MAN Energy Solutions

MAN 32/44CR

Four-stroke diesel engine

Project Guide – Marine
Four-stroke diesel engine compliant with IMO Tier II

Revision ............................................ 04.2024/8.5

MAN 32/44CR IMO Tier II Project Guide – Marine

2024-09-16 - 8.5

All data provided in this document is non-binding. This data serves informa-
tional purposes only and is especially not guaranteed in any way. Depending
on the subsequent specific individual projects, the relevant data may be sub-
ject 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.
 MAN Energy Solutions
Four-stroke diesel engine
MAN 32/44CR IMO Tier II Project Guide – Marine

2024-09-16 - 8.5

MAN Energy Solutions SE

86224 Augsburg
GERMANY
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-3382
primeserv-germany@[Link]
[Link]
Copyright © 2024 MAN Energy Solutions
All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
 MAN Energy Solutions

Table of contents

Table of contents
1 Introduction ........................................................................................................................................... 11
1.1 Medium-speed propulsion engine programme ......................................................................... 11
1.2 Engine description MAN 32/44CR IMO Tier II ............................................................................ 11
1.3 Engine overview.......................................................................................................................... 15
1.4 Turbocharger overview............................................................................................................... 17
1.4.1 View of a TCR type turbocharger...............................................................................17
1.4.2 Compensator between turbine outlet (engine) and exhaust gas pipe (plant) ...............18
1.4.3 No additional masses allowed ...................................................................................19

2 Engine and operation ............................................................................................................................ 21

2.1 Approved applications and destination/suitability of the engine............................................. 21
2.2 Engine design.............................................................................................................................. 24
2.2.1 Engine cross section .................................................................................................24
2.2.2 Engine designations – Design parameters .................................................................26
2.2.3 Turbocharger assignments ........................................................................................27
2.2.4 Engine main dimensions, weights and views – GenSet..............................................27
2.2.5 Engine main dimensions, weights and views – Mechanical propulsion.......................29
2.2.6 Engine inclination.......................................................................................................31
2.2.7 Engine equipment for various applications .................................................................32
2.3 Ratings (output) and speeds ...................................................................................................... 36
2.3.1 General remark..........................................................................................................36
2.3.2 Standard engine ratings ............................................................................................36
2.3.3 Engine ratings (output) for different applications.........................................................37
2.3.4 Derating, definition of P Operating .............................................................................39
2.3.5 Engine speeds and related main data........................................................................39
2.3.6 Speed adjusting range...............................................................................................40
2.4 Increased exhaust gas pressure due to exhaust gas after treatment installations ................ 40
2.5 Starting........................................................................................................................................ 43
2.5.1 General remarks ........................................................................................................43
2.5.2 Type of engine start...................................................................................................43
Four-stroke diesel engine

2.5.3 Requirements on engine and plant installation ...........................................................43

2.5.4 Starting conditions ....................................................................................................45
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2.6 Start-up and load application .................................................................................................... 46

2.6.1 General remarks ........................................................................................................46
2.6.2 Definitions and requirements .....................................................................................48
2.6.3 Load application – Continuous loading......................................................................49
2.6.4 Load application – Load steps (for electric propulsion/auxiliary GenSet) ....................52
2.6.5 Load application for mechanical propulsion (FPP and CPP).......................................54
2.7 Low-load operation..................................................................................................................... 57
2.8 Engine load reduction and engine stop ..................................................................................... 59
2.9 Engine load reduction as a protective safety measure ............................................................. 60

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2.10 Engine operation under arctic conditions.................................................................................. 61

Table of contents

2.11 GenSet operation ........................................................................................................................ 66

2.11.1 Operating range for GenSet/electric propulsion .........................................................66
2.11.2 Operating range for EPROX-DC ................................................................................67
2.11.3 Operating range for EPROX-AC.................................................................................67
2.11.4 Available outputs and permissible frequency deviations .............................................67
2.11.5 Generator operation/electric propulsion – Power management .................................68
2.11.6 Alternator – Reverse power protection ......................................................................69
2.11.7 Earthing measures of diesel engines and bearing insulation on alternators.................70
2.12 Propeller operation, suction dredger (pump drive) ................................................................... 72
2.12.1 General remark for operating ranges .........................................................................72
2.12.2 Operating range for controllable pitch propeller (CPP)................................................73
2.12.3 General requirements for the CPP propulsion control ................................................74
2.12.4 Operating range for fixed pitch propeller (FPP)...........................................................77
2.12.5 General requirements for the FPP propulsion control .................................................78
2.12.6 Operating range for mechanical pump drive ..............................................................80
2.13 Fuel oil, lube oil, starting air and control air consumption....................................................... 81
2.13.1 Fuel oil consumption for emission standard: IMO Tier II .............................................81
2.13.2 Lube oil consumption ................................................................................................89
2.13.3 Starting air and control air consumption ....................................................................89
2.13.4 Recalculation of fuel consumption dependent on ambient conditions ........................90
2.13.5 Influence of engine aging on fuel consumption ..........................................................91
2.14 Service support pumps for lower speed range of FPP applications......................................... 92
2.15 Planning data for emission standard: IMO Tier II – Auxiliary GenSet ...................................... 93
2.15.1 Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Auxiliary
GenSet......................................................................................................................93
2.15.2 Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Auxiliary
GenSet......................................................................................................................95
2.15.3 Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II
– Auxiliary GenSet .....................................................................................................97
2.15.4 Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II
– Auxiliary GenSet .....................................................................................................99
2.15.5 Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Auxiliary
GenSet......................................................................................................................101
2.15.6 Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II – Auxili-
Four-stroke diesel engine

ary GenSet ................................................................................................................103

2.16 Planning data for emission standard: IMO Tier II – Electric propulsion................................... 105
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2.16.1 Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Electric
propulsion .................................................................................................................105
2.16.2 Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Electric
propulsion .................................................................................................................107
2.16.3 Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II
– Electric propulsion..................................................................................................109
2.16.4 Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II
– Electric propulsion..................................................................................................111
2.16.5 Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Electric
propulsion .................................................................................................................113

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2.16.6 Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II – Electric

Table of contents
propulsion .................................................................................................................115
2.17 Planning data for emission standard: IMO Tier II – Mechanical propulsion with CPP ............ 117
2.17.1 Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Mechanical
propulsion with CPP..................................................................................................117
2.17.2 Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Mechanical
propulsion with CPP..................................................................................................119
2.17.3 Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II
– Mechanical propulsion with CPP ............................................................................121
2.17.4 Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II
– Mechanical propulsion with CPP ............................................................................123
2.17.5 Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Mechanical
propulsion with CPP, constant speed........................................................................125
2.17.6 Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II – Mech-
anical propulsion with CPP, constant speed ..............................................................127
2.18 Planning data for emission standard: IMO Tier II – Mechanical propulsion with FPP............. 129
2.18.1 Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Mechanical
propulsion with FPP ..................................................................................................129
2.18.2 Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Mechanical
propulsion with FPP ..................................................................................................131
2.18.3 Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II
– Mechanical propulsion with FPP.............................................................................133
2.18.4 Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II
– Mechanical propulsion with FPP.............................................................................135
2.18.5 Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Mechanical
propulsion with FPP ..................................................................................................137
2.18.6 Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II – Mech-
anical propulsion with FPP.........................................................................................139
2.19 Planning data for emission standard: IMO Tier II – Suction dredger/pumps (mechanical
drive) ........................................................................................................................................... 141
2.19.1 Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Suction
dredger/pumps (mechanical drive).............................................................................141
2.19.2 Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Suction
dredger/pumps (mechanical drive).............................................................................143
2.19.3 Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II
– Suction dredger/pumps (mechanical drive).............................................................145
2.19.4 Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II
Four-stroke diesel engine

– Suction dredger/pumps (mechanical drive).............................................................147

2.19.5 Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Suction
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dredger/pumps (mechanical drive).............................................................................149

2.19.6 Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II – Suction
dredger/pumps (mechanical drive).............................................................................151
2.20 Operating/service temperatures and pressures........................................................................ 153
2.21 Leakage rate ............................................................................................................................... 160
2.22 Filling volumes............................................................................................................................ 161
2.23 Venting amount of crankcase and turbocharger ...................................................................... 161
2.24 Exhaust gas emission................................................................................................................. 162
2.24.1 Maximum permissible NOx emission limit value IMO Tier II ........................................162

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2.24.2 Smoke emission index (FSN) .....................................................................................163

Table of contents

2.24.3 Exhaust gas – possible components and visibility......................................................163

2.24.4 Emission-related installation instruction for engines ...................................................165
2.25 Noise............................................................................................................................................ 167
2.25.1 Airborne noise ...........................................................................................................168
2.25.2 Intake noise ...............................................................................................................169
2.25.3 Exhaust gas noise .....................................................................................................171
2.25.4 Blow-off noise example .............................................................................................173
2.25.5 Noise and vibration – Impact on foundation...............................................................174
2.26 Vibration...................................................................................................................................... 177
2.26.1 Torsional vibrations....................................................................................................177
2.27 Requirements for power drive connection (static).................................................................... 180
2.28 Requirements for power drive connection (dynamic)............................................................... 181
2.28.1 Moments of inertia – Crankshaft, damper, flywheel ...................................................181
2.28.2 Balancing of masses – Firing order............................................................................183
2.28.3 Static torque fluctuation.............................................................................................185
2.29 Power transmission.................................................................................................................... 190
2.29.1 Flywheel arrangement ...............................................................................................190
2.30 Arrangement of attached pumps ............................................................................................... 195
2.31 Foundation .................................................................................................................................. 196
2.31.1 General requirements for engine foundation ..............................................................196
2.31.2 Rigid seating .............................................................................................................198
2.31.3 Chocking with synthetic resin ....................................................................................204
2.31.4 Resilient seating ........................................................................................................207
2.31.5 Recommended configuration of foundation ...............................................................209
2.31.6 Engine alignment .......................................................................................................217

3 Engine automation................................................................................................................................. 219

3.1 SaCoS 5000 system overview .................................................................................................... 219
3.1.1 Cybersecurity guidelines............................................................................................220
[Link] Terms, abbreviations and definitions..........................................................220
[Link] System Overview.......................................................................................221
[Link] Physical security of SaCoS ........................................................................223
[Link] Security of the communication link with Z1:Control(Customer) and the op-
Four-stroke diesel engine

erating panels ............................................................................................224

[Link] Secure access and storage of SaCoS data ...............................................224
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[Link] Secure use of the Engine Vault PC in the DLC ...........................................225

[Link] Securing Z1:Control(Customer)..................................................................226
[Link] Securing the operating panels ...................................................................228
[Link] Maintaining network segmentation.............................................................228
[Link] Preparation for security incidents ...............................................................229
[Link] Safe disposal.............................................................................................229
[Link] User account management .......................................................................230
[Link] Security Incident Report ............................................................................230
3.1.2 Equipment on engine ................................................................................................231
3.1.3 Equipment off engine.................................................................................................234

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3.2 Power supply and distribution ................................................................................................... 241

Table of contents
3.3 Operation..................................................................................................................................... 245
3.4 Functionality ............................................................................................................................... 245
3.5 Interfaces .................................................................................................................................... 248
3.6 Data Logging............................................................................................................................... 250
3.7 Technical data ............................................................................................................................ 250
3.8 Installation requirements ........................................................................................................... 251
3.9 Engine-located measuring and control devices ........................................................................ 253

4 Specification for engine supplies ......................................................................................................... 261

4.1 Explanatory notes for operating supplies – Diesel engines...................................................... 261
4.1.1 Lube oil .....................................................................................................................261
4.1.2 Fuel ...........................................................................................................................261
4.1.3 Nozzle cooling ...........................................................................................................262
4.1.4 Intake air ...................................................................................................................263
4.2 Specification of lubricating oil (SAE 40) for operation with DMA/DMB, DFA, DFB .................. 263
4.3 Specification of lubricating oil (SAE 40) for residual fuel operation (HFO) .............................. 265
4.4 Diesel fuel (DMA, DFA) specification ......................................................................................... 269
4.5 Marine diesel oil (DMB, DFB) specification ............................................................................... 274
4.6 Residual fuel (HFO) specification ............................................................................................... 277
4.7 Viscosity-temperature diagram (VT diagram) ........................................................................... 287
4.8 FAME (transesterified biofuel) specification ............................................................................. 288
4.9 Specification of engine coolant.................................................................................................. 290
4.10 Coolant inspecting ...................................................................................................................... 295
4.11 Cooling water system cleaning.................................................................................................. 296
4.12 Specification of intake air (combustion air) .............................................................................. 298
4.13 Specification of compressed air ................................................................................................ 299

5 Engine room and application planning................................................................................................. 301

5.1 3D Engine Viewer – A support programme to configure the engine room............................... 301
5.2 Basic principles for pipe selection............................................................................................. 302
5.2.1 External pipe dimensioning ........................................................................................302
5.2.2 Specification of materials for piping ...........................................................................303
Four-stroke diesel engine

5.2.3 Installation of flexible pipe connections ......................................................................304

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5.2.4 Condensate amount in charge air pipes and air vessels.............................................309

5.3 SaCoS Engine Room Automation ............................................................................................... 311
5.3.1 SaCoS ERA system overview ....................................................................................311
5.3.2 Power supply ............................................................................................................314
5.3.3 Interfaces ..................................................................................................................314
5.3.4 Technical data ...........................................................................................................315
5.3.5 Installation requirements ............................................................................................315
5.4 Media interfaces ......................................................................................................................... 315
5.5 Lube oil system........................................................................................................................... 320
5.5.1 Internal lube oil system ..............................................................................................320

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5.5.2 External lube oil system – Description........................................................................324

Table of contents

5.5.3 External lube oil system – Low-speed operation lube oil system ................................332
5.5.4 External lube oil system – Prelubrication/postlubrication ............................................333
5.5.5 External lube oil system – Lube oil outlets..................................................................333
5.5.6 External lube oil system – Lube oil service tank .........................................................336
5.6 Crankcase vent and lube oil tank vent ...................................................................................... 340
5.7 Cooling water system ................................................................................................................. 341
5.7.1 Internal cooling water system ....................................................................................341
5.7.2 External cooling water system – Description..............................................................345
5.7.3 External cooling water system – Collection and supply system..................................358
5.7.4 External cooling water system – Low-speed operation cooling water system ............359
5.7.5 External cooling water system – Miscellaneous items ................................................362
5.7.6 External cooling water system – Nozzle cooling system ............................................362
5.7.7 External cooling water system – Nozzle cooling water module ..................................364
5.7.8 External cooling water system – HT cooling water preheating module .......................366
5.7.9 External cooling water system at arctic conditions .....................................................366
5.8 Bilge water/oily water ................................................................................................................ 367
5.8.1 Introduction ...............................................................................................................367
5.8.2 Turbocharger washing equipment .............................................................................367
5.8.3 Cleaning of charge air cooler .....................................................................................370
5.8.4 Condensate monitoring tank drain.............................................................................371
5.8.5 Nozzle cooling water drain.........................................................................................372
5.8.6 Condensate drain starting air system.........................................................................372
5.9 Fuel oil system ............................................................................................................................ 372
5.9.1 Internal fuel system....................................................................................................373
5.9.2 External fuel system – Marine diesel oil (MDO) treatment system ...............................376
5.9.3 External fuel system – Marine diesel oil (MDO) supply system for diesel engines........380
5.9.4 External fuel system – Heavy fuel oil (HFO) treatment system ....................................389
5.9.5 External fuel system – Heavy fuel oil (HFO) supply system .........................................394
5.9.6 External fuel system – Fuel oil supply at blackout conditions .....................................407
5.9.7 Further recommendations for actions to be taken and plant equipment when using
FAME fuels ................................................................................................................408
5.10 Compressed air system .............................................................................................................. 409
5.10.1 Internal compressed air system .................................................................................410
Four-stroke diesel engine

5.10.2 External compressed air system – Description ..........................................................413

5.10.3 External compressed air system – Dimensioning starting air receivers, compressors.415
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5.10.4 External compressed air system – Jet assist .............................................................417

5.11 Engine room ventilation and intake air...................................................................................... 418
5.11.1 External general information ......................................................................................418
5.11.2 External air supply with or without arctic conditions ...................................................420
5.12 Internal charge air and exhaust gas system – Exemplary........................................................ 425
5.13 Plant exhaust gas system .......................................................................................................... 426
5.13.1 External exhaust gas system – General information ...................................................426
5.13.2 External components and assemblies of the exhaust gas system ..............................427
5.13.3 Example: Ducting arrangement .................................................................................428

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5.13.4 Position of the outlet casing of the turbocharger........................................................430

Table of contents
5.14 Maintenance space and requirements ...................................................................................... 434
5.14.1 General details ..........................................................................................................434
5.14.2 Installation drawings ..................................................................................................436
5.14.3 Removal dimensions of piston and cylinder liner ........................................................444
5.14.4 Lifting device .............................................................................................................452
5.14.5 Space requirement for maintenance ..........................................................................456
5.14.6 Major spare parts ......................................................................................................457
5.14.7 Mechanical propulsion system arrangement ..............................................................463

6 Propulsion packages............................................................................................................................. 465

6.1 General ........................................................................................................................................ 465
6.2 Propeller layout data .................................................................................................................. 465
6.3 Propeller clearance..................................................................................................................... 466
6.4 Alphatronic 3000 propulsion control system............................................................................. 467

7 Electric propulsion plants ..................................................................................................................... 469

7.1 Advantages of electric propulsion ............................................................................................. 469
7.2 Losses in electric propulsion plants .......................................................................................... 469
7.3 Components of an electric propulsion plant.............................................................................. 470
7.4 Electric propulsion plant design ................................................................................................ 471
7.5 Engine selection.......................................................................................................................... 472
7.6 E-plant, switchboard and alternator design.............................................................................. 473
7.7 Over-torque capability................................................................................................................ 475
7.8 Power management.................................................................................................................... 476
7.9 Example configurations of electric propulsion plants .............................................................. 477
7.10 High-efficient electric propulsion plants with variable speed GenSets (EPROX-DC)............... 482
7.11 Fuel-saving hybrid propulsion system (HyProp ECO)................................................................ 484

8 Annex ..................................................................................................................................................... 487

8.1 Safety instructions and necessary safety measures ................................................................ 487
8.1.1 General .....................................................................................................................487
8.1.2 Safety equipment and measures provided by plant-side............................................487
Four-stroke diesel engine

8.2 Programme for Factory Acceptance Test (FAT) ........................................................................ 492

8.3 Engine running-in ....................................................................................................................... 497
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8.4 Definitions ................................................................................................................................... 501

8.5 Abbreviations .............................................................................................................................. 505
8.6 Symbols....................................................................................................................................... 507
8.7 Preservation, packaging, storage .............................................................................................. 510
8.7.1 General .....................................................................................................................510
8.7.2 Storage location and duration....................................................................................512
8.7.3 Follow-up preservation when preservation period is exceeded ..................................512
8.7.4 Removal of corrosion protection ................................................................................513
8.8 Engine colour .............................................................................................................................. 513

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Index ...................................................................................................................................................... 515

Table of contents

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 MAN Energy Solutions 1

1 Introduction

1.2 Engine description MAN 32/44CR IMO Tier II

1.1 Medium-speed propulsion engine programme

Figure 1: MAN Energy Solutions engine programme

1.2 Engine description MAN 32/44CR IMO Tier II

General
The actual MAN 32/44CR engine represents the newest technologies in the
area of medium speed operated industrial sized diesel engines. By the use of
electronic injection, high efficiency turbochargers, electronic hardware and
variable valve timing the MAN 32/44CR is a synthesis of the most advanced
large engine technologies available.

Fuels
The MAN 32/44CR can be operated with MGO (DMA), MDO (DMB) and with
HFO up to a viscosity of 700 mm2/s (cSt) at 50°C. The fuel system is de-
signed for fuel temperatures up to 150°C and starting and stopping the en-
gine during HFO operation. Note the special chapters concerning synthetic
fuels, FAME and residual marine fuels containing FAME.
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Operation with FAME - transesterified biofuel (optional)

In case of intended use of FAME fuels according to EN-14214 or ASTM
D6751 and according to the additional requirements of MAN Energy Solutions
1 Introduction

(see section FAME (transesterified biofuel) specification, Page 288)

▪ Special considerations for fuel handling, storage and fuel preparation to
be considered
▪ To be clarified, if special equipment on engine or within plant is needed
▪ Change of engine performance to be clarified
Contact MAN Energy Solutions if this option is needed.

MAN 32/44CR IMO Tier II, Project Guide – Marine 11 (523)

1 MAN Energy Solutions

Operation with synthetic fuels (optional)

1.2 Engine description MAN 32/44CR IMO Tier II

Synthetic fuels such as HVO, BTL, CTL, GTL according to DIN EN 15940 dif-
fer in the procedure of production, but are identical in their fuel properties and
need to comply to the requirements of MAN Energy Solutions ( see section
HVO)
In case of intended use of these synthetic diesel fuels:
▪ Special considerations for fuel handling, storage and fuel preparation have
to be considered
▪ To be clarified, if special equipment on engine or within plant is needed
▪ Change of engine performance to be clarified
Due to the lower volumetric heat value than DMA in case of fixed engine set-
ting a minor increase of the specific fuel consumption (∆be 42700,ISO <+1,5%, [g/
kWh]) and a slight decrease of NOX-emissions is expected.
Contact MAN Energy Solutions if this option is needed.

Common rail injection

The MAN 32/44CR injection system uses the latest MAN Energy Solutions`
common rail technology which allows different settings of injection timing, dur-
ation and pressure. This technical advantage allows to achieve favourable
CO2 and emissions results of the MAN 32/44CR on its operating profile. Due
to constant development of our safety concept, the redundant high-pressure
pumps guarantee limited continued operation of the engine even if there is
high-pressure pump malfunction.

Boost injection
A special, patented feature for common rail engines, called boost injection, is
integrated in the control system. It is able to detect a load increase at the en-
gine at early stage and to improve the load response of the engine signific-
antly by activation of a boost injection in the common rail control.

Safety concept of common rail system

The common rail system comprises an intelligent designed safety concept:
▪ All high-pressure pipes are screened or have a double wall design.
▪ Flow limiting valves at each cylinder prevent uncontrolled injection.
▪ Redundant high-pressure pumps guarantee continued operation of the
engine even in the event of high-pressure pump malfunction.
▪ Redundant twin type pressure sensors and speed sensors assure that the
engine stays operational even in the event of failure of one of these ele-
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ments. In case of single-engine plants the ECUs (Electronic Control Units)

are in double type as well.

Electronics – SaCoS 5000

The MAN 32/44CR is equipped with the classification society compliant safety
1 Introduction

and control system SaCoS 5000. SaCoS 5000 combines all functions of
modern engine management into one complete system.
SaCoS 5000 offers:
▪ Integrated self-diagnosis functions
▪ Future prove design
▪ Digital ready

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 MAN Energy Solutions 1

▪ Maximum reliability and availability

1.2 Engine description MAN 32/44CR IMO Tier II

▪ Simple use and diagnosis
▪ Quick exchange of modules
▪ Crankcase monitoring system plus oil mist detection
As a standard for all our four-stroke medium-speed engines manufac-
tured in Augsburg, these engines will be equipped with a crankcase mon-
itoring system (CCM = splash oil & main bearing temperature) plus OMD
(oil mist detection). OMD and CCM are integral part of the MAN Energy
Solutions´ safety philosophy and the combination of both will increase the
possibility to early detect a possible engine failure and prevent subsequent
component damage.
▪ Propulsion Optimisation Interface
The Propulsion Optimisation Interface serves with engine parameters and
at an early stage gives information about upcoming limitation. This allows
a smooth and look ahead control of the CPP propulsion system.

Cyber security
The marine certified safety and control system SaCoS 5000 is compliant to
the IACS UR E27 requirements for cyber resilience on-board equipment,
which will get mandatory for ships contracted for construction or after 1st July
2024. A confirmation of compliance will be given by the main classification so-
cieties, ensuring the utmost benefit for our customers.

PrimeServ Assist - CEON (optional feature)

MAN PrimeServ Assist is our solution to support our customers in monitoring
and assessing the condition of their equipment. Equipment connected to our
MAN CEON cloud platform is monitored by MAN's advanced analytics run-
ning in the MAN CEON platform to detect degradations and optimisation po-
tentials. MAN experts analyse root causes and define mitigating actions based
on this data.
Benefits:
▪ Availability: Ensuring 24/7 engine availability by monitoring operating val-
ues and pro-actively advising on operating tasks.
▪ Efficiency: Optimize equipment performance and reduce fuel consumption
and emissions by detecting degradations of performance influencing
parameters over time.
▪ Maintenance: Reduce maintenance cost by evaluating aging of individual
components over time and pro-active advising counter measures.

Components
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The MAN 32/44CR is equipped with the newest generation of MAN Energy
Solutions turbochargers (TCR). Based on positive experiences from the MAN
32/40, important power unit components, such as crankshaft, conrod and
piston, were optimised for increased performance. It was ensured in this way
1 Introduction

that the 600 kW/cyl. engine has the tried and tested good wear properties for
which MAN Energy Solutions engines are well known throughout the world.

MAN 32/44CR IMO Tier II, Project Guide – Marine 13 (523)

1 MAN Energy Solutions

More output at lower fuel consumption

1.2 Engine description MAN 32/44CR IMO Tier II

Development of the MAN 32/44CR has benefited from many years of experi-
ence of industrial sized diesel engine architecture and also knowledge from
detailed research and developed plans. As a result, the output of the engine
was substantial increased and at the same time the fuel consumption was
significantly reduced.

High-efficiency turbochargers
The use of MAN Energy Solutions turbochargers equipped with the latest
high-efficiency compressor wheels can alleviate the NOx-SFOC trade-off. The
higher pressure ratio increases the efficiency of the engine and thus com-
pensates the increase in SFOC normally associated with lower NOx emissions.
The higher pressure ratio also increases the scope for Miller valve timing.

Miller valve timing

To reduce the temperature peaks which promote the formation of NOx, early
closure of the inlet valve causes the charge air to expand and cool before start
of compression. The resulting reduction in combustion temperature reduces
NOx emissions.

VVT – Variable valve timing

Variable valve timing enables variations in the opening and closing of the inlet
valves. VVT is an enabling technology of variable Miller valve timing. A strong
Miller effect under high load operation results in an improvement in the
NOx-SFOC trade-off. At low load the Miller valve timings are reduced to attain
higher combustion temperatures and thus lower soot emissions.

Starting system
The engine uses a compressed air starter that transmits the torque directly to
the flywheel. The starter module also includes a flexible turning gear.

Core technologies in-house

As well as its expertise in engine design, development and manufacture, MAN
Energy Solutions is also a leader in the engineering and manufacturing of the
key technologies which determine the economic and ecological performance
of a diesel engine and constitute the best offer for our customers:
▪ High-efficiency turbochargers
▪ Advanced-electronic fuel injection equipment
▪ Electronic hardware and software for engine control, monitoring and dia-
2024-09-16 - 8.5

gnosis
▪ High-performance exhaust gas after treatment systems
Our impressive array of computer aided design tools and one of the engine in-
dustry’s largest, best-equipped foundries allow us to decisively shorten
1 Introduction

product development and application engineering processes. Our mastery of

these engine technologies is the firm foundation for:
▪ Low emissions
▪ Low-operating costs
▪ Low-life cycle costs
▪ Long-service life

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 MAN Energy Solutions 1

ECOMAP 2.0 – Evolution of a CO2 saving technology

1.3 Engine overview

MAN Energy Solutions has developed the optional ECOMAP 2.0 feature for
propulsion enabling the common rail engine to run along different perform-
ance characteristics (so called "maps") without the need of any hardware
modification.
The class approved ECOMAP 2.0 provides the owner with a significantly im-
proved flexibility to cope with varying voyage profiles in a more fuel economic
manner. An optional advisory tool supporting the map selection and intelligent
load sharing is also available.
For more information contact MAN Energy Solutions directly.

Committed to the future

MAN Energy Solutions is closely following and anticipating the upcoming re-
quirements of the market, new fuel types arising and stricter emissions regula-
tions in the making.
Accordingly new technologies are already under development at MAN Energy
Solutions.
With this level of commitment MAN Energy Solutions` customers can plan with
confidence.
Available technologies of exhaust gas after treatment and battery hybrid sys-
tems expand already our portfolio.

1.3 Engine overview

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1 Introduction

Figure 2: Engine overview, L engine view on coupling and left side (CS)

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1.3 Engine overview

Figure 3: Engine overview, V engine view on coupling and left side (CS)

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1 Introduction

Figure 4: Engine overview, L GenSet view on counter coupling and left side (CCS)

16 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine

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1.4 Turbocharger overview

1.4 Turbocharger overview

1.4.1 View of a TCR type turbocharger

1 Silencer 6 Turbine rotor

2 Diffuser 7 Gas admission casing
3 Semi-floating bearings 8 Compressor wheel
4 Turbine nozzle ring 9 Compressor casing
5 Gas outlet casing
Figure 5: TCR type turbocharger
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1 Introduction

MAN 32/44CR IMO Tier II, Project Guide – Marine 17 (523)

1 MAN Energy Solutions
1.4 Turbocharger overview

1.4.2 Compensator between turbine outlet (engine) and exhaust gas pipe (plant)
All turbocharger casing flanges, with the exception of the turbine outlet, may
only be subjected to loads generated by the gas forces, and not to additional
external forces or torques.
This necessitates the use of compensators directly at the turbine outlet.
The compensators must be pre-loaded in such a manner that thermal expan-
sion of the pipes and casings does not exert forces or torques in addition to
those generated by the air and gas.
▪ Forces and torques according to API standard 617.
▪ Operating direction implemented according to MAN Energy Solutions
standard.
▪ Minimising the load as far as possible.
▪ Characteristic values include gas forces, masses and compensator.

Connection of the charge air pipe

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1 Introduction

Figure 6: Maximum connection loads on gas outlet casing/gas outlet elbow

Gas outlet casing

Type Fx [N] Fy [N] Fz [N] Mx [Nm] Mz [Nm]
TCR16 3,800 7,700 7,700 5,800 2,900

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 MAN Energy Solutions 1

Gas outlet casing

1.4 Turbocharger overview

Type Fx [N] Fy [N] Fz [N] Mx [Nm] Mz [Nm]
TCR18 4,100 8,300 8,300 6,300 3,100

TCR20 4,400 8,900 8,900 6,800 3,400

TCR22 5,000 10,200 10,200 7,700 3,800

Gas outlet elbow

Type Fx [N] Fy [N] Fz [N] Mx [Nm] Mz [Nm]
TCR10 2,100 4,200 4,200 3,200 1,600

TCR12 2,500 5,000 5,000 3,800 1,900

TCR14 3,000 6,100 6,100 4,600 2,300

Note:
▪ The layout of the compensator has to consider the possible movement of
the engine according its foundation and engine mounting and the move-
ment/extension of the exhaust gas pipe of the plant.
▪ Recommendations for the layout of the exhaust gas pipe in the section
Exhaust gas system, Page 426 have to be considered.

1.4.3 No additional masses allowed

In general no masses are to be fixed to any part of the engine/turbocharger,
as these have an impact to the general vibration behaviour of the engine.
Additional loads and changed vibration behaviour can endanger the opera-
tional safety of the engine.
Consequently, for any questions in this regard consult MAN Energy Solutions
in advance.
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1 Introduction

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1.4 Turbocharger overview

This page is intentionally left blank

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1 Introduction

20 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine

 MAN Energy Solutions 2

2 Engine and operation

of the engine
2.1 Approved applications and destination/suitability
2.1 Approved applications and destination/suitability of the engine

Approved applications
The MAN 32/44CR is designed as multi-purpose drive. It has been approved
by type approval as marine main engine and auxiliary engine by all main clas-
sification societies (ABS, BV, CCS, ClassNK, CR, CRS, DNV, KR, LR, RINA).
As marine main engine1) and auxiliary engine it may be applied for mechanical
or electric propulsion2) for applications as:
▪ Bulker, container vessel and general cargo vessel
▪ Ferry and cruise liner
▪ Tanker
▪ Fishing vessel
▪ Dredger and tugs – in line with project requirements regarding required
high-torque performance engine will be adapted
▪ Others – to fulfill all customers needs the project requirements have to be
defined at an early stage

For the applications named above the MAN 32/44CR can be applied for
single- and for multi-engine plants.
The MAN 32/44CR as marine auxiliary engine it may be applied for electric
power generation2) for auxiliary duties for applications as:
▪ Auxiliary GenSet3)
▪ Emergency GenSet – all project requirements such as maximum inclina-
tion and required start-up time need to be clarified at an early project
stage
Note:
The engine is not designed for operation in hazardous areas. It has to be en-
sured by the ship's own systems, that the atmosphere of the engine room is
monitored and in case of detecting a gas-containing atmosphere the engine
will be stopped immediately.
1)
In line with rules of classifications societies each engine whose driving force
may be used for propulsion purpose is stated as main engine.
2)
See section Engine ratings (output) for different applications, Page 37.
2 Engine and operation
2024-09-16 - 8.5

3)
Not used for emergency case or fire fighting purposes.

Offshore
For offshore applications it may be applied as mechanical or electric propul-
sion4) or as auxiliary engine for applications for:
▪ Platforms/offshore supply vessels
▪ Anchor handling tugs
▪ General all kinds of service & supply vessels
▪ Drilling ships
▪ Semi subs

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2 MAN Energy Solutions

▪ FPSO (Floating Production Storage and Offloading Unit)

of the engine
2.1 Approved applications and destination/suitability

Hereby it can be applied for single- and for multi-engine plants.

Due to the wide range of possible requirements such as flag state regulations,
fire fighting items, redundancy, inclinations and dynamic positioning modes all
project requirements need to be clarified at an early stage.
Note:
The engine is not designed for operation in hazardous areas. It has to be en-
sured by the ship's own systems, that the atmosphere of the engine room is
monitored and in case of detecting a gas-containing atmosphere the engine
will be stopped immediately.
4)
See section Engine ratings (output) for different applications, Page 37.

Destination/suitability of the engine

Note:
Regardless of their technical capabilities, engines of our design and the re-
spective vessels in which they are installed must at all times be operated in
line with the legal requirements, as applicable, including such requirements
that may apply in the respective geographical areas in which such engines are
actually being operated.

Operation of the engine outside the specified operated range, not in line with
the media specifications or under specific emergency situations (e.g. sup-
pressed load reduction or engine stop by active "Override", triggered firefight-
ing system, crash of the vessel, fire or water ingress inside engine room) is de-
clared as not intended use of the engine (for details see engine specific oper-
ating manuals). If an operation of the engine occurs outside of the scope of
supply of the intended use a thorough check of the engine and its compon-
ents needs to be performed by supervision of the MAN Energy Solutions ser-
vice department. These events, the checks and measures need to be docu-
mented.

Electric and electronic components attached to the engine –

Required engine room temperature
In general our engine components meet the high requirements of the marine
classification societies.
Relevant design criteria for the engine room air temperature:
Minimum air temperature in the area of the engine and its components
≥ 5°C.
Maximum air temperature in the area of the engine and its components
2 Engine and operation

≤ 45°C.
2024-09-16 - 8.5

The electronic components are suitable for proper operation within an air tem-
perature range from 5°C to 55°C.
For further information see also section Engine automation, Technical data,
envirionmental conditions, Page 251.
Note:
Condensation of the air at engine components must be prevented.
Note:
It can be assumed that the air temperature in the area of the engine and at-
tached components will be 5–10 K above the ambient air temperature outside
the engine room. If the temperature range is not observed, this can affect or

22 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine

 MAN Energy Solutions 2

reduce the lifetime of electrical/electronic components at the engine or the

of the engine
2.1 Approved applications and destination/suitability
functional capability of engine components. Air temperatures at the engine
> 55°C are not permissible.

2 Engine and operation

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2.2 Engine design

2.2 Engine design

2.2.1 Engine cross section

2 Engine and operation

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Figure 7: Cross section – V engine – Electric propulsion

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2.2 Engine design

2 Engine and operation
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Figure 8: Cross section – V engine – Mechanical propulsion

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2 MAN Energy Solutions
2.2 Engine design

2.2.2 Engine designations – Design parameters

Figure 9: Example to declare engine designations

Parameter Value Unit

Number of cylinders 6, 7, 8, 9, 10 -
12, 14, 16, 18, 20

Cylinder bore 320 mm

Piston stroke 440

Displacement per cylinder 35.4 litre

Distance between cylinder 530 mm

centres, in-line engine

Distance between cylinder 630

centres, vee engine

Vee engine, vee angle 45 °

Crankshaft diameter at 290 mm

journal, in-line engine

Crankshaft diameter at 320

journal, vee engine

Crankshaft diameter at crank 290

pin
Table 1: Design parameters
2 Engine and operation

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2.2 Engine design

2.2.3 Turbocharger assignments

No. of Electric prop. Auxiliary CPP FPP Suction dredger/

cylin- 600 kW/cyl., 600 kW/cyl., 600 kW/cyl., 550 kW/cyl., pumps (mechanical
ders, (7L/14V: 580 kW/cyl.) (7L/14V: 580 kW/cyl.) (7L/14V: 580 kW/cyl.) 750 rpm2) drive)
config. 720 or 750 rpm 720 or 750 rpm 750 rpm2) 550 kW/cyl.
750 rpm2)
6L TCR20-42 TCR20-42 TCR20-42 TCR20-42 TCR20-42
1) 1) 1) 1)
7L TCR22-42 TCR22-42 TCR22-42 TCR22-42 TCR22-42

8L TCR22-42 TCR22-42 TCR22-42 TCR22-42 TCR22-42

9L TCR22-42 TCR22-42 TCR22-42 TCR22-42 TCR22-42

10L TCR22-42 TCR22-42 TCR22-42 TCR22-42 TCR22-42

12V 2 x TCR20-42 2 x TCR20-42 2 x TCR20-42 2 x TCR20-42 2 x TCR20-42

14V 2 x TCR22-421) 2 x TCR22-421) 2 x TCR22-421) 2 x TCR22-421) 2 x TCR22-42

16V 2 x TCR22-42 2 x TCR22-42 2 x TCR22-42 2 x TCR22-42 2 x TCR22-42

18V 2 x TCR22-42 - 2 x TCR22-42 - 2 x TCR22-42

20V 2 x TCR22-42 2 x TCR22-42 2 x TCR22-42 2 x TCR22-42 -

1)
7L and 14V (580 kW/cyl.).
2)
Speed 720 rpm available for alternator drive only.
Table 2: Turbocharger assignments

Turbocharger assignments mentioned above are for guidance only and may
vary due to project-specific reasons. Consider the relevant turbocharger Pro-
ject Guides for additional information.

2.2.4 Engine main dimensions, weights and views – GenSet

L engine – GenSet
2 Engine and operation
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Figure 10: Main dimensions and weights L engine

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2 MAN Energy Solutions

No. of cylinders, L1) L1 W H Dry mass1)

2.2 Engine design

config. mm t
6L 10,738 10,150 2,490 4,768 71

7L 11,268 10,693 78

8L 11,798 11,236 2,573 4,955 84

9L 12,328 11,779 91

10L 12,858 12,309 97

1)
Depending on alternator applied.
Dimensions and weight specifications apply to GenSet and are for guidance only (weight given without media filling of
engine).

V engine – GenSet

Figure 11: Main dimensions and weights V engine

No. of cylinders, A B1) C1) H Dry mass1)

config. mm t
12V 5,382 4,201 11,338 5,014 117

14V 6,012 11,968 131

16V 6,642 12,598 144

18V 7,272 13,228 159

20V 7,902 13,858 172

1)
Depending on alternator applied.
2 Engine and operation

2024-09-16 - 8.5

Dimensions and weight specifications apply to GenSet and are for guidance only (weight given without media filling of
engine).

Further information is given in section Installation drawings, Page 436.

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2.2 Engine design

2.2.5 Engine main dimensions, weights and views – Mechanical propulsion

L engine – Mechanical propulsion

Figure 12: Main dimensions and weights – L engine

No. of cylinders, L L1 W H Weight without flywheel1)

config. mm t
6L 6,312 5,265 2,174 4,163 39.5

7L 6,924 5,877 2,359 4,369 44.5

8L 7,454 6,407 49.5

9L 7,984 6,937 53.5

10L 8,603 7,556 58.0

1)
Including built-on lube oil automatic filter, fuel oil filter and electronic equipment.
The dimensions and weights are given for guidance only (weight given without media filling of engine).

Minimum centreline distance for multi-engine installation, see section Space

requirement for maintenance, Page 456.
Flywheel data, see section Moments of inertia – Crankshaft, damper, flywheel,
Page 181.

V engine – Mechanical propulsion

2 Engine and operation
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Figure 13: Main dimensions and weights – V engine

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2 MAN Energy Solutions

No. of cylinders, L L1 W H Weight without flywheel1)

2.2 Engine design

config. mm t
12V 7,195 5,795 3,100 4,039 70

14V 7,970 6,425 4,262 79

16V 8,600 7,055 87

18V 9,230 7,685 96

20V 9,860 8,315 104

1)
Including built-on lube oil automatic filter, fuel oil filter and electronic equipment.
The dimensions and weights are given for guidance only (weight given without media filling of engine).

Minimum centreline distance for multi-engine installation, see section Space

requirement for maintenance, Page 456.
Flywheel data, see section Moments of inertia – Crankshaft, damper, flywheel,
Page 181.
2 Engine and operation

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2.2 Engine design

2.2.6 Engine inclination

α Athwartships β Fore and aft

Figure 14: Angle of inclination

Max. permissible angle of inclination [°]1)

Application Athwartships α Fore and aft β
Heel to each side Rolling to each side Trim (static)2) Pitching
(static) (dynamic) L < 100 m L > 100 m (dynamic)

Main engines 15 22.5 5 500/L 7.5

1)
Athwartships and fore and aft inclinations may occur simultaneously.
2)
Depending on length L of the ship.
Table 3: Inclinations
2 Engine and operation

Note:
2024-09-16 - 8.5

For higher requirements contact MAN Energy Solutions. Arrange engines al-
ways lengthwise of the ship.

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2.2 Engine design

2.2.7 Engine equipment for various applications

Device/measure, (figure position) Ship

Mechanical Electric Auxiliary
propulsion propulsion engines
Charge air blow-off (hot) for cylinder pressure limitation by con- Order related, required if intake air < 0°C1)
tinuous adjustable flap, L engine

Charge air blow-off (cold) for cylinder pressure limitation, V en- Order related, required if intake air < 0°C1)
gine

Charge air by-pass @ 550 kW/cyl. X – –

Charge air by-pass @ 580/600 kW/cyl. X X X

Turbocharger – Compressor cleaning device (wet) X X X

Turbocharger – Turbine cleaning device (dry) X X X

Turbocharger – Turbine cleaning device (wet) X X X

Two-stage charge air cooler X X X

CHATCO (Charge Air Temperature Control) X X X

2)
Jet assist O/X X X

VVT X X X
3) 4) 3) 4)
Slow Turn O/X O/X O/X3) 4)

Oil mist detector X X X

Splash oil monitoring X X X

Main bearing temperature monitoring X X X

Starting system – Compressed air starter X4) X4) X4)

Attached HT cooling water pump X X X

Attached LT cooling water pump O O O

Attached lubrication oil pump X X X

Lube oil automatic filter X X X

Lube oil pressure control valve X X X

X = required, O = optional, – = not required

2 Engine and operation

1)
MAN Energy Solutions recommends an engine room temperature of +5°C to avoid freezing wetness on intake air
2024-09-16 - 8.5

silencer filter mat and electronic equipment.

2)
Jet assist required, if a shaft generator with an output higher than 25% of the nominal engine output is attached to
the gear/engine.
3)
Slow turn is always required for plants with power management system (PMS) demanding automatic engine start.
4)
In case of GenSets it is recommended for the generator to be equipped with jacking lubrication oil system in order
to avoid increased wear at turning gear, gear ring and at alternator bearing. For MAN 20V32/44CR the jacking lubric-
ation oil system is mandatory.
5)
Required for long-term engine operation (more than 72 hours within a two-week period [cumulative with distribution
as required]) with DM-grade fuel or ULSFO (ultra low sulfur fuel oil).
Table 4: Engine equipment

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Engine equipment for various applications – General description

2.2 Engine design

Charge air blow-off (hot) for If engines are operated at full load at low air intake temperature, the high air
cylinder pressure limitation density leads to the danger of excessive charge air pressure and, con-
by continuous adjustable sequently, to excessive cylinder pressure. In order to avoid such conditions,
flap (see figure Overview part of the charge air is withdrawn upstream (hot blow-off) of the charge air
flaps, Page 33) cooler and blown off.
Note:
Hot air withdrawn before charge air cooler has to be blown outside the engine
room where it can not harm persons and property or may be used e.g. for in-
take air preheating.
Charge air blow-off (cold) If engines are operated at full load at low air intake temperature, the high air
for cylinder pressure limita- density leads to the danger of excessive charge air pressure and, con-
tion see figure Overview sequently, to excessive cylinder pressure. In order to avoid such conditions,
flaps, Page 33 part of the charge air is withdrawn downstream (cold blow-off) of the charge
air cooler and blown off.
Charge air by-pass (see fig- The charge air pipe is connected to the exhaust pipe via a reduced diameter
ure Overview flaps, pipe and a by-pass flap. The flap is closed in normal operation.
Page 33) At reduced engine loads and at nominal or reduced speed this charge air by-
pass flap is opened to withdraw a part of the charge air and leads it into the
exhaust gas pipe upstream the turbine. The increased air flow at the turbine
results in a higher charge air pressure of the compressor, which leads to an
improved operational behavior of the engine. Additional this flap may be used
to avoid surging of the turbocharger.

2 Engine and operation

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Figure 15: Overview flaps, L engine

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2 MAN Energy Solutions
2.2 Engine design

Figure 16: Overview flaps, V engine

Turbocharger – Compressor Depending on the quality of the intake air, deposits may be formed on the
cleaning device (wet) blades of the compressor wheel and diffuser. This contamination reduces the
efficiency of the compressor. Cleaning of the compressor is carried out with
water during operation at full load with a special compressor cleaning device.
Turbocharger – Turbine The turbochargers of engines operated with heavy fuel oil (HFO), marine diesel
cleaning device (dry) oil (MDO) or marine gas oil (MGO) must be cleaned prior to initial operation
and at regular intervals to remove combustion residue from the blades of the
turbine rotor and nozzle ring.
Dry cleaning of the turbine should also be applied, in case of operation with
inferior gas quality. Dry cleaning of the turbine is particularly suitable for clean-
ing the turbine rotor (turbine blades). Herefore a special cleaning device to be
used.
Turbocharger – Turbine The turbochargers of engines operated with heavy fuel oil (HFO), marine diesel
cleaning device (wet) oil (MDO) or marine gas oil (MGO) must be cleaned prior to initial operation
and at regular intervals to remove combustion residue from the blades of the
turbine rotor and nozzle ring. Wet cleaning of the turbine is particularly suitable
for cleaning the nozzle ring. Wet cleaning is carried out during operation at
2 Engine and operation

2024-09-16 - 8.5

greatly reduced engine load in order to avoid overstressing the turbine materi-
als (thermal shock). Herefore a special cleaning device to be used.
Two-stage charge air cooler The two-stage charge air cooler consists of two stages which differ in the
temperature level of the connected water circuits. The charge air is first
cooled by the HT circuit (high temperature stage of the charge air cooler, en-
gine) and then further cooled down by the LT circuit (low temperature stage of
the charge air cooler, lube oil cooler).
CHATCO The charge air temperature control CHATCO serves to prevent accumulation
of condensed water in the charge air pipe. In this connection, the charge air
temperature is, depending on the intake air temperature, controlled in such a
way that, assuming a constant relative air humidity of 80%, the temperature in
the charge air pipe does not fall below the condensation temperature.

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Jet assist Jet assist is used to improve the dynamic behavior of the engine to load steps

2.2 Engine design

and ramps. By means of nozzles in the turbocharger, compressed air is direc-
ted onto the compressor wheel to accelerate it. This results in a quicker adap-
tion of the turbocharger to the new load condition. Jet assist is generally
working with a compressed air pressure between 18 bar and 30 bar at the
engine connection. However, it works most efficiently with a pressure of 27
bar.
Therefore, the pressure difference from the compressed air tanks to the en-
gine connections should, in any case, not be higher than 3 bar.
Jet assist activating time: 3 seconds to 10 seconds (5 seconds on average).
VVT VVT (Variable Valve Timing) enables variations in the opening and closing tim-
ing of the inlet valves. At low-load operation it is used to attain higher com-
bustion temperatures and thus lower soot emissions. At higher loads it is
used to attain low combustion temperatures and thus lower NOx emissions
(Miller Valve Timing).
Slow Turn Engines, which are equipped with Slow Turn, are automatically turned prior to
engine start with the turning process being monitored by the engine control. If
the engine does not reach the expected number of crankshaft revolutions (2.5
revolutions) within a specified period of time, or in case the Slow Turn time is
shorter than the programmed minimum Slow Turn time, an error message is
issued. This error message serves as an indication that there is liquid (oil, wa-
ter, fuel) in the combustion chamber. If the Slow Turn manoeuvre is com-
pleted successfully, the engine is started automatically.
Slow Turn is always required for plants with power management system
(PMS) demanding automatic engine start.
Oil mist detector Bearing damage, piston seizure and blow-by in combustion chamber leads to
increased oil mist formation. As a part of the safety system the oil mist de-
tector monitors the oil mist concentration in crankcase to indicate these fail-
ures at an early stage.
Splash oil monitoring The splash oil monitoring system is a constituent part of the safety system.
Sensors are used to monitor the temperature of each individual drive unit (or
pair of drive at V engines) indirectly via splash oil.
Main bearing temperature As an important part of the safety system the temperatures of the crankshaft
monitoring main bearings are measured just underneath the bearing shells in the bearing
caps. This is carried out using oil-tight resistance temperature sensors.
Starting system – The engine is equipped with compressed air starters, which are attached to
Compressed air starter the engine. On starting command they will turn the flywheel until a defined
speed is reached.
2 Engine and operation
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2.3 Ratings (output) and speeds

2.3 Ratings (output) and speeds

2.3.1 General remark

The engine power which is stated on the type plate derives from the following
sections and corresponds to POperating as described in section Derating, defini-
tion of P Operating, Page 39.

2.3.2 Standard engine ratings

PISO, standard: ISO standard output (as specified in DIN ISO 3046-1)
No. of Available turning Electric Prop. Auxiliary CPP FPP Suction dredger/
cylin- direction CW/ 600 kW/cyl., 600 kW/cyl., 600 kW/cyl., 550 kW/cyl., pumps (mechan-
ders, CCW1) (7L/14V: 580 kW/ (7L/14V: 580 kW/ (7L/14V: 580 kW/ 750 rpm2) ical drive)
config. cyl.) cyl.) cyl.) 550 kW/cyl.
720 or 750 rpm 720 or 750 rpm 750 rpm2) 750 rpm2)
Engine rating, PISO, standard3) 4)
6L Yes/Yes 3,600 kW 3,600 kW 3,600 kW 3,300 kW 3,300 kW

7L Yes/Yes 4,060 kW5,6) 4,060 kW5,6) 4,060 kW5,6) 3,850 kW 6) 3,850 kW 6)

8L Yes/Yes 4,800 kW 4,800 kW 4,800 kW 4,400 kW 4,400 kW

9L Yes/Yes 5,400 kW 5,400 kW 5,400 kW 4,950 kW 4,950 kW

10L Yes/Yes 6,000 kW 6,000 kW 6,000 kW 5,500 kW 5,500 kW

12V Yes/Yes 7,200 kW 7,200 kW 7,200 kW 6,600 kW 6,600 kW

14V Yes/Yes 8,120 kW 5) 8,120 kW 5) 8,120 kW 5) 7,700 kW 7,700 kW

16V Yes/Yes 9,600 kW 9,600 kW 9,600 kW 8,800 kW 8,800 kW

18V Yes/Yes 10,800 kW 7) - 10,800 kW 7) - 9,900 kW 7)

20V Yes/No 12,000 kW 12,000 kW 12,000 kW 11,000 kW -

Note:
Power take-off on engine free end up to 100 % of rated output.
1)
CW = clockwise; CCW = counter clockwise.
2)
Speed 720 rpm available for alternator drive only.
3)
PISO, standard as specified in DIN ISO 3046-1, see paragraph Reference conditions for engine rating, Page 36.
2 Engine and operation

4)
2024-09-16 - 8.5

Engine fuel: Distillate according to ISO 8217 or RM-grade fuel, fulfilling the stated quality requirements. Contents of
FAME or synthetic fuels are not considered for this reference, as they affect the volumetric heat value.
5)
7L and 14V (580 kW/cyl.).
6)
Only resilient mounted.
7)
Only rigid mounted.
Table 5: Engine ratings

Reference conditions for engine rating

According to ISO 15550; ISO 3046-1

Air temperature before turbocharger tr K/°C 298/25

36 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine

 MAN Energy Solutions 2

Total atmospheric pressure pr kPa 100

2.3 Ratings (output) and speeds

Relative humidity Φr % 30

Cooling water temperature inlet charge air cooler (LT stage) K/°C 298/25
Table 6: Reference conditions for engine rating

2.3.3 Engine ratings (output) for different applications

PApplication, ISO: Available output under ISO conditions dependent on application

PApplication PApplication Max. fuel Max. Tropic Notes Optional
Available output Available output admission permissible conditions power
in percentage (blocking) speed re- (tr/tcr/pr = take-off in
from ISO duction at 100 kPa)2) percentage
standard output maximum of ISO
torque1) standard
output
Kind of application % kW/cyl. % % °C %
Electricity generation
3) 4)
Auxiliary engines in ships 100 600 110 - 45/38 -
(7L/14V: 580)

Marine main engines with mechanical or electric propulsion

3) 4)
Main drive with electric 100 600 110 - 45/38 -
propulsion (7L/14V: 580)

Mechanical propulsion 100 600 100 - 45/38 -

with CPP5) (7L/14V: 580)
6) 7)
Mechanical propulsion 91.6 550 100 10 45/38
with FPP5) (7L/14V: 94.8)

Suction dredger/pumps (mechanical drive)

6) 7)
Main drive for suction 91.6 550 100 20 45/38 Up to 100
dredger/pumps for (7L/14V: 94.8)
engines 6 – 10L5)
6) 7)
Main drive for suction 91.6 550 100 20 45/38 Up to
dredger/pumps for (7L/14V: 94.8) 100, only
engines 12 – 18V5) at nom-
(n.a. 20V) inal speed
2 Engine and operation
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2 MAN Energy Solutions

PApplication PApplication Max. fuel Max. Tropic Notes Optional

2.3 Ratings (output) and speeds

Available output Available output admission permissible conditions power

in percentage (blocking) speed re- (tr/tcr/pr = take-off in
from ISO duction at 100 kPa)2) percentage
standard output maximum of ISO
torque1) standard
output
Kind of application % kW/cyl. % % °C %
1)
Maximum torque given by available output and nominal speed.
2)
tr = air temperature at compressor inlet of turbocharger; tcr = cooling water temperature before charge air cooler;
pr = atmospheric pressure.
3)
In accordance with DIN ISO 3046-1 and for further clarification of relevant sections within DIN ISO 8528-1, the
following is specified:
- The maximum output (MCR) has to be observed by the power management system of the plant.
- The range of 100 % up to 110 % fuel admission may only be used for a short time for governing purposes (e.g.
transient load conditions and suddenly applied load).
4)
12 – 20V GenSets with flexible coupling only.
5)
Only applicable with nominal speed of 750 rpm.
6)
According to DIN ISO 3046-1 MAN Energy Solutions has specified a maximum continuous rating for marine en-
gines listed in the column PApplication.
7)
Special turbocharger matching required.
Table 7: Available outputs/related reference conditions MAN 32/44CR

Note:
Power fluctuations in the electrical grid.
It is an intrinsic property of the powertrain of a generating set that it acts as a
torsional vibration system. This complex system consists of the engine, coup-
ling and generator (within or outside MAN Energy Solutions scope of supply)
and the electric plant. Such electric power plant can be consisting of further
power sources as well as consumers (such as electric motors), transformers,
frequency converters, energy storage systems, bus bars or circuit breakers
and the entire distribution system (within or outside MAN Energy Solutions
scope of supply). The reciprocating engine, as well as the electric power dis-
tribution or the other consumers and power sources excite the system. As a
consequence, the active power at the generator terminals is not completely
constant over time and some additional power oscillations so-called power
fluctuations occur. These power fluctuations do not affect the operational
safety of the generating set, as long as the stability requirements of the elec-
tric system in regards to frequency and voltage meet the class requirements.
In addition, this behavior is in accordance with ISO 8528-5 1 and does as per
MAN Energy Solutions experience not affect power system stability in an un-
2 Engine and operation

2024-09-16 - 8.5

acceptable range. Gas operated engines tend to show greater power fluctu-
ations than engines operated with liquid fuels. This belongs to the typical cyc-
lical fluctuations of the Otto combustion process that uses a premixed com-
bustion. Note that MAN Energy Solutions quotations do not consider any spe-
cific limitations regarding power fluctuations. On request by the purchaser,
MAN Energy Solutions provides support or further analysis of the overall sys-
tem behavior, where the GenSets as well as the electric distribution and con-
sumers should be included in the analysis.
1
Reciprocating internal combustion engine driven alternating current generat-
ing sets – Part 5: Generating sets.

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 MAN Energy Solutions 2

2.3 Ratings (output) and speeds

2.3.4 Derating, definition of P Operating

POperating: Available rating (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 required.

1. No derating
No derating necessary, provided that the conditions listed are met:

No derating up to stated reference

conditions (tropic), see 1.
Air temperature before turbocharger Tx ≤ 318 K (45°C)

Ambient pressure ≥ 100 kPa (1 bar)

Cooling water temperature inlet charge air cooler (LT stage) ≤ 311 K (38°C)

Intake air pressure before compressor ≥ –2 kPa1)

Exhaust gas back pressure after turbocharger ≤ 5 kPa1)

Relative humidity Φr ≤ 60%

1)
Below/above atmospheric pressure.
Table 8: Derating – Limits of ambient conditions

2. Derating
Contact MAN Energy Solutions:
▪ If limits of ambient conditions mentioned in the upper table Derating –
Limits of ambient conditions, Page 39 are exceeded. A special calcula-
tion is necessary.
▪ If higher requirements for the emission level exist. For the permissible re-
quirements see section Exhaust gas emission, Page 162.
▪ If special requirements of the plant for heat recovery exist.
▪ If special requirements on media temperatures of the engine exist.
▪ If any requirements of MAN Energy Solutions mentioned in the Project
Guide cannot be met.
2 Engine and operation
2024-09-16 - 8.5

2.3.5 Engine speeds and related main data

Rated speed rpm 720 750
1)
Permissible range of speed

Alarm overspeed (110 % of nominal speed) 792 825

Auto shutdown overspeed (115 % of nominal speed) 828 863

Speed adjusting range See section Speed adjusting range, Page 40

Alternator frequency Hz 60 50

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2 MAN Energy Solutions

Number of pole pairs - 5 4

2.4 Increased exhaust gas pressure due to exhaust gas
after treatment installations

1)
According to section Operating range for GenSet/electric propulsion, Page 66, Operating range for controllable
pitch propeller (CPP), Page 73, Operating range for mechanical pump drive, Page 80 and figure Permissible fre-
quency deviations and corresponding max. output, Page 68.
Table 9: Engine speeds and related main data

2.3.6 Speed adjusting range

The following specification represents the standard settings. For special ap-
plications, deviating settings may be necessary.
Drive Speed droop Maximum speed Maximum speed Minimum speed
at full load at idle running
Electronic 1 main engine with controllable 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %
speed pitch propeller and without PTO
control
1 main engine with controllable 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %
pitch propeller and with PTO

Parallel operation of 2 engines

driving 1 shaft with/without PTO:
Load sharing via speed droop 5% 100 % (+0.5 %) 105 % (+0.5 %) 60 %
or
master/slave operation 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %

GenSets/electric propulsion plants:

With load sharing via speed droop 5% 100 % (+0.5 %) 105 % (+0.5 %) 100 %1)
or
isochronous operation 0% 100 % (+0.5 %) 100 % (+0.5 %) 100 %1)

Fixed pitch propeller plants 0% 100 % (+0.5 %) - 30 %

1)
Speed after start of the engine, before synchronisation.
Table 10: Electronic speed control

Note:
For single-engine plants with fixed pitch propeller, the speed droop is of no
significance.
Only if several engines drive one shaft with fixed pitch propeller, the speed
droop is relevant for the load distribution. In the case of electronic speed con-
trol, a speed droop of 0% is also possible during parallel operation.
2 Engine and operation

2024-09-16 - 8.5

2.4 Increased exhaust gas pressure due to exhaust gas after treatment
installations

Resulting installation demands

If the recommended exhaust gas back pressure as stated in section Operat-

ing/service temperatures and pressures, Page 153 cannot be met due to ex-
haust gas after treatment installations following limit values need to be con-
sidered.

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 MAN Energy Solutions 2

Exhaust gas back pressure after turbocharger

2.4 Increased exhaust gas pressure due to exhaust gas

after treatment installations
Operating pressure Δpexh, maximum specified 0–50 mbar

Operating pressure Δpexh, range with increase of fuel consumption or possible derating 50–80 mbar

Operating pressure Δpexh, where agreement and feedback of MAN Energy Solutions is required > 80 mbar
Table 11: Exhaust gas back pressure after turbocharger

Intake air pressure before turbocharger

Operating pressure Δpintake, standard 0 to –20 mbar

Operating pressure Δpintake, range with increase of fuel consumption or possible derating –20 to –40
mbar

Operating pressure Δpintake, where agreement and feedback of MAN Energy Solutions is required < –40 mbar
Table 12: Intake air pressure before turbocharger

Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before
turbocharger
Operating pressure Δpexh + Abs(Δpintake), standard 0–70 mbar

Operating pressure Δpexh + Abs(Δpintake), range with increase of fuel consumption or possible 70–120 mbar
derating

Operating pressure Δpexh + Abs(Δpintake), where agreement and feedback of MAN Energy Solutions > 120 mbar
is required
Table 13: Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air
pressure before turbocharger

Maximum exhaust gas pressure drop – Layout

▪ Supplier of equipment in exhaust gas line have to ensure that pressure
drop Δpexh over entire exhaust gas piping incl. pipe work, scrubber, boiler,
silencer, etc. must stay below stated standard operating pressure at all
operating conditions.
▪ It is recommended to consider an additional 10 mbar for consideration of
aging and possible fouling/staining of the components over lifetime.
▪ A proper dimensioning of the entire flow path including all installed com-
ponents is advised or even the installation of an exhaust gas blower if ne-
cessary.
▪ At the same time the pressure drop Δpintake in the intake air path must be
kept below stated standard operating pressure at all operating conditions
and including aging over lifetime.
▪ For significant overruns in pressure losses even a reduction in the rated
2 Engine and operation
2024-09-16 - 8.5

power output may become necessary.

▪ On plant side it must be prepared, that pressure sensors directly after tur-
bine outlet and directly before compressor inlet may be installed to verify
above stated figures.
By-pass for emergency operation
▪ Evaluate if the chosen exhaust gas after treatment installation demands a
by-pass for emergency operation.
▪ For scrubber application, a by-pass is recommended to ensure emer-
gency operation in case that the exhaust gas cannot flow through the
scrubber freely.

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2 MAN Energy Solutions

▪ The by-pass needs to be dimensioned for the same pressure drop as the
main installation that is by-passed – otherwise the engine would operated
2.4 Increased exhaust gas pressure due to exhaust gas
after treatment installations

on a differing operating point with negative influence on the performance,

e.g. a lower value of the pressure drop may result in too high turbocharger
speeds.
Single streaming per engine recommended/multi-streaming to be evaluated
project-specific
▪ In general each engine must be equipped with a separate exhaust gas line
as single streaming installation. This will prevent reciprocal influencing of
the engine as e.g. exhaust gas backflow into an engine out of operation or
within an engine running at very low load (negative pressure drop over the
cylinder can cause exhaust gas back flow into intake manifold during
valve overlap).
▪ In case a multi-streaming solution is realised (i.e. only one combined
scrubber for multiple engines) this needs to be stated on early project
stage. Hereby air/exhaust gas tight flaps need to be provided to safe-
guard engines out of operation. A specific layout of e.g. sealing air mass
flow will be necessary and also a power management may become ne-
cessary in order to prevent operation of several engines at very high loads
while others are running on extremely low load. A detailed analysis as
HAZOP study and risk analysis by the yard becomes mandatory.
Engine to be protected from backflow of media out of exhaust gas after treat-
ment installation
▪ A backflow of e.g. urea, scrubbing water, condensate or even rain from
the exhaust gas after treatment installation towards the engine must be
prevented under all operating conditions and circumstances, including en-
gine or equipment shutdown and maintenance/repair work.
Turbine cleaning
▪ Both wet and dry turbine cleaning must be possible without causing mal-
functions or performance deterioration of the exhaust system incl. any in-
stalled components such as boiler, scrubber, silencer, etc.
White exhaust plume by water condensation
▪ When a wet scrubber is in operation, a visible exhaust plume has to be
expected under certain conditions. This is not harmful for the environ-
ment. However, countermeasures like reheating and/or a demister should
be considered to prevent condensed water droplets from leaving the fun-
nel, which would increase visibility of the plume.
▪ The design of the exhaust system including exhaust gas after treatment
installation has to make sure that the exhaust flow has sufficient velocity in
order not to sink down directly onboard the vessel or near to the plant. At
the same time the exhaust pressure drop must not exceed the limit value.
Vibrations
2 Engine and operation

2024-09-16 - 8.5

▪ There must be a sufficient decoupling of vibrations between engine and

exhaust gas system incl. exhaust gas after treatment installation, e.g. by
compensators.

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2.5 Starting
2.5 Starting

2.5.1 General remarks

Engine and plant installation need to be in accordance to the below stated re-
quirements and the required starting procedure.
Note:
Statements are relevant for non arctic conditions.
For arctic conditions consider relevant sections and clarify undefined details
with MAN Energy Solutions.

2.5.2 Type of engine start

Normal start
The standard procedure of a monitored engine start in accordance to MAN
Energy Solutions guidelines.
For details and requirements see section Starting conditions, Page 45.

Stand-by start
Shortened starting up procedure of a monitored engine start: Several precon-
ditions and additional plant installations required.
This kind of engine start has to be triggered by an external signal: "Stand-by
start required”.
For details and requirements see section Starting conditions, Page 45.

Exceptional start (e.g. blackout start)

A monitored engine start (without monitoring of lube oil pressure) within one
hour after stop of an engine that has been faultless in operation or of an en-
gine in stand-by mode.
This kind of engine start has to be triggered by an external signal “Black Start”
and may only be used in exceptional cases.
For details and requirements see section Starting conditions, Page 45.

Emergency start
Manual start of the engine at emergency start valve at the engine (if applied),
without supervision by the SaCoS engine control. These engine starts will be
2 Engine and operation

applied only in emergency cases, in which the customer accepts, that the en-
2024-09-16 - 8.5

gine might be harmed.

2.5.3 Requirements on engine and plant installation

General requirements on engine and plant installation

As a standard and for the start-up in normal starting mode (preheated engine)
following installations are required:
Engine ▪ Lube oil service pump (attached).
Plant ▪ Prelubrication pump (free-standing).
▪ Preheating HT cooling water system (60–90°C).

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2 MAN Energy Solutions

▪ Preheating lube oil system (> 40°C). For maximum admissible value see
table Lube oil, Page 155.
2.5 Starting

▪ In case of GenSets it is recommended for the generator to be equipped

with jacking lubrication oil system in order to avoid increased wear at turn-
ing gear, gear ring and at alternator bearing. For MAN 20V32/44CR the
jacking lubrication oil system is mandatory.
▪ For FPP application the availability of the lube oil service support pump
must be ensured.

Requirements on engine and plant installation for "Stand-by operation"

capability
To enable in addition to the normal starting mode also an engine start from
PMS (power management system) from stand-by mode with thereby
shortened start-up time following installations are required:
Engine ▪ Lube oil service pump (attached).
Plant ▪ Prelubrication pump (free-standing) with low pressure before engine (0.3
bar < pOil before engine < 0.6 bar).
▪ Preheating HT cooling water system (60–90°C).
▪ Preheating lube oil system (> 40°C). For maximum admissible value see
table Lube oil, Page 155.
▪ Power management system with supervision of stand-by times engines.
▪ For FPP application the availability of the lube oil service support pump
must be ensured.

Additional requirements on engine and plant installation for "Blackout start"

capability
Following additional installations to the above stated ones are required to en-
able in addition a "Blackout start":
Engine ▪ HT CW service pump (attached) recommended.
▪ LT CW service pump (attached) recommended.
▪ Attached fuel oil supply pump recommended (if applicable).
Plant ▪ Regarding "Blackout start" fuel oil conditions, see table Fuel, Page 157.
If fuel oil supply pump is not attached to the engine:
▪ Air driven fuel oil supply pump or fuel oil service tanks at sufficient height
or pressurised fuel oil tank.
2 Engine and operation

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 MAN Energy Solutions 2

2.5 Starting
2.5.4 Starting conditions

Type of engine start: Blackout start Stand-by start Normal start

Explanation: After blackout From stand-by mode After stand-still
Start-up time until load < 1 minute < 1 minute > 2 minutes
application:
General notes

- Engine start-up only within Maximum stand-by time 7 Standard

1 h after stop of engine that days1).
has been faultless in opera- Supervised by power
tion or within 1 h after end of management system plant.
stand-by mode.
Stand-by mode is only pos-
sible after engine has been
faultless in operation and has
been faultless stopped.

Additional external Blackout start Stand-by request -

signal:
1)
If an engine has been in total for 7 days in stand-by mode, no extension of stand-by mode is allowed. The engine
needs to be started and operated faultless before the next stand-by mode can be applied.
Table 14: Starting conditions – General notes

Type of engine start: Blackout start Stand-by start Normal start

General engine status No start-blocking active Engine in proper condition Engine in proper condition
No start-blocking active No start-blocking active
Note:
Start-blocking of engine
leads to withdraw of "stand-
by mode".

Engine to be turned No No Yes1)

before start?

Engine to be No2) Yes Yes

preheated and
prelubricated?
1)
It is recommended to install Slow Turn. Otherwise the engine has to be turned by turning gear.
2)
Valid only, if mentioned above conditions (see table Starting conditions – General notes, Page 45) have been con-
2 Engine and operation
2024-09-16 - 8.5

sidered. Non-observance endangers the engine or its components.

Table 15: Starting conditions – Required engine conditions

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2 MAN Energy Solutions

Type of engine start: Blackout start Stand-by start Normal start

2.6 Start-up and load application

Lube oil system

Prelubrication period No1) Permanent Yes, previous to engine start

Prelubrication pressure - See section Operating/ser- See section Operating/ser-

before engine vice temperatures and pres- vice temperatures and pres-
sures, Page 153 limits ac- sures, Page 153 limits ac-
cording figure "Prelubrica- cording figure "Prelubrica-
tion/postlubrication lube oil tion/postlubrication lube oil
pressure (duration > 10 min)" pressure (duration ≤ 10 min)"

Lube oil to be No1) Yes Yes

preheated?

HT cooling water

HT cooling water to be No1) Yes Yes

preheated?

Fuel system

For MGO/MDO Sufficient fuel oil pressure at Supply pumps in operation or with starting command to
operation engine inlet required. engine.

For HFO operation Sufficient fuel oil pressure at Supply and booster pumps in operation, fuel preheated to
engine inlet required. Emer- operating viscosity.
gency fuel supply pumps in In case of permanent stand-by of liquid fuel engines or dur-
MGO/MDO mode always. ing operation of an DF engine in gas mode a periodical ex-
change of the circulating HFO has to be ensured to avoid
cracking of the fuel. This can be done by releasing a certain
amount of circulating HFO into the day tank and substituting
it with "fresh" fuel from the tank.
1)
Valid only, if mentioned above conditions (see table Starting conditions – General notes, Page 45) have been
considered. Non-observance endangers the engine or its components.
Table 16: Starting conditions – Required system conditions

Additional remark regarding "Blackout start"

If additional requirements on engine and plant installation for "Blackout start"
capability are fullfilled, it is possible to start up the engine in shorter time. But
untill all media systems are back in normal operation the engine can only be
operated according to the settings of alarm and safety system.

2.6 Start-up and load application

2 Engine and operation

2024-09-16 - 8.5

2.6.1 General remarks

To limit the effort regarding regulating the media circuits, also to ensure an
uniform heat input it always should be aimed for longer load application times
by taking into account the realistic requirements of the specific plant.
All questions regarding the dynamic behaviour should be clarified in close co-
operation between the customer and MAN Energy Solutions at an early pro-
ject stage.
Requirements for plant design:

46 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine

 MAN Energy Solutions 2

▪ The load application behaviour must be considered in the electrical sys-

tem design of the plant.

2.6 Start-up and load application

▪ The system operation must be safe in case of graduated load application.
▪ The load application conditions (E-balance) must be approved during the
planning and examination phase.
▪ The possible failure of one engine must be considered, see section Gen-
erator operation/electric propulsion – Power management, Page 68.

2 Engine and operation

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2 MAN Energy Solutions
2.6 Start-up and load application

2.6.2 Definitions and requirements

General remark Prior to the start-up of the engine it must be ensured that the emergency stop
of the engine is working properly. Additionally all required supply systems
must be in operation or in stand-by operation.
Start-up – Cold engine If an engine start has to be activated under cold engine conditions, following
requirements have to be fullfilled as a minimum:
▪ Lube oil temperature > 20°C, HT cooling water temperature > 20°C.
▪ Distillate fuel must be used until warming up phase is completed.
▪ The engine is prelubricated. Due to the higher viscosity of the lube oil of a
cold engine the prelubrication phase needs to be increased.
Before further use of the engine a warming-up phase is required to reach at
least the level of the regular preheating temperatures (lube oil temperature
> 40°C, cooling water temperature > 60°C). See diagrams in section Load
application – Continuous loading, Page 49.
Note:
▪ It needs to be proven within plant layout, that lube oil circuit is capable to
be operated at stated low lube oil temperature with accordingly high vis-
cosity and high pressures.
▪ If engine cold start is frequently performed, wear could increase in a long-
term perspective.
▪ “Start-Reliability” under stated cold start conditions is reduced and cannot
be guaranteed, as the probability of a false start is increased.
▪ If applicable, warming-up phase can be shortened if engine is operated at
lower speed.
Start-up – Preheated en- For the start-up of the engine it needs to be preheated:
gine (Normal start) ▪ Lube oil temperature ≥ 40°C.
▪ HT cooling water temperature ≥ 60°C.
The required start-up time in normal starting mode (preheated engine), with
the required time for starting-up the lube oil system and prelubrication of the
engine is shown in the diagrams in section Load application – Continuous
loading, Page 49 in connection with the information in figure(s) Duration of
the load application – Continuous loading, Page 51.
Start-up – Engine in stand- For engines in stand-by mode no start preparation is needed and accordingly
by mode (Stand-by start) the engine start will be done just after the start request (if preconditions are
fulfilled).
Required conditions media system:
▪ 0.3 bar < prelubrication pressure before engine < 0.6 bar.
2 Engine and operation

2024-09-16 - 8.5

▪ Lube oil temperature ≥ 40°C, see accordingly section Lube oil system,
Page 320
▪ HT cooling water temperature ≥ 60°C
Start-up (Exceptional start) The engine start will be done just after the start request – but as previously
stated without monitoring of lube oil pressure, and therefore this may only be
used in exceptional cases.
Speed ramp-up The standard speed ramp-up serves for all engine conditions and ensures a
low opacity level of the exhaust gas.
A "fast speed ramp-up", that is near to the maximum capability of the engine,
may be used in exceptional cases.

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 MAN Energy Solutions 2

For liquid fuel engines:

2.6 Start-up and load application

▪ Exhaust gas will be visible (opacity > 60%).
▪ External signal from plant to be provided for request to SaCoS 5000.
Load ramp-up The time needed for load ramp-up is in high extent dependent on the engine
conditions:
▪ Cold
(If applicable see "Start-up – Cold engine" for remarks and temperatures)
▪ Warm (= preheated)
– Lube oil temperature ≥ 40°C.
– HT cooling water temperature ≥ 60°C.
▪ Hot (= previously been in operation)
– Lube oil temperature ≥ 40°C.
– HT cooling water temperature ≥ 60°C.
– Exhaust gas pipe engine and turbocharger > 320°C (within 1 h after
engine stop).
Note:
Load application handled within plant automation:
The compliance of the load application with the specifications of MAN Energy
Solutions has to be handled within the plant automation.
The SaCoS engine control will not interfere in the load ramp-up or load ramp-
down initiated by the plant control.

2.6.3 Load application – Continuous loading

The start procedure after "Starting request" is structured into following

phases:
Start preparation (consists of phase 1, 2 and 3)
▪ Phase 1:
Pressure formation in the lube oil system to gain specified lube oil pres-
sure before engine.
▪ Phase 2:
Prelubrication and pre-processing of the engine for specified time.
▪ Phase 3:
"Slow Turn" function activated, if required.
Start process and running-up to minimum speed (consists of phase 4 and 5)
▪ Phase 4:
2 Engine and operation
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Activation of starting system engine till engine is running.

▪ Phase 5:
Increase of engine speed till specified minimum speed is reached.

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2.6 Start-up and load application

Figure 17: Start-up and load ramp-up for cold engine condition (emergency case)
2 Engine and operation

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Figure 18: Start-up and load ramp-up for warm/hot engine condition

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Find in the table below the relevant durations for the phases in above given

2.6 Start-up and load application

diagrams.
Note:
▪ For "Phase 3" the engine needs to be equipped with "Slow Turn".
▪ Jet assist as engine equipment is recommended.
▪ If "fast speed ramp-up" is needed, the possibility of this has to be clarified
on a project-specific basis.
▪ For "stand-by" special plant equipment is required.

Figure 19: Duration of the load application – Continuous loading (extract)

For further information or deviating engine condition/equipment contact MAN

Energy Solutions.
Load application – DP- For engines specified for DP-applications after these has reached normal op-
mode erating temperature (engine condition hot) the respective curves are relevant.
Be aware that the typical load range of 15 % to 90 % is visualized.
The load application curves for DP-mode are near to the maximum capability
of the engine, so exhaust gas may be visible (Opacity up to 60 %). Recom-
mended to operate on DMA-, DFA- or DMB-, DFB-grade fuel. If low opacity
values are required the time for load application needs to be increased.
Note:
Stated values are for engine plus standard generator.

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2.6 Start-up and load application

Figure 20: Load application – DP-mode1

1
Values apply to 6L, 8L, 9L, 10L, 12V, 16V, 18V and 20V. Values for the 7L
and 14V on demand.

2.6.4 Load application – Load steps (for electric propulsion/auxiliary GenSet)

Minimum requirements of The specification of the IACS (Unified Requirement M3) contains first of all
classification societies and guidelines for suddenly applied load steps. Originally two load steps, each
ISO rule 50%, were described. In view of the technical progress regarding increasing
mean effective pressures, the requirements were adapted. According to IACS
and ISO 8528-5 a diagram is used to define – based on the mean effective
pressure of the respective engine – the number of load steps for a load ap-
plication from 0% load to 100% load. This diagram serves as a guideline for
four stroke diesel engines in general and is reflected in the rules of the classi-
fication societies.
Be aware, that for marine engines load application requirements must be cla-
rified with the respective classification society as well as with the shipyard and
the owner.
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Accordingly MAN Energy Solutions has specified the following table.

Declared power mean effective pressure of the engine (pme) Number of load steps
> 18 bar up to 22.5 bar 4

> 22.5 bar up to 27 bar 5

> 27 bar 6

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Declared power mean effective pressure of the engine (pme) Number of load steps

2.6 Start-up and load application

The size of each load step to be calculated as:
100 % load divided by "Number of load steps".
For example:
100% load / "4" = 25% load increase per load step.
Table 17: Number of load steps dependent on the pme of the engine

Exemplary requirements
Minimum requirements concerning dynamic speed drop, remaining speed
variation and recovery time during load application are listed below.
Classification society Dynamic speed drop in % of the Remaining speed variation in % Recovery time until reaching the
nominal speed of the nominal speed tolerance band ±1% of nominal
speed
DNV ≤ 10% ≤ 5% ≤ 5 sec

RINA

Lloyd´s Register

American Bureau of
Shipping

Bureau Veritas

ISO 8528-5
Table 18: Minimum requirements of some classification societies plus ISO rule

In case of a load drop of 100% nominal engine power, the dynamic speed
variation must not exceed 10% of the nominal speed and the remaining
speed variation must not surpass 5% of the nominal speed.

Engine specific load steps – Maximum load step dependent on base load
If the engine has reached the engine condition hot, the maximum load step
which can be applied as a function of the currently driven base load can be
derived out of the below stated diagram(s).
Before an additional load step will be applied, at least 20 seconds waiting time
after initiation of the previous load step needs to be considered. 2 Engine and operation
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2.6 Start-up and load application

Figure 21: Load application dependent on base load (engine condition hot) – MAN 32/44CR1
1
Values apply to 6L, 8L, 9L, 10L, 12V, 16V, 18V and 20V. Values for the 7L
and 14V on demand.

2.6.5 Load application for mechanical propulsion (FPP and CPP)

Acceleration times for fixed pitch and controllable pitch propeller plants
General remark Stated acceleration times in the following figure are valid for the engine itself.
Depending on the project-specific propulsion train (moments of inertia, vibra-
tion calculation etc.) project-specific this may differ. Of course, the accelera-
tion times are not valid for the ship itself, due to the fact, that the time con-
stants for the dynamic behavior of the engine and the vessel may have a ratio
of up to 1:100, or even higher (dependent on the type of vessel). The effect on
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the vessel must be calculated separately.

Propeller control For remote controlled propeller drives for ships with unmanned or centrally
monitored engine room operation in accordance to IACS “Requirements con-
cerning MACHINERY INSTALLATIONS”, M43, a single control device for each
independent propeller has to be provided, with automatic performance pre-
venting overload and prolonged running in critical speed ranges of the pro-
pelling machinery. Operation of the engine according to the relevant and spe-
cific operating range (e.g. Operating range for controllable pitch propeller
(CPP)) has to be ensured. In case of a manned engine room and manual op-
eration of the propulsion drive, the engine room personnel are responsible for
the soft loading sequence, before control is handed over to the bridge.

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If the direction of the drive shaft is to be changed during maneuvering (applies

2.6 Start-up and load application

in particular to fixed pitch propeller plants) the resulting jolt, the possibility of
wind milling and operation in the permitted operating range of the engine
needs to be considered. It should be aimed for the lowest possible rotational
speed of the propeller shaft, when the rotation direction change is initiated.
Already in the project planning and design phase the installation of a shaft
brake should be considered.
Load control programme The lower time limits for normal and emergency manoeuvres are given in our
diagrams for application and shedding of load. We strongly recommend that
the limits for normal manoeuvring are observed during normal operation. An
automatic change-over to a shortened load programme is required for emer-
gency manoeuvres. The final design of the programme should be jointly de-
termined by all the parties involved, considering the demands for manoeuvring
and the actual service capacity.

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2.6 Start-up and load application
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Figure 22: Control lever setting and corresponding engine specific acceleration times (for guidance)

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2.7 Low-load operation

2.7 Low-load operation

Definition
Basically, the following load conditions are distinguished:

Overload: > 100% (MCR) of the engine output (not admitted, see section En-
gine ratings (output) for different applications, Page 37)
Full load (MCR): 100% (MCR) of the engine output
Part load: < 100% (MCR) of the engine output
Low load: < 25% of the engine output

Correlations The best operating conditions for the engine prevail under even loading in the
range of 60% to 90% of full load.
During idle or no-load operation, combustion in the combustion chamber is
incomplete.
This may result in the forming of deposits in the combustion chamber, which
will lead to increased soot emission and to increasing cylinder contamination.
This process is more acute in low-load operation and during manoeuvring
when the cooling water temperatures are not kept at the required level, and
are decreasing too rapidly. This may result in too low charge air and combus-
tion chamber temperatures, deteriorating the combustion at low loads espe-
cially in heavy fuel operation.
Operation with heavy fuel Based on the above, the low-load operation in the range of < 25 % of the full
oil (fuel of RM quality) or load is subjected to specific limitations. According to figure Time limitation for
with MGO (DMA, DFA) or low-load operation (left), duration of "relieving operation" (right), Page 57 im-
MDO (DMB, DFB) mediately after a phase of low-load operation the engine must be operated at
> 70 % of the full load for some time in order to reduce the deposits in the cyl-
inders and the exhaust gas turbocharger again.
▪ Provided that the specified engine operating values are observed, there
are no restrictions at loads > 25 % of the full load.
▪ Continuous operation at < 25 % of the full load should be avoided
whenever possible.
▪ No-load operation, particularly at nominal speed (alternator operation) is
only permissible for one hour maximum.
After 500 hours of continuous operation with liquid fuel, at a low load in the
range of 20 % to 25 % of the full load, the engine must be run-in again.
See section Engine running in, Page 497.
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2.7 Low-load operation

Figure 23: Time limitation for low-load operation (left), duration of "relieving operation" (right)

P % of the full load

t Operating time in hours (h)
1)
If applicable
* Generally, the time limits in heavy fuel oil operation apply to all HFO grades according to the designated fuel spe-
cification. In certain rare cases, when HFO grades with a high ignition delay together with a high coke residues
content are used, it may be necessary to raise the total level of the limiting curve for HFO from 20 % up to 30 %.

Example for heavy fuel oil (HFO, if applicable)

Line a Time limits for low-load operation with heavy fuel oil:
At 10 % of the full load, operation on heavy fuel oil is allowable for 19 hours
maximum.
Line b Duration of "relieving operation":
Let the engine run at a load > 70 % of the full load appr. within 1.2 hours to
burn the deposits formed.
Note:
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The acceleration time from the actual load up to 70% of the full load must be
at least 15 minutes.

Example for MGO (DMA, DFA), MDO (DMB, DFB)

Line A Time limits for low-load operation with MGO/MDO:
At 17 % of the full load, operation on MGO/MDO is allowable appr. for 200
hours maximum.
Line B Duration of "relieving operation":
Let the engine run at a load > 70 % of the full load appr. within 18 minutes to
burn the deposits formed.

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Note:

2.8 Engine load reduction and engine stop

The acceleration time from the actual load up to 70% of the full load must be
at least 15 minutes.

2.8 Engine load reduction and engine stop

Sudden load shedding

For the sudden load shedding from 100% to 0% engine load, several require-
ments of the classification societies regarding the dynamic and permanent
change of engine speed have to be fulfilled.
In case of a sudden load shedding and related compressor surging, check the
proper function of the turbocharger silencer filter mat.

Recommended load reduction/stopping the engine

Figure Engine ramping down, generally, Page 60 shows the shortest pos-
sible times for continuously ramping down the engine.
Even with the stated shortest possible times for continuously ramping down
(Phase 1 and Phase 2) the requirements of ISO 8528-5 G2 will be fulfilled.
To limit the effort regarding regulating the media circuits and also to ensure an
uniform heat dissipation it always should be aimed for longer ramping down
times by taking into account the realistic requirements of the specific plant.
Before final engine stop, the engine has to be operated for a minimum of
4 minutes at idling speed.

Run-down cooling
In order to dissipate the residual engine heat, the system circuits should be
kept in operation after final engine stop.
Minimum operation time after final engine stop
Lube oil circuit 15 min.
1)
HT circuit 15 min.

LT circuit2)3) 60 min.
1)
See accordingly for the layout of the HT cooling water pump: Table Minimum flow
rate during preheating and post-cooling, Page 353.
2)
Also serves for compressor wheel cooling.
2 Engine and operation

3)
See accordingly for the layout of the LT cooling water pump section LT cooling wa-
2024-09-16 - 8.5

ter system, Page 348.

Table 19: System circuit operation time after engine stop

If for any reason the HT cooling water stand-by pump and/or the preheating
unit is not in function, the engine has to be operated for 15 minutes at
0%-15% load before final stop, so that with the engine driven HT cooling wa-
ter pump the heat will be dissipated.
If for any reason a LT cooling water stand-by pump is not in function, the en-
gine has to be operated for 5 minutes at 0%-15% load before final stop, so
hat with the engine driven LT cooling water pump the heat in the TC will be
dissipated.

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2.9 Engine load reduction as a protective safety meas-
ure

Figure 24: Engine ramping down, generally

Duration "Full load to stop finished"

Phase 1 2 3 4 5 -

Designation Load ramp- Load ramp- No-load opera- Speed ramp- Stop Total duration
down down tion down finalisation, ≥
run-down
cooling

Speed [%] 100 100 100 100–0 0 -

Load [%] 100–80 80–0 0 0 0 -

Time [sec] 4 6 240 90 3,6001) 3,760

1)
Run down cooling, for details see table System circuit operation time after engine stop, Page 59.
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2.9 Engine load reduction as a protective safety measure

Requirements for the power management system/propeller control

In case of a load reduction request due to predefined abnormal engine para-
meter (e.g. high exhaust gas temperature, high turbine speed, high lube oil
temperature) the power output (load) must be ramped down as fast as pos-
sible to ≤ 60% load.
Therefore the power management system/propeller control has to meet the
following requirements:

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▪ After a maximum of 5 seconds after occurrence of the load reduction sig-

nal, the engine load must be reduced by at least 5%.

2.10 Engine operation under arctic conditions

▪ Then, within the next time period of maximum 30 sec an additional reduc-
tion of engine load by at least 35% needs to be applied.
▪ The “Prohibited range” shown in figure Engine load reduction as a pro-
tective safety measure, Page 61 has to be avoided.

Figure 25: Engine load reduction as a protective safety measure

2.10 Engine operation under arctic conditions

Arctic condition is defined as:

Air intake temperatures of the engine below 0°C.
If engines operate under arctic conditions (intermittently or permanently), the
engine equipment and plant installation have to hold certain design features
and meet special requirements. They depend on the possible minimum air in-
take temperature of the engine and the specification of the fuel used.
2 Engine and operation
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Minimum air intake temperature of the engine, tx:

▪ Category 1
0°C > tx > −15°C
▪ Category 2
–15°C ≥ tx > −50°C

Special engine design requirements

Special engine equipment required for arctic conditions category 1 and cat-
egory 2, see section Engine equipment for various applications, Page 32.

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Engine equipment
2.10 Engine operation under arctic conditions

SaCoS 5000 ▪ SaCoS 5000 equipment is suitable to be stored at minimum ambient tem-
peratures of –15°C.
▪ In case these conditions cannot be met, protective measures against cli-
matic influences have to be taken for the following electronic components:
– EDS Data box
– TFT-touchscreen
– Emergency switch module
These components have to be stored at places, where the temperature is
above –15°C.
▪ A minimum operating temperature of ≥ 0°C has to be ensured. The use of
an optional electric heating is recommended.
See environmental conditions in section Technical data, Page 250.

Alternators
Alternator operation is possible according to suppliers specification.

Plant installation
Engine intake air condition- ▪ Cooling down of engine room due to cold ambient air can be avoided by
ing supplying the engine directly from outside with combustion air. For this
the combustion air must be filtered (see quality requirements in section
Specification of intake air (combustion air), Page 298). Moreover a droplet
separator and air intake silencer become necessary, see section Intake air
ducting in case of arctic conditions. According to classification rules it
may be required to install two air inlets from the exterior, one at starboard
and one at portside.
▪ Cold intake air from outside is preheated in front of the cylinders in the
charge air cooler. HT water serves as heat source. Depending on load
and air temperature additional heat has then to be transferred to the HT
circuit by a HT preheating module.
▪ It is necessary to ensure that the charge air cooler cannot freeze when the
engine is out of operation (and the cold air is at the air inlet side). HT cool-
ing water preheating will prevent this. Additionally it is recommended to
prepare the combustion air duct upstream of the engine for the installation
of a blanking plate, necessary to be installed in case of malfunction on the
HT cooling water preheating system.
Category 1
▪ Charge air blow-off is activated at high engine load with low combustion
air temperature. With a blow-off air duct installed in the plant, it can be re-
circulated in the combustion air duct upstream of the engine. Alternatively,
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only if blow-off air is deviated downstream of the charge air coolers and is
cold (depending on engine type), blow-off air can be directly released in
the engine room. Then a blow-off air silencer installed in the plant be-
comes necessary.
▪ Alternatively engine combustion air and engine room ventilation air can be
supplied together in the engine room, if heated adequately and if accep-
ted by the classification company.
Category 2
▪ Contact MAN Energy Solutions.
Piping for charge air blow- To ensure a correct operation of the charge air blow-off, the following need to
off be considered:

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▪ Charge air blow-off flap installed at plant.

2.10 Engine operation under arctic conditions

▪ Diameter of piping > DN100.
▪ Admissible pressure loss in piping between engine and flap: < 500 mbar.
▪ Admissible pressure loss in piping after flap: < 1,000 mbar.
Hereby as additional information the expected charge air blow-off amount (per
cylinder) and temperature is stated, dependent on the intake air temperature
before compressor.
Intake air temperature before compressor [°C] -55 -45 -35 -25 -20 -15 -10 -5 0
Max. blow-off mass per cylinder 0.24 0.19 0.15 0.11 0.09 0.07 0.05 0.04 0.02
(100% engine load) [kg/s]

Max. blow-off Cold blow-off 40

temperature [°C]1) (V engine)

Warm blow-off 123 139 154 169 177 186 194 202 210
(L engine)
1)
Tolerances: ±5°C for temperature, for flow quantity. Temperatures specified for insulation design are max. blow-off
temperature at 0°C intake air temperature.
Table 20: Intake air temperature before compressor

Instruction for minimum ad- ▪ In general the minimum viscosity before engine of 1.9 cSt must not be un-
missible fuel temperature dershoot.
▪ The fuel specific characteristic values “pour point” and “cold filter plugging
point” have to be observed to ensure pumpability respectively filterability
of the fuel oil.
▪ Fuel temperatures of ≤ –10°C are to be avoided, due to temporarily em-
brittlement of seals used in the engines fuel oil system. As a result they
may suffer a loss of function.
Minimum engine room tem- ▪ Ventilation of engine room.
perature The air of the engine room ventilation must not be too cold (preheating is
necessary) to avoid the freezing of the liquids in the engine room systems.
▪ Minimum power house/engine room temperature for design ≥ +5°C.
Coolant and lube oil sys- ▪ Coolant and lube oil system have to be preheated for each individual en-
tems gine, see section Starting conditions, Page 45.
See also the specific information regarding special arrangements for arctic
conditions, see section External lube oil system, Page 324 and Cooling
water system, Page 341.
▪ Design requirements for the external preheater of HT cooling water sys-
tems according to stated preheater sizes, see figure Required preheater
size to avoid heat extraction from HT system, Page 64.
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▪ Maximum permissible antifreeze concentration (ethylene glycol) in the en-

gine cooling water.
An increasing proportion of antifreeze decreases the specific heat capa-
city of the engine cooling water, which worsens the heat dissipation from
the engine and will lead to higher component temperatures.
Therefore, the antifreeze concentration of the engine cooling water sys-
tems (HT and LT) within the engine room, respectively power house,
should be below a concentration of 40 % glycol. Any concentration of
> 55 % glycol is forbidden.
▪ If a concentration of anti-freezing agents of > 50% in the cooling water
systems is required, contact MAN Energy Solutions for approval.

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▪ For information regarding engine cooling water, see section Specification

for engine supplies, Page 261.
2.10 Engine operation under arctic conditions

Insulation The design of the insulation of the piping systems and other plant parts
(tanks, heat exchanger, external intake air duct, and so on) has to be modified
and designed for the special requirements of arctic conditions.
Heat tracing To support the restart procedures in cold condition (for example, after un-
manned survival mode during winter), it is recommended to install a heat tra-
cing system in the pipelines to the engine.
Note:
A preheating of the lube oil has to be ensured. For plants taken out of opera-
tion and cooled down below temperatures of +5°C additional special meas-
ures are required. In this case contact MAN Energy Solutions.

Heat extraction HT system and preheater sizes

After engine start, it is necessary to ramp up the engine to the below specified
Range II to prevent too high heat loss and resulting risk of engine damage.
Thereby Range I must be passed as quick as possible to reach Range II. Be
aware that within Range II low-load operation restrictions may apply.
If operation within Range I is required, the preheater size within the plant must
be capable to preheat the intake air to the level, where heat extraction from
the HT system is not longer possible.
Example 1:
▪ Operation at 20% engine load and –45°C intake air temperature wanted.
▪ Preheating of intake air from –45°C up to minimum –16.5°C required.
=> According diagram preheater size of 10.5 kW/cyl. required.
▪ Ensure that this preheater size is installed, otherwise this operation point
is not permissible.
All preheaters need to be operated in parallel to engine operation until min-
imum engine load is reached.
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2.10 Engine operation under arctic conditions

Figure 26: Required preheater size to avoid heat extraction from HT system

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2.11 GenSet operation

2.11 GenSet operation

2.11.1 Operating range for GenSet/electric propulsion

Figure 27: Operating range for GenSet/electric propulsion

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▪ MCR1
Maximum continuous rating.
▪ Range I
Operating range for continuous service.
▪ Range II
No continuous operation permissible.
Maximum operating time less than 2 minutes.
1
In accordance with DIN ISO 3046-1 and for further clarification of relevant
sections within DIN ISO 8528-1, the following is specified:
▪ The maximum output (MCR) has to be observed by the power manage-
ment system of the plant.

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▪ The range of 100% up to 110% fuel admission may only be used for a
short time for governing purposes (for example, transient load conditions

2.11 GenSet operation

and suddenly applied load).

IMO certification for engines with operating range for electric propulsion
Test cycle type E2 will be applied for the engine´s certification for compliance
with the NOx limits according to NOx technical code.

IMO certification for engines with operating range for auxiliary GenSet
Test cycle type D2 will be applied for the engine´s certification for compliance
with the NOx limits according to NOx technical code.

2.11.2 Operating range for EPROX-DC

EPROX-DC is an electric propulsion system based on a DC grid and generat-
ors with variable speed between 60 % and 100 % of nominal speed. Accord-
ingly the operating range is identical to figure Operating range for controllable
pitch propeller, Page 73.

2.11.3 Operating range for EPROX-AC

EPROX-AC is an electric propulsion system based on an AC net and allowing
the system frequency to vary. The generators operate with variable speed
between 80 % and 100 % of nominal speed.
Accordingly the operating range is identical to figure Operating range for con-
trollable pitch propeller, Page 73.

2.11.4 Available outputs and permissible frequency deviations

General
Generating sets, which are integrated in an electricity supply system, are sub-
jected to the frequency fluctuations of the mains. Depending on the severity of
the frequency fluctuations, output and operation respectively have to be re-
stricted.

Frequency adjustment range

According to DIN ISO 8528-5, operating limits of > 2.5% are specified for the
lower and upper frequency adjustment range.

Operating range
2 Engine and operation
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Depending on the prevailing local ambient conditions, a certain maximum

continuous rating will be available.
In the output/speed and frequency diagrams, a range has specifically been
marked with “No continuous operation permissible in this area”. Operation in
this range is only permissible for a short period of time, for example, for less
than 2 minutes. In special cases, a continuous rating is permissible if the
standard frequency is exceeded by more than 4%.

Limiting parameters
Max. torque In case the frequency decreases, the available output is limited by the max-
imum permissible torque of the generating set.

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Max. speed for continuous An increase in frequency, resulting in a speed that is higher than the maximum
2.11 GenSet operation

rating speed admissible for continuous operation, is only permissible for a short
period of time, that is, for less than 2 minutes.
For engine-specific information see section Ratings (output) and speeds, Page
36 of the specific engine.

Figure 28: Permissible frequency deviations and corresponding max. output

2.11.5 Generator operation/electric propulsion – Power management

Operation of vessels with electric propulsion is defined as parallel operation of

main engines with generators forming a closed system.
The power supply of the plant as a standard is done by auxilliary GenSets also
forming a closed system.
In the design/layout of the plant a possible failure of one engine has to be
considered in order to avoid overloading and under-frequency of the remain-
ing engines with the risk of an electrical blackout.
Therefore we recommend to install a power management system. This en-
sures uninterrupted operation in the maximum output range and in case one
engine fails the power management system reduces the propulsive output or
switches off less important energy consumers in order to avoid under-fre-
quency.
According to the operating conditions it is the responsibility of the ship's oper-
2 Engine and operation

ator to set priorities and to decide which energy consumer has to be switched
2024-09-16 - 8.5

off.
The base load should be chosen as high as possible to achieve an optimum
engine operation and lowest soot emissions.
The optimum operating range and the permissible part loads are to be ob-
served (see section Low-load operation, Page 57).

Load application in case one engine fails

In case one engine fails, its output has to be made up for by the remaining en-
gines in the system and/or the load has to be decreased by reducing the
propulsive output and/or by switching off electrical consumers.

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The immediate load transfer to one engine does not always correspond with

2.11 GenSet operation

the load reserve that the particular engine has available at the respective mo-
ment. That depends on the engine's base load.
Be aware that the following section only serves as an example and is definitely
not valid for this engine type. For the engine specific capability see figure(s)
Load application dependent on base load (engine condition hot), Page 54.

Figure 29: Maximum load step depending on base load (example may not be valid for this engine type)

Based on the above stated exemplary figure and on the total number of en-
gines in operation the recommended maxium load of these engines can be
derived. Observing this limiting maximum load ensures that the load from one
failed engine can be transferred to the remaining engines in operation without
power reduction.
Number of engines in parallel operation 3 4 5 6 7 8 9 10
Recommended maximum load in (%) of Pmax 50 75 80 83 86 87.5 89 90
Table 21: Exemplary – Recommended maximum load in (%) of Pmax dependend on number of engines in
parallel operation

2.11.6 Alternator – Reverse power protection

Definition of reverse power

If an alternator, coupled to a combustion engine, is no longer driven by this
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engine, but is supplied with propulsive power by the connected electric grid
and operates as an electric motor instead of working as an alternator, this is
called reverse power. The speed of a reverse power driven engine is accord-
ingly to the grid frequency and the rated engine speed.

Demand for reverse power protection

For each alternator (arranged for parallel operation) a reverse power protection
device has to be provided because if a stopped combustion engine (fuel ad-
mission at zero) is being turned it can cause, due to poor lubrication, excess-
ive wear on the engine´s bearings. This is also a classifications` requirement.

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Examples for possible reverse power occurences

2.11 GenSet operation

▪ Due to lack of fuel the combustion engine no longer drives the alternator,
which is still connected to the mains.
▪ Stopping of the combustion engine while the driven alternator is still con-
nected to the electric grid.
▪ On ships with electric drive the propeller can also drive the electric traction
motor and this in turn drives the alternator and the alternator drives the
connected combustion engine.
▪ Sudden frequency increase, for example, because of a load decrease in
an isolated electrical system -> if the combustion engine is operated at
low load (for example, just after synchronising).

Adjusting the reverse power protection relay

The necessary power to drive an unfired diesel or gas engine at nominal
speed cannot exceed the power which is necessary to overcome the internal
friction of the engine. This power is called motoring power. The setting of the
reverse-power relay should be, as stated in the classification rules, 50% of the
motoring power. To avoid false tripping of the alternator circuit breaker a time
delay has to be implemented. A reverse power >> 6% mostly indicates seri-
ous disturbances in the generator operation.
The following table Adjusting the reverse power relay, Page 70 provides a
summary.
Admissible reverse power Pel [%] Time delay for tripping the alternator circuit breaker [sec]
Pel < 3 30

3 ≤ Pel < 8 3 to 10

Pel ≥ 8 1.5
Table 22: Adjusting the reverse power relay

2.11.7 Earthing measures of diesel engines and bearing insulation on alternators

General
The use of electrical equipment on diesel engines requires precautions to be
taken for protection against shock current and for equipotential bonding.
These measures not only serve as shock protection but also for functional
protection of electric and electronic devices (EMC protection, device protec-
tion in case of welding, etc.).
2 Engine and operation

2024-09-16 - 8.5

Earthing connections on the engine

Threaded bores M12, 20 mm deep, marked with the earthing symbol are
provided in the engine foot on both ends of the engine.
It has to be ensured that earthing is carried out immediately after engine set-
up. If this cannot be accomplished any other way, at least provisional earthing
is to be effected right after engine set-up.

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2.11 GenSet operation

1 Connecting grounding ter- 2 Connecting grounding ter-
minal coupling side and minal coupling side and
engine free end (stamped engine free end (stamped
symbol) M12 symbol) M12
Figure 30: Earthing connection on engine (are arranged diagonally opposite
each)

Measures to be taken on the alternator

Shaft voltages, for example, voltages between the two shaft ends, are gener-
ated in electrical machines because of slight magnetic unbalances and ring
excitations. In the case of considerable shaft voltages (for example, > 0.3 V),
there is the risk that bearing damage occurs due to current transfers. For this
reason, at least the bearing that is not located on the drive end is insulated
(valid for alternators > 1 MW output). For verification, the voltage available at
the shaft (shaft voltage) is measured while the alternator is running and ex-
cited. With proper insulation, a voltage can be measured. In order to protect
the prime mover and to divert electrostatic charging, an earthing brush is of-
ten fitted on the coupling side.
Observation of the required measures is the alternator manufacturer’s re-
sponsibility.

Consequences of inadequate bearing insulation on the alternator and

insulation check
2 Engine and operation

In case the bearing insulation is inadequate, for example, if the bearing insula-
2024-09-16 - 8.5

tion was short-circuited by a measuring lead (PT100, vibration sensor), leak-

age currents may occur, which result in the destruction of the bearings. One
possibility to check the insulation with the alternator at standstill (prior to
coupling the alternator to the engine; this, however, is only possible in the
case of single-bearing alternators) would be:
▪ Raise the alternator rotor (insulated, in the crane) on the coupling side.
▪ Measure the insulation by the megger test against earth.
Note:
Hereby the max. voltage permitted by the alternator manufacturer is to be ob-
served.

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If the shaft voltage of the alternator at rated speed and rated voltage is known
2.12 Propeller operation, suction dredger (pump drive)

(for example, from the test record of the alternator acceptance test), it is also
possible to carry out a comparative measurement.
If the measured shaft voltage is lower than the result of the “earlier measure-
ment” (test record), the alternator manufacturer should be consulted.

Earthing conductor
The nominal cross section of the earthing conductor (equipotential bonding
conductor) has to be selected in accordance with DIN VDE 0100, part 540
(up to 1 kV) or DIN VDE 0141 (in excess of 1 kV).
Generally, the following applies:
The protective conductor to be assigned to the largest main conductor is to
be taken as a basis for sizing the cross sections of the equipotential bonding
conductors.
Earthing conductors have to be provided at two diagonally opposite points of
engine.
Flexible conductors have to be used for the connection of resiliently mounted
engines.

Execution of earthing
The earthing must be executed by the shipyard, since generally it is not scope
of supply of MAN Energy Solutions.
Earthing strips are also not included in the MAN Energy Solutions scope of
supply.

Additional information regarding the use of welding equipment

In order to prevent damage on electrical components, it is imperative to earth
welding equipment close to the welding area, that is, the distance between
the welding electrode and the earthing connection should not exceed 10 m.

2.12 Propeller operation, suction dredger (pump drive)

2.12.1 General remark for operating ranges

Be advised that engines with several operational demands, always the stricter
limitations need to be applied and is valid for all operational tasks.
E.g. mechanical dredger applications need to be classified in following man-
ner:
2 Engine and operation

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▪ Engine only dredge pump drive.

Operating range for pump drive valid.
▪ Engine driving dredge pump and on counter side a fixed pitch propeller.
Operating range for fixed pitch propeller valid.
▪ Engine driving dredge pump and on counter side a controllable pitch pro-
peller.
Operating range for pump drive valid.
▪ Engine driving dredge pump and on counter side a controllable pitch pro-
peller and a small generator.
Operating range for pump drive valid.

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2.12 Propeller operation, suction dredger (pump drive)

2.12.2 Operating range for controllable pitch propeller (CPP)

Figure 31: Operating range for controllable pitch propeller – Valid for nominal
speed 750 rpm

Note:
In rare occasions it might be necessary that certain engine speed intervals
have to be barred for continuous operation.
2 Engine and operation
2024-09-16 - 8.5

For FPP applications as well as for applications using resiliently mounted en-
gines, the admissible engine speed range has to be confirmed (preferably at
an early project phase) by a torsional vibration calculation, by a dimensioning
of the resilient mounting, and, if necessary, by an engine operational vibration
calculation.
MCR = Maximum continuous rating.
Note:
Operation at higher power or lower speed than limited by the "limit curve for
continuous operation" is only permitted for less than 1 minute.
The combinator curve must be placed at a sufficient distance to the load limit
curve. For overload protection, a load control has to be provided.

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Transmission losses (e.g. by gearboxes and shaft power) and additional

2.12 Propeller operation, suction dredger (pump drive)

power requirements (e.g. by PTO) must be taken into account.

IMO certification for engines with operating range for controllable pitch
propeller (CPP)
Test cycle type E2 will be applied for the engine´s certification for compliance
with the NOx limits according to NOx technical code.

2.12.3 General requirements for the CPP propulsion control

Pitch control of the propeller plant

General A distinction between constant-speed operation and combinator-curve opera-
tion has to be ensured.
Failure of propeller pitch control:
In order to avoid overloading of the engine upon failure of the propeller pitch
control, the propeller pitch must be adjusted to a value < 60 % of the max-
imum possible pitch.
4 – 20 mA load indication As a load indication a 4 – 20 mA signal from the engine control is supplied to
from engine control the propeller control.
Combinator-curve operation:
The 4 – 20 mA signal has to be used for the assignment of the propeller pitch
to the respective engine speed. The operation curve of engine speed and pro-
peller pitch (for power range, see section Operating range for controllable
pitch propeller (CPP), Page 73) has to be observed also during acceleration/
load increase and unloading.

Acceleration/load increase
The engine speed has to be increased prior to increasing the propeller pitch
(see figure Example to illustrate the change from one load step to another,
Page 75).
When increasing propeller pitch and engine speed synchronously, the speed
has to be increased faster than the propeller pitch.
The engine should not be operated in the area above the combinator curve
(Range II in figure Operating range for controllable pitch propeller, Page 73).
Automatic limitation of the rate of load increase must be implemented in the
propulsion control.

Deceleration/unloading the engine

2 Engine and operation

2024-09-16 - 8.5

The engine speed has to be reduced later than the propeller pitch (see figure
Example to illustrate the change from one load step to another, Page 75).
When decreasing propeller pitch and engine speed synchronously, the pro-
peller pitch has to be decreased faster than the speed.

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Example to illustrate the change from one load step to another

Figure 32: Example to illustrate the change from one load step to another
2.12 Propeller operation, suction dredger (pump drive)
Windmilling protection
If a stopped engine (fuel admission at zero) is being turned by the propeller,
this is called “windmilling”. The permissible period for windmilling is short, be-
cause windmilling can cause excessive wear of the engine bearings, due to
2 Engine and operation
2024-09-16 - 8.5

poor lubrication at low propeller speed.

Single-screw ship The propeller control has to ensure that the windmilling time is less than
40 seconds.
Multiple-screw ship The propeller control has to ensure that the windmilling time is less than
40 seconds. In case of plants without shifting clutch, it has to be ensured that
a stopped engine cannot be turned by the propeller.
For maintenance work a shaft interlock has to be provided for each propeller
shaft.

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Binary signals from engine control

2.12 Propeller operation, suction dredger (pump drive)

Overload contact The overload contact will be activated when the engine's fuel admission
reaches the maximum position. At this position, the control system has to
stop the increase of the propeller pitch. If this signal remains longer than the
predetermined time limit, the propeller pitch has to be decreased.
Contact "Operation close to This contact is activated when the engine is operated close to a limit curve
the limit curve" (torque limiter, charge air pressure limiter, etc.). When the contact is activated,
the control system has to stop the increase of the propeller pitch. If this signal
remains longer than the predetermined time limit, the propeller pitch has to be
decreased.
Propeller pitch reduction This contact is activated when disturbances in engine operation occur, for ex-
contact ample too high exhaust gas mean-value deviation. When the contact is activ-
ated, the propeller control system has to reduce the propeller pitch to 60% of
the rated engine output, without change in engine speed.
In section Engine load reduction as a protective safety measure, Page 60 the
requirements for the response time are stated.

Additional signals from the Propulsion Optimisation Interface are available

In addition, binary and analogue signals from the Propulsion Optimisation In-
terface are available that allow an optimsed data exchange between the en-
gine and a smooth and look ahead control of the CPP propulsion system.
Clarify details at an early stage of the project.

Distinction between normal manoeuvre and emergency manoeuvre

The propeller control system has to be able to distinguish between normal
manoeuvre and emergency manoeuvre (i.e., two different acceleration curves
are necessary).

MAN Energy Solutions' guidelines concerning acceleration times and power

range have to be observed
The power range (see section Operating range for controllable pitch propeller
(CPP), Page 73) and the acceleration times (see paragraph Acceleration
times, Page 54) have to be observed. In section Engine load reduction as a
protective safety measure, Page 60 the requirements for the response time
are stated.
2 Engine and operation

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2.12 Propeller operation, suction dredger (pump drive)

2.12.4 Operating range for fixed pitch propeller (FPP)

Figure 33: Operating range for fixed pitch propeller – Valid for nominal speed
750 rpm

For further information about reduced output see section Available outputs
and permissible frequency deviations, Page 67.
Note:
In rare occasions it might be necessary that certain engine speed intervals
2 Engine and operation
2024-09-16 - 8.5

have to be barred for continuous operation.

For FPP applications as well as for applications using resiliently mounted en-
gines, the admissible engine speed range has to be confirmed (preferably at
an early project phase) by a torsional vibration calculation, by a dimensioning
of the resilient mounting, and, if necessary, by an engine operational vibration
calculation.
▪ Maximum continuous rating (MCR), fuel stop power
Note:
Operation at higher power or lower speed than limited by the "limit curve for
continuous operation" is only permitted for less than 1 minute.

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1 Design of propeller (FP)

2.12 Propeller operation, suction dredger (pump drive)

A new propeller must be designed to be operated within this range. Boundary

conditions for the design are clean hull, calm weather, propeller light running
inter alia.
2 Theoretical propeller curve = Limit curve for continuous operation
This limit curve for continuous operation must not be exceeded even under
boundary conditions as fouled hull, heavy weather or propeller heavy running.
3 Limit curve for dyn. operation
This limit curve for dynamic operation must not be exceeded at all.
4 Maximum permitted engine output after load reduction demand of engine
control is 60 %.
Within the section Load application for mechanical propulsion (FPP and CPP),
Page 54 acceleration times for fixed pitch propeller plants are stated. Pay at-
tention to the note regarding consideration of a shaft brake.
Note:
Engine operation in a speed range between 103 % and 106 % is permissible
for maximum 1 hour!
The propeller design depends on type and application of the vessel. Therefore
the determination of the installed propulsive power in the ship is always the
exclusive responsibility of the yard.
Determining the engine power: The energy demand or the energy losses from
all at the engine additionally attached aggregates has to be considered (e. g.
shaft alternators, gearboxes). That means, after deduction of their energy de-
mand from the engine power the remaining engine power must be sufficient
for the required propulsion power.
Note:
Type testing of the engines is carried out at 110 % rated output and 103 %
rated engine speed.
But operation with output > 100 % only permissible at sea trial for approval of
classification society, not for normal operation.
I. External HT cooling water support pump and external lubrication support
pump need to be activated within a certain speed range. See section Engines
speeds and related main data, Page 39.

IMO certification for engines with operating range for fixed pitch propeller
(FPP)
Test cycle type E3 will be applied for the engine´s certification for compliance
with the NOx limits according to NOx technical code.
2 Engine and operation

2024-09-16 - 8.5

2.12.5 General requirements for the FPP propulsion control

In accordance to IACS “Requirements concerning MACHINERY INSTALLA-
TIONS”, M43, a single control device for each independent propeller has to
be provided, with automatic performance preventing overload and prolonged
running in critical speed ranges of the propelling machinery.
Operation of the engine according to the stated FPP operating range has to
be ensured.

Load control of the propeller plant

As a load indication a 4–20 mA signal from the engines safety and control
system is supplied to the propeller control system.

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Windmilling protection

2.12 Propeller operation, suction dredger (pump drive)

If a stopped engine (fuel admission at zero) is being turned by the propeller,
this is called “windmilling”. The permissible period for windmilling is short, be-
cause windmilling can cause, due to poor lubrication at low propeller speed,
excessive wear of the engine bearings.
In case of risk that windmilling can appear for a longer period than 40 sec, the
engine has to be protected by opening the clutch of the gearbox or/and a
shaft breaking system activation at the propeller shaft by the propulsion con-
trol system.
For maintenance work a shaft interlock has to be provided for each propeller
shaft.

Binary signals from engine control (SaCoS)

Overload contact The overload contact will be activated when the fuel admission reaches the
maximum position.
The propeller control has to reduce the rpm setpoint until contact will be de-
activated again.
Reduction contact This contact is activated when disturbances in engine operation occur, for ex-
ample too high exhaust gas mean-value deviation. When the contact is activ-
ated, the propeller control system has to reduce the output demand to below
60% of the nominal output of the engine.
In section Engine load reduction as a protective safety measure, Page 60 the
requirements for the response time are stated.
Operation close to the limit This contact is activated when the engine is operated close to a limit curve
curves (torque limiter, charge air pressure limiter...). When the contact is activated,
the propeller control system has to pause with an increase of a load demand.
In case the signal remains longer than the predetermined time limit, the output
demand needs to be reduced.

Binary signals to engine control (SaCoS) from ECR or bridge

Override (binary signal by In case “Override” has been activated, “Stop” or “Reduce” demands of engine
switch) safety system will not be excecuted, but printed at the alarm printer.

Binary signals to engine control (SaCoS) from coupling control

Activation of clutch To enable engine control (SaCoS) to act at the begnning of the clutch-in pro-
cedure a binary signal has to be provided.
2 Engine and operation
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2.12 Propeller operation, suction dredger (pump drive)

2.12.6 Operating range for mechanical pump drive

2 Engine and operation

2024-09-16 - 8.5

Figure 34: Operating range for mechanical pump drive – Valid for nominal speed 750 rpm

▪ MCR
Maximum continuous rating, fuel stop power
▪ Range I

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Operating range for continuous operation

sumption
2.13 Fuel oil, lube oil, starting air and control air con-
▪ For dredge applications with dredge pumps directly mechanically driven
by the engines there is a requirement for full constant torque operation
between 80 % and 100 % of nominal engine speed. This specific operat-
ing range results in a reduced output of the engine according to table
Available outputs/related reference conditions, Page 37.

IMO certification for engines with operating range for mechanical pump
drive
Test cycle type C1 for auxiliary engine application will be applied for the en-
gine´s certification for compliance with the NOx limits according to NOx tech-
nical code.

2.13 Fuel oil, lube oil, starting air and control air consumption

2.13.1 Fuel oil consumption for emission standard: IMO Tier II

Engine MAN 32/44CR – Auxiliary GenSet

600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm1
% Output Spec. fuel consumption [g/kWh] without attached pumps, L/V engine1) 2) 3)
100 85 4) 75 65 50 25 10
MGO (DMA) or MDO (DMB) L: 175.0 750 rpm: 750 rpm: L: 179.0 L/V: 182.0 L/V: 198.0 L/V: 238.0
V: 174.5 L: 174.0 L: 183.0 V: 178.0
V: 173.0 V: 182.0
720 rpm: 720 rpm:
L: 172.0 L: 181.0
V: 171.0 V: 180.0

HFO L: 177.0 750 rpm: 750 rpm: L: 180.5 L/V: 184.0 L/V: 200.0 L/V: 240.0
V: 176.5 L: 175.0 L: 184.0 V: 179.5
V: 174.0 V: 183.0
720 rpm: 720 rpm:
L: 173.0 L: 182.0
V: 172.0 V: 181.0
1)
Tolerance +5%.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
2 Engine and operation

Based on reference conditions, see table Reference conditions for fuel consumption, Page 88.
2024-09-16 - 8.5

3)
Relevant for engine´s certification for compliance with the NOx limits according D2 (plus E2) test cycle.
4)
Warranted fuel consumption at 85% MCR.
Table 23: Fuel oil consumption MAN 32/44CR – Auxiliary GenSet, 600 kW/cyl.
1
No 18V available for auxiliary application.
For 7L/14V: 580 kW/cyl., 720 rpm or 580 kW/cyl., 750 rpm

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% Output Spec. fuel consumption [g/kWh] without attached pumps, L/V engine1) 2) 3)
sumption
2.13 Fuel oil, lube oil, starting air and control air con-

100 85 4) 75 50 25 10
MGO (DMA) or MDO (DMB) 7L: 176.5 7L: 175.0 L/V: 183.0 L/V: 183.0 L/V: 200.0 L/V: 248.5
14V: 176.0 14V: 174.0

HFO 7L: 178.5 7L: 176.0 L/V: 184.0 L/V: 185.0 L/V: 202.0 L/V: 250.5
14V: 178.0 14V: 175.0
1)
Tolerance +5%.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 88.
3)
Relevant for engine´s certification for compliance with the NOx limits according D2 (plus E2) test cycle.
4)
Warranted fuel consumption at 85% MCR.
Table 24: Fuel oil consumption MAN 32/44CR – Auxiliary GenSet, 580 kW/cyl.

Engine MAN 32/44CR – Electric propulsion (n = const.)

ECOMAP 1, 2, 4: 600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm
ECOMAP 3: 540 kW/cyl., 720 rpm or 540 kW/cyl., 750 rpm
% Output Spec. fuel consumption [g/kWh] without attached pumps, L/V engine1) 2) 3)
100 85 4) 75 65 50 25
ECOMAP 1 (standard 85% optimum)

MGO (DMA) or MDO (DMB) L: 176.0 L: 172.0 L: 178.5 L: 180.0 L: 183.0 L/V: 196.5
V: 175.5 V: 171.0 V: 177.5 V: 179.0 V: 182.0

HFO L: 178.0 L: 173.0 L: 179.5 L: 181.5 L: 185.0 L/V: 198.5

V: 177.5 V: 172.0 V: 178.5 V: 180.5 V: 184.0

ECOMAP 2 (part load optimised), only in combination with ECOMAP 1

MGO (DMA) or MDO (DMB) L: 176.0 L: 179.0 L: 181.0 L/V: 175.0 L/V: 178.0 L/V: 196.5
V: 175.5 V: 178.0 V: 180.0

HFO L: 178.0 L: 180.5 L: 182.0 L/V: 176.5 L/V: 180.0 L/V: 198.5
V: 177.5 V: 179.5 V: 181.0

ECOMAP 3 (derated 10%), only in combination with ECOMAP 1 and nominal output 600 kW/cyl.

MGO (DMA) or MDO (DMB) L/V: 175.0 L/V: 173.0 L/V: 181.5 L/V: 181.5 L/V: 185.0 L/V: 198.5

HFO L/V: 177.0 L/V: 174.0 L/V: 182.5 L/V: 183.0 L/V: 187.0 L/V: 200.5

ECOMAP 4 (ECOMAP-SCR), only in combination with ECOMAP 1

MGO (DMA) or MDO (DMB) L: 176.0 L: 172.5 L: 172.0 L/V: 173.5 L/V: 178.0 L/V: 196.5
2 Engine and operation

2024-09-16 - 8.5

V: 175.5 V: 171.5 V: 171.0

HFO L: 178.0 L: 173.5 L: 173.0 L/V: 175.0 L/V: 180.0 L/V: 198.5
V: 177.5 V: 172.5 V: 172.0
1)
Tolerance +5 %.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 88.
3)
Relevant for engine´s certification for compliance with the NOx limits according E2 Test cycle.
4)
Warranted fuel consumption at 85 % MCR.
Table 25: Fuel oil consumption MAN 32/44CR – Electric propulsion (n = const.), 600 kW/cyl.

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For 7L/14V: 580 kW/cyl., 720 rpm or 580 kW/cyl., 750 rpm

sumption
2.13 Fuel oil, lube oil, starting air and control air con-
% Output Spec. fuel consumption [g/kWh] without attached pumps, L/V engine1) 2) 3)
100 85 4) 75 65 50 25
Only ECOMAP 1 available (standard 85 % optimum)

MGO (DMA) or MDO (DMB) 7L: 176.5 7L: 173.0 7L/14V: 7L/14V: 7L/14V: 7L/14V:
14V: 176.0 14V: 172.0 178.0 182.0 183.0 198.5

HFO 7L: 178.5 7L: 174.0 7L/14V: 7L/14V: 7L/14V: 7L/14V:

14V: 178.0 14V: 173.0 179.0 183.5 185.0 200.5
1)
Tolerance +5%.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 88.
3)
Relevant for engine´s certification for compliance with the NOx limits according E2 Test cycle.
4)
Warranted fuel consumption at 85% MCR.
Table 26: Fuel oil consumption MAN 32/44CR – Electric propulsion (n = const.), 580 kW/cyl.

Engine MAN 32/44CR – Mechanical propulsion with controllable pitch

propeller (CPP)
ECOMAP 1, 2, 4: 600 kW/cyl., 750 rpm
ECOMAP 3: 540 kW/cyl., 750 rpm
% Output Spec. fuel consumption [g/kWh] without attached pumps, L/V engine1) 2) 3)
100 85 4) 75 65 50 25
Speed Constant = 750 rpm
ECOMAP 1 (standard 85% optimum)

MGO (DMA) or MDO (DMB) L: 176.0 L: 172.0 L: 178.5 L: 180.0 L: 183.0 L/V: 196.5
V: 175.5 V: 171.0 V: 177.5 V: 179.0 V: 182.0

HFO L: 178.0 L: 173.0 L: 179.5 L: 181.5 L: 185.0 L/V: 198.5

V: 177.5 V: 172.0 V: 178.5 V: 180.5 V: 184.0

ECOMAP 2 (part load optimised), only in combination with ECOMAP 1

MGO (DMA) or MDO (DMB) L: 176.0 L: 179.0 L: 181.0 L/V: 175.0 L/V: 178.0 L/V: 196.5
V: 175.5 V: 178.0 V: 180.0

HFO L: 178.0 L: 180.5 L: 182.0 L/V: 176.5 L/V: 180.0 L/V: 198.5
V: 177.5 V: 179.5 V: 181.0

ECOMAP 3 (derated 10%), only in combination with ECOMAP 1 and nominal output 600 kW/cyl.
2 Engine and operation
2024-09-16 - 8.5

MGO (DMA) or MDO (DMB) L/V: 175.0 L/V: 173.0 L/V: 181.5 L/V: 181.5 L/V: 185.0 L/V: 198.5

HFO L/V: 177.0 L/V: 174.0 L/V: 182.5 L/V: 183.0 L/V: 187.0 L/V: 200.5

ECOMAP 4 (ECOMAP-SCR), only in combination with ECOMAP 1

MGO (DMA) or MDO (DMB) L: 176.0 L: 172.5 L: 172.0 L/V: 173.5 L/V: 178.0 L/V: 196.5
V: 175.5 V: 171.5 V: 171.0

HFO L: 178.0 L: 173.5 L: 173.0 L/V: 175.0 L/V: 180.0 L/V: 198.5
V: 177.5 V: 172.5 V: 172.0

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% Output Spec. fuel consumption [g/kWh] without attached pumps, L/V engine1) 2) 3)
sumption
2.13 Fuel oil, lube oil, starting air and control air con-

100 85 4) 75 65 50 25
Speed Constant = 750 rpm
1)
Tolerance +5%.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 88.
3)
Relevant for engine´s certification for compliance with the NOX limits according E2 Test cycle.
4)
Warranted fuel consumption at 85% MCR.
Table 27: Fuel oil consumption MAN 32/44CR – Mechanical propulsion with controllable pitch propeller
(CPP) – Constant speed

ECOMAP 1, 2, 4: 600 kW/cyl., 750 rpm

ECOMAP 3: 540 kW/cyl., 750 rpm
% Output Spec. fuel consumption [g/kWh] without attached pumps, L/V engine1) 2) 3)
100 85 4) 75 65 50 25
Speeds according recommended combin- 750 rpm 750 rpm 731 rpm 711 rpm 674 rpm 587 rpm
ator curve (±5 rpm)
ECOMAP 1 (standard 85% optimum)

MGO (DMA) or MDO (DMB) L: 176.0 L: 172.0 L/V: 177.0 L/V: 177.0 L/V: 179.5 L/V: 190.0
V: 175.5 V: 171.0

HFO L: 178.0 L: 173.0 L/V: 178.0 L/V: 178.0 L/V: 181.5 L/V: 192.0
V: 177.5 V: 172.0

ECOMAP 2 (part load optimised), only in combination with ECOMAP 1

MGO (DMA) or MDO (DMB) L: 176.0 L: 179.0 L: 179.5 L/V: 176.0 L/V: 179.5 L/V: 190.0
V: 175.5 V: 178.0 V: 178.5

HFO L: 178.0 L: 180.5 L: 180.5 L/V: 177.5 L/V: 181.5 L/V: 192.0
V: 177.5 V: 179.5 V: 179.5

ECOMAP 3 (derated 10%), only in combination with ECOMAP 1 and nominal output 600 kW/cyl.

MGO (DMA) or MDO (DMB) L/V: 175.0 L/V: 173.0 L/V: 179.5 L/V: 178.5 L/V: 181.5 L/V: 191.0

HFO L/V: 177.0 L/V: 174.0 L/V: 180.5 L/V: 180.0 L/V: 183.5 L/V: 193.0

ECOMAP 4 (ECOMAP-SCR), only in combination with ECOMAP 1

MGO (DMA) or MDO (DMB) L: 176.0 L: 172.5 L: 172.5 L/V: 174.5 L/V: 176.0 L/V: 186.0
V: 175.5 V: 171.5 V: 171.5

HFO L: 178.0 L: 173.5 L: 173.5 L/V: 176.0 L/V: 178.0 L/V: 188.0
2 Engine and operation

2024-09-16 - 8.5

V: 177.5 V: 172.5 V: 172.5

1)
Tolerance +5%.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 88.
3)
Relevant for engine´s certification for compliance with the NOX limits according E2 Test cycle.
4)
Warranted fuel consumption at 85% MCR.
Table 28: Fuel oil consumption MAN 32/44CR – Mechanical propulsion with controllable pitch propeller
(CPP) – Speeds according combinator curve

For 7L/14V: 580 kW/cyl., 750 rpm

84 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine

 MAN Energy Solutions 2

% Output Spec. fuel consumption [g/kWh] without attached pumps, L/V engine1) 2) 3)

sumption
2.13 Fuel oil, lube oil, starting air and control air con-
100 85 4) 75 65 50 25
Speed Constant = 750 rpm
Only ECOMAP 1 available (standard 85% optimum)

MGO (DMA) or MDO (DMB) 7L: 176.5 7L: 173.0 7L/14V: 7L/14V: 7L/14V: 7L/14V:
14V: 176.0 14V: 172.0 178.0 182.0 183.0 198.5

HFO 7L: 178.5 7L: 174.0 7L/14V: 7L/14V: 7L/14V: 7L/14V:

14V: 178.0 14V: 173.0 179.0 183.5 185.0 200.5

Speeds according recommended com- 750 rpm 750 rpm 731 rpm 711 rpm 674 rpm 587 rpm
binator curve (±5 rpm)

MGO (DMA) or MDO (DMB) 7L: 176.5 7L: 173.0 7L/14V: 7L/14V: 7L/14V: 7L/14V:
14V: 176.0 14V: 172.0 176.5 180.0 180.5 192.0

HFO 7L: 178.5 7L: 174.0 7L/14V: 7L/14V: 7L/14V: 7L/14V:

14V: 178.0 14V: 173.0 177.5 181.5 182.5 194.0
1)
Tolerance +5%.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 88.
3)
Relevant for engine´s certification for compliance with the NOX limits according E2 Test cycle.
4)
Warranted fuel consumption at 85% MCR.
Table 29: Fuel oil consumption MAN 32/44CR – Mechanical propulsion with controllable pitch propeller
(CPP) – Speeds according combinator curve, 580 kW/cyl.

Engine MAN 32/44CR – Mechanical propulsion with fixed pitch propeller

(FPP)
550 kW/cyl., 750 rpm
(7L/14V: 550 kW/cyl., 750 rpm)
% Output Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)
100 85 4) 75 50 25
Speeds according to FPP curve (±5 rpm) 750 rpm 710 rpm 683 rpm 600 rpm 473 rpm

MGO (DMA) or MDO (DMB) 176.5 172.5 180.0 186.5 191.0

(177.5)5) (174.0)5) (182.5)5) (186.5)5) (191.0)5)

HFO 178.5 173.5 181.0 188.5 193.0

(179.5)5) (175.0)5) (183.5)5) (188.5)5) (193.0)5)
1)
Tolerance +5%.
2 Engine and operation
2024-09-16 - 8.5

Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 88.
3)
Relevant for engine´s certification for compliance with the NOX limits according E3 (plus E2) test cycle.
4)
Warranted fuel consumption at 85% MCR.
5)
Figures in column relevant for 7L/14V: 550 kW/cyl., 750 rpm.
Table 30: Fuel oil consumption MAN 32/44CR – Mechanical propulsion with fixed pitch propeller (FPP)

Engine MAN 32/44CR – Suction dredger/pumps (mechanical drive)

550 kW/cyl., 750 rpm

MAN 32/44CR IMO Tier II, Project Guide – Marine 85 (523)

2 MAN Energy Solutions

(7L/14V: 550 kW/cyl., 750 rpm)

sumption
2.13 Fuel oil, lube oil, starting air and control air con-

% Output Spec. fuel consumption [g/kWh] without attached pumps1) 2) 3)

100 85 4) 75 50 25
Speed Constant = 750 rpm

MGO (DMA) or MDO (DMB) 176.5 172.5 181.5 186.5 199.0

(177.5)5) (174.0)5) (183.0)5) (188.0)5) (199.5)5)

HFO 178.5 173.5 182.5 188.5 201.0

(179.5)5) (175.0)5) (184.0)5) (190.0)5) (201.5)5)
1)
Tolerance +5%.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
2)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 88.
3)
Clarification required on early project stage if engine´s certification for compliance with the NOx limits needs to be
done according C1 (plus E2 and D2) test cycle.
4)
Warranted fuel consumption at 85% MCR.
5)
Figures in column relevant for 7L/14V: 550 kW/cyl., 750 rpm.
Table 31: Fuel oil consumption MAN 32/44CR – Suction dredger/pumps (mechanical drive)

Additions to fuel consumption

1. Engine driven pumps increase the fuel consumption by:

For HT CW service pump (attached)1)

For LT CW service pump (attached)

2 Engine and operation

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86 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine

 MAN Energy Solutions 2

sumption
2.13 Fuel oil, lube oil, starting air and control air con-
Figure 35: Derivation of factor a

For all lube oil service pumps (attached)1)

GenSet, electric propulsion:

Mechanical propulsion CPP:

Mechanical propulsion FPP:

2 Engine and operation
2024-09-16 - 8.5

Mechanical pump drive (dredger):

fpumps Actual factor for impact of attached pumps [-]

iHT pumps Number of attached HT cooling water service pumps [-]

iLT pumps Number of attached LT cooling water service pumps [-]

MAN 32/44CR IMO Tier II, Project Guide – Marine 87 (523)

2 MAN Energy Solutions

nx Actual engine speed [rpm]

sumption
2.13 Fuel oil, lube oil, starting air and control air con-

nn Nominal engine speed [rpm]

load% Actual engine load [%]

Nominal output per cylinder Insert the nominal output per cylinder [kW/cyl.]
1)
Note:
For mechanical propulsion with FPP for the operation range up to 60 % nom-
inal speed, a HT CW service support pump (free-standing) and a lube oil ser-
vice support pump (free-standing) has to be applied (not MAN Energy Solu-
tions scope of supply).
2. For exhaust gas back pressure after turbine > 50 mbar
Every additional 1 mbar (0.1 kPa) back pressure addition of 0.025 g/kWh has
to be calculated.
3. For exhaust gas temperature control by adjustable waste gate
For every increase of the exhaust gas temperature by 1 °C, due to activation
of adjustable waste gate, an addition of 0.07 g/kWh to be calculated.

Fuel oil consumption at idle running

Fuel oil consumption at idling (kg/h)
No. of cylinders, config. 6L 7L 8L 9L 10L 12V 14V 16V 18V 20V
Speed 720/750 rpm 60 70 80 90 100 120 140 160 180 200
Table 32: Fuel oil consumption at idling (for guidance only)

Reference conditions for fuel consumption

According to ISO 15550; ISO 3046-1

Air temperature before turbocharger tr K/°C 298/25

Total atmospheric pressure pr kPa 100

Relative humidity Φr % 30

Exhaust gas back pressure after turbocharger1) kPa 5

2)
Engine type specific reference charge air temperature before cylinder tbar K/°C 313/40

Net calorific value NCV3) kJ/kg 42,700

1)
Measured at 100% load, accordingly lower for loads < 100%.
2 Engine and operation

2024-09-16 - 8.5

2)
Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be
achieved with 25°C LT cooling water temperature before charge air cooler (according to ISO).
3)
Stated figures for MGO (DMA), MDO (DMB) or HFO valid for fuel type fulfilling the stated quality requirements and
without contents of FAME or synthetic fuels, that may result in low volumetric heat values.
Table 33: Reference conditions for fuel consumption MAN 32/44CR

IMO Tier II requirements:

For detailed information see section Cooling water system, Page 341.
IMO: International Maritime Organization
MARPOL 73/78; Revised Annex VI-2008, Regulation 13

88 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine

 MAN Energy Solutions 2

Tier II: NOx technical code on control of emission of nitrogen oxides from

sumption
2.13 Fuel oil, lube oil, starting air and control air con-
diesel engines.

2.13.2 Lube oil consumption

600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm
580 kW/cyl., 720 rpm or 580 kW/cyl., 750 rpm
550 kW/cyl., 720 rpm or 550 kW/cyl., 750 rpm
540 kW/cyl., 720 rpm or 540 kW/cyl., 720 rpm (ECOMAP 3)
Specific lube oil consumption:

Load% Actual engine load [%]

Nominal output per cyl. Insert the nominal output per cyl. [kW/cyl.]
1)
The value stated above is without any losses due to cleaning of filter and
centrifuge or lube oil charge replacement. Tolerance for warranty +20%.
Example:
For nominal output 600 kW/cyl. and 100 % actual engine load: 0.50 g/kWh
For nominal output 580 kW/cyl. and 100 % actual engine load: 0.52 g/kWh
For nominal output 550 kW/cyl. and 100 % actual engine load: 0.55 g/kWh
For nominal output 540 kW/cyl. and 100 % actual engine load: 0.56 g/kWh

2.13.3 Starting air and control air consumption

No. of cylinders, config. 6L 7L 8L 9L 10L 12V 14V 16V 18V 20V

3 1)
Control air consumption Nm /h 2.5

Air consumption at minimum moment of inertia2)

Air consumption per Nm3 1) 2.6 2.6 2.8 2.9 3.0 3.1 3.2 3.5 3.7 4.0
start3)

Air consumption per slow Nm3 1) 3.6 3.6 4.0 4.0 3.9 7.7 8.0 8.1 8.5 8.7
turn without subsequent
start3) 4)

Reference moment of in- kgm2 1,416 1,503 1,566 1,629 1,692 2,033 2,175 2,317 2,459 2,639
2 Engine and operation
2024-09-16 - 8.5

ertia for stated air con-

sumption figures

Air consumption at high moment of inertia2)

Air consumption per Nm3 1) 3.0 3.2 3.7 3.9 4.2 4.5 4.9 5.5 5.8 6.2
start3)

Air consumption per slow Nm3 1) 4.2 4.5 5.3 5.4 5.5 11.2 12.3 12.7 13.3 13.5
turn manoeuvre without
subsequent start2) 3) 4)

MAN 32/44CR IMO Tier II, Project Guide – Marine 89 (523)

2 MAN Energy Solutions

No. of cylinders, config. 6L 7L 8L 9L 10L 12V 14V 16V 18V 20V

sumption
2.13 Fuel oil, lube oil, starting air and control air con-

2
Reference moment of kgm 2,000 2,500 3,000 3,500 4,000 5,000 6,000 7,000 8,000 9,000
inertia for stated air
consumption figures2)

Starting system active in sec 5.0

case of start5)

Starting system active in sec 15.0

case of slow turn without
subsequent start5)

Air consumption per jet Nm3 1) 1.4 2.7 2.7 2.7 2.7 2.8 5.3 5.3 5.3 5.3
assist activation6)

Air consumption jet assist Nm3 1) To be considered:

in case of exceptional 20 jet assist activations during loading from 0% to 100% load
load ramp-up7)
1)
Nm3 corresponds to one cubic metre of gas at 20°C and 100.0 kPa abs.
2)
The air consumption per starting manoeuvre/slow turn of the unit (e.g. engine plus alternator) increases in relation
to its total moment of inertia. Linear interpolation must be carried out between the stated figures to gain the relevant
air consumption figures for the unit within the plant based on its total moment of inertia at start. Consider also the
"Required minimum total moments of inertia" as stated within table Moments of inertia/flywheels for marine main en-
gines, Page 181.
3)
In case of GenSets it is recommended for the generator to be equipped with jacking lubrication oil system in order
to avoid increased wear at turning gear, gear ring and at alternator bearing. For MAN 20V32/44CR the jacking lubric-
ation oil system is mandatory.
4)
Required for plants with power management system demanding automatic engine start. Slow turn only will be ac-
tivated after a long period of engine standstill. This value states the air consumption for slow turn manoeuvre only,
without the air consumption for the automatically activated engine start after the end of the slow turn manoeuvre.
5)
Stated time duration for activated starting system only relevant for layout of starting air system. For layout of the
starting air system note:
▪ Starting air pressure stated within section Operating/service temperatures and pressures, Page 153.
▪ Maximum velocity (m/s) see section External pipe dimensioning, Page 302.
▪ Consider multiple start of engines and the temporal distribution of events (for example, activation of jet assist), if
needed.
▪ See section External compressed air system – Dimensioning starting air receivers, compressors, Page 415.
6)
The mentioned above air consumption per jet assist activation is valid for a jet duration of 5 seconds. The jet dura-
tion may vary between 3 and 10 seconds, depending on the loading (average jet duration 5 sec). See section Ex-
ternal compressed air system – Jet assist, Page 417 for the different applications and accordingly needed considera-
tion for the layout. Note: In the period of the "Normal Start", jet assist will not be activated.
2 Engine and operation

2024-09-16 - 8.5

7)
See accordingly figure Load application – Continuous loading (extract), Page 51.
Table 34: Starting air and control air consumption

2.13.4 Recalculation of fuel consumption dependent on ambient conditions

In accordance to ISO standard ISO 3046-1 "Reciprocating internal combus-

tion engines – Performance, Part 1: Declarations of power, fuel and lube oil
consumptions, and test methods – Additional requirements for engines for

90 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine

 MAN Energy Solutions 2

general use" MAN Energy Solutions has specified the method for recalculation

sumption
2.13 Fuel oil, lube oil, starting air and control air con-
of fuel consumption for liquid fuel dependent on ambient conditions for
single-stage turbocharged engines as follows:

β = 1 + 0.0006 x (tx – tr) + 0.0004 x (tbax – tbar) + 0.07 x (pr – px)

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

Table 35: Limit values for recalculation of liquid fuel consumption

β Fuel consumption factor

tbar Engine type specific reference charge air temperature before cylinder
see table Reference conditions for fuel consumption, Page 88

Unit 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

Table 36: Recalculation of liquid fuel consumption – Units and references

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
2 Engine and operation
2024-09-16 - 8.5

2.13.5 Influence of engine aging on fuel consumption

The fuel oil consumption will increase over the running time of the engine.
Timely service can reduce or eliminate this increase. For dependencies see
following figure.

MAN 32/44CR IMO Tier II, Project Guide – Marine 91 (523)

2 MAN Energy Solutions
2.14 Service support pumps for lower speed range of
FPP applications

Figure 36: Influence of total engine running time and service intervals on fuel oil consumption

2.14 Service support pumps for lower speed range of FPP applications

Main data – Service support pumps

For fixed pitch propeller (FPP) application for the operating range up to 60 %
nominal speed service support pumps (free-standing) have to be applied ac-
cording to the figures in the table below.
550 kW/cyl., 750 rpm
No. of HT CW service support pump Lube oil service support pump
cylinders (free-standing, ∆p 2.5 bar) (free-standing, ∆p 5 bar)
6L 28 m3/h 49 m3/h

7L 32 57
2 Engine and operation

2024-09-16 - 8.5

8L 37 67

9L 41 67

10L 46 79

12V 55 79

14V 64 79

16V 73 84

20V 91 99
Table 37: Main data – Service support pumps for FPP applications

92 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine

 MAN Energy Solutions 2

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II –
2.15 Planning data for emission standard: IMO Tier II – Auxiliary GenSet

2.15.1 Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Auxiliary
GenSet
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm – Auxiliary GenSet
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 38: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L1) 8L 9L 10L

Engine output kW 3,600 4,060 4,800 5,400 6,000

Speed rpm 720/750

Heat to be dissipated2)

Charge air: kW
Charge air cooler (HT stage) 1,122 1,233 1,477 1,690 1,834
Charge air cooler (LT stage) 586 616 795 871 1,007

Lube oil cooler3) 454 513 606 681 757

Jacket cooling 340 384 454 511 568

Compressor wheel cooling 13 15 18 20 22

Nozzle cooling 14 17 19 21 24

Heat radiation engine (based on 71 81 94 106 118

55°C engine room temperature)

Flow rates4)

HT circuit (jacket cooling + m3/h 42 49 56 63 70

charge air cooler HT)
2 Engine and operation
2024-09-16 - 8.5

LT circuit (lube oil cooler + 66 77 88 99 110

charge air cooler LT)

Lube oil including flushing oil 105 114.5 124 133.5 143
amount of attached lube oil auto-
matic filter5)

LT cooling water turbocharger 1.4

compressor wheel

Nozzle cooling water 1.0 1.2 1.4 1.6 1.8

Pumps

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2 MAN Energy Solutions

No. of cylinders, configuration 6L 7L1) 8L 9L 10L

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II –

a) Attached

HT CW service pump m3/h 42 49 56 63 70

LT CW service pump 66 77 88 99 110

Lube oil service pump for applic- 120 120 141 141 162
ation with constant speed

b) Free-standing6)

HT CW stand-by pump m3/h 42 49 56 63 70

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 120 130 140 150

Nozzle CW pump 1.0 1.2 1.4 1.6 1.8

7)
Prelubrication pump 21.0–25.0 23.0–27.0 25.0–29.0 27.0–31.0 29.0–33.0

MGO/MDO supply pump 2.4 2.9 3.2 3.6 4.0

HFO supply pump 1.2 1.6 1.6 1.8 2.0

HFO circulating pump 2.4 2.9 3.2 3.6 4.0

1)
7L only available with 580 kW/cyl.
2)
Tolerance 6L, 8L, 9L,10L: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil
system), –12% for heat recovery from HT- or LT- or lube oil system.
Tolerance 7L: +15% for rating coolers and heat radiation, –20% for heat recovery from HT- or LT- or lube oil system.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Basic values for layout design of the coolers.
5)
+5% safety addition for minimum oil flow of the lube oil pump must be considered.
6)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
7)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 39: Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Auxiliary GenSet

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
▪ Minimal heating power required for preheating HT cooling water see para-
graph HT cooling water preheating module (MOD-004).
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 324.
2 Engine and operation

2024-09-16 - 8.5

▪ Capacities of preheating pumps see paragraph HT cooling water preheat-

ing module (MOD-004).

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Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II –
2.15.2 Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Auxiliary
GenSet
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm – Auxiliary GenSet
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 40: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V1) 16V 20V

Engine output kW 7,200 8,120 9,600 12,000

Speed rpm 720/750

Heat to be dissipated2)

Charge air: kW
Charge air cooler; cooling water HT 2,322 2,536 3,045 3,763
Charge air cooler; cooling water LT 1,092 1,161 1,500 1,912

Lube oil cooler3) 908 1,025 1,211 1,514

Jacket cooling 681 768 908 1,136

Compressor wheel cooling 26 30 35 44

Nozzle cooling 28 34 38 47

Heat radiation engine (based on 55°C engine 141 162 188 235
room temperature)

Flow rates4)

HT circuit (jacket cooling + charge air cooler HT) m3/h 84 98 112 140

LT circuit (lube oil cooler + charge air cooler LT) 132 154 176 220

Lube oil including flushing oil amount of at- 150 169 188 226
tached lube oil automatic filter5)

LT cooling water turbocharger compressor 2.8

2 Engine and operation
2024-09-16 - 8.5

wheel

Nozzle cooling water 2.0 2.4 2.8 3.6

Pumps

a) Attached

HT CW service pump m3/h 84 98 112 140

LT CW service pump 132 154 176 220

Lube oil service pump for application with con- 191 226 226 282
stant speed

b) Free-standing6)

MAN 32/44CR IMO Tier II, Project Guide – Marine 95 (523)

2 MAN Energy Solutions

No. of cylinders, configuration 12V 14V1) 16V 20V

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II –

3
HT CW stand-by pump m /h 84 98 112 140

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 158 178 198 238

Nozzle CW pump 2.0 2.4 2.8 3.6

Prelubrication pump7) 30.0–35.0 34.0–39.5 38.0–44.0 46.0–53.0

MGO/MDO supply pump 4.8 5.8 6.4 8.0

HFO supply pump 2.4 3.1 3.2 4.0

HFO circulating pump 4.8 5.8 6.4 8.0

1)
14V only available with 580 kW/cyl.
2)
Tolerance 12V, 16V, 20V: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil
system), –12% for heat recovery from HT- or LT- or lube oil system.
Tolerance 14V: +15% for rating coolers and heat radiation, –20% for heat recovery from HT- or LT- or lube oil sys-
tem.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Basic values for layout design of the coolers.
5)
+5% safety addition for minimum oil flow of the lube oil pump must be considered.
6)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
7)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 41: Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Auxiliary GenSet

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
▪ Minimal heating power required for preheating HT cooling water see para-
graph HT cooling water preheating module (MOD-004).
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 324.
▪ Capacities of preheating pumps see paragraph HT cooling water preheat-
ing module (MOD-004).
2 Engine and operation

2024-09-16 - 8.5

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 MAN Energy Solutions 2

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II –
2.15.3 Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II –
Auxiliary GenSet
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm – Auxiliary GenSet
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 42: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L1) 8L 9L 10L

Engine output kW 3,600 4,060 4,800 5,400 6,000

Speed rpm 720/750

Temperature basis

HT cooling water engine outlet2) °C 90

LT cooling water air cooler inlet 38°C (Setpoint 32°C)3)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at °C 60

charge air cooler outlet

Air flow rate4) m3/h 20,680 22,985 27,573 31,020 34,467

t/h 22.6 25.2 30.2 33.9 37.7

Charge air pressure (absolute) bar abs 5.25

Air required to dissipate heat ra- m3/h 22,668 36,069 30,224 34,002 37,780
diation (engine) (t2 – t1 = 10°C)

Exhaust gas data5)

Volume flow (temperature tur- m3/h 41,444 46,113 55,272 62,168 69,089
bocharger outlet)6)
2 Engine and operation
2024-09-16 - 8.5

Mass flow t/h 23.3 25.9 31.1 35.0 38.9

Temperature at turbine outlet °C 345 346 346 345 345

Heat content (190°C) kW 1,087 1,211 1,451 1,630 1,813

Permissible exhaust gas back mbar 50

pressure after turbocharger
(maximum)

MAN 32/44CR IMO Tier II, Project Guide – Marine 97 (523)

2 MAN Energy Solutions

No. of cylinders, configuration 6L 7L1) 8L 9L 10L

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II –

1)
7L only available with 580 kW/cyl.
2)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
3)
For design see figures Cooling water system diagrams, Page 355.
4)
Under mentioned above reference conditions.
5)
All exhaust gas data values relevant for HFO operation. Tolerances 6L, 8L, 9L, 10L: ±15°C for temperature at tur-
bine outlet, ±4% for flow quantity.
Tolerances 7L: ±20°C for temperature at turbine outlet, ±10% for flow quantity.
6)
Calculated based on stated temperature at turbine outlet and total atmospheric pressure according mentioned
above reference conditions.
Table 43: Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II – Auxiliary
GenSet
2 Engine and operation

2024-09-16 - 8.5

98 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine

 MAN Energy Solutions 2

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II –
2.15.4 Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II –
Auxiliary GenSet
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm – Auxiliary GenSet
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 44: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V1) 16V 20V

Engine output kW 7,200 8,120 9,600 12,000

Speed rpm 720/750

Temperature basis

HT cooling water engine outlet2) °C 90

LT cooling water charge air cooler inlet 38°C (Setpoint 32°C)3)

Lube oil inlet engine 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air °C 60

cooler outlet

Air flow rate4) m3/h 41,360 45,971 55,147 68,933

t/h 45.3 50.3 60.4 75.4

Charge air pressure (absolute) bar abs 5.25 5.29 5.25

Air required to dissipate heat radiation m3/h 45,335 52,138 60,447 75,559
(engine) (t2 – t1 = 10°C)

Exhaust gas data5)

Volume flow (temperature turbocharger out- m3/h 82,888 92,219 110,536 138,185
let)6)
2 Engine and operation
2024-09-16 - 8.5

Mass flow t/h 46.7 51.9 62.2 77.8

Temperature at turbine outlet °C 345 346 345 346

Heat content (190°C) kW 2,174 2,422 2,901 3,627

Permissible exhaust gas back pressure after mbar 50

turbocharger (maximum)

MAN 32/44CR IMO Tier II, Project Guide – Marine 99 (523)

2 MAN Energy Solutions

No. of cylinders, configuration 12V 14V1) 16V 20V

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II –

1)
14V only available with 580 kW/cyl.
2)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
3)
For design see figures Cooling water system diagrams, Page 355.
4)
Under mentioned above reference conditions.
5)
All exhaust gas data values relevant for HFO operation. Tolerances 12V, 16V, 20V: ±15°C for temperature at tur-
bine outlet, ±4% for flow quantity.
Tolerances 7L: ±20°C for temperature at turbine outlet, ±10% for flow quantity.
6)
Calculated based on stated temperature at turbine outlet and total atmospheric pressure according mentioned
above reference conditions.
Table 45: Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II – Auxiliary
GenSet
2 Engine and operation

2024-09-16 - 8.5

100 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II –
2.15.5 Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Auxiliary
GenSet
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm – Auxiliary GenSet
Reference conditions: ISO
Air temperature °C 25

Cooling water temp. before charge air cooler (LT stage) 25

Total atmospheric pressure mbar 1,000

Relative humidity % 30
Table 46: Reference conditions: ISO

Engine output % 100 85 75 50

Speed rpm 720/750
Heat to be dissipated1)

Charge air: kJ/kWh

Charge air cooler (HT stage)2) 989 850 918 718
Charge air cooler (LT stage)2) 436 410 450 484

Lube oil cooler3) 368 436 457 608

Jacket cooling 292 307 328 420

Compressor wheel cooling 13 13 13 13

Nozzle cooling 14 14 14 14

Heat radiation engine (based on 55°C engine room 91 101 108 139
temperature)

Air data

Temperature of charge air: °C

After compressor 248 218 215 167
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 6.65 6.89 7.64 9.22

Charge air pressure (absolute) bar abs 5.30 4.58 4.48 3.22

Exhaust gas data4)

2 Engine and operation

Mass flow kg/kWh 6.85 7.08 7.84 9.43

2024-09-16 - 8.5

Temperature at turbine outlet °C 312 295 295 278

Heat content (190°C) kJ/kWh 896 797 879 883

Permissible exhaust gas back pressure after mbar 50 -

turbocharger (maximum)

Tolerances refer to 100% load

MAN 32/44CR IMO Tier II, Project Guide – Marine 101 (523)
2 MAN Energy Solutions

Engine output % 100 85 75 50

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II –

Speed rpm 720/750

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: ±15°C for temperature at turbine outlet, ±4 % for flow quantity.
Table 47: Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Auxiliary GenSet
2 Engine and operation

2024-09-16 - 8.5

102 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II –
2.15.6 Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II – Auxiliary
GenSet
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm – Auxiliary GenSet
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 48: Reference conditions: Tropics

Engine output % 100 85 75 50

Speed rpm 720/750
Heat to be dissipated1)

Charge air: kJ/kWh

Charge air cooler (HT stage)2) 1,161 1,025 1,112 942
Charge air cooler (LT stage)2) 546 449 479 298

Lube oil cooler3) 454 538 565 751

Jacket cooling 340 358 383 491

Compressor wheel cooling 13 13 13 13

Nozzle cooling 14 14 14 14

Heat radiation engine (based on 55°C engine room 71 78 84 108

temperature)

Air data

Temperature of charge air: °C

After compressor 281 249 245 195
At charge air cooler outlet 60 60 60 60

Air flow rate kg/kWh 6.29 6.51 7.22 8.71

Charge air pressure (absolute) bar abs 5.25 4.53 4.43 3.19

Exhaust gas data4)

2 Engine and operation

Mass flow kg/kWh 6.48 6.70 7.42 8.92

2024-09-16 - 8.5

Temperature at turbine outlet °C 345 328 327 310

Heat content (190°C) kJ/kWh 1,087 993 1,095 1,139

Permissible exhaust gas back pressure after mbar 50 -

turbocharger (maximum)

Tolerances refer to 100% load

MAN 32/44CR IMO Tier II, Project Guide – Marine 103 (523)
2 MAN Energy Solutions

Engine output % 100 85 75 50

Auxiliary GenSet
2.15 Planning data for emission standard: IMO Tier II –

Speed rpm 720/750

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: ±15°C for temperature at turbine outlet, ±4% for flow quantity.
Table 49: Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II – Auxiliary GenSet
2 Engine and operation

2024-09-16 - 8.5

104 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Electric propulsion
2.16 Planning data for emission standard: IMO Tier II –
2.16 Planning data for emission standard: IMO Tier II – Electric propulsion

2.16.1 Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Electric
propulsion
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm – Electric propulsion
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 50: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L1) 8L 9L 10L

Engine output kW 3,600 4,060 4,800 5,400 6,000

Speed rpm 720/750

Heat to be dissipated2)

Charge air: kW
Charge air cooler (HT stage) 1,091 1,299 1,436 1,643 1,783
Charge air cooler (LT stage) 557 633 761 828 965

Lube oil cooler3) 454 513 606 681 757

Jacket cooling 340 384 454 511 568

Compressor wheel cooling 13 15 18 20 22

Nozzle cooling 14 17 19 21 24

Heat radiation engine (based on 71 81 94 106 118

55°C engine room temperature)

Flow rates4)

HT circuit (jacket cooling + m3/h 42 49 56 63 70

charge air cooler HT)

LT circuit (lube oil cooler + 66 77 88 99 110

2 Engine and operation
2024-09-16 - 8.5

charge air cooler LT)

Lube oil including flushing oil 105 114.5 124 133.5 143
amount of attached lube oil
automatic filter5)

LT cooling water turbocharger 1.4

compressor wheel

Nozzle cooling water 1.0 1.2 1.4 1.6 1.8

Pumps

a) Attached

MAN 32/44CR IMO Tier II, Project Guide – Marine 105 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 6L 7L1) 8L 9L 10L

Electric propulsion
2.16 Planning data for emission standard: IMO Tier II –

3
HT CW service pump m /h 42 49 56 63 70

LT CW service pump 66 77 88 99 110

Lube oil service pump for ap- 120 120 141 141 162
plication with constant speed

b) Free-standing6)

HT CW stand-by pump m3/h 42 49 56 63 70

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 120 130 140 150

Nozzle CW pump 1.0 1.2 1.4 1.6 1.8

Prelubrication pump7) 21.0–25.0 23.0–27.0 25.0–29.0 27.0–31.0 29.0–33.0

MGO/MDO supply pump 2.4 2.9 3.2 3.6 4.0

HFO supply pump 1.2 1.6 1.6 1.8 2.0

HFO circulating pump 2.4 2.9 3.2 3.6 4.0

1)
7L only available with 580 kW/cyl.
2)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Basic values for layout design of the coolers.
5)
+5% safety addition for minimum oil flow of the lube oil pump must be considered.
6)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
7)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 51: Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Electric propulsion

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
▪ Minimal heating power required for preheating HT cooling water see para-
graph HT cooling water preheating module (MOD-004).
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 324.
▪ Capacities of preheating pumps see paragraph HT cooling water preheat-
ing module (MOD-004).
2 Engine and operation

2024-09-16 - 8.5

106 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Electric propulsion
2.16 Planning data for emission standard: IMO Tier II –
2.16.2 Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Electric
propulsion
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm – Electric propulsion
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 52: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V1) 16V 18V 20V

Engine output kW 7,200 8,120 9,600 10,800 12,000

Speed rpm 720/750

Heat to be dissipated2)

Charge air: kW
Charge air cooler (HT stage) 2,257 2,672 2,959 3,365 3,657
Charge air cooler (LT stage) 1,035 1,189 1,434 1,575 1,836

Lube oil cooler3) 908 1,025 1,211 1,364 1,514

Jacket cooling 681 768 908 1,023 1,136

Compressor wheel cooling 27 30 35 40 44

Nozzle cooling 29 34 38 43 48

Heat radiation engine (based on 141 162 188 212 235

55°C engine room temperature)

Flow rates4)

HT circuit (jacket cooling + m3/h 84 98 112 126 140

charge air cooler HT)

LT circuit (lube oil cooler + 132 154 176 198 220

charge air cooler LT)

Lube oil including flushing oil 150 169 188 207 226
amount of attached lube oil
2 Engine and operation
2024-09-16 - 8.5

automatic filter5)

LT cooling water turbocharger 2.8

compressor wheel

Nozzle cooling water 2.0 2.4 2.8 3.2 3.6

Pumps

a) Attached

HT CW service pump m3/h 84 98 112 126 140

LT CW service pump 132 154 176 198 220

MAN 32/44CR IMO Tier II, Project Guide – Marine 107 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 12V 14V1) 16V 18V 20V

Electric propulsion
2.16 Planning data for emission standard: IMO Tier II –

Lube oil service pump for ap- 191 226 226 226 282
plication with constant speed

b) Free-standing6)

HT CW stand-by pump m3/h 84 98 112 126 140

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 158 178 198 218 238

Nozzle CW pump 2.0 2.4 2.8 3.2 3.6

Prelubrication pump7) 30.0–35.0 34.0–39.5 38.0–44.0 42.0–48.5 46.0–53.0

MGO/MDO supply pump 4.8 5.8 6.4 7.2 8.0

HFO supply pump 2.4 3.1 3.2 3.6 4.0

HFO circulating pump 4.8 5.8 6.4 7.2 8.0

1)
14V only available with 580 kW/cyl.
2)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Basic values for layout design of the coolers.
5)
+5% safety addition for minimum oil flow of the lube oil pump must be considered.
6)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 53: Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Electric propulsion

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
▪ Minimal heating power required for preheating HT cooling water see para-
graph HT cooling water preheating module (MOD-004).
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 324.
▪ Capacities of preheating pumps see paragraph HT cooling water preheat-
ing module (MOD-004).
2 Engine and operation

2024-09-16 - 8.5

108 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Electric propulsion
2.16 Planning data for emission standard: IMO Tier II –
2.16.3 Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II –
Electric propulsion
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm – Electric propulsion
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 54: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L1) 8L 9L 10L

Engine output kW 3,600 4,060 4,800 5,400 6,000

Speed rpm 720/750

Temperature basis

HT cooling water engine outlet2) °C 90

LT cooling water air cooler inlet 38°C (Setpoint 32°C)3)

Lube oil engine inlet 65

Nozzle cooling water engine in- 60

let

Air data

Temperature of charge air at °C 60

charge air cooler outlet

Air flow rate4) m3/h 20,207 23,864 26,943 30,311 33,678

t/h 22.1 26.1 29.5 33.2 36.9

Charge air pressure (absolute) bar abs 5.15 5.06 5.15

Air required to dissipate heat ra- m3/h 22,686 26,069 30,248 34,029 37,810
diation (engine) (t2 – t1 = 10°C)

Exhaust gas data5)

Volume flow (temperature tur- m3/h 41,167 47,328 53,724 60,438 68,380
2 Engine and operation
2024-09-16 - 8.5

bocharger outlet)6)

Mass flow t/h 22.8 26.9 30.4 34.2 38.0

Temperature at turbine outlet °C 353 339 353

Heat content (190°C) kW 1,131 1,202 1,384 1,557 1,861

Permissible exhaust gas back mbar 50

pressure after turbocharger
(maximum)

MAN 32/44CR IMO Tier II, Project Guide – Marine 109 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 6L 7L1) 8L 9L 10L

Electric propulsion
2.16 Planning data for emission standard: IMO Tier II –

1)
7L only available with 580 kW/cyl.
2)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
3)
For design see figures Cooling water system diagrams, Page 355.
4)
Under mentioned above reference conditions.
5)
All exhaust gas data values relevant for HFO operation. Tolerances: ±15°C for temperature at turbine outlet, ±4%
for flow quantity.
6)
Calculated based on stated temperature at turbine outlet and total atmospheric pressure according mentioned
above reference conditions.
Table 55: Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II – Electric
propulsion
2 Engine and operation

2024-09-16 - 8.5

110 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Electric propulsion
2.16 Planning data for emission standard: IMO Tier II –
2.16.4 Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II –
Electric propulsion
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm – Electric propulsion
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 56: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V1) 16V 18V 20V

Engine output kW 7,200 8,120 9,600 10,800 12,000

Speed rpm 720/750

Temperature basis

HT cooling water engine outlet2) °C 90

LT cooling water charge air 38°C (Setpoint 32°C)3)

cooler inlet

Lube oil inlet engine 65

Nozzle cooling water engine in- 60

let

Air data

Temperature of charge air at °C 60

charge air cooler
outlet

Air flow rate4) m3/h 40,414 47,727 53,885 60,621 67,357

t/h 44.2 52.2 59.0 66.3 73.7

Charge air pressure (absolute) bar abs 5.15 5.06 5.15

Air required to dissipate heat ra- m3/h 45,372 52,138 60,496 68,058 75,620
diation (engine)
(t2 – t1 = 10°C)
2 Engine and operation
2024-09-16 - 8.5

Exhaust gas data5)

Volume flow (temperature tur- m3/h 82,331 94,646 108,784 123,081 136,760
bocharger outlet)6)

Mass flow t/h 45.6 53.8 60.8 68.4 76.0

Temperature at turbine outlet °C 353 339

Heat content (190°C) kW 2,262 2,402 2,911 3,349 3,721

Permissible exhaust gas back mbar 50

pressure after
turbocharger (maximum)

MAN 32/44CR IMO Tier II, Project Guide – Marine 111 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 12V 14V1) 16V 18V 20V

Electric propulsion
2.16 Planning data for emission standard: IMO Tier II –

1)
14V only available with 580 kW/cyl.
2)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
3)
For design see figures Cooling water system diagrams, Page 355.
4)
Under mentioned above reference conditions.
5)
All exhaust gas data values relevant for HFO operation. Tolerances: ±15°C for temperature at turbine outlet, ±4%
for flow quantity.
6)
Calculated based on stated temperature at turbine outlet and total atmospheric pressure according mentioned
above reference conditions.
Table 57: Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II – Electric
propulsion
2 Engine and operation

2024-09-16 - 8.5

112 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Electric propulsion
2.16 Planning data for emission standard: IMO Tier II –
2.16.5 Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Electric
propulsion
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm – Electric propulsion
Reference conditions: ISO
Air temperature °C 25

Cooling water temp. before charge air cooler (LT stage) 25

Total atmospheric pressure mbar 1,000

Relative humidity % 30
Table 58: Reference conditions: ISO

Engine output % 100 85 75 50

Speed rpm 720/750
Heat to be dissipated1)

Charge air: kJ/kWh

Charge air cooler (HT stage)2) 959 794 866 558
Charge air cooler (LT stage)2) 420 378 419 403

Lube oil cooler3) 368 412 453 609

Jacket cooling 292 307 328 421

Compressor wheel cooling 13 13 13 14

Nozzle cooling 14 14 14 15

Heat radiation engine (based on 55°C engine room 91 101 109 139
temperature)

Air data

Temperature of charge air: °C

After compressor 247 215 213 158
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 6.50 6.52 7.26 7.98

Charge air pressure (absolute) bar abs 5.20 4.44 4.57 2.96

Exhaust gas data4)

2 Engine and operation

Mass flow kg/kWh 6.69 6.70 7.46 8.18

2024-09-16 - 8.5

Temperature at turbine outlet °C 321 314 315 323

Heat content (190°C) kJ/kWh 943 892 995 1,163

Permissible exhaust gas back pressure after mbar 50 -

turbocharger (maximum)

Tolerances refer to 100% load

MAN 32/44CR IMO Tier II, Project Guide – Marine 113 (523)
2 MAN Energy Solutions

Engine output % 100 85 75 50

Electric propulsion
2.16 Planning data for emission standard: IMO Tier II –

Speed rpm 720/750

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: ±15°C for temperature at turbine outlet, ±4% for flow quantity.
Table 59: Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Electric propulsion
2 Engine and operation

2024-09-16 - 8.5

114 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Electric propulsion
2.16 Planning data for emission standard: IMO Tier II –
2.16.6 Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II – Electric
propulsion
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 720 rpm or 600 kW/cyl., 750 rpm – Electric propulsion
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 60: Reference conditions: Tropics

Engine output % 100 85 75 50

Speed rpm 720/750
Heat to be dissipated1)

Charge air: kJ/kWh

Charge air cooler (HT stage)2) 1,128 961 1,050 752
Charge air cooler (LT stage)2) 517 397 422 239

Lube oil cooler3) 455 509 560 752

Jacket cooling 341 359 383 491

Compressor wheel cooling 13 13 13 14

Nozzle cooling 14 14 14 15

Heat radiation engine (based on 55°C engine room 71 78 84 108

temperature)

Air data

Temperature of charge air: °C

After compressor 279 246 243 185
At charge air cooler outlet 60 60 60 60

Air flow rate kg/kWh 6.14 6.16 6.86 7.54

Charge air pressure (absolute) bar abs 5.15 4.42 4.25 2.93

Exhaust gas data4)

2 Engine and operation

Mass flow kg/kWh 6.34 6.35 7.06 7.75

2024-09-16 - 8.5

Temperature at turbine outlet °C 355 348 348 357

Heat content (190°C) kJ/kWh 1,131 1,079 1,203 1,391

Permissible exhaust gas back pressure after mbar 50 -

turbocharger (maximum)

Tolerances refer to 100% load

MAN 32/44CR IMO Tier II, Project Guide – Marine 115 (523)
2 MAN Energy Solutions

Engine output % 100 85 75 50

Electric propulsion
2.16 Planning data for emission standard: IMO Tier II –

Speed rpm 720/750

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: ±15°C for temperature at turbine outlet, ±4% for flow quantity.
Table 61: Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II – Electric propulsion
2 Engine and operation

2024-09-16 - 8.5

116 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

2.17 Planning data for emission standard: IMO Tier II –

Mechanical propulsion with CPP
2.17 Planning data for emission standard: IMO Tier II – Mechanical propulsion with
CPP

2.17.1 Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Mechanical
propulsion with CPP
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 750 rpm – Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 62: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L1) 8L 9L 10L

Engine output kW 3,600 4,060 4,800 5,400 6,000

Speed rpm 750

2)
Heat to be dissipated

Charge air: kW
Charge air cooler (HT stage) 1,091 1,299 1,436 1,643 1,783
Charge air cooler (LT stage) 557 633 761 828 965

Lube oil cooler3) 455 513 607 682 759

Jacket cooling 341 384 455 511 569

Compressor wheel cooling 13 15 18 20 22

Nozzle cooling 14 17 19 21 24

Heat radiation engine (based on 71 81 94 106 118

55°C engine room temperature)

Flow rates4)

HT circuit (jacket cooling + m3/h 42 49 56 63 70

charge air cooler HT)
2 Engine and operation
2024-09-16 - 8.5

LT circuit (lube oil cooler + 66 77 88 99 110

charge air cooler LT)

Lube oil including flushing oil 105 114.5 124 133.5 143
amount of attached lube oil
automatic filter5)

LT cooling water turbocharger 1.4

compressor wheel

Nozzle cooling water 1.0 1.2 1.4 1.6 1.8

Pumps

MAN 32/44CR IMO Tier II, Project Guide – Marine 117 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 6L 7L1) 8L 9L 10L

2.17 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with CPP

a) Attached

HT CW service pump m3/h 42 49 56 63 70

LT CW service pump 66 77 88 99 110

Lube oil service pump for ap- 120 162 191

plication with variable speed

b) Free-standing6)

HT CW stand-by pump m3/h 42 49 56 63 70

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 120 130 140 150

Nozzle CW pump 1.0 1.2 1.4 1.6 1.8

7)
Prelubrication pump 21.0–25.0 23.0–27.0 25.0–29.0 27.0–31.0 29.0–33.0

MGO/MDO supply pump 2.4 2.9 3.2 3.6 4.0

HFO supply pump 1.2 1.6 1.6 1.8 2.0

HFO circulating pump 2.4 2.9 3.2 3.6 4.0

1)
7L only available with 580 kW/cyl.
2)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Basic values for layout design of the coolers.
5)
+5% safety addition for minimum oil flow of the lube oil pump must be considered.
6)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
7)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 63: Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Mechanical propulsion
with CPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
▪ Minimal heating power required for preheating HT cooling water see para-
graph HT cooling water preheating module (MOD-004).
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 324.
2 Engine and operation

2024-09-16 - 8.5

▪ Capacities of preheating pumps see paragraph HT cooling water preheat-

ing module (MOD-004).

118 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

2.17 Planning data for emission standard: IMO Tier II –

Mechanical propulsion with CPP
2.17.2 Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Mechanical
propulsion with CPP
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 750 rpm – Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 64: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V1) 16V 18V 20V

Engine output kW 7,200 8,120 9,600 10,800 12,000

Speed rpm 750

Heat to be dissipated2)

Charge air: kW
Charge air cooler (HT stage) 2,257 2,673 2,959 3,365 3,657
Charge air cooler (LT stage) 1,035 1,189 1,434 1,575 1,836

Lube oil cooler3) 910 1,025 1,213 1,364 1,514

Jacket cooling 682 768 909 1,023 1,136

Compressor wheel cooling 27 30 35 40 44

Nozzle cooling 29 34 38 43 48

Heat radiation engine (based on 141 162 188 212 235

55°C engine room temperature)

Flow rates4)

HT circuit (jacket cooling + m3/h 84 98 112 126 140

charge air cooler HT)

LT circuit (lube oil cooler + 132 154 176 198 220

charge air cooler LT)

Lube oil including flushing oil 150 169 188 207 226
amount of attached lube oil
2 Engine and operation
2024-09-16 - 8.5

automatic filter5)

LT cooling water turbocharger 2.8

compressor wheel

Nozzle cooling water 2.0 2.4 2.8 3.2 3.6

Pumps

a) Attached

HT CW service pump m3/h 84 98 112 126 140

LT CW service pump 132 154 176 198 220

MAN 32/44CR IMO Tier II, Project Guide – Marine 119 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 12V 14V1) 16V 18V 20V

2.17 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with CPP

Lube oil service pump for ap- 226 226 240 282 282
plication with variable speed

b) Free-standing6)

HT CW stand-by pump m3/h 84 98 112 126 140

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 158 178 198 218 238

Nozzle CW pump 2.0 2.4 2.8 3.2 3.6

Prelubrication pump7) 30.0–35.0 34.0–39.5 38.0–44.0 42.0–48.5 46.0–53.0

MGO/MDO supply pump 4.8 5.8 6.4 7.2 8.0

HFO supply pump 2.4 3.1 3.2 3.6 4.0

HFO circulating pump 4.8 5.8 6.4 7.2 8.0

1)
14V only available with 580 kW/cyl.
2)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Basic values for layout design of the coolers.
5)
+5% safety addition for minimum oil flow of the lube oil pump must be considered.
6)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
7)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 65: Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Mechanical propulsion
with CPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
▪ Minimal heating power required for preheating HT cooling water see para-
graph HT cooling water preheating module (MOD-004).
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 324.
▪ Capacities of preheating pumps see paragraph HT cooling water preheat-
ing module (MOD-004).
2 Engine and operation

2024-09-16 - 8.5

120 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

2.17 Planning data for emission standard: IMO Tier II –

Mechanical propulsion with CPP
2.17.3 Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II –
Mechanical propulsion with CPP
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 750 rpm – Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 66: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L1) 8L 9L 10L

Engine output kW 3,600 4,060 4,800 5,400 6,000

Speed rpm 750

Temperature basis

HT cooling water engine outlet2) °C 90

LT cooling water air cooler inlet 38°C (Setpoint 32°C)3)

Lube oil engine inlet 65

Nozzle cooling water engine in- 60

let

Air data

Temperature of charge air at °C 60

charge air cooler outlet

Air flow rate4) m3/h 20,207 23,868 26,943 30,311 33,678

t/h 22.1 26.1 29.5 33.2 36.9

Charge air pressure (absolute) bar abs 5.15 5.06 5.15

Air required to dissipate heat ra- m3/h 22,686 22,686 30,248 34,029 37,810
diation (engine) (t2 – t1 = 10°C)

Exhaust gas data5)

Volume flow (temperature tur- m3/h 41,167 47,338 53,724 60,438 68,380
2 Engine and operation
2024-09-16 - 8.5

bocharger outlet)6)

Mass flow t/h 22.8 26.9 30.4 34.2 38.0

Temperature at turbine outlet °C 353 339 353

Heat content (190°C) kW 1,131 1,203 1,384 1,557 1,861

Permissible exhaust gas back mbar 50

pressure after turbocharger
(maximum)

MAN 32/44CR IMO Tier II, Project Guide – Marine 121 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 6L 7L1) 8L 9L 10L

2.17 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with CPP

1)
7L only available with 580 kW/cyl.
2)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
3)
For design see figures Cooling water system diagrams, Page 355.
4)
Under mentioned above reference conditions.
5)
All exhaust gas data values relevant for HFO operation. Tolerances: ±15°C for temperature at turbine outlet, ±4%
for flow quantity.
6)
Calculated based on stated temperature at turbine outlet and total atmospheric pressure according mentioned
above reference conditions.
Table 67: Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II – Mechanical
propulsion with CPP
2 Engine and operation

2024-09-16 - 8.5

122 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

2.17 Planning data for emission standard: IMO Tier II –

Mechanical propulsion with CPP
2.17.4 Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II –
Mechanical propulsion with CPP
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 750 rpm – Mechanical propulsion with CPP
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 68: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V1) 16V 18V 20V

Engine output kW 7,200 8,120 9,600 10,800 12,000

Speed rpm 750

Temperature basis

HT cooling water engine outlet2) °C 90

LT cooling water charge air 38°C (Setpoint 32°C)3)

cooler inlet

Lube oil inlet engine 65

Nozzle cooling water engine in- 60

let

Air data

Temperature of charge air at °C 60

charge air cooler
outlet

Air flow rate4) m3/h 40,414 47,735 53,885 60,621 67,357

t/h 44.2 52.2 59.0 66.3 73.7

Charge air pressure (absolute) bar abs 5.15 5.06 5.15

Air required to dissipate heat ra- m3/h 45,372 52,143 60,496 68,058 75,620
diation (engine)
(t2 – t1 = 10°C)
2 Engine and operation
2024-09-16 - 8.5

Exhaust gas data5)

Volume flow (temperature tur- m3/h 82,331 94,668 108,784 123,081 136,760
bocharger outlet)6)

Mass flow t/h 45.6 53.8 60.8 68.4 76.0

Temperature at turbine outlet °C 353 339 353

Heat content (190°C) kW 2,262 2,405 2,911 3,349 3,721

Permissible exhaust gas back mbar 50

pressure after
turbocharger (maximum)

MAN 32/44CR IMO Tier II, Project Guide – Marine 123 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 12V 14V1) 16V 18V 20V

2.17 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with CPP

1)
14V only available with 580 kW/cyl.
2)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
3)
For design see figures Cooling water system diagrams, Page 355.
4)
Under mentioned above reference conditions.
5)
All exhaust gas data values relevant for HFO operation. Tolerances: ±15°C for temperature at turbine outlet, ±4%
for flow quantity.
6)
Calculated based on stated temperature at turbine outlet and total atmospheric pressure according mentioned
above reference conditions.
Table 69: Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II – Mechanical
propulsion with CPP
2 Engine and operation

2024-09-16 - 8.5

124 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

2.17 Planning data for emission standard: IMO Tier II –

Mechanical propulsion with CPP
2.17.5 Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Mechanical
propulsion with CPP, constant speed
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 750 rpm – Mechanical propulsion with CPP, constant speed
Reference conditions: ISO
Air temperature °C 25

Cooling water temp. before charge air cooler (LT stage) 25

Total atmospheric pressure mbar 1,000

Relative humidity % 30
Table 70: Reference conditions: ISO

Engine output % 100 85 75 50

Speed rpm 750
Heat to be dissipated1)

Charge air: kJ/kWh

Charge air cooler (HT stage)2) 959 794 866 558
Charge air cooler (LT stage)2) 420 378 419 403

Lube oil cooler3) 368 413 453 609

Jacket cooling 292 307 328 421

Compressor wheel cooling 13 13 13 14

Nozzle cooling 14 14 14 15

Heat radiation engine (based on 55°C engine room 91 101 109 139
temperature)

Air data

Temperature of charge air: °C

After compressor 247 215 213 158
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 6.50 6.52 7.26 7.98

Charge air pressure (absolute) bar abs 5.20 4.44 4.57 2.96

Exhaust gas data4)

2 Engine and operation

Mass flow kg/kWh 6.69 6.70 7.46 8.18

2024-09-16 - 8.5

Temperature at turbine outlet °C 321 314 315 323

Heat content (190°C) kJ/kWh 943 892 995 1,163

Permissible exhaust gas back pressure after mbar 50 -

turbocharger (maximum)

Tolerances refer to 100% load

MAN 32/44CR IMO Tier II, Project Guide – Marine 125 (523)
2 MAN Energy Solutions

Engine output % 100 85 75 50

2.17 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with CPP

Speed rpm 750

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: ±15°C for temperature at turbine outlet, ±4% for flow quantity.
Table 71: Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Mechanical propulsion
with CPP, constant speed
2 Engine and operation

2024-09-16 - 8.5

126 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

2.17 Planning data for emission standard: IMO Tier II –

Mechanical propulsion with CPP
2.17.6 Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II –
Mechanical propulsion with CPP, constant speed
Note:
7L and 14V are only available with 580 kW/cyl.
600 kW/cyl., 750 rpm – Mechanical propulsion with CPP, constant speed
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 72: Reference conditions: Tropics

Engine output % 100 85 75 50

Speed rpm 750
Heat to be dissipated1)

Charge air: kJ/kWh

Charge air cooler (HT stage)2) 1,128 961 1,050 752
Charge air cooler (LT stage)2) 517 397 422 239

Lube oil cooler3) 455 509 560 752

Jacket cooling 341 359 383 491

Compressor wheel cooling 13 13 13 14

Nozzle cooling 14 14 14 15

Heat radiation engine (based on 55°C engine room 71 78 84 108

temperature)

Air data

Temperature of charge air: °C

After compressor 279 246 243 185
At charge air cooler outlet 60 60 60 60

Air flow rate kg/kWh 6.14 6.16 6.86 7.54

Charge air pressure (absolute) bar abs 5.15 4.42 4.25 2.93

Exhaust gas data4)

2 Engine and operation

Mass flow kg/kWh 6.34 6.35 7.06 7.75

2024-09-16 - 8.5

Temperature at turbine outlet °C 355 348 348 357

Heat content (190°C) kJ/kWh 1,131 1,079 1,203 1,391

Permissible exhaust gas back pressure after mbar 50 -

turbocharger (maximum)

Tolerances refer to 100% load

MAN 32/44CR IMO Tier II, Project Guide – Marine 127 (523)
2 MAN Energy Solutions

Engine output % 100 85 75 50

2.17 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with CPP

Speed rpm 750

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: ±15°C for temperature at turbine outlet, ±4% for flow quantity.
Table 73: Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II – Mechanical propul-
sion with CPP, constant speed
2 Engine and operation

2024-09-16 - 8.5

128 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

2.18 Planning data for emission standard: IMO Tier II –

Mechanical propulsion with FPP
2.18 Planning data for emission standard: IMO Tier II – Mechanical propulsion with
FPP

2.18.1 Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Mechanical
propulsion with FPP
550 kW/cyl., 750 rpm – Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 74: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L 8L 9L 10L

Engine output kW 3,300 3,850 4,400 4,950 5,500

Speed rpm 750

1)
Heat to be dissipated

Charge air: kW
Charge air cooler (HT stage) 960 1,118 1,254 1,432 1,547
Charge air cooler (LT stage) 519 616 704 807 892

Lube oil cooler2) 454 528 607 680 759

Jacket cooling 456 529 610 683 763

Compressor wheel cooling 12 14 16 18 20

Nozzle cooling 13 15 17 20 22

Heat radiation engine (based on 55°C 68 80 91 103 114

engine room temperature)

Flow rates3)

HT circuit (jacket cooling + charge air m3/h 42 49 56 63 70

cooler HT)

LT circuit (lube oil cooler + charge air 66 77 88 99 110

cooler LT)
2 Engine and operation
2024-09-16 - 8.5

Lube oil including flushing oil amount 105 114.5 124 133.5 143
of attached lube oil automatic filter

LT cooling water turbocharger 1.4

compressor wheel

Nozzle cooling water 1.0 1.2 1.4 1.6 1.8

Pumps

a) Attached

HT CW service pump m3/h 42 49 56 63 70

LT CW service pump 66 77 88 99 110

MAN 32/44CR IMO Tier II, Project Guide – Marine 129 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 6L 7L 8L 9L 10L

2.18 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with FPP

Lube oil service pump for application 141 162 191 191 226
with variable speed

b) Free-standing4)

HT CW stand-by pump m3/h 42 49 56 63 70

HT CW service support pump 28 32 37 41 46

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 120 130 140 150

Lube oil service support pump 49 57 67 67 79

Nozzle CW pump 1.0 1.2 1.4 1.6 1.8

Prelubrication pump5) 21.0–25.0 23.0–27.0 25.0–29.0 27.0–31.0 29.0–33.0

MGO/MDO supply pump 2.2 2.6 2.9 3.3 3.7

HFO supply pump 1.1 1.3 1.5 1.7 1.8

HFO circulating pump 2.2 2.6 2.9 3.3 3.7

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 75: Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Mechanical propulsion
with FPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
▪ Minimal heating power required for preheating HT cooling water see para-
graph HT cooling water preheating module (MOD-004).
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 324.
▪ Capacities of preheating pumps see paragraph HT cooling water preheat-
ing module (MOD-004).
2 Engine and operation

2024-09-16 - 8.5

130 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

2.18 Planning data for emission standard: IMO Tier II –

Mechanical propulsion with FPP
2.18.2 Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Mechanical
propulsion with FPP
550 kW/cyl., 750 rpm – Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 76: Reference conditions: Tropics

No. of cylinders, config. 12V 14V 16V 20V

Engine output kW 6,600 7,700 8,800 11,000

Speed rpm 750

Heat to be dissipated1)

Charge air: kW
Charge air cooler (HT stage) 1,994 2,309 2,594 3,184
Charge air cooler (LT stage) 973 1,159 1,324 1,688

Lube oil cooler2) 908 1,056 1,213 1,518

Jacket cooling 912 1,058 1,219 1,527

Compressor wheel cooling 24 31 35 44

Nozzle cooling 26 28 32 41

Heat radiation engine (based on 55°C en- 137 160 183 228
gine room temperature)

Flow rates3)

HT circuit (jacket cooling + charge air cooler m3/h 84 98 112 140

HT)

LT circuit (lube oil cooler + charge air cooler 132 154 176 220
LT)

Lube oil including flushing oil amount of at- 150 169 188 226
tached lube oil automatic filter

LT cooling water turbocharger 2.8

2 Engine and operation

compressor wheel
2024-09-16 - 8.5

Nozzle cooling water 2.0 2.4 2.8 3.6

Pumps

a) Attached

HT CW service pump m3/h 84 98 112 140

LT CW service pump 132 154 176 220

Lube oil service pump for application with 226 240 280 282
variable speed

b) Free-standing4)

MAN 32/44CR IMO Tier II, Project Guide – Marine 131 (523)
2 MAN Energy Solutions

No. of cylinders, config. 12V 14V 16V 20V

2.18 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with FPP

3
HT CW stand-by pump m /h 84 98 112 140

HT CW service support pump 55 64 73 91

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 158 178 198 238

Lube oil service support pump 79 79 84 99

Nozzle CW pump 2.0 2.4 2.8 3.6

Prelubrication pump5) 30.0–35.0 34.0–39.5 38.0–44.0 46.0–53.0

MGO/MDO supply pump 4.4 5.1 5.9 7.3

HFO supply pump 2.2 2.6 2.9 3.7

HFO circulating pump 4.4 5.1 5.9 7.3

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 77: Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Mechanical propulsion
with FPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
▪ Minimal heating power required for preheating HT cooling water see para-
graph HT cooling water preheating module (MOD-004).
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 324.
▪ Capacities of preheating pumps see paragraph HT cooling water preheat-
ing module (MOD-004).
2 Engine and operation

2024-09-16 - 8.5

132 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

2.18 Planning data for emission standard: IMO Tier II –

Mechanical propulsion with FPP
2.18.3 Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II –
Mechanical propulsion with FPP
550 kW/cyl., 750 rpm – Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 78: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L 8L 9L 10L

Engine output kW 3,300 3,850 4,400 4,950 5,500

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) °C 90

LT cooling water air cooler inlet 38 °C (Setpoint 32 °C)2)

Lube oil engine inlet °C 65

Nozzle cooling water inlet 60

Air data

Temperature of charge air at charge air °C 62 60 62 61 62

cooler outlet

Air flow rate3) m3/h 19,454 22,564 25,938 29,180 32,423

t/h 21.3 24.7 28.4 31.9 35.5

Charge air pressure (absolute) bar abs 5.05 4.98 5.05 5.04 5.05

Air required to dissipate heat radiation m3/h 21,995 25,660 29,326 32,992 36,658
(engine) (t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 38,120 44,981 50,856 57,149 63,585
outlet)5)

Mass flow t/h 21.9 25.4 29.2 32.9 36.6

2 Engine and operation
2024-09-16 - 8.5

Temperature at turbine outlet °C 332 343 332 332 332

Heat content (190 °C) kW 931 1,163 1,245 1,394 1,557

Permissible exhaust gas back pressure mbar 50

after turbocharger (maximum)

MAN 32/44CR IMO Tier II, Project Guide – Marine 133 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 6L 7L 8L 9L 10L

2.18 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with FPP

1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 355.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: ±15 °C for temperature at turbine outlet, ±4 %
for flow quantity.
5)
Calculated based on stated temperature at turbine outlet and total atmospheric pressure according mentioned
above reference conditions.
Table 79: Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II – Mechanical
propulsion with FPP
2 Engine and operation

2024-09-16 - 8.5

134 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

2.18 Planning data for emission standard: IMO Tier II –

Mechanical propulsion with FPP
2.18.4 Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II –
Mechanical propulsion with FPP
550 kW/cyl., 750 rpm – Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 80: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V 16V 20V

Engine output kW 6,600 7,700 8,800 11,000

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) °C 90

LT cooling water charge air cooler inlet 38 °C (Setpoint 32 °C)2)

Lube oil inlet engine 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air cooler outlet °C 61 60 62 62

3) 3
Air flow rate m /h 38,907 45,091 51,876 64,845

t/h 42.6 49.3 56.8 71.0

Charge air pressure (absolute) bar abs 5.04 4.98 5.05 5.05

Air required to dissipate heat radiation (engine) (t2 – t1 m3/h 43,989 51,321 58,652 73,315
= 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5) m3/h 76,225 89,958 101,704 127,175

Mass flow t/h 43.9 50.9 58.5 73.1

Temperature at turbine outlet °C 332 343 332 332

2 Engine and operation

Heat content (190 °C) kW 1,861 2,326 2,489 3,155

2024-09-16 - 8.5

Permissible exhaust gas back pressure after tur- mbar 50

bocharger (maximum)

MAN 32/44CR IMO Tier II, Project Guide – Marine 135 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 12V 14V 16V 20V

2.18 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with FPP

1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 355.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: ±15 °C for temperature at turbine outlet, ±4 %
for flow quantity.
5)
Calculated based on stated temperature at turbine outlet and total atmospheric pressure according mentioned
above reference conditions.
Table 81: Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II – Mechanical
propulsion with FPP
2 Engine and operation

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136 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

2.18 Planning data for emission standard: IMO Tier II –

Mechanical propulsion with FPP
2.18.5 Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Mechanical
propulsion with FPP
550 kW/cyl., 750 rpm – Mechanical propulsion with FPP
Reference conditions: ISO
Air temperature °C 25

Cooling water temp. before charge air cooler (LT stage) 25

Total atmospheric pressure mbar 1,000

Relative humidity % 30
Table 82: Reference conditions: ISO

Engine output % 100 85 75 50

Speed rpm 750 710 683 600
Heat to be dissipated1)

Charge air: kJ/kWh

Charge air cooler (HT stage)2) 915 783 844 647
Charge air cooler (LT stage)2) 470 416 450 489

Lube oil cooler3) 400 429 466 635

Jacket cooling 423 428 454 530

Compressor wheel cooling 13 13 13 13

Nozzle cooling 14 14 14 14

Heat radiation engine (based on 55°C engine room 96 106 114 146
temperature)

Air data

Temperature of charge air: °C

After compressor 238 212 210 161
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 6.83 6.80 7.45 9.20

Charge air pressure (absolute) bar abs 5.08 4.42 4.30 3.09

Exhaust gas data4)

Mass flow kg/kWh 7.02 6.98 7.64 9.40

Temperature at turbine outlet °C 298 298 305 279

2 Engine and operation
2024-09-16 - 8.5

Heat content (190°C) kJ/kWh 814 805 942 890

Permissible exhaust gas back pressure after mbar 50 -

turbocharger (maximum)

Tolerances refer to 100 % load

MAN 32/44CR IMO Tier II, Project Guide – Marine 137 (523)
2 MAN Energy Solutions

Engine output % 100 85 75 50

2.18 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with FPP

Speed rpm 750 710 683 600

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: ±15°C for temperature at turbine outlet, ±4% for flow quantity.
Table 83: Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Mechanical propulsion
with FPP
2 Engine and operation

2024-09-16 - 8.5

138 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

2.18 Planning data for emission standard: IMO Tier II –

Mechanical propulsion with FPP
2.18.6 Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II –
Mechanical propulsion with FPP
550 kW/cyl., 750 rpm – Mechanical propulsion with FPP
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 84: Reference conditions: Tropics

Engine output % 100 85 75 50

Speed rpm 750 710 683 600
Heat to be dissipated1)

Charge air: kJ/kWh

Charge air cooler (HT stage)2) 1,088 952 1,028 865
Charge air cooler (LT stage)2) 531 438 458 307

Lube oil cooler3) 495 530 576 784

Jacket cooling 497 500 530 619

Compressor wheel cooling 13 13 13 13

Nozzle cooling 14 14 14 14

Heat radiation engine (based on 55°C engine room 75 82 88 113

temperature)

Air data

Temperature of charge air: °C

After compressor 270 242 240 188
At charge air cooler outlet 61 60 60 60

Air flow rate kg/kWh 6.45 6.42 7.03 8.69

Charge air pressure (absolute) bar abs 5.04 4.38 4.25 3.06

Exhaust gas data4)

Mass flow kg/kWh 6.65 6.61 7.23 8.90

Temperature at turbine outlet °C 332 330 338 311

2 Engine and operation
2024-09-16 - 8.5

Heat content (190°C) kJ/kWh 1,015 998 1,154 1,147

Permissible exhaust gas back pressure after mbar 50 -

turbocharger (maximum)

Tolerances refer to 100% load

MAN 32/44CR IMO Tier II, Project Guide – Marine 139 (523)
2 MAN Energy Solutions

Engine output % 100 85 75 50

2.18 Planning data for emission standard: IMO Tier II –
Mechanical propulsion with FPP

Speed rpm 750 710 683 600

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: ±15°C for temperature at turbine outlet, ±4% for flow quantity.
Table 85: Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II – Mechanical propul-
sion with FPP
2 Engine and operation

2024-09-16 - 8.5

140 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Suction dredger/pumps (mechanical drive)

2.19 Planning data for emission standard: IMO Tier II –
2.19 Planning data for emission standard: IMO Tier II – Suction dredger/pumps
(mechanical drive)

2.19.1 Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Suction
dredger/pumps (mechanical drive)

550 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)

Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 86: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L 8L 9L 10L

Engine output kW 3,300 3,850 4,400 4,950 5,500

Speed rpm 750

1)
Heat to be dissipated

Charge air: kW
Charge air cooler (HT stage) 956 1,155 1,248 1,426 1,541
Charge air cooler (LT stage) 518 615 703 805 890

Lube oil cooler2) 455 529 608 682 760

Jacket cooling 458 531 612 686 766

Compressor wheel cooling 12 14 16 18 20

Nozzle cooling 13 15 18 20 22

Heat radiation engine (based on 55°C 69 80 91 103 114

engine room temperature)

Flow rates3)

HT circuit (jacket cooling + charge air m3/h 42 49 56 63 70

cooler HT)

LT circuit (lube oil cooler + charge air 66 77 88 99 110

2 Engine and operation
2024-09-16 - 8.5

cooler LT)

Lube oil including flushing oil amount 105 114.5 124 133.5 143
of attached lube oil automatic filter

LT cooling water turbocharger 1.4

compressor wheel

Nozzle cooling water 1.0 1.2 1.4 1.6 1.8

Pumps

a) Attached

HT CW service pump m3/h 42 49 56 63 70

MAN 32/44CR IMO Tier II, Project Guide – Marine 141 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 6L 7L 8L 9L 10L

Suction dredger/pumps (mechanical drive)
2.19 Planning data for emission standard: IMO Tier II –

LT CW service pump 66 77 88 99 110

Lube oil service pump for application 141 162 191 191 226
with variable speed

b) Free-standing4)

HT CW stand-by pump m3/h 42 49 56 63 70

LT CW stand-by pump Depending on plant design

Lube oil stand-by pump 110 120 130 140 150

Nozzle CW pump 1.0 1.2 1.4 1.6 1.8

5)
Prelubrication pump 21.0–25.0 23.0–27.0 25.0–29.0 27.0–31.0 29.0–33.0

MGO/MDO supply pump 2.2 2.6 2.9 3.3 3.7

HFO supply pump 1.1 1.3 1.5 1.7 1.8

HFO circulating pump 2.2 2.6 2.9 3.3 3.7

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 87: Nominal values for cooler specification – MAN L32/44CR IMO Tier II – Suction dredger/pumps
(mechanical drive)

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
▪ Minimal heating power required for preheating HT cooling water see para-
graph HT cooling water preheating module (MOD-004).
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 324.
▪ Capacities of preheating pumps see paragraph HT cooling water preheat-
ing module (MOD-004).
2 Engine and operation

2024-09-16 - 8.5

142 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Suction dredger/pumps (mechanical drive)

2.19 Planning data for emission standard: IMO Tier II –
2.19.2 Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Suction
dredger/pumps (mechanical drive)
550 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 88: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V 16V 18V

Engine output kW 6,600 7,700 8,800 9,900

Speed rpm 750

Heat to be dissipated1)

Charge air: kW
Charge air cooler (HT stage) 1,985 2,302 2,583 2,929
Charge air cooler (LT stage) 971 1,159 1,320 1,527

Lube oil cooler2) 910 1,058 1,216 1,364

Jacket cooling 915 1,062 1,224 1,371

Compressor wheel cooling 24 28 33 37

Nozzle cooling 26 31 35 39

Heat radiation engine (based on 55°C engine 137 160 183 206
room temperature)

Flow rates3)

HT circuit (jacket cooling + charge air cooler HT) m3/h 84 98 112 126

LT circuit (lube oil cooler + charge air cooler LT) 132 154 176 198

Lube oil including flushing oil amount of attached 150 169 188 207
lube oil automatic filter

LT cooling water turbocharger compressor wheel 2.8

Nozzle cooling water 2.0 2.4 2.8 3.2

2 Engine and operation

Pumps
2024-09-16 - 8.5

a) Attached

HT CW service pump m3/h 84 98 112 126

LT CW service pump 132 154 176 198

Lube oil service pump 226 240 280 282

4)
b) Free-standing

HT CW stand-by pump m3/h 84 98 112 126

LT CW stand-by pump Depending on plant design

MAN 32/44CR IMO Tier II, Project Guide – Marine 143 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 12V 14V 16V 18V

Suction dredger/pumps (mechanical drive)
2.19 Planning data for emission standard: IMO Tier II –

Lube oil stand-by pump 158 178 198 218

Nozzle CW pump 2.0 2.4 2.8 3.2

Prelubrication pump5) m3/h 30.0–35.0 34.0–39.5 38.0–44.0 42.0–48.5

MGO/MDO supply pump 4.4 5.1 5.9 6.6

HFO supply pump 2.2 2.6 2.9 3.3

HFO circulating pump 4.4 5.1 5.9 6.6

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
5)
Flush oil amount of engine attached automatic filter is considered in above mentioned figures.
Table 89: Nominal values for cooler specification – MAN V32/44CR IMO Tier II – Suction dredger/pumps
(mechanical drive)

Note:
You will find further planning data for the listed subjects in the corresponding
sections.
▪ Minimal heating power required for preheating HT cooling water see para-
graph HT cooling water preheating module (MOD-004).
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 324.
▪ Capacities of preheating pumps see paragraph HT cooling water preheat-
ing module (MOD-004).
2 Engine and operation

2024-09-16 - 8.5

144 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Suction dredger/pumps (mechanical drive)

2.19 Planning data for emission standard: IMO Tier II –
2.19.3 Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II –
Suction dredger/pumps (mechanical drive)
550 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 90: Reference conditions: Tropics

No. of cylinders, configuration 6L 7L 8L 9L 10L

Engine output kW 3,300 3,850 4,400 4,950 5,500

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) °C 90

LT cooling water air cooler inlet 38 °C (Setpoint 32 °C)2)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air °C 62 60 62 61 62

cooler outlet

Air flow rate3) m3/h 19,427 22,518 25,902 29,140 32,378

t/h 21.3 24.6 28.3 31.9 35.4

Charge air pressure (absolute) bar abs 5.04 4.98 5.04 5.03 5.04

Air required to dissipate heat radiation m3/h 22,030 25,702 29,374 33,046 36,717
(engine) (t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger m3/h 38,061 45,019 50,778 57,064 63,488
outlet)5)

Mass flow t/h 21.9 25.4 29.2 32.9 36.5

2 Engine and operation
2024-09-16 - 8.5

Temperature at turbine outlet °C 332 344 332 331 332

Heat content (190 °C) kW 929 1,172 1,242 1,390 1,554

Permissible exhaust gas back pressure mbar 50

after turbocharger (maximum)

MAN 32/44CR IMO Tier II, Project Guide – Marine 145 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 6L 7L 8L 9L 10L

Suction dredger/pumps (mechanical drive)
2.19 Planning data for emission standard: IMO Tier II –

1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 355.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: ±15 °C for temperature at turbine outlet, ±4 %
for flow quantity.
5)
Calculated based on stated temperature at turbine outlet and total atmospheric pressure according mentioned
above reference conditions.
Table 91: Temperature basis, nominal air and exhaust gas data – MAN L32/44CR IMO Tier II – Suction
dredger/pumps (mechanical drive)
2 Engine and operation

2024-09-16 - 8.5

146 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Suction dredger/pumps (mechanical drive)

2.19 Planning data for emission standard: IMO Tier II –
2.19.4 Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II –
Suction dredger/pumps (mechanical drive)
550 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 92: Reference conditions: Tropics

No. of cylinders, configuration 12V 14V 16V 18V

Engine output kW 6,600 7,700 8,800 9,900

Speed rpm 750

Temperature basis

HT cooling water engine outlet1) °C 90

LT cooling water charge air cooler inlet 38 °C (Setpoint 32 °C)2)

Lube oil inlet engine 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air cooler °C 61 60 62 61

outlet

Air flow rate3) m3/h 38,853 45,035 51,804 58,280

t/h 42.5 49.3 56.7 63.8

Charge air pressure (absolute) bar abs 5.04 4.98 5.04 5.03

Air required to dissipate heat radiation (engine) m3/h 44,061 51,404 58,748 66,091
(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5) m3/h 76,108 90,033 101,548 114,131

Mass flow t/h 43.8 50.8 58.4 65.7

Temperature at turbine outlet °C 332 344 332 332

2 Engine and operation
2024-09-16 - 8.5

Heat content (190 °C) kW 1,856 2,343 2,483 2,781

Permissible exhaust gas back pressure after mbar 50

turbocharger (maximum)

MAN 32/44CR IMO Tier II, Project Guide – Marine 147 (523)
2 MAN Energy Solutions

No. of cylinders, configuration 12V 14V 16V 18V

Suction dredger/pumps (mechanical drive)
2.19 Planning data for emission standard: IMO Tier II –

1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see figures Cooling water system diagrams, Page 355.
3)
Under mentioned above reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: ±15 °C for temperature at turbine outlet, ±4 %
for flow quantity.
5)
Calculated based on stated temperature at turbine outlet and total atmospheric pressure according mentioned
above reference conditions.
Table 93: Temperature basis, nominal air and exhaust gas data – MAN V32/44CR IMO Tier II – Suction
dredger/pumps (mechanical drive)
2 Engine and operation

2024-09-16 - 8.5

148 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Suction dredger/pumps (mechanical drive)

2.19 Planning data for emission standard: IMO Tier II –
2.19.5 Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Suction
dredger/pumps (mechanical drive)
550 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)
Reference conditions: ISO
Air temperature °C 25

Cooling water temp. before charge air cooler (LT stage) 25

Total atmospheric pressure mbar 1,000

Relative humidity % 30
Table 94: Reference conditions: ISO

Engine output % 100 85 75 50

Speed rpm 750
1)
Heat to be dissipated

Charge air: kJ/kWh

Charge air cooler (HT stage)2) 910 804 878 702
Charge air cooler (LT stage)2) 468 431 485 521

Lube oil cooler3) 400 431 467 638

Jacket cooling 425 431 455 536

Compressor wheel cooling 13 13 13 14

Nozzle cooling 14 14 14 15

Heat radiation engine (based on 55°C engine room 96 106 114 147
temperature)

Air data

Temperature of charge air: °C

After compressor 237 213 209 164
At charge air cooler outlet 40 40 40 40

Air flow rate kg/kWh 6.82 6.97 7.87 9.66

Charge air pressure (absolute) bar abs 5.08 4.41 4.35 3.12

Exhaust gas data4)

Mass flow kg/kWh 7.01 7.16 8.07 9.87

Temperature at turbine outlet °C 298 285 285 261

2 Engine and operation
2024-09-16 - 8.5

Heat content (190°C) kJ/kWh 812 729 817 738

Permissible exhaust gas back pressure after mbar 50

turbocharger (maximum)

Tolerances refer to 100% load

MAN 32/44CR IMO Tier II, Project Guide – Marine 149 (523)
2 MAN Energy Solutions

Engine output % 100 85 75 50

Suction dredger/pumps (mechanical drive)
2.19 Planning data for emission standard: IMO Tier II –

Speed rpm 750

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: ±15°C for temperature at turbine outlet, ±4% for flow quantity.
Table 95: Load specific values at ISO conditions – MAN L/V32/44CR IMO Tier II – Suction dredger/pumps
(mechanical drive)
2 Engine and operation

2024-09-16 - 8.5

150 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

Suction dredger/pumps (mechanical drive)

2.19 Planning data for emission standard: IMO Tier II –
2.19.6 Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II – Suction
dredger/pumps (mechanical drive)
550 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)
Reference conditions: Tropics
Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total atmospheric pressure mbar 1,000

Relative humidity % 60
Table 96: Reference conditions: Tropics

Engine output % 100 85 75 50

Speed rpm 750
1)
Heat to be dissipated

Charge air: kJ/kWh

Charge air cooler (HT stage)2) 1,083 976 1,071 930
Charge air cooler (LT stage)2) 530 455 504 332

Lube oil cooler3) 496 532 577 787

Jacket cooling 499 503 532 626

Compressor wheel cooling 13 13 13 14

Nozzle cooling 14 14 14 15

Heat radiation engine (based on 55°C engine room 75 83 89 114

temperature)

Air data

Temperature of charge air: °C

After compressor 269 243 239 191
At charge air cooler outlet 61 60 60 60

Air flow rate kg/kWh 6.44 6.59 7.44 9.13

Charge air pressure (absolute) bar abs 5.04 4.36 4.30 3.09

Exhaust gas data4)

Mass flow kg/kWh 6.64 6.78 7.64 9.34

Temperature at turbine outlet °C 332 317 317 291

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Heat content (190°C) kJ/kWh 1,013 926 1,038 1,004

Permissible exhaust gas back pressure after mbar 50

turbocharger (maximum)

Tolerances refer to 100% load

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Engine output % 100 85 75 50

Suction dredger/pumps (mechanical drive)
2.19 Planning data for emission standard: IMO Tier II –

Speed rpm 750

1)
Tolerance: +8% for rating coolers and heat radiation, +6% for central cooler (HT-, LT- and lube oil system), –12%
for heat recovery from HT- or LT- or lube oil system.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
Addition required for separator heat (e.g. 30 kJ/kWh).
4)
Tolerances: ±15°C for temperature at turbine outlet, ±4% for flow quantity.
Table 97: Load specific values at tropical conditions – MAN L/V32/44CR IMO Tier II – Suction dredger/
pumps (mechanical drive)
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2.20 Operating/service temperatures and pressures

2.20 Operating/service temperatures and pressures

Ambient air
Min. Max.
1)
Ambient air temperature (outside vessel) 0°C 45°C2)
1)
Conditions below this temperature are defined as "arctic conditions" – see section Engine operation under arctic
conditions, Page 61.
2)
In accordance with power definition. A reduction in power is required at higher temperatures.
Table 98: Ambient air

Engine room air

Min. Max.
Engine room air temperature 0°C 55°C2)
recommended: 5°C1)
1)
Recommendation given to avoid any possibility for ice formation. In general it can be assumed that the air temper-
ature in the area of the engine and attached components will be 5–10 K above the ambient air temperature outside
the engine room.
2)
Air temperatures at the engine > 55°C are not permissible.
Table 99: Engine room air

Intake air (conditions before compressor of turbocharger)

Connection number in- Min. Max.
ternal media schemata
"Charge air and exhaust
gas diagram"
Intake air temperature compressor inlet 6101, 6102, TE6100 0°C1) 45°C2)

Intake air pressure compressor inlet 6101, 6102, TE6100 –20 mbar -
1)
Conditions below this temperature are defined as "arctic conditions" – see section Engine operation under arctic
conditions, Page 61. External intake air supply to be applied in this case.
2)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
Table 100: Intake air (conditions before compressor of turbocharger)

Charge air (conditions within charge air pipe before cylinder)

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Connection number internal media schemata Min. Max.

"Charge air and exhaust gas diagram"
Charge air temperature cylinder inlet1) TE6180 34°C 58°C
1)
Aim for a higher value in conditions of high air humidity (to reduce condensate amount).
Table 101: Charge air (conditions within charge air pipe before cylinder)

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HT cooling water – Engine

2.20 Operating/service temperatures and pressures

Connection number in- Min. Max.

ternal media schemata
"Cooling water system"
HT cooling water temperature at jacket cooling outlet1) 3111, TE3180 90 °C nom- 95 °C3)
inal2)

HT cooling water temperature engine inlet – Preheated before 3121, TE3170 60 °C 90 °C

start

HT cooling water pressure engine inlet; nominal value 4 bar4) 3121, TE3170 3 bar 6 bar

Pressure loss engine (total, for nominal flow rate) - - 1.35 bar

Only for information:

+ Pressure loss engine (without charge air cooler) - 0.3 bar 0.5 bar
+ Pressure loss HT piping engine - 0.2 bar 0.45 bar
+ Pressure loss charge air cooler (HT stage) - 0.2 bar 0.4 bar

Pressure rise attached HT cooling water pump (optional) - 3.2 bar 3.8 bar
1)
SaCoSone measuring point is jacket cooling outlet of the engine.
2)
Regulated temperature.
3)
Operation at alarm level.
4)
SaCoSone measuring point is jacket cooling inlet.
Table 102: HT cooling water – Engine

HT cooling water – Plant

Connection number in- Min. Max.
ternal media schemata
"Cooling water system"
Permitted pressure loss of external HT system (plant) - - 1.85 bar

Minimum required pressure rise of free-standing HT cooling - 3.2 bar -

water stand-by pump (plant)

Cooling water expansion tank

+ Pre-pressure due to expansion tank at suction side of cool- - 0.6 bar 0.9 bar
ing water pump
+ Pressure loss from expansion tank to suction side of cooling - - 0.1 bar
water pump
Table 103: HT cooling water – Plant
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LT cooling water – Engine

Connection number in- Min. Max.
ternal media schemata
"Cooling water system"
LT cooling water temperature charge air cooler inlet (LT stage) 3201, TE4170 32°C1) 38°C2)

LT cooling water pressure charge air cooler inlet (LT stage); 3201, PT4170 2 bar 6 bar
nominal value 4 bar

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Connection number in- Min. Max.

2.20 Operating/service temperatures and pressures

ternal media schemata
"Cooling water system"
Pressure loss charge air cooler (LT stage, for nominal flow - - 0.6 bar
rate)
Only for information:
Pressure loss LT piping engine - 0.2 bar 0.3 bar
Pressure loss charge air cooler (LT stage) - 0.1 bar 0.3 bar

Pressure rise attached LT cooling water pump (optional) - 3.0 bar 4.0 bar
1)
Regulated temperature.
2)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
Table 104: LT cooling water – Engine

LT cooling water – Plant

Min. Max.
Permitted pressure loss of external LT system (plant) - 2.4 bar

Minimum required pressure rise of free-standing LT cooling water stand-by pump 3.0 bar -
(plant)

Cooling water expansion tank:

Pre-pressure due to expansion tank at suction side of cooling water pump 0.6 bar 0.9 bar
Pressure loss from expansion tank to suction side of cooling water pump
- 0.1 bar
Table 105: LT cooling water – Plant

Nozzle cooling water

Connection number in- Min. Max.
ternal media schemata
"Cooling water system"
Nozzle cooling water temperature engine inlet , TE3470 55°C 70°C1)

Nozzle cooling water pressure engine inlet:

Open system , PT3470 2 bar 3 bar
Closed system , PT3470 3 bar 5 bar

Pressure loss engine (fuel nozzles, for nominal flow rate) - - 1.5 bar
1)
Operation at alarm level.
Table 106: Nozzle cooling water
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Lube oil
Connection number in- Min. Max.
ternal media schemata
"Lubricating oil diagram"
Lube oil temperature engine inlet 2101, TE2170 65 °C1) 70 °C2)

Lube oil temperature engine inlet – Preheated before start 2101, TE2170 40 °C 65 °C3)

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Connection number in- Min. Max.

2.20 Operating/service temperatures and pressures

ternal media schemata

"Lubricating oil diagram"
Lube oil pressure (during engine operation)
– Engine inlet 2101, TE2170 4 bar 5 bar
– Turbocharger inlet PT2570 1.3 bar 2.2 bar

Prelubrication/postlubrication (duration ≤ 10 min) lube oil

pressure
– Engine inlet 2101, TE2170 0.3 bar4) 5 bar
– Turbocharger inlet PT2570 0.2 bar 2.2 bar

Prelubrication/postlubrication (duration > 10 min) lube oil

pressure
– Engine inlet 2101, TE2170 0.3 bar4) 0.6 bar
– Turbocharger inlet PT2570 0.2 bar 0.6 bar

Lube oil pump (attached, free-standing)

– Design pressure - 7 bar -
– Opening pressure safety valve - - 8 bar
1)
Regulated temperature.
2)
Operation at alarm level.
3)
If higher temperatures of lube oil in system will be reached, e.g. due to lube oil separator operation, at engine start
this temperature needs to be reduced as quickly as possible below alarm level to avoid a start failure.
4)
Note: Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 70 °C.
Table 107: Lube oil

Fuel
Connection number in- Min. Max.
ternal media schemata
"Fuel system"
Fuel temperature engine inlet
– MGO (DMA) and MDO (DMB) according 5101, TE5070 –10°C1) 45°C2)
ISO 8217
– HFO according ISO 8217 5101, TE5070 - 150°C2)

Fuel viscosity engine inlet

– MGO (DMA) and MDO (DMB) according - 1.9 cSt 14.0 cSt
ISO 8217
– HFO according ISO 8217 - 1.9 cSt 14.0 cSt

Fuel pressure engine inlet

– Nominal pressure 5101, PT5070 11.0 bar 11.0 bar
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– Permitted pressure range 5101, PT5070 9.0bar 12.0 bar

Fuel pressure engine inlet in case of black out 5101, PT5070 5 bar -
(to start one engine to idle; start main fuel supply system be-
fore adding load)

Differential pressure (engine inlet/engine outlet) - 5 bar -

Pressure variation at engine inlet

– Nominal pressure variation 5101, PT5070 - ±0.5 bar
– Maximum pressure variation 5101, PT5070 - ±1.5bar

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Connection number in- Min. Max.

2.20 Operating/service temperatures and pressures

ternal media schemata
"Fuel system"
HFO supply system
+ Minimum required pressure rise of free-standing HFO sup- - 8.0 bar -
ply pump (plant)
+ Minimum required pressure rise of free-standing HFO circu- - 10.0 bar -
lating pump (booster pumps, plant)
+ Minimum required absolute design pressure free-standing - 14.0 bar -
HFO circulating pump (booster pumps, plant)

MDO/MGO supply system

+ Minimum required pressure rise of free-standing MDO/MGO - 14.0 bar -
supply pump (plant)

Fuel temperature within HFO day tank (preheating) - -3) 90°C4)

1)
Maximum viscosity not to be exceeded. “Pour point” and “Cold filter plugging point” have to be observed.
2)
Not allowed to fall below minimum viscosity.
3)
Minimum temperature to be considered for an optimum transfer by pumps to attached tanks.
4)
If flash point is below 100°C, than the limit is: 10 degree distance to the flash point.
Table 108: Fuel

Connection Setting
number internal
media
schemata "Fuel
system"
Safety valve/pressure limiting valve in CR system (opening pres- - 1,850 bar + 100 bar
sure)

Shut-off valve (opening pressure) - 100 bar ± 3 bar

Table 109: Fuel injection valve

Compressed air in the starting air system

Connection number in- Min. Max.
ternal media schemata
"Pressure air system"
Starting air pressure 7101, PT7170 15.0 bar1) 2) 30.0 bar3) 4)

Slow turn air pressure 7101, PT7170 23.0 bar2) 30.0 bar3) 4)
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Alarm emergency stop air pressure PT7180 10.0 bar –

5)
Jet assist pressure engine inlet 7103 18.0 bar 30.0 bar

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Connection number in- Min. Max.

2.20 Operating/service temperatures and pressures

ternal media schemata

"Pressure air system"
1)
Operation at alarm level, below this pressure value a start might not be possible anymore.
2)
For high moment of inertia (e.g. GenSets) a surchage of 2 bar to be considered for layout of the starting air vessels.
3)
Nominal value.
4)
For layout of the starting air system, note:
▪ Starting air consumption and start duration stated within section Starting air and control air consumption, Page
89.
▪ Maximum velocity (m/s) see section External pipe dimensioning, Page 302 - consider multiple start of engines, if
needed.
4)
Below this value jet assist will be deactivated.
Table 110: Compressed air in the starting air system

Compressed air in the control air system

Connection number in- Min. Max.
ternal media schemata
"Pressure air system"
Control air pressure engine inlet 7102, PT7400 5.5 bar1) 7.0 bar
1)
Operation at alarm level.
Table 111: Compressed air in the control air system

Crankcase pressure (engine)

Connection number internal media Min. Max.
schemata "Lubricating oil dia-
gram"
Pressure within crankcase 2841, PT2800 –2.5 mbar 3.0 mbar
Table 112: Crankcase pressure (engine)

Connection number internal media Setting

schemata "Lubricating oil dia-
gram"
Safety valve attached to the crankcase (opening pressure) - 50–70 mbar
Table 113: Safety valve

Exhaust gas
Connection number in- Min. Max.
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ternal media schemata

"Charge air and exhaust
gas diagram"
Exhaust gas temperature turbine outlet (normal operation un- 6511, TE6580 - 344°C
der tropic conditions)

Exhaust gas temperature turbine outlet (with SCR within re- 6511, TE6580 360°C 400°C
generation mode)

Exhaust gas temperature turbine outlet (emergency opera- 6511, TE6580 - 574°C
tion – According classification rules – One failure of TC)

Recommended design exhaust gas temperature turbine outlet 6511, TE6580 450°C1) -
for layout of exhaust gas line (plant)

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Connection number in- Min. Max.

2.20 Operating/service temperatures and pressures

ternal media schemata
"Charge air and exhaust
gas diagram"
Minimum exhaust gas temperature after recooling due to ex- 6511, TE6580 190°C2) -
haust gas heat utilisation

Exhaust gas back pressure after turbocharger (static) 6511 - 50 mbar3)

1)
Project specific evaluation required, figure given as minimum value for guidance only.
2)
To avoid sulfur corrosion in exhaust gas line (plant).
3)
If this value is exceeded by the total exhaust gas back pressure of the designed exhaust gas line, sections Derat-
ing, definition of P Operating, Page 39 and Increased exhaust gas pressure due to exhaust gas after treatment in-
stallations, Page 40 need to be considered.
Table 114: Exhaust gas

Note:
Operating pressures without further specification are below/above atmo-
spheric pressure.

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2.21 Leakage rate

2.21 Leakage rate

No. of cylinders, Operating leakage Burst leak rate in case of pipe break
config. (clean fuel) (for max. 1 min)
l/h l/min per cylinder bank
HFO MGO (DMA) or HFO/DO
MDO (DMB)
6L 18.0 46.8 36

7L 19.2 49.2 36

8L 24.0 62.4 48

9L 25.2 64.8 48

10L 26.4 67.2 48

12V 36.0 93.6 36

14V 38.4 98.4 36

16V 48.0 124.8 48

18V 50.4 129.6 48

20V 52.8 134.4 48

Table 115: Leakage rate – MAN 32/44CR

Note:
▪ High flow rates of dirty leakage oil will only occur in case of a pipe break
and should occur for short time only. An alarm will be activated (< 1 min)
and the operator must take actions. Special considerations have to be
taken for the layout of single engine plants.
This leakage can be reused, if the entire fuel treatment of separation and
filtration is done.
▪ The operating leakage (clean) consists out of the operating leakage
amount of the high-pressure pumps, plus the operating leakage of the in-
jection valves and valve groups, which occur during normal operation due
to their function. This leakage can be reused, if the entire fuel treatment of
separation and filtration is done.
▪ All other leakage amounts (dirt fuel oil from filters or from engine drains)
have to be discharged into the sludge tank.
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2.23 Venting amount of crankcase and turbocharger

2.22 Filling volumes

Cooling water and oil volume – Turbocharger at counter coupling side1)

No. of cylinders 6 7 8 9 10 12 14 16 18 20

HT cooling water2) approximately litre 234 269 303 337 371 469 539 606 673 742

LT cooling water3) approximately 71 76 76 78 78 142 152 152 156 156

4)
Lube oil Dry oil sump

Cooling water and oil volume – Turbocharger at coupling side1)

HT cooling water2) approximately litre 273 312 349 388 425 546 624 698 772 851

LT cooling water3) approximately 52 57 57 59 59 104 114 114 118 118

4)
Lube oil Dry oil sump
1)
Be aware: This is just the amount inside the engine. By this amount the level in the service or expansion tank will be
lowered when media systems are put in operation.
2)
HT water volume engine: HT part of charge air cooler, cylinder unit, piping.
3)
LT water volume engine: LT part of charge air cooler, piping.
4)
Due to the dry oil sump after engine stop the total amount will flow into the lube oil service tank.
Table 116: Cooling water and oil volume of engine

Service tanks Installation height1) Minimum effective capacity

m m3
No. of cylinders 6 7 8 9 10 12 14 16 18 20
Cooling water expansion 6–9 0.5 0.7
tank

Required diameter for - ≥ DN402) ≥ DN502)

expansion pipeline

Lube oil in lube oil service - 3.6 4.2 4.8 5.4 6.0 7.2 8.4 9.6 10.8 12.0
tank3)
1)
Installation height refers to tank bottom and crankshaft centre line.
2)
Pipe diameter to be increased for multi engine plants.
3)
The minimum quantity of lube oil for the engine in the lube oil service tank is 1.0 litre/kW.
2 Engine and operation
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Table 117: Service tanks capacities

2.23 Venting amount of crankcase and turbocharger

A ventilation of the engine crankcase and the turbochargers is required, as

described in section Crankcase vent and lube oil tank vent, Page 340.
For the layout of the ventilation system guidance is provided below:
Due to normal blow-by of the piston ring package small amounts of combus-
tion chamber gases get into the crankcase and carry along oil mist.

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▪ The amount of crankcase blow-by air is approximately 0.1% of the

engine´s air flow rate.
2.24 Exhaust gas emission

In addition, the sealing air of the turbocharger needs to be vented.

▪ The amount of turbocharger blow-by air is approximately:
– For single-stage turbocharged engines 0.2% of the engine´s air flow
rate. (Accordingly see Planning data, Page 93).
– For two-stage turbocharged engines 0.4% of the engine´s air flow
rate. (Accordingly see Planning data, Page 93).
▪ The temperature of the crankcase and turbocharger blow-by air is ap-
proximately 15 K higher than the oil temperature at the engine´s oil inlet.
▪ The density of the crankcase and turbocharger blow-by air is 1.0 kg/m³ at
the condition of approximately 70°C (343 K) and 1,013 mbar (assumption
for calculation).

2.24 Exhaust gas emission

2.24.1 Maximum permissible NOx emission limit value IMO Tier II

IMO Tier II: Engine in standard version1

Rated speed 720 rpm 750 rpm
1) 2) 3)
NO x

IMO Tier II cycle D2/E2/E3 9.68 g/kWh4) 9.59 g/kWh4)

Note:
The engine´s certification for compliance with the NOx limits will be carried out during factory acceptance test as a
single or a group certification.
1)
Cycle values, operation on DM grade fuel (marine distillate fuel: MGO or MDO) according ISO 8217, based on a LT
charge air cooling water temperature of max. 32 °C at 25 °C reference seawater temperature.
2)
Calculated as NO2.
D2: Test cycle for "constant-speed auxiliary engine application".
E2: Test cycle for "constant-speed main propulsion application" including electric propulsion and all controllable pitch
propeller installations.
E3: Test cycle for "propeller-law-operated main and propeller-law-operated auxiliary engine” application.
3)
Based on a LT charge air cooling water temperature of max. 32 °C at 25 °C seawater temperature.
4)
Maximum permissible NOx emissions for marine diesel engines according to IMO Tier II:
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130 ≤ n ≤ 2,000 → 44 * n–0.23 g/kWh (n = rated engine speed in rpm).

Table 118: Maximum permissible NOx emission limit value
1
Marine engines are guaranteed to meet the revised International Convention
for the Prevention of Pollution from Ships, "Revised MARPOL Annex VI (Regu-
lations for the Prevention of Air Pollution from Ships), Regulation 13.4 (Tier II)"
as adopted by the International Maritime Organization (IMO).

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2.24 Exhaust gas emission

2.24.2 Smoke emission index (FSN)
Smoke index FSN for engine loads ≥ 10 % load well below limit of visibility
(0.4 FSN).
Valid for:
▪ Distillate fuel according to ISO 8217 or RM-grade fuel, fulfilling the stated
quality requirements.
▪ 50 mbar exhaust gas back pressure (at 100% output).
Note:
An increased exhaust gas back pressure will also increase the FSN figure.
To be taken into account for ≥ 80 mbar exhaust gas back pressure.

2.24.3 Exhaust gas – possible components and visibility

The exhaust gas of reciprocating internal combustion engines is composed of
numerous constituents. These are derived from either the combustion air and
fuel and lube oil used, or they are reaction products, formed during the com-
bustion process. Only some of these are to be considered as harmful sub-
stances.

The following listed exhaust gas components need to be seen as a general

overview – the presence and amount of the singular component depends in
large extends on the engine type, combustion process and fuel type.

Nitrogen N2
Nitrogen (N2) is with approximately 73–75 vol-% the main constituent of the
exhaust gas.

Oxygen O2
Approximately 21 vol-% of the ambient air is Oxygen (O2).

Carbon dioxide CO2

Carbon dioxide (CO2) is a product of combustion.

Water vapour H2O

The water in the exhaust comes from the combustion of the fuel and, to a
lesser extent, from the moisture in the intake air. In diesel operation, the water
vapour content is approximately 6 vol-%, in gas operation approximately 10
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vol-%.

Inert gases Ar, Ne, He, etc.

Inert gases, such as Ar, Ne, He, etc., are constituents of the ambient air with
a volume fraction of approximately 0.9 vol-%.

Sulphur oxides SOX

Sulphur oxides (SOx) are formed by the combustion of the sulphur contained
in the fuel. The sulphur content in the fuel determines the SO2 content in the
exhaust gas.

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Nitrogen oxides NOX (NO + NO2)

2.24 Exhaust gas emission

The high temperatures prevailing in the combustion chamber of an internal

combustion engine cause the chemical reaction of nitrogen (contained in the
combustion air as well as in some types of fuel) and oxygen (contained in the
combustion air) to form nitrogen oxides (NOX).

Carbon monoxide CO
Carbon monoxide (CO) is formed during incomplete combustion.

Hydrocarbons HC
The hydrocarbons (HC) contained in the exhaust gas are composed of a mul-
titude of various organic compounds as a result of incomplete combustion.

Particulate matter PM
Particulate matter (PM) consists of soot (elemental carbon) and ash.

Formaldehyde CH2O
Formaldehyde (CH2O) is a gas known by its pungent smell. Its proportion in
the exhaust gas depends on the fuel and the degree of combustion. If the
proportion of formaldehyde (CH2O) is high, it can be removed by an oxidation
catalyst – this is only necessary for gas or methanol operation.

Nitrous oxide N2O

Nitrous oxide (N2O) is a gas that only might occur in relevant quantity in am-
monia (NH3) operation.

Visibility of the exhaust gas

The visibility of exhaust gas highly depends on ambient conditions and the
observer's line of sight to the exhaust gas, background and the sun. The ex-
haust gas can either be seen or not depending on the ambient temperature,
wind velocity, diameter and height of the chimney and the colouring of the
background. It can be black, blue, brown, yellow or white depending on the
components present in the exhaust gas. Black or gray exhaust gas is mainly
due to the presence of carbon particles. A blue appearance is usually due to
droplets resulting from the incomplete combustion of fuel or lubricating oil. A
yellow or brown appearance can be caused by the presence of NO2 in the ex-
haust gas. White exhaust gas may be caused by condensed water and/or li-
quid fuel.
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2.24 Exhaust gas emission

Figure 37: Possible components of the exhaust gas – Visibility

2.24.4 Emission-related installation instruction for engines

Position of the exhaust gas sampling points

The sampling position shall be fitted:
▪ At least 10 times the diameter of the exhaust pipe after the outlet of the
engine, turbocharger or last after-treatment device
▪ In a straight pipe segment:
– With an inlet path length before sampling position of at least 5 times
the diameter of the exhaust pipe after last bending/obstruction/dia-
meter deviation
– With a path length after sampling position of at least 2 times the dia-
meter of the exhaust pipe
▪ At least 5 times the diameter of the exhaust pipe before end of exhaust
pipe
▪ Sufficiently close to the engine to ensure that the exhaust gas temperature
at the sampling position will be minimum 180°C
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If this is not attainable, a deviation of these requirements is acceptable if:

▪ justified by good engineering practice
▪ an incorrect measurement is not expected

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2.24 Exhaust gas emission

Figure 38: Position of sampling points (exemplary)

In the case an engine has distinct groups of manifolds, it is permissible to ac-

quire a sample from each group individually and calculate an average exhaust
emission. In this case, each sampling point must be designed as mentioned
above.
The exhaust gas upstream the sampling point shall be free of any dilution from
surrounding air or contamination from other exhaust gas systems.

Accessibility and working area at sampling point

The sampling point shall be accessible in a save way also during engine oper-
ation. In case the sampling point is covered by an insulation, the position shall
be clearly visible marked on the insulation. The Insulation shall be designed in
a way that it is easy to remove and to install again.
If necessary, a step has to be established.
There shall be enough space to place and operate the measurement equip-
ment.
Requirements regarding the working area:
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▪ Minimum space requirements: about 2-m width, 2-m depth, 2-m height
▪ Sufficient floor load capacity (at least 200 kg per m²)
▪ Temperature at this working area should be within +5°C to + 40°C and
well ventilated
▪ Not subjected to excessive vibrations
▪ If needed weather protection for personnel and equipment against sun,
wind and rain
Depending on the measurement equipment it should be considered that dur-
ing the measurements following items are available at the working area:
• Adequate lighting and ventilation

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• Power supply

2.25 Noise
• Pressurised air (instrument quality, oil free)
• Lifting devices for raising and lowering the equipment, if necessary

Exhaust pipe connection

▪ 1 piece of pipe thread inner diameter G 3” (use for particulate measure-
ments)
▪ 2 pieces of pipe thread inner diameter G ½" (use for gaseous emission
measurements or for smoke number measurement)

Figure 39: Sampling point, details

Installation of pipe thread G To establish an airtight connection, the pipe threads shall be welded at the ex-
3" and G ½” haust gas pipe. In case of a horizontal orientated exhaust gas pipe the posi-
tion shall be in the upper half of the exhaust gas pipe in radial direction to the
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centre line (see figure 2) and easy to access.

When the sampling points are not in use, a pipe plug shall close the pipe
threads.

2.25 Noise

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2.25 Noise

2.25.1 Airborne noise

L engine
Sound pressure level Lp
Measurements
Approximately 20 measuring points at 1 metre distance from the engine sur-
face are distributed evenly around the engine according to ISO 6798. The
noise at the exhaust outlet is not included, but provided separately in the fol-
lowing sections.
Octave level diagram
The expected sound pressure level Lp is below 107 dB(A) at 100% MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines at the testbed and is a conservative
spectrum consequently. No room correction is performed. The data will
change depending on the acoustical properties of the environment.
Blow-off noise
Blow-off noise is not considered in the measurements, see below.

Figure 40: Airborne noise – Sound pressure level Lp – Octave level diagram L engine
2 Engine and operation

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V engine
Sound pressure level Lp
Measurements
Approximately 20 measuring points at 1 metre distance from the engine sur-
face are distributed evenly around the engine according to ISO 6798. The
noise at the exhaust outlet is not included, but provided separately in the fol-
lowing sections.
Octave level diagram
The expected sound pressure level Lp is below 108 dB(A) at 100 % MCR.

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The octave level diagram below represents an envelope of averaged meas-

2.25 Noise
ured spectra for comparable engines at the testbed and is a conservative
spectrum consequently. No room correction is performed. The data will
change depending on the acoustical properties of the environment.
Blow-off noise
Blow-off noise is not considered in the measurements, see below.

Figure 41: Airborne noise – Sound pressure level Lp – Octave level diagram V engine

2.25.2 Intake noise

L engine
Sound power level Lw
Measurements
The (unsilenced) intake air noise is determined based on measurements at the
turbocharger test bed and on measurements in the intake duct of typical en-
gines at the test bed.
Octave level diagram
The expected sound power level Lw of the unsilenced intake noise in the in-
2 Engine and operation
2024-09-16 - 8.5

take duct is below 143 dB at 100 % MCR.

The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum con-
sequently. The data will change depending on the acoustical properties of the
environment.
Charge air blow-off noise
Charge air blow-off noise is not considered in the measurements, see below.
These data are required and valid only for ducted air intake systems. The data
are not valid if the standard air filter silencer is attached to the turbocharger.

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2.25 Noise

Figure 42: Unsilenced intake noise – Sound power level Lw – Octave level diagram L engine

V engine
Sound power level Lw
Measurements
The (unsilenced) intake air noise is determined based on measurements at the
turbocharger test bed and on measurements in the intake duct of typical en-
gines at the test bed.
Octave level diagram
The expected sound power level Lw of the unsilenced intake noise in the in-
take duct is below 146 dB at 100 % MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum con-
sequently. The data will change depending on the acoustical properties of the
environment.
2 Engine and operation

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Charge air blow-off noise

Charge air blow-off noise is not considered in the measurements, see below.
These data are required and valid only for ducted air intake systems. The data
are not valid if the standard air filter silencer is attached to the turbocharger.

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2.25 Noise
Figure 43: Unsilenced intake noise – Sound power level Lw – Octave level diagram V engine

2.25.3 Exhaust gas noise

L engine
Sound power level Lw
Measurements
The (unsilenced) exhaust gas noise is measured according to internal MAN
Energy Solutions guidelines at several positions in the exhaust duct.
Octave level diagram
The sound power level Lw of the unsilenced exhaust gas noise in the exhaust
pipe is shown at 100% MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum con-
2 Engine and operation
2024-09-16 - 8.5

sequently. The data will change depending on the acoustical properties of the
environment.
Acoustic design
To ensure an appropriate acoustic design of the exhaust gas system, the
yard, MAN Energy Solutions, supplier of silencer and where necessary acous-
tic consultant have to cooperate.
Waste gate blow-off noise
Waste gate blow-off noise is not considered in the measurements, see below.

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2.25 Noise

Figure 44: Unsilenced exhaust gas noise – Sound power level Lw – Octave level diagram L engine

V engine
Sound power level Lw at 100 % MCR
Measurements
The (unsilenced) exhaust gas noise is measured according to internal MAN
Energy Solutions guidelines at several positions in the exhaust duct.
Octave level diagram
The sound power level Lw of the unsilenced exhaust gas noise in the exhaust
pipe is shown at 100% MCR.
The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum con-
sequently. The data will change depending on the acoustical properties of the
environment.
Acoustic design
To ensure an appropriate acoustic design of the exhaust gas system, the
yard, MAN Energy Solutions, supplier of silencer and where necessary acous-
tic consultant have to cooperate.
Waste gate blow-off noise
2 Engine and operation

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Waste gate blow-off noise is not considered in the measurements, see below.

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2.25 Noise
Figure 45: Unsilenced exhaust gas noise – Sound power level Lw – Octave level diagram V engine

2.25.4 Blow-off noise example

Sound power level Lw
Measurements
The (unsilenced) charge air blow-off noise is measured according to DIN
45635, part 47 at the orifice of a duct.
Throttle body with bore size 135 mm
Expansion of charge air from 3.4 bar to ambient pressure at 42°C
Octave level diagram

2 Engine and operation

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2.25 Noise

Figure 46: Unsilenced charge air blow-off noise – Sound power level Lw – Octave level diagram

2.25.5 Noise and vibration – Impact on foundation

Noise and vibration is emitted by the engine to the surrounding (see figure
Noise and vibration – Impact on foundation, Page 175). The engine impact
transferred through the engine mounting to the foundation is focused sub-
sequently.
2 Engine and operation

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2.25 Noise
Figure 47: Noise and vibration – Impact on foundation

The foundation is excited to vibrations in a wide frequency range by the en-

gine and by auxiliary equipment (from engine or plant). The engine is vibrating
as a rigid body. Additionally, elastic engine vibrations are superimposed.
Elastic vibrations are either of global (e.g. complete engine bending) or local
(e.g. bending engine foot) character. If the higher frequency range is involved,
the term "structure borne noise" is used instead of "vibrations".
Mechanical engine vibrations are mainly caused by mass forces of moved
drive train components and by gas forces of the combustion process. For
structure borne noise, further excitations are relevant as well, e.g. impacts
from piston stroke and valve seating, impulsive gas force components, altern-
ating gear train meshing forces and excitations from pumps.
For the analysis of the engine noise- and vibration-impact on the surrounding,
the complete system with engine, engine mounting, foundation and plant has
to be considered.
Engine related noise and vibration reduction measures cover e.g. counterbal-
ance weights, balancing, crankshaft design with firing sequence, component
2 Engine and operation
2024-09-16 - 8.5

design etc. The remaining, inevitable engine excitation is transmitted to the

surrounding of the engine – but not completely in case of a resilient engine
mounting, which is chosen according to the application-specific requirements.
The resilient mounting isolates engine noise and vibration from its surrounding
to a large extend. Hence, the transmitted forces are considerably reduced
compared with a rigid mounting. Nevertheless, the engine itself is vibrating
stronger in the low frequency range in general – especially when driving
through mounting resonances.
In order to avoid resonances, it must be ensured that eigenfrequencies of
foundation and coupled plant structures have a sufficient safety margin in rela-
tion to the engine excitations. Moreover, the foundation has to be designed as
stiff as possible in all directions at the connections to the engine. Thus, the

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foundation mobility (measured according to ISO 7262) has to be as low as

2.25 Noise

possible to ensure low structure borne noise levels. For low frequencies, the
global connection of the foundation with the plant is focused for that matter.
The dynamic vibration behaviour of the foundation is mostly essential for the
mid frequency range. In the high frequency range, the foundation elasticity is
mainly influenced by the local design at the engine mounts. E.g. for steel
foundations, sufficient wall thicknesses and stiffening ribs at the connection
positions shall be provided. The dimensioning of the engine foundation also
has to be adjusted to other parts of the plant. For instance, it has to be
avoided that engine vibrations are amplified by alternator foundation vibra-
tions. Due to the scope of supply, the foundation design and its connection
with the plant is mostly within the responsibility of the costumer. Therefore,
the customer is responsible to involve MAN Energy Solutions for consultancy
in case of system-related questions with interaction of engine, foundation and
plant. The following information is available for MAN Energy Solutions custom-
ers, some on special request:
▪ Residual external forces and couples (Project Guide)
Resulting from the summation of all mass forces from the moving drive
train components. All engine components are considered rigidly in the cal-
culation. The residual external forces and couples are only transferred
completely to the foundation in case of a rigid mounting, see above.
▪ Static torque fluctuation (Project Guide)
Static torque fluctuations result from the summation of gas and mass
forces acting on the crank drive. All components are considered rigidly in
the calculation. These couples are acting on the foundation dependent on
the applied engine mounting, see above.
▪ Mounting forces (project-specific)
The mounting dimensioning calculation is specific to a project and defines
details of the engine mounting. Mounting forces acting on the foundation
are part of the calculation results. Gas and mass forces are considered for
the excitation. The engine is considered as one rigid body with elastic
mounts. Thus, elastic engine vibrations are not implemented.
▪ Reference measurements for engine crankcase vibrations according to
ISO 10816‑6 (project-specific)
▪ Reference test bed measurements for structure borne noise (project-spe-
cific)
Measuring points are positioned according to ISO 13332 on the engine
feet above and below the mounting elements. Structure borne noise levels
above elastic mounts mainly depend on the engine itself. Whereas struc-
ture borne noise levels below elastic mounts strongly depend on the
foundation design. A direct transfer of the results from the test bed found-
ation to the plant foundation is not easily possible – even with the consid-
2 Engine and operation

2024-09-16 - 8.5

eration of test bed mobilities. The results of test bed foundation mobility
measurements according to ISO 7626 are available as a reference on re-
quest as well.
▪ Dynamic transfer stiffness properties of resilient mounts (supplier informa-
tion, project-specific)
Beside the described interaction of engine, foundation and plant with transfer
through the engine mounting to the foundation, additional transfer paths need
to be considered. For instance with focus on the elastic coupling of the drive
train, the exhaust pipe, other pipes and supports etc. Besides the engine,
other sources of noise and vibration need to be considered as well (e.g. auxili-
ary equipment, propeller, thruster).

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2.26 Vibration
2.26 Vibration

2.26.1 Torsional vibrations

Data required for torsional vibration calculation

MAN Energy Solutions calculates the torsional vibrations behaviour for each
individual engine plant of their supply to determine the location and severity of
resonance points. If necessary, appropriate measures will be taken to avoid
excessive stresses due to torsional vibration. These investigations cover the
ideal normal operation of the engine (all cylinders are firing equally) as well as
the simulated emergency operation (misfiring of the cylinder exerting the
greatest influence on vibrations, acting against compression). Besides the nat-
ural frequencies and the modes also the dynamic response will be calculated,
normally under consideration of the 1st to 24th harmonic of the gas and mass
forces of the engine.
Beyond that also further exciting sources such as propeller, pumps etc. can
be considered if the respective manufacturer is able to make the correspond-
ing data available to MAN Energy Solutions.
If necessary, a torsional vibration calculation will be worked out which can be
submitted for approval to a classification society or a legal authority.
To carry out the torsional vibration calculation following particulars and/or
documents are required.

General
▪ Type of propulsion (GenSet, mechanical or electric propulsion)
▪ Arrangement of the whole system including all engine-driven equipment
▪ Definition of the operating modes
▪ Maximum power consumption of the individual working machines

Engine
▪ Rated output, rated speed
▪ Kind of engine load (fixed pitch propeller, controllable pitch propeller,
combinator curve, operation with reduced speed at excessive load)
▪ Kind of mounting of the engine (can influence the determination of the
flexible coupling)
▪ Operational speed range
2 Engine and operation
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Flexible coupling
▪ Make, size and type
▪ Rated torque (Nm)
▪ Possible application factor
▪ Maximum speed (rpm)
▪ Permissible maximum torque for passing through resonance (Nm)
▪ Permissible shock torque for short-term loads (Nm)
▪ Permanently permissible alternating torque (Nm) including influencing
factors (frequency, temperature, mean torque)

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▪ Permanently permissible power loss (W) including influencing factors (fre-

quency, temperature)
2.26 Vibration

▪ Dynamic torsional stiffness (Nm/rad) including influencing factors (load,

frequency, temperature), if applicable
▪ Relative damping (ψ) including influencing factors (load, frequency, tem-
perature), if applicable
▪ Moment of inertia (kgm2) for all parts of the coupling
▪ Dynamic stiffness in radial, axial and angular direction
▪ Permissible relative motions in radial, axial and angular direction, perman-
ent and maximum
▪ Maximum permissible torque which can be transferred through a get-you-
home-device/torque limiter if foreseen

Clutch coupling
▪ Make, size and type
▪ Rated torque (Nm)
▪ Permissible maximum torque (Nm)
▪ Permanently permissible alternating torque (Nm) including influencing
factors (frequency, temperature, mean torque)
▪ Dynamic torsional stiffness (Nm/rad)
▪ Damping factor
▪ Moments of inertia for the operation conditions, clutched and declutched
▪ Course of torque versus time during clutching in
▪ Permissible slip time (s)
▪ Slip torque (Nm)
▪ Maximum permissible engagement speed (rpm)

Gearbox
▪ Make and type
▪ Torsional multi mass system including the moments of inertia and the tor-
sional stiffness, preferably related to the individual speed; in case of re-
lated figures, specification of the relation speed is required
▪ Gear ratios (number of teeth, speeds)
▪ Possible operating conditions (different gear ratios, clutch couplings)
▪ Permissible alternating torques in the gear meshes

Shaft line
2 Engine and operation

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▪ Drawing including all information about length and diameter of the shaft
sections as well as the material
▪ Alternatively torsional stiffness (Nm/rad)

Propeller
▪ Kind of propeller ( fixed pitch or controllable pitch propeller)
▪ Moment of inertia in air (kgm2)
▪ Moment of inertia in water (kgm2); for controllable pitch propellers also in
dependence on pitch; for twin-engine plants separately for single- and
twin-engine operation
▪ Relation between load and pitch

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▪ Number of blades

2.26 Vibration
▪ Diameter (mm)
▪ Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency

Pump
▪ Kind of pump (e.g. dredging pump)
▪ Drawing of the pump shaft with all lengths and diameters
▪ Alternatively, torsional stiffness (Nm/rad)
▪ Moment of inertia in air (kgm2)
▪ Moment of inertia in operation (kgm2) under consideration of the conveyed
medium
▪ Number of blades
▪ Possible torsional excitation in % of the rated torque for the 1st and the 2nd
blade-pass frequency
▪ Power consumption curve

Alternator for electric propulsion plants

▪ Drawing of the alternator shaft with all lengths and diameters
▪ Alternatively, torsional stiffness (Nm/rad)
▪ Moment of inertia of the parts mounted to the shaft (kgm2)
▪ Electrical output (kVA) including power factor cos φ and efficiency
▪ Or mechanical output (kW)
▪ Complex synchronizing coefficients for no-load and full load in depend-
ence on frequency, reference torque
▪ Island or parallel mode
▪ Load profile (e.g. load steps)
▪ Frequency fluctuation of the net

Alternator for mechanical propulsion plants (e.g. PTO/PTH)

▪ Drawing of the alternator shaft with all lengths and diameters
▪ Torsional stiffness, if available
▪ Moment of inertia of the parts mounted to the shaft (kgm2)
▪ Electrical output (kVA) including power factor cos φ and efficiency
▪ Or mechanical output (kW)
▪ Complex synchronizing coefficients for no-load and full load in depend-
2 Engine and operation
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ence on frequency, reference torque

Secondary power take-off

▪ Kind of working machine
▪ Kind of drive
▪ Operational mode, operation speed range
▪ Power consumption
▪ Drawing of the shafts with all lengths and diameters
▪ Alternatively, torsional stiffness (Nm/rad)
▪ Moments of inertia (kgm2)

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▪ Possible torsional excitation in size and frequency in dependence on load

and speed
2.27 Requirements for power drive connection (static)

2.27 Requirements for power drive connection (static)

Limit values of masses to be coupled after the engine

Evaluation of permissible
theoretical bearing loads

Figure 48: Case A: Overhung arrangement

Figure 49: Case B: Rigid coupling

Mmax = F * a = F3 * x3 + F4 * x4 F1 = (F3 * x2 + F5 * x1)/l

F1 Theoretical bearing force at the external engine bearing

F2 Theoretical bearing force at the alternator bearing

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F3 Flywheel weight

F4 Coupling weight acting on the engine, including reset forces

F5 Rotor weight of the alternator

a Distance between end of coupling flange and centre of outer crankshaft

bearing

l Distance between centre of outer crankshaft bearing and alternator bearing

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Engine Distance a Case A Case B

2.28 Requirements for power drive connection (dy-

namic)
Mmax = F * a F1 max
mm kNm kN
L engine 335 17 1) 65

V engine 335 30 -
1)
Inclusive of couples resulting from restoring forces of the coupling.
Table 119: Example calculation case A and B

Distance between engine seating surface and crankshaft centre line:

▪ L engine: 530 mm
▪ V engine: 580 mm
Note:
Stated values only for orientation – need to be clarified project specific and
may be limited due to the torsional vibration calculation or special service con-
ditions.
Note:
Masses which are connected downstream of the engine in the case of an
overhung or rigidly coupled, arrangement result in additional crankshaft bend-
ing stress, which is mirrored in a measured web deflection during engine in-
stallation.
Provided the limit values for the masses to be coupled downstream of the en-
gine (permissible values for Mmax and F1 max) are complied with, the permitted
web deflections will not be exceeded during assembly.
Observing these values ensures a sufficiently long operating time before a re-
alignment of the crankshaft has to be carried out.

2.28 Requirements for power drive connection (dynamic)

2.28.1 Moments of inertia – Crankshaft, damper, flywheel

Operation with variable speed

Marine main engines
Engine Required Plant
No. of cylinders, Maximum Moment of Moment of Mass of minimum Required
config. continuous inertia inertia flywheel total moment minimum
of inertia1)
2 Engine and operation

rating crankshaft + flywheel additional

2024-09-16 - 8.5

damper J2 JTotal min moment of

J1 inertia after
flywheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
n = 750 rpm

6L 3,600 679 737 1,913 730 -

7L 4,060 766 823

8L 4,800 829 973

9L 5,400 892 1,094

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Marine main engines

2.28 Requirements for power drive connection (dy-
namic)

Engine Required Plant

No. of cylinders, Maximum Moment of Moment of Mass of minimum Required
config. continuous inertia inertia flywheel total moment minimum
rating crankshaft + flywheel of inertia1) additional
damper J2 JTotal min moment of
J1 inertia after
flywheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
10L 6,000 955 1,216

12V 7,200 1,296 737 1,913 1,459 -

14V 8,120 1,438 1,646

16V 9,600 1,580 1,946

18V 10,800 1,722 2,189

20V 12,000 1,864 2,432

1)
Required minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
2)
Required additional moment of inertia after flywheel to achieve the required minimum total moment of inertia.
For flywheels dimensions see section Power transmission, Page 190.
Table 120: Moments of inertia/flywheels for marine main engines

Operation with constant speed

Marine main engine
Engine Required Plant
No. of cylinders, Maximum Moment of Moment of Mass of Cyclic minimum Required
config. continuous inertia inertia flywheel irregularity total moment minimum
rating crankshaft + flywheel of inertia1) additional
damper J2 JTotal min moment of
J1 inertia after
flywheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
n = 720 rpm

6L 3,600 679 958 2,508 1/93 1,760 123

7L 4,060 766 1/94 1,984 260

8L 4,800 829 1/65 2,346 559

9L 5,400 892 1/54 2,639 789

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10L 6,000 955 1/70 2,932 1,019

12V 7,200 1,296 1,147 3,002 1/118 3,518 1,075

14V 8,120 1,433 1/105 3,968 1,388

16V 9,600 1,580 1/116 4,691 1,964

18V 10,800 1,722 1/200 5,278 2,409

20V 12,000 1,864 1/75 5,864 2,853

n = 750 rpm

6L 3,600 679 958 2,508 1/113 1,621 -

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Marine main engine

2.28 Requirements for power drive connection (dy-

namic)
Engine Required Plant
No. of cylinders, Maximum Moment of Moment of Mass of Cyclic minimum Required
config. continuous inertia inertia flywheel irregularity total moment minimum
rating crankshaft + flywheel of inertia1) additional
damper J2 JTotal min moment of
J1 inertia after
flywheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
7L 4,060 766 1/104 1,828 104

8L 4,800 829 1/73 2,162 375

9L 5,400 892 1/56 2,432 582

10L 6,000 955 1/64 2,702 789

12V 7,200 1,296 1,147 3,002 1/140 3,243 800

14V 8,120 1,438 1/115 3,657 1,072

16V 9,600 1,580 1/119 4,324 1,597

18V 10,800 1,722 1/197 4,864 1,995

20V 12,000 1,864 1/75 5,404 2,393

1)
Required minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
2)
Required additional moment of inertia after flywheel to achieve the required minimum total moment of inertia.
For flywheels dimensions see section Power transmission, Page 190.
Table 121: Moments of inertia/flywheels for electric propulsion plants

2.28.2 Balancing of masses – Firing order

Certain cylinder numbers have unbalanced forces and couples due to crank
diagram. These forces and couples cause dynamic effects on the foundation.
Due to a balancing of masses the forces and couples are reduced. In the fol-
lowing tables the remaining forces and couples are displayed.

L engine
Rotating crank balance: 100 %
No. of cylinders, config. Firing order Residual external couples
Mrot [kNm] + 1/2 Mosc 1st order [kNm] Mosc 2nd order[kNm]
Engine speed 750 rpm
2 Engine and operation
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Direction vertical horizontal vertical

6L A 0 0 0

7L A 18.7 18.7 30.9

8L B 0 0 0

9L B 8.9 8.9 48.4

10L B 0 0 0

Engine speed 720 rpm

Direction vertical horizontal vertical

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No. of cylinders, config. Firing order Residual external couples

2.28 Requirements for power drive connection (dy-
namic)

Mrot [kNm] + 1/2 Mosc 1st order [kNm] Mosc 2nd order[kNm]
6L A 0 0 0

7L A 17.3 17.3 28.5

8L B 0 0 0

9L B 8.2 8.2 44.6

10L B 0 0 0
Table 122: Residual external couples – L engine

The external mass forces are equal to zero.

Mrot is eliminated by means of balancing weights on resiliently mounted en-
gines.
Firing order: Counted from
coupling side
No. of cylinders Firing order Clockwise rotation Counter clockwise rotation
6 A 1-3-5-6-4-2 1-2-4-6-5-3

7 A 1-2-4-6-7-5-3 1-3-5-7-6-4-2

8 B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-4

9 B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6

10 B 1-4-3-2-6-10-7-8-9-5 1-5-9-8-7-10-6-2-3-4
Table 123: Firing order – L engine

V engine
Rotating crank balancing 12 – 20V: 100 %
No. of cylinders, config. Firing order Residual external couples
Mrot (kNm) + Mosc 1st order (kNm) Mosc 2nd order (kNm)
Engine speed 750 rpm

Direction vertical horizontal vertical horizontal

12V A 0 0 0 0

14V A 31.6 31.6 48.1 19.9

16V B 0 0 0 0

18V A 22.9 22.9 26.2 10.9

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20V - 0 0 0 0

Engine speed 720 rpm

Direction vertical horizontal vertical horizontal

12V A 0 0 0 0

14V A 29.1 29.1 44.3 18.4

16V B 0 0 0 0

18V A 21.1 21.1 24.1 10.0

20V - 0 0 0 0
Table 124: Residual external couples – V engine

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The external mass forces are equal to zero. Mrot is eliminated by means of bal-

2.28 Requirements for power drive connection (dy-

namic)
ancing weights on resiliently mounted engines.
Firing order: Counted from
coupling side
No. of cylinders Firing order Clockwise rotation Counter clockwise rotation
12 A A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2- A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-
B2 B1

14 A A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5- A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-
B5-A3-B3 B2-A2-B1

16 B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5- A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-
B5-A2-B2-A3-B3 B7-A7-B4-A4-B1

18 A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8- A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-
B8-A6-B6-A4-B4-A2-B2 B7-A7-B5-A5-B3-A3-B1

20 B A1-B1-A4-B4-A2-B2-A8-B8-A6-B6- -
A10-B10- A7B7-A9-B9-A3-B3-A5-B5
Table 125: Firing order – V engine

2.28.3 Static torque fluctuation

General
The static torque fluctuation is the summation of the torques acting at all
cranks around the crankshaft axis taking into account the correct phase-
angles. These torques are created by the gas and mass forces acting at the
crankpins, with the crank radius being used as the lever. An rigid crankshaft is
assumed.
The values Tmax and Tmin listed in the following table(s) represent a measure for
the reaction forces of the engine. The reaction forces generated by the torque
fluctuation are dependent on speed and cylinder number and give a contribu-
tion to the excitations transmitted into the foundation see figure Static torque
fluctuation, Page 186 and the table(s) in this section. According to different
mountings these forces are reduced.
In order to avoid local vibration excitations in the vessel, it must be ensured
that the natural frequencies of important part structures (e.g. panels, bulk-
heads, tank walls and decks, equipment and its foundation, pipe systems)
have a sufficient safety margin (if possible ±30%) in relation to all engine excit-
ation frequencies.
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2.28 Requirements for power drive connection (dy-
namic)

Figure 50: Static torque fluctuation

L Distance between founda- z Number of cylinders

tion bolts
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Static torque fluctuation and exciting frequencies

2.28 Requirements for power drive connection (dy-

namic)
L engine – Example to de-
clare abbreviations

Figure 51: Example to declare abbreviations – L engine

No. of cylinders, Output Speed Tn Tmax Tmin Main exciting components

config. Order Frequency1) ±T
kW rpm kNm kNm kNm rpm Hz kNm
6L 3,600 720 47.7 127.2 –26.8 3.0 36.0 57.2
6.0 72.0 30.2

7L 4,060 53.8 177.0 –51.4 3.5 42.0 107.7

7.0 84.0 20.3

8L 4,800 63.7 167.4 –30.5 4.0 48.0 94.9

8.0 96.0 11.9

9L 5,400 71.6 167.1 –15.6 4.5 54.0 91.2

9.0 108.0 5.8

10L 6,000 79.6 165.1 –0.7 5.0 60.0 82.9

10.0 120.0 2.5
2 Engine and operation

6L 3,600 750 45.8 118.9 –22.1 3.0 37.5 48.9

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6.0 75.0 30.4

7L 4,060 51.7 171.9 –49.8 3.5 43.75 104.3

7.0 87.5 21.1

8L 4,800 61.1 162.1 –30.3 4.0 50.0 91.8

8.0 100.0 13.0

9L 5,400 68.8 163.3 –16.3 4.5 56.25 89.3

9.0 112.5 7.1

10L 6,000 76.4 161.3 –2.2 5.0 62.5 81.8

10.0 125.0 3.5

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No. of cylinders, Output Speed Tn Tmax Tmin Main exciting components

2.28 Requirements for power drive connection (dy-
namic)

config. Order Frequency1) ±T

kW rpm kNm kNm kNm rpm Hz kNm
1)
Exciting frequency of the main harmonic components.
Table 126: Static torque fluctuation and exciting frequencies – L engine

V engine – Example to de-

clare abbreviations

Figure 52: Example to declare abbreviation – V engine

No. of cylinders, Output Speed Tn Tmax Tmin Main exciting components

config. Order Frequency1) ±T
kW rpm kNm kNm kNm rpm Hz kNm
12V 7,000 720 95.5 173.4 24.9 3.0 36.0 43.8
6.0 72.0 42.7

14V 8,120 107.7 177.4 38.9 3.5 42.0 42.0

7.0 84.0 37.6

16V 9,600 127.3 150.8 103.6 4.0 48.0 0

8.0 96.0 23.8

18V 10,800 143.2 177.0 99.0 4.5 54.0 35.6

9.0 108.0 10.7
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20V 12,000 159.2 219.1 92.2 5.0 60.0 63.5

10.0 120.0 3.6

12V 7,200 750 91.7 165.0 27.3 3.0 37.5 37.4

6.0 75.0 42.9

14V 8,120 103.4 173.0 35.0 3.5 43.75 40.7

7.0 87.50 38.9

16V 9,600 122.2 147.8 97.0 4.0 50.0 0

8.0 100.0 26.1

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No. of cylinders, Output Speed Tn Tmax Tmin Main exciting components

2.28 Requirements for power drive connection (dy-

namic)
config. Order Frequency1) ±T
kW rpm kNm kNm kNm rpm Hz kNm
18V 10,800 137.5 172.1 92.2 4.5 56.25 34.8
9.0 112.50 13.2

20V 12,000 152.8 210.9 85.8 5.0 62.5 62.6

10.0 125.0 5.0
1)
Exciting frequency of the main harmonic components.
Table 127: Static torque fluctuation and exciting frequencies – V engine

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2.29 Power transmission

2.29 Power transmission

2.29.1 Flywheel arrangement

Flywheel with flexible coupling

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Figure 53: Flywheel with flexible coupling – L engine

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No. of A1) A2) E1) E2) Fmin Fmax No. of through No. of fitted bolts

2.29 Power transmission

cylinders, config. mm bolts

6L Dimensions will result from clarification of technical details of 18 -

propulsion drive
7L 22

8L 24

9L

10L
1)
Without torsional limit device.
2)
With torsional limit device.

Note:
The flexible coupling will be part of MAN Energy Solutions supply and thus we
will produce a contract specific flywheel/coupling/driven machine arrangement
drawing giving all necessary installation dimensions. Final dimensions of fly-
wheel and flexible coupling will result from clarification of technical details of
drive and from the result of the torsional vibration calculation. Flywheel dia-
meter must not be changed.

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2 MAN Energy Solutions
2.29 Power transmission

Figure 54: Flywheel with flexible coupling – V engine

No. of A1) A2) E1) E2) Fmin Fmax No. of No. of fitted
cylinders, config. mm through bolts
bolts
12V Dimensions will result from clarification of technical details of propulsion 24 -
drive
14V 18 2
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16V 26 -

18V 26 -

20V 24 2
1)
Without torsional limit device.
2)
With torsional limit device.

Note:
The flexible coupling will be part of MAN Energy Solutions supply and thus we
will produce a contract specific flywheel/coupling/driven machine arrangement
drawing giving all necessary installation dimensions. Final dimensions of fly-

192 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 2

wheel and flexible coupling will result from clarification of technical details of

2.29 Power transmission

drive and from the result of the torsional vibration calculation. Flywheel dia-
meter must not be changed.

Arrangement of flywheel, coupling and gearbox

Figure 55: Example: Arrangement of flywheel, coupling and gearbox

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Arrangement of flywheel, coupling and alternator

2.29 Power transmission

Figure 56: Example: Arrangement of flywheel, coupling and alternator

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194 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
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2.30 Arrangement of attached pumps

2.30 Arrangement of attached pumps

Figure 57: Attached pumps L engine

A 314 or 355 1) C 510 or 550 1)

B 555 – 964 1)
1)
Depending from pump type.

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MAN 32/44CR IMO Tier II, Project Guide – Marine 195 (523)
2 MAN Energy Solutions
2.31 Foundation

Figure 58: Attached pumps V engine

Note:
The final arrangement of the lube oil and cooling water pumps will be made at
inquiry or order.

2.31 Foundation

2.31.1 General requirements for engine foundation

Plate thicknesses
The stated material dimensions are recommendations, calculated for steel
plates. Thicknesses smaller than these are not permissible. When using other
materials (e.g. aluminium), a sufficient margin has to be added.
2 Engine and operation

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Top plates
Before or after having been welded in place, the bearing surfaces should be
machined and freed from rolling scale. Surface finish corresponding to Ra 3.2
peak-to-valley roughness in the area of the chocks shall be accomplished.
The thickness given is the finished size after machining.
Downward inclination outwards, not exceeding 0.7%.
Prior to fitting the chocks, clean the bearing surfaces from dirt and rust that
may have formed. After the drilling of the foundation bolt holes, spotface the
lower contact face normal to the bolt hole.

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Foundation girders

2.31 Foundation
The distance of the inner girders must be observed. We recommend that the
distance of the outer girders (only required for larger types) is observed as
well.
The girders must be aligned exactly above and underneath the tank top.

Floor plates
No manholes are permitted in the floor plates in the area of the box-shaped
foundation. Welding is to be carried out through the manholes in the outer
girders.

Top plate supporting

Provide support in the area of the frames from the nearest girder below.

Dynamic foundation requirements

The eigenfrequencies of the foundation and the supporting structures, includ-
ing GenSet weight (without engine) shall be higher than 20 Hz. Occasionally,
even higher foundation eigenfrequencies are required. For further information
refer to section Noise and vibration – Impact on foundation, Page 174.
Note:
The requirements of the respective classification society have to be con-
sidered in addition.

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2.31 Foundation

2.31.2 Rigid seating

L engine
Recommended configura-
tion of foundation
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Figure 59: Recommended configuration of foundation L engine

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Recommended configura-

2.31 Foundation
tion of foundation

Figure 60: Recommended configuration of foundation L engine – Number of bolts

Number of bolts
No. of cylinders 6 7 8 9 10
Fitted bolts 2 2 2 2 2

Undercut bolts 16 18 20 22 24

Jack bolts 16 18 20 22 24
Table 128: Recommended configuration of foundation L engine – Number of bolts
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Arrangement of foundation
2.31 Foundation

bolt holes
2 Engine and operation

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Figure 61: Arrangement of foundation bolt holes L engine

Two fitted bolts have to be provided either on starboard side or portside.

In any case they have to be positioned on the coupling side.
Number and position of the stoppers have to be provided according to the
figure above.

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V engine

2.31 Foundation
Recommended configura-
tion of foundation

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Figure 62: Recommended configuration of foundation V engine

MAN 32/44CR IMO Tier II, Project Guide – Marine 201 (523)
2 MAN Energy Solutions
2.31 Foundation

Figure 63: Recommended configuration of foundation V engine – Number of bolts

Number of bolts
No. of cylinders 12 14 16 20
Fitted bolts 2 2 2 2

Undercut bolts 30 34 38 46

Jack bolts 16 18 20 24
Table 129: Recommended configuration of foundation V engine – Number of bolts
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Arrangement of foundation

2.31 Foundation
bolt holes

2 Engine and operation

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Figure 64: Arrangement of foundation bolt holes V engine

Two fitted bolts have to be provided either on starboard side or portside.

In any case they have to be positioned on the coupling side.
Number and position of the stoppers have to be provided according to the
figure above.

MAN 32/44CR IMO Tier II, Project Guide – Marine 203 (523)
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2.31 Foundation

2.31.3 Chocking with synthetic resin

Most classification societies permit the use of the following synthetic resins for
chocking diesel engines:
▪ Chockfast Orange
(Philadelphia Resins Corp. U.S.A)
▪ Epocast 36
(H.A. Springer, Kiel)
MAN Energy Solutions accepts engines being chocked with synthetic resin
provided:
▪ If processing is done by authorised agents of the above companies.
▪ If the classification society responsible has approved the synthetic resin to
be used for a unit pressure (engine weight + foundation bolt preloading) of
450 N/cm2 and a chock temperature of at least 80 °C.
The loaded area of the chocks must be dimensioned in a way, that the pres-
sure effected by the engines dead weight does not exceed 70 N/cm2 (require-
ment of some classification societies).
The pretensioning force of the foundation bolts was chosen so that the per-
missible total surface area load of 450 N/cm2 is not exceeded. This will ensure
that the horizontal thrust resulting from the mass forces is safely transmitted
by the chocks.
The shipyard is responsible for the execution and must also grant the war-
ranty.
Tightening of the foundation bolts only permissible with hydraulic tensioning
device. Nuts definitely must not be tightened with hook spanner and hammer,
even for later inspections.

Tightening of foundation bolts

The tensioning tools with tensioning nut and pressure sleeve are included in
the standard scope of supply of tools for the engine.
Dedicated installation values (e.g. pre-tensioning forces) will be given in the
customer documentation specific to each project.
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2.31 Foundation
2 Engine and operation
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Figure 65: Chocking with synthetic resin L engine

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2.31 Foundation
2 Engine and operation

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Figure 66: Chocking with synthetic resin V engine

206 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
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2.31 Foundation
2.31.4 Resilient seating

General
The vibration of the engine causes dynamic effects on the foundation. These
effects are attributed to the pulsating reaction forces due to the fluctuating
torque. Additionally, in engines with certain cylinder numbers these effects are
increased by unbalanced forces and couples brought about by rotating or re-
ciprocating masses which – considering their vector sum – do not equate to
zero.
The direct resilient support makes it possible to reduce the dynamic forces
acting on the foundation, which are generated by every reciprocating engine
and may – under adverse conditions – have harmful effects on the environ-
ment of the engine.
With respect to large engines (bore > 400 mm) MAN Energy Solutions offers
two different versions of the resilient mounting (one using conical – the other
inclined sandwich elements).
The inclined resilient mounting was developed especially for ships with high
comfort demands, e.g. passenger ferries and cruise vessels. This mounting
system is characterised by natural frequencies of the resiliently supported en-
gine being lower than approximately 7 Hz. The resonances are located away
from the excitation frequencies related to operation at nominal speed.
For average demands of comfort, e.g. for merchant ships, and for smaller en-
gines (bore < 400 mm) mountings using conical mounts can be judged as be-
ing fully sufficient. Because of the stiffer design of the elements the natural fre-
quencies of the system are significantly higher than in case of the inclined resi-
lient mounting. The natural frequencies of engines mounted with this kind of
mounts are lower than approximately 18 Hz. The vibration isolation is thus of
lower quality. It is however, still considerably better than a rigid or semi resili-
ent engine support.
The appropriate design of the resilient support will be selected in accordance
with the demands of the customer, i.e. it will be adjusted to the special re-
quirements of each plant.
In both versions the supporting elements will be connected directly to the en-
gine feet by special brackets.
The number, rubber hardness and distribution of the supporting elements de-
pend on:
▪ The weight of the engine
▪ The centre of gravity of the engine
2 Engine and operation
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▪ The desired natural frequencies

Where resilient mounting is applied, the following has to be taken into consid-
eration when designing a propulsion plant:
▪ Resilient mountings always feature several resonances resulting from the
natural mounting frequencies. In spite of the endeavour to keep reson-
ances as far as possible from nominal speed the lower bound of the
speed range free from resonances will rarely be lower than 70% of nom-
inal speed for mountings using inclined mounts and rarely lower than 85%
for mountings using conical mounts. It must be pointed out that these
percentages are only guide values. The speed interval being free from res-
onances may be larger or smaller. These restrictions in speed will mostly
require the deployment of a controllable pitch propeller.

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▪ Between the resiliently mounted engine and the rigidly mounted gearbox
or alternator, a flexible coupling with minimum axial and radial elastic
2.31 Foundation

forces and large axial and radial displacement capacities should be

provided.
▪ The media connections (compensators) to and from the engine must be
highly flexible whereas the fixations of the compensators on the one hand
with the engine and on the other hand with the environment must be real-
ised as stiff as possible.
▪ For the inclined resilient support, provision for stopper elements has to be
made because of the sea-state-related movement of the vessel. In the
case of conical mounting, these stoppers are integrated in the element.
▪ In order to achieve a good vibration isolation, the lower brackets used to
connect the supporting elements with the ship's foundation are to be fit-
ted at sufficiently rigid points of the foundation. Influences of the founda-
tion's stiffness on the natural frequencies of the resilient support of the en-
gine will not be considered in the mounting design calculation.
▪ The yard must specify with which inclination related to the plane keel the
engine will be installed in the ship. The inclination must be defined and
communicated before entering the dimensioning process.
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2.31 Foundation
2.31.5 Recommended configuration of foundation

Engine mounting

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Figure 67: Recommended configuration of foundation, view on counter coupling side – L engine, resilient
seating

MAN 32/44CR IMO Tier II, Project Guide – Marine 209 (523)
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2.31 Foundation

Figure 68: Recommended configuration of foundation, view on exhaust side – L engine, resilient seating 1
2 Engine and operation

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2.31 Foundation
2 Engine and operation
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Figure 69: Recommended configuration of foundation, view on coupling side – L engine, resilient seating

MAN 32/44CR IMO Tier II, Project Guide – Marine 211 (523)
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2.31 Foundation

Figure 70: Recommended configuration of foundation, view on exhaust side – L engine, resilient seating 2
2 Engine and operation

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Figure 71: Recommended configuration of foundation, view on coupling side – V engine, resilient seating
2.31 Foundation
2 Engine and operation
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MAN 32/44CR IMO Tier II, Project Guide – Marine 213 (523)
2 MAN Energy Solutions

Engine mounting using conical mountings

2.31 Foundation
2 Engine and operation

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Figure 72: Recommended configuration of foundation, view on coupling side – V engine, resilient seating
(conical mountings)

214 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
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2.31 Foundation
Figure 73: Recommended configuration of foundation, view on b bank – V engine, resilient seating (conical
mountings) 1

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MAN 32/44CR IMO Tier II, Project Guide – Marine 215 (523)
2 MAN Energy Solutions
2.31 Foundation
2 Engine and operation

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Figure 74: Recommended configuration of foundation, view on b bank – V engine, resilient seating (conical
mountings) 2

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2.31 Foundation
2.31.6 Engine alignment
The alignment of the engine to the attached power train is crucial for trouble-
free operation.
Dependent on the plant installation influencing factors on the alignment might
be:
▪ Thermal expansion of the foundations
▪ Thermal expansion of the engine, alternator or the gearbox
▪ Thermal expansion of the rubber elements in the case of resilient mount-
ing
▪ The settling behaviour of the resilient mounting
▪ Shaft misalignment under pressure
▪ Necessary axial pre-tensioning of the flex-coupling
Therefore take care that a special alignment calculation, resulting in alignment
tolerance limits will be carried out.
Follow the relevant working instructions of this specific engine type. Alignment
tolerance limits must not be exceeded.

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2.31 Foundation

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 MAN Energy Solutions 3

3 Engine automation

3.1 SaCoS 5000 system overview

3.1 SaCoS 5000 system overview
The engine is equipped with the latest generation of MAN Energy Solutions'
engine control- and safety system SaCoS 5000 (Safety and Control System)
for four-stroke diesel- and gas engines. The engine control- and safety system
is responsible for complete engine operation, control, alarming and safety. All
sensors and actuators are wired to the engine-attached units. The whole sys-
tem design has a modular and flexible topology. The interface to the SaCoS
engine room automation (Engine Environment Cabinet) is done by an Interface
Cabinet, see section SaCoS Engine Room Automation, Page 311. The Sa-
CoS 5000 design is based on highly reliable and approved components as
well as modules specially designed for installation on 4-stroke medium speed
engines. The used components are harmonised to an homogenous system.
The system has already been tested and parameterised in the factory, the fi-
nal parameterisation takes place at the customer. During engine installation,
only the bus connections, the power supply and safety-related signal cables
between the units/modules on engine and the cabinets are to be laid, as well
as connections to external modules, electrical motors on the engine and parts
on site.
The Control Module and the Injection Modules are integrated in units. The Dis-
play Module is integrated in a LOP, the LOP has an ingress protection of IP55.
The Gateway Communication Module is integrated in a cabinet, the cabinet
has an ingress protection of IP54.

Abbrevi- Name Function

ation

DML Display Module L The 12.1"-touchscreen is used for operation

of the engine and the visualisation of all op-
erating values.

GCM Gateway Communication Provides the communication interface to an

Module external system.

IM Injection Module Provides the complete fuel injection control

functionality.

CM Control Module Offers a variety of different input/output

functionalities to achieve basic control func-
tionalities, e.g. as engine control.
Table 130: SaCoS 5000 module types
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System bus The system bus connects all the modules together and forms the basis of the
3 Engine automation

data exchange between the SaCoS modules. Data communication is guaran-

teed at all times as the connection is made redundant. In this way, modules
can access the redundant measured values from other modules if their own
sensor should fail. I/O extensions are connected to modules via a non-re-
dundant bus.

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3.1 SaCoS 5000 system overview

Figure 75: System bus

3.1.1 Cybersecurity guidelines

[Link] Terms, abbreviations and definitions

Term, abbreviation Definition
CEON MAN ES service for recording engine data

DLC Data logging cabinet

DM Display module

ER Engine room

ECR Engine control room

ECU Electronic Control Unit

eToken SaCoS 5000 Security Token

SaCoSone security token
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(Thales Group eToken 5110+)

3 Engine automation

EXPERT MAN ES tool for SaCoS parameterisation

G(C)M Gateway (Communication) Module

IAS Integrated Alarm System (see also "customer network")

IC Interface cabinet

LOP Local operating panel

ML SCR Multi Line system (high speed / 175D)

NLA Network Level Authentication

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Term, abbreviation Definition

3.1 SaCoS 5000 system overview

PMS Power management system

RDP Remote Desktop Protocol

ROC Remote operation centre

ROP Remote Operating Panel (see also WOP, Wheel Operat-

ing Panel)

SaCoS Safety and Control System

SCR Selective catalytic reduction

SL SCR Single Line system (medium speed)

Toolbox (Virtual) device for parameterisation and backup/restore

of SaCoS

WBM Web-based management

Table 131: Terms, abbreviations, and definitions

[Link] System Overview

2024-09-16 - 8.5

3 Engine automation

Figure 76: SaCoS 5000 Largebore with SCR and EngineVault: Zones and connections (simplified)

MAN 32/44CR IMO Tier II, Project Guide – Marine 221 (523)
3 MAN Energy Solutions
3.1 SaCoS 5000 system overview

Figure 77: SaCoS 5000 Largebore with SCR and EngineVault: Zones and
connections (simplified) - Legend

Fig. SaCoS 5000 Largebore with SCR and EngineVault: Zones and connec-
tions (simplified):
Shows a simplified overview of the SaCoS 5000 system (Largebore version
with SCR and EngineVault), and some of the relevant zones and connections.
Fig. SaCoS 5000 Largebore with SCR and EngineVault: Zones and connec-
tions (simplified) – Key:
Shows the key for the simplified overview of the SaCoS 5000 system (Large-
bore version with SCR and EngineVault).
The system is divided into the following main security zones:
▪ Z0:Engine: Devices in this zone implement the main functionality of the engine
control system
▪ Z0:SCR: Devices in this zone implement the SCR functionality and enable
local monitoring and control of the SCR system.
▪ Z1:Control (OP): This zone contains the control panels (including, for example,
the ROP and WOP) that enable local monitoring and control of the engine
control system.
▪ Z1:Control (customer): This zone contains the ship's integrated alarm and/or
power management system(s) (IAS/PMS)
▪ Z2:Monitor and Z0:Toolbox: These zones (not included in all SaCoS variants) in-
clude virtualised and physical devices that implement local/remote monit-
oring and logging of control system data, and enable local/remote system
parameterisation, including restoring system backups to SaCoS modules
that are temporarily connected with the Data Logging Cabinet (DLC) for
this purpose. In order to obtain limited, secure, and interactive access to
the Jumphost (also called Engine Vault PC in SaCoS) in the DLC and to
use the described functionality, the user can connect to one of the two
virtual machines on the Engine Vault PC (one per zone) via Remote
Desktop Protocol (RDP) using their own device and the designated net-
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work port in the DLC.

3 Engine automation

The majority of SaCoS devices are installed in locked cabinets or units such
as the Interface Cabinet (IC) or the DLC. These must be set up in restricted
locations such as engine rooms (ER) and engine control rooms (ECR).
Communication within and between zones is via Ethernet, CAN, serial and/or
hard-wired connections. Each connection in the illustration SaCoS 5000
Largebore with SCR and EngineVault: Zones and connections (simplified) is
implemented as one or more such lines.

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3.1 SaCoS 5000 system overview

[Link] Physical security of SaCoS
Due to their design, some SaCoS devices and communication links must be
physically protected against unauthorised access at all times (i.e., including
during commissioning). Some module interfaces do not enforce user or device
authentication or authorisation. Only authorised and authenticated personnel
may have access to these devices and connections. Such access must be
logged and the logs must be kept secure for future audits. Physical protection
measures (walls, lockable doors, laying cables to protect against unauthorised
access...) must be implemented to prevent unauthorised access and manipu-
lation of SaCoS hardware, software, cables, and data, as well as changing the
network topology and connecting unauthorised devices.
The security of these protections should be assessed by the customer, taking
into account the system context, system purpose, system location, assump-
tions about current and future threats to the customer's business, and applic-
able regulations.
Such measures are primarily necessary to protect the following SaCoS com-
ponents and communication connections that are responsible for safety-crit-
ical engine operation; depending on the SaCoS version, these may include
the following components and connections, among others:
▪ SaCoS modules connected via the CAN bus. These include the Gateway
(Communication) Modules, Display Modules, Control Modules, Injection
Modules, WAGO-I/O, and VTT frequency converters.
▪ CAN bus (including between SCR GMs and DMs) and any CAN repeat-
ers.
▪ SaCoS sensors and actuators
▪ Network cables connecting the operating panels to SaCoS (especially
those located outside the engine room, such as the ROP or WOP).
▪ All operating panels including LOP, ROP, and WOP
▪ Serial and network cables connecting devices in the system to each other
or connecting the system to external zones (e.g. Z1:Control(Customer))
▪ Network switches
Devices that are not directly responsible for safety-critical (safety) operation
and control of the engine have restricted access to SaCoS (e.g. the devices
within the DLC). However, these devices and their connections should also be
protected against unauthorised access. This may include, but is not limited to,
the following protective measures:
▪ Communication between the G(C)M/DM and the DLC, the DLC itself must
also be protected against physical access
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▪ DLC must remain locked

3 Engine automation

▪ All interfaces of the system must be protected against physical access

▪ None of the listed connections may be disconnected unless it is done with
the designated physical switches on the DLC, or is explicitly described in
the Security Incident Preparation section.
▪ Except for the specially designed interfaces in the DLC and the IC, no
other devices not authorised by MAN Energy Solutions may be connected
to SaCoS devices. When connecting devices to such interfaces, the cus-
tomer must ensure that the connected devices cannot impair the safety or
security of the system
Failure to comply with these guidelines can have the following consequences,
among others:

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▪ Safety of the engine, the plant and its surroundings is impaired

3.1 SaCoS 5000 system overview

▪ Engine can no longer be controlled by the customer and/or can be con-

trolled by the attacker
▪ Customer loses access to (authentic) information about the status of the
engine and the automation system (incl. alarm data), and/or an attacker
gains access to this information
▪ Notes on possible impacts (here and further down in the document):
– Depending on the means and resources available to the attacker, a
targeted attack on SaCoS may have serious consequences, up to
and including the complete compromise of SaCoS and the systems
connected to it
– The list of possible effects is not exhaustive

[Link] Security of the communication link with Z1:Control(Customer) and the operating
panels
SaCoS can be operated remotely using an operating panel such as ROP or
WOP, as well as by sending control signals from the customer network via a
serial or network connection. For this purpose, the SaCoS G(C)M provides in-
terfaces that can be used by operating panels as well as by customer devices
in the customer network.
The customer must therefore ensure the following:
▪ Physical access to cables connecting SaCoS with devices in Z1:Control(Cus-
tomer) as well as the operating panels must be impossible for unauthorised
persons
▪ Communication with operating panels must not take place via an already
existing network which other participants already have or could obtain ac-
cess to.
▪ Communication between SaCoS and devices in Z1:Control(Customer) must not
be accessible to potential aggressors, such as possibly infected, com-
promised, or otherwise untrustworthy devices.
▪ The customer shall ensure that the networks in Z1:Control(Customer) are further
segmented to prevent the SaCoS engine control and SCR systems con-
nected to this zone from interacting with each other within this zone
Failure to comply with these guidelines can have the following consequences,
among others:
▪ Engine can no longer be controlled by the customer and/or can be con-
trolled by the attacker
▪ Customer loses access to (authentic) information about the status of the
engine and the automation system (incl. alarm data), and/or an attacker
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gains access to this information

3 Engine automation

[Link] Secure access and storage of SaCoS data

It is necessary to keep the data created by or for SaCoS (such as parameter
sets, or log data) secure and protected against access by third parties.
Secure access and retention of such data can be implemented, for example,
by adhering to the following guidelines:
▪ Use different data carriers and devices (e.g. dedicated service stick ...) for
different purposes (e.g. storage of data, parameterisation of SaCoS ...)
▪ Never use such media and devices for other purposes and never connect
them to other devices or networks.

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▪ Encrypt and/or authenticate SaCoS data held outside of SaCoS.

3.1 SaCoS 5000 system overview

▪ Store such devices in a physically protected, restricted access location
▪ Never pass on SaCoS-relevant access data, passwords, cryptographic
keys or other sensitive or secret data to third parties. This includes the
password of the eToken, Jumphost passwords (Engine Vault PC), or ac-
cess data for other devices managed by the customer and connected to
SaCoS.
▪ Data that is to be uploaded to the system (e.g. parameter sets) should be
unpacked on the Engine Vault PC. Engine Vault-PC can only run pro-
grams digitally signed by MAN Energy Solutions; if it is not possible to run
the program provided by MAN Energy Solutions and unpack the data it
contains, the data does not originate from MAN Energy Solutions or has
been manipulated by an attacker. If Engine Vault-PC is not part of the
scope of supply, the signature of the data originating from MAN
PrimeServ is to be checked manually; the information required for this is
then provided.
▪ Data stored by the customer on the Engine Vault PC shall be backed up
by the customer elsewhere to avoid data loss.
Failure to comply with these guidelines can have the following consequences,
among others:
▪ Third parties learn details about the use, properties and condition of the
system.
▪ Third parties are able to alter the engine condition, which may pose a risk
to the engine's safety

[Link] Secure use of the Engine Vault PC in the DLC

It is the customer's responsibility to use the Engine Vault PC safely. As the
device must be connected to SaCoS safety-critical devices for service access
and system backup and recovery, the Engine Vault PC must not be used for
any purpose or in any context other than those prescribed by MAN Energy
Solutions. In addition to the security measures implemented by the Engine
Vault PC, the customer must also take precautions to protect the Engine Vault
PC against infection or other threats to ensure the operational safety and se-
curity of SaCoS. This includes not transferring any third-party data to the PC,
and only establishing a point-to-point connection between the DLC and the
customer device for the purpose of accessing the Engine Vault PC.
Specifically, the following guidelines are to be followed:
▪ Only the interface provided for this purpose in the DLC is to be used for
the connection of the customer device.
▪ The security of the customer's device and freedom from malware must be
guaranteed by the customer so that this network and the customer's
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device can be regarded as "trusted" by SaCoS in the sense of IACS E26/

3 Engine automation

E27.
▪ Physical and logical access to the customer device may only be granted
to authorised devices and people
▪ The point-to-point connection between the DLC and the customer device
must be protected against unauthorised access and must not be routed
over further networks with other participants
▪ The interface for connecting SaCoS modules for the purpose of recovery
may only be used for this purpose, only locally at the DLC, and only tem-
porarily.

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▪ The enclosed (USB) devices (USB service stick for transfer of SaCoS
module backups, eToken) may only be used on the SaCoS system and
3.1 SaCoS 5000 system overview

the customer device connected to the DLC

▪ The eToken should be removed from the customer device and stored se-
curely if the customer device is left unattended
▪ If desired, MAN Energy Solutions can set up a customised notification to
be displayed before logging on to the EV-PC. This requires disabling Net-
work Level Authentication (a security mechanism of Remote Desktop
Server on Microsoft Windows that requires user authentication before es-
tablishing a session, and could protect against some attack scenarios
against Engine Vault-PC such as Denial of Service), and should only be
requested after a risk assessment. Please note:
– The customer must explicitly communicate the wish to have such a
notification displayed to MAN Energy Solutions together with the de-
sired message text and heading so that the system is configured ac-
cordingly by MAN Energy Solutions
– The notification is only displayed if the following steps have previously
been carried out on the device (client) connecting to the EV-PC:
⇒ The connection is established via a previously created remote
desktop file (file extension ".rdp"). This can be created, for example,
by saving the current connection to the EV-PC in the Microsoft Re-
mote Desktop Connection application
⇒ The remote desktop file is customised with a text editor by adding
the following line at the end of the file content to deactivate Network
Level Authentication on the client side as well:
enablecredsspsupport:i:0
– The MAN Energy Solutions service personnel will always attempt to
connect with Network Level Authentication activated on the client side
so as not to weaken the security of the connection by deactivating the
NLA mechanism on the client side. If the same notification is also to
be displayed to the MAN Energy Solutions service personnel who
connect to the plant remotely, the customer must communicate this
request to MAN Energy Solutions
▪ After system parameterisation (engine and/or SCR) by the customer or
MAN Energy Solutions service personnel (local or remote), the customer
should be prepared to initiate an emergency stop in case of a paramet-
erisation problem
Failure to comply with these guidelines can have the following consequences,
among others:
▪ Third parties learn information about the status and configuration of the
customer's system
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▪ The operational reliability (safety) of the system is impaired

3 Engine automation

[Link] Securing Z1:Control(Customer)

SaCoS G(C)M (engine and SCR) is accessible to the customer through its net-
work interface without prior authentication via a network service that allows
monitoring and control of the engine. The zone from which this service is ac-
cessible is called Z1:Control(Customer), and must be secured by the customer in or-
der not to lose control of the engine or SCR, among other things.
Securing this network is the responsibility of the customer.

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An attacker in Z1:Control(Customer) would be able to compromise the safety of the

3.1 SaCoS 5000 system overview

plant (e.g. by sending an engine start or stop command to the engine at an
unfavourable time).
Therefore, the customer shall implement safeguards to secure this network,
which may include, but are not limited to, the following:
▪ Connecting devices in Z1:Control(Customer) to SaCoS exclusively via the network
interface of the G(C)M
▪ Protecting and restricting physical and communicative access to the
devices and their connections located in the customer network
▪ Forgoing using wireless technologies within Z1:Control(Customer)
▪ In addition to the SaCoS G(C)M, only IAS/PMS devices of the customer
may be in Z1:Control(Customer)
▪ Separation of the Z1:Control(Customer) zone from other networks and internal
segmentation so that SaCoS-G(C)Ms cannot influence each other.
▪ Refraining from connecting potential aggressor devices to Z1:Control(Customer)
that are or can be potentially infected or compromised, so that this net-
work can be considered "trusted" by SaCoS in the sense of IACS E26/
E27.
▪ Taking security measures and implementing processes to ensure that
Z1:Control(Customer) is never bridged to other networks.
▪ Securing all devices and connections within Z1:Control(Customer) according to a
risk management plan established for that plant. Protective measures may
include the use of anti-virus software, hardening measures, regular secur-
ity updates, disabling USB ports, and maintaining an "air gap" (where
possible)
▪ Avoiding running additional Modbus services within Z1:Control(Customer) to pre-
vent Modbus clients from mistakenly connecting to such services instead
of the Modbus service of the SaCoS G(C)M
Failure to comply with these guidelines can have the following consequences,
among others:
▪ Attackers in Z1:Control(Customer) are able to control the engine
▪ Attackers in Z1:Control(Customer) are able to deny the customer the ability to con-
trol or monitor the engine using Modbus signals from Z1:Control(Customer)
In addition, a compromised SaCoS can pose a threat to customer networks
and devices, and infect or compromise the customer systems within. Al-
though the corresponding risk is assessed as low by MAN Energy Solutions in
the context of a risk analysis (in the context of Security Level 1 according to
IEC 62443), the customer can implement additional measures to protect
themselves against this risk. Such protective measures may include, but are
not limited to:
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▪ Installing additional network security devices (e.g. firewall, intrusion pro-

3 Engine automation

tection system) to protect the connections between SaCoS and the cus-
tomer networks. This can be used, for example, to enable only Modbus
connections initiated by devices in Z1:Control(Customer) on the corresponding in-
terface of the G(C)M, and to monitor any communication between SaCoS
and the customer networks for suspicious or unusual activity
▪ Implementing hardening measures for devices in Z1:Control(Customer) under the
assumption that SaCoS can act as aggressor
▪ Not making sensitive data or services available in Z1:Control(Customer), e.g. those
that enable the control of other plants

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3.1 SaCoS 5000 system overview

[Link] Securing the operating panels

The customer is advised to adhere to the following guidelines:
▪ Physical access to the operating panels must be strictly controlled and
only allowed to authorised personnel
▪ Physical access to the operating panels' communication links and inter-
faces must be restricted, and only allowed for MAN Energy Solutions staff.
The customer may not change the connections set up by MAN Energy
Solutions, nor connect its own devices to the operating panels, except in
case of emergency and following the explicit instructions of MAN Energy
Solutions
Failure to comply with these guidelines can have the following effects, among
others (for other possible effects, see also Section Securing Z1:Control(Cus-
tomer), Page 226):
▪ The customer loses control of the engine and/or the attacker takes control
of the engine
▪ Operating panels are not functional

[Link] Maintaining network segmentation

Network segmentation is one of SaCoS's key protection measures. Therefore,
the network structure set up by MAN Energy Solutions must not be changed.
Specifically, the following guidelines should be adhered to:
▪ Individual network segments must not be bridged (e.g. by connecting a
device to several segments at the same time, connecting network
switches from different segments to each other, or connecting devices
from one segment to other segments).
▪ No additional devices may be connected to the network segments of Sa-
CoS
▪ The physical switches on the DLC that enable and disable the remote net-
work connection of MAN Energy Solutions service staff to the Engine
Vault PC for remote maintenance (designation on the cabinet), as well as
the Engine Vault PC's network access to the Gateway and Display Mod-
ules (designation on the cabinet) for parameterisation, must normally be in
the "disabled" position. Access should only be activated temporarily, only
when required, only by authorised staff, and should be switched off again
as soon as possible after completion of the work. Remote access (re-
mote) to Engine Vault PC may only be enabled upon explicit and authen-
ticated request from MAN Energy Solutions. Only those physical switches
should be activated that are necessary for the actually required functional-
ity or activity.
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▪ If the remote connection of the MAN Energy Solutions to the Engine Vault
3 Engine automation

PC is terminated prematurely during system parameterisation, this may

result in an undefined state of the system. To fix the problem, MAN En-
ergy Solutions service must be able to connect again
If these guidelines are not followed, SaCoS can be compromised by a local or
remote attacker and the operational safety of the engine can be comprom-
ised.

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3.1 SaCoS 5000 system overview

[Link] Preparation for security incidents
Residual risks may remain even if the present guidelines are followed. The
customer should prepare for possible security incidents in order to be able to
react to them quickly. This includes the creation of an incident response plan,
which should address the following points, among others:
▪ Obtain spare parts to replace SaCoS modules that have failed or been
compromised due to an attack.
▪ If changes are made to the system (e.g. parameterisation of the system),
these changes should be saved accordingly.
▪ Report the security incident to MAN Energy Solutions via a secure chan-
nel and follow the instructions.
▪ Save all data that may point to a possible cause of the incident. This in-
cludes, but is not limited to, the access logs and general audit logs gener-
ated by the customer, customer devices, and the plant.
▪ Analyse the data and take steps to address the vulnerability that led to the
incident.
The customer is also instructed to monitor the system for indications of a pos-
sible security incident to the extent possible. Any of the following indicators
can point to a possible security incident:
▪ The system and/or the engine behave abnormally, which can be attrib-
uted to engine control commands that do not originate from the customer
▪ The system can no longer be controlled
▪ When connecting to the Engine Vault PC via remote maintenance using
the RDP protocol, even though the customer device has saved the Engine
Vault PC's certificates as trusted in the past, a warning about an unknown
certificate is displayed.
In order to address such incidents in the short term, the customer can con-
sider the following countermeasures after the corresponding operational
safety assessment (safety):
▪ Putting the engine in a safe state appropriate to the situation (e.g. engine
shutdown, system shutdown ...), informing MAN Energy Solutions service
of the incident and not resuming normal operation until the problem has
been rectified
▪ If continued operation of engine is intended, the system can be set to is-
land mode (i.e., local engine control with a LOP) by physically disconnect-
ing the network connections at the G(C)M/DM/LOP network interfaces
▪ If the above measures do not achieve the desired effect, the affected
modules (e.g. the G(C)M) can be replaced
If these guidelines are not adhered to, it can lead, among other things, to a
2024-09-16 - 8.5

security incident remaining undetected for a long time and not being ad-
3 Engine automation

dressed.

[Link] Safe disposal

When disposing of SaCoS devices, it should be noted that they store sensitive
information such as engine parameters, log data, and cryptographic keys,
which could be extracted. The customer is responsible for the security of this
data when disposing of the devices.

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3.1 SaCoS 5000 system overview

[Link] User account management

Most SaCoS devices do not allow interactive access by the customer, with
the following exceptions:
▪ mGuard user account for configuration purposes
▪ Engine Vault PC User Accounts
▪ G(C)M service access with an eToken
mGuard user accounts as well as eTokens are managed by MAN Energy
Solutions. Engine Vault PC is a Windows-based device hardened by MAN En-
ergy Solutions. The administration of the Windows accounts assigned to the
customer and their passwords is the responsibility of the customer. Pass-
words should be long and randomly generated, stored in a secure, access-
protected location, and not reused on other accounts or devices. The pass-
words should be changed the first time they are used (the passwords initially
set by MAN Energy Solutions should still be kept secure in order to be able to
act in case the Engine Vault PC is restored to a version before the changes).
The recommended password policy requires a randomly generated character
sequence of at least 15 lower and upper case letters, numbers, and special
characters. If there is any suspicion of unlawful use, the password should be
changed immediately.

[Link] Security Incident Report

The security incidents concerning SaCoS should be reported to MAN
PrimeServ.

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3 Engine automation

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3.1 SaCoS 5000 system overview

3.1.2 Equipment on engine

Components mounted on engine (example)

1 Local Operating Panel 3 Injection Unit

2 Control Unit
Figure 78: Components mounted on L engine (example)

Local Operating Panel (LOP) (1)

The Local Operating Panel is mounted on the engine and allows to fully con-
trol the engine. It includes two Display Modules. For the manual emergency
stop, the LOP provides an additional emergency stop button.
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3 Engine automation

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3.1 SaCoS 5000 system overview

Figure 79: Local Operating Panel (example)

Control Unit (2)

The Control Unit is mounted on the engine cushioned against vibration. It in-
cludes three identical, highly integrated Control Modules: One for safety func-
tions and the others for engine control and alarming.
The modules work independently of each other and collect engine measuring
data by means of separate sensors.

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3 Engine automation

Figure 80: Control Module (example)

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Injection Unit (3)

3.1 SaCoS 5000 system overview

Depending on the usage of the engine, it includes one or two identical, highly
integrated Injection Modules, which are in a unit mounted on engine. These
Injection Modules are responsible for speed control and common rail injection.
The Injection Module 1 is standard and used for Common Rail functions.
Injection Module 2 is optional and used as redundancy for single propulsion
functions.

Figure 81: Injection Module (example)

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3 Engine automation

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3.1 SaCoS 5000 system overview

3.1.3 Equipment off engine

1 ROP/WOP, optional 4 Driver Cabinet

2 System bus 5 Turning Gear Cabinet
3 Interface Cabinet 6 Data Logging Cabinet
7 Power Supply Cabinet, optional (not
shown)
Figure 82: System Overview
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3 Engine automation

Interface Cabinet
The Interface Cabinet is a floor-standing cabinet, that optionally will be
equipped with an air condition. The Interface Cabinet represents the commu-
nication interface between SaCoS 5000, the respective master system control
and the engine room automation. For this purpose, the Interface Cabinet fea-
tures a Gateway Communication Module with input and output channels as
well as various interfaces like an interface to the EEC (Engine Environment
Cabinet), Digital Services, Data Logging Cabinet and Remote Operating
Panel.

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If necessary, the Interface Cabinet houses the power units of the loads at-

3.1 SaCoS 5000 system overview

tached to the engine (such as starters for pumps, etc., depending upon en-
gine type).

Figure 83: Gateway Communication Module

The 400 V AC - if necessary - is fed into the Interface Cabinet and has to be
provided for each Interface Cabinet separately by the customer.
The 230 V AC supply voltage for cabinet lighting/cabinet heating/cabinet vent-
ilation and cabinet air conditioning is fed into the Interface Cabinet and has to
be provided for each Interface Cabinet separately by the customer or the
Power Supply Cabinet (optional).
The 24 V DC power supply is ensured via the customer or via the Power Sup-
ply Cabinet (optional).
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3 Engine automation

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3.1 SaCoS 5000 system overview

Figure 84: Interface Cabinet

Driver Cabinet
The Driver Cabinet is a floor-standing cabinet, that optionally will be equipped
with an air condition. The Driver Cabinet contains the control system for the
VVT.
The 24 V DC power supply is carried out via the Interface Cabinet.
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3 Engine automation

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3.1 SaCoS 5000 system overview

Figure 85: Driver Cabinet

Data Logging Cabinet

The Data Logging Cabinet is used for maintaining SaCoS components
(backup/restore), on-site data logging and diagnostic and to connect to MAN
Digital Services. Intelligent and for security hardened components are installed
in the Data Logging Cabinet.
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The Data Logging Cabinet enables through highly secure hardware and soft-
3 Engine automation

ware the deployment locally or, on demand, over the air of the comprehensive
MAN Digital Services.
MAN Digital Services include engine remote monitoring of operational data
and diagnostics, troubleshooting and advice from MAN Energy Solutions en-
gineers and also software and security updates in a safely manner.

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3.1 SaCoS 5000 system overview

Figure 86: Data Logging Cabinet

Turning Gear Cabinet

The mobile Turning Gear Cabinet contains the control system for turning op-
eration.
The 230 VAC (optional 115 VAC) power supply is fed in via the Interface Cab-
inet.

2024-09-16 - 8.5

Figure 87: Turning Gear Cabinet

3 Engine automation

Remote Operating Panel/Wheelhouse Operating Panel (optional)

The Remote Operating Panel/Wheelhouse Operating Panel serves for engine
operation from a control room. The Remote Operating Panel/Wheelhouse Op-
erating Panel has the same functions as the Local Operating Panel.
The ROP/WOP is also equipped with an emergency stop button and a
buzzer. In addition, the WOP is equipped with an override button.
From this operating device it is possible to transfer the engine operation func-
tions to a superordinated automation system.

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The panel can be delivered as loose supply for installation in the control room

3.1 SaCoS 5000 system overview

desk.

Figure 88: Remote Operating Panel

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3 Engine automation

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3.1 SaCoS 5000 system overview

Figure 89: Wheelhouse Operating Panel

Power Supply Cabinet (optional)

For the 24 V DC power supply MAN Energy Solutions offers a Power Supply
Cabinet with uninterrupted power supply or without uninterrupted power sup-
ply.

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3 Engine automation

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3.2 Power supply and distribution

Figure 90: Power Supply Cabinet

3.2 Power supply and distribution

The plant has to provide electric power for SaCoS 5000. An uninterrupted
24 V DC power supply is required for SaCoS 5000.
For marine main engines, a redundant power supply is required which must
be provided by two individual supply networks:
2024-09-16 - 8.5

▪ At least one of the power supplies must be uninterruptable (UPS).

3 Engine automation

▪ Both feeds must be decoupled from each other (e.g. with power diodes
or MOSFETs) in the positive line so that they cannot interfere with each
other.
▪ The minus conductors must be connected to each other to prevent
voltage doubling in the event of a double earth fault (see DIN EN
50156-1).
If the Power Supply Cabinet from MAN Energy Solutions is used, the Power
Supply Cabinet will handle this requirements.

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According to classification requirements it must be designed to guarantee the

3.2 Power supply and distribution

power supply to the connected systems for a sufficiently long period if both
supply networks fail.
For the power supply MAN Energy Solutions offers a Power Supply Cabinet
with uninterrupted power supply or without uninterrupted power supply.
If the Power Supply Cabinet is not used, the customer's infeed must take over
the tasks of the Power Supply Cabinet. The following must also be noted:
▪ The back-up fuses specified in the circuit diagram must be provided for
the SaCoS 5000 components (nominal current and tripping characterist-
ics must be observed).
▪ The short-circuit breaking capacity of the back-up fuses must be suffi-
ciently large.

Figure 91: Supply diagram with Power Supply Cabinet and UPS

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3 Engine automation

Figure 92: Supply diagram with Power Supply Cabinet

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Required power supplies

3.2 Power supply and distribution

Consumer Voltage Notes
Interface Cabinet * 230 V 50/60 Hz Light/socket, cooling device,
heater

24 V DC All SaCoS components in the

Interface Cabinet and on the en-
gine

400–480 V 50/60 Hz ** Power supply for consumers on

engine

Driver Cabinet 230 V 50/60 Hz Light/socket, cooling device,

heater

400–480 V 50/60 Hz Power supply for VVT

Data Logging Cabinet 230 V 50/60 Hz All SaCoS components in the

Data Logging Cabinet
Table 132: Required power supplies

* Interface to EEC (Engine Environment Cabinet), required power supplies for

EEC see section Engine Room Automation.
** If necessary.

Galvanic isolation
It is important that the 24 V DC power supplies per engine are foreseen as
isolated unit with earth fault monitoring to improve the localisation of possible
earth faults. This isolated unit can either be the UPS-buffered 24 V DC power
supply or the 24 V DC power supply without UPS.
Example:
The following overviews show the exemplary layout for a plant consisting of
four engines. In this example the 24 V DC power supply without UPS is the
isolated unit. The UPS-buffered 24 V DC power supply is used for several en-
gines. In this case there must be the possibility to disconnect the UPS from
each engine (e.g. via double-pole circuit breaker) for earth fault detection.
2024-09-16 - 8.5

3 Engine automation

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3 MAN Energy Solutions
3.2 Power supply and distribution

Figure 93: Wrong installation of the 24 V DC power supplies

2024-09-16 - 8.5
3 Engine automation

Figure 94: Correct installation of the 24 V DC power supplies

244 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 3

3.4 Functionality
3.3 Operation

Control station changeover

The operation and control can be done from both operating panels. Selection
and activation of the control stations is possible at the Local Operating Panel.
On the displays, all the measuring points acquired by means of SaCoS 5000
can be shown in clearly arranged drawings and figures. It is not necessary to
install additional speed indicators separately.
The operating rights can be handed over from the Remote Operating Panel to
another Remote Operating Panel or to an external automatic system. There-
fore a handshake is necessary.
For applications with Integrated Automation Systems (IAS) also the functional-
ity of the Remote Operating Panel can be taken over by the IAS.

Operating modes
For alternator applications:
▪ Droop (5-percent speed increase between nominal load and no load)
For propulsion engines:
▪ Isochronous
▪ Master/Slave Operation for operation of two engines on one gear box
The operating mode is pre-selected via the SaCoS interface and has to be
defined during the application period.
Details regarding special operating modes on request.

Speed setting
The speed setting can be done either by means of binary contacts (e.g. for
synchronisation) or by an active 4 – 20 mA analogue signal alternatively. The
signal type for this is to be defined in the project planning period.

3.4 Functionality

Safety functions
The safety system monitors all operating data of the engine and initiates safety
actions, e.g. load reduction request or engine shutdown, in case any limit val-
ues are exceeded.
2024-09-16 - 8.5

3 Engine automation

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3 MAN Energy Solutions
3.4 Functionality

Figure 95: Safety Functions

Note:
The automatic emergency stop and automatic shutdown may have impact on
the function of the plant. These effects can differ widely depending on the
overall design of plant and must already be considered in an early phase of
the project planning.
Note:
A manual emergency stop stops the engine, but does not affect the interface
signals requesting the auxiliary units. During the integration, the respective in-
tegrator must determine how the system reacts.
Load reduction The safety system supervises requests a load reduction to 60%.The load re-
duction has to be carried out by an external system (PMS, PCS, etc.). For
safety reasons, SaCoS 5000 will not reduce the load by itself. The load reduc-
tion can be also requested via an external system.
Override With the Override switch on the bridge or in the engine control room, the
safety system function can be restricted to the issuing of alarms and mes-
sages. With the Override active, the engine is not automatically shutdown by
2024-09-16 - 8.5

the safety system and neither a load reduction will occur.

3 Engine automation

Exceptions are:
▪ Manual emergency stop
▪ Internal automatic emergency stop
▪ External emergency stop
Further exceptions depend on the specifications of the respective classifica-
tion society.

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Alarm functions

3.4 Functionality
The alarm functions supervise all necessary limit values and generate alarms
to indicate discrepancies. The alarm functions are processed in an area com-
pletely independent of the safety system area in all redundant modules.

Self-monitoring
SaCoS 5000 carries out independent self-monitoring functions. Thus, for ex-
ample the connected sensors are checked constantly for function and wire
break. SaCoS 5000 reports all occurred malfunctions via alarm messages.

Speed control
The engine speed control is realised by software functions of the Injection
Control Module. Engine speed and crankshaft turn angle indication is carried
out by means of redundant pick ups at the camshaft.
Load limit curves SaCoS 5000 features the following load limit curves:
▪ Start fuel limiter
▪ Maximum fuel limiter
▪ Charge air pressure dependent fuel limiter
▪ Torque limiter
▪ Rail pressure limiter
▪ Jump-rate limiter

Shutdown
The engine shutdown, initiated by safety functions and manual emergency
stops, is carried out by redundant fast closing valves of the gas valve unit and
independent interrupt of power supply of gas admission valves.
Note:
The engine shutdown may have impact on the function of the plant. These ef-
fects can be very diverse depending on the overall design of the plant and
must already be considered in early phase of the project planning.
Overspeed protection The engine speed is monitored independently from each other in the alarm
system and safety system. In case engine overspeed is detected each system
actuates the shutdown device via a separate hardware channel.

Control
SaCoS 5000 controls all engine-internal functions as well as external compon-
ents in the plant.
Start/stop sequence SaCoS 5000 controls all steps of the start/stop sequence:
2024-09-16 - 8.5

3 Engine automation

▪ Slow turn
▪ Start air/stop air pressure monitoring
▪ Requests of lube oil and cooling water pumps
▪ Monitoring of the prelubrication and post-cooling period
▪ Monitoring of the acceleration period
Control station switch-over SaCoS 5000 controls the switch-over between the different operating panels
and the switch-over to an external control system.
External functions The scope of control functions depends on the plant configuration and must
be coordinated during the project engineering phase. These control functions
may cover:

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3 MAN Energy Solutions

▪ Electrical lube oil pump

3.5 Interfaces

▪ Electrical driven HT cooling water pump

▪ Electrical driven LT cooling water pump
▪ Nozzle cooling water module
▪ HT preheating unit
▪ Clutches

Media temperature control

Various media flows must be controlled to ensure trouble-free engine opera-
tion.
The temperature controllers are available as software functions. The temperat-
ure controllers are operated by the displays at the operating panels as far as it
is necessary.
The cylinder cooling water (HT) temperature control is equipped with perform-
ance-related feed forward control, in order to guarantee the best control ac-
curacy possible (refer also to section Cooling water systems, Page 341).
▪ The design of the lube oil temperature control depends on the engine
type. It is designed either as a thermostatic valve (waxcartridge type) or as
an electric driven control valve with electronic control similar to the HT
temperature controller. Refer also to section External lube oil system,
Page 324.

3.5 Interfaces

Data bus interface (machinery alarm system)

This interface serves for data exchange to the ship alarm system. The inter-
face is actuated with MODBUS protocol and is available as:
▪ Ethernet interface (MODBUS over TCP (Transmission Control Protocol))
The status messages, alarms and safety actions, which are generated in the
system, can be transferred to the ship alarm system. All measuring values ac-
quired by SaCoS are available for transfer.

Mandatory signals
In addition, selected signals from the system automation must be transmitted
to the SaCoS 5000 system via this data bus interface for diagnostic purposes
to ensure that the engine operates continuously.
This includes the following signals:
2024-09-16 - 8.5

▪ Fuel Oil Booster Circuit Viscosity

3 Engine automation

▪ Fuel Oil Mass Flow Engine Inlet

▪ Fuel Oil Type Change-Over Valve In HFO Position
▪ Fuel Oil Auto Filter Differential Pressure High
▪ Fuel Oil Auto Filter Differential Pressure High High
For diagnostic purposes to guarantee a continuously flawless engine opera-
tion, the following hardware signals must also be wired directly from the filter
to SaCoS 5000 system:
▪ Fuel Oil Indicator Filter Differential Pressure High
▪ Fuel Oil Indicator Filter Differential Pressure High High

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 MAN Energy Solutions 3

Alternator control

3.5 Interfaces
Hardwired interface, used for example for synchronisation, load indication,
etc.

Power Management System

Hardwired interface, for remote start/stop, load setting, etc.

Propulsion Optimization Interface

Standardised hardwired interface including all signals for control and safety
actions between SaCoS 5000 and the propulsion control system.
This includes the following signals:
▪ Overload
▪ Operation close to the limit curve
▪ Propeller pitch reduction
▪ Engine speed
▪ Engine torque
▪ Distance to active limiter
▪ Derating factor (for DF engines)
This signals allow an optimized data exchange between engine and a smooth
and look ahead control of the CCP propulsion system.
Clarify details at early stage of project.

Others
In addition, interfaces to auxiliary systems are available, such as:
▪ Nozzle cooling water module
▪ HT preheating unit
▪ Electric driven pump for lube oil
▪ Clutches
▪ Gearbox

Alternator electric power (active power) signal

To keep, despite natural long-term deterioration effects, engine operation
within its optimum range MAN Energy Solutions' engine safety and control
system SaCoS 5000 must be provided with an alternator electric power (act-
ive power) signal. Interface and signal shall comply with the following require-
ments:
2024-09-16 - 8.5

1. The electric power of the generator (active power) shall be measured with
3 Engine automation

the following components:

– Current transformer with accuracy class: cl. 0.2 s
– Voltage transformer with accuracy class: cl. 0.2
– Measuring transducer with accuracy class: cl. 1
2. Measuring transducer shall provide the current active power as 4 –
20 mA signal and shall provide 0 – 90 % of measured value with re-
sponse time ≤ 300 ms (EN 60688). The maximum response time of the 4
– 20 mA signal shall not exceed 350 ms.

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3 MAN Energy Solutions

3. The 4 – 20 mA generator power signal shall be hard-wired with shielded

3.7 Technical data

cable. The analogue value of 4 mA shall be approximately equivalent to

0 % nominal generator power, the value of 20 mA shall be approximately
equivalent to 110 % nominal generator power. A proper scaling shall be
determined during project execution.
Furthermore the signal for “Generator CB is closed” from Power Management
System to SaCoS 5000 Interface Cabinet shall be provide.

3.6 Data Logging

Details on data logging, such as:
▪ Description of what data is logged
▪ Description of access rights
▪ Analysis of data
▪ Description of which tools are required
etc., see document "Data Logging Cabinet SaCoS Engine Vault PC – Operat-
ing Instructions”.

3.7 Technical data

Cabinet
Design ▪ Floor-standing cabinets with plinth and fan/air condition
▪ Cable entries: From below, through cabinet base
▪ Accessible by front door(s), doors with locks
▪ Opening angle: 90°
▪ Standard colour: Light grey (RAL7035)
▪ Ingress protection: IP54
Dimensions and weights of Cabinet Dimensions (mm) including base Approx. weight (kg)
cabinets Width Height Depth
Interface Cabinet, equipped with 1,200 2,100 400 300
fan *

Interface Cabinet, equipped with 1,550 2,100 400 360

air condition *

Driver Cabinet, equipped with 600 2,100 400 180

fan

Driver Cabinet, equipped with air 950 2,100 400 240

2024-09-16 - 8.5

condition
3 Engine automation

Power Supply Cabinet, 600 2,100 400 300

equipped with fan

Power Supply Cabinet, 950 2,100 400 360

equipped with air condition

Data Logging Cabinet 600 800 400 60

Turning Gear Cabinet 460 460 210 20

Remote Operating Panel 400 400 - 5

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Cabinet Dimensions (mm) including base Approx. weight (kg)

3.8 Installation requirements

Width Height Depth
Wheelhouse Operating Panel 400 400 - 5
Table 133: Dimensions and weights of cabinets

* Interface to EEC (Engine Environment Cabinet), dimensions, and weights of

EEC see section SaCoS Engine Room Automation, Page 311.
Door opening area of
cabinets

B1 Width of cabinet 1 B2 Width of cabinet 2

Figure 96: Exemplary arrangement of control cabinets with door opening
areas (top view)

Environmental conditions
Components on engine and ▪ Ambient air temperature: +5°C to +55°C (Exception: an ambient air tem-
wall-mounted cabinets perature of +5°C to +45°C applies to the Data Logging Cabinet)
▪ Relative humidity: < 96%
▪ Vibrations: < 0.7 g
Floor-standing cabinets ▪ Ambient air temperature:
– 0°C to +45°C: Floor-standing cabinets will be equipped with a fan
– Over +45°C: Floor-standing cabinets will be mandatory equipped with
an air condition
▪ Relative humidity: < 96%
▪ Vibrations: < 0.7 g
2024-09-16 - 8.5

3 Engine automation

3.8 Installation requirements

Location ▪ The cabinets are designed for installation in engine rooms or engine con-
trol rooms.
▪ The cabinets must be installed at a location suitable for service inspection.
▪ Do not install the cabinets close to heat-generating devices.
Wall-mounted cabinets and The cabinets must be installed at a location suitable for service inspection.
floor-standing cabinets Do not install the cabinets close to heat-generating devices.
Floor-standing cabinets In case of installation at walls, the distance between the floor-standing cabin-
ets and the wall has to be at least 100 mm to allow air convection.

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3 MAN Energy Solutions

The foundation at the installation site must be solid enough to withstand the
3.8 Installation requirements

weight of the floor-standing cabinets.

All floor-standing cabinets have to be fixed to the floor. Also they have to be
secured against tipping over (for example, by attaching the roof to the wall)
with suitable mounting support, proven to withstand at minimum the max-
imum allowed inclination, see accordingly section Engine inclination, Page 31.
Note:
If the restrictions for ambient temperature cannot be kept, the floor-standing
cabinet must be ordered with an optional air condition system.

Ambient air conditions

For restrictions of ambient conditions, refer to the section Technical data,
Page 250.

Cabling
The interconnection cables between the engine and the cabinets have to be
installed according to the rules of electromagnetic compatibility. Control
cables and power cables have to be routed in separate cable ducts.
Cabling ▪ The interconnection cables between the engine and cabinets have to be
installed according to the rules of electromagnetic compatibility (for ex-
ample, IEC 60446). Control cables and power cables have to be routed in
separate cable ducts.
▪ The cables for the connection of sensors and actuators which are not
mounted on the engine are not included in the scope of supply of MAN
Energy Solutions. Shielded cables have to be used for the cabling of
sensors. For electrical noise protection, an electric ground connection
must be made from the cabinets to the ship's hull.
▪ All cabling between the cabinets and the controlled device is scope of
customer supply.
▪ The cabinets are equipped with spring loaded terminal clamps. All wiring
to external systems should be carried out without conductor sleeves.
▪ The redundant CAN cables are MAN Energy Solutions scope of supply.
Maximum cable lengths Connection Max. cable
length
Cables between engine and Interface Cabinet ≤ 45 m

MODBUS cable between Interface Cabinet and superordinate automa- ≤ 100 m

tion system (only for Ethernet)

Cable between Interface Cabinet and Remote Operating Panel ≤ 100 m

2024-09-16 - 8.5

Installation works ▪ During the installation period, the customer has to protect the cabinets
against water, dust, and fire. It is not permissible to do any welding near
3 Engine automation

the cabinets. The cabinets to be fixed to the floor by screws.

▪ If it is inevitable to do welding near the cabinets, the cabinets and panels
have to be protected against heat, electric current, and electromagnetic
influences. To guarantee protection against current, the cabling must be
disconnected from the affected components.
▪ The installation of other components inside the cabinets is only
permissible after approval by the responsible project manager of MAN En-
ergy Solutions.

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Sensors

3.9 Engine-located measuring and control devices

The sensor 1TE3165 “HTCW Temp After Mixing Point” (double PT1000)
measures the HT-CW temperature after the mixing point.
The sensor 1TE4165 “LTCW Temp After Control Valve” (double PT000) meas-
ures the LT-CW temperature after the control valve.
The sensor 1TE6000 “Ambient Air Temp” (double PT1000) measures the tem-
perature of the (outdoor) ambient air. The temperature of the ambient air will
typically differ from that in the engine room.

Installation of sensor 1TE6000 „Ambient Air Temp”

The sensor may be installed in the ventilation duct of the fan blowing the (out-
door) ambient air into the engine room. Ensure to keep the sensor away from
the influence of heat sources or radiation. The image below shows two op-
tions of installing the sensors correctly:

Figure 97: Possible locations for installing the sensor 1TE6000

1 Hole drilled into the duct of the en- 2 Self-designed holder in front of the
gine room ventilation. Sensor meas- duct.
uring the temperature of the air-
stream.

Note:
The sensor 1TE6100 “Intake Air Temp” is not suitable for this purpose.
2024-09-16 - 8.5

3 Engine automation

3.9 Engine-located measuring and control devices

Exemplary list for project planning
No. Measuring point Description Function Measuring Location Connected to Depending
Range on option
Speed pickups

1 1SE1004A/B1) speed pickup tur- indication, - turbochar- Control Module/ -

bocharger speed supervision ger Safety

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No. Measuring point Description Function Measuring Location Connected to Depending

3.9 Engine-located measuring and control devices

Range on option
2 1SE1005 speed pickup engine camshaft 0–900 rpm/ camshaft Control Module/ -
speed speed and 0–1,800 Hz drive wheel Engine Control
position in-
put for CR

3 2SE1005 speed pickup engine camshaft 0–900 rpm/ camshaft Control Module/ -
speed speed and 0–1,800 Hz drive wheel Safety
position in-
put for CR

Start and stop of engine

4 1SSV1011 solenoid valve engine actuated - engine Control Module/ -

start during en- Engine Control
gine start
and slow
turn

5 1HZ1012 push-button manual manual - engine Gateway Com- -

emergency stop from emergency munication Mod-
LOP stop from ule
LOP

6 2HZ1012 push-button manual manual - engine Gateway Com- -

emergency stop from emergency munication Mod-
ROP stop from ule
ROP

7 3HZ1012 push-button manual manual - engine Gateway Com- -

emergency stop from emergency munication Mod-
WH stop from ule
wheel-
house

8 4HZ1012 push-button manual manual - engine Gateway Com- -

emergency stop from emergency munication Mod-
IC stop from ule
Interface
Cabinet

9 1XSV1015 solenoid valve enable enables rail - engine Control Module/ -

rail flushing flushing Engine Control

Variable Valve Timing

10 1EM1024A/B1) electric motor VVT Variable - engine Interface Cab- Variable

2024-09-16 - 8.5

setting row A Valve Tim- inet / Engine En- Valve Tim-

3 Engine automation

ing vironment Cab- ing

inet

11 1GOS1024A/ limit switch VVT part feedback - engine Extension Unit Variable
B1) load position row A VVT part Valve Tim-
load posi- ing
tion
reached

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No. Measuring point Description Function Measuring Location Connected to Depending

3.9 Engine-located measuring and control devices

Range on option
12 2GOS1024A/ limit switch VVT full feedback - engine Extension Unit Variable
B1) load position row A VVT full Valve Tim-
load posi- ing
tion
reached

13 3GOS1024A/ limit switch VVT part feedback - engine Extension Unit Variable
B1) load position row A VVT part Valve Tim-
load posi- ing
tion
reached

14 4GOS1024A/ limit switch VVT full feedback - engine Extension Unit Variable
B1) load position row A VVT full Valve Tim-
load posi- ing
tion
reached

Charge air bypass

15 1XSV1030 solenoid valve charge blow by - engine Control Module/ charge air
air bypass flap while part- Engine Control bypass
load or low
speed

Charge air blow-off

16 1XCV1031A/ control valve charge charge air - engine Control Module/ charge air
B1) air blow off flap A/B blow off at Engine Control blow off
low suction
air temper-
ature

Main bearings

17 1TE1063 temp sensor, main indication, 0–120°C engine Control Modules main bear-
bearing GDS alarm, en- ing temp
gine pro- monitoring
tection

18 xTE1064 double temp sensors, indication, 0–120°C engine Control Modules main bear-
main bearings alarm, en- ing temp
gine pro- monitoring
tection

Turning gear
2024-09-16 - 8.5

3 Engine automation

19 1GOS1070 limit switch turning indication - engine Control Module/ -

gear engaged and start Engine Control
blocking

Slow turn

20 1SSV1075 solenoid valve for Integrated - engine Control Module/ slow turn
slow turn in com- Engine Control
pressed air
starter

Jet assist

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No. Measuring point Description Function Measuring Location Connected to Depending

3.9 Engine-located measuring and control devices

Range on option
21 1SSV1080 solenoid valve for jet turbochar- - engine Control Module/ jet assist
assist ger accel- Engine Control
eration by
jet assist

Lube oil system

22 1PT2170 pressure transmitter, alarm at 0–10 bar engine Control Module/ -

lube oil pressure en- low lube oil Engine Control
gine inlet pressure

23 2PT2170 pressure transmitter, auto shut- 0–10 bar Local Op- Control Module/ -
lube oil pressure en- down at erating Safety
gine inlet low pres- Panel
sure

24 1TE2170 double temp sensor, alarm at 0–120°C engine Control Modules -

lube oil temp engine high temp
inlet

25 1PT2310 pressure transmitter, alarm at 0–100 mbar engine Control Modules -

lube oil press. Frame low lube oil
tank-1 pressure

26 2PT2310 pressure transmitter, alarm at 0–100 mbar engine Control Modules -

lube oil press. Frame low lube oil
tank-2 pressure

27 1EM2475 electric motor, valve valve seat - engine - valve seat

seat lubrication pump lubrication lubrication
supervision

28 1PT2570A/B1) pressure transmitter, alarm at 0–6 bar engine Control Module/ -

lube oil pressure tur- low lube oil Engine Control
bocharger inlet pressure

29 2PT2570A/B1) pressure transmitter, auto shut- 0–6 bar engine Control Module/ -
lube oil pressure tur- down at Safety
bocharger inlet low lube oil
pressure

30 1TE2580A/B1) double temp sensor, alarm at 0–120°C engine Control Modules -

lube oil temp tur- high temp
bocharger drain

Oil mist detection

2024-09-16 - 8.5

31 1QTIA2870 oil mist detector, oil oil mist su- - engine - oil mist de-
3 Engine automation

mist concentration in pervision tection

crankcase

Splash oil

32 xTE2880 double temp sensors, splash oil 0–120°C engine Control Modules -
splash oil temp rod supervision
bearings

Cooling water systems

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 MAN Energy Solutions 3

No. Measuring point Description Function Measuring Location Connected to Depending

3.9 Engine-located measuring and control devices

Range on option
33 1TE3165 Double temp sensor alarm, in- 0–120°C engine Control Module/ -
HT cooling water dication Engine Control
temp after mixing
point

34 1TE3168 double temp sensor for EDS 0–120°C engine Control Module/ -
HT water temp visualisa- Engine Control
charge air cooler inlet tion and
control of
preheater
valve

35 1PT3170 pressure transmitter, alarm at 0–6 bar engine Control Module/ -

HT cooling water low pres- Engine Control
pressure engine inlet sure

36 2PT3170 pressure transmitter, detection 0–6 bar engine Control Module/ -

HT cooling water of low Engine Control
pressure engine inlet cooling
water pres-
sure

37 1TE3170 double temp sensor, alarm, in- 0–120°C engine Control Modules -
HTCW temp engine dication
inlet

38 1TE3180 temp sensor, HT wa- alarm, in- 0–120°C engine Control Modules -
ter temp engine outlet dication

39 1TE3470 double temp sensor, alarm at 0–120°C engine Control Modules -

nozzle cooling water high cool-
temp engine inlet ing water
temp

40 1PT3470 pressure transmitter, detection 0–10 bar engine Control Module/ -

nozzle cooling water of low Engine Control
pressure 1 cooling
water pres-
sure

41 2PT3470 pressure transmitter, detection 0–10 bar engine Control Module/ -

nozzle cooling water of low Engine Control
pressure 2 cooling
water pres-
sure
2024-09-16 - 8.5

3 Engine automation

42 1TE4165 Double temp sensor alarm, in- 0–120°C engine Control Module/ -
LT cooling water dication Engine Control
temp after control
valve

43 1TE4170 temp sensor, LT alarm at 0–120°C engine Control Modules -

cooling water temp high cool-
CA cooler inlet ing water
temp

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No. Measuring point Description Function Measuring Location Connected to Depending

3.9 Engine-located measuring and control devices

Range on option
44 1PT4170 pressure transmitter, alarm at 0–6 bar engine Control Module/ -
LT water pressure low cooling Engine Control
charge air cooler inlet water pres-
sure

45 2PT4170 pressure transmitter, alarm at 0–6 bar engine Control Unit -

LT water pressure low cooling
charge air cooler inlet water pres-
sure

Fuel system

46 1PT5070 pressure transmitter, remote in- 0–16 bar engine Control Module/ -
fuel pressure engine dication Engine Control
inlet and alarm

47 2PT5070 pressure transmitter, remote in- 0–16 bar engine Control Module/ -
fuel pressure engine dication Safety
inlet and alarm

48 1TE5070 double temp sensor, alarm at 0–200°C engine Control Modules -

fuel temp engine inlet high temp
in MDO-
mode and
for EDS
use

49 xFCV5075A/ suction throttle valves volume - engine Injection Mod- -

B1) row A/B control of ule /CR
low-pres-
sure fuel

50 1LS5076A/B1) level switch fuel pipe high-pres- 0–2,000 bar engine Control Unit -
break leakage sure fuel
system
leakage
detection

51 1PT5076A/B1) rail pressure sensors pressure of 0–2,000 bar engine Injection Mod- -
1-row A/B high-pres- ule /CR
sure fuel
system
common
rail
2024-09-16 - 8.5

52 2PT5076A/B1) rail pressure sensors pressure of 0–2,000 bar engine Injection Mod- -
3 Engine automation

2-row A/B high-pres- ule /CR

sure fuel
system
common
rail

53 xLS5077A/B1) level switch rail seg- rail leakage - engine Extension Unit -
ment detection
1– 5A/B

54 xFSV5078A/ valve group for fuel fuel injec- - engine Injection Mod- -
B1) injection tion ule /CR

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No. Measuring point Description Function Measuring Location Connected to Depending

3.9 Engine-located measuring and control devices

Range on option
55 1FSV5080A/ flushing valve unloading - engine emergency stop -
B1) of common valve 1SZV1012
rail high-
pressure
fuel system
A

56 1LS5080A/B1) level switch pump- alarm at - fuel leak- Control Module/ -

and nozzle leakage high level age monit- Engine Control
row A/B oring tank
FSH-001

57 2LS5080A/B1) level switch dirty oil alarm at - pump bank Extension Unit -
leakage pump bank high level leakage
CS row A/B monitoring
CS

58 3LS5080A/B1) level switch dirty oil alarm at - pump bank Extension Unit -
leakage pump bank high level leakage
CCS row A/B monitoring
CCS

59 1TE5080A/B1) double temp sensor, remote in- 0–200°C engine Extension Unit -
fuel temp after flush- dication
ing valve, row A/B and alarm

60 1TE5081A/B1) double temp sensor, remote in- 0–200°C engine Extension Unit -
fuel temp after safety dication
valve, row A/B and alarm

61 1PZV5081 pressure relief valve mechanical - engine - -

limitation of
rail pres-
sure

Charge air system

62 1TE6000 temp sensor, ambient Temperat- -50–80°C ventilation Control Module/ -

air temp ure of the duct of the Engine Control
(outdoor) fan blowing
ambient air

63 1PT6100A/ B1) pressure transmitter, for EDS –20 – +20 intake air Control Module/ -
intake air pressure visualisa- mbar duct after Engine Control
tion filter
2024-09-16 - 8.5

64 1TE6100A/ B1) double temp sensor, temp input -50–80°C intake air Control Module/ -
3 Engine automation

intake air temp for charge duct after Engine Control

air blow-off filter
and EDS
visualisa-
tion

65 1TE6170A/B1) double temp sensor, for EDS 0–300°C engine Control Modules -
charge air temp visualisa-
charge air cooler A/B tion
inlet

MAN 32/44CR IMO Tier II, Project Guide – Marine 259 (523)
3 MAN Energy Solutions

No. Measuring point Description Function Measuring Location Connected to Depending

3.9 Engine-located measuring and control devices

Range on option
66 1PT6180A/B1) pressure transmitter, engine 0–6 bar engine Control Module/ -
charge air pressure control Engine Control
before cylinders row
A/B

67 2PT6180A/B1) pressure transmitter, engine 0–6 bar engine Control Module/ -

charge air pressure control Safety
before cylinders row
A/B

68 1TE6180A/B1) double temp sensor, alarm at 0–120°C engine Control Modules -

charge air temp after high temp
charge air cooler A/B

Exhaust gas system

69 xTE6570A/B1) double temp sensor, indication, 0–800°C engine Control Modules -

exhaust gas temp alarm, en-
cylinders A/B gine pro-
tection

70 1TE6575A/B1) double temp sensor, indication, 0–800°C engine Control Modules -

exhaust gas temp alarm, en-
before turbocharger gine pro-
A/B tection

71 1TE6580A/B1) double temp sensor, indication 0–800°C engine Control Modules -

exhaust gas temp
after turbocharger A/
B

Control air, start air, stop air

72 1PT7170 pressure transmitter, engine 0–40 bar engine Control Module/ -

starting air pressure control, re- Engine Control
mote indic-
ation

73 2PT7170 pressure transmitter, engine 0–40 bar engine Control Module/ -

starting air pressure control, re- Safety
mote indic-
ation

74 1PT7400 pressure transmitter, remote in- 0–10 bar engine Control Module/ -
control air pressure dication Engine Control
2024-09-16 - 8.5

1)
A-sensors: All engines; B-sensors: V engines only.
3 Engine automation

Table 134: List of engine-located measuring and control devices

260 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 4

4 Specification for engine supplies

engines
4.1 Explanatory notes for operating supplies – Diesel
4.1 Explanatory notes for operating supplies – Diesel engines
Temperatures and pressures stated in section Planning data, Page 93 must
be considered.

4.1.1 Lube oil

Selection of the lube oil must be in accordance with the relevant sections.
The lube oil must always match the worst fuel oil quality.
A base number (BN) that is too low is critical due to the risk of corrosion.
A base number that is too high, could lead to deposits/sedimentation.

4.1.2 Fuel
The quality of the fuel specified in the relevant sections must be ensured.

Engine operation with DM-grade fuel according to ISO 8217, viscosity ≥

2 cSt at 40 °C
A) Short-term operation, Engines that are normally operated with heavy fuel, can also be operated with
max. 72 hours DM-grade fuel for short periods.
Boundary conditions:
▪ DM-grade fuel in accordance with stated specifications and a viscosity of
≥ 2 cSt at 40 °C.
▪ MGO-operation maximum 72 hours within a two-week period (cumulative
with distribution as required).
▪ Fuel oil cooler switched on and fuel oil temperature before engine
≤ 45 °C. In general, the minimum viscosity before engine of 1.9 cSt must
not be undershoot!
B) Long-term (> 72 h) or For long-term (> 72 h) or continuous operation with DM-grade fuel special en- 4 Specification for engine supplies
continuous operation gine- and plant-related planning prerequisites must be set and special actions
are necessary during operation.
Following features are required on engine side:
▪ Valve seat lubrication with possibility to be turned off and on manually.
2024-09-16 - 8.5

Following features are required on plant side:

▪ Layout of fuel system to be adapted for low-viscosity fuel (capacity and
design of fuel supply and booster pump).
▪ Cooler layout in fuel system for a fuel oil temperature before engine of
≤ 45 °C (min. permissible viscosity before engine 1.9 cSt).
▪ Nozzle cooling system with possibility to be turned off and on during en-
gine operation.
Boundary conditions for operation:
▪ Fuel in accordance with MGO (DMA, DFA) and a viscosity of ≥ 2 cSt at
40°C.

MAN 32/44CR IMO Tier II, Project Guide – Marine 261 (523)
4 MAN Energy Solutions

▪ Fuel oil cooler activated and fuel oil temperature before engine ≤ 45°C. In
general the minimum viscosity before engine of 1.9 cSt must not be un-
engines
4.1 Explanatory notes for operating supplies – Diesel

dershoot!
▪ Valve seat lubrication turned on.
▪ Nozzle cooling system switched off.
Continuous operation with MGO (DMA, DFA):
▪ Lube oil for diesel operation (BN10-BN16) has to be used.

Operation with heavy fuel oil of a sulphur content of < 1.5 %

Previous experience with stationary engines using heavy fuel of a low sulphur
content does not show any restriction in the utilisation of these fuels, provided
that the combustion properties are not affected negatively.
This may well change if in the future new methods are developed to produce
low sulphur-containing heavy fuels.
If it is intended to run continuously with low sulphur-containing heavy fuel,
lube oil with a low BN (BN30) has to be used. This is required, in spite of ex-
periences that engines have been proven to be very robust with regard to the
continuous usage of the standard lube oil (BN40) for this purpose.

Instruction for minimum admissible fuel temperature

▪ In general the minimum viscosity before engine of 1.9 cSt must not be un-
dershoot.
▪ The fuel specific characteristic values “pour point” and “cold filter plugging
point” have to be observed to ensure pumpability respectively filterability
of the fuel oil.
▪ Fuel temperatures of approximately minus 10 °C and less have to be
avoided, due to temporarily embrittlement of seals used in the engines
fuel oil system and as a result their possibly loss of function.

Operation with FAME (Fatty acid methyl ester) additives 7% to 100% or with
operation with synthetic fuels (DIN EN 15940)
Note the specification and special remarks in paragraph Synthetic fuels (DIN
EN 15940) and paragraphs FAME (fatty acid methyl ester) additive of 0.5 to
4 Specification for engine supplies

7%, FAME (fatty acid methyl ester) additive up to max. 7% and FAME (fatty
acid methyl ester) additive up to max. 100%.

4.1.3 Nozzle cooling

The quality of the engine cooling water required in relevant section has to be
ensured.
2024-09-16 - 8.5

Nozzle cooling system activation

Kind of fuel Activated
MGO (DMA, DFA) No, see section Fuel, Page 261

MDO (DMB, DFB) No

HFO Yes
Table 135: Nozzle cooling system activation

262 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 4

4.2 Specification of lubricating oil (SAE 40) for opera-

tion with DMA/DMB, DFA, DFB
4.1.4 Intake air
The quality of the intake air as stated in the relevant sections has to be en-
sured.

4.2 Specification of lubricating oil (SAE 40) for operation with DMA/DMB, DFA, DFB

General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently in-
crease 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 lubric-
ating oils contain additives that, amongst other things, ensure dirt absorption
capability, cleaning of the engine and the neutralisation of acidic combustion
products.
Only lubricating oils that have been approved by MAN Energy Solutions may
be used. These are listed under [Link]

Specifications
Doped lube oils (HD oils) The base oil which has been mixed with additives (doped lube oil) must have
the following properties:
Additives The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
The ash must be soft. If this prerequisite is not met, it is likely the rate of de-
position 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 mechan-
ical 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 4 Specification for engine supplies
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 neutralization capacity (DIN ISO 3771) must be high enough to neutralize
2024-09-16 - 8.5

the acidic products formed during combustion. The reaction time of the addit-
ives must be adapted to the process in the combustion chamber.
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.

MAN 32/44CR IMO Tier II, Project Guide – Marine 263 (523)
4 MAN Energy Solutions

Lubricating oil selection

4.2 Specification of lubricating oil (SAE 40) for opera-
tion with DMA/DMB, DFA, DFB

Engine SAE class

16/24, 21/31, 27/38, 23/30, 28/32, 32/40, 32/44, 35/44DF, 40/54, 40
45/60, 48/60, 58/64, 51/60DF
Table 136: Viscosity (SAE class) of lubricating oils

Doped oil quality Exclusively lube oils approved by MAN Energy Solutions must be used. Lube
oils according to the military specification O-278 can be used if they are in-
cluded in the current list of approved lube oils under [Link]
[Link]/lubrication.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lube oil should contain. If marine diesel oil with a high
sulfur content of 1.0 up to 1.5 weight % is used, a base number (BN) of ap-
prox. 20 should be selected. However, the operating results that ensure the
most efficient engine operation ultimately determine the additive content.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylinder
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.
Oil for mechanical/hydraulic Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers
speed governors 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 applied for these oils is NATO 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 re-
commend using synthetic oil such as Castrol Alphasyn HG150.
Lube oil additives It is not permissible to use any other additives in conjunction with the lube oil
or to mix oils of different brands (oils from different manufacturers and differ-
ent brands of the same manufacturer) since this can reduce the effectiveness
4 Specification for engine supplies

of already existing additives, which have been carefully matched to one an-
other and the base oil.
Selection of lube oils/war- Most oil manufacturers are in close, permanent contact with engine manufac-
ranty turers and can therefore specify which oil from their own product line is ap-
proved by the engine manufacturer for the specific application. Irrespective of
this information, the lube oil manufacturers are liable for the quality and prop-
2024-09-16 - 8.5

erties of their products. If you have any questions, we would be more than
happy to provide you with additional information.
The list of the currently approved lubricating oils is available at [Link]
[Link]/lubrication.
Oil during operation There are no prescribed oil change intervals for MAN Energy Solutions me-
dium speed engines. The oil properties must be analysed monthly. The oil
must therefore be suitable for the intended purpose and meet the defined limit
values as per the table. If this is the case, the oil can continue to be used. See
table Limit values for used lube oil.
The quality can only be maintained if it is purified via a separator or an other-
wise suitable device.

264 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 4

Tests

fuel operation (HFO)

4.3 Specification of lubricating oil (SAE 40) for residual
A monthly analysis of lube oil samples is mandatory for safe engine operation.
We can analyse samples for customers in the MAN Energy Solutions
PrimeServLab.
Note:
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.
Limit value Procedure
Viscosity at 40 °C 110–220 mm²/s ASTM D7042, ASTM D445,
DIN EN 16896 or ISO 3104

Base number (BN) at least 50 % of fresh oil ISO 3771

Flash point (PM) at least 185 °C ISO 2719

Water content max. 0.2 % (max. 0.5 % for brief periods) DIN 51777 or ASTM D6304

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

Metal content dependent on engine type and operating –

conditions

Guide value only

Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm ASTM D5185 or DIN 51399-1
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 137: Limit values for used lube oil

4.3 Specification of lubricating oil (SAE 40) for residual fuel operation (HFO)

General
The specific output achieved by modern diesel engines combined with the 4 Specification for engine supplies
use of fuels that satisfy the quality requirements more and more frequently in-
crease 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. Lub-
2024-09-16 - 8.5

ricating oils of medium alkalinity contain additives that, in addition to other

properties, ensure a higher neutralization reserve than with fully compounded
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 ac-
cordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Energy Solutions may
be used.
The list of the currently approved lubricating oils is available at [Link]
[Link]/lubrication.

MAN 32/44CR IMO Tier II, Project Guide – Marine 265 (523)
4 MAN Energy Solutions

Specifications
fuel operation (HFO)
4.3 Specification of lubricating oil (SAE 40) for residual

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 paraffins,
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

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50

Insoluble n-heptane Weight % ASTM D 4055 < 0.2

or DIN 51592

Evaporation loss Weight % - <2

Table 138: Target values for base oils

Medium alkalinity lubricat- The prepared oil (base oil with additives) must have the following properties:
ing oil
Additives The additives must be dissolved in oil and their composition must ensure that
as little ash as possible is left over after combustion, even if the engine is pro-
visionally operated with distillate fuel.
The ash must be soft. If this prerequisite is not met, it is likely the rate of de-
position 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 mechan-
ical wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
4 Specification for engine supplies

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.
2024-09-16 - 8.5

Neutralisation capability The neutralization capacity (DIN ISO 3771) must be high enough to neutralize
the acidic products formed during combustion. The reaction time of the addit-
ives must be adapted to the process in the combustion chamber.
For tips on selecting the base number, refer to the table entitled Base number
to be used for various operating conditions, Page 267.
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.

266 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 4

Lube oil selection

fuel operation (HFO)

4.3 Specification of lubricating oil (SAE 40) for residual
Engine SAE class
16/24, 21/31, 27/38, 23/30, 28/32, 32/40, 32/44, 35/44DF, 40/54, 40
45/60, 48/60, 58/64, 51/60DF
Table 139: Viscosity (SAE class) of lubricating oils

Neutralisation properties At the present level of knowledge, an interrelation between the expected op-
(BN) erating conditions and the BN number can be established. However, the op-
erating results are still the overriding factor in determining which BN number
provides the most efficient engine operation.
Table Base number to be used for various operating conditions, Page 267 in-
dicates the relationship between the anticipated operating conditions and the
BN number.
Approx. BN Engines/operating conditions
of fresh oil
(mg KOH/g oil)
20 Marine diesel oil (MDO) of a lower quality and with a high sulphur content or residual fuel with a
sulphur content of less than 0.50%

30 generally 16/24, 21/31, 23/30, 28/32 under normal operating conditions.

For engines 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and 51/60DF oper-
ating with 100% HFO with a sulphur content < 1.5% only.

40 Under unfavourable operating conditions and where the corresponding requirements for the oil
service life and cleaning capacity exist, 16/24, 21/31, 23/30 and 28/32.
In general 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and 51/60DF for op-
eration with residual fuel, provided 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 140: 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 low-sulphur content must be used in environ-
mentally-sensitive areas (e.g. SECA). Fuels with higher sulphur content may
be used outside SECA zones. In this case, the BN number of the lube oil se- 4 Specification for engine supplies
lected must satisfy the requirements for operation using fuel with high-sulphur
content. A lube oil with low BN number may only be selected if fuel with a low
sulphur content is used exclusively during operation.
However, the practical results demonstrate that the most efficient engine op-
eration is the factor ultimately determining the permitted additive content.
2024-09-16 - 8.5

Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylinder
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.
Oil for mechanical/hydraulic Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers
speed governors 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 applied for these oils is NATO O-236.

MAN 32/44CR IMO Tier II, Project Guide – Marine 267 (523)
4 MAN Energy Solutions

Experience with the drive engine L27/38 has shown that the operating tem-
fuel operation (HFO)
4.3 Specification of lubricating oil (SAE 40) for residual

perature of the Woodward controller UG10MAS and corresponding actuator

for UG723+ can reach temperatures higher than 93 °C. In these cases, we re-
commend using synthetic oil such as Castrol Alphasyn HG150.
Hydraulic oil for engines Hydraulic oil HLP 46 (DIN 51502) or ISO VG 46 (DIN 51519) must be used ac-
with VVT controller cording to the specification DIN 51524-2. Mixing hydraulic oils from different
manufacturers is not permitted.
Lube oil additives It is not permissible to use any other additives in conjunction with the lube oil
or to mix oils of different brands (oils from different manufacturers and differ-
ent brands of the same manufacturer) since this can reduce the effectiveness
of already existing additives, which have been carefully matched to one an-
other and the base oil.
Oil during operation There are no prescribed oil change intervals for MAN Energy Solutions me-
dium speed engines. The oil properties must be analysed monthly. The oil
must therefore be suitable for the intended purpose and meet the defined limit
values as per the table. If this is the case, the oil can continue to be used. See
table Limit values for used lube oil.
The quality can only be maintained if it is purified via a separator or an other-
wise suitable device.
Temporary operation with Due to current and future emissions regulations, the use of residual fuel in
distillate fuel designated areas is not possible. Instead of this, a low-sulphur diesel fuel
must be used in these areas.
If the duration of the operation with low-sulphur diesel fuel is limited to less
than 1,000 h, a lubricating oil that is intended for residual fuel operation (BN
30–55 mg KOH/g) can continue to be used during this time.
If the temporary operation with low-sulphur diesel fuel lasts longer than
1,000 h and is then operated with residual fuel again after that, a lubricating oil
with a BN of 20 must be used. If the BN 20 lubricating oil is from the same
manufacturer as the lubricating oil used in the HFO operation with high BN (40
or 50), no oil change is required for the switch. It is sufficient to use BN 20 oil
to top up the used lubricating oil.
If you want to use residual fuel again, you must switch back in good time to a
lubricating oil with a higher BN (30–55). If the lubricating oil with the higher BN
is from the same manufacturer as the BN 20, the switch can also be made
4 Specification for engine supplies

without changing oil. To do this, approx. 2 weeks before operating again with
residual fuel, use the lubricating oil with the higher BN (30–55) to top up the
consumed lubricating oil.
Limit value Procedure
Viscosity at 40 °C 110–220 mm²/s ASTM D7042, ASTM D445,
2024-09-16 - 8.5

DIN EN 16896 or ISO 3104

Base number (BN) at least 50 % of fresh oil ISO 3771

Flash point (PM) at least 185 °C ISO 2719

Water content max. 0.2 % (max. 0.5 % for brief periods) DIN 51777 or ASTM D6304

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

Metal content dependent on engine type and operating –

conditions

268 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 4

Limit value Procedure

4.4 Diesel fuel (DMA, DFA) specification

Guide value only
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm ASTM D5185 or DIN 51399-1
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 141: Limit values for used lube oil

Tests
A monthly analysis of lube oil samples is mandatory for safe engine operation.
We can analyse samples for customers in the MAN Energy Solutions
PrimeServLab.
Note:
MAN Energy Solutions does not assume liability for problems that occur when
using these oils.

4.4 Diesel fuel (DMA, DFA) specification

General information
Diesel fuel is a middle distillate refined from crude oil. It is also referred to as:
gas oil, marine gas oil (MGO), DMA, DFA, diesel oil. It should not contain any
residue from crude oil refining.

Selection of suitable fuel

Unsuitable or adulterated fuel generally results in a shortening of the service
life of engine parts/components, damage to these and to catastrophic engine
failure. It is therefore important to select the fuel with care in terms of its suit-
ability for the engine and the intended application. Through its combustion,
the fuel influences the emissions behaviour of the engine.

Specifications and approvals (DMA)

4 Specification for engine supplies
The fuel quality varies regionally and depends on climatic conditions. All re-
quirements from ISO 8217:2024 apply
The following values must be maintained at the engine inlet:
Property Unit Limit value1) Standard2)
2024-09-16 - 8.5

Appearance - - Clear, bright and visually

free from visible
contamination

Kinematic viscosity at 40° C3) mm2/s Max. 6.0 ISO 3104, ASTM D7042, ASTM D445,
Min. 2.0 DIN EN 16896

Density at 15°C kg/m3 Max. 890.0 ISO 3675, ISO 12185

Min. 820.0

Water content % (m/m) Max. 0.02 DIN 51777, DIN EN 12937,

ASTM D6304

MAN 32/44CR IMO Tier II, Project Guide – Marine 269 (523)
4 MAN Energy Solutions

Property Unit Limit value1) Standard2)

4.4 Diesel fuel (DMA, DFA) specification

Cetane number Min. 40 EN ISO 5165, IP541, EN 15195,

EN 16715, EN 17155

Sulphur content4) % (m/m) Max. 1.0 ISO 8754, ISO 14596, ASTM D4294,
DIN 51400-10

Flashpoint5) °C Min. 60.0 ISO 2719

Acid number mg KOH/g Max. 0.5 ASTM D664

Carbon residue6) % (m/m) Max. 0.30 ISO 10370

Ash content % (m/m) Max. 0.010 ISO 6245

Lubricity (WSD) μm Max. 520 ISO 12156-1, ASTM D6079

Corrosion effect on copper Class Max. 1 EN ISO 2160

Hydrogen sulphide mg/kg Max. 2.0 IP 570

7)
FAME -content % (V/V) Max. 0.5 ASTM D7963, IP 579, DIN EN 14078

Oxidation stability g/m3 Min. 25 EN ISO 12205

8)
Sediment content % (m/m) Max. 0.01 ISO 10307-1

CFPP °C 10°C below the DIN EN 116, IP 309, IP 612

lowest temperat-
ure in the fuel sys-
tem

Pour Point9) winter grade °C Max. -6 ISO 3016

Pour Point9) summer grade °C Max. 0 ISO 3016

Na, K, Ca, P, Cu, Zn, Si mg/kg Max. free from DIN EN 16476
Table 142: Requirements for diesel fuel (DMA)

Remarks:
1)
The fuel must be suitable for the intended application. It must not contain any sub-
stance in a concentration that causes additional air pollution, is harmful for personnel,
jeopardises ship safety and/or has an adverse effect on machine performance. The
4 Specification for engine supplies

fuel must be free from non-ferrous metals according to DIN EN 16476. The fuel must
not contain any waste oil.
2)
Always refer to the currently applicable edition.
3)
Specific requirements of the injection system must be taken into account
4)
Independent of the maximum permissible sulphur content, local laws and regula-
2024-09-16 - 8.5

tions must be adhered to

5)
Additional requirements (e.g. SOLAS) must be observed. Applicable laws must be
adhered to.
6)
Determined at 10 % distillation residue
7)
The FAME must either be in accordance with EN 14214 or with ASTM D6751 as
well as with increased oxidation stability of at least 8 hours (EN 15751). For informa-
tion on using a fuel with more than 0.5 % FAME, see paragraph Diesel fuel (DMA,
DFA) specification, Page 272
8)
If the sample is not clear and bright, complete sedimentation through hot filtration
and the determination of water content is required

270 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 4

9)
10°C below the lowest temperature in the fuel system

4.4 Diesel fuel (DMA, DFA) specification

The following fuels are approved for use if the fuel complies with table Re-
quirements for diesel fuel (DMA), Page 269:
▪ Classes ISO F-DMA & DMZ according to ISO 8217:2024
▪ Diesel fuel as per EN 590:2022 with additional requirement regarding
flashpoint > 60 °C in SOLAS regulated areas
▪ Diesel fuel no. 2-D as per ASTM D975-21 with additional requirement re-
garding flashpoint > 60 °C in SOLAS regulated areas
Please submit enquiries to MAN Energy Solutions for all fuels which do not
meet the abovementioned standards.

Viscosity
In order to ensure sufficient lubrication, a minimum level of viscosity must be
ensured at the fuel injection pump. The specified maximum temperature re-
quired to maintain a viscosity of more than 1.9 mm2/s upstream of the fuel in-
jection pump depends on the fuel viscosity. The temperature of the fuel up-
stream of the fuel injection pump must not exceed 45 °C in any case. The lub-
ricity requirement for the fuel upstream of the engine is a maximum of 520 μm
WSD in each case according to ISO 12156-1.

Military fuel specification

The fuels of type F-75 or F-76 as per NATO STANAG 1385 can be used if
they fully comply with the standards or limit values listed in the table Require-
ments of the diesel fuel (DMA) pursuant to ISO 8217:2024 and the minimum
permissible viscosity upstream of the injection pump with the corresponding
temperature is adhered to.

Synthetic fuels (DIN EN 15940)

When using synthetic fuels according to DIN EN 15940 with a density of less
than 820 kg/m2 at 15 °C, prior consultation with MAN Energy Solutions is re-
quired.
Synthetic fuels such as HVO, BTL, CTL, GTL according to DIN EN 15940, can
be produced from renewable electrical energy and CO2 or from the same ba-
sic material such as FAME fuels (vegetable oil, cooking oil, animal fat) but in a 4 Specification for engine supplies
completely different procedure. Synthetic fuels are produced by means of hy-
drogen treatment, with a fuel being generated which has a very similar chem-
ical structure to high-performance diesel fuel and consists of paraffinic hydro-
carbons. In contrast to fossil diesel fuel, synthetic fuel barely contains any aro-
matic components, which causes very good combustion properties.
2024-09-16 - 8.5

Although the energy content (per mass unit) is higher in comparison with fossil
diesel fuel, the volumetric energy content is lower due to the lower density
(typically approx. 780 kg/m³ at 15°C). This may lead to deviations in the spe-
cified engine output, operating behaviour, load application and emissions as
well as deviations in the specific fuel consumption.
The lubricity of synthetic fuels is relatively low. In order to meet fuel specifica-
tions (requirements on diesel fuel) and guarantee sufficient lubricity of the fuel,
the fuel supplier needs to add a lubricity additive or FAME.
The lower flashpoint limit is too low at a minimum of 55°C. The additional re-
quirement relating to flashpoint min. 60 °C in SOLAS regulated areas must be
observed.

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4 MAN Energy Solutions

We strongly advise against using a mixture of HFO and synthetic fuel (in ac-
4.4 Diesel fuel (DMA, DFA) specification

cordance with EN 15940). The reason is that the HFO contains asphaltenes,
which are held in solution by the aromatics contained in HFO. Synthetic fuel is
purely paraffinic (does not contain any aromatics) and therefore cannot hold
asphaltenes in solution. This means that when synthetic fuel is added to HFO,
these asphaltenes precipitate, deposits form or fuel filters become clogged or,
in the worst case scenario, the injection system fails.

FAME (fatty acid methyl ester) additive of 0.5 to 100% (DFA)

The following values must be maintained at the engine inlet:
Property Unit Limit value1) Standard2)
Appearance - - Clear, bright and visually
free from visible
contamination

Kinematic viscosity at 40° C3) mm2/s Max. 6.0 ISO 3104, ASTM D7042, ASTM D445,
Min. 2.0 DIN EN 16896

Density at 15°C kg/m3 Max. 890.0 ISO 3675, ISO 12185

Min. 820.0

Water content % (m/m) Max. 0.02 DIN 51777, DIN EN 12937,

ASTM D6304

Cetane number Min. 40 EN ISO 5165, IP541, EN 15195,

EN 16715, EN 17155

Sulphur content4) % (m/m) Max. 1.0 ISO 8754, ISO 14596, ASTM D4294,
DIN 51400-10

Flashpoint5) °C Min. 60.0 ISO 2719

Acid number mg KOH/g Max. 0.5 ASTM D664

Carbon residue6) % (m/m) Max. 0.30 ISO 10370

Ash content % (m/m) Max. 0.010 ISO 6245

Lubricity (WSD) μm Max. 520 ISO 12156-1, ASTM D6079

4 Specification for engine supplies

Corrosion effect on copper Class Max. 1 EN ISO 2160

Hydrogen sulphide mg/kg Max. 2.0 IP 570

FAME7)-content % (V/V) Min. 0.5 ASTM D7963, IP 579, DIN EN 14078

Oxidation stability h Min. 8 EN 15751

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Sediment content8) % (m/m) Max. 0.01 ISO 10307-1

CFPP °C 10°C below the DIN EN 116, IP 309, IP 612)

lowest temperat-
ure in the fuel sys-
tem

Pour Point9) winter grade °C Max. -6 ISO 3016

9)
Pour Point summer grade °C Max. 0 ISO 3016

Na, K, Ca, P, Cu, Zn, Si mg/kg Max. free from DIN EN 16476
Table 143: Requirements for diesel fuel (DMA)

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 MAN Energy Solutions 4

Remarks:

4.4 Diesel fuel (DMA, DFA) specification

1)
The fuel must be suitable for the intended application. It must not contain any sub-
stance in a concentration that causes additional air pollution, is harmful for personnel,
jeopardises ship safety and/or has an adverse effect on machine performance. The
fuel must be free from non-ferrous metals according to DIN EN 16476. The fuel must
not contain any waste oil.
2)
Always refer to the currently applicable edition.
3)
Specific requirements of the injection system must be taken into account
4)
Independent of the maximum permissible sulphur content, local laws and regula-
tions must be adhered to
5)
Additional requirements (e.g. SOLAS) must be observed. Applicable laws must be
adhered to.
6)
Determined at 10% distillation residue
7)
The FAME must either be in accordance with EN 14214 or with ASTM D6751 as
well as with increased oxidation stability of at least 8 hours (EN 15751).
8)
If the sample is not clear and bright, complete sedimentation through hot filtration
and the determination of water content is required
9)
10°C below the lowest temperature in the fuel system

When using DFA (FAME according to EN 14214 or ASTM D6751* or their

mixtures with DMA), prior consultation with MAN Energy Solutions is required.
In addition, the following should be observed:
▪ Due to the typically lower calorific value or energy content of FAME fuels
and their mixtures with DMA (DFA), it may result in deviations to the spe-
cified engine output, operating behaviour, load application, specific fuel
consumption and emissions.
▪ The sealing materials used must be suitable for DFA. NBR seals are not
suitable and must not be used.
▪ DFA tends to attract water. The risk of microbial growth is therefore in-
creased. For this reason, the water content needs to be kept as low as
possible. The maximum water content must not be exceeded. MAN En-
ergy Solutions recommends draining water from the fuel tank every day.
▪ Long standstill periods (e.g. emergency power units) must be avoided due 4 Specification for engine supplies
to microbial growth. To prevent damage, it is recommendable to only op-
erate applications with fuel which is free of FAME (DMA).
▪ The fuel reacts to air and this may lead to microbial growth. Ensure that
the atmospheric oxygen ventilation is kept to a minimum. A nitrogen buffer
is ideally installed in the fuel tank.
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▪ The entire fuel system must be purged with fuel which is free of FAME
(DMA) prior to longer standstill periods.
▪ If DFA is to be used with other fuels and mixing cannot be avoided, con-
tact your fuel supplier to ensure the compatibility of these fuels.
▪ It is recommended that wherever possible a heat tracing system is in-
stalled in the fuel supply system, in order to prevent deposits or blockage
of the lines.
▪ As DFA have a higher evaporation temperature than standard DMA qualit-
ies, these are enriched in lubricating oil. Regular analysis of all the lubricat-
ing oil is highly recommended. The lubricating oil needs to be replaced if a
FAME content of 12% is reached.

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4 MAN Energy Solutions

▪ DFA may cause a layer to form, such a phenomenon leads to increased

consumption of lubricating oil. If such an increase in lubricating oil con-
4.5 Marine diesel oil (DMB, DFB) specification

sumption values is detected, please contact your MAN PrimeServ depart-

ment.
▪ Fuels may cause harmful reactions with metals such as zinc or copper.
We highly recommend getting in contact with your tank and heating oil
system supplier.
▪ After switching to DFA, pay attention to the delta pressure indicators/
alarms of the filters, as the residues dissolved by DFA can clog the filters.
▪ In any case, it is the responsibility of the operating company to adhere to
the legal requirements (e.g. SOLAS) and agree on these with the relevant
authorities.
* as well as with increased oxidation stability of at least 8 hours (EN 15751)

Cold suitability
The cold suitability of the fuel is determined by the climatic requirements at
the place of installation. It is the responsibility of the operating company to
choose a fuel with sufficient cold suitability.
The cold suitability of a fuel may be determined and assessed using the fol-
lowing standards:
▪ Limit of filterability (CFPP) as per EN 116
▪ Pour point as per ISO 3016
▪ Cloud point as per EN 23015
To be able to draw a reliable conclusion, it is recommended to perform all
three stated procedures.

Analyses
Analysis of fuel samples is of great importance for safe engine operation. We
can analyse fuel for customers at the MAN Energy Solutions PrimeServLab
laboratory.
To guarantee the safety of the crew and to obtain a representative sample,
sampling must take place in accordance with valid MAN Energy Solutions op-
erating instructions.
4 Specification for engine supplies

4.5 Marine diesel oil (DMB, DFB) specification

General information
Marine diesel oil as a heavy distillate is available for marine applications only.
2024-09-16 - 8.5

Another name is: Marine diesel oil (MDO) It is made from crude oil and may
contain synthetic components (e.g. BtL, CtL, GtL and HVO). The fuel is
treated the same as residual fuel in the supply chain. This means that it is
possible for the fuel to be blended with high-viscosity residual fuel residue,
e.g. in a bunker vessel, and it might therefore contain residue from crude oil
processing. This can affect the properties of the fuel.

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Selection of suitable fuel

4.5 Marine diesel oil (DMB, DFB) specification

Unsuitable or adulterated fuel generally results in a shortening of the service
life of engine parts/components, damage to these and to catastrophic engine
failure. It is therefore important to select the fuel with care in terms of its suit-
ability for the engine and the intended application. Through its combustion,
the fuel influences the emissions behaviour of the engine.

Specifications and approvals

The fuel quality varies regionally and depends on climatic conditions. All re-
quirements from ISO 8217:2024 apply.
The following values must be maintained at the engine inlet:
Property Unit Limit value1) Standard2)
Appearance3) – – Free from con- visually
tamination

Kinematic viscosity at 40 °C4) mm2/s Max. 11.0 ISO 3104, ASTM D7042, ASTM D445,
Min. 2.0 DIN EN 16896

Density at 15°C kg/m3 Max. 900.0 ISO 3675, ISO 12185

Min. 820.0

Water content % (m/m) Max. 0.02 DIN 51777, DIN EN 12937,

ASTM D6304

Cetane number Min. 35 EN ISO 5165, IP541, EN 15195,

EN 16715, EN 17155

Sulphur content5) % (m/m) Max. 1.50 EN ISO 8754, EN ISO 14596,

ASTM D4294, DIN 51400-10

Flashpoint6) °C Min. 60.0 ISO 2719

Acid number mg KOH/g Max. 0.5 ASTM D664

Carbon residue % (m/m) Max. 0.30 ISO 10370

Ash content % (m/m) Max. 0.010 ISO 6245

Lubricity (WSD) μm Max. 520 ISO 12156-1, ASTM D6079

4 Specification for engine supplies
Corrosion effect on copper Class Max. 1 ISO 2160

Hydrogen sulphide mg/kg Max. 2.0 IP 570

FAME7)-content DMB % (V/V) Max. 0.5 ASTM D7963, IP 579, DIN EN 14078
7)
FAME -content DFB % (V/V) Max. 7.0 ASTM D7963, IP 579, DIN EN 14078
2024-09-16 - 8.5

Oxidation stability DMB g/m3 Min. 25 ISO 10307-1

8)
Oxidation stability DFB h Min. 8.0 ISO 10370

Na, K, Ca, P, Cu, Zn, Si mg/kg Max. free from DIN EN 16476
Table 144: Requirements for diesel fuel (DMB/DFB)

Remarks:

MAN 32/44CR IMO Tier II, Project Guide – Marine 275 (523)
4 MAN Energy Solutions

1)
The fuel must be suitable for the intended application. It must not contain any sub-
4.5 Marine diesel oil (DMB, DFB) specification

stance in a concentration that causes additional air pollution, is harmful for personnel,
jeopardises ship safety and/or has an adverse effect on machine performance. The
fuel must be free from non-ferrous metals according to DIN EN 16476. The fuel must
not contain any [Link].
2)
Always in relation to the currently applicable edition.
3)
Only possible with clear samples. If the sample is not clear or contains visible con-
tamination, the check must be completed mandatorily for the entire sediment.
4)
Specific requirements of the injection system must be taken into account
5)
Local laws and regulations must be observed independently of the maximum pos-
sible sulphur content.
6)
Additional requirements (e.g. SOLAS) must be observed. Applicable laws must be
adhered to.
7)
The FAME must either be in accordance with EN 14214 or with ASTM D6751 as
well as with increased oxidation stability of at least 8 hours (EN 15751).
8)
If there is more than 2% (V/V) FAME, an analysis as per EN15751 must additionally
be carried out.

Approved fuels
The following fuels are approved for use if the fuel complies with table Re-
quirements for diesel fuel (DMB/DFB), Page 275:
▪ Class ISO F-DMB according to ISO 8217:2024
▪ Class ISO F-DFB according to ISO 8217:2024 with additional requirement
regarding oxidation stability
Please submit enquiries to MAN Energy Solutions for all fuels which do not
meet the abovementioned standards.

Viscosity
In order to ensure sufficient lubrication, a minimum level of viscosity must be
ensured at the fuel injection pump. The specified maximum temperature re-
quired to maintain a viscosity of more than 1.9 mm2/s upstream of the fuel in-
4 Specification for engine supplies

jection pump depends on the fuel viscosity. The temperature of the fuel up-
stream of the fuel injection pump must not exceed 45 °C in any case. The lub-
ricity requirement for the fuel upstream of the engine is a maximum of 520 μm
WSD in each case according to ISO 12156-1.

Contamination
2024-09-16 - 8.5

We recommend installing a separator upstream of the fuel filter. Separation

temperature 40–50°C. Most solid particles (sand, corrosion and catalytic con-
verter fragments) and water can thus be removed and the cleaning intervals
for the filter elements can be significantly extended.

FAME (fatty acid methyl ester) additive up to max. 7%

Using fuels with biofuel admixture based on fatty acid methyl ester (FAME) of
max. 7 vol. % is possible.
The FAME must comply with the requirements stipulated in EN 14214 or
ASTM D6751.*

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 MAN Energy Solutions 4

It is the responsibility of the operating company that the fuel always complies

4.6 Residual fuel (HFO) specification

with all requirements in table Requirements for diesel fuel (DMB/DFB), Page
275.
Applications with longer standstill periods (e.g. emergency power units) can
be affected by fuel ageing. To prevent damage, it is recommendable to only
operate these applications with fuel which is free of FAME or to purge the en-
tire fuel system with fuel which is free of biodiesel prior to longer standstill
periods.
FAME blends typically contain a higher water content. This higher water con-
tent must be reduced by appropriate means in order to adhere to the max-
imum permissible water content at the engine inlet.
In any case, it is the responsibility of the operating company to adhere to the
legal requirements (e.g. SOLAS).
MAN Energy Solutions is not liable for damage caused to the engine or sub-
sequent damage resulting from this caused by FAME fuel blends.
* as well as with increased oxidation stability of at least 8 hours (EN 15751)

Cold suitability
The cold suitability of the fuel is determined by the climatic requirements at
the place of installation. It is the responsibility of the operating company to
choose a fuel with sufficient cold suitability.
The cold suitability of a fuel may be determined and assessed using the fol-
lowing standards:
▪ Limit of filterability (CFPP) as per EN 116
▪ Pour point as per ISO 3016
▪ Cloud point as per EN 23015
To be able to draw a reliable conclusion, it is recommended to perform all
three stated procedures.

Analyses
Analysis of fuel samples is of great importance for safe engine operation. We
can analyse fuel for customers at the MAN Energy Solutions PrimeServLab
laboratory. 4 Specification for engine supplies
To guarantee the safety of the crew and to obtain a representative sample,
sampling must take place in accordance with valid MAN Energy Solutions op-
erating instructions.

4.6 Residual fuel (HFO) specification

2024-09-16 - 8.5

General information
Four-stroke diesel engines from MAN Energy Solutions can be powered with
any residual fuel recovered from crude oil that fulfils the requirements specified
in the table Heavy fuel oil requirements, Page 278, provided that the engine
and the fuel management system are designed accordingly. It is also referred
to as: Residual fuels (RM), FAME Residual fuels (RF). In order to ensure a fa-
vourable ratio between fuel costs, spare parts and also repair and servicing
expenditure, we recommend observing the following points.

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Selection of suitable fuel

4.6 Residual fuel (HFO) specification

Unsuitable or adulterated fuel generally results in a shortening of the service

life of engine parts/components, damage to these and to catastrophic engine
failure. It is therefore important to select the fuel with care in terms of its suit-
ability for the engine and the intended application. Through its combustion,
the fuel influences the emissions behaviour of the engine.

Specifications and approvals

The fuel quality varies regionally and depends on climatic conditions. All re-
quirements from ISO 8217:2024 apply
The following values must be maintained at the engine inlet:
Property Unit Limit value1) Standard2)
Kin. Viscosity at 50 °C3) mm/s Max. 700 EN ISO 3104, ASTM D7042,
Min. 1.9 ASTM D445, DIN EN 16896

3)
Kin. Viscosity at 100 °C mm/s Max. 55 EN ISO 3104, ASTM D7042,
ASTM D445, DIN EN 16896

Density at 15 °C kg/m3 Max. 1010 ISO 3675, ISO 12185

4)
Water content % (m/m) Max. 0.20 DIN 51777, ASTM D6304,
DIN ISO 3733

Sulphur content5) % (m/m) Max. 5.0 ISO 8754, ISO 14596, ASTM D4294
6)
Flashpoint °C Min. 60.0 ISO 2719

Acid number mg KOH/g Max. 2.5 ASTM D664

Carbon residue (CCR) % (m/m) Max. 20.0 EN ISO 10370

Ash content % (m/m) Max. 0.150 ISO 6245

Hydrogen sulphide mg/kg Max. 2.0 IP 570

Total sediment (aged) % (m/m) Max. 0.10 ISO 10307-2

Asphaltene content % (m/m) Max. 2/3 x CCR Factory standard, DIN 51595
7)
Fatty acid methyl ester content % (m/m) Report ASTM D7963, IP 631, DIN EN 14078,
4 Specification for engine supplies

DIN EN 14103

Pour point8) °C Max. 30 ISO 3016

Vanadium mg/kg Max. 450 IP 501, IP 470, ISO 14597,

DIN EN 15944 DIN 51790-6

Sodium mg/kg Max. 100 and 1/3 x va- IP 501, IP 470

2024-09-16 - 8.5

nadium

Aluminium and silicone9) mg/kg Max. 15 IP 501, IP 470, DIN ISO 10478

Calcium mg/kg Max. 30 IP 501, IP 470

Zinc mg/kg Max. 15

Calcium mg/kg Max. 30 IP 501, IP 470, IP 500

Phosphorus mg/kg Max. 15

CCAI10) Max. 870

Table 145: Heavy fuel oil requirements

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 MAN Energy Solutions 4

Remarks:

4.6 Residual fuel (HFO) specification

1)
Engine inlet requirement: Additional parameters defined for ISO 8217. The entire
ISO 8217:2024 document is mandatory. The fuel mixture at the engine inlet must be
homogeneous. The fuel mixture is homogeneous if the p-value according to ASTM
D7060 is at min. 1.20. Other processes (e.g. ASTM D7112 or ASTM D7157) can also
be used to check the homogeneity of the fuel mixture. Furthermore, the fuel must be
fit for use and must not contain substances in a concentration that contributes to fur-
ther contamination of the air and/or may impair the safety of personnel or the per-
formance of the machine.
2)
Always reference the latest edition.
3)
If FAME is present in the HFO (RF), the max. viscosity is limited to 500 mm2/s at 50
°C.
Specific requirements of the injection system must be taken into account.
4)
According to ISO 8217:2024, the bunker product (before purification) may contain
max. 0.50 % water.
5)
Local laws and regulations must be observed independently of the maximum pos-
sible sulphur content.
6)
Additional requirements (e.g. SOLAS) must be observed. Applicable laws must be
adhered to.
7)
When using RF (FAME according to EN 14214 or ASTM D6751* or their mixtures
with HFO), prior consultation with MAN Energy Solutions is required.
The FAME must either be in accordance with EN 14214 or with ASTM D6751 as well
as with increased oxidation stability of at least 8 hours (EN 15751). For additional in-
formation, see FAME mixtures, Page 285.
8)
The pour point must be suitably selected by the operator in accordance with the
design of the fuel system and on the basis of the requirements at the place of use.
9)
The bunker product (prior to purification) may contain max. 60 mg/kg Al and Si.
10)
This method is only applicable to ‘straight run’ residual oils. The increasing com-
plexity of refinery processes means that the CCAI method does not correctly repro-
duce the ignition behaviour for all residual oils. A test device (fuel combustion ana-
lyser; FCA) based on the constant volume combustion method measures the ignition
delay to determine the ignition quality of a fuel and this measurement is converted
into the cetane number (ECN: Estimated Cetane Number). It was discovered that re- 4 Specification for engine supplies
sidual fuels with a low ECN number cause malfunctions and can even lead to engine
damage. An ECN > 20 can be considered acceptable.

Please submit enquiries to MAN Energy Solutions for all fuels which do not
meet the abovementioned standards.
2024-09-16 - 8.5

Residual fuel (HFO)

Origin/refinery process The quality of the residual fuel depends to a large extent on the quality of the
crude oil and the refining process used. For this reason, residual fuels of the
same viscosity can have significantly different properties depending on the
bunker spaces. Residual fuel can consist of a mixture of residual oil, distillates
and FAME. Residual oils and distillates generally originate from modern refin-
ing processes, such as CatCracker or Visbreaker. These processes can have
an adverse affect on the stability of the fuel and on the ignition and combus-
tion properties. These factors also have a considerable effect on the prepara-
tion of the residual fuel and the operating results of the engine.

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The engine operator is responsible for selecting the corresponding residual

4.6 Residual fuel (HFO) specification

fuels.
Important The fuel properties in the Residue Fuel Requirements table Heavy fuel oil re-
quirements, Page 278, even if they meet the requirements mentioned there,
may not be sufficient to determine the ignition and combustion properties and
stability of the fuel. This means that the operational performance of the engine
may depend on properties that are not defined in the specification. This par-
ticularly applies to the oil property that causes formation of deposits in the
combustion chamber, injection system, gas pipes and exhaust system. A
number of fuels have a tendency towards incompatibility with lubricating oil
which leads to deposits being formed in the fuel injection pump that can
cause a blockage of the pumps. It may therefore be necessary to exclude
specific fuels that could cause problems.
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 ex-
ample), 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 combus-
tion 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 ex-
perience (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.
4 Specification for engine supplies

Please submit enquiries to MAN Energy Solutions for all fuels which do not
meet the abovementioned standards.

Additional information
The following information will clarify the correlation between the quality of the
2024-09-16 - 8.5

residual fuel, fuel preparation, engine operation and the operating results.
Viscosity/injection viscosity Residual fuels with higher viscosity can be of lower quality. The maximum per-
missible viscosity depends on the available pre-heating equipment and the
capacity (flow rate) of the separator.
The prescribed injection viscosity of 12-14 mm2/s and the corresponding fuel
temperature upstream of the engine must be complied with. Only in this way
can a suitable atomisation and mixture formation be ensured and therefore
low-residue combustion. This also prevents mechanical overload of the injec-
tion system at the same time. The prescribed injection viscosity and/or the re-
quired fuel oil temperature upstream of the engine can be found in the viscos-
ity temperature diagram.

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 MAN Energy Solutions 4

Heavy fuel oil preparation Fault-free engine operation depends to a considerable extent on the care with

4.6 Residual fuel (HFO) specification

which the heavy fuel oil was prepared. Particular attention should be paid to
ensuring that inorganic foreign matter with a strongly abrasive effect (catalyst
particles, rust, sand) are effectively separated. It has been shown in practice
that wear as a result of abrasion in the engine increases considerably if the
aluminium and silicon content is higher than 15 mg/kg.
Viscosity and density have an influence on the cleaning effect. This must be
taken into account when designing and installing the cleaning system.
Vanadium/Sodium If the vanadium/sodium ratio is unfavourable, the melting point of the ash may
fall in the operating area of the exhaust valve which can lead to high-temper-
ature corrosion. Most of the water and water-soluble sodium compounds it
contains can be removed by pre-treating 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 using
a fuel additive that increases the melting point of heavy fuel oil ash (see also
Residual fuel (HFO) specification, Page 284).
Ash Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above chapter for more information). Heavy fuel oil containing a high pro-
portion of ash in the form of foreign matter, e.g. sand, corrosion compounds
and catalyst particles, accelerates the mechanical wear in the engine. Catalyst
particles produced as a result of the catalytic cracking process may be
present in the heavy fuel oil. In most cases, these catalyst particles are alu-
minium silicates causing a high degree of wear in the injection system and the
engine.
Flashpoint National and international regulations for transport and storage involving the
use of fuel must be considered in regard to the flashpoint. In general, a flash-
point of above 60 °C is specified for fuels of diesel engines.
Low-temperature perform- The pour point is the temperature at which the fuel can no longer flow (but 4 Specification for engine supplies
ance can be pumped). Since many residual fuels with low viscosity have a pour
point above 0°C, the bunker facility must also be pre-heated. The entire fuel
system must be designed in such a way that the residual fuel can be pre-
heated to around 10°C above the pour point.
Pump properties If the viscosity of the fuel is higher than 700 mm2/s (cSt), or the temperature is
2024-09-16 - 8.5

not at least 10°C above the pour point, pump problems will occur. For more
information, also refer to section Low-temperature behaviour.
Combustion properties If the proportion of asphaltene is more than two thirds of the coke residue
(Conradson), combustion may be delayed which in turn may increase the
formation of combustion residues, leading to such as deposits on and in the
injection nozzles, large amounts of smoke, low output, increased fuel con-
sumption 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 as-
phaltene to coke residues reaches the limit 0.66, and if the asphaltene con-
tent exceeds 8%, the risk of deposits forming in the combustion chamber and
injection system is higher. These problems can also occur when using un-

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stable heavy fuel oil, or if incompatible heavy fuel oil are blended. This would
4.6 Residual fuel (HFO) specification

lead to an increased separation of asphalt (see section Compatibility, Page

284).
Ignition quality Nowadays, to achieve the prescribed reference viscosity, cracking-process
products are used as the low viscosity ingredients of residual fuels although
the ignition characteristics of these may also be poor. The cetane number of
these compounds should be > 35. If the proportion of aromatic hydrocarbons
is high (more than 35%), this also adversely affects the ignition quality.
The ignition delay in residual fuels 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 lim-
ited by pre-heating 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 Energy Solu-
tions.
The ignition quality is one of the most important properties of the fuel. This
value appears as CCAI in ISO 8217. This method is only applicable to ‘straight
run’ residual oils. The increasing complexity of refinery processes has the ef-
fect that the CCAI method does not correctly reflect the ignition behaviour for
all residual oils.
A test instrument based on the Fuel Combustion Analyser (FCA) method has
been developed, which is used in some fuel testing laboratories (FCA accord-
ing to IP 541).
The ignition quality of a fuel is determined as the ignition delay in the instru-
ment and converted into an instrument-dependent cetane number (ECN: Es-
timated Cetane Number). It has been determined that residual fuels with a low
ECN number cause operating problems and may even lead to damage to the
engine. An ECN > 20 can be considered acceptable.
As the liquid components of the residual fuel have a decisive influence on the
ignition quality, and flow properties determine the combustion quality, the sys-
4 Specification for engine supplies

tem operator is responsible for obtaining a fuel that is suitable for the diesel
engine. Also see illustration entitled Nomogram for determining the CCAI – as-
signing the CCAI ranges to engine types, Page 283.
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 MAN Energy Solutions 4

4.6 Residual fuel (HFO) specification

V Viscosity in mm2/s (cSt) A Normal operating condi-
at 50°C tions
D Density [in kg/m3] at B The ignition characterist-
15°C ics can be poor and re-
quire an adjustment to
the engine or the operat-
ing conditions. 4 Specification for engine supplies
CCAI Calculated Carbon Aro- C Any problems identified
maticity Index can even lead to engine
damage after a short op-
erating period.
1 Engine type 2 The CCAI is calculated
from the density and vis-
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cosity of the heavy fuel

oil.
The CCAI can be calculated with the help of the following formula:
CCAI = D – 141 log log (V+0.85) – 81
Figure 98: Nomogram for determining the CCAI and assigning the CCAI
ranges to engine types

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4 MAN Energy Solutions

Sulphuric acid corrosion The engine should be operated at the coolant temperatures prescribed in the
4.6 Residual fuel (HFO) specification

operating handbook for the relevant load. If the temperature of the compon-
ents that are exposed to acidic combustion products is below the acid dew
point, acid corrosion can no longer be effectively prevented, even if alkaline
lube oil is used.
Stability The fuel must be a homogeneous mixture when entering the engine. Precipit-
ation of any fuel components is not permissible! Experience has shown that
stability decreases with continued storage and the given conditions. It is
hence of great interest to the operator that the fuel has the maximum possible
stability reserve so that it can provide a homogeneous fuel mixture at all times
when entering the engine (see table Heavy fuel oil requirements).
Compatibility The supplier must guarantee that the heavy fuel oil is homogeneous and re-
mains stable even after the usual storage time. If different bunker oils are
mixed, this may lead to separation that is connected with sludge build-up in
the fuel system and where large quantities of sludge can be deposited in the
separator, clog up the filter, prevent atomisation and lead to residue-rich com-
bustion.
Cases like this can be traced back to incompatibility or instability. The fuel
storage tanks should therefore be drained as much as possible before they
can be bunkered again, in order to avoid incompatibilities.
Contamination The fuel must not contain any substances that can lead to instability or de-
posits, otherwise engine operation may be impaired or engine damage may
occur. With the help of an analysis according to ASTM D7845 (GC-MS), such
substances can be partially detected and analysed. The fuel should be free of
all substances listed in ASTM D7845, or their concentration should be below
the limit of quantification noted therein. Proportions above the limit of quanti-
fication of all substances listed in ASTM D7845 can cause problems in engine
operation. The combination of different substances could also cause prob-
lems with the engine even in a small amount.
Mixing residue fuels If residual fuel for the main engine is blended with distillate fuel (e.g. DMA,
FAME) or other residual fuels, to obtain the required quality, it is essential that
the components are compatible (see section Compatibility, Page 284). The
compatibility of the resulting mixture must be tested over the entire mixing
range. Reduced long-term stability due to consumption of the stability reserve
can be a result. If a mixture of different fuels is planned or unavoidable, the
4 Specification for engine supplies

stability reserve of the fuel must be sufficient to ensure that non-homogen-

eous fuels are not produced when blending.
Mixture with synthetic fuel We strongly advise against using a mixture of HFO and synthetic fuel (in ac-
cordance with EN 15940). The reason is that the HFO contains asphaltenes,
which are held in solution by the aromatics contained in HFO. Synthetic fuel is
purely paraffinic (does not contain any aromatics) and therefore cannot hold
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asphaltenes in solution. This means that when synthetic fuel is added to HFO,
these aromatics precipitate, deposits form or fuel filters become clogged or, in
the worst case scenario, the injection system fails.
Additives for heavy fuel oil MAN Energy Solutions- Engines can also be economically operated without
additives. It is up to the customer to decide whether or not the use of addit-
ives is beneficial. The supplier of the additive must guarantee that the engine
operation will not be impaired by using the product.
As a rule, the use of fuel additives during the warranty period must be
avoided.

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If the lubrication oil quality and the engine cooling system fulfil the specified re-

4.6 Residual fuel (HFO) specification

quirements, the BN values stated in section 010.005 Engine – Operating In-
structions 010.000.023-11 are sufficient.
heavy fuel oil with low sul- From the perspective of an engine manufacturer, there is no lower threshold
phur content for the sulphur content of heavy fuel oil. We have not identified any issues that
can be traced to the sulphur content with the low-sulphur heavy fuel oils that
are currently commercially available.
If the engine is not constantly operated with low-sulphur heavy fuel oil, the
lubricating oil must be selected accordingly for the highest sulphur content of
the utilised fuels.

FAME mixtures
FAME admixtures (RF20 to When using RF (FAME according to EN 14214 or ASTM D6751* and their
RF500) mixtures with HFO), prior consultation with MAN Energy Solutions is required.
In addition, the following should be observed:
▪ The fuel mixture at the engine inlet must be homogeneous. The fuel mix-
ture is homogeneous if the p-value according to ASTM D7060 is at least
1.20. Other processes (e.g. ASTM D7112 or ASTM D7157) can also be
used to check the homogeneity of the fuel mixture. Furthermore, the fuel
must be fit for use and must not contain substances in a concentration
that contribute to further contamination of the air and/or may impair the
safety of personnel or the performance of the machine.
▪ If RF is to be used with other fuels and blending cannot be avoided, con-
tact your fuel supplier to ensure the compatibility of these fuels.
▪ After switching to RF, pay attention to the delta pressure indicators/alarms
of the filters, as they can become clogged by residues dissolved by RF.
▪ Heating is installed and active in the fuel supply system to prevent depos-
its or blockages to the pipes.
▪ The temperature resistance of the fuel must be guaranteed up to 150°C.
▪ Storage and leakage handling of FAME fuels, FAME mixtures with residual
fuels and distillate fuels must be separated from each other in order to
avoid incompatibility reactions due to the mixing of larger amounts of dif-
ferent fuels.
▪ Due to the typically lower calorific value or energy content of RF, it may
result in deviations to the specified engine output, operating behaviour,
load application, specific fuel consumption and emissions. 4 Specification for engine supplies
▪ Fuels may cause harmful reactions with metals such as zinc or copper.
We highly recommend getting in contact with your tank and heating oil
system supplier.
▪ The sealing materials used must be suitable for RF. NBR seals are not
suitable and must not be used.
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▪ RF reacts to air and this may lead to microbial growth. Ensure that the at-
mospheric oxygen ventilation is kept to a minimum. A nitrogen buffer is
ideally installed in the fuel tank.
▪ RF tends to attract water. This increases the risk of microbial growth. Cor-
rectly adjust the separator to the new fuel type.
▪ If free water appears in the fuel tanks, it is important to drain this water im-
mediately.
▪ Long standstill periods (e.g. emergency power units) must be avoided due
to microbial growth. To prevent damage, it is recommendable to only op-
erate applications with fuel which is free of FAME.

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4 MAN Energy Solutions

▪ The entire fuel system must be purged with fuel which is free of FAME
prior to longer standstill periods.
4.6 Residual fuel (HFO) specification

▪ Since FAME has a higher evaporation temperature, it accumulates in the

lubricating oil. Regular analysis of all the lubricating oil is highly recommen-
ded. The lubricating oil needs to be replaced if a FAME content of 12% is
reached.
▪ RF may cause a layer to form, such a phenomenon leads to increased
consumption of lubricating oil. If such an increase in lubricating oil con-
sumption values is detected, please contact your MAN PrimeServ depart-
ment.
In any case, it is the responsibility of the operating company to adhere to the
legal requirements (e.g. SOLAS) and agree on these with the relevant authorit-
ies.
* as well as with increased oxidation stability of at least 8 hours (EN 15751).

Cold suitability
The cold suitability of the fuel is determined by the climatic requirements at
the place of installation. It is the responsibility of the operating company to
choose a fuel with sufficient cold suitability.
The cold suitability of a fuel may be determined and assessed using the fol-
lowing standard:
▪ Pour point as per ISO 3016

Analyses
To ensure sufficient cleaning of the fuel via the separator, perform regular
functional check by sampling up- and downstream of the separator.
Analysis of fuel samples is of great importance for safe engine operation. We
can analyse fuel for customers at the MAN Energy Solutions PrimeServLab
laboratory.
To guarantee the safety of the crew and to obtain a representative sample,
sampling must take place in accordance with valid MAN Energy Solutions op-
erating instructions.
4 Specification for engine supplies

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 MAN Energy Solutions 4

4.7 Viscosity-temperature diagram (VT diagram)

4.7 Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram

4 Specification for engine supplies

Figure 99: Viscosity-temperature diagram (VT diagram)

In the diagram, the fuel temperatures are shown on the horizontal axis and the
2024-09-16 - 8.5

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 fuel temperature
180 mm2/s at 50 °C in mm²/s at the engine inlet1) in °C
≥ 12 126 (line c)

≤ 14 119 (line d)

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4 MAN Energy Solutions

Prescribed injection viscosity Required fuel temperature

at the engine inlet1) in °C
4.8 FAME (transesterified biofuel) specification

in mm²/s
1)
For these figures, the temperature drop from the last pre-heating device to the fuel
injection pump is not taken into account.
Table 146: Determining the viscosity temperature trend and the required pre-
heating temperature

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 re-
cent state-of-the-art preheating device with 8 bar saturated steam. At higher
temperatures there is a risk of residues forming in the preheating system –
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 specifications
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 residue.
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 capable 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.
Note:
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 lubrica-
tion.
This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
4 Specification for engine supplies

must never exceed the following values:

▪ 45 °C at the most with MGO (DMA) and MDO (DMB)
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 Energy Solutions in Augsburg.
2024-09-16 - 8.5

4.8 FAME (transesterified biofuel) specification

The MAN Energy Solutions specification for transesterified biofuel (FAME) is
valid for a blend of EN 590 or DMA/DFA (ISO8217) with FAME according to
DIN EN 14214 or ASTM D6751. If a fuel according to the MAN Energy Solu-
tions specification for transesterified biofuel (FAME) is to be used, it is essen-
tial to consult MAN Energy Solutions in advance.

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 MAN Energy Solutions 4

Specification for transesterified biofuel (FAME)

4.8 FAME (transesterified biofuel) specification

Property Unit Limit value Standard1)
Kin. viscosity at 40 °C2) mm2/s Max. 6.0 ISO 3104, ASTM D7042, ASTM D445,
DIN EN 16896
Min. 2.0

Density at 15 °C kg/m3 Max. 900.0 ISO 3675, ISO 12185

Min. 820.0

Cetane number – Min. 40 ISO 5165, IP541, EN 15195,

EN 16715, EN 17155

Sulphur content3) % (m/m) Max. 1.00 ISO 8754, ISO 14596, ASTM D 4294,
DIN 51400-10

Flash point4) °C Min. 60.0 ISO 2719

Hydrogen sulphide mg/kg Max. 2.00 IP 570

Acid number mg KOH/g Max. 0.5 ASTM D664, EN 14104

Corrosion on copper Class Max. 1 ISO 2160

Oxidation stability
FAME content 70-100 % h Min. 8 EN 15751
FAME content 40-70 % h Min. 15 EN 15751
FAME content 7-40 % h Min. 20 EN 15751

Fatty acid methyl ester content % (V/V) 7.0 - 100 ASTM D7963, IP 579, EN 14078,
(FAME)5) EN 14103

Carbon residue6) % (m/m) Max. 0.40 ISO 10370

Appearance – – Clear, bright and free from visible contamination

Water content % (m/m) Max. 0.05 DIN 51777, DIN EN 12937,

ASTM D6304

Ash content % (m/m) Max. 0.010 ISO 6245

Total contamination mg/kg Max. 24 EN 12662

CFPP °C 10 °C below the lowest temperature in the fuel system (EN 116)
4 Specification for engine supplies
Methanol content % (m/m) Max. 0.20 EN 14110

Monoglycerides % (m/m) Max. 0.70 EN 14105

Diglycerides % (m/m) Max. 0.20 EN 14105

Triglycerides % (m/m) Max. 0.20 EN 14105

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Free glycerin % (m/m) Max. 0.02 EN 14105

Total glycerin % (m/m) Max. 0.25 EN 14105

Iodine value g I2/100 g Max. 120 EN 16300, EN 14111

Linolenic acid methyl ester % (m/m) Max. 12.0 EN 14103

Polysaturated (≥4) fatty acids % (m/m) Max. 1.00 EN 15779

Alkali metals (Na+K) mg/kg Max. 5.0 EN 14108

Alkaline earth metals (Ca+Mg) mg/kg Max. 5.0 EN 14538

Phosphorous mg/kg Max. 4.0 EN 14107

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4 MAN Energy Solutions

Property Unit Limit value Standard1)

4.9 Specification of engine coolant

Lubricity (WSD) µm Max. 520 ISO 12156-1, ASTM D6079

Lower calorific value at 15 °C MJ/l Min. 32.1 DIN 51900-3

Table 147: Specification for transesterified biofuel (FAME)

1)
Always reference to the latest edition.
2)
Specific requirements of the injection system must be taken into account.
3)
Independent of the maximum permissible sulphur content, local laws and regulation must be adhered to.
4)
SOLAS specification. A lower flash point is possible for non-SOLAS-regulated applications.
5)
The FAME must either comply with EN 14214 or ASTM D6751 additional with increased oxidation stability of at
least 8 hours (EN 15751).
6)
Determined at 10 % distillation residue.

4.9 Specification of engine coolant

Preliminary remarks
An engine coolant is composed as follows: water for heat removal and
coolant additive for corrosion protection.
Like the fuel and lubricating oil, the engine coolant must be carefully selected,
handled and checked. If this is not the case, corrosion, erosion and cavitation
may occur at the walls of the cooling system in contact with water and depos-
its may form. Deposits obstruct the transfer of heat and can cause thermal
overloading of the cooled parts. The system must be treated with an anticor-
rosive agent before bringing it into operation for the first time. The concentra-
tions 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 coolant must correspond to the following limit val-
4 Specification for engine supplies

ues:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign mat- –
ter.

Total hardness max. 10 dGH1)

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pH value 6.5 – 8 –

Chloride ion content max. 50 mg/l2)

Table 148: Properties of coolant that must be complied with

1)
1 dGH (German ≙ 10 mg CaO in 1 litre of water ≙ 17.8 mg CaCO3/l
hardness)
≙ 0.357 mval/l ≙ 0.178 mmol/l
2)
1 mg/l ≙ 1 ppm

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 MAN Energy Solutions 4

Testing equipment The MAN Energy Solutions water testing equipment incorporates devices that

4.9 Specification of engine coolant

determine the water properties directly related to the above. The manufactur-
ers of anticorrosive agents also supply user-friendly testing equipment.
For information on monitoring cooling water, see section Coolant inspecting,
Page 295.

Additional information
Distillate If distilled water (from a fresh water generator, for example) or fully desalinated
water (from ion exchange or reverse osmosis) is available, this should ideally
be used as the engine coolant. These waters are free of lime and salts, which
means that deposits that could interfere with the transfer of heat to the
coolant, and therefore also reduce the cooling effect, cannot form. However,
these waters are more corrosive than normal hard water as the thin film of
lime scale that would otherwise provide temporary corrosion protection does
not form on the walls. This is why distilled water must be handled particularly
carefully and the concentration of the additive must 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
overriding importance. The temporary hardness is determined by the carbon-
ate content of the calcium and magnesium salts. The permanent hardness is
determined by the amount of remaining calcium and magnesium salts (sulph-
ates). The temporary (carbonate) hardness is the critical factor that determines
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 select-
ing 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 turbu-
lence is present. If the steam pressure is reached, steam bubbles form and
subsequently collapse in high pressure zones which causes the destruction of
materials in constricted areas. 4 Specification for engine supplies
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
2024-09-16 - 8.5

rapid crack propagation in water-cooled, mechanically-loaded components if

the coolant has not been treated correctly.

Treatment of engine coolant

Formation of a protective The purpose of treating the engine coolant using anticorrosive agents is to
film produce a continuous protective film on the walls of cooling surfaces and
therefore prevent the damage referred to above. In order for an anticorrosive
agent to be 100 % effective, it is extremely important that untreated water sat-
isfies the requirements in the paragraph Anforderungen, Page 290.

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Additives for coolants

4.9 Specification of engine coolant

Only the additives approved by MAN Energy Solutions and listed in the tables
under the paragraph entitled Permissible cooling water additives may be
used.
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 coolant containing
additives. For more information, consult the additive supplier.

Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track re-
cord. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the pre-
scribed coolant treatment and electrochemical potential reversal that may oc-
cur due to the coolant temperatures which are usual in engines nowadays. If
necessary, the pipes must be deplated.

Slushing oil
For MAN Energy Solutions engines, it is not permissible to use corrosion pro-
tection oils in the cooling water circuit.

Antifreeze agents
If temperatures below the freezing point of water in the engine cannot be ex-
cluded, an antifreeze agent 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 Antifreeze agent with slushing properties (Military specific-
ation: Federal Armed Forces Sy-7025), while observing the prescribed min-
imum concentration. This concentration prevents freezing at temperatures
down to –22 °C and provides sufficient corrosion protection. However, the
quantity of antifreeze agent actually required always depends on the lowest
temperatures that are to be expected at the place of use.
Antifreeze agents are generally based on ethylene glycol. A suitable chemical
4 Specification for engine supplies

anticorrosive agent must be added if the concentration of the antifreeze agent

prescribed by the user for a specific application does not provide an appropri-
ate level of corrosion protection, or if the concentration of antifreeze agent
used is lower due to less stringent frost protection requirements and does not
provide an appropriate level of corrosion protection. Considering that the anti-
freeze agents listed in the table Antifreeze agents with slushing properties also
2024-09-16 - 8.5

contain corrosion inhibitors and their compatibility with other anticorrosive

agents is generally not given, only pure glycol may be used as antifreeze
agent in such cases.
Simultaneous use of anticorrosive agent from the table Nitrite-free chemical
additives together with glycol is not permitted, because monitoring the anti-
corrosive agent concentration in this mixture is no more possible.
Antifreeze agents reduce the capacity of the coolant to absorb heat. In some
cases the cooling effect of the coolant may not be sufficient for certain opera-
tion conditions. The MAN Energy Solutions standard design is not based on
using antifreeze agents. In case it is intended to use anti-freeze agent, consult
MAN Energy Solutions beforehand.

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Before an antifreeze agent is used, the cooling system must be thoroughly

4.9 Specification of engine coolant

cleaned.
If the coolant contains emulsifiable slushing oil, antifreeze agent may 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 coolant has been contamin-
ated 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
coolant system and must not react with these.
▪ The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products contain
chloride or sulphate ions are not permitted.
▪ Biocides that cause foaming of coolant 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 us-
ing a suitable cleaning agent (see section Cooling water system cleaning,
Page 296).
Loose solid matter in particular must be removed by flushing the system thor-
oughly as otherwise erosion may occur in locations where the flow velocity is
high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the coolant additive will be able to carry
out this work and, if this is not possible, will at least be able to provide suitable 4 Specification for engine supplies
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 this has been done,
the engine coolant must be immediately treated with anticorrosive agent.
Once the engine has been brought back into operation, the cleaned system
must be checked for leaks.
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Regular checks of the coolant condition and coolant system

Treated coolant may become contaminated when the engine is in operation,
which causes the additive to loose some of its effectiveness. It is therefore ad-
visable to regularly check the cooling system and the coolant condition. To
determine leakages in the lube oil system, it is advisable to carry out regular
checks of water in the expansion 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.
Note:

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4 MAN Energy Solutions

The chemical additive concentrations shall not be less than the minimum con-
4.9 Specification of engine coolant

centrations indicated in the table Nitrite-containing chemical additives.

Excessively low concentrations lead to corrosion and must be avoided. Con-
centrations that are somewhat higher do not cause damage. Concentrations
that are more than twice as high as recommended should be avoided.
Every 2 to 6 months, a coolant sample must be sent to an independent labor-
atory or to the engine manufacturer for an integrated analysis.
If chemical additives or antifreeze agents are used, coolant should be re-
placed 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 coolant
or by emulsion break-up, 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 spe-
cified 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 coolant,
this can lead to a sudden drop in the pH value or to an increase in the sulph-
ate content.
Water losses must be compensated by filling with untreated water that meets
the quality requirements specified in the paragraph Requirements, Page 290.
The concentration of anticorrosive agent must subsequently be checked and
adjusted if necessary.
Subsequent checks of the coolant are especially required if the coolant had to
be drained off in order to carry out repairs or maintenance.

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.
4 Specification for engine supplies

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 rel-
evant statutory requirements for disposal.

Auxiliary engines
2024-09-16 - 8.5

If the same cooling water system used in a MAN Energy Solutions 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.

Analyses
MAN Energy Solutions can analyse antifreeze agent for their customers in the
chemical laboratory PrimeServLab. A 0.25 l sample is required for the test.

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Permitted coolant additives

4.10 Coolant inspecting

A list of currently approved coolant additives and their concentration can be
found at [Link]

4.10 Coolant inspecting

Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The freshwater used to fill the cooling water circuits must satisfy the specifica-
tions. The cooling water in the system must be checked regularly in accord-
ance 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 anticorrosive agent.

Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality ▪ The MAN Energy Solutions 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 Energy Solutions 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 coolant

Total hardness ≤ 10 dGH 1)

≤ 10 dGH1)
4 Specification for engine supplies
pH value 6.5 – 8 at 20 °C ≥ 7.5 at 20 °C

Chloride ion content ≤ 50 mg/l ≤ 50 mg/l2)

Table 149: Quality specifications for coolants (short version)
2024-09-16 - 8.5

1)
dGH German hardness
1 dGH = 10 mg/l CaO
= 17.8 mg/l CaCO3
= 0.178 mmol/L
2)
1 mg/l = 1 ppm

Testing the concentration of rust inhibitors

Short specification

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4 MAN Energy Solutions

Anticorrosive agent Concentration

4.11 Cooling water system cleaning

Chemical additives According to the quality specification, see section Specification of engine coolant, Page
290.
Anti-freeze agents
Table 150: Concentration of coolant additives

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 anti-corrosion agents can only provide effective protection if the
concentration is precisely maintained. Respectively, the concentrations re-
commended by MAN Energy Solutions (quality specifications in section Spe-
cification of engine coolant, Page 290) must be maintained under all circum-
stances. These recommended concentrations may deviate from those spe-
cified 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 Energy Solutions.
Regular water samplings Small quantities of lube oil in coolant can be found by visual check during reg-
ular water sampling from the expansion tank.
Testing Regular analysis of coolant is very important for safe engine operation. We
can analyse fuel for customers at MAN Energy Solutions laboratory PrimeSer-
vLab.

4.11 Cooling water system cleaning

Summary
Remove contamination/residue from operating fluid systems, ensure/re-estab-
lish operating reliability.
Cooling water systems containing deposits or contamination prevent effective
cooling of parts. Contamination and deposits must be regularly eliminated.
This comprises the following:
4 Specification for engine supplies

Cleaning the system and, if required removal of limescale deposits, flushing

the system.

Cleaning
The coolant system must be checked for contamination at regular intervals.
Cleaning is required if the degree of contamination is high. This work should
2024-09-16 - 8.5

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., Page 297 Products by other manufacturers can be
used providing they have similar properties. The manufacturer's instructions
for use must be strictly observed.

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Manufacturer Product Concentration Duration of cleaning procedure/temperature

4.11 Cooling water system cleaning

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 151: 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 ob-
struct the transfer of heat and cause thermal overloading of the components
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
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 velo-
city is low.
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 limescale and rust deposits., Page 297
Products by other manufacturers can be used providing they have similar
properties. The manufacturer's instructions for use must be strictly observed.
Prior to cleaning, check whether the cleaning agent is suitable for the materi-
als to be cleaned. The products listed in the table entitled Cleaning agents for
removing limescale and rust deposits, Page 297 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 °C

4 Specification for engine supplies
Unitor Descalex 5 – 10 % 4 – 6 h at approx. 60 °C

Vecom Descalant F 3 – 10 % ca. 4 h at 50 – 60 °C

Table 152: Cleaning agents for removing lime scale and rust deposits
2024-09-16 - 8.5

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 ap-
plication:
▪ Stainless steel heat exchangers must never be treated using diluted hy-
drochloric 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 temper-
ature of the solution should be 40 – 50 °C.

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▪ 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
4.12 Specification of intake air (combustion air)

acid will remain in the system, even when the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore recom-
mend 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 abso-
lutely 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 pro-
cess depends on the thickness and composition of the deposits. Values are
provided for orientation in the table entitled Cleaning agents for removing
limescale and rust deposits, Page 297.
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.
Note:
Start the cleaning operation only when the engine has cooled down. Hot en-
gine components must not come into contact with cold water. Open the vent-
ing pipes before refilling the cooling water system. Blocked venting pipes pre-
vent air from escaping which can lead to thermal overloading of the engine.
Note:
The products to be used can endanger health and may be harmful to the en-
vironment. Follow the manufacturer's handling instructions without fail.
The applicable regulations governing the disposal of cleaning agents or acids
must be observed.

4.12 Specification of intake air (combustion air)

General
The quality and condition of intake air (combustion air) have a significant effect
on the engine output, wear and emissions of the engine. In this regard, not
4 Specification for engine supplies

only are the atmospheric conditions extremely important, but also contamina-
tion 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 of the air filter are required.
2024-09-16 - 8.5

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 and air
filters as a standard.

Requirements
Liquid fuel engines: As minimum, inlet air (combustion air) must be cleaned by
an ISO Coarse 45% class filter as per DIN EN ISO 16890, if the combustion
air is drawn in from inside (e.g. from the machine room/engine room). If the
combustion air is drawn in from outside, in the environment with a risk of

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 MAN Energy Solutions 4

higher inlet air contamination (e.g. due to sand storms, due to loading and un-

4.13 Specification of compressed air

loading grain cargo vessels or in the surroundings of cement plants), addi-
tional measures must be taken. This includes the use of pre-separators, pulse
filter systems and a higher grade of filter efficiency class at least up to ISO
ePM10 50% according to DIN EN ISO 16890.
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned by an ISO COARSE 45% class filter as per DIN EN ISO
16890, if the combustion air is drawn in from inside (e.g. from machine room/
engine room). Gas engines or dual-fuel engines must be equipped with a dry
filter. Oil bath filters are not permitted because they enrich the inlet air with oil
mist. This is not permissible for gas operated engines because this may result
in engine knocking. If the combustion air is drawn in from outside, in the envir-
onment with a risk of higher inlet air contamination (e.g. due to sand storms,
due to loading and unloading grain cargo vessels or in the surroundings of ce-
ment plants) additional measures must be taken. This includes the use of pre-
separators, pulse filter systems and a higher grade of filter efficiency class at
least up to ISO ePM10 50% according to DIN EN ISO 16890.
In general, the following applies:
The inlet air path from air filter to engine shall be designed and implemented
airtight so that no false air may be drawn in from the outdoor.
The concentration downstream of the air filter and/or upstream of the tur-
bocharger inlet must not exceed the following limit values.
The air must not contain organic or inorganic silicon compounds.
Properties Limit Unit 1)
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

1)
One Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.
Table 153: Typical values for intake air (combustion air) that must be complied
with 4 Specification for engine supplies
Note:
Intake air shall not contain any flammable gases. Make sure that the combus-
tion air is not explosive and is not drawn in from the ATEX Zone.
2024-09-16 - 8.5

4.13 Specification of compressed air

General
For compressed air quality observe the ISO 8573-1. Compressed air must be
free of solid particles and oil (acc. to the specification).

Requirements
Compressed air quality of The starting air must fulfil at least the following quality requirements according
starting air system to ISO 8573-1.

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4 MAN Energy Solutions

Purity regarding solid particles Quality class 6

4.13 Specification of compressed air

Particle size > 40µm max. concentration < 5 mg/m3

Purity regarding moisture Quality class 7
Residual water content < 0.5 g/m3
Purity regarding oil Quality class X

Additional requirements are:

▪ The air must not contain organic or inorganic silicon compounds.
▪ The layout of the starting air system must ensure that no corrosion may
occur.
▪ The starting air system and the starting air receiver must be equipped with
condensate drain devices.
▪ By means of devices provided in the starting air system and via mainten-
ance of the system components, it must be ensured that any hazardous
formation of an explosive compressed air/lube oil mixture is prevented in a
safe manner.
Compressed air quality in Please note that control air will be used for the activation of some safety func-
the control air system tions on the engine – therefore, the compressed air quality in this system is
very important.
Control air must meet at least the following quality requirements according to
ISO 8573-1.
▪ Purity regarding solid particles Quality class 5
▪ Purity regarding moisture Quality class 4
▪ Purity regarding oil Quality class 3

For catalysts
The following specifications are valid unless otherwise defined by any other
relevant sources:
Compressed air quality for Compressed air for soot blowing must meet at least the following quality re-
soot blowing quirements according to ISO 8573-1.
4 Specification for engine supplies

▪ Purity regarding solid particles Quality class 3

▪ Purity regarding moisture Quality class 4
▪ Purity regarding oil Quality class 2

Compressed air quality for Compressed air for atomisation of the reducing agent must fulfil at least the
reducing agent atomisation following quality requirements according to ISO 8573-1.
2024-09-16 - 8.5

▪ Purity regarding solid particles Quality class 3

▪ Purity regarding moisture Quality class 4
▪ Purity regarding oil Quality class 2

Note:
To prevent clogging of catalyst and catalyst lifetime shortening, the com-
pressed air specification must always be observed.

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5 Engine room and application planning

figure the engine room

5.1 3D Engine Viewer – A support programme to con-
5.1 3D Engine Viewer – A support programme to configure the engine room
MAN Energy Solutions offers a free-of-charge online programme for the con-
figuration and provision of installation data required for installation examina-
tions and engine room planning: The 3D Engine Viewer and the GenSet
Viewer.
Easy-to-handle selection and navigation masks permit configuration of the re-
quired engine type, as necessary for virtual installation in your engine room.
In order to be able to use the 3D Engine, respectively GenSet Viewer, register
on our website under:
[Link]
After successful registration, the 3D Engine and GenSet Viewer is available
under:
[Link]
[Link]
by clicking onto the requested application.
In only three steps, you will obtain professional engine room data for your fur-
ther planning:
▪ Selection
Select the requested output, respectively the requested type.
▪ Configuration
Drop-down menus permit individual design of your engine according to
your requirements. Each of your configurations will be presented on the
basis of isometric models.
▪ View
The models of the 3D Engine Viewer and the GenSet Viewer include all
essential geometric and planning-relevant attributes (e.g. connection

5 Engine room and application planning

points, interfering edges, exhaust gas outlets, etc.) required for the integ-
ration of the model into your project.
The configuration with the selected engines can now be easily downloaded.
For 2D representation as:
▪ .pdf
▪ .dwg
▪ .dxf
for 3D as:
2024-09-16 - 8.5

▪ .dgn
▪ .stp
▪ .sat
▪ .igs
▪ 3D-dxf
▪ and many others

MAN 32/44CR IMO Tier II, Project Guide – Marine 301 (523)
5 MAN Energy Solutions
5.2 Basic principles for pipe selection

Figure 100: Selection of engine

5 Engine room and application planning

Figure 101: Preselected standard configuration

2024-09-16 - 8.5

5.2 Basic principles for pipe selection

5.2.1 External pipe dimensioning

The external piping systems are to be dimensioned, designed, installed and
connected to the engine by the shipyard. The pipe systems should to be de-
signed in such a way that the pressure losses are kept within reasonable lim-
its. To achieve this at justifiable cost, it is recommended to maintain the flow

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 MAN Energy Solutions 5

rates as indicated below. Nevertheless, depending on specific conditions of

5.2 Basic principles for pipe selection

piping systems, it may be necessary in some cases to adopt even lower flow
rates. Generally, it is not recommended to use higher flow rates.
For small pipes a low flow speed has to calculated, for bigger pipes (> DN
125) the higher values may be chosen.
Recommended flow rates (m/s)
Suction side Delivery side
Fresh water (cooling water) 1.0 – 2.0 1.5 – 3.0

Lube oil 0.5 – 1.0 1.5 – 2.5

Seawater 1.0 – 1.5 1.5 – 2.5

Diesel fuel 0.5 – 1.0 1.5 – 2.0

Heavy fuel oil 0.3 – 0.8 1.0 – 1.8

Compressed air for control air system - 2 – 10

Compressed air for starting air system - 25 – 30 1)

Intake air 20 – 25

Exhaust gas 40
1)
During engine start higher velocities acceptable, depends on total pressure loss of supply system.
Table 154: Recommended flow rates

In addition to obtaining certain flow rates it is recommended to achieve an

uniform inflow towards pumps. If disturbances in front of the pump cannot be
avoided on the system side, the inflow musts be made uniform to a permiss-
ible level. This can be achieved, amongst other things, by a sufficiently long
straight pipe section (approx. 5 to 8 times the nominal diameter DN between
the pump and the point of interference), bends with a large radius of
curvature, as well as other measures.
Bends have to be carried out using radius 1.5 x DN or higher. Sharp angles or

5 Engine room and application planning

other installations that may cause cavitation are to be avoided.

5.2.2 Specification of materials for piping

General
▪ The properties of the piping shall conform to international standards, e.g.
DIN EN 10208, DIN EN 10216, DIN EN 10217 or DIN EN 10305, DIN EN
13480-3.
2024-09-16 - 8.5

▪ For piping, carbon steel pipe should be used; stainless steel shall be used
where necessary.
▪ Outer surface of carbon steel pipes needs to be primed and painted ac-
cording to shipyard`s specification.
▪ The pipes are to be sound, clean and free from all imperfections. The in-
ternal surfaces must be thoroughly cleaned and all scale, grit, dirt and
sand used in casting or bending has to be removed. No sand is to be
used as packing during bending operations.
▪ In case of pipes with forged bends, care must be taken to ensure that in-
ner surfaces are smooth and that no stray weld metal remains after join-
ing.

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5 MAN Energy Solutions

▪ Advices in MAN Energy Solutions work instruction 010.000.001-03.

Pipelines cleaning, pickling and preservation. Carry out the pressure test
5.2 Basic principles for pipe selection

for cleaning of steel pipes before fitting them together should be ob-
served.
▪ Certain material combinations are sensitive to electro-chemical corrosion,
therefore special attention must be paid to the arrangement within a pipe
system including all connected components.
▪ All information given is to be regarded as indication only; the sole re-
sponsibility for the functionality and durability of the external piping system
lies with the shipyard.

LT-, HT- and nozzle cooling water pipes

Galvanised steel pipe must not be used for the piping of the system as all ad-
ditives contained in the engine cooling water attack zinc. Moreover, there is
the risk of the formation of local electrolytic element couples where the zinc
layer has been worn off, and the risk of aeration corrosion where the zinc layer
is not properly bonded to the substrate.
Proposed material (EN)
P235GH, E235, X5CrNiMoTi17-12-2

Fuel oil pipes, lube oil pipes

Galvanised steel pipe must not be used for the piping of the system as acid
components of the fuel may attack zinc.
Proposed material (EN)
E235, P235GH, X6CrNiMoTi17-12-2

Urea pipes (for SCR only)

Galvanised steel pipe, brass and copper components must not be used for
the piping of the system.
Proposed material (EN)
5 Engine room and application planning

X6CrNiMoTi17-12-2

Compressed air pipes

Galvanised steel pipe must not be used for the piping of the system.
Proposed material (EN)
E235, P235GH, X6CrNiMoTi17-12-2

Seawater pipes
2024-09-16 - 8.5

Material depending on required flow speed and mechanical stress.

Proposed material
CuNiFe, glass fiber reinforced plastic, rubber lined steel

5.2.3 Installation of flexible pipe connections

Arrangement of hoses on engine

Flexible pipe connections are necessary to connect resiliently mounted en-
gines with external piping systems. They are used to compensate the dy-
namic movements of the engine in relation to the external piping system.

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The engine´s movement on its foundation is caused by the engine´s rotation

5.2 Basic principles for pipe selection

and torque itself as well as by rolling and pitching of the ship. Based on roll
angles of +/- 22.5° and pitching of +/- 7.5° (according to prescriptive rules of
Classification Societies) the excursions at the exhaust gas outlet can be up to
5 mm in X-, 25 mm in Y- and 6 mm in Z-direction. As the exhaust gas outlet is
at the highest point of the engine the excursions at lower positions are smaller
respectively. In order to obtain exact data on excursions at certain points, a
project-specific calculation of the elastic engine mount is required.

Figure 102: Coordinate system

Generally flexible pipes (rubber hoses with steel inlet, metal hoses, PTFE-cor-
rugated hose-lines, rubber bellows with steel inlet, steel bellows, steel com-
pensators) are nearly unable to compensate twisting movements. Therefore
the installation direction of flexible pipes must be vertically (in Z-direction) if
ever possible. Torsion on flexible pipe connections must be avoided. Flexible
pipe connections which are installed in X-direction are particularly at risk.

5 Engine room and application planning

Therefore the installation of flexible pipe connections in this direction should
be avoided. Where the installation of flexible pipe connections in X-direction is
nevertheless unavoidable, the continuing pipeline on the plant side must be
designed in such a way that the torsional forces can be safely absorbed. An
installation in horizontal-lateral (Y-direction) is not recommended.
The media connections (compensators) to and from the engine must be highly
flexible whereas the fixations of the compensators on the one hand with the
engine and on the other hand with the environment must be realised as stiff
as possible.
2024-09-16 - 8.5

Flange and screw connections

Flexible pipes delivered loose by MAN Energy Solutions are fitted with flange
connections from DN32 upwards. Smaller sizes are fitted with screw connec-
tions. Each flexible pipe is delivered complete with counter flanges or, those
smaller than DN32, with weld-on sockets.

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5 MAN Energy Solutions

Arrangement of the external piping system

5.2 Basic principles for pipe selection

Shipyard's pipe system must be exactly arranged so that the flanges or screw
connections do fit without lateral or angular offset. Therefore it is recommen-
ded to adjust the final position of the pipe connections after engine alignment
is completed.

Figure 103: Arrangement of pipes in system

Installation of hoses
In the case of straight-line-vertical installation, a suitable distance between the
hose connections has to be chosen, so that the hose is installed with a sag.
To satisfy a correct sag in a straight-line-vertically installed hose, the distance
between the hose connections (hose installed, engine stopped) has to be ap-
proximately 5% shorter than the same distance of the unconnected hose
(without sag). Flexible hoses must not be installed with tensile stress, com-
pression or torsional tension.
In case it is unavoidable (this is not recommended) to connect the hose in lat-
eral-horizontal direction (Y-direction) the hose must preferably be installed with
a 90° arc. The minimum bending radii, specified in provided drawings, are to
be observed.
5 Engine room and application planning

Hoses must not be twisted during installation. Turnable lapped flanges on the
hoses avoid this.
Where bolted connections are used, hold the hexagon on the hose with a
wrench while fitting the nut.
All installation instructions of the hose manufacturer have to be complied with.
Depending on the required application rubber hoses with steel inlet, metal
hoses or PTFE-corrugated hose lines are used.
2024-09-16 - 8.5

Installation of steel compensators

Steel compensators are used for hot media, e.g. exhaust gas. They can com-
pensate movements in line and transversal to their centre line, but they are
absolutely unable to compensate twisting movements. Compensators are
very stiff against torsion. For this reason all kind of steel compensators in-
stalled on resilient mounted engines are to be installed in vertical direction.
Note:
Exhaust gas compensators are also used to compensate for thermal expan-
sion. Exhaust gas compensators are therefore required for all type of engine
mountings, also for semi-resilient or rigid mounted engines. But in these cases

306 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 5

the compensators can be shorter, as they are designed only to compensate

5.2 Basic principles for pipe selection

the thermal expansions and vibrations, but not other dynamic engine move-
ments.

Supports of pipes
Flexible pipes must be installed as close as possible to the engine connection.
On the shipside, directly after the flexible pipe, the pipe is to be fixed with a
sturdy pipe anchor of higher than normal quality. This anchor must be capable
to absorb the reaction forces of the flexible pipe, the hydraulic force of the
fluid and the dynamic force.
Example of the axial force of a compensator to be absorbed by the pipe an-
chor:
▪ Hydraulic force
= (cross section area of the compensator) x (pressure of the fluid inside)
▪ Reaction force
= (spring rate of the compensator) x (displacement of the comp.)
▪ Axial force
= (hydraulic force) + (reaction force)
Additionally a sufficient margin has to be included to account for pressure
peaks and vibrations.

5 Engine room and application planning

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5.2 Basic principles for pipe selection
5 Engine room and application planning

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Figure 104: Installation of hoses

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5.2 Basic principles for pipe selection

5.2.4 Condensate amount in charge air pipes and air vessels

Figure 105: Diagram condensate amount

5 Engine room and application planning

The amount of condensate precipitated from the air can be considerablly
high, particularly in the tropics. It depends on the condition of the intake air
(temperature, relative air humidity) in comparison to the charge air after charge
air cooler (pressure, temperature).
It is important, that no condensed water of the intake air/charge air will be led
to the compressor of the turbocharger, as this may cause damages.
In addition the condensed water quantity in the engine needs to be minim-
ised. This is achieved by controlling the charge air temperature.
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How to determine the amount of condensate:

First determine the point I of intersection in the left side of the diagram (intake
air), see figure Diagram condensate amount, Page 309 between the corres-
ponding relative air humidity curve and the ambient air temperature.
Secondly determine the point II of intersection in the right side of the diagram
(charge air) between the corresponding charge air pressure curve and the
charge air temperature. Note that charge air pressure as mentioned in section
Planning data, Page 93 is shown as absolute pressure.
At both points of intersection read out the values [g water/kg air] on the vertic-
ally axis.

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5 MAN Energy Solutions

The intake air water content I minus the charge air water content II is the con-
5.2 Basic principles for pipe selection

densate amount A which will precipitate. If the calculations result is negative

no condensate will occur.
For an example see figure Diagram condensate amount, Page 309. Intake air
water content 30 g/kg minus 26 g/kg = 4 g of water/kg of air will precipitate.
To calculate the condensate amount during filling of the starting air receiver
just use the 30 bar curve (see figure Diagram condensate amount, Page 309)
in a similar procedure.

Example how to determine the amount of water accumulating in the charge

air pipe
Parameter Unit Value
Engine output (P) kW 9,000

Specific air flow (le) kg/kWh 6.9

Ambient air condition (I):

Ambient air temperature °C 35
Relative air humidity % 80

Charge air condition (II):

Charge air temperature after cooler1) °C 56
1)
Charge air pressure (over pressure) bar 3.0

Solution according to above diagram

Water content of air according to point of intersection (I) kg of water/kg of air 0.030

Maximum water content of air according to point of intersection (II) kg of water/kg of air 0.026

The difference between (I) and (II) is the condensed water amount (A)
A = I – II = 0.030 – 0.026 = 0.004 kg of water/kg of air

Total amount of condensate QA:

5 Engine room and application planning

QA = A x le x P
QA = 0.004 x 6.9 x 9,000 = 248 kg/h
1)
In case of two-stage turbocharging choose the values of the high-pressure TC and cooler (second stage of tur-
bocharging system) accordingly.
Table 155: Example how to determine the amount of water accumulating in the charge air pipe
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Example how to determine the condensate amount in the starting air

5.3 SaCoS Engine Room Automation

receiver
Parameter Unit Value
Volumetric capacity of tank (V) litre 3,500
3
m 3.5

Temperature of air in starting air receiver (T) °C 40

K 313

Air pressure in starting air receiver (p above atmosphere) bar 30

Air pressure in starting air receiver (p absolute) bar abs 31
31 x 105

Gas constant for air (R)

287

Ambient air temperature °C 35

Relative air humidity % 80

Weight of air in the starting air receiver is calculated as follows:

Solution according to above diagram

Water content of air according to point of intersection (I) kg of water/kg of air 0.030

Maximum water content of air according to point of intersection (III) kg of water/kg of air 0.002

The difference between (I) and (III) is the condensed water amount (B)

5 Engine room and application planning

B = I – III
B = 0.030 – 0.002 = 0.028 kg of water/kg of air

Total amount of condensate in the vessel (QB)

QB = m x B
QB = 121 x 0.028 = 3.39 kg
Table 156: Example how to determine the condensate amount in the starting air receiver
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5.3 SaCoS Engine Room Automation

5.3.1 SaCoS ERA system overview

The engine is equipped with the latest generation of MAN Energy Solutions
engine control- and safety system SaCoS 5000 (Safety and Control System)
for four-stroke diesel- and gas engines including SaCoS ERA (Engine Room
Automation). SaCoS ERA is a part of SaCoS 5000 and a consequent devel-
opment of the existing automation. It is an architectural adaptation within the
SaCoS 5000 and offers several advantages by dividing the functions into en-
gine-related and vessel system-related functions, without losing its integrity

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and reliability. SaCoS ERA consists of an EEC (Engine Environment Cabinet)

5.3 SaCoS Engine Room Automation

which decouples vessel system-related functions and thus gives the shipyard
more flexibility and provides specially tailored the customer needs. The EEC is
capable to serve up to three engines within one engine room at marine applic-
ation. Therefore, SaCoS ERA saves construction space. SaCoS ERA forms
the basis for forward-looking developments and prepares the system for fu-
ture requirements from the market and regulations.

Figure 106: SaCoS ERA system architecture (example for three engines)

Engine Environment Cabinet The Engine Environment Cabinet (EEC) is a floor-standing cabinet. The EEC
5 Engine room and application planning

for one engine contains the general part and the control parts for the first en-
gine. Due to the modular cabinet design for more engines the EEC will be ex-
tended in case more engines are supported. However, the EEC always can
be seen as one cabinet consisting of up to three cabinet modules.
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5.3 SaCoS Engine Room Automation

5 Engine room and application planning
Figure 107: SaCoS EEC (example for three engines)
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5 MAN Energy Solutions
5.3 SaCoS Engine Room Automation

5.3.2 Power supply

The plant has to provide electric power for SaCoS ERA. An uninterrupted 24-
V DC power supply is required for SaCoS ERA marine application. According
to the class rules, the voltages of the engines must be independent of each
other, so that a voltage failure does not affect several engines.
Required power supplies Consumer Voltage Notes
Engine Environment Cabinet for one engine 230 V General part
50/60 Hz

230 V General part

50/60 Hz

24 V DC General part

24 V DC Parts for the first en-

gine

24 V DC Parts for the first en-

UPS gine

Engine Environment Cabinet for two engines 24 V DC Parts for the second
(additionally) engine

24 V DC Parts for the second

UPS engine

Engine Environment Cabinet for three engines 24 V DC Parts for the third en-
(additionally) gine

24 V DC Parts for the third en-

UPS gine
Table 157: Required power supplies

5.3.3 Interfaces
5 Engine room and application planning

This interface serves for data exchange to the vessel management system/
power management system. The interface is actuated with MODBUS protocol
and is available as Ethernet interface (MODBUS over TCP/IP).

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5.4 Media interfaces

5.3.4 Technical data
Design ▪ Floor-standing cabinet with plinth and fan
▪ Cable entries: From below, through cabinet base
▪ Accessible by front door(s), doors with locks
▪ Opening angle: 90°
▪ Standard colour: Light grey (RAL7035)
▪ Ingress protection: IP54
Dimensions and weights Cabinet Dimensions (mm) including base Approx. weight (kg)
Width Height Depth
Engine Environment Cabinet for 800 2,100 400 approximately
one engine 400

Engine Environment Cabinet for 1,150 2,100 400 approximately

one engine, equipped with air 460
condition

Engine Environment Cabinet for 1,400 2,100 400 approximately

two engines1) 700

Engine Environment Cabinet for 1,750 2,100 400 approximately

two engines1), equipped with air 760
condition

Engine Environment Cabinet for 2,000 2,100 400 approximately

three engines1) 1000

Engine Environment Cabinet for 2,430 2,100 400 approximately

three engines1), equipped with 1080
air condition

1) The cabinets are connected as one unit to a bulkhead.

Table 158: Dimensions and weights of cabinet

5 Engine room and application planning

5.3.5 Installation requirements
The same installation requirements apply as described for SaCoS 5000 in the
section Installation requirements, Page 251.

5.4 Media interfaces

The following presentation of the media connection numbers is for orientation
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only.
Final drawings will follow as part of the project-specific execution.
Be aware that distinct media connection numbers are linked to optional en-
gine features only.

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5.4 Media interfaces

Figure 108: MAN 32/44CR, side view on exhaust side

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 MAN Energy Solutions 5

5.4 Media interfaces

Connection numbers
2101 Oil inlet on engine 3231 LT cooling water pump outlet
2102 Lube oil inlet by-pass into the engine 5143 Leakage fuel drain (pump + injector)
2111 Drain from oil pain 7101 Starting air inlet
2122 Oil pump inlet 7103 Air inlet for jet assist
2132 Oil pump outlet 7711 Outlet for control line to lube oil pressure
regulating valve
3102 HT cooling water inlet 9141 Dirty oil drain from pump bank

5 Engine room and application planning

3121 HT cooling water inlet 9153 Dirty oil drain from crankcase foot
3201 LT cooling water inlet 9154 Dirty oil drain from crankcase foot
3221 LT cooling water pump inlet
Figure 109: Media interfaces exemplary MAN 32/44CR, front view counter coupling side
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5 MAN Energy Solutions
5.4 Media interfaces

Connection numbers
2101 Oil inlet on engine 5101 Fuel inlet
2102 Lube oil inlet by-pass into the engine 7103 Air inlet for jet assist
2122 Oil pump inlet 7711 Outlet for control line to lube oil pressure
regulating valve
2132 Oil pump outlet 8651 Condensate water drain
3111 HT cooling water outlet 9154 Dirty oil drain from crankcase foot
3201 LT cooling water inlet
Figure 110: Media interfaces exemplary MAN 32/44CR, counter coupling side – Side view on exhaust side
5 Engine room and application planning

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 MAN Energy Solutions 5

5.4 Media interfaces

Connection numbers
2111 Drain from oil pain 3221 LT cooling water pump inlet
2122 Oil pump inlet 3231 LT cooling water pump outlet
3102 HT cooling water inlet 5143 Leakage fuel drain (pump + injector)

5 Engine room and application planning

3121 HT cooling water inlet 7103 Air inlet for jet assist
3211 LT cooling water outlet 9141 Dirty oil drain from pump bank
Figure 111: Media interfaces exemplary MAN 32/44CR, counter coupling side – Side view on exhaust
counter side
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5 MAN Energy Solutions
5.5 Lube oil system

Connection numbers
3151 Drain of HT cooling water 7102 Control air inlet 1
3401 Nozzle cooling water inlet 7105 Control air inlet 2
7101 Starting air inlet
Figure 112: Media interfaces exemplary MAN 32/44CR, coupling side – Side view on exhaust side

5.5 Lube oil system

5.5.1 Internal lube oil system

5 Engine room and application planning

As a standard:
▪ Engine equipment with attached lube oil pump

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5.5 Lube oil system

5 Engine room and application planning
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Connection numbers
2101 Lube oil inlet to engine 2132 Lube oil outlet from lube oil pump
5.5 Lube oil system

2102 Lube oil inlet to engine (reserve 2152 Drain of drip pan of lube oil automatic filter
connection)
2111 Lube oil drain from oil pan, CCS 2841 Venting of crankcase
2113 Lube oil drain from oil pan, CS 9151 Dirty oil drain from crankcase foot, CS 1
2114 Lube oil drain from oil pan, CS 9152 Dirty oil drain from crankcase foot, CS 2
2115 Lube oil drain from oil pan, underside 9153 Dirty oil drain from crankcase foot,
CCS 1
2122 Lube oil inlet to lube oil pump 9154 Dirty oil drain from crankcase foot,
CCS 2
Figure 113: Internal lube oil system MAN L32/44CR – Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof don´t exist.
5 Engine room and application planning

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5.5 Lube oil system

5 Engine room and application planning
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Connection numbers
2101 Lube oil inlet to engine 2132 Lube oil outlet from lube oil pump 2
5.5 Lube oil system

2102 Lube oil inlet to engine (reserve 2152 Drain of drip pan of lube oil automatic filter
connection)
2111 Lube oil drain from oil pan, CCS 1 2841 Venting of crankcase
2113 Lube oil drain from oil pan, CS 1 9151 Dirty oil drain from crankcase foot, CS 1
2114 Lube oil drain from oil pan, CS 2 9152 Dirty oil drain from crankcase foot, CS 2
2115 Lube oil drain from oil pan, underside 9153 Dirty oil drain from crankcase foot,
CCS 1
2121 Lube oil inlet to lube oil pump 1 9154 Dirty oil drain from crankcase foot,
CCS 2
2122 Lube oil inlet to lube oil pump 2
Figure 114: Internal lube oil system MAN V32/44CR – Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof don´t exist.

5.5.2 External lube oil system – Description

The following description refers to the figure(s) Lube oil system diagram(s),
which represent the standard design of external lube oil service system.
The internal lubrication of the engine and the turbocharger is provided with a
force-feed lubrication system.
In multi-engine plants, for each engine a separate lube oil system is required.
According to the required lube oil quality, see table Main fuel/lube oil type.

Requirements before commissioning of engine

The flushing of the lube oil system in accordance to the MAN Energy Solu-
tions specification (see the relevant working instructions) demands before
commissioning of the engine, that all installations within the system are in
proper operation. Be aware that special installations for commissioning are re-
5 Engine room and application planning

quired and the lube oil separator must be in operation from the very first
phase of commissioning.
Contact MAN Energy Solutions or licensee if any uncertainties occur.

T-001/Lube oil service tank

The main purpose of the lube oil service tank is to separate air and particles
from the lube oil, before pumping the lube oil to the engine. For the design of
the service tank the class requirements have to be taken in consideration. For
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design requirements of MAN Energy Solutions see section External lube oil
system – Lube oil service tank, Page 336.

H-002/Lube oil preheater

To fulfill the starting conditions (see section Starting conditions, Page 45) pre-
heating of the lube oil in the lube oil frame tank is necessary. Therefore the
preheater of the separator is often used. The preheater must be enlarged in
size if necessary, so that it can heat up the content of the service tank to ≥ 40
°C, within 4 hours. If engines have to be kept in stand-by mode, the lube oil of
the corresponding engines always has to be in the temperature range of start-
ing conditions. Means that also the maximum lube oil temperature limit should
not be exceeded during engine start.

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Suction pipes

5.5 Lube oil system

Suction pipes must be installed with a steady slope and dimensioned for the
total resistance (incl. pressure drop for suction filter) not exceeding the pump
suction head. Before engine starts, venting of suction line must be warranted.
Therefore the design of the suction line must be executed accordingly.

PSV-004/Lube oil non-return flap with integrated safety valve

A non-return flap must be installed close to the lube oil tank to prevent lube oil
back flow when the engine has been shut off. This non-return flap must be
by-passed by a safety valve to protect the pump against high pressure
caused by momentary counter-rotation of the engine during shutdown. MAN
Energy Solutions solution for these two requirements is a special non-return
flap with integrated safety valve. If there is used a normal return flap, the line of
the external safety valve should lead back into the lube oil tank submerged.
The required opening pressure of the safety valve is approximately 0.4 bar.

FIL-004/Lube oil suction strainer

The lube oil suction strainer protects the lube oil pumps against larger dirt
particles that may have accumulated in the tank. It is recommended to use a
cone type strainer with a mesh size of 1.5 mm. Two manometers installed be-
fore and after the strainer indicate when manual cleaning of filter becomes ne-
cessary, which should preferably be done in port.

P-001/P-007/P-074/Lube oil pumps

For ships with more than one main engine additionally to the service pump a
prelubrication pump P-007 for pre- and postlubrication is necessary. Depend-
ent on the type of prelubrication pump, an orifice on the discharge side could
be necessary, to comply with the required differential pressure over the pump,
given by the pump manufacturer. For further information according that pump
see section Planning data, Page 93 and paragraph Lube oil, Page 155. A
main lube oil pump as spare is required to be on board according to class so-
ciety.

5 Engine room and application planning

For ships with a single main engine drive it is preferable to design the lube oil
system with a combination of an engine driven lube oil service pump (at-
tached) P-001 and a lube oil stand-by pump (free-standing) P-074 (100% ca-
pacity).
Additionally a prelubrication pump is recommended. If nevertheless the stand-
by pump is used for pre- and postlubrication MAN Energy Solutions has to be
consulted as there are necessary modifications in the engine automation.
The prelubrication pump must be located as low as possible and close to the
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lube oil service tank to prevent cavitation. The pressure drop in the piping
must not exceed the suction capability of the pump. With adequate diameter,
straight lines and short length the pressure drop can be kept low.
Using the stand-by pump for continuous prelubrication is not permissible.
As long as the installed stand-by pump provides 100% capacity of the operat-
ing pump, the class requirement to have a spare part operating pump on
board, is fulfilled. Both pumps must be located as low as possible and close
to the lube oil service tank to prevent cavitation. The pressure drop in the pip-
ing must not exceed the suction capability of the pump. With adequate dia-
meter, straight lines and short length the pressure drop can be kept low.

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For design data of these lube oil pumps see section Planning data, Page 93
5.5 Lube oil system

and the following.

In case of unintended engine stop (e.g. blackout) the postlubrication must be
started as soon as possible (latest within 20 min) after the engine has stopped
and must persist accordingly to table System circuit operation time after en-
gine stop, Page 59.
This is required to cool down the bearings of turbocharger and hot inner en-
gine components.
Application Necessary pumps referred to respective application(s)
For operation For pre- and postlubrication To keep engine in
stand-by
Single main engine Lube oil service Lube oil stand-by pump Prelubrication pump Prelubrication
pump (attached) P-074 (100 %) P-007 recommended. If pump P-007 is
P-001 stand-by pump P-074 required
should be used for pre-
and postlubrication, MAN
Energy Solutions has to
be consulted.

Ships with more Lube oil service Lube oil stand-by pump Prelubrication pump Prelubrication
than one main pump (attached) P-074 recommended for P-007 recommended. If pump P-007 is
engine P-001 increased availability stand-by pump P-074 required
(safety). Otherwise pump should be used for pre-
as spare is requested to and postlubrication, MAN
be on board according to Energy Solutions has to
class requirement. be consulted.
Table 159: Lube oil pumps

HE-002/Lube oil cooler

Dimensioning Heat data, flow rates and tolerances are indicated in section Planning data,
Page 93 and the following.
For the separator a heat-intake of 30 kJ/kWh was estimated.
5 Engine room and application planning

On the lube oil side, the pressure drop shall not exceed 1.1 bar.
Design/Outfitting The cooler installation must be designed for easy venting and draining.

TCV-001/Lube oil temperature control valve

The lube oil temperature control valve regulates the inlet oil temperature of the
engine. The control valve is executed by wax-type thermostats.
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Lube oil treatment

The treatment of the circulating lube oil can be divided into two major func-
tions:
▪ Removal of contaminations to keep up the lube oil performance.
▪ Retention of dirt to protect the engine.
The removal of combustion residues, water and other mechanical contamina-
tions is the major task of separators/centrifuges (CF-001) installed in by-pass
to the main lube oil service system of the engine. The installation of a lube oil
separator per engine is recommended to ensure a continuous separation dur-
ing engine operation.

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The lube oil filters integrated in the system protect the diesel engine in the

5.5 Lube oil system

main circuit retaining all residues which may cause a harm to the engine.
Depending on the filter design, the collected residues are to be removed from
the filter mesh by automatic back flushing, manual cleaning or changing the
filter cartridge. The retention capacity of the installed filter should be as high
as possible.
When selecting an appropriate filter arrangement, the customer request for
operation and maintenance, as well as the class requirements, have to be
taken in consideration.
Instead of a separator an adequate filtration system (FIL-027) can be used for
lube oil treatment. This is only valid for engines which operate with liquid fuels
of DM- or DF-class (acc. ISO 8217) exclusively (gas also for dual fuel engines,
no heavy fuel oil). By using a filtration system, the used lube oil must be suit-
able for filtration. A separate heater to preheat the lube oil before engine start
has to be foreseen. The filtration system must be approved by MAN Energy
Solutions.

FIL-001/Lube oil automatic filter

In general, the engine mounted lube oil automatic filter FIL-001 is sufficient for
lube oil filtration. If a higher safety concept should be achieved, we suggest to
install a filter in by-pass as mentioned at connection number 2102 of the fig-
ure(s) Lube oil system diagram(s).
The automatic back washing filter is mounted on the engine. The back wash-
ing/flushing of the filter elements is arranged in a way that lube oil flow and
pressure will not be affected. The flushing discharge (oil/sludge mixture) is led
to the lube oil service tank. This provides an efficient final removal of deposits.
See figure(s) Lube oil system diagram(s).
The attached lube oil automatic filter is equipped with an integrated second fil-
tration stage. This second stage protects the engine from particles which may
pass the first stage filter elements in case of any malfunction.
The used filter mesh sizes are shown in table Lube oil automatic filter, Page

5 Engine room and application planning

327.

Application Location of FIL-001 Type of lube oil automatic

filter FIL-001
Continuous flushing type
Single-main-engine plant Engine mounted 30 µm 1st filter stage

Multi-main-engine plant 50 µm 2nd filter stage

Table 160: Lube oil automatic filter
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Differential pressure gauges have to be installed, in order to protect the filter

cartridges and to indicate clogging condition of the filter. A high differential
pressure has to be indicated as an alarm.
In case filter stage 1 is not working sufficiently, the engine can run in emer-
gency operation for maximum 72 hours with the second filter stage, but has
to be stopped after. This measure ensures that disturbances in backwashing
do not result in a complete failure of filtering and that the main stream filter
can be cleaned without interrupting filtration.

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Indication and alarm of filters

5.5 Lube oil system

The automatic filter FIL-001 is equipped with an local visual differential pres-
sure indicator and additionally with an differential pressure switch. The switch
will activate an alarm of the automatic fliter which is processed in the engine
control and safety system and is available for the ship alarm system.

CF-001/Lube oil separator

The lube oil is intensively cleaned by separation in the by-pass thus relieving
the filters and allowing an economical design.
The lube oil separator should be of the self-cleaning type. The design is to be
based on a lube oil quantity of 1.0 l/kW. This lube oil quantity should be
cleaned within 24 hours at:
▪ HFO-operation 6 – 7 times
▪ MDO-operation 4 – 5 times
The formula for determining the separator flow rate (Q) is:

Q [l/h] Separator flow rate

P [kW] Total engine output

n HFO = 7
MDO/MGO = 5
Gas (+ MDO/MGO for ignition only) = 5

With the evaluated flow rate the size of separator has to be selected accord-
ing to the evaluation table of the manufacturer. The separator rating stated by
the manufacturer should be higher than the flow rate (Q) calculated according
to the formula above.

Separator equipment
5 Engine room and application planning

The lube oil preheater H-002 must be able to heat the oil to 95 °C and the
size is to be selected accordingly. In addition to a PI-temperature control,
which avoids a thermal overloading of the oil, silting of the preheater must be
prevented by high turbulence of the oil in the preheater.
Control accuracy ±1 °C.
Cruise ships operating in arctic waters require larger lube oil preheaters. In this
case the size of the preheater must be calculated with a Δt of 60 K.
The freshwater supplied must be treated as specified by the separator sup-
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plier.
The supply pumps shall be of the free-standing type, i.e. not mounted on the
separator and are to be installed in the immediate vicinity of the lube oil ser-
vice tank.
This arrangement has three advantages:
▪ Suction of lube oil without causing cavitation.
▪ The lube oil separator does not need to be installed in the vicinity of the
service tank but can be mounted in the separator room together with the
fuel oil separators.
▪ Better matching of the capacity to the required separator throughput.

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As a reserve for the lube oil separator, the use of the diesel fuel oil separator is

5.5 Lube oil system

admissible. For reserve operation the diesel fuel oil separator must be conver-
ted accordingly. This includes the pipe connection to the lube oil system
which must not be implemented with valves or spectacle flanges. The con-
nection is to be executed by removable change-over joints that will definitely
prevent MDO from getting into the lube oil circuit. See also rules and regula-
tions of classification societies.

FIL-027/Lube oil fine filter

The lube oil is intensively cleaned by fine filtration in the by-pass thus relieving
the main filters and allowing an economical design.
The lube oil fine filter is not of self-cleaning type, therefore the filter elements
need to be replaced. The design is to be based on a lube oil quantity of 1.0 l/
kW. This lube oil quantity should be cleaned within 24 hours at:
▪ Liquid fuels of DM- and DF-class operation 4 – 5 times
▪ Dual fuel engines operating on gas (+MDO/MGO for ignition only) 4 – 5
times
The formula for determining the fine filter flow rate (Q) is:

Q [l/h] Fine filter flow rate

P [kW] Total engine output

n MDO/MGO = 5
Gas (+ MDO/MGO for ignition only) = 5

With the evaluated flow rate and the lube oil volume of the engine, the number
of filter elements of the fine filter has to be selected according to the evalu-
ation table of the maker. The table per maker is based on a fixed filter life time
stated in the table (filter lifetime in engine operating hours). This has to be con-
sidered carefully. For a longer filter exchange interval, the number of filter ele-

5 Engine room and application planning

ments has to be increased.
The information regarding released manufacturers and filter types for lube oil
fine filters can be found here: [Link]
oil-treatment.

Fine filter equipment

Depending on the size of the fine filter, a lifting possibility above the filter hous-
ing can be necessary for filter exchange.
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The supply pump shall be of freestanding type, that is not mounted on the
same frame as the fine filter. It is to be installed in the immediate vicinity of the
lube oil service tank.
This arrangement has three advantages:
▪ Suction of lube oil without causing cavitation.
▪ The lube oil fine filter does not need to be installed near of the service
tank. It can be mounted in one room together with the fuel oil filters or
separators.
▪ Better accessibility of lube oil fine filter for filter exchange.

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As a reserve for the lube oil fine filter, the use of the diesel fuel oil separator is
5.5 Lube oil system

admissible. For reserve operation, the diesel fuel oil separator must be con-
verted accordingly. This includes the pipe connection to the lube oil system
which must not be implemented with valves or spectacle flanges. The con-
nection is to be executed by removable changeover joints that will definitely
prevent MDO from getting into the lube oil circuit. See also rules and regula-
tions of classification societies.

PCV-007/Pressure relief valve

By use of the pressure relief valve, a constant lube oil pressure before the en-
gine is adjusted.
The pressure relief valve is installed upstream of the lube oil cooler. The return
pipe (spilling pipe) from the pressure relief valve returns into the lube oil service
tank.
The control line of the pressure relief valve has to be connected to the engine
inlet. In this way the pressure losses of filters, pipes and cooler are com-
pensated automatically.

TR-001/Condensate trap
See section Crankcase vent and lube oil tank vent, Page 340.

T-006/Leakage oil collecting tank

See section External fuel system – Heavy fuel oil (HFO) supply system, Page
394.

Withdrawal points for samples

Points for drawing lube oil samples are to be provided upstream and down-
stream of the filters and the separator, to verify the effectiveness of these sys-
tem components.

Piping system
5 Engine room and application planning

It is recommended to use pipes according to the pressure class PN16.

P-012/Lube oil transfer pump

The lube oil transfer pump supplies fresh oil from the lube oil storage tank to
the operating tank. Starting and stopping of the lube oil transfer pump should
preferably be done automatically by float switches fitted in the tank.
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Lube oil system diagram

5.5 Lube oil system

5 Engine room and application planning
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Components
CF-001 Lube oil separator P-012 Lube oil transfer pump
5.5 Lube oil system

CF-003 Diesel fuel oil separator P-074 Lube oil stand-by pump, free-stand-
ing
FIL-001 Lube oil automatic filter PCV-007 Lube oil pressure relief valve
1,2 FIL-004 Lube oil suction strainer PSV-004 Lube oil non return flap with integ-
rated safety valve
H-002 Lube oil preheating unit T-001 Lube oil service tank
HE-002 Lube oil cooler T-006 Leakage oil collecting tank
MOD-007 Lube oil separator module T-021 Sludge tank
P-001 Lube oil service pump, attached TCV-001 Lube oil temperature control valve
P-007 Prelubrication pump 1,2,3 Condensate trap, lube oil system
TR-001
P-011 Lube oil feed pump separator
Major engine connections
2101 Lube oil inlet to engine 2121, 2122 Lube oil inlet to lube oil pump 1, 2
2102 Lube oil inlet to engine (reserve con- 2132 Lube oil outlet from lube oil pump 2
nection)
2111, 2112 Lube oil drain from oil pan, counter 2841, 2842 Venting of crankcase 1, 2
coupling side 1, 2
2113, 2114 Lube oil drain from oil pan, coupling 9151, 9152 Dirty oil drain from crankcase foot,
side 1, 2 coupling side 1, 2
2116 Flushing oil outlet from lube oil auto- 9153, 9154 Dirty oil drain from crankcase foot,
matic filter 1 counter coupling side 1, 2
Figure 115: Lube oil system diagram – Service pump attached

5.5.3 External lube oil system – Low-speed operation lube oil system
In case the engine is operated below 60 % of nominal speed, the following
items have to be taken in account:
▪ Lube oil flow has to be maintained above minimum flow rate, given in sec-
tion Planning data, Page 93.
▪ Lube oil pressure at the engine inlet has to be kept above the minimum
pressure given in section Planning data, Page 93.
5 Engine room and application planning

The attached lube oil pump may fall below the required performance data,
therefore we recommend using an electrical driven service support pump
(P-090).
Performance data for the pump are given in section Planning data, Page 93.
In order to cover operation during blackout, we recommend connecting the
pump to the emergency power grid (switch over from standard net to emer-
gency grid in case of blackout).
For installation of the service support pump and further details contact MAN
Energy Solutions or licensee.
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5.5 Lube oil system

5.5.4 External lube oil system – Prelubrication/postlubrication

Prelubrication
The prelubrication pump must be switched on at least 5 minutes before en-
gine start. The prelubrication pump serves to assist the engine attached main
lube oil pump, until this can provide a sufficient flow rate.
For design data of the prelubrication pump see section Planning data, Page
93 and paragraph Lube oil, Page 155.
During the starting process, the maximal temperature mentioned in section
Starting conditions, Page 45 must not be exceeded at engine inlet. Therefore,
a small LT cooling waterpump can be necessary if the lube oil cooler is served
only by an attached LT pump.

Postlubrication
The prelubrication pump is also to be used for postlubrication after the engine
is turned off.
See table System circuit operation time after engine stop, Page 59 for the re-
quired operation time.

5.5.5 External lube oil system – Lube oil outlets

Lube oil drain

Two connections for oil drain pipes are located on both ends of the engine oil
sump.
For an engine installed in the horizontal position, two oil drain pipes are re-
quired, one at the coupling end and one at the free end.
If the engine is installed in an inclined position, three oil drain pipes are re-

5 Engine room and application planning

quired, two at the lower end and one at the higher end of the engine oil sump.
The drain pipes must be kept short. The slanted pipe ends must be immersed
in the oil, so as to create a liquid seal between crankcase and tank.

Expansion joints
At the connection of the oil drain pipes to the lube oil service tank, expansion
joints are required.
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Shut-off butterfly valves

If for lack of space, no cofferdam can be provided underneath the service
tank, it is necessary to install shut-off butterfly valves in the drain pipes. If the
ship should touch ground, these butterfly valves can be shut via linkages to
prevent the ingress of seawater through the engine.
Drain pipes, shut-off butterfly valves with linkages, expansion joints, etc. are
not supplied by the engine builder.

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Lube oil outlets – Drawings

5.5 Lube oil system

Rigidly mounted engines

5 Engine room and application planning

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Figure 116: Lube oil outlets L engine

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5.5 Lube oil system

5 Engine room and application planning
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Figure 117: Lube oil outlets V engine

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5.5 Lube oil system

5.5.6 External lube oil system – Lube oil service tank

The lube oil service tank is to be arranged over the entire area below the en-
gine. To ensure uniform vertical thermal expansion of the whole engine found-
ation.
To provide for adequate degassing, a minimum distance of 150 mm is re-
quired between tank top and the highest operating level (high-level alarm). The
low oil level (low-level alarm) shall still permit the lube oil to be drawn in free of
air, if the ship is moving maximum according to the classification society rules
(pitching and rolling).
Depending on the design of the lube oil service tank, a well or a central suc-
tion is the preferred solution.
The minimum quantity for a proper engine operation is 1.0 l/kW (quantity of
lube oil circulation). This is a theoretical factor for permanent lube oil quality
control. It is the decisive factor for the design of the by-pass cleaning. The
lube oil quantity, which is required during operation, depends on the tank
geometry and the volume of the system (piping, system components), and
may exceed the theoretical quantity of 1.0 l/kW to be topped up. The low-
level alarm in the service tank is to be adjusted to a height, which ensures that
the pumps can draw in oil, free of air, at the inclinations according to the clas-
sification society but min. 0.7 l/kW.
To ensure an adequate degassing of air out of the lube oil, the arrangement of
the suction pipes to the engine and the drain pipes extending from the engine
oil sump are to be selected in a way that the oil will remain for the longest
possible time in the lube oil service tank. The maximum flow rates must be
considered.
The manholes in the floor plates inside the service tank are to be arranged so
as to ensure sufficient flow to the suction pipe of the pump also at low lube oil
service level.
Vent the tank at both ends, according to section Crankcase vent and lube oil
tank vent, Page 340.
5 Engine room and application planning

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5.5 Lube oil system

5 Engine room and application planning
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Figure 118: Example: Lube oil service tank

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5.5 Lube oil system
5 Engine room and application planning

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Figure 119: Example: Details lube oil service tank

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5.5 Lube oil system

5 Engine room and application planning
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Figure 120: Example: Lube oil service tank with central suction

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5.6 Crankcase vent and lube oil tank vent

5.6 Crankcase vent and lube oil tank vent

Vent pipes
The vent pipes from engine crankcase, turbocharger and lube oil service tank
are to be arranged according to the sketch. The required nominal diameters
ND are stated in the chart following the diagram.
Note:
▪ In case of multi-engine plants the venting pipework has to be kept separ-
ately.
▪ Condensate trap overflows are to be connected via siphon to drain pipe.
▪ Specific requirements of the classification societies are to be strictly ob-
served.
5 Engine room and application planning

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1 Condensate trap, continuously open 3 Lube oil service tank

2 Connection crankcase vent
Figure 121: Crankcase vent and tank vent

Nominal diameter ND (mm)

A B D F
L engine 100 80 125 125

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Nominal diameter ND (mm)

5.7 Cooling water system

A B D F
V engine 100 125 125 125
Table 161: Nominal diameter ND (mm)

5.7 Cooling water system

5.7.1 Internal cooling water system

As a standard:
▪ Engine equipment with attached HT cooling water pump

5 Engine room and application planning

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MAN 32/44CR IMO Tier II, Project Guide – Marine 341 (523)
 5
5 Engine room and application planning 5.7 Cooling water system

342 (523)
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MAN Energy Solutions

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 MAN Energy Solutions 5

Connection numbers
3101 HT cooling water inlet to engine 3201 LT cooling water inlet to engine

5.7 Cooling water system

3102 HT cooling water inlet to engine (reserve 3211 LT cooling water outlet from engine
connection)
3111 HT cooling water outlet from engine 3215 LT cooling water outlet from compressor
casing 1
3121 HT cooling water inlet to cooling water 3221 LT cooling water inlet to cooling water
pump 1 pump
3141 Venting of HT cooling water pipe 1 3231 LT cooling water outlet from cooling water
pump
3143 Venting of CAC 1 (HT) 3401 Venting of LT charge air cooler
3151 Drain of HT cooling water pipe 1 3411 Venting of LT charge air cooler
3155 Drain of support ring (HT) 1
Figure 122: Internal cooling water system MAN L32/44CR – Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof don´t exist.

5 Engine room and application planning

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MAN 32/44CR IMO Tier II, Project Guide – Marine 343 (523)
 5
5 Engine room and application planning 5.7 Cooling water system

344 (523)
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MAN Energy Solutions

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 MAN Energy Solutions 5

Connection numbers
3102 HT cooling water inlet to engine (reserve 3215 LT cooling water outlet from compressor

5.7 Cooling water system

connection) casing 1
3111 HT cooling water outlet from engine 3216 LT cooling water outlet from compressor
casing 2
3121 HT cooling water inlet to cooling water 3221 LT cooling water inlet to cooling water
pump pump
3141 Venting of HT cooling water pipe 3231 LT cooling water outlet from cooling water
pump
3143 Venting of CAC (HT) 3241 Venting of LT cooling water pipe
3144 Venting of CAC (HT) 3243 Venting of LT charge air cooler
3155 Drain of support ring (HT) 1 3244 Venting of LT charge air cooler
3156 Drain of support ring (HT) 2 3401 Nozzle cooling water inlet to engine
3201 LT cooling water inlet to engine 3411 Nozzle cooling water outlet from engine
3211 LT cooling water outlet from engine
Figure 123: Internal cooling water system MAN V32/44CR – Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof don´t exist.

5.7.2 External cooling water system – Description

The diagrams showing cooling water systems for main engines comprising
the possibility of heat utilisation in a fresh water generator and equipment for
preheating of the charge air in a two-stage charge air cooler during part load
operation.
Note:
The arrangement of the cooling water system shown here is only one of many
possible solutions. It is recommended to inform MAN Energy Solutions in ad-
vance in case other arrangements should be desired. In any case two seawa-
ter coolers have to be installed to ensure continuous operation while one
cooler is shut off (e.g. for cleaning).

5 Engine room and application planning

For special applications, e.g. GenSets or dual fuel engines, supplements will
explain specific necessities and deviations.
For the design data of the system components shown in the diagram see
section Planning data, Page 93 and following sections.
There are many possible concepts for the arrangement of cooling water sys-
tems and the best solution always depends on the specific application of the
engine and ship. The table below shows the main characteristics and
schemes of two main concepts. For further information contact
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MAN Energy Solutions.

Concept Mixing CW system Conventional CW system
Arrangement Physically and thermodynamically Physically and thermodynamically
connected LT and HT circuit separated LT and HT circuit

Features One central seawater cooler sufficient No transfer of pressure peaks and
Reduced piping pollutants between LT and HT circuits
Central cooler possible with HT-cooler
recooled by LT-cooling water

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Concept Mixing CW system Conventional CW system

5.7 Cooling water system

Application Economic solution for vessels with Vessels which require convenient com-
limited space missioning and maintenance as well as
Not recommended for multi-engine robust temperature control
plants with attached cooling water
pumps or variable engine speed
Not recommended for plants with com-
bustion air intake from outside the ves-
sel or plants with high requirements on
capacity of waste heat recovery from
HT-cooling water.
Table 162: Characteristics of cooling water concepts
5 Engine room and application planning

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Figure 124: Basic schemes of cooling water concepts

The cooling water is to be conditioned by using a corrosion inhibitor, see sec-

tion Specification of engine coolant, Page 290.
Cooling water that is not treated properly may cause serious corrosion during
storage or operation of the engine.
LT = Low temperature
HT = High temperature

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Cooler dimensioning, gen- For coolers operated by seawater (not treated water), lube oil or MDO/MGO

5.7 Cooling water system

eral on the primary side and treated freshwater on the secondary side, an addi-
tional safety margin of 10% related to the heat transfer coefficient is to be
considered. If treated water is applied on both sides, MAN Energy Solutions
does not insist on this margin.
In case antifreeze is added to the cooling water, the corresponding lower heat
transfer is to be taken into consideration.
The cooler piping arrangement should include venting and draining facilities
for the cooler. In case coolers for lube oil, fuel oil or other environmental haz-
ardous fluids are operated by seawater, we strongly recommend to use
double wall plate type coolers. These coolers allow to detect leakage and pre-
vent the seawater from pollution by hazardous fluids.

Open/closed system
Open system Characterised by "atmospheric pressure" in the expansion tank. Pre-pressure
in the system, at the suction side of the cooling water pump is given by the
geodetic height of the expansion tank (standard value 6–9 m above crank-
shaft of engine).
Closed system In a closed system, the expansion tank is pressurised and has no venting
connection to open atmosphere. This system is recommended in case the
engine will be operated at cooling water temperatures above 100°C or an
open expansion tank may not be placed at the required geodetic height. Use
air separators to ensure proper venting of the system.
Venting Note:
Insufficient venting of the cooling water system prevents air from escaping
which can lead to thermal overloading of the engine. Make sure that a min-
imum flow rate of 1% of the HT-cooling water flow given in section 2 is led
from the engine HT-venting connection to the expansion tank at maximum
engine speed.
The cooling water system needs to be vented at the highest point in the cool-
ing system. Additional points with venting lines to be installed in the cooling
system according to layout and necessity. In case engines may be operated

5 Engine room and application planning

on gas, all venting pipes have to be routed to open atmosphere.
If LT and HT string are separated, make sure that the venting lines are always
routed only to the associated expansion tank. The venting pipe must be con-
nected to the expansion tank below the minimum water level, this prevents
oxydation of the cooling water caused by "splashing" from the venting pipe.
We recommend to connect the venting pipes at the tank bottom. The expan-
sion tank should be equipped with venting pipe and flange for filling of water
and inhibitors.
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Additional notes regarding venting pipe routing:

▪ The ventilation pipe should be continuously inclined (min. 5 degrees).
▪ At the interface to the system (engine connection terminal), the line must
be continued directly with an elastic pipe connection (e.g. hose line).
▪ No additional masses such as shut-off valves, reducers, extensions, etc.
may be attached to the engine-side connection terminal, since they rep-
resent an additional oscillating mass that can cause the line to break dur-
ing operation.
▪ Venting pipes from several engine circuits may only be connected to-
gether if there are no longer any pressure differences between the indi-
vidual pipes.

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▪ It is to be avoided to merge venting pipes from low-temperature (LT) and

high-temperature (HT) circuits, as a separate fault detection (e.g. lubricat-
5.7 Cooling water system

ing oil or fuel in the cooling water) is no longer possible.

▪ No restrictions, no kinks in the ventilation pipes.
▪ Merging of ventilation pipes only permitted with appropriate cross-sec-
tional enlargement.
▪ In case a mixing cooling water system is applied, a throttle valve has to be
installed in the HT venting pipe to adjust the flow towards the expansion
tank.
Draining At the lowest point of the cooling system, a drain has to be provided. Addi-
tional points for draining to be provided in the cooling system according to
layout and necessity, e.g. for components in the system that will be removed
for maintenance.
We recommend using lockable valves or locking caps for sample and draining
points to avoid opening by mistake.

LT cooling water system

In general the LT cooling water passes through the following components:
▪ Stage 2 of the two-stage charge air cooler (HE-008)
▪ Lube oil cooler, free-standing (HE-002)
▪ Nozzle cooling water cooler (HE-005)
▪ Fuel oil cooler (HE-007)
▪ Gearbox lube oil cooler (HE-023) (or e.g. alternator cooling in case of an
electric propulsion plant)
▪ Cooler for LT cooling water (HE-024)
▪ Fuel oil cooler, supply circuit (HE-025) (if applicable, see section External
fuel system – Heavy fuel oil (HFO) supply system, Page 394)
▪ Other components, for example, auxiliary engines (GenSets)
LT cooling water pumps can be either of engine driven or electrically driven
type.
5 Engine room and application planning

In case an engine driven LT pump is used and no electric driven pump (LT
main pump) is installed in the LT circuit, an LT circulation pump has to be in-
stalled. We recommend an electric driven pump with a capacity of approxim-
ately 8 m³/h at 1.5 bar pressure head. The pump has to be operated simul-
taneously to the prelubrication pump.
Make sure to keep the pump running accordingly to table System circuit oper-
ation time after engine stop, Page 59 to cool down all connected system
components.
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In case a 100% lube oil stand-by pump is installed, the circulation pump has
to be increased to the size of a 100% LT stand-by pump to ensure cooling
down the lube oil in the cooler during prelubrication before engine start. The
system has to be designed, so that the temperatures for lube oil and cooling
water, which are given in section Operating/service temperatures and pres-
sures, Page 153, are adhered during operation and stand-by of the engine.
For shutdown of the engine the information in section Engine load reduction,
Page 59 must be observed. In case no electric stand-by pump will be in-
stalled, the engine and lube oil tank have to be cooled down by operating the
engine at low load (< 15% MCR) for at least 4 minutes before shut down. The
shipyard has to make sure, that lube oil separators will not cause overheating

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of the oil during standstill of the engine. For max. permissible temperatures,

5.7 Cooling water system

see section Starting conditions, Page 45. For details contact MAN Energy
Solutions.
The system components of the LT cooling water circuit are designed for a
max. LT cooling water temperature of 38°C, with a corresponding seawater
temperature of 32°C (tropical conditions).
However, the capacity of the cooler for LT cooling water (HE-024) is determ-
ined by the temperature difference between seawater and LT cooling water.
Due to this correlation, an LT freshwater temperature of 32°C can be ensured
at a seawater temperature of 25°C.
To meet the IMO Tier I/IMO Tier II regulations the set point of the LT cooling
water temperature control valve (MOV-016) is to be adjusted to 32°C. How-
ever this temperature will fluctuate and reach at most 38°C with a seawater
temperature of 32°C (tropical conditions). In case other temperatures are re-
quired in the LT system, the engine setting has to be adapted accordingly. For
details contact MAN Energy Solutions.
The charge air cooler stage 2 (HE-008) and the lube oil cooler (HE-002) are in-
stalled in series to obtain a low delivery rate of the LT cooling water pump
(P-004 or P-076).
High performing turbochargers lead to a high temperature at the compressor
wheel. To limit these temperatures, the compressor wheel casing (HE-034) is
cooled by a low LT water flow. The outlet is to be connected separately to the
LT expansion tank in a steady rise.
The pipe diameter must not be reduced and no orifices are allowed in the
pipe. In case the pipe is merged with other pipes, the pipe diameter has to be
enlarged. Contact MAN to clarify whether pipes may be merged. Flow rates
for cooling water see section Planning data, Page 93.
P-004 or P-076/LT cooling The delivery rates of the service and stand-by pump are mainly determined by
water pump the cooling water required for the charge air cooler stage 2 and the other
coolers.
For operating auxiliary engines (GenSets) in port, the installation of an addi-

5 Engine room and application planning

tional smaller pump is recommendable.
MOV-003/Charge air tem- This three way valve is to be installed as a mixing valve.
perature control valve It serves two purposes:
(CHATCO)
1. In engine part load operation, depending on the ambient temperature,
the charge air cooler stage 2 (HE-008) is partially or completely by-
passed, so that a higher charge air temperature is maintained.
2. The valve reduces the accumulation of condensed water during engine
operation under tropical conditions by regulation of the charge air tem-
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perature. Below a certain intake air temperature the charge air temperat-
ure is kept constant. When the intake temperature rises, the charge air
temperature will be increased accordingly.
The three-way valve is to be designed for a pressure loss of 0.3–0.6 bar and
is to be equipped with an actuator with high positioning speed. For adjust-
ment of the valve, follow instructions given in MAN Energy Solutions planning
documentation. The actuator must permit manual emergency adjustment.
HE-002/Lube oil cooler, For the description see section External lube oil system, Page 324. For heat
free-standing data, flow rates and tolerances see section Planning data, Page 93 and the
following. For the description of the principal design criteria see paragraph
Cooler dimensioning, general, Page 347.

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HE-024/Cooler for LT cool- For heat data, flow rates and tolerances of the heat sources see section Plan-
5.7 Cooling water system

ing water ning data, Page 93 and the following. For the description of the principal
design criteria for coolers see paragraph Cooler dimensioning, general, Page
347.
MOV-016/LT cooling water This is a motor-actuated three-way regulating valve with a linear character-
temperature control valve istic. It is to be installed as a mixing valve. It maintains the LT cooling water at
set point temperature (32°C standard).
The three-way valve is to be designed for a pressure loss of 0.3–0.6 bar. It is
to be equipped with an actuator with low positioning speed. For adjustment of
the valve follow instructions given in MAN Energy Solutions planning docu-
mentation. The actuator must permit manual emergency adjustment.
The actual LT flow temperature is measured by a temperature sensor, directly
downstream of the three-way mixing valve in the supply pipe to charge air
cooler stage 1.
This sensor has to be installed by the shipyard. To ensure instantaneous
measurement of the mixing temperature of the three-way mixing valve, the
distance to the valve should be 10 to 15 times the pipe diameter.
For single engine plants, the control function may be taken over by the SaCoS
control unit. For multi engine plants, MAN Energy Solutions can supply a suit-
able external controller.
Note:
For engine operation with reduced NOx emission, according to IMO Tier I/IMO
Tier II requirement, at 100% engine load and a seawater temperature of 25°C
(IMO Tier I/IMO Tier II reference temperature), an LT cooling water temperat-
ure of 32°C before charge air cooler stage 2 (HE-008) is to be maintained. For
other temperatures, the engine setting has to be adapted. For further details
contact MAN Energy Solutions.
FIL-021/Strainer for cooling In order to protect the engine and system components, several strainers are
water to be provided at the places marked in the diagram. We recommend to install
Y-type strainers with magnetic inserts and a mesh size of 1–2 mm depending
on the pipe diameter.
5 Engine room and application planning

The strainers have to be installed in horizontal pipes or pipes with flow direc-
tion downwards.
We recommend to install shut off-flaps upstream and downstream of the
strainer.
HE-005/Nozzle cooling wa- The nozzle cooling water system is a separate and closed cooling circuit. It is
ter cooler cooled down by LT cooling water via the nozzle cooling water cooler
(HE-005).
Heat data, flow rates and tolerances are indicated in section Planning data,
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Page 93 and the following. The principal design criteria for coolers has been
described before in paragraph Cooler dimensioning, general, Page 347. For
plants with two main engines only one nozzle cooling water cooler (HE-005) is
required. As an option a compact nozzle cooling water module (MOD-005)
can be delivered, see section External cooling water system – Nozzle cooling
water module, Page 364.
HE-007/Fuel oil cooler This cooler is required to dissipate the heat of the fuel injection pumps during
MDO/MGO operation. For the description of the principal design criteria for
coolers see paragraph Cooler dimensioning, general, Page 347. For plants
with more than one engine, connected to the same fuel oil system, only one
MDO/MGO cooler is required. In case the fuel oil cooler is recooled by seawa-
ter, we recommend to use a double-wall type cooler.

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In case fuels with very low viscosity are used (e.g. arctic diesel or military

5.7 Cooling water system

fuels), a chiller system may be necessary to meet the minimum required fuel
viscosity (see section Fuel oil system, Page 372). Contact MAN Energy Solu-
tions in that case.
T-075/LT cooling water ex- The effective tank capacity should be high enough to keep approximately 2/3
pansion tank of the tank content of HT cooling water expansion tank T-002. In case of twin-
engine plants with a common cooling water system, the tank capacity should
be by approximately 50% higher. The tanks T-075 and T-002 should be ar-
ranged side by side to facilitate installation. For plants with combustion air in-
take from outside, or high demands of waste heat energy, we recommend to
separate HT- and LT- tanks from each other (no common tank).
In any case the tank bottom must be installed above the highest point of the
LT system at any ship inclination.
The expansion pipe shall connect the tank with the suction side of the
pump(s), as close as possible. It is to be installed in a steady rise to the ex-
pansion tank, without any air pockets.
For the recommended installation height and the diameter of the connecting
pipe, see table Service tanks capacities, Page 161.
Tank equipment:
▪ Sight glass for level monitoring or other suitable device for continuous
level monitoring
▪ Low-level alarm switch
▪ Overflow and filling connection
▪ Inlet for corrosion inhibitor

HT cooling water circuit

General The HT cooling water system consists of the following coolers and heat ex-
changers:
▪ Charge air cooler stage 1 (HE-010)
▪ Cylinder cooling

5 Engine room and application planning

▪ Cooler for HT cooling water (HE-003)
▪ Heat utilisation, e.g. fresh water generator (HE-026)
▪ HT cooling water preheating module (MOD-004)
The HT cooling water pumps can be either of engine-driven or electrically-
driven type. The outlet temperature of the cylinder cooling water at the engine
is to be adjusted to 90 °C.
For HT cooling water systems, where more than one main engine is integ-
rated, each engine should be provided with an individual engine driven HT
2024-09-16 - 8.5

cooling water pump. Alternatively electrically-driven HT cooling water pumps

may be used for all engines. However, an individual HT temperature control
valve is required for each engine. The total cooler and pump capacities are to
be adapted accordingly.
The shipyard is responsible for the correct cooling water distribution, ensuring
that each engine will be supplied with cooling water at the flow rates required
by the individual engines, under all operating conditions. To meet this require-
ment, orifices, flow regulation valves, by-pass systems etc. are to be installed
where necessary. Check total pressure loss in HT circuit. The delivery height
of the attached pump must not be exceeded.

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HT cooling water preheating Before starting a cold engine, it is necessary to preheat the water jacket up to
5.7 Cooling water system

module (MOD-004) min. 60°C at engine outlet.

For the total heating power required for preheating the HT cooling water from
10°C to 60°C within 4 hours see table Heating power, Page 352.
Engine type L/V engine
Min. heating power (kW/cyl.) 6
Table 163: Heating power

These values include the radiation heat losses from the outer surface of the
engine. Also a margin of 20 % for heat losses of the cooling system has been
considered.
To prevent a too quick and uneven heating of the engine, the preheating tem-
perature of the HT cooling water must remain mandatory below 90°C at en-
gine inlet and the circulation amount may not exceed 30% of the nominal
flow. The maximum heating power has to be calculated accordingly.
A secondary function of the preheater is to provide heat capacity in the HT
cooling water system during engine part load operation. This is required for
marine propulsion plants with a high freshwater requirement, e.g. on passen-
ger vessels, where frequent load changes are common.
For engines operated in arctic conditions or with charge air from outside the
vessel, the capacity of the preheater has to be increased. In this case contact
MAN Energy Solutions.
Avoid an installation of the preheater in parallel to the engine driven HT-pump.
In this case, the preheater may not be operated while the engine is running.
Preheaters operated on steam or thermal oil may cause alarms since a post-
cooling of the heat exchanger is not possible after engine start (preheater
pump is blocked by counterpressure of the engine driven pump).
An electrically driven pump becomes necessary to circulate the HT cooling
water during preheating. For the required minimum flow rate see table below.
5 Engine room and application planning

The higher values are required for preheating under cold conditions in case of
increased preheating capacity.
No. of cylinders, Minimum flow rate required during preheating and post-cooling
config. m3/h
6L 7.2 – 10.8

7L 8.4 – 12.6

8L 9.2 – 13.8
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9L 10.8 – 16.2

10L 12.0 – 18.0

12V 14.4 – 21.6

14V 16.8 – 25.2

16V 19.2 – 28.8

18V 21.6 – 32.4

20V 24.0 – 36.0

Table 164: Minimum flow rate during preheating and post-cooling

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5.7 Cooling water system

The preheating of the main engine with cooling water from auxiliary engines is
also possible, provided that the cooling water is treated in the same way. In
that case, the expansion tanks of the two cooling systems have to be installed
at the same level. Furthermore, it must be checked whether the available heat
is sufficient to pre-heat the main engine. This depends on the number of auxil-
iary engines in operation and their load. It is recommended to install a separ-
ate preheater for the main engine, as the available heat from the auxiliary en-
gines may be insufficient during operation in port.
As an option MAN Energy Solutions can supply a compact HT cooling water
preheating module (MOD-004). One module for each main engine is recom-
mended. Depending on the plant layout, also two engines can be heated by
one module.
Contact MAN Energy Solutions to check the hydraulic circuit and electric con-
nections.
HE-003/Cooler for HT cool- For heat data, flow rates and tolerances of the heat sources see section Plan-
ing water ning data, Page 93 and following sections. For the description of the principal
design criteria for coolers see paragraph Cooler dimensioning, general, Page
347.
HE-026/Fresh water gener- The fresh water generator must be switched off automatically when the cool-
ator ing water temperature at the engine outlet drops below 85°C continuously.
A binary contact (SaCoS) for the heat consumer release can be used for activ-
ation of the fresh water generator. The heat consumer must then be switched
off accordingly.
This will prevent operation of the engine at too low temperatures. For vessels
with very high demands of fresh water, a separate control system is needed
to keep the HT-temperature within the required limits. Contact MAN Energy
Solutions for further information.
HT temperature control The HT temperature control system consists of the following components:
▪ 1 electrically activated three-way mixing valve with linear characteristic
curve (MOV-002).

5 Engine room and application planning

▪ 1 temperature sensor TE, directly downstream of the three-way mixing
valve in the supply pipe to charge air cooler stage 1 (for EDS visualisation
and control of preheater valve).
This sensor will be delivered by MAN Energy Solutions and has to be in-
stalled by the shipyard.
▪ 1 temperature sensor TE, directly downstream of the engine outlet.
This sensor is already installed at the engine by MAN Energy Solutions.
The temperature controllers are available as software functions inside the
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Gateway Communication Module of SaCoS 5000. The temperature control-

lers are operated by the displays at the operating panels as far as it is neces-
sary. From the interface cabinet the relays actuate the control valves.
It serves to maintain the cylinder cooling water temperature constantly at
90 °C at the engine outlet – even in case of frequent load changes – and to
protect the engine from excessive thermal load.
For adjusting the outlet water temperature (constantly to 90°C) to engine load
and speed, the cooling water inlet temperature is controlled. The electronic
water temperature controller recognises deviations by means of the sensor at
the engine outlet and afterwards corrects the reference value accordingly.

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5 MAN Energy Solutions

▪ The electronic temperature controller is installed in the switch cabinet of

the engine room.
5.7 Cooling water system

For a stable control mode, the following boundary conditions must be ob-
served when designing the HT freshwater system:
▪ The temperature sensor is to be installed in the supply pipe to stage 1 of
the charge air cooler. To ensure instantaneous measurement of the mix-
ing temperature of the three-way mixing valve, the distance to the valve
should be 10 to 15 times the pipe diameter.
▪ The three-way valve (MOV-002) is to be installed as a mixing valve. It is to
be designed for a pressure loss of 0.3–0.6 bar. It is to be equipped with
an actuator of high positioning speed. For adjustment of the valve follow
instructions given in MAN Energy Solutions planning documentation. The
actuator must permit manual emergency adjustment.
▪ The pipes within the system are to be kept as short as possible in order to
reduce the dead times of the system, especially the pipes between the
three-way mixing valve and the inlet of the charge air cooler stage 1 which
are critical for the control.
The same system is required for each engine, also for multi-engine installa-
tions with a common HT fresh water system.
In case of a deviating system layout, MAN Energy Solutions is to be consul-
ted.
P-002/HT cooling water The engine is normally equipped with a HT cooling water service pump, at-
service pump, attached tached (default solution).
For technical data of the pumps see table HT cooling water – Engine, Page
154.
P-079/HT cooling water The HT cooling water stand-by pump (free-standing) has to be of the electric-
stand-by pump, free-stand- ally driven type.
ing It is required to cool down the engine after shut-down. See table System cir-
cuit operation time after engine stop, Page 59 for the required operation time.
In case that neither an electrically driven HT cooling water pump nor an elec-
trically driven stand-by pump is installed (for example, multi-engine plants with
engine driven HT cooling water pump without electrically driven HT stand-by
5 Engine room and application planning

pump, if applicable by the classification rules), it is possible to cool down the

engine by a separate small preheating pump, see table Minimum flow rate
during preheating and post-cooling, Page 353. If the optional HT cooling wa-
ter preheating module (MOD-004) with integrated circulation pump is installed,
it is also possible to cool down the engine with this small pump. However, the
pump used to cool down the engine, has to be electrically driven and started
automatically after engine shut-down.
None of the cooling water pumps is a self-priming centrifugal pump.
2024-09-16 - 8.5

Design flow rates should not be exceeded by more than 15% to avoid cavita-
tion in the engine and its systems. A throttling orifice is fitted at the engine for
adjusting the specified operating point.

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Cooling water system diagrams

5.7 Cooling water system

5 Engine room and application planning
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MAN 32/44CR IMO Tier II, Project Guide – Marine 355 (523)
5 MAN Energy Solutions

Components
1,2 FIL-019 Seawater filter MOD-004 HT cooling water preheating module
5.7 Cooling water system

FIL-021 Strainer for cooling water MOD-005 Nozzle cooling water module
HE-002 Lube oil cooler, free-standing MOV-002 HT cooling water temperature con-
trol valve
HE-005 Nozzle cooling water cooler MOV-003 Charge air temperature control valve
(CHATCO)
HE-007 Fuel oil cooler MOV-016 LT cooling water temperature con-
trol valve
HE-008 Charge air cooler (stage 2) P-002 HT cooling water service pump, at-
tached
HE-010 Charge air cooler (stage 1) P-079 HT cooling water pump, free-stand-
ing
HE-023 Gearbox lube oil cooler 1,2 P-062 Seawater pump, free-standing
1,2 HE-024 Cooler for LT cooling water 1,2 P-076 LT cooling water pump, free-stand-
ing
HE-026 Fresh water generator T-074 Fresh water collecting tank
HE-034 Compressor wheel casing (water T-075 LT cooling water expansion tank
cooled)
Major cooling water engine connections
3102 HT cooling water inlet to engine (re- 3211 LT cooling water outlet from engine
serve connection) 1
3111 HT cooling water outlet from engine 3215 LT cooling water outlet from com-
pressor casing 1
3121 HT cooling water inlet to cooling wa- 3251 Drain of LT cooling water pipe 1
ter pump 1
3141 Venting of HT cooling water pipe 1 3401 Nozzle cooling water inlet to engine
3151 Drain of HT cooling water pipe 1 3411 Nozzle cooling water outlet from en-
gine
3201 LT cooling water inlet to engine
Connections to the nozzle cooling water module
N1 Nozzle cooling water inlet N3 LT cooling water inlet
N2 Nozzle cooling water outlet N4 LT cooling water outlet
Figure 125: Cooling water system diagram – Single-engine plant
5 Engine room and application planning

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356 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
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MAN Energy Solutions

MAN 32/44CR IMO Tier II, Project Guide – Marine

5 Engine room and application planning 5.7 Cooling water system
5

357 (523)
5 MAN Energy Solutions

Components
1,2 FIL-019 Seawater filter 1,2 HT cooling water preheating module
5.7 Cooling water system

MOD-004
FIL-021 Strainer for cooling water MOD-005 Nozzle cooling water module
1,2 HE-002 Lube oil cooler, free-standing 1,2 HT cooling water temperature con-
MOV-002 trol valve
HE-005 Nozzle cooling water cooler 1,2 Charge air temperature control valve
MOV-003 (CHATCO)
HE-007 Fuel oil cooler MOV-016 LT cooling water temperature con-
trol valve
1,2 HE-008 Charge air cooler (stage 2) 1,2 P-002 HT cooling water service pump, at-
tached
1,2 HE-010 Charge air cooler (stage 1) 1,2 P-062 Seawater pump, free-standing
HE-023 Gearbox lube oil cooler 1,2 P-076 LT cooling water pump, free-stand-
ing
1,2 HE-024 Cooler for LT cooling water 1,2 P-079 HT cooling water stand-by pump,
free-standing
1,2 HE-026 Fresh water generator T-074 Fresh water collecting tank
1,2 HE-034 Compressor wheel casing (water T-075 LT cooling water expansion tank
cooled)
Major cooling water engine connections
3102 HT cooling water inlet to engine (re- 3211 LT cooling water outlet from engine
serve connection) 1
3111 HT cooling water outlet from engine 3215 LT cooling water outlet from com-
pressor casing 1
3121 HT cooling water inlet to cooling wa- 3251 Drain of LT cooling water pipe 1
ter pump 1
3141 Venting of HT cooling water pipe 1 3401 Nozzle cooling water inlet to engine
3151 Drain of HT cooling water pipe 1 3411 Nozzle cooling water outlet from en-
gine
3201 LT cooling water inlet to engine
Connections to the nozzle cooling water module
N11 Nozzle cooling water inlet 1 N3 LT cooling water inlet
N1 Nozzle cooling water inlet 2 N4 LT cooling water outlet
N2 Nozzle cooling water outlet
Figure 126: Cooling water system diagram – Twin-engine plant
5 Engine room and application planning

5.7.3 External cooling water system – Collection and supply system

T-074/Cooling water collecting tank

The tank is to be dimensioned and arranged in such a way that the cooling
water content of the circuits of the cylinder, turbocharger and nozzle cooling
systems can be drained into it for maintenance purposes.
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This is necessary to meet the requirements with regard to environmental pro-

tection (water has been treated with chemicals) and corrosion inhibition (re-
use of conditioned cooling water).
Volumes for the engine are listed in table Cooling water and oil volume of en-
gine, Page 161.

P-031/Cooling water filling pump (not indicated in the diagram)

To refill the HT- and LT cooling water system after maintenance, we recom-
mend to install a cooling water filling pump. The pump shall be installed below
the cooling water collecting tank with pipe connections to the related sys-
tems.

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5.7 Cooling water system

5.7.4 External cooling water system – Low-speed operation cooling water system

Low-speed operation
In case the engine is operated below 60 % of nominal speed, the following
items have to be taken in account:
▪ HT cooling water flow has to be maintained above minimum flow rate
given in section Planning data, Page 93.
▪ HT cooling water pressure at the engine inlet has to be kept above the
minimum pressure given in section Planning data, Page 93.

Single-engine plant
The attached cooling water pumps may fall below the required performance
data, therefore we recommend using an electrical driven service support
pump (P-089).

5 Engine room and application planning

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MAN 32/44CR IMO Tier II, Project Guide – Marine 359 (523)
5 MAN Energy Solutions

Cooling water system diagram – Low-speed operation

5.7 Cooling water system
5 Engine room and application planning

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Components
1,2FIL-019 Sea water filter MOV-003 Charge air temperature control valve

5.7 Cooling water system

(CHATCO)
1,2FIL-021 Strainer for fresh cooling water MOD-004 HT cooling water preheating module
HE-002 Lube oil cooler, free standing MOD-005 Nozzle cooling water module
1,2HE-003 Cooler for HT cooling water MOV-016 LT cooling water temperature con-
trol valve
HE-005 Nozzle cooling water cooler P-002 HT cooling water pump, attached
HE-007 Fuel oil cooler 1,2P-062 Sea water pump, free standing
HE-008 Charge air cooler (stage 2) 1,2P-076 LT cooling water pump, free stand-
ing
HE-010 Charge air cooler (stage 1) P-079 HT cooling water pump, free stand-
ing
HE-023 Gearbox lube oil cooler *P-089 HT cooling water support pump
1,2HE-024 Cooler for LT cooling water T-002 HT cooling water expansion tank
HE-026 Fresh water generator T-074 Fresh water collecting tank
HE-034 Compressor casing (water cooled) T-075 LT cooling water expansion tank
MOV-002 HT cooling water temperature con-
trol valve
Major cooling water engine connections
3102 HT cooling water inlet to engine (re- 3211 LT cooling water outlet from engine
serve connection) 1
3111 HT cooling water outlet from engine 3215 LT cooling water outlet from com-
pressor casing 1
3121 HT cooling water inlet to cooling wa- 3251 Drain of LT cooling water pipe 1
ter pump 1
3141 Venting of HT cooling water pipe 1 3401 Nozzle cooling water inlet to engine
3151 Drain of HT cooling water pipe 1 3411 Nozzle cooling water outlet from en-
gine
3201 LT cooling water inlet to engine
Connections to the nozzle cooling water module
N1 Nozzle cooling water inlet N3 LT cooling water inlet
N2 Nozzle cooling water outlet N4 LT cooling water outlet
Figure 127: Cooling water system diagram – Low-speed operation

Performance data for the pump are given in section Planning data, Page 93.

5 Engine room and application planning

To cover operation during blackout, we recommend connecting the pump to
the emergency power grid (switch over from standard net to emergency grid
in case of blackout). For details contact MAN Energy Solutions or the li-
censee.

Multi-engine plant
In case the plant is designed for two or more engines that are operated totally
independent from each other, the HT service stand-by pump may be used for
the function of the support service pump. This item has to be checked with
2024-09-16 - 8.5

the classification society and MAN Energy Solutions technical staff. In case
the engines are not independent from each other (no redundancy), the system
has to be equipped with support pumps as described above (see paragraph
Single-engine plant, Page 359). For details contact MAN Energy Solutions or
the licensee.

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5.7 Cooling water system

5.7.5 External cooling water system – Miscellaneous items

Piping
Coolant additives may attack a zinc layer. It is therefore imperative to avoid
using galvanised steel pipes. Treatment of cooling water as specified by MAN
Energy Solutions will safely protect the inner pipe walls against corrosion.
Moreover, there is the risk of the formation of local electrolytic element
couples where the zinc layer has been worn off, and the risk of aeration corro-
sion where the zinc layer is not properly bonded to the substrate.
See the working instructions 6682 000.16-01E for cleaning of steel pipes be-
fore fitting.
Pipes shall be manufactured and assembled in a way that ensures a proper
draining of all segments. Venting is to be provided at each high point of the
pipe system and drain openings at each low point. Make sure to use lockable
ball valves or locking caps to prevent hot water leaving the system in case the
valves are opened by mistake.
Cooling water pipes are to be designed according to pressure values and flow
rates stated in section Planning data, Page 93 and the following sections.
Consider the maximal possible pressure level, that can be produced by the
pumps (zero delivery head) integrated in the system and static pressure by ex-
pansion tanks or other equipment. The engine cooling water connections
have to be designed according to PN10/PN16.

5.7.6 External cooling water system – Nozzle cooling system

General In HFO operation, the nozzles of the fuel injection valves are cooled by fresh-
water circulation, therefore a nozzle cooling water system is required. It is a
separate and closed system re-cooled by the LT cooling water system, but
not directly in contact with the LT cooling water. The separate nozzle cooling
water system ensures easy detection of damages at the nozzles. Even small
fuel leakages are visible via the sight glass. The closed system also prevents
5 Engine room and application planning

the engine and other parts of the cooling water system from pollution by fuel
oil. Cleaning of the system is quite easy and only a small amount of contamin-
ated water has to be discharged to the sludge tank. In case the nozzle cool-
ing water is not contaminated, it may be drained to the cooling water collect-
ing tank. The nozzle cooling water is to be treated with corrosion inhibitor ac-
cording to MAN Energy Solutions specification. For further information see
section Specification of engine coolant, Page 290.
Note:
In diesel engines designed to operate prevalently on HFO the injection valves
2024-09-16 - 8.5

are to be cooled during operation on HFO. In the case of MGO or MDO oper-
ation exceeding 72 h, the nozzle cooling is to be switched off and the supply
line is to be closed. The return pipe has to remain open.
In diesel engines designed to operate exclusively on MGO or MDO (no HFO
operation possible), nozzle cooling is not required. The nozzle cooling system
is omitted.
For operation on HFO or gas, the nozzle cooling system has to be activated.
P-005/Nozzle cooling water The centrifugal (non self-priming) pump discharges cooling water via the
pump nozzle cooling water cooler (HE-005) and the strainer for cooling water
(FIL-021) to the header pipe on the engine and then to the individual injection
valves.

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From here, it is pumped through a manifold into the nozzle cooling water ser-

5.7 Cooling water system

vice tank from where it returns to the pump.
One system can be installed for up to three engines.
T-076/Nozzle cooling water For the installation height above the crankshaft centreline see section Planning
service tank data, Page 93 and the following.
If there is not enough room to install the tank at the prescribed height, an al-
ternative pressure system of modular design is available, permitting installation
at the engine room floor level next to the engine.
The system is to be closed with an over-/underpressure valve on tank top to
prevent flashing to steam.
HE-005/Nozzle cooling wa- The nozzle cooling water cooler is to be connected in the LT cooling water cir-
ter cooler cuit according to schematic diagram. Cooling of the nozzle cooling water is
effected by the LT cooling water.
If an antifreeze is added to the cooling water, the resulting lower heat transfer
rate must be taken into consideration. The cooler is to be provided with vent-
ing and draining facilities.
TCV-005/Nozzle cooling The nozzle cooling water temperature control valve with thermal-expansion
water temperature control elements regulates the flow through the cooler to reach the required inlet tem-
valve perature of the nozzle cooling water. It has a regulating range from approxim-
ately 55°C (valve begins to open the pipe from the cooler) to 65°C (pipe from
the cooler completely open).
FIL-021/Strainer for cooling To protect the nozzles for the first commissioning of the engine a strainer for
water cooling water has to be provided.
We recommend to install Y-type strainers. For further operation of the engine,
we recommend to use a cartridge with mesh size of about 1 mm to catch
particles.
The strainers have to be installed in horizontal pipes or pipes with flow direc-
tion downwards.

5 Engine room and application planning

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5 MAN Energy Solutions
5.7 Cooling water system

5.7.7 External cooling water system – Nozzle cooling water module

Design
The nozzle cooling water module consists of a storage tank, on which all
components required for nozzle cooling are mounted.
5 Engine room and application planning

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Part list 5.7 Cooling water system

5 Engine room and application planning
1 Tank 11 Sight glass
2 Circulation pump 12 Flow switch set point
3 Plate heat exchanger 13 Valve with non-return
4 Inspection hatch 14 Temperature regulating valve
5 Safety valve 15 Expansion pot
6 Automatic venting 16 Ball type cock
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7 Pressure gauge 17 Ball type cock

8 Valve 18 Ball type cock
9 Thermometer 19 Ball type cock
10 Thermometer 20 Switch cabinet
Connections to the nozzle cooling module
N1 Nozzle cooling water return from engine N5 Check for "oil in water"
N2 Nozzle cooling water outlet to engine N6 Filling connection
N3 Cooling water inlet N7 Discharge
N4 Cooling water outlet
Figure 128: Example: Compact nozzle cooling water module

MAN 32/44CR IMO Tier II, Project Guide – Marine 365 (523)
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5.7 Cooling water system

5.7.8 External cooling water system – HT cooling water preheating module

1 Electric flow heater 5 Safety valve

2 Switch cabinet 6 Manometer (filled with glycerin)
3 Circulation pump A Cooling water inlet
4 Non-return valve B Cooling water outlet
Figure 129: Example – Compact HT cooling water preheating module
5 Engine room and application planning

5.7.9 External cooling water system at arctic conditions

If arctic conditions apply, the engine can cool down due to cold intake air dur-
ing starting and low load operation. This leads to increased soot emissions,
uneven combustion as well as cold corrosion and must be prevented by com-
pensating the heat extraction by the HT cooling water preheating module. Fig-
ure Required preheater size to avoid heat extraction from HT system, Page 64
shows the necessary HT preheater size depending on intake air temperature
and engine load.
2024-09-16 - 8.5

Moreover the control of the HT cooling water preheating module for arctic
conditions has to be adapted to maintain the outlet temperature of HT cooling
water constant during engine operation. MAN Energy Solutions can provide a
suitable module for arctic operation.
Furthermore it is necessary to ensure that the charge air cooler is prevented
from freezing when the engine is out of operation (and the cooling water is at
the cold air inlet side). Constant operation of the HT preheater as well as anti-
freeze (ethylene glycol) in the cooling water can avoid this. It must be con-
sidered that an increasing proportion of antifreeze decreases the specific heat
capacity of the engine cooling water, which worsens the heat dissipation from
the engine and will lead to higher component temperatures. Heat exchangers
in the system have to be designed accordingly.

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The antifreeze concentration of the engine cooling water systems (HT and NT)

5.8 Bilge water/oily water

within the engine room is therefore limited, see section Specification of engine
coolant, Page 290. If a higher concentration of anti-freezing agents in the
cooling water systems is required, contact MAN Energy Solutions for ap-
proval.
The minimum concentration given by the manufacturer of the agent has to be
observed to ensure suitable anti-corrosion properties of the coolant.
Additionally the design of the insulation of the piping systems and other plant
parts (tanks, heat exchanger etc.) has to be modified and designed for the
special requirements of arctic conditions.

5.8 Bilge water/oily water

5.8.1 Introduction
For operation and maintenance of the engine, several pipes and tanks for
supply of fresh water and disposal of bilge/oily water are to be provided.
A water cleaning system for bilge water in accordance with MARPOL require-
ments and rules of classification societies and local authorities must be in-
stalled. Oily water or water treated with chemical additives must not be dis-
charged into the sea.

5.8.2 Turbocharger washing equipment

The turbocharger of engines operating on heavy fuel oil or MDO must be
cleaned at regular intervals. This requires the installation of a freshwater sup-
ply line from the sanitary fresh water system to the turbine washing equipment
and dirty-water drain pipes via a funnel (for visual inspection) to the bilge sys-
tem. A fresh water connection DN 25 with shut-off valve, pressure reducing
device (2–4 bar) with integrated filter and pressure gauge (0–6 bar) is to be
provided.

5 Engine room and application planning

The water lance must be removed after every washing process. This is a pre-
cautionary measure, which serves to prevent an inadvertent admission of wa-
ter to the turbocharger.
The turbocharger washing equipment is completely mounted on the tur-
bocharger.
For further information contact MAN Energy Solutions.
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5.8 Bilge water/oily water

Components
T-031 Condensate collecting tank T-097 Bilge
Sanitary water engine connections
3501 Inlet connection for turbine cleaning device 3502 Inlet connection for turbine cleaning device
wet wet
Condensed water engine connections
8643 Condensed water drain from charge air 8652 Condensed water drain
manifold
8651 Condensed water drain
Figure 130: P&ID washing water/condensed water
5 Engine room and application planning

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5.8 Bilge water/oily water

5 Engine room and application planning
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Figure 131: Cleaning turbine

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5.8 Bilge water/oily water

5.8.3 Cleaning of charge air cooler

The cooler bundle can be cleaned without being removed. Prior to filling with
cleaning solvent, the charge air cooler and its adjacent housings must be sep-
arated from the turbocharger and charge air pipe using blind flanges.
▪ The casing must be filled and drained with a firehose with shut-off valve.
▪ If the cooler bundle is contaminated with oil, the charge air cooler casing
is to be filled with freshwater and a liquid detergent additive.
▪ Insert the ultrasonic cleaning device after addition of the cleaning agent in
default dosing portion.
▪ Flush with freshwater at least two times.
The contaminated water must be removed after every sequence and drained
into the bilge or an oily/dirty water tank.
Recommended cleaning medium:
"PrimeServClean MAN C 0186"
Note:
When using cleaning agents:
The instructions of the manufacturers must be observed. In particular the data
sheets with safety relevance must be followed. The temperature of these
products has (due to the fact that some of them are inflammable) to be at
least 10 °C lower than the respective flash point. The waste disposal instruc-
tions of the manufacturers must be observed. All terms and conditions of the
classification societies as well as MARPOL requirements must be fulfilled.
5 Engine room and application planning

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5.8 Bilge water/oily water

1 Installation ultrasonic cleaning 4 Dirty water collecting tank.

5 Engine room and application planning

Required size of dirty water collecting tank:
Volume at the least 4-multiple charge air
cooler volume.
2 Firehose with sprag nozzle 5 Ventilation
3 Firehose A Isolation with blind flanges
Figure 132: Principle layout

5.8.4 Condensate monitoring tank drain

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The condensate deposition in the charge air cooler is drained via the con-
densate monitoring tank. The condensate can be drained to the bilge.
If sailing mainly in tropical areas with high amount of condensate, the installa-
tion of a separate condensate holding tank might be useful to avoid the unne-
cessary use of an oily water separator. This condensate might be directly dis-
charged to the sea. Nevertheless, oil monitoring of the condensate is mandat-
ory.

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5.9 Fuel oil system

5.8.5 Nozzle cooling water drain

It might occur, that the nozzle cooling water becomes contaminated with fuel
oil due to a nozzle failure.
For such an event, a draining possibility to the sludge tank should be
provided. As the cooling water volume is quite low, the draining can be done
manually (e.g. with a bucket or a temporary hose).

5.8.6 Condensate drain starting air system

The condensed water from condensate traps related to the starting air system
may be led to the bilge. The function of the drains should be monitorable (e.g.
via funnels, sight glasses or other devices).

5.9 Fuel oil system

See overleaf
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5.9 Fuel oil system

5.9.1 Internal fuel system

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Connection numbers
5101 Fuel oil inlet to engine (main injection sys- 9141 Dirty oil drain from pump bank, counter
5.9 Fuel oil system

tem) coupling side

5111 Fuel oil outlet from engine 9143 Dirty oil drain from pump bank, coupling
side
5143 Fuel oil leakage drain (reusable from
pumps and injectors)
Figure 133: Internal fuel system MAN L32/44CR – Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof don´t exist.
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5.9 Fuel oil system

5 Engine room and application planning
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Connection numbers
5101 Fuel oil inlet to engine (main injection sys- 9141 Dirty oil drain from pump bank, counter
tem) coupling side 1
5111 Fuel oil outlet from engine 9142 Dirty oil drain from pump bank, counter
coupling side 2
5143 Fuel oil leakage drain (reusable from 9143 Dirty oil drain from pump bank, coupling
pumps and injectors) 1 side 1
5144 Fuel oil leakage drain (reusable from 9144 Dirty oil drain from pump bank, coupling
pumps and injectors) 2 side 2
Figure 134: Internal fuel system MAN V32/44CR – Exemplary

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Note:
5.9 Fuel oil system

The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof don´t exist.

5.9.2 External fuel system – Marine diesel oil (MDO) treatment system

A prerequisite for safe and reliable engine operation with a minimum of servi-
cing is a properly designed and well-functioning fuel oil treatment system.
The schematic diagram, see figure MDO treatment system diagram, Page
379 shows the system components required for fuel oil treatment for marine
diesel oil (MDO).

T-015/Diesel fuel oil storage tank

The minimum effective capacity of the tank should be sufficient for the opera-
tion of the propulsion plant, as well as for the operation of the auxiliary diesels
for the maximum duration of voyage including the resulting sediments and
water. Regarding the tank design, the requirements of the respective classific-
ation society are to be observed.
Tank heating The tank heater must be designed so that the MDO in it is at a temperature of
at least 10°C minimum above the pour point. The supply of the heating me-
dium must be automatically controlled as a function of the MDO temperature.
Fuel with biodiesel In case fuel oils with up to 100% of biodiesel (FAME) are used, there is an in-
creased risk of degradation especially due to microbial activity which can
threaten engine performance. In order to minimise this risk, long storage peri-
ods of this fuel have to be avoided. Furthermore all distillate tanks are to be
supplied with a drainage system to prevent bacterial growth by water accu-
mulation. To increase the water separation, a coalescer unit could be installed
as a parallel installation on the most critical tanks (not indicated in the dia-
gram).
Tank venting In case of longer storage of diesel fuel oil, a technical device (for example, air
dryer) should be installed to prevent condensation of water in the fuel oil tanks
5 Engine room and application planning

due to humidity.

T-021/Sludge tank
If disposal by an incinerator plant is not planned, the tank has to be dimen-
sioned so that it is capable of absorbing all residues which accumulate during
the operation in the course of a maximum duration of voyage. The content of
this tank must not be added to the engine fuel oil. In order to enable the
emptying of the tank, it must be heated.
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The heating is to be dimensioned so that the content of the tank can be

heated to approximately 40 °C.

P-073/Diesel fuel oil separator feed pump

The diesel fuel oil separator feed pump should always be electrically driven,
i.e. not mounted on the separator, as the delivery volume can be matched
better to the required throughput.

H-019/Fuel oil preheater

In order to achieve the separating temperature, a separator adapted to suit
the fuel oil viscosity should be fitted.

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The preheater must be able to heat the diesel oil up to 40 °C and the size

5.9 Fuel oil system

must be selected according to the maximum throughput. However the me-
dium temperature prescribed in the separator manual must be observed and
adjusted.

CF-003/Diesel fuel oil separator

A self-cleaning separator must be provided. The diesel fuel oil separator is di-
mensioned in accordance with the separator manufacturers' guidelines.
The required flow rate (Q) can be roughly determined by the following equa-
tion:

Q [l/h] Separator flow rate

P [kW] Total engine output

be [g/kWh] Fuel oil consumption

ρ [g/l] Density at separating temp approximately 870 kg/m3 = [g/l]

With the evaluated flow rate, the size of the separator has to be selected ac-
cording to the evaluation table of the manufacturer. The separator rating
stated by the manufacturer should be higher than the flow rate (Q) calculated
according to the above formula.
For the first estimation of the maximum fuel oil consumption (be), increase the
specific table value by 15%, see section Planning data, Page 93.
For project-specific values contact MAN Energy Solutions.
In the following, characteristics affecting the fuel oil consumption are listed ex-
emplary:
▪ Tropical conditions

5 Engine room and application planning

▪ The engine-mounted pumps
▪ Fluctuations of the calorific value (Especially when using biofuels and syn-
thetic fuels)
▪ The consumption tolerance
Regarding required limits on water and particles in the fuel after separation
refer to table Requirements for diesel fuel.
Note:
If a homogeniser is used, it must never be installed between the settling tank
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and separator as otherwise it will not be possible to ensure satisfactory separ-

ation of harmful contaminants, particularly seawater.

Withdrawal points for samples

Fuel oil sampling points are to be provided upstream and downstream of each
separator, to verify the effectiveness of these system components.

T-003/Diesel fuel oil service tank

See description in section External fuel system – Heavy fuel oil (HFO) supply
system, Page 394.

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T-071/Clean leakage fuel oil tank

5.9 Fuel oil system

See description in section External fuel system – Marine diesel oil (MDO) sup-
ply system, Page 380.
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5.9 Fuel oil system

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Components
CF-003 Diesel fuel oil separator T-015 Diesel fuel oil storage tank
5.9 Fuel oil system

H-019 Fuel oil preheater T-021 Sludge tank

P-057 Diesel fuel oil transfer pump 1,2 T-003 Diesel fuel oil service tank
P-073 Diesel fuel oil separator feed pump T-071 Clean leakage fuel oil tank
Figure 135: Fuel oil treatment with separator CF-003

5.9.3 External fuel system – Marine diesel oil (MDO) supply system for diesel engines

General
The MDO supply system is an open system with open deaeration service
tank. Usually one or two main engines are connected to one fuel system. If re-
quired auxiliary engines can be connected to the same fuel system as well
(not indicated in the diagram).

MDO fuel oil viscosity

MDO-DMB and FAME with a max. nominal viscosity of 11 cSt (at 40°C), or
lighter MDO qualities, can be used.
At engine inlet the fuel oil viscosity should be 11 cSt or less. The fuel temper-
ature has to be adapted accordingly. It is also to ensure, that the MDO fuel
temperature of max. 45°C at engine inlet (for all MDO qualities) is not ex-
ceeded. Therefore, a tank heating and a cooler in the fuel return pipe are re-
quired.

T-003/Diesel fuel oil service tank

The classification societies specify that at least two service tanks are to be in-
stalled on board. The minimum tank capacity of each tank should, in addition
to the MDO consumption of other consumers, enable a full load operation of
min. 8 operating hours for all engines under all conditions.
5 Engine room and application planning

The tank should be provided with a sludge space with a tank bottom inclina-
tion of preferably 10° and sludge drain valves at the lowest point. An overflow
pipe from the diesel fuel oil service tank T-003 to the diesel fuel oil storage
tank T-015 including heating coils and insulation is to be installed.
If DMB and FAME fuel with 11 cSt (at 40°C) is used, the tank heating is to be
designed to keep the tank temperature at min. 40°C.
For lighter types of fuel oil it is recommended to adjust the tank temperature in
order to ensure a fuel oil viscosity of 11 cSt or less. Rules and regulations for
tanks issued by the classification societies must be observed.
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The required minimum MDO capacity of each service tank is:

VMDOST = (Qp x to x Ms)/(3 x 1,000 l/m3)

Required min. volume of one diesel fuel oil service tank VMDOST m3

Required supply pump capacity, MDO 45°C Qp l/h

See paragraph P-008/Diesel fuel oil supply pump, Page 381

Operating time to = 8 h to h

Margin for sludge Ms = 1.05 Ms -

Table 165: Required minimum MDO capacity

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In case more than one engine or different engines are connected to the same

5.9 Fuel oil system

fuel oil system, the service tank capacity has to be increased accordingly.

STR-010/Suction strainer
To protect the fuel oil supply pumps, an approximately 0.5 mm gauge
(sphere-passing mesh) strainer is to be installed at the suction side of each
supply pump.

P-008/Diesel fuel oil supply pump

To cool the engine mounted high pressure pumps, the capacity of the supply
pumps must be at least 300% of the maximum fuel oil consumption.

QP = (P x (brISO / 1,000) x f x S) / ρ

Required booster pump delivery capacity QP m3/h

Engine output at 100% MCR P kW

Specific engine fuel oil consumption (ISO) at 100% MCR brISO g/kWh

Factor for pump dimensioning f=3 -

Safety factor for consideration of attached pumps and tropical conditions S = 1.1 -

Min. fuel density @ 15°C ρ kg/m3

Note:
The fuel density shall be chosen according the fuel with the lowest density, for which the system is designed for (in
general DMA, min. density 820 kg/m3 @ 15°C).
In case more than one engine is connected to the same fuel oil system, the pump capacity has to be increased ac-
cordingly.
Table 166: Simplified fuel oil booster pump dimensioning

PSV-010/Fuel oil system safety valve

The fuel oil system design pressure is PN16. The system is to be protected

5 Engine room and application planning

from higher pressure levels by corresponding safety valves. Because of the
high pressure range of the diesel fuel oil supply pumps, it is recommended to
install a separate safety valve after these pumps (outlined with code PSV-010
in the fuel oil supply diagram).

FIL-003/Fuel oil automatic filter, supply circuit

The automatic filter should be a type that causes no significant pressure drop
during flushing sequence. As a reference an acceptable value for a pressure
decrease during back flushing is 0.3 – 0.5 bar. The filter mesh size shall be
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0.010 mm (absolute) for common rail injection and 0.034 mm (absolute) for
conventional injection.
The automatic filter must be equipped with differential pressure indication and
switches.
The design criterion relies on the filter surface load, specified by the filter man-
ufacturer.
A by-pass pipe in parallel to the automatic filter is required. A stand-by filter in
the by-pass is not required. In case of maintenance on the automatic filter, the
by-pass is to be opened; the fuel is then filtered by the fuel oil duplex filter
FIL-013.

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FIL-013/Fuel oil duplex filter

5.9 Fuel oil system

See description in paragraph FIL-013/Fuel oil duplex filter, Page 399.

FQ-003/Fuel oil flowmeter

For a fuel oil consumption measurement (not mentioned in the diagram), flow-
meters have to be installed upstream and downstream of the engine. The
measured difference of these flows equals the consumption.
The upstream flow rate of each engine should be displayed in the ship auto-
mation and SaCoS system. Each flowmeter requires a by-pass to ensure a
continuous fuel oil flow in case of maintenance or malfunction. A coriolis type
flowmeter is recommended for fuel oil flow measuring. The by-pass of the
coriolis type flowmeter needs a shut-off valve. If a positive displacement type
flowmeter is used the by-pass needs to be equipped with a spring loaded
overflow valve which opens automatically in case of blocking. The pressure
resistance of the fuel oil flowmeter should be as low as possible and con-
sidered during the system design stage.

FBV-010/Flow balancing valve

MDO supply system for only The flow balancing valve FBV-010 is not required.
one main engine and
without auxiliary engines

MDO supply system for The flow balancing valve (1,2 FBV-010) is required at the fuel outlet of each
more than one main engine engine. It is used to adjust the individual fuel flow for each engine. It will com-
or/and additional auxiliary pensate the influence (flow distribution due to pressure losses) of the piping
engines system. Once these valves are adjusted, they have to be blocked and must
not be manipulated later.

PCV-011/Fuel oil spill valve

MDO supply systems for Fuel oil spill valve PCV-011 is not required.
only one main engine and
5 Engine room and application planning

without auxiliary engines

MDO supply systems for In case two engines are operated with one fuel module, it has to be possible
more than one main engine to separate one engine at a time from the fuel circuit for maintenance pur-
or/and additional auxiliary poses. In order to avoid a pressure increase in the pressurised system, the
engines fuel, which cannot circulate through the shut-off engine, has to be rerouted via
this valve into the return pipe.
This valve is to be adjusted so that rerouting is effected only when the pres-
sure, in comparison to normal operation (multi-engine operation), is exceeded.
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This valve should be designed as a pressure relief valve, not as a safety valve.

V-002/Shut-off cock
MDO supply systems for Shut-off cock V-002 is not required.
only one main engine and
without auxiliary engines

MDO supply systems for The shut-off cock is closed during normal operation (multi-engine operation).
more than one main engine When one engine is separated from the fuel circuit for maintenance purposes,
or/and additional auxiliary this cock has to be opened manually.
engines

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HE-007/Fuel oil cooler

5.9 Fuel oil system

The fuel oil cooler is required to cool down the fuel, which was heated up
while circulating through the injection pumps. The cooler is normally connec-
ted to the LT cooling water system and should be dimensioned so that the
MDO does not exceed a temperature of max. 45 °C.
Only for very light MDO fuel types this temperature has to be even lower in or-
der to preserve the minimum admissible fuel oil viscosity on engine inlet.
Depending on the fuel oil type a chiller unit might be required to decrease the
fuel oil temperature to reach the required injection system operation viscosity,
see section Viscosity-temperature diagram (VT diagram), Page 287.
The thermal design of the cooler is based on the following data:

Pc= P1x brISO1x f1

Qc= P1x brISO1x f2

Cooler outlet temperature MDO1) Tout = 45 °C Tout °C

Dissipated heat of the cooler Pc kW

MDO flow for thermal dimensioning of the cooler2) Qc l/h

Engine output power at 100 % MCR P1 kW

Specific engine fuel oil consumption (ISO) at 100 % MCR brISO1 g/kWh

Factor for heat dissipation: f1 = 2.68 x 10-5 f1 -

Factor for MDO flow: f2 = 2.80 x 10-3 f2 l/g

Note:
In case more than one engine, or different engines are connected to the same fuel oil system, the cooler capacity has
to be increased accordingly.
1)
This temperature has to be normally max. 45 °C. Only for very light MGO fuel types this temperature has to be even
lower in order to preserve the min. admissible fuel oil viscosity in engine inlet (see section Viscosity-temperature dia-
gram (VT diagram), Page 287).
2)

5 Engine room and application planning

The max. MDO/MGO throughput is identical to the delivery quantity of the installed fuel oil booster pump P-003.
Table 167: Calculation of cooler design

The recommended pressure class of the fuel oil cooler is PN16.

PCV-008/Pressure retaining valve

In open fuel oil supply systems (fuel loop with circulation through the diesel
fuel oil service tank; service tank under atmospheric pressure) this pressure-
retaining valve is required to keep the system pressure to a certain value
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against the diesel fuel oil service tank. It is to be adjusted so that the pressure
before engine inlet can be maintained in the required range (see section Oper-
ating/service temperatures and pressures, Page 153).

FSH-001/Leakage fuel oil monitoring tank

High pressure pump overflow and escaping fuel oil from burst control pipes is
carried to the monitoring tanks from which it is drained into the clean leakage
fuel oil collecting tank. The engine interface connection of the monitoring tank
is a pressureless drain. Leakage fuel oil flows by gravity only from these tank
into collecting tanks (to be installed below the engine connections). To prevent
pressure resistance at the engine interface connection the pipework to the

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collecting tank has to have a sufficient downward slope. The float switch
5.9 Fuel oil system

mounted in the tanks must be connected to the alarm system. The classifica-
tion societies require the installation of monitoring tanks for unmanned engine
rooms. Lloyd's Register specifies tank monitoring for manned engine rooms
as well.

T-006/Leakage oil collecting tank

Leakage fuel oil from the injection pipes, leakage lubrication oil and dirt fuel oil
from the filters (to be discharged by gravity) are collected in the leakage oil
collecting tank (T-006). The content of this tank has to be discharged into the
sludge tank (T-021) or it can be burned for instance in a waste oil boiler. It is
not permissible to add the content of the tank to the fuel treatment system
again because of contamination with lubrication oil.
If leakage fuel oil can flow directly into the sludge tank (T-021) by gravity leak-
age collecting tank (T-006) does not need to be installed.

T-071/Clean leakage fuel oil tank

When only MDO is used, the high pressure pump overflow and other, clean
fuel oil that escapes from the common rail injection system is lead pressure-
less (by gravity only) to an extra clean leakage fuel oil collecting tank. From
there it can be emptied into the diesel fuel oil storage tank. Clean leakage fuel
oil from T-071 can be used again after passing the separator. For additional
information see description in section External fuel system – Heavy fuel oil
(HFO) supply system, Page 394.

Withdrawal points for samples

Fuel oil sampling points are to be provided upstream and downstream of each
filter, to verify the effectiveness of these system components.

T-015/Diesel fuel oil storage tank

See description in paragraph T-015/Diesel fuel oil storage tank, Page 376.
5 Engine room and application planning

T-021/Sludge tank
See description in paragraph T-021/Sludge tank, Page 376.

CF-003/Diesel fuel oil separator

See description in paragraph CF-003/Diesel fuel oil separator, Page 377.

Piping
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The fuel oil system design pressure is PN16 (see section External pipe dimen-
sioning, Page 302). The system is to be protected from higher pressure levels
by corresponding safety valves. Additional safety valves, not displayed in the
P&ID, might become necessary depending on the actual fuel oil system
design.

Material
The casing material of pumps and filters should be EN-GJS (nodular cast
iron), in accordance to the requirements of the classification societies.

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General notes

5.9 Fuel oil system

The arrangement of the final fuel filter directly upstream of the engine inlet (de-
pending on the plant design the final filter could be either the fuel oil duplex fil-
ter FIL-013 or the fuel oil automatic filter (supply circuit) FIL-003) has to ensure
that no parts of the filter itself can be loosen.
The pipe between the final filter and the engine inlet has to be done as short
as possible and is to be cleaned and treated with particular care to prevent
damages (loosen objects/parts) to the engine. Valves or components shall not
be installed in this pipe. It is required to dismantle this pipe completely in
presents of our commissioning personnel for a complete visual inspection of
all internal parts before the first engine start. Therefore, flange pairs have to be
provided on eventually installed bends.

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MDO supply system diagrams

5.9 Fuel oil system
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Components
CF-003 Diesel fuel oil separator PCV-008 Pressure retaining valve

5.9 Fuel oil system

D-001 Diesel engine PSV-010 Fuel oil safety valve
FIL-003 Fuel oil automatic filter, supply circuit 1,2 STR-010 Suction strainer
FIL-013 Fuel oil duplex filter 1,2 T-003 Diesel fuel oil service tank
FQ-003 Fuel oil flowmeter T-006 Leakage oil collecting tank
FSH-001 Leakage fuel oil monitoring tank T-015 Diesel fuel oil storage tank
HE-007 Fuel oil cooler T-021 Sludge tank
MOD-015 Fuel oil supply pump unit T-071 Clean leakage fuel oil tank
1,2 P-008 Diesel fuel oil supply pump
Major engine connections
5101 Fuel oil inlet to engine 5152
Drain of fuel filter oil pan
5111 Fuel oil outlet from engine 9141
Dirty oil drain from pump bank,
counter coupling side 1
5143 Fuel oil leakage drain (reusable from 9143 Dirty oil drain from pump bank,
pumps and injectors) 1 coupling side 1
Figure 136: MDO supply system diagram – Single-engine plant

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5.9 Fuel oil system
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Components
CF-003 Diesel fuel oil separator PCV-008 Pressure retaining valve

5.9 Fuel oil system

1,2 D-001Diesel engine PCV-011 Fuel oil spill valve
1,2 FBV-010 Flow balancing valve PSV-010 Fuel oil safety valve
FIL-003Fuel oil automatic filter, supply circuit 1,2 STR-010 Suction strainer
1,2 FIL-013Fuel oil duplex filter 1,2 T-003 Diesel fuel oil service tank
1,2 FQ-003 Fuel oil flowmeter T-006 Leakage oil collecting tank
1,2 FSH-001 Leakage fuel oil monitoring tank T-015 Diesel fuel oil storage tank
HE-007 Fuel oil cooler T-021 Sludge tank
MOD-015 Fuel oil supply pump unit T-071 Clean leakage fuel oil tank
1,2 P-008Diesel fuel oil supply pump V-002 Shut-off cock
Major engine connections
5101 Fuel oil inlet to engine 5152 Drain of fuel filter oil pan
5111 Fuel oil outlet from engine 9141 Dirty oil drain from pump bank,
counter coupling side 1
5143 Fuel oil leakage drain (reusable from 9143 Dirty oil drain from pump bank,
pumps and injector) 1 coupling side 1
Figure 137: MDO supply system diagram – Twin-engine plant

5.9.4 External fuel system – Heavy fuel oil (HFO) treatment system
A prerequisite for safe and reliable engine operation with a minimum of servi-
cing is a properly designed and well-functioning fuel oil treatment system.
The schematic diagram, see figure HFO treatment system diagram shows the
system components required for fuel treatment of heavy fuel oil (HFO).

Bunker fuel oil

Fuel compatibility problems are avoidable if mixing of newly bunkered fuel oil
with remaining fuel oil can be prevented by a suitable number of bunkers.
Moreover the overall fuel oil system (all fuel oil tanks, piping and so on) must
be designed to limit mixing of different bunker batches to an absolute min-
imum. Heating coils in bunkers must be designed so that the HFO in it is at a
temperature of at least 10°C minimum above the pour point.

5 Engine room and application planning

P-038/HFO transfer pump
The HFO transfer pump discharges fuel from the bunkers into the HFO set-
tling tanks. Being a screw pump, it handles the fuel oil gently, thus prevent
water being emulsified in the fuel oil. Its capacity must be sized to fill the com-
plete HFO settling tank within ≤ 2 hours.

T-016/HFO settling tank

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Two HFO settling tanks should be installed, in order to obtain thorough pre-
cleaning and to allow fuels of different origin to be kept separate. When using
RM-fuels we recommend two HFO settling tanks for each fuel type (high sul-
phur HFO, low sulphur HFO).
Size Pre-cleaning by settling is the more effective the longer the solid material is
given time to settle. The storage capacity of the HFO settling tank should be
designed to hold at least a 24-hour supply of fuel oil at full load operation, in-
cluding sediments and water the fuel oil contains.
The minimum volume (V) to be provided is:

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5.9 Fuel oil system

V [m3] Minimum volume

P [kW] Engine rating

Tank heating The heating surfaces should be dimensioned that the HFO settling tank con-
tent can be evenly heated to 75°C within 6 to 8 hours. The heating should be
automatically controlled, depending on the fuel oil temperature.
In order to avoid:
▪ Agitation of the sludge due to heating, the heating coils should be ar-
ranged at a sufficient distance from the tank bottom.
▪ The formation of asphaltene, the fuel oil temperature should not be per-
missible to exceed 75°C.
▪ The formation of carbon deposits on the heating surfaces, the heat trans-
ferred per unit surface must not exceed 1.1 W/cm2.
Design The HFO settling tank is to be fitted with baffle plates in longitudinal and trans-
verse direction in order to reduce agitation of the fuel oil in the tank in rough
seas as far as possible. The suction pipe of the HFO separator must not reach
into the sludge space. One or more sludge drain valves, depending on the
slant of the tank bottom (preferably 10°), are to be provided at the lowest
point. The HFO settling tank is to be insulated against thermal losses.
Sludge must be removed from the HFO settling tank before the separators
draw fuel oil from it.

T-021/Sludge tank
If disposal by an incinerator plant is not planned, the tank has to be dimen-
sioned so that it is capable of absorbing all residues which accumulate during
the operation in the course of a maximum duration of voyage. The content of
this tank must not be added to the engine fuel oil. In order to enable the
emptying of the tank, it must be heated.
5 Engine room and application planning

The heating is to be dimensioned so that the content of the tank can be

heated to approximately 60°C.

P-015/HFO separator feed pump

The HFO separator feed pump should preferably be of the free-standing type,
that is, not mounted on the HFO separator, as the delivery volume can be
matched better to the required throughput.
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H-008/HFO preheater
To reach the separating temperature, a HFO preheater matched to the fuel oil
viscosity has to be installed.

CF-002/HFO separator

As a rule, poor quality, high viscosity fuel oil is used. Two new generation sep-
arators must therefore be installed.
The separators shall be capable to separate water from HFO with a density of
1,010 kg/m³ at 15°C.

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HFO separators must always be provided in sets of 2 of the same type:

5.9 Fuel oil system

▪ 1 service separator
▪ 1 stand-by separator
Of self-cleaning type.
As a matter of principle, all separators are to be equipped with an automatic
programme control for continuous desludging and monitoring.
Mode of operation The stand-by separator is always to be put into service, to achieve the best
possible fuel oil cleaning effect with the separator plant as installed.
The piping of both HFO separators is to be arranged in accordance with the
manufacturer´s advice, preferably for both parallel and series operation.
The discharge flow of the free-standing dirty oil pump is to be split up equally
between the two separators in parallel operation.
The freshwater supplied must be treated as specified by the separator sup-
plier.
Size The HFO separators are dimensioned in accordance with the separator man-
ufacturers' guidelines. The required design flow rate (Q) can be roughly de-
termined by the following equation:

Q [l/h] Separator flow rate

P [kW] Total engine output

be [g/kWh] Fuel oil consumption

ρ [g/l] Density at separating temp approximately 930 kg/m3 = [g/l]

With the evaluated flow rate, the size of the separator has to be selected ac-
cording to the evaluation table of the manufacturer. The separator rating
stated by the manufacturer should be higher than the flow rate (Q) calculated
according to the above formula.

5 Engine room and application planning

For the first estimation of the maximum fuel oil consumption (be), increase the
specific table value by 15%, see section Planning data, Page 93.
For project-specific values contact MAN Energy Solutions.
In the following, characteristics affecting the fuel oil consumption are listed ex-
emplary:
▪ Tropical conditions
▪ The engine-mounted pumps
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▪ Fluctuations of the calorific value (Especially when using biofuels and syn-
thetic fuels)
▪ The consumption tolerance
Regarding required limits on water and particles in the fuel after separation
refer to table Requirements for diesel fuel.
Note:
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 separ-
ation of harmful contaminants, particularly seawater.

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Withdrawal points for samples

5.9 Fuel oil system

Fuel oil sampling points are to be provided upstream and downstream of each
separator, to verify the effectiveness of these system components.

MOD-008/Fuel oil module

See description in figure(s) HFO supply system diagram(s).

T-022/Heavy fuel oil service tank

See description in paragraph T-022/Heavy fuel oil service tank, Page 394.

T-071/Clean leakage fuel oil tank

See description in paragraph T-071/Clean leakage fuel oil tank, Page 400.
5 Engine room and application planning

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5.9 Fuel oil system

5 Engine room and application planning
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Components
1,2 CF-002 HFO separator 1,2 T-016 HFO settling tank
5.9 Fuel oil system

1,2 H-008 HFO preheater T-021 Sludge tank

MOD-008 Fuel oil module 1,2 T-022 HFO service tank
1,2 P-015 HFO separator feed pump T-071 Clean leakage fuel oil tank
1,2 P-038 HFO transfer pump
Figure 138: HFO treatment system diagram

5.9.5 External fuel system – Heavy fuel oil (HFO) supply system

General
The HFO supply system is a pressurised closed loop system. Normally one or
two main engines are connected to one fuel oil system. If required, auxiliary
engines can be connected to the same fuel oil system as well (not indicated in
the diagram).
To ensure that high-viscosity fuel oils achieve the specified injection viscosity,
high operation temperature is necessary, which may cause degassing prob-
lems in conventional, pressureless systems.
A remedial measure is adopting a pressurised system in which the required
system pressure is 1 bar above the evaporation pressure of water.

Fuel Injection Temperature after Evaporation Min. required system

viscosity1) final heater HFO pressure pressure
mm2/50°C mm2/s °C bar bar
180 12 126 1.4 2.4

320 12 138 2.4 3.4

380 12 142 2.7 3.7

420 12 144 2.9 3.9

5 Engine room and application planning

500 14 141 2.7 3.7

700 14 147 3.2 4.2

1)
For fuel oil viscosity depending on fuel temperature see section Viscosity-temperature diagram (VT diagram), Page
287.
Table 168: Injection viscosity and temperature after final heater heavy fuel oil

The indicated pressures are minimum requirements due to the fuel character-
2024-09-16 - 8.5

istic. Nevertheless, to meet the required fuel pressure at the engine inlet (see
section Planning data, Page 93 and the following), the pressure in the fuel oil
mixing tank and booster circuit becomes significant higher than indicated in
this table.

T-022/HFO service tank

The HFO cleaned in the heavy fuel oil separator is passed to the service tank,
and as the separators are in continuous operation, the tank is always kept
filled.

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To fulfil this requirement it is necessary to fit the HFO service tank T-022 with

5.9 Fuel oil system

overflow pipes, which are connected with the HFO settling tanks T-016. The
tank capacity is to be designed for at least eight-hours' fuel supply at full load
so as to provide for a sufficient period of time for separator maintenance.
The tank should have a sludge space with a tank bottom inclination of prefer-
ably 10° with sludge drain valves at the lowest point and it is to be equipped
with heating coils.
The sludge must be drained from the service tank at regular intervals.
The heating coils are to be designed for a tank temperature of 75°C.
The rules and regulations for tanks issued by the classification societies must
be observed.
HFO with high and low sulphur content must be stored in separate service
tanks.

T-003/Diesel fuel oil service tank

The classification societies specify that at least two service tanks are to be in-
stalled on board. The minimum volume of each tank should, in addition to the
MDO/MGO consumption of the generating sets, enable an eight-hour full load
operation of the main engine.
Cleaning of the MDO/MGO by an additional separator should, in the first
place, be designed to meet the requirements of the diesel alternator sets on
board. Just like the HFO service tank, the diesel fuel oil service tank is to be
provided with a sludge space with sludge drain valve, and with an overflow
pipe from the diesel fuel oil service tank T-003, to the diesel fuel oil storage
tank T-015. For more detailed information see section External fuel system –
Marine diesel oil (MDO) supply system, Page 380.

CK-002/Three-way valve for fuel oil changeover

This valve is used for changing over from MDO/MGO operation to HFO opera-
tion and vice versa. This valve could be operated manually or automatically. It
is equipped with two limit switches for remote indication and suppression of

5 Engine room and application planning

alarms from the viscosity measuring and control system, during MDO/MGO
operation.

STR-010/Suction strainer
To protect the fuel oil supply pumps, an approximately 0.5 mm gauge
(sphere-passing mesh) strainer is to be installed at the suction side of each
supply pump.
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P-018/Fuel oil supply pump

The capacity of the supply pump must be at least 160% of the maximum fuel
oil consumption.

QP = (P x (brISO / 1,000) x f x S) / ρ

Required supply pump delivery capacity QP m3/h

Engine output at 100% MCR P1 kW

Specific engine fuel oil consumption (ISO) at 100% MCR brISO g/kWh

Factor for pump dimensioning f = 1.6 -

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Safety factor for consideration of attached pumps and tropical conditions S = 1.1 -
5.9 Fuel oil system

Min. fuel density at 15°C ρ kg/m3

Note:
The fuel density shall be chosen according the fuel with the lowest density, for which the system is designed for (in
general DMA, min. density 820 kg/m3 at 15°C).
In case more than one engine is connected to the same fuel oil system, the pump capacity has to be increased ac-
cordingly.
Table 169: Simplified fuel oil supply pump dimensioning

The delivery height of the fuel oil supply pump shall be selected according to
the required system pressure (see table Injection viscosity and temperature
after final heater heavy fuel oil, Page 394), the required pressure in the mixing
tank and the resistance of the piping system.
Injection system
bar
Positive pressure at the fuel module inlet due to tank level above fuel module level – 0.10

Pressure loss of the pipes between fuel module inlet and mixing tank inlet + 0.20

Pressure in the mixing tank + ≤ 6.70

Operating delivery height of the supply pump = 6.80

Table 170: Example for the determination of the expected operating delivery height of the fuel oil supply
pump

It is recommended to install fuel oil supply pumps designed for the following
pressures:
Engines with conventional fuel oil injection system: Design delivery height
7.0 bar, design output pressure 7.0 bar.
Engines with common rail injection system: Design delivery height 8.0 bar,
design output pressure 8.0 bar.
5 Engine room and application planning

HE-025/Fuel oil cooler, supply circuit

If no fuel is consumed in the system while the pump is in operation, the
finned-tube cooler prevents excessive heating of the fuel. Its cooling surface
must be adequate to dissipate the heat that is produced by the pump to the
ambient air.
In case of continuos MDO/MGO operation, a water cooled fuel oil cooler is re-
quired to keep the fuel oil temperature below 45°C.
2024-09-16 - 8.5

PCV-009/Pressure limiting valve

This valve is used for setting the required system pressure and keeping it con-
stant. It returns in the case of
▪ engine shutdown 100%, and of
▪ engine full load 37.5% of the quantity delivered by the fuel oil supply pump
back to the pump suction side.

T-011/Fuel oil mixing tank

The mixing tank compensates pressure surges which occur in the pressurised
part of the fuel system.

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For this purpose, there has to be an air cushion in the tank. As this air cushion

5.9 Fuel oil system

is exhausted during operation, compressed air (max. 10 bar) has to be refilled
via the control air connection from time to time.
Before prolonged shutdowns the system is changed over to MDO/MGO oper-
ation.
The tank volume shall be designed keep the engine running at 50% load for 5
minutes. At 50% load the fuel oil consumption is approx. 1/2 x fuel oil con-
sumption at full load.
The tank shall be designed for the maximum possible service pressure, usu-
ally approximately 10 bar and is to be accepted by the classification society in
question.
The expected operating pressure in the fuel oil mixing tank depends on the re-
quired fuel oil pressure at the inlet (see section Planning data, Page 93) and
the pressure losses of the installed components and pipes.
Injection system
bar
Required max. fuel oil pressure at engine inlet + 12.00

Pressure difference between fuel oil inlet and outlet engine – ≥ 5.00

Pressure loss of the fuel oil return pipe between engine outlet and mixing tank inlet, e.g. – 0.30

Pressure loss of the flow balancing valve (to be installed in multi-engine plants, pressure – 0.00
loss approximately 0.5 bar)

Operating pressure in the fuel oil mixing tank = ≤ 6.70

Table 171: Example for the determination of the expected operating pressure of the fuel oil mixing tank

This example demonstrates, that the calculated operating pressure in the fuel
oil mixing tank is (for all HFO viscosities) higher than the min. required fuel oil
pressure (see table Injection viscosity and temperature after final heater heavy
fuel oil, Page 394).

5 Engine room and application planning

P-003/Fuel oil booster pump
To cool the engine mounted high pressure pumps, the capacity of the booster
pump must be at least 300% of the maximum fuel oil consumption.

QP = (P x (brISO / 1,000) x f x S) / ρ

Required booster pump delivery capacity QP m3/h

Engine output at 100% MCR P kW

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Specific engine fuel oil consumption (ISO) at 100% MCR brISO g/kWh

Factor for pump dimensioning f=3 -

Safety factor for consideration of attached pumps and tropical conditions S = 1.1 -

Min. fuel density at 15°C ρ kg/m3

Note:
The fuel density shall be chosen according the fuel with the lowest density, for which the system is designed for (in
general DMA, min. density 820 kg/m3 at 15°C).
In case more than one engine is connected to the same fuel oil system, the pump capacity has to be increased ac-
cordingly.
Table 172: Simplified fuel oil booster pump dimensioning

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The delivery height of the fuel oil booster pump is to be adjusted to the total
5.9 Fuel oil system

resistance of the booster system.

Injection system
bar
Pressure difference between fuel inlet and outlet engine + ≥ 5.00

Pressure loss of the flow balancing valve (to be installed only in multi-engine + 0.00
plants, pressure loss approximately 0.5 bar)

Pressure loss of the pipes, mixing tank – Engine mixing tank, e.g. + 0.50

Pressure loss of the final heater heavy fuel oil max. + 0.80

Pressure loss of the automatic filter + 0.50

Pressure loss of the indicator filter + 0.80

Operating delivery height of the booster pump = ≥ 7.60

Table 173: Example for the determination of the expected operating delivery height of the fuel oil booster
pump

It is recommended to install booster pumps designed for the following pres-

sures:
Engines with conventional fuel oil injection system: Design delivery height
7.0 bar, design output pressure 10.0 bar.
Engines common rail injection system: Design delivery height 10.0 bar, design
output pressure 14.0 bar.

VI-001/Viscosimeter
This device regulates automatically the heating of the final heater HFO de-
pending on the viscosity of the circulating fuel oil, to reach the viscosity re-
quired for injection.

H-004/Final heater HFO

5 Engine room and application planning

The capacity of the final heater shall be determined on the basis of the injec-
tion temperature at the nozzle, to which at least 4 K must be added to com-
pensate for heat losses in the piping. The piping for both heaters shall be ar-
ranged for single and series operation.
Parallel operation with half the throughput must be avoided due to the risk of
sludge deposits.

FIL-030/Automatic filter
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The automatic filter should be a type that causes no significant pressure drop
during flushing sequence. As a reference an acceptable value for a pressure
decrease during back flushing is 0.3 – 0.5 bar. The filter mesh size has to be
0.010 mm (absolute) for common rail injection. The used sealing material has
to resist the operation condition defined in table Fuel, Page 157. Long term
operation has to be confirmed by the filter manufacturer.
The automatic filter must be equipped with differential pressure indication and
switches.
Design criterion is the filter area load specified by the filter manufacturer. The
automatic filter has to be installed in the plant (is not attached on the engine).

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Common rail injection system

5.9 Fuel oil system

Filter mesh width (mm) 0.010

Design pressure PN16

Design temperature ≥ 150 °C

Table 174: Required filter mesh width (sphere passing mesh) – Common rail
injection system

T-008/Fuel oil damper tank

The injection nozzles cause pressure peaks in the pressurised part of the fuel
oil system. In order to protect the viscosity measuring and control unit, these
pressure peaks have to be equalised by a compensation tank. The volume of
the pressure peaks compensation tank is 20 I.
Alternatively a metal bellow damper can be used in combination with an air
cushion in the fuel oil mixing tank.

FIL-013/Fuel oil duplex filter

This filter is attached on the engine.
The emptying port of each filter chamber should be fitted with a valve and a
pipe to the sludge tank. If the filter elements are removed for cleaning, the fil-
ter chamber must be emptied. This prevents the dirt particles remaining in the
filter casing from migrating to the clean oil side of the filter.
After changing the filter cartridge, the reconditioned filter chamber must be
vented manually.
Design criterion is the filter area load specified by the filter manufacturer.
Injection system
Filter mesh width (mm) 0.025

Design pressure PN16

5 Engine room and application planning

Table 175: Required filter mesh width (sphere passing mesh) – Injection sys-
tem
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FBV-010/Flow balancing valve

5.9 Fuel oil system

Heavy fuel oil supply sys- The flow balancing valve FBV-010 is not required.
tem for only one main en-
gine, without auxiliary en-
gines
Heavy fuel oil supply sys- The flow balancing valve at engine outlet is to be installed only (one per en-
tem for more than one main gine) in multi-engine arrangements connected to the same fuel system. It is
engine or/and additional used to balance the fuel flow through the engines. Each engine has to be fed
auxiliary engines with its correct, individual fuel flow.

FSH-001/Leakage fuel oil monitoring tank

High pressure pump overflow and escaping fuel oil from burst control pipes is
carried to the monitoring tanks from which it is drained into the clean leakage
fuel oil collecting tank. The engine interface connection of the monitoring tank
is a pressureless drain. Leakage fuel oil flows by gravity only from these tank
into collecting tanks (to be installed below the engine connections). To prevent
pressure resistance at the engine interface connection the pipework to the
collecting tank has to have a sufficient downward slope. The float switch
mounted in the tanks must be connected to the alarm system. The classifica-
tion societies require the installation of monitoring tanks for unmanned engine
rooms. Lloyd's Register specifies tank monitoring for manned engine rooms
as well.

T-006/Leakage oil collecting tank

Dirty leak fuel and leak oil are collected in the leakage oil collecting tank. It
must be emptied into the sludge tank. The content of the leakage oil collect-
ing tank T-006 must not be added to the engine fuel. It can be burned for in-
stance in a waste oil boiler.
The leakage oil collecting tank T-006 is only necessary if the leakages can not
flow directly into the sludge tank T-021 by gravity.

MOV-017/Leakage fuel oil switch-over valve

5 Engine room and application planning

Depending on the supplied fuel oil type, the operation leakage of the high-
pressure injection system can be drained into the HFO or distillate clean leak-
age fuel oil tank by switching over this valve.
Note:
It must be ensured that no HFO contamination is led into the distillate clean
leakage fuel oil tank.

T-071/Clean leakage fuel oil tank

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High pressure pump overflow and other clean fuel oil that escapes from the
injection system is led to the clean leakage fuel oil tanks.
From there the content of the distillate clean leakage fuel oil tank (1 T-071)
must be emptied into the diesel fuel oil storage tank (T-015). The content of
the HFO clean leakage fuel oil tank (2 T-071) must be emptied into the heavy
fuel oil settling tank (T-016). The installation of these two clean leakage fuel oil
tanks enables an effective separation of different fuel oil types.
The amount of clean operation leakage differs in a broad range, depending on
the wear of the high pressure pumps, the type of fuel oil and the operating
temperatures.
For data regarding the leak rate, see table(s) Leakage rate, Page 160.

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Clean leakage fuel oil from the clean leakage fuel oil tanks 1,2 T-071 can be

5.9 Fuel oil system

used again after passing the fuel oil separator.
Leakage fuel oil flows pressureless (by gravity only) from the engine into these
tanks (to be installed below the engine connections). Pipe clogging must be
avoided by trace heating and by a sufficient downward slope.
It must be ensured that the leakage fuel oil is well diluted with fresh fuel before
entering the engine again. Nevertheless, leakage oil collecting tank T-006 is
still required to collect lube oil leakages from lube oil drains (and other).
In case the described clean leakage fuel oil tank T-071 is installed, leakages
from the following engine connections are to be conducted into this tank:
Engine type Connection
L engine 5143

V engine 5143, 5144

Table 176: Connections clean leakage fuel oil tank

Withdrawal points for samples

Fuel oil sampling points are to be provided upstream and downstream of each
filter, to verify the effectiveness of these system components.

CV-003/Cooling water control valve for fuel oil cooler

The purpose of this valve is to allow a smooth temperature/viscosity adaption
to avoid sludge formation due to a harsh temperature change during a fuel oil
change over. This is achieved by controlling the cooling water flow through
the fuel oil cooler.

HE-007/Fuel oil cooler

CK-003/Three-way valve (fuel oil cooler/by-pass)
The propose of the fuel oil cooler is to ensure that the viscosity of MDO/MGO
will not become too fluid in engine inlet.

5 Engine room and application planning

With the three-way valve (fuel oil cooler/by-pass) CK-003, the fuel oil cooler
HE-007 has to be opened when the engine is switched from HFO to MDO/
MGO operation.
That way, the MDO/MGO, which was heated while circulating via the injection
pumps, is re-cooled before it is returned to the fuel oil mixing tank T-011.
Switching on the fuel oil cooler may be effected only after flushing the pipes
with MDO/MGO.
The cooler is cooled by LT cooling water.
2024-09-16 - 8.5

Depending on the fuel oil type a chiller unit might be required to decrease the
fuel oil temperature to reach the required injection system operation viscosity,
see section Viscosity-temperature diagram (VT diagram), Page 287.
Engine type Cooler capacity
L/V engine 3.0 kW/cyl.

The max. MDO/MGO throughput is approximately identical to the engine inlet fuel
flow (=delivery quantity of the installed diesel fuel oil supply pump).
Table 177: Dimensioning of the fuel oil cooler

The recommended pressure class of the fuel oil cooler is PN16.

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The cooler has to be dimensioned for a MDO outlet temperature of 45 °C, for
5.9 Fuel oil system

very light MGO grades even lower outlet temperatures are required.
Depending on the fuel oil type a chiller unit might be required to decrease the
fuel oil temperature to reach the required injection system operation viscosity,
see section Viscosity-temperature diagram (VT diagram), Page 287.

V-002/Shut-off cock
HFO supply system for only Shut-off cock V-002 is not required.
one main engine, without
auxiliary engines

HFO supply system for The stop cock is closed during normal operation (multi-engine operation).
more than one main engine When one engine is separated from the fuel oil circuit for maintenance pur-
or/and additional auxiliary poses, this cock has to be opened manually.
engines
PCV-011/Fuel oil spill valve
HFO supply system for only Fuel oil spill valve PCV-011 is not required.
one main engine, without
auxiliary engines

HFO supply system for In case two engines are operated with one fuel oil module, it has to be pos-
more than one main engine sible to separate one engine at a time from the fuel oil circuit for maintenance
or/and additional auxiliary purposes. In order to avoid a pressure increase in the pressurised system, the
engines fuel oil, which cannot circulate through the shut-off engine, has to be rerouted
via this valve into the return pipe. This valve is to be adjusted so that rerouting
is effected only when the pressure, in comparison to normal operation (multi-
engine operation), is exceeded. This valve should be designed as a pressure
relief valve, not as a safety valve.

CF-002/Heavy fuel oil separator

See description in paragraph CF-002/Heavy fuel oil separator, Page 390.
5 Engine room and application planning

CF-003/Diesel fuel oil separator

See description in paragraph CF-003/Diesel fuel oil separator, Page 377.

T-015/Diesel fuel oil storage tank

See description in paragraph T-015/Diesel fuel oil storage tank, Page 376.

T-016/Heavy fuel oil settling tank

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See description in paragraph T-016/Heavy fuel oil settling tank, Page 389.

T-021/Sludge tank
See description in paragraph T-021/Sludge tank, Page 390.

Piping
The fuel oil system design pressure is PN16 (see section External pipe dimen-
sioning, Page 302). The system is to be protected from higher pressure levels
by corresponding safety valves. Additional safety valves, not displayed in the
P&ID, might become necessary depending on the actual fuel oil system
design.

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Material

5.9 Fuel oil system

The casing material of pumps and filters should be EN-GJS (nodular cast
iron), in accordance to the requirements of the classification societies.

5 Engine room and application planning

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HFO supply system diagrams

5.9 Fuel oil system
5 Engine room and application planning

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Components
CF-002 Heavy fuel oil separator 1,2 P-003 Fuel oil booster pump

5.9 Fuel oil system

CF-003 Diesel fuel oil separator 1,2 P-018 Fuel oil supply pump
CK-002 Three-way valve for fuel oil PCV-009 Pressure limiting valve
changeover
CK-003 Three-way valve (fuel oil cooler/by- 1,2 STR-010 Fuel oil suction strainer
pass)
CV-003 Cooling water control valve for fuel 1,2 T-003 Diesel fuel oil service tank
oil cooler
D-001 Diesel engine T-006 Leakage oil collecting tank
FIL-013 Fuel oil duplex filter T-008 Fuel oil damper tank
FIL-030 Fuel oil automatic filter, booster cir- T-011 Fuel oil mixing tank
cuit
FQ-003 Fuel oil flowmeter T-015 Diesel fuel oil storage tank
FSH-001 Leakage fuel oil monitoring tank T-016 Heavy fuel oil settling tank
1,2 H-004 Final heater heavy fuel oil T-021 Sludge tank
HE-007 Fuel oil cooler 1,2 T-022 Heavy fuel oil service tank
HE-025 Fuel oil cooler, supply circuit 1,2 T-071 Clean leakage fuel oil tank
MOD-008 Fuel oil module VI-001 Viscosimeter
MOV-017 Leakage fuel oil switch-over valve
Major engine connections
5101 Fuel oil inlet to engine 5152 Drain of fuel filter oil pan
5111 Fuel oil outlet from engine 9141 Dirty oil drain from pump bank,
counter coupling side 1
5143 Fuel oil leakage drain (reusable from 9143 Dirty oil drain from pump bank,
pumps and injectors) 1 coupling side 1
Figure 139: HFO supply system diagram – Single-engine plant

5 Engine room and application planning

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5.9 Fuel oil system
5 Engine room and application planning

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Components
CF-002 Heavy fuel oil separator 1,2 P-003 Fuel oil booster pump

5.9 Fuel oil system

CF-003 Diesel fuel oil separator 1,2 P-018 Fuel oil supply pump
CK-002 Three-way valve for fuel oil PCV-009 Pressure limiting valve
changeover
CK-003 Three-way valve (fuel oil cooler/by- PCV-011 Fuel oil spill valve
pass)
CV-003 Cooling water control valve for fuel 1,2 STR-010 Fuel oil suction strainer
oil cooler
1,2 D-001 Diesel engine 1,2 T-003 Diesel fuel oil service tank
1,2 FBV-010 Flow balancing valve T-006 Leakage oil collecting tank
1,2 FIL-013 Fuel oil duplex filter T-008 Fuel oil damper tank
FIL-030 Fuel oil automatic filter, booster cir- T-011 Fuel oil mixing tank
cuit
1,2 FQ-003 Fuel oil flowmeter T-015 Diesel fuel oil storage tank
1,2 FSH-001 Leakage fuel oil monitoring tank T-016 Heavy fuel oil settling tank
1,2 H-004 Final heater heavy fuel oil T-021 Sludge tank
HE-007 Fuel oil cooler 1,2 T-022 Heavy fuel oil service tank
HE-025 Fuel oil cooler, supply circuit 1,2 T-071 Clean leakage fuel oil tank
MOD-008 Fuel oil module V-002 Fuel oil shut-off cock
MOV-017 Leakage fuel oil switch-over valve VI-001 Viscosimeter
Major engine connections
5101 Fuel oil inlet to engine 5152 Drain fuel filter oil pan
5111 Fuel oil outlet from engine 9141 Dirty oil drain from pump bank,
counter coupling side 1
5143 Fuel oil leakage drain (reusable from 9143 Dirty oil drain from pump bank,
pumps and injectors) 1 coupling side 1
Figure 140: HFO supply system diagram – Twin-engine plant

5.9.6 External fuel system – Fuel oil supply at blackout conditions

As the main electrical grid is not available during a blackout, an alternative en-
ergy source has to guarantee fuel oil supply. If a sufficient uninterruptible
power supply (UPS) system is available, it can be connected to the regular
fuel oil supply pumps and run them in spite of blackout.

5 Engine room and application planning

Alternatively an additional pneumatic pump can be installed. If this pump is
connected to a working air system, it must be ensured that this system can
always deliver sufficient compressed air required to outlast the blackout oper-
ation.
Also the starting air system can be used, if the additional air is considered for
design of starting air receivers and the adequate control of the blackout pump
is implemented in the ship automation system. Background is that the amount
of compressed air required by class societies for engine starts must not be af-
fected. MAN Energy Solutions can design a suitable pneumatic pump and
2024-09-16 - 8.5

calculate its compressed air consumption.

Duration of blackout operation

Duration of the blackout pump operation should last till the regular fuel supply
is recovered:
▪ Duration of the emergency GenSet for connecting to the main electrical
grid
▪ Start-up time of the fuel oil module after main grid is restored
▪ Buffer time
On the other hand, the duration of the blackout pump operation should be
limited by the ship automation system due to:

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▪ Reduction of UPS or compressed air consumption

5.9 Fuel oil system

▪ Consideration of engine related systems without power supply (e.g. cool-

ing water system might overheat)
Depending on engine load it can be advisable to schedule blackout operation
to maximum 90 seconds.

Integration in fuel oil system

In a diesel fuel oil supply system it is recommended to integrate the blackout
pump parallel to the regular fuel oil supply pumps. In order to reduce com-
pressed air consumption, it is possible to choose a downsized pump and op-
erate the engine in part load.
For a heavy fuel oil supply system a pneumatic pump delivers fuel oil from
MDO service tank into the mixing tank to guarantee low load operation. For
high-load operation contact MAN Energy Solutions.
Note:
A fuel oil supply with cold MDO/MGO shortly after HFO-operation will lead to
temperature shocks in the injection system and has to be avoided under any
circumstances.

5.9.7 Further recommendations for actions to be taken and plant equipment when using
FAME fuels
▪ After changing from pure petroleum based fuels over to FAME fuels, at-
tention has to be paid to delta pressure indicators/alarms of filters due to
potential clogging caused by residues dissolved by FAME fuels.
▪ Mixing of FAME fuels with DMA is possible, if FAME fuel and the resulting
blend is within above mentioned specifications.
▪ Mixing with residual fuels is strongly not recommended as this might
cause severe clogging that is irreversible.
▪ If your FAME fuel gets in contact with other fuels (e.g. during fuel
changeover process), please contact your fuel supplier to ensure the
compatibility of those fuels.
5 Engine room and application planning

▪ Since handling of FAME fuels increases the risk for clogged fuel equip-
ment: Special consideration has to be taken regarding single main propul-
sion plants when intended to use such fuels.
▪ Verify the flash point of the used fuel is > 60°C
▪ A check of the ECN values is highly recommended to verify combustion
capability of the fuel
▪ FAME fuels can cause harmful reactions with metals like zinc or copper.
We highly recommend contacting your tank- and fuel oil system supplier
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▪ Check used sealing materials to be suitable for FAME fuels. NBR sealings
are not suitable and need to be exchanged.
▪ As FAME fuel is reacting with air, atmospheric oxygen vent shall be min-
imized. Ideally, a nitrogen buffer is arranged inside the fuel tank.
▪ As FAME fuels tend to attract water: Check if a fuel oil separator is in-
stalled and set it up properly for the new type of fuel.
In case no separator is installed, plan potential rework.
▪ Increased microbial growth might occur, especially when water is present.
▪ If free water is appearing in the fuel and leakage fuel tanks, it is important
to immediately drain this water off. It is highly recommended to execute a
daily drain of the water from the fuel tanks.

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▪ Due to potential microbial growth: Avoid long downtimes to a minimum. In

case of long downtimes contact MAN Energy Solutions for a fluid analysis

5.10 Compressed air system

and flushing recommendations to prevent biofouling.
▪ Sludge amount from fuel separation could be increased with use of FAME
fuels. Frequently check filling levels of the sludge tank or sizing of the
sludge tank in case of new build project.
▪ Purge the entire system with specified petroleum based fuel prior to long
standstill periods
▪ As FAME fuels can have a higher evaporating temperature than conven-
tional diesel fuels, those will accumulate within the lube oil. Consider lube
oil analysis on a regular basis and exchange oil when a critical FAME fuel
content is reached, typically 12%
▪ If your system is equipped with a third party exhaust gas after treatment
system contact your supplier to ensure that the system can handle your
specific FAME fuel.
▪ Due to the higher glycerin content in the FAME fuel, it might be necessary
to clean or change the fuel filters more frequently compared to the opera-
tion with fossil fuels. To avoid filter clogging it is recommend fuel oil day
tanks shall be equipped with tank heating and shall be pre-heated to
25°C before starting up the fuel oil supply pumps.
▪ Adjust the heating temperature of the tank to a suitable temperature for
the FAME fuel. Ensure cold flow properties with the right temperature
(10°C over pour point). Avoid too high temperatures in the FAME tank to
limit microbiological growth.
▪ If alternating between different fuels, it is recommended to empty and
clean the corresponding tanks before bunkering FAME fuel to ensure that
no compatibility issues occur. If mixing of fuels is intended ensure com-
patibility with the fuels by contacting your fuel supplier.
▪ Prepare the crew and the ship in advance for the new type of FAME fuel.
▪ As the heating value of FAME fuel oil in general is lower compared to pure
petroleum based fuels it is necessary to check the equipment and if ne-
cessary adopt the design of the equipment in the fuel supply and feeder
circuit in terms of the increased flow (pumps, filters, coolers, etc.). For the
design of components a 10% surcharge in flow rate shall be applied com-

5 Engine room and application planning

pared to typical DMA systems.

QP = P1 x brISO x f3

Required supply pump capacity with MDO 45°C QP l/h

Engine output power at 100% MCR P1 kW

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5.10 Compressed air system

General
The engine requires compressed air for starting, for activation of control
devices and for activation of the optional jet assist.

Compressed air quality

The compressed air, supplied to the engine, must meet the requirements
given in section Specification of compressed air, Page 299.

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5.10 Compressed air system

5.10.1 Internal compressed air system

5 Engine room and application planning

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Figure 141: Internal pressure air system MAN L32/44CR – Exemplary

410 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 5

Note:

5.10 Compressed air system

The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof don´t exist.

5 Engine room and application planning

2024-09-16 - 8.5

MAN 32/44CR IMO Tier II, Project Guide – Marine 411 (523)
5 MAN Energy Solutions
5.10 Compressed air system
5 Engine room and application planning

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Figure 142: Internal pressure air system MAN V32/44CR – Exemplary

412 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 5

Note:

5.10 Compressed air system

The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof don´t exist.

5.10.2 External compressed air system – Description

The compressed air supply to the engine plant requires starting air receivers
and starting air compressors of a capacity and air delivery rating which will
meet the requirements of the relevant classification society.

Piping
The main starting pipe (engine connection 7101), connected to both air re-
ceivers, leads to the main starting valve (MSV-001) of the engine.
A second pressure line for control air (engine connection 7102) is realised by a
redundant compressed air reducing unit 30/7 bar (1,2 MOD-088).
A line branches from the aforementioned control air pipe to supply other air-
consuming engine accessories (e.g. fuel oil automatic filter) with compressed
air.
A third 30 bar pipe is required for engines with jet assist (engine connection
7103). Depending on the air receiver arrangement, this pipe can be branched
off from the starting air pipe near engine or must be connected separately to
the air receiver for jet assist.
The pipes to be connected by the shipyard have to be supported immediately
behind their connection to the engine. Further supports are required at suffi-
ciently short distance.
Flexible connections for starting air (steel tube type) have to be installed with
elastic fixation. The elastic mounting is intended to prevent the hose from os-
cillating. For detail information refer to planning and final documentation and
manufacturer manual.
Galvanised steel pipes must not be used for the piping of the system.

5 Engine room and application planning

1 T-007, 2 T-007/Starting air receivers
The installation situation of the air receivers must ensure a good drainage of
condensed water. Air receiver must be installed with a downward slope suffi-
ciently to ensure a good drainage of accumulated condensate water.
The installation also has to ensure that during emergency discharging of the
safety valve no persons can be compromised.
It is not permissible to weld supports (or other) on the air receivers. The ori-
ginal design must not be altered. Air receivers are to be bedded and fixed by
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use of external supporting structures.

A max. service pressure of 30 bar is required. The standard design pressure
of the starting air receivers is 30 bar and the design temperature is 50 °C.

1 C-001, 2 C-001/Air compressor

These are multi-stage compressor sets with safety valves, cooler for com-
pressed air and condensate traps.
The operational compressor is switched on by the pressure control at low
pressure then switched off when maximum service pressure is attained.

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5 Engine room and application planning 5.10 Compressed air system

414 (523)
MAN 32/44CR IMO Tier II, Project Guide – Marine
MAN Energy Solutions

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 MAN Energy Solutions 5

Components
1,2 C-001 Air compressor 1,2 TR-006 Automatic condensate trap

5.10 Compressed air system

1,2 T-007 Starting air receiver 1,2 Compressed air reducing unit
MOD-088
1,2 TR-005 Water trap, compressed air system
Connection numbers
7101 Air inlet on main starting valve 9701 Compressed air for turbocharger dry
cleaning
7102 Control air inlet ** 9702 Compressed air for turbocharger dry
cleaning
7103 Air inlet for jet assist
Figure 143: Starting air system diagram

5.10.3 External compressed air system – Dimensioning starting air receivers, compressors

Starting air receivers

The starting air supply is to be split up into not less than two starting air re-
ceivers of nominally the same size, which can be used independently of each
another.
The engine requires compressed air for starting, start-turning, for the jet assist
function as well as several pneumatic controls. The design of the pressure air
receiver directly depends on the air consumption and the requirements of the
classification societies.
In case of mechanical-propulsion drive without shifting clutch but with shaft
driven alternator, consult MAN Energy Solutions.
For more information concerning jet assist see section External compressed
air system – Jet assist, Page 417.
For air consumption see section Starting air and control air consumption,
Page 89.
The air consumption per starting maneuver and per Slow Turn activation de-

5 Engine room and application planning

pends on the inertia moment of the unit.
Accordingly it is needed, that given reference starting air consumption VStart Ref
and Slow Turn air consumption VSlow Turn Ref, which are stated for a reference
moment of inertia JRef will be recalculated to the moment of inertia of the plant
JTotal.
Hereby relevant is the moment of inertia, that needs to be accelerated by the
engine’s starting air system and can not be separated from the engine by a
clutch during starting-up.
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First the moment of inertia of the plant JTotal needs to be calculated:

JTotal= J1+J2+JPlant attached to flywheel
For moment of inertia Θ1 and Θ2 of the engine see section Moments of inertia
– Crankshaft, damper, flywheel, Page 181.

Calculation for starting air receiver of engines without jet assist and Slow
Turn:

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Calculation for starting air receiver of engines with jet assist and Slow Turn:
5.10 Compressed air system

V [litre] Required receiver capacity

VStart Ref [litre] Air consumption per nominal Start Ref value1), to be recalculated from Nm3 to litre

JRef Reference moment of inertia JRef 1), basis for stated air consumption

J1 Moment of inertia of crankshaft and damper of the engine2)

J2 Moment of inertia of flywheel of the engine2)

JPlant attached to the Plant specific moment of inertia attached to the flywheel, that needs to be accelerated by the en-
flywheel gine’s starting air system and can not be separated from the engine by a clutch during starting-up

JTotal Total moment of inertia of engine and plant, that needs to be accelerated by the engine’s starting air
system

zst Number of starts required by the classification society

zSafe Number of starts as safety margin

VJet [litre] Assist air consumption per jet assist1), to be recalculated from Nm3 to litre

zJet Number of jet assist procedures3)

tJet [sec] Duration of jet assist procedures

VSlow Turn Ref Air consumption per Slow Turn Ref value1), to be recalculated from Nm3 to litre

zsl Number of Slow Turn manoeuvres

pmax [bar] Maximum starting air pressure (normally 30 bar)

pmin [bar] Minimum starting air pressure (15 bar)

1)
Tabulated values see section Starting air and control air consumption, Page 89.
2)
Tabulated values see section Moments of inertia – Crankshaft, damper, flywheel, Page 181.
5 Engine room and application planning

3)
The required number of jet manoeuvres has to be checked with yard or ship owner. To make a decision, consider
the information in section External compressed air system – Jet assist, Page 417.

If other consumers (i.e. auxiliary engines, ship air etc.) which are not listed in
the formula are connected to the starting air receiver, the capacity of starting
air receiver must be increased accordingly, or an additional separate air re-
ceiver has to be installed.

Compressors
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According to most classification societies, two or more air compressors must

be provided. At least one of the air compressors must be driven independ-
ently of the main engine and must supply at least 50% of the required total
capacity.
The total capacity of the air compressors has to be capable to charge the re-
ceivers from the atmospheric pressure to full pressure of 30 bar within one
hour.
The compressor capacities are calculated as follows:

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 MAN Energy Solutions 5

P [Nm3/h] Total volumetric delivery capacity of the compressors

5.10 Compressed air system

V [litres] Total volume of the starting air receivers at 30 bar service pressure

As a rule, compressors of identical ratings should be provided. An emergency

compressor, if provided, is to be disregarded in this respect.

5.10.4 External compressed air system – Jet assist

General

Air consumption
The air consumption for jet assist is, to a great extent, dependent on the load
profile of the ship. In case of frequently and quickly changing load steps, jet
assist will be actuated more often than this will be the case during long routes
at largely constant load.
The special feature for common rail engines, called Injection Boost, has re-
duced the jet assist events that are relevant for the layout of starting air receiv-
ers and compressors considerably.

Layout of starting air vessels and compressor – Guiding values for

consideration of jet assist manoeuvres
For the layout of starting air vessels and compressor add to the air consump-
tion of the considered starts and slow turns also the air consumption of these
jet assist manoeuvres.
The data in following table is not binding. The required number of jet man-
oeuvres has to be checked with yard or ship owner. For decision see also
section Start-up and load application, Page 46.
Application Recommended no. of jet assist with average duration
Per hour In rapid succession

5 Engine room and application planning

General drive None1) None1)

Diesel-mechanical drive without shifting clutch None1) None1)

Diesel-mechanical drive with shifting clutch 3 x 5 sec 2 x 5 sec

Diesel-mechanical drive with shaft-driven alternator 2 x 5 sec 2 x 5 sec

(> 50 % MCR)

Electric propulsion 3 x 5 sec 2 x 5 sec

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Electric propulsion offshore applications – Semisub (10 x 5 sec) (5 x 5 sec)

production/drilling applications and drillships2)

Ships with frequent load changes (e.g. ferries) 3 x 5 sec 3 x 5 sec

Auxiliary engine 3 x 5 sec 2 x 5 sec

High-torque applications 2 x 20 sec 2 x 20 sec

1)
According the necessity of the application "jet assist" check figure Load application dependent on base load (en-
gine condition hot), Page 54. If the curve "without jet assist" is sufficient, jet assist can be omitted.
2)
For these applications contact MAN Energy Solutions for a project specific estimation.
Table 178: Guiding values for the number of jet assist manoeuvres dependent on application

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Dynamic positioning for drilling vessels, cable-laying vessels, off-shore

5.11 Engine room ventilation and intake air

applications
When applying dynamic positioning, pulsating load application of > 25 % may
occur frequently, up to 30 times per hour. In these cases, the possibility of a
specially adapted, separate compressed air system has always to be
checked.

Air supply
Generally, larger air receivers are to be provided for the air supply of the jet
assist.
For the design of the jet assist air supply the temporal distribution of events
needs to be considered, if there might be an accumulation of events.
In each case the delivery capacity of the compressors is to be adapted to the
expected jet assist requirement per unit of time.

5.11 Engine room ventilation and intake air

5.11.1 External general information

Engine room ventilation system

Its purpose is:
▪ Supplying the engines and auxiliary boilers with combustion air.
▪ Carrying off the radiant heat from all installed engines and auxiliaries.

Intake air engine

The intake air of the engine must be free from spray water, snow, dust and oil
mist.
This is achieved by:
5 Engine room and application planning

▪ Louvres, protected against the head wind, with baffles in the back and
optimally dimensioned suction space so as to reduce the air flow velocity
to 1–1.5 m/s.
▪ Self-cleaning air filter in the suction space (required for dust-laden air, e.g.
cement, ore or grain carrier).
▪ Sufficient space between the intake point and the openings of exhaust air
ducts from the engine and separator room as well as vent pipes from lube
oil and fuel oil tanks and the air intake louvres (the influence of winds must
be taken into consideration).
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▪ Positioning of engine room doors on the ship's deck so that no oil-laden

air and warm engine room air will be drawn in when the doors are open.
▪ Arranging the separator station at a sufficiently large distance from the tur-
bochargers.
As a standard, the engines are equipped with turbochargers with air intake si-
lencers and the intake air is normally drawn in from the engine room.
In tropical service a sufficient volume of air must be supplied to the turbochar-
ger(s) at outside air temperature. For this purpose there must be an air duct
installed for each turbocharger, with the outlet of the duct facing the respect-
ive intake air silencer, separated from the latter by a space of approximately
1.5 m (see figure Example: Exhaust gas ducting arrangement, Page 428). No

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water of condensation from the air duct must be permissible to be drawn in

5.11 Engine room ventilation and intake air

by the turbocharger. The air stream must not be directed onto the exhaust
manifold.
If the ship operates at arctic conditions, an air preheater must be applied to
maintain the engine room temperature above 5°C. In order to reduce power
for air preheating, the engines can be supplied by a separate system directly
from outside, see section Intake air ducting in case of arctic conditions.
Air fans are to be designed so as to maintain a positive air pressure of 50 Pa
(5 mm WC) in the engine room.

Radiant heat
The heat radiated from the main and auxiliary engines, from the exhaust mani-
folds, waste heat boilers, silencers, alternators, compressors, electrical equip-
ment, steam and condensate pipes, heated tanks and other auxiliaries is ab-
sorbed by the engine room air.
The amount of air V required to carry off this radiant heat can be calculated as
follows:

V [m3/h] Air required

Q [kJ/h] Heat to be dissipated

Δt [°C] Air temperature rise in engine room (10–12.5)

cp [kJ/kg*k] Specific heat capacity of air (1.01)

ρt [kg/m3] Air density at 35°C (1.15)

Ventilator capacity
The capacity of the air ventilators (without separator room) must be large
enough to cover at least the sum of the following tasks:

5 Engine room and application planning

▪ The combustion air requirements of all consumers.
▪ The air required for carrying off the radiant heat.
A rule-of-thumb applicable to plants operating on heavy fuel oil is 20–24m3/
kWh.
Moreover it is recommended to apply variable ventilator speed to regulate the
air flow. This prevents excessive energy consumption and cooling down of
engines in stand-by.
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Maximum engine room The engine room ventilation must ensure a maximum engine room temperat-
temperature ure, with following boundary conditions:
▪ Maximum air temperature in the area of the engine and its components ≤
45°C.
▪ Maximum air temperature at least 5 K below the flash point of any liquids,
that is present within the engine room.

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5.11 Engine room ventilation and intake air

5.11.2 External air supply with or without arctic conditions

General recommendations for external intake air system of vessels

The design of the intake air system ducting is crucial for reliable operation of
the engine. The following points need to be considered:
▪ Every single engine must be provided with a dedicated intake air system.
It is not allowed to combine air intake systems of different engines.
▪ According to classification rules, it may be required for arctic operation to
install two air inlets from the exterior, one at starboard and one at port-
side.
▪ It must be prevented that exhaust gas and oil dust is sucked into the in-
take air duct as fast filter blocking might occur.
▪ In case of arctic operation, suitable corrosion and low temperature resist-
ant materials should be applied. Stainless steel S316 L might be suitable.
For non-arctic operation, a steel duct with C5-M-coating acc. DIN EN ISO
12944 might be sufficient.
▪ Inside the duct, there must not be any parts (e.g. bolts, nuts, stiffening,
etc.) that could fall off and move towards the engine. Installations, that are
absolutely necessary (e.g. light behind filter wall) must be specially se-
cured (self-locking nuts, screwed covers instead of clamped covers etc.).
▪ Due to the air flow, load changes and other external forces, (especially
during ice breaking, if applicable) the intake air pipe is subject to heavy vi-
brations. Additionally engine and propeller exciting frequencies have to be
taken into account. This has to be considered within the overall layout and
the intake air duct needs to be reinforced sufficiently.
▪ Thermal expansion has to be considered for the layout and foundation of
the duct (e.g. flexible mounting, additional compensators).
▪ Suitable drainage arrangements to remove any water from the intake air
ducting should be provided. Backflow of air through drains has to be
avoided (e.g. by syphons) and regularly checked for proper functioning.
Adequate heating is required to prevent icing of drains.
5 Engine room and application planning

▪ The air duct and its components need to be insulated properly. Especially
a vapor barrier has to be applied to prevent atmospheric moisture freezing
in the insulation material.
▪ An (automatic) shut-off flap should be installed to prevent a chimney effect
and cooling down of engine during stand-still (maintenance or stand-by of
engine). This flap is to be monitored and engine start should only be al-
lowed in fully-open position. As an alternative, the intake system can be
closed by a roller shutter or tarpaulin in front of the filter.
▪ The overall pressure drop of the intake air system ducting and its com-
2024-09-16 - 8.5

ponents is to be limited to 20 mbar. Moreover the differential pressure of

the intake air filter must be monitored to keep this requirement. For addi-
tional safety, other components as the droplet separator and the weather
hood can be monitored by differential pressure devices. During commis-
sioning and maintenance work, checking of the air intake system back
pressure by means of a temporarily connected measuring device may be-
come necessary. For this purpose, a measuring socket is to be provided
approximately 1–2 metres before the turbocharger, in a straight length of
pipe at an easily accessible position. Standard pressure measuring
devices usually require a measuring socket size of 1/2".

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▪ The turbocharger as a flow machine is dependent on a uniform inflow.

Therefore, the ducting must enable an air flow without disturbances or

5.11 Engine room ventilation and intake air

constrictions. For this, multiple deflections with an angle > 45° within the
ducting must be avoided.
▪ The intake air must not flow against the direction of the compressor rota-
tion, otherwise stalling could occur.
▪ It is recommended to verify the layout of the intake air piping by CFD cal-
culations up to the entry of the compressor of the turbocharger.
▪ The maximum specified air flow speed of 20-25 m/s should not be ex-
ceeded at any location of the pipe.
▪ A silencer is recommended to reduce the noise emissions from engine in-
let and charge air blow-off. Sound power levels can be found in the relev-
ant section of the Project Guide. Care must be taken, that no insulation
material can escape from the silencer, which can fuse into glass spheres
in the combustion chamber.

Components of intake air ducting

The whole system and its components must be designed suitably robust to
withstand pressure peaks occurring from turbocharger surge. This will not
happen during normal operation, but it could occur at fast load changes of
the engine. This can happen 2–3 times consecutively, until the turbocharger
comes back to its normal working range.
The table below shows values at engine inlet connection with a suitable intake
air ducting. An unfavorable intake air duct design can also lead to higher val-
ues.
Type Variation Frequency Comment
Pressure oscillation ± 40 mbar, 5–10 Hz Permanent Normal operation/constant load

Peak pressure (shock wave) ± 300 mbar Sporadically Engine emergency stop/turbochar-
ger surge

The ambient air, which is led to engine by the intake air duct, needs to be
conditioned by several components as shown in figure External intake air sup-

5 Engine room and application planning

ply system, Page 423. It needs to be cleaned according to the requirements
in section Specification of intake air (combustion air), Page 298. This could be
done by the following components:
▪ Section for cleaning of intake air (1–4)
A weather hood (1) in combination with a snow trap (2) removes coarse
dirt, snow and rain. A heated droplet separator (3) subsequently separates
remaining water droplets or snow from the air. An appropriate filter cleans
the intake air from particles. (4). A metal grid (e.g. 10x10 mm) after filter
wall at intake air room is necessary to avoid filter elements or lost parts
2024-09-16 - 8.5

getting into air intake system. As a minimum, inlet air must be cleaned by
an ISO coarse 45% class filter as per DIN EN ISO 16890. If there is a risk
of high inlet air contamination, filter efficiency should be at least ISO
ePM10 50% according to DIN EN ISO 16890. See figure External intake
air supply system, Page 423.
▪ Combustion air silencer (5)
Noise emissions of engine inlet and charge air blow-off can be reduced by
a silencer in the intake air duct. It is recommended to apply a mesh (5a) at
the outlet of the silencer to protect the turbocharger against any loose
parts (e.g. insulation material of silencer, rust etc.) from the intake air duct.

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This mesh is to be applied even if the silencer will not be supplied. A drain
close to the turbocharger is required to separate condensate water. See
5.11 Engine room ventilation and intake air

section Noise, Page 167.

▪ Overpressure flap (6) (optional)
Depending on the system volume and chosen components it might be
necessary to install a overpressure flap between silencer and engine.
Peak pressure pulses (e.g. during emergency stop) are conducted into the
engine room via this flap, preventing possible damage to the filter and si-
lencer.
▪ Shut-off flap/blind plate (7)
It is recommended to install a shut-off flap to prevent cooling down of the
engine during longer standstills under arctic conditions. This flap should
be monitored by the engine automation system to prevent engine start
with closed flap.
As an alternative, the intake system can be closed by a roller shutter or
tarpaulin in front of the filter.
▪ Compensator (8) and transition piece (9)
A steel compensator (rubber might also be considered) has to be installed
direct vertically upstream of the 90° transition piece behind turbocharger.
A rigid support must be provided as close as possible upstream of the
compensator. It has to be noted, that this compensator is solely foreseen
to compensate engine-borne movements. Additional compensators might
be necessary to cope for thermal expansion.
▪ Strainer for commissioning phase (9a)
To prevent residues from installation phase entering the engine during
commissioning, a strainer or protective mesh must be installed as close
as possible to the turbocharger. After running-in is finished, the strainer
must be removed and exchanged by an intermediate pipe. Final perform-
ance measurement and engine setting shall be done without intake air
strainer.
▪ Charge air blow-off or recirculation
For arctic conditions, an increased firing pressure, which is caused by
higher density of cold air, is prevented by an additional valve, which blows
5 Engine room and application planning

off charge air (11). A compensator (10) connects the engine with the
charge air blow-off piping. The blown-off air is taken after (cold blow-off)
the charge air cooler or before the charge air cooler (hot blow-off) and is
circulated (12) back in the intake air duct or blown out via an additional si-
lencer. A homogenous temperature profile and a correct measurement of
intake air temperature in front of compressor has to be achieved. For this
a minimum distance of five times the diameter of the intake air duct
between inlet of blown-off air and the measuring point must be kept.
Within section Engine operation under arctic conditions, Page 61 additional
information is given and boundary conditions for the layout of the piping are
2024-09-16 - 8.5

stated.

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MAN Energy Solutions

MAN 32/44CR IMO Tier II, Project Guide – Marine

5 Engine room and application planning 5.11 Engine room ventilation and intake air
5

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1 Weather hood 9 Transition piece

2 Snow trap 9a Intermediate pipe with strainer for running-
5.11 Engine room ventilation and intake air

in phase (to be removed afterwards)

030.120.190
3 Heated droplet separator 10a Rubber bellow expansion joint – Cold
blow-off
4 Air intake filter 030.120.010 10b Metal bellow expansion joint – Hot blow-
off
5 Combustion air silencer 030.130.040 11 Charge air blow-off valve
5a Protective mesh 12 Charge air blow-off pipe
6 Overpressure flap (optional) 13 Charge air blow-off silencer
7 Blind plate/shut-off flap (for maintenance 14 Waste gate (if required for relevant engine
case) type)
8 Metal bellow expansion joint combustion
air (rubber might be considered)
Figure 144: External intake air supply system
5 Engine room and application planning

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5.12 Internal charge air and exhaust gas system – Ex-

emplary
5.12 Internal charge air and exhaust gas system – Exemplary

5 Engine room and application planning

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MAN 32/44CR IMO Tier II, Project Guide – Marine 425 (523)
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Connection numbers
6101 Intake air inlet to turbocharger 1 6511 Exhaust gas outlet from turbocharger 1
5.13 Plant exhaust gas system

6102 Intake air inlet to turbocharger 2 6512 Exhaust gas outlet from turbocharger 2
Figure 145: Internal charge air and exhaust gas system – Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project-specific drawings thereof don´t exist.

5.13 Plant exhaust gas system

5.13.1 External exhaust gas system – General information

Layout The flow resistance in the exhaust system has a very large influence on the
fuel consumption and the thermal load of the engine. The values given in this
document are based on an exhaust gas system which flow resistance does
not exceed 50 mbar. If the flow resistance of the exhaust gas system is higher
than 50 mbar, contact MAN Energy Solutions for project-specific engine data.
The pipe diameter selection depends on the engine output, the exhaust gas
volume and the system back pressure, including silencer and SCR (if fitted).
The back pressure also being dependent on the length and arrangement of
the piping as well as the number of bends. Sharp bends result in very high
flow resistance and should therefore be avoided. If necessary, pipe bends
must be provided with guide vanes.
It is recommended not to exceed a maximum exhaust gas velocity of approx-
imately 40 m/s, at stack outlet 35 m/s.
Installation When installing the exhaust system, the following points must be observed:
▪ The exhaust pipes of two or more engines must not be joined.
▪ Because of the high temperatures involved, the exhaust pipes must be
able to expand. The expansion joints to be provided for this purpose are
to be mounted between fixed-point pipe supports installed in suitable po-
sitions. One compensator is required just after the outlet casing of the tur-
5 Engine room and application planning

bocharger (see section Position of the outlet casing of the turbocharger,

Page 430) in order to prevent the transmission of forces to the turbochar-
ger itself. These forces include those resulting from the weight, thermal
expansion or lateral displacement of the exhaust piping. For this com-
pensator/expansion joint one sturdy fixed-point support must be
provided.
▪ The exhaust piping should be elastically hung or supported by means of
dampers in order to prevent the transmission of sound to other parts of
the vessel.
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▪ The exhaust piping is to be provided with water drains, which are to be

regularly checked to drain any condensation water or possible leak water
from exhaust gas boilers if fitted.
▪ During commissioning and maintenance work, checking of the exhaust
gas system back pressure by means of a temporarily connected measur-
ing device may become necessary. For this purpose, two measuring
sockets need to be provided approximately 1 to 2 metres after the ex-
haust gas outlet of the turbocharger, in a straight length of pipe at an eas-
ily accessed position. Standard pressure measuring devices usually re-
quire a measuring socket size of 1/2". This measuring socket is to be
provided to ensure back pressure can be measured without any damage
to the exhaust gas pipe insulation.

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5.13 Plant exhaust gas system

5.13.2 External components and assemblies of the exhaust gas system

Exhaust gas silencer and exhaust gas boiler

Mode of operation The silencer operates on the absorption and resonance principle so it is ef-
fective in a wide frequency band. The flow path, which runs through the silen-
cer in a straight line, ensures optimum noise reduction with minimum flow res-
istance.
A spark arrestor should be provided in the exhaust gas system (e.g. integ-
rated in the silencer).
Note:
Spark arrestors are mandatory for certain ship types.
Installation If possible, the silencer should be installed towards the end of the exhaust
line.
A vertical installation situation is to be preferred in order to avoid formations of
gas fuel pockets in the silencer. The cleaning ports of the spark arrestor are to
be easily accessible.
Note:
Water entry into the silencer and/or boiler must be avoided, as this can cause
damages of the components (e.g. forming of deposits) in the duct.
Exhaust gas boiler To utilise the thermal energy from the exhaust, an exhaust gas boiler produ-
cing steam or hot water may be installed.
Insulation The exhaust gas system (from outlet of turbocharger, silencer, catalyst, boiler
to the outlet stack) is to be insulated to reduce the external surface temperat-
ure and airborne noise to the required level.
The relevant provisions concerning accident prevention and those of the clas-
sification societies must be observed.
The insulation is also required to avoid temperatures below the dew point on
the interior side. In case of insufficient insulation intensified corrosion and soot
deposits on the interior surface are the consequence. During fast load

5 Engine room and application planning

changes, such deposits might flake off and be entrained by exhaust in the
form of soot flakes.
Insulation and covering of the compensator must not restrict its free move-
ment.
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5.13 Plant exhaust gas system

5.13.3 Example: Ducting arrangement

5 Engine room and application planning

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Figure 146: Example: Exhaust gas ducting arrangement

Fix point support

The engine related compensator has to be connected directly to the exhaust
gas outlet of the turbocharger (installation of compensator vertically or max.
45° position after turbocharger). In case that the compensator cannot be dir-

428 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 5

ectly connected to the exhaust gas outlet of the turbocharger, contact MAN

5.13 Plant exhaust gas system

Energy Solutions. Immediately downstream of the engine related com-
pensator, it is required to install a strong and rigid fix point to support the ex-
haust gas pipe. It is not permitted to compensate with the engine related
compensator movements or vibrations coming from components or systems
installed downstream of this compensator.

5 Engine room and application planning

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MAN 32/44CR IMO Tier II, Project Guide – Marine 429 (523)
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5.13 Plant exhaust gas system

5.13.4 Position of the outlet casing of the turbocharger

Standard design
5 Engine room and application planning

Figure 147: Standard design V engine

MCR = 600 kW/cyl.

No. of cylinders, config. 12V 14V 16V 18V 20V
Turbocharger type 2 x TCR 20 2 x TCR 22
2024-09-16 - 8.5

A1) mm 538 695

B 2,327 2,393
2)
Cx 372 367

C xx3) 1,004 1,063 1,130

D 610 711 813

E 1,580 1,700 1,820

F 400 420 435

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No. of cylinders, config. 12V 14V 16V 18V 20V

5.13 Plant exhaust gas system

Turbocharger type 2 x TCR 20 2 x TCR 22
1)
Incl. seals and transition piece.
2)
x = for rigidly mounted engines.
3)
xx = for resiliently mounted engines.
Table 179: Position of exhaust gas outlet casing V engine – Standard design

Standard design

5 Engine room and application planning

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Figure 148: Standard design L engine

MCR = 600 kW/cyl.

No. of cylinders, config. 6L 7L 8L 9L 10L
Turbocharger type TCR 20 TCR 22
A1) mm 538 695

B 975 1,079
2)
Cx 372 367

C xx3) 1,004 1,063 1,130

MAN 32/44CR IMO Tier II, Project Guide – Marine 431 (523)
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No. of cylinders, config. 6L 7L 8L 9L 10L

5.13 Plant exhaust gas system

Turbocharger type TCR 20 TCR 22

D 610 711 813

E 2,585 2,634
1)
Incl. seals and transition piece.
2)
x = for rigidly mounted engines.
3)
xx = for resiliently mounted engines.
Table 180: Position of exhaust outlet casing L engine – Standard design

Design at low engine room

height
5 Engine room and application planning

Figure 149: Design at low engine room height – Resiliently mounted engine
2024-09-16 - 8.5

MCR = 600 kW/cyl.

No. of cylinders, config. 12V 14V 16V 18V 20V
Turbocharger type 2 x TCR 20 2 x TCR 22
A1) 538 695

B 2,327 2393
2)
C xx mm 1,004 1,063 1,130

D 610 711 813

E 1,580 1,700 1,820

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No. of cylinders, config. 12V 14V 16V 18V 20V

5.13 Plant exhaust gas system

Turbocharger type 2 x TCR 20 2 x TCR 22
F 400 420 435
1)
Incl. seals and transition piece.
2)
xx = for resiliently mounted engines.
Table 181: Position of exhaust outlet casing V engine – Design at low engine
room height – Resiliently mounted engine

Exhaust gas pipe routing

5 Engine room and application planning

Figure 150: Exhaust gas pipe routing – L engine

No. of cylinders, config. 6L 7L 8L 9L 10L

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Turbocharger type TCR 20 TCR 22

Possible angular positions CS1) 270° – 75°

CCS2) 75° – 300° 90° – 300°

1)
CS = coupling side.
2)
CCS = counter coupling side.
Table 182: Position of exhaust outlet casing L engine – Exhaust gas pipe routing

MAN 32/44CR IMO Tier II, Project Guide – Marine 433 (523)
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5.14 Maintenance space and requirements

Figure 151: Exhaust gas pipe routing – V engine

No. of cylinders, config. 12V 14V 16V 18V 20V

Turbocharger type 2 x TCR 20 2 x TCR 22
Possible angular positions Left 90° – 345° 90° – 330°

Right 45° – 270° 15° – 270°

Table 183: Position of exhaust outlet casing V engine – Exhaust gas pipe routing

5.14 Maintenance space and requirements

5 Engine room and application planning

5.14.1 General details

Apart from a functional arrangement of the components, the shipyard is to
provide for an engine room layout ensuring good accessibility of the compon-
ents for servicing.
The cleaning of the cooler tube bundle, the emptying of filter chambers and
subsequent cleaning of the strainer elements, and the emptying and cleaning
of tanks must be possible without any problem whenever required.
All of the openings for cleaning on the entire unit, including those of the ex-
2024-09-16 - 8.5

haust silencers, must be accessible.

There should be sufficient free space for temporary storage of pistons, cam-
shafts, turbocharger etc. dismounted from the engine. Additional space is re-
quired for the maintenance personnel. The panels on the engine sides for in-
spection of the bearings and removal of components must be accessible
without taking up floor plates or disconnecting supply lines and piping. Free
space for installation of a torsional vibration meter should be provided at the
crankshaft end.
A very important point is that there should be enough room for storing and
handling vital spare parts so that replacements can be made without loss of
time.

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In planning marine installations with two or more engines driving one propeller

5.14 Maintenance space and requirements

shaft through a multi-engine transmission gear, provision must be made for a
minimum clearance between the engines because the crankcase panels of
each engine must be accessible. Moreover, there must be free space on both
sides of each engine for removing pistons or cylinder liners.
Note:
MAN Energy Solutions delivered scope of supply is to be arranged and fixed
by proven technical experiences as per state of the art. Therefore the tech-
nical requirements have to be taken in consideration as described in the fol-
lowing documents subsequential:
▪ Order related engineering documents.
▪ Installation documents of our sub-suppliers for vendor specified equip-
ment.
▪ Operating manuals for diesel engines and auxiliaries.
▪ Project Guides of MAN Energy Solutions.
Any deviations from the principles specified in the aforementioned documents
require a previous approval by MAN Energy Solutions.
Arrangements for fixation and/or supporting of plant related equipment deviat-
ing from the scope of supply delivered by MAN Energy Solutions, not de-
scribed in the aforementioned documents and not agreed with us are not per-
missible.
For damages due to such arrangements we will not take over any responsibil-
ity nor give any warranty.

5 Engine room and application planning

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MAN 32/44CR IMO Tier II, Project Guide – Marine 435 (523)
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5.14 Maintenance space and requirements

5.14.2 Installation drawings

6L engine
5 Engine room and application planning

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Figure 152: Installation drawing 6L engine – Turbocharger on coupling side

Note:
Specific requirements to the passageway e.g. of the classification societies or
flag state authority may result in a higher space demand.

436 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
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6L engine

5.14 Maintenance space and requirements

5 Engine room and application planning
2024-09-16 - 8.5

Figure 153: Installation drawing 6L engine – Turbocharger on counter coupling side

Note:
Specific requirements to the passageway e.g. of the classification societies or
flag state authority may result in a higher space demand.

MAN 32/44CR IMO Tier II, Project Guide – Marine 437 (523)
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7L, 8L, 9L, 10L engine

5.14 Maintenance space and requirements
5 Engine room and application planning

2024-09-16 - 8.5

Figure 154: Installation drawing 7L – 10L engine – Turbocharger on coupling side

Note:
Specific requirements to the passageway e.g. of the classification societies or
flag state authority may result in a higher space demand.

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7L, 8L, 9L, 10L engine

5.14 Maintenance space and requirements

5 Engine room and application planning
2024-09-16 - 8.5

Figure 155: Installation drawing 7L – 10L engine – Turbocharger on counter coupling side

Note:
Specific requirements to the passageway e.g. of the classification societies or
flag state authority may result in a higher space demand.

MAN 32/44CR IMO Tier II, Project Guide – Marine 439 (523)
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12V engine
5.14 Maintenance space and requirements
5 Engine room and application planning

2024-09-16 - 8.5

Figure 156: Installation drawing 12V engine – Turbocharger on coupling side

Note:
Specific requirements to the passageway e.g. of the classification societies or
flag state authority may result in a higher space demand.

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12V engine

5.14 Maintenance space and requirements

5 Engine room and application planning
2024-09-16 - 8.5

Figure 157: Installation drawing 12V engine – Turbocharger on counter coupling side

Note:
Specific requirements to the passageway e.g. of the classification societies or
flag state authority may result in a higher space demand.

MAN 32/44CR IMO Tier II, Project Guide – Marine 441 (523)
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14V, 16V, 18V, 20V engine

5.14 Maintenance space and requirements
5 Engine room and application planning

2024-09-16 - 8.5

Figure 158: Installation drawing 14V – 20V engine – Turbocharger on coupling side

Note:
Specific requirements to the passageway e.g. of the classification societies or
flag state authority may result in a higher space demand.

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14V, 16V, 18V, 20V engine

5.14 Maintenance space and requirements

5 Engine room and application planning
2024-09-16 - 8.5

Figure 159: Installation drawing 14V – 20V engine – Turbocharger on counter coupling side

Note:
Specific requirements to the passageway e.g. of the classification societies or
flag state authority may result in a higher space demand.

MAN 32/44CR IMO Tier II, Project Guide – Marine 443 (523)
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5.14 Maintenance space and requirements

5.14.3 Removal dimensions of piston and cylinder liner

2,921 When carrