN OUT OUT
OUT IN
8 9 10 11 12 13 14 15
0 1 2 3 4 5
MAX
07CR41 XI16E1 X0-08R2 X0-08R2

0
MAX
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
14P1
0
2S 4P1
Advant Controller 31
Basic Unit
5P1 6P1
EXTENSION
7P1
EXTENSION
11K1
EXTENSION 4 RELAY OUTPUT 2A 4 RELAY OUTPUT 2A
8 24VDC INPUTS
S 16 24VDC INPUTS 4 RELAY OUTPUT NO/NC 3A 4 RELAY OUTPUT NO/NC 3A
6 RELAY OUTPUTS
8/3 2Sle 2Sle
du du
POWER SUPPLY RELAY OUTPUT DC INPUT 0V 24V DC INPUT
VBe2aringillance Mo
28se/3
VBa Mo
28se/3
VBa 120/230VAC 20VA L1 N 0 C 1 2 3 C 4 5 8 9 10 11 12 13 14 15
4 C4 5 C5 6 C6 6 7 C7 7 4 C4 5 C5 6 C6 6 7 C7 7
survedule
mo
SW1 SW1 SW1

SW5 SW5 SW5
SW2 SW2 SW2
J14 J20 J21 J19 J5 J1 J3 J14 J20 J21 J19 J5 J1 J3 J14 J20 J21 J19 J5 J1 J3
J32 J13 J15 J29 J30 J11 J12 J32 J13 J15 J29 J30 J11 J12 J32 J13 J15 J29 J30 J11 J12
J17 J31 J33 J17 J31 J33 J17 J31 J33 4F1 12F1
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
91
92
93
94
95
96
97
98
99
100
101
102
The end of the string is normal in

terminal X3, but it can be different
Communication from the GenSet
from plant to plant, please see the

correct terminal no. in the electrical
schematic.
127
128
129
130
131
127
128
129
130
131
127
128
129
130
131
J19 J5 J1 J3 J19 J5 J1 J3 J19 J5 J1 J3

68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
91
92
93
94
95
96
97
98
99
100
101
102
120 Ohm
120 Ohm 120 Ohm
J29 J30 J11 J12 J29 J30 J11 J12 J29 J30 J11 J12
J33 J33 J33

V28/32S
B 19 00 0
MAN Diesel & Turbo
1699190-5.0
Page 1 (1) Oil mist detector B 19 22 1
L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38
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 measure-
ment of the oil mist concentration in the natural flow
from the crankcase to the atmosphere.
The detector is developed in close cooperation
between the manufacturer Dr. Horn and us and it
has been tested under realistic conditions at our
testbed.
The oil mist sensor is mounted on the venting pipe
together with the electronic board. At first the sen-
sor will activate an alarm, and secondly the engine
will be stopped, in case of critical oil mist concen-
tration. Furthermore there is an alarm in case of
sensor failure. To avoid false alarms direct heating Figure 1: Oil mist detector.
of the optical sensor is implemented.
The installation is integrated on the engine. No extra
piping/cabling is required.
Technical data
Power supply : 24 V DC +30% / -25%
Power consumption :1A
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
2006.11.20
MAN Diesel & Turbo
3700290-3.0 Combined box with prelubricating oil pump, preheater
Page 1 (2) E 19 07 2
and el turning device

V28/32DF
Description
Figure 1: Dimensions
The temperature is controlled by means of an on/off
The box is a combined box with starters for prelu- thermostat mounted in the common HT-outlet pipe.
bricating oil pump, preheater and el turning device. Furthermore the control system secures that the
heater is activated only when the engine is in stand-
The starter for prelubricating oil pump is for auto- still.
matic controlling start/stop of the prelubricating oil
pump built onto the engine. The box also include the control of el turning device.
There is a "running" indication lamp and a on/off
Common for both pump starters in the cabinet is power switch on the front. The control for the turn-
overload protection and automatic control system. ing gear is prepared with to contactors for forward
On the front of the cabinet there is a lamp for and reverse control. The turning gear control has
"pump on", a change-over switch for manual start also overload protection.
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 accep-
ted). 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.
2013.04.19
MAN Diesel & Turbo
Combined box with prelubricating oil pump, preheater 3700290-3.0
E 19 07 2 Page 2 (2)
and el turning device

V28/32DF
Figure 2: Wiring diagram
2013.04.19
MAN Diesel & Turbo
1699867-7.0 Combined box with prelubricating oil pump, nozzle
Page 1 (2) E 19 07 2
conditioning pump, preheater and el turning device

V28/32DF
Description
Figure 1: Dimensions
The box is a combined box with starters for prelu- The preheater control is for controlling the electric
bricating oil pump, nozzle conditioning pump, preheater built onto the engine for preheating of the
heater and el turning device. engines jacket cooling water during stand-still.
The starter for prelubricating oil pump is for auto- On the front of the cabinet there is a lamp for
matic controlling start/stop of the prelubricating oil "heater on" and a off/auto switch. Furthermore
pump built onto the engine. there is overload protection for the heater element.
The starter for nozzle conditioning pump is for auto- The temperature is controlled by means of an on/off
matic controlling start/stop of the nozzle pump. The thermostat mounted in the common HT-outlet pipe.
pump can be built on the engine or be a separate Furthermore the control system secures that the
unit. heater is activated only when the engine is in stand-
Common for both pump starters in the cabinet is still.
overload protection and automatic control system. The box also include the control of el turning device.
On the front of the cabinet there is a lamp for There is a "running" indication lamp and a on/off
"pump on", a change-over switch for manual start power switch on the front. The control for the turn-
and automatic start of the pump; furthermore there ing gear is prepared with to contactors for forward
is a common main cut-off switch. and reverse control. The turning gear control has
The pump starter can be arranged for continuous or also overload protection.
intermittent running. (For engine types L16/24,
L21/31 & L27/38 only continuous running is accep-
ted). See also B 12 07 0, Prelubricating Pump.
2008.02.25
MAN Diesel & Turbo
Combined box with prelubricating oil pump, nozzle 1699867-7.0
E 19 07 2 Page 2 (2)
conditioning pump, preheater and el turning device

V28/32DF
Figure 2: Wiring diagram.
2008.02.25
MAN Diesel & Turbo
1631477-3.3
Page 1 (2) Prelubricating oil pump starting box E 19 11 0
L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF
Description
Figure 1: Dimensions.
The prelubricating oil pump box is for controlling the Depending on the number of engines in the plant,
prelubricating oil pump built onto the engine. the control box can be for one or several engines.
The control box consists of a cabinet with starter, The prelubricating oil pump starting box can be
overload protection and control system. On the combined with the high temperature preheater con-
front of the cabinet there is a lamp for "pump on", a trol box. See also B 12 07 0, Prelubricating Pump.
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 inter-
mittent running. (For L16/24, L21/31 and L27/38
only continuous running is accepted).
2001.03.05
MAN Diesel & Turbo
1631477-3.3
E 19 11 0 Prelubricating oil pump starting box Page 2 (2)
L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF,

V28/32DF
2001.03.05
MAN Diesel & Turbo
1631478-5.1
Page 1 (2) High temperature preheater control box E 19 13 0
L23/30H, L28/32H, V28/32H, V28/32S, L28/32DF, V28/32DF
Description
Figure 1: Dimensions of the control cabinet.

The preheater control box is for controlling the elec- The high temperature preheater control box can be
tric heater built onto the engine for preheating of the combined with the prelubricating oil pump control
engines jacket cooling water during stand-still. box.
The control box consists of a cabinet with contactor See also B 13 23 1 Preheating arrangement in high
and control system. On the front of the cabinet temperature system.
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.
2001.03.05
MAN Diesel & Turbo
1631478-5.1
E 19 13 0 High temperature preheater control box Page 2 (2)
L23/30H, L28/32H, V28/32H, V28/32S, L28/32DF, V28/32DF
2001.03.05
Foundation
B 20
MAN Diesel & Turbo
1687130-4.3 Resilient mounting system for landbased generating
Page 1 (12) B 20 00 0
sets
V28/32S
Resilient mounting of generating sets Mounting of base plates on concrete
On resilient mounted generating sets, the diesel foundation
engine and the generator are placed on a common Before the foundation base plates are placed on the
rigid base frame mounted on e.g. concrete founda- concrete foundation, they have to be machined
tion by means of resilient supports, sandwich according to the drawing from MAN Diesel & Turbo
mounting. and meet the tolerances as shown in the table on
All connections from the generating set to the exter- page 5.
nal systems should be equipped with flexible con- Place and align the base plates in the openings of
nections, and pipes, gangway etc. must not be wel- the concrete foundation according to the drawing
ded to the external part of the installation. from MAN Diesel & Turbo. Mark the positions of the
foundation bolts through the holes in the base
Resilient support plates. Remove the base plates and drill the holes
for the foundation bolts with conventional tools. The
A resilient mounting of the generating set is made
holes have to be drilled according to recommenda-
with a number of sandwich mountings. The number
tions from the supplier of the foundation bolts.
and the distance between them depend on the size
of the GenSet. The mountings are bolted onto the Install the foundation bolts according to recommen-
base frame (see Method of fixing on page 4). dation from the supplier.
The standard height of the sandwich mountings is Place and align the base plates in the openings of
125 mm in unloaded condition - when loaded the the concrete foundation again.
setting is normally 6-8 mm. Pre-tighten the foundation bolts with a torque of 20
The exact setting can be found in the calculation of Nm.
the sandwich mountings for the plant in question. Fill-up the openings in the concrete foundation with
nonshrinking grouting material such as Masterflow
Check of crankshaft deflection MB928 Grout or similar.
The resilient mounted generating set is normally Tighten up the foundation bolts with a torque of 110
delivered from the factory with engine and genera- Nm, after hardening of the grouting material.
tor mounted on the common base frame. This method of fixing the base plates is suitable for
Even though engine and alternator have been earthquake conditions up to 7 on the Richter scale.
adjusted by the engine builder, with the alternator
rotor placed correctly in the stator and the crank- Mounting and adjustment instructions for
shaft deflection of the engine (autolog) within the new generating sets
prescribed tolerances, it is recommended to check
the crankshaft deflection (autolog) before starting up 1) In case the sandwich mountings have not been
the GenSet. mounted in the factory, they have to be moun-
ted at the location on the base frame by means
of four M16 bolts each, see page 4.
Concrete foundation
2) Fit the filling pieces to the sandwich mountings
The engine concrete foundation shall be in accord- by means of four M16 bolt each, see page 4.
ance with the foundation drawing from MAN Diesel The filliing pieces have to be machined accord-
& Turbo (see also page 9-11). The dimensions and ing to the drawing from MAN Diesel & Turbo.
the reinforcement of the concrete foundation are
based on soil condition > 60 kN/m2. If this require- 3) Align the generating set above the base plates
ment can not be fulfilled it is up to the customer to according to the drawing from MAN Diesel &
improve the soil condition. Turbo.
The casting of the engine foundation shall be exe- 4) Lower the generating set until it rests com-
cuted continuously, and no construction joints shall pletely on the base plates.
be permitted.
2010.08.23
MAN Diesel & Turbo
Resilient mounting system for landbased generating 1687130-4.3
B 20 00 0 Page 2 (12)
sets
V28/32S
5) After 48 hours, level and load distribution is
checked by measuring the height of the ele-
ments. The difference between the mountings
should be as small as possible and should not
exceed ± 2 mm from average.
6) The mounting(s) with the largest deviation (from

the average) should be adjusted first with steel
shims.
Hereby it should be noted that with the steel
shims the mounting deflection can only be
increased. Therefore it can be necessary to fit,
not only one, but all mountings with steel shims
to release one mounting.
Method of fixing the generating set to the

base plates
7) After the final adjustment, fix the Generating Set
to the base plates by welding the filling pieces
to the base plates according to the drawing
from MAN Diesel & Turbo, see also page 4.
This method of fixing the Generating Sets to the
base plates is suitable for earthquake conditions up
to 7 on the Richter scale.
Instructions for maintenance

Generally speaking the mountings will not require
maintenance or reconditioning in service unless
mis-used or accidently damaged.
Oil contamination is the most likely cause of dam-
age and therefore the rubber elements are treated
with an oil resistant coating. Certainly elements
showing signs of severe swelling or evidence of
rubber to metal seperation should be replaced.
2010.08.23
MAN Diesel & Turbo
Page 3 (12) B 20 00 0
sets
V28/32S
Earthquake scales and intensity values V28/32S
Measured at 5 Hz
Richter scale Ground acceleration Ground velocity Ground shift
[mm/s²] [mm/s] [mm]
4.2 250 – 500 8 – 16 0.3 – 0.5
4.8 500 – 1000 16 – 32 0.5 – 1.0
5.3 1000 – 2000 32 – 64 1.0 – 2.0
5.9 2000 – 4000 64 – 127 2.0 – 4.0
6.4 4000 – 8000 127 – 254 4.0 – 8.0
7.0 8000 – 16000 254 – 508 8.0 – 16.0
Common values for sandwich mounting systems VRD 35 S1 – 55°

With V28/32S landbased generating sets
Richter scale Input ground Natural frequencies Output transmitted Horizontal shock
acceleration horizontal shock on displacement on
generating set mounts
[g] [Hz] [g] [mm]
5.9 0.2 – 0.4 1.8 – 2.3 0.07 – 0.19 4.4 – 11.2
6.4 0.4 – 0.8 1.8 – 2.3 0.15 – 0.37 8.8 – 22.5
7.0 0.8 – 1.6 1.8 – 2.3 0.29 – 0.75 17.6 – 44.9
The output transmitted shock [g] and horizontal shock displacements [mm] are calculated by half sine shock
puls.
2010.08.23
MAN Diesel & Turbo
B 20 00 0 Page 4 (12)
sets
V28/32S
2010.08.23
MAN Diesel & Turbo
Page 5 (12) B 20 00 0
sets
V28/32S
Tolerances of base plate
2010.08.23
MAN Diesel & Turbo
B 20 00 0 Page 6 (12)
sets
V28/32S
2010.08.23
MAN Diesel & Turbo
Page 7 (12) B 20 00 0
sets
V28/32S
2010.08.23
MAN Diesel & Turbo
B 20 00 0 Page 8 (12)
sets
V28/32S
2010.08.23
MAN Diesel & Turbo
Page 9 (12) B 20 00 0
sets
V28/32S
2010.08.23
MAN Diesel & Turbo
B 20 00 0 Page 10 (12)
sets
V28/32S
2010.08.23
MAN Diesel & Turbo
Page 11 (12) B 20 00 0
sets
V28/32S
2010.08.23
MAN Diesel & Turbo
B 20 00 0 Page 12 (12)
sets
V28/32S
2010.08.23
Test running
B 21
MAN Diesel & Turbo
1699986-3.0
Page 1 (1) Shop Test Programme for Power Plants B 21 01 1
General
Operating points MAN Diesel & Turbo programme
1) Starting attempts X
2) Governor test X
3) Test of safety and monitoring system X
4) Load acceptance test (value in minutes)
Engines driving alternators Continuous rating
Constant speed
(MCR)
25% 30
50% 30
75% 30
100% 60
110% 45
5) Verification of GenSet parallel running, if possible (cos j = 1, unless otherwise stated).

6a) Crankshaft deflection measurement of engines with rigid coupling in both cold and warm condition.
6b) Crankshaft deflection measurement of engines with flexible coupling only in cold condition.
7) Inspection of lubricating oil filter cartridges of each engine.
8) General inspection.
The operating values to be measured and recorded during the acceptance test have been specified in ac-
cordance with ISO 3046-1:2002 and with the rules of the classification societies.
The operation values are to be confirmed by the customer or his representative 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 his representative's request.
07.47
Spare Parts
E 23
MAN B&W Diesel
1631461-6.0
Page 1 (1) Weight and Dimensions of Principal Parts E 23 00 0
V28/32H
V28/32S
Cylinder head approx. 200 kg Piston approx. 40 kg

Cylinder head incl. rocker arms approx. 255 kg
08028-0D/H5250/94.08.12
88
Cylinder liner approx. 119 kg Connecting rod approx. 81 kg
01.26
08028-0D/H5250/94.08.12
02.18
V28/32S
Consumption for one engine 0-4000 hours 0-8000 hours 0-12000 hours 0-16000 hours 0-20000 hours 0-24000 hours 0-28000 hours 0-32000 hours
Page 1 (1)
1683343-9.1
Number of cylinder 12 16 18 12 16 18
MAN Diesel
12 16 18 12 16 18 12 16 18 12 16 18 12 16 18 12 16 18
Inlet and exhaust valves, inc. valve

guide and valve seats. cyl. sets none none none none none none none 12 16 18
Gasket for safety valve none none none 12 16 18 12 16 18 12 16 18 12 16 18 24 32 36
O-rings and gasket for cyl. head,

mounting cyl. sets none none none 12 16 18 12 16 18 12 16 18 12 16 18 24 32 36
O-rings and sealing rings for cyl.

liner, mounting cyl. sets none none none none none none none 12 16 18
Gasket and o-rings for roller guide

inspection cyl. sets none none none 12 16 18 12 16 18 12 16 18 12 16 18 24 32 36
Gasket and anodes for air cooler cyl. sets none none none 2 2 2 2 2 2 2 2 2 2 2 2 4 4 4
O-rings and gasket for injection valve,

mounting cyl. sets 24 32 36 48 64 72 72 96 108 96 128 144 120 160 180 144 192 216 168 224 252 192 256 288
Injection nozzle sets none 12 16 18 24 32 36 24 32 36 24 32 36 36 48 54 36 48 54 48 64 72
Plunger/barrel for fuel injection pump sets none none none none none 12 16 18 12 16 18 12 16 18
Piston, scraper rings, flame ring cyl. sets none none none 12 16 18 12 16 18 12 16 18 12 16 18 24 32 36
Locking plates and gaskets for

camshaft gear wheel inspection sets none none none 2 2 2 2 2 2 2 2 2 2 2 2 4 4 4
Lub.oil filter cartridges. sets 6 6 6 12 12 12 16 16 16 22 22 22 28 28 28 32 32 32 38 38 38 42 42 42

Recommended Wearing Parts
O-ring for cyl.head top shield cyl.sets 4 6 7 10 13 14 14 19 22 19 26 29 24 32 36 29 38 43 34 45 50 38 51 58
O-ring for relief valve, crankcase doors none none none 2 2 2 2 2 2 2 2 2 2 2 2 4 4 4
Gasket for crankcase doors 4 6 6 6 8 8 8 12 12 12 16 16 16 20 20 20 24 24 24 28 28 24 28 28
Turbine nozzle ring for TC none none none 2 2 2 2 2 2 2 2 2 2 2 2 4 4 4
Kits for air starter, main starting

valve, engine driven lub. oil pump,
pre.lub. oil pump none none none 2 2 2 2 2 2 2 2 2 2 2 2 4 4 4
Big-end bearings sets none none none none none none none 12 16 18
V28/32S
E 23 05 0
MAN Diesel & Turbo
1687177-2.2
Page 1 (2) Standard Spare Parts P 23 01 1
V28/32S
Description Qty. Plate Item
Cylinder Head
Valve spindle, inlet 2 50502 262
Valve spindle, exhaust 2 50502 561
Conical ring in 2/2 4 50502 178
Inner spring 4 50502 333
Outer spring 4 50502 201
Valve seat ring, inlet 2 50501 184
Valve seat ring, exhaust 2 50501 184
Safety valve 1 50508 108
Gasket, coaming 1 50510 171
Gasket, top cover 1 50510 014
O-ring, cylinder head 2 50501 196
Valve rotators 4 50502 191
Piston and Connecting Rod, Cylinder Liner

Sealing ring 1 50610 031
Connecting rod bearing 1 50601 139
Connecting rod stud 2 50601 152
Connecting rod nut 2 50601 164
Bush for connecting rod 1 50601 056
Piston pin 1 50601 019
Retaining ring 2 50601 032
Piston ring 1 50601 093
Oil scraper ring 1 50601 127
O-ring, cylinder liner 2 50610 043
O-ring, inlet bend 2 50610 102
O-ring, inlet duct 1 50610 126
O-ring, cooling water connections 12 50610 138
Flame ring 1 50610 092
Operating Gear for Valve and Fuel Injection Pumps

08028-0D/H5250/94.08.12
10.40
MAN Diesel & Turbo
1687177-2.2
P 23 01 1 Standard Spare Parts Page 2 (2)
V28/32S
Engine Frame and Base Frame

Main bearing shells 1 51101 157
Thrust washer 2 51101 253
Stud 2 51101 169
Nut 2 51101 170
O-ring 2 51106 058
Turbocharger System
Gasket 1 51202 335
Gasket 1 51202 492
Disc 2 51202 323
Fuel Oil System and Injection Equipment

Fuel injection valve * 51402 177
Fuel oil injection pump 1 51401 972
Fuel oil high-pressure pipe 1 51404 010

* No of spare parts = C (add up to equal number)
2
C = Number of cylinders for engine with max. cyl. no in plant.
ex. A plant consists of 2x5L28/32H and 2x7L28/32H.

08028-0D/H5250/94.08.12
7
Then the number of spare parts must be 2 = 3.5
~ add up to equal number = 4.
Plate No. and Item No. refer to the spare parts plates in the instruction book.
10.40
Tools
P 24
MAN Diesel & Turbo
1683321-2.4
Page 1 (2) Standard Tools for Normal Maintenance P 24 01 1
V28/32S
Cylinder Head
Lifting tool for cylinder head 1 52005 01
Mounting tool for valves 1 52005 05
Max. pressure indicator 1 52005 10
Grinding ring for cyl. head and cyl. liner 1 52005 20
Tool for grinding of valves 1 52005 55
Handwheel for indicator valve 1 52005 65
Piston, Connecting Rod and Cylinder Liner

Lifting tool for piston 1 52006 05
Eye bolt for piston lift at check of connecting rod 1 52006 07
Back stop for cylinder liner 2 52006 09
Guide ring for mounting of piston 1 52006 11
Piston ring opener 1 52006 13
Testing mandrel for piston- and scraper ring grooves 1 set 52006 14-15-16
Plier for piston pin lock ring 1 52006 20
Guide fork for connecting rod 1 52006 24
Torque spanner 20 - 120 Nm 1 52006 26
Torque spanner 50 - 300 Nm 1 52006 27
Lifting tool for cyl. liner 1 52006 45
Honing brush 1 52006 50
Funnel for honing of cylinder liner 1 52006 51
Magnifier (30x) 1 52006 55
Operating Gear for Inlet Valves, Exhaust Valves and

Fuel Injection Pumps
Feeler gauge for inlet valves 2 set 52008 01
Feeler gauge for exhaust valves 2 set 52008 02
Extractor for thrust piece, on roller guide for fuel pump 1 52008 06
Crankshaft and Main Bearings

Crankshaft alignment gauge, autolog 1 52010 05
Guide pipe for main and guide bearing caps 2 52010 10
Lifting straps for main and guide bearing caps 2 52010 15
Dismantling tool for guide bearing shells 1 52010 19
Tool for upper main bearing 1 52010 22
O-ring 1 52010 23
Guide tools for mounting of upper guide bearing shell 1 52010 25
Angle for mounting on crankweb without counterweight
(for checking of main bearings alignment - autolog) 4 52010 40
11.46
MAN Diesel & Turbo
1683321-2.4
P 24 01 1 Standard Tools for Normal Maintenance Page 2 (2)
V28/32S
Turbocharger System
Container complete for water washing of
compressor side 1 51205 318
Blowgun for dry cleaning of turbocharger 1 51210 136

Pressure testing pump, complete 1 52014 01
Cleaning tool for fuel injector 1 set 52014 10
Spanner for high pressure pipe 1 52014 15
Spanner for fuel injection pump, left 1 52014 20
Spanner for fuel injection pump, right 1 52014 25
Spanner for fuel injection pump, right 1 52014 27
Grinding tool for fuel injector seat 1 52014 35
Extractor for fuel injector 1 52014 40
Measuring device for plunger lift 1 52014 42
Hydraulic Tools
Pressure pump, complete 1 52021 01
Distributing piece for cylinder head 1 52021 15
Distributing piece for main and guide bearings 1 52021 20
Hydraulic tools for cylinder head, complete 1 52021 25
Tools for cylinder head 1 52021 36
Hydraulic tools for main and guide bearings, complete 1 52021 40
Hose for hydraulic tools 6 52021 49
Hose with unions for connection of oil pump and
distributor piece 1 52021 51
Spacer ring (only to be used if the vibration damper
is too big for the hydraulic tools) 2 52021 65
Hydraulic tools for connecting rod 1 52021 70
Angle piece 1 52021 76
Plate No. and item No. refer to the spare parts plates in the instruction book.
11.46
MAN B&W Diesel
1693517-1.0
Page 1 (1) Tools for Reconditioning P 24 02 1
V28/32S
Cylinder Head
Grinding table for cylinder head, with bracket for
wall mounting (complete)* 1 52005 25
Grinding table for cylinder head, with frame for
floor mounting (complete)* 1 52005 30
Extractor for valve seat ring (complete) 1 52005 50
Mounting tool for valve seat rings (complete) 1 52005 45
Grinding machine for valve seat ring (complete) 1 52005 35
Grinding machine for valve spindle (complete) 1 52005 40
Crankshaft and Main Bearings

Lifting handle for main bearing cap 1 52010 30

Grinding tool for fuel injection valve 1 52014 30
* As standard the grinding table is delivered for wall mounting, plate No 52005, item No 25.
As optional it can be delivered on stand plate, No 52005, item No 30.
08028-0D/H5250/94.08.12
Plate No. and item No. refer to the spare parts plates in the instruction book.
03.09
G 50 Alternator
B 50
MAN Diesel & Turbo
1683344-0.0
Page 1 (3) Information from the Alternator supplier B 50 02 8
V28/32S
Installation aspects For water cooled alternators the flanges for cooling
water should be placed on the left side of the alter-
For mounting of diesel engine and alternator on a nator seen from the shaft end. The flanges should
common base frame, the alternator supplier should be with counter flanges.
fullfill the dimensions given in fig. 1. Further, inspec-
tion shutters, components and other parts to be
operated/maintained should not be placed below Project Information
the level of the alternator feet on front edge of, and
in the longitudinal direction of the alternator in the 3 sets of Project Information should be forwarded to
area covered by the base frame. MAN Diesel & Turbo, according to the delivery times
stated in "Extent of Delivery".
Regarding air cooled alternators, the ventilating outlet
should be placed above the level of the alternator feet. Drawings included in the alternator Project Informa-
tion must have a max. size of A3.
x x
x
x x
S
Air outlet
Air inlet 4xø26
103
Z
103 218
0
218
951 16xø31
ø350±0,1 PCD
765
R6
x
60 2xM16
x
x
700 -1
x
Y Y
x
x
200 ø 39
x x x x x 1400
1600
x x x x
Fig 1. Outline drawing of alternator
Project Information should as a minimum contain Side view and view of driving end with all main di-
the following documentation: mensions, i.e. length, width, height, foot position, foot
width, shaft height, etc. as well as all the dimensions
1. General description of alternator. of the alternator's coupling flange, alt. groove shaft pin.
2. "outline" drawing As minimum all the dimensions in fig. 1 should be

stated.
Following information is required in order to be able
to work out drawings for base frame and general
arrangement of GenSet.
01.32
MAN Diesel & Turbo
1683344-0.0
B 50 02 8 Information from the Alternator supplier Page 2 (3)
V28/32S
Further the "outline" drawing is to include alternator The following components, which are part of the
type, total weight with placement of center of gravity complete rotor, must be mentioned:
in 2 directions (horizontal and vertical), direction of
revolution, terminal box position, lifting eyes venthole - Shaft
position for air cooled alternators and min. overhaul - Pole wheel
space for rotor, cooler, filter, etc. - Exciter
- Ventilator
a. For water cooled alternators following informa-
tion is required: The shaft dimensions for alternator should be ac-
cording to figure 2.
- position of connections
- dimension of connections 4. Other drawings necessary for installation.
- dimensions of flange connections
- cooling water capacity 5. Spare parts list.
- cooling water temperature
- heat dissipation 6. List of loose supplied components.
- cooling water pressure loss across heat
exchanger
- Amount of water in alt. cooling system
b. For alternators with extern lubricating of

10 50 27
bearing(s) following information is required:
R35
- position of connections
-0.046
- dimensions of connections
0
ø400
ø290
ø258
- dimensions of flange connections

ø250h7
- required lub. oil flow

- required lub. oil pressure
- pressure regulator (if required/delivered)
R
8
- oil sight glas (if required/delivered)

20
R1
c. For air cooled alternators following information

is required: Direction of rotation
Seen from fore
- Max. permissible ambient inlet air temp.
3. Rotor shaft drawing
Following information is required in order to be able

to work out torsional vibration calculations for the
complete GenSet.
50
D3
PC
The rotor shaft drawing must show all the dimensions

of the rotor shaft's lengths and diameters as well as 16x31.0 mm holes to be drilled acc. to MAN Diesel & Turbo
fig No. V-V07A01-07-2. Holes to be reamed together with
information about rotor parts with regard to mass crankshaft for 32 mm fitted bolt
inertia moment - GD2 or J (kgm2) and weight (kg).
Fig 2 Shaft dimension for alternator
01.32
MAN Diesel & Turbo
1683344-0.0
Page 3 (3) Information from the Alternator supplier B 50 02 8
V28/32S
7. Data: - If the alternator bearings are lubricated by
the engines' intermal lub. oil system:
- Construction form.
- Rated voltage. - Max. lub. oil pressure.
- Rated power kVA. - Lub. oil capacity (m3/h).
- Rated current, amp. - Heat radiation.
- Rated power factor.
- Frequency, Hz. Besides the above-mentioned documentation, 3
- Insulation class. sets of alternator test reports should be forwarded.
- Load efficiency in % of nominal load at
1/4 - 1/2 - 3/4 - 1/1 load (with cos.phi. = In connection with the delivery of alternator, docu-
0.8 and 1.0). mentation and spare parts, these should be specified
with our order no. and the specific yard or project
identification.
For further information, please contact MAN Diesel

& Turbo.
01.32
MAN Diesel
1683345-2.1
Page 1 (1) Engine/Alternator Type B 50 02 3
V28/32S
Alternator type B 20
Two bearing types, shaft end with flange.
Engine speed 720/750 RPM
Engine type Alternator type
12V28/32S B 20
16V28/32S B 20
18V28/32S B 20
08028-0D/H5250/94.08.12
07.05
MAN Diesel & Turbo
1699865-3.4
Page 1 (3) Alternator cable installation B/G 50 00 0
L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF, L23/30DF,

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Description
Figure 1: Connection of cables (example)

The following can be used as a guideline:
The fix point of the alternator cables must be as
Main cables close as possible to the centre line of the rotor.
Bending of the cables must follow the recommen-
The resilient installation of the GenSet must be con-
dations of the cable supplier regarding minimum
sidered when fixing the alternator cables.
bending radius for movable cables.
The cables must be installed so that no forces have
If questions arise concerning the above, please do
any effect on the terminal box of the alternator.
not hesitate to contact MAN Diesel & Turbo.
A support bracket can be welded on the engine
Note: The responsibility for alternator cable installa-
base frame. If this solution is chosen, the flexibility in
tion lies with the Installation Contractor. The Installa-
the cables must be between the cable tray and the
tion Contractor has to define the dimension of the
support bracket.
cables with due respect to heat conditions at site,
The free cable length from the cable tray to the cable routing (nearby cables), number of single
attachment on the alternator must be appropriate to wires per phase, cable material and cable type.
compensate for the relative movements between
the GenSet and the foundation.
2014.04.07
MAN Diesel & Turbo
1699865-3.4
B/G 50 00 0 Alternator cable installation Page 2 (3)

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Figure 2: Marine operation (example)
Binding radius has to be observed, and furthermore

binding radius for cables used for resilient installed
engines must be observed.
Earth cable connection

It is important to establish an electrical connecting
across the rubber dampers. The earth cable must
be installed as a connection between alternator and
ship hull for marine operation, and as a connection
between alternator and foundation for stationary
operation.
For stationary operation, the Contractor must
ensure that the foundation is grounded according to
local legislation.
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 spe-
cific case; or must as a minimum have the same
size as the main cables.
2014.04.07
MAN Diesel & Turbo
1699865-3.4
Page 3 (3) Alternator cable installation B/G 50 00 0

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Figure 3: Stationary operation (example)
2014.04.07
MAN Diesel & Turbo
3700084-3.4
Page 1 (2) Combinations of engine- and alternator layout B/G 50 00 0

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Engine and alternator combinations
For a GenSet the engine and alternator are fixed on # : Option

a common base frame, which is flexibly installed. X : Not recommended
This is to isolate the GenSet vibration-wise from the 1) : Only in combination with "top bracing" between
environment. As part of the GenSet design a full engine crankcase and alternator frame
FEM calculation has been done and due to this and 2) : Need for 'topbracing' to be evaluated case by
our experience some combinations of engine type case
and alternator type concerning one - or two bear-
ings must be avoided. In the below list all combina-
tions can be found.
Comments to possible combinations:
• : Standard
2014.04.08
MAN Diesel & Turbo
3700084-3.4
B/G 50 00 0 Combinations of engine- and alternator layout Page 2 (2)

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
2014.04.08
B 25 Preservation and
Packing
B 98
MAN Diesel
1683333-2.2
Page 1 (3) Lifting Instruction P 98 05 1
V28/32S
Lifting of Complete Generating Sets.
Fig. 1a
Torque moment 260 NM
The generating sets should only be lifted in the wire
straps. Normally, the lifting tools, the crossbars and
the wire straps are mounted by the factory. If not, Shackles
it must be observed that the fixing points for the Lifting tools
crossbars are placed differently depending on the Hexagon screws
number of cylinders. Nut
The crossbars are to be removed after the installation,

and the protective caps should be fitted.
Fig. 1b
Torque moment 300 NM
Cap nut
Crossbar
Distance tube
Fig. 1.
08028-0D/H5250/94.08.12
03.48
MAN Diesel
1683333-2.2
P 98 05 1 Lifting Instruction Page 2 (3)
V28/32S
12V28/32S without alternator

Crossbars are
Name plate/ hex socket Wire Engine Type placed between
head cap screw
Shackles If necessary, placement Cyl. no.
Lifting beam of wire to be adjusted
after test lift. 12V28/32S 2-3, 4-5
Wire *
Crossbars, see fig. 1b * Shackles *
Wire *
Lashing fittings *
* are mounted on both

sides of engines
Fig. 2. Crossbars placing on engine without alternator.
16-18V28/32S without alternator

Crossbars are
Wire Engine Type placed between
If necessary, placement Cyl. no.
Shackles
of wire to be adjusted
Lifting beam after test lift. 16V28/32S 3-4, 5-6
18V28/32S 4-5, 6-7
Wire * Shackles *
Wire *
Crossbars, see fig. 1b *
Lashing fitting *

08028-0D/H5250/94.08.12
sides of engines
Fig. 3. Crossbars placing on engine without alternator.
03.48
MAN Diesel
1683333-2.2
Page 3 (3) Lifting Instruction P 98 05 1
V28/32S
12V28/32S with alternator

Crossbars are
Name plate/ hex socket Wire
Engine Type placed between
head cap screw If necessary, placement Cyl. no.
Shackles of wire to be adjusted
Lifting beam after test lift. 12V28/32S 4-5
Wire *
Shackles *
Wire *
Lashing fittings *
Lifting tools, see fig. 1a *

sides of engines
Note: Based on MBD-H

standard generator
Fig. 4. Crossbars and lifting tools placing on engine with alternator.
16-18V28/32S with alternator

Name plate/ hex socket Wire Crossbars are
head cap screw If necessary, placement Engine Type placed between
Shackles of wire to be adjusted Cyl. no.
Lifting beam after test lift.
16V28/32S 5-6, 7-8
Wire * 18V28/32S 6-7, 8-9
Shackles *
Wire *
Lashing fittings *

08028-0D/H5250/94.08.12
sides of engines
Note: Based on MBD-H

standard generator
Fig. 5. Crossbars placing on engine with alternator.
03.48

v2832s Project Guide

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V28/32S

Project Guide - Power Plant

Text Index Drawing No

Introduction to project guide I 00 00 0 1643483-5.4

List of capacities D 10 05 0 1687127-0.5

Basic diesel engine B 10

Power, outputs, speed B 10 01 1 3700293-9.0

Fuel oil system B 11

Internal fuel oil system B 11 00 0 1687122-1.4

Text Index Drawing No

Lubrication oil system B 12

Internal lubricating oil system B 12 00 0 1687123-3.3

Cooling water system B 13

Engine cooling water specifications B 13 00 0 010.000.023-13

Compressed air system B 14

Specification for compressed air B 14 00 0 010.000.023-21

Combustion air system B 15

Combustion air system B 15 00 0 1687120-8.0

Exhaust gas system B 16

Exhaust gas system B 16 00 0 1683347-6.2

Text Index Drawing No

Silencer without spark arrestor, damping 35 dB(A) E 16 04 3 1683338-1.3

Speed control system B 17

Starting of engine B 17 00 0 1607583-4.4

Safety and control system B 19

Operation data & set points B 19 00 0 1699178-7.5

Resilient mounting system for landbased V28/32S generating sets B 20 00 0 1687130-4.3

Shop Test Programme for Power Plants B 21 01 1 1699986-3.0

Weight and dimensions of principal parts E 23 00 0 1631461-6.0

Standard tools for normal maintenance P 24 01 1 1683321-2.4

Information from the alternator supplier B 50 02 8 1683344-0.0

Preservation and packing B 98

Lifting instruction P 98 05 1 1683333-2.2

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

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

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

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

Specification of letter code for measuring devices

S Speed, System H High

V Viscosity S Switching, Stop

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

Standard text for instruments

Lubricating oil system

Charging air system

Fuel oil system

Nozzle cooling system

Exhaust gas system

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

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

Basic symbols for piping

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

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

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

Basic symbols for piping

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

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

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

720 RPM kW 2700 3600 4050

Engine driven Pumps:

750 RPM kW 2820 3760 4230

Engine driven Pumps:

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

General Sound measuring "on-site"

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

Turbocharging principle : Constant pressure system and intercooling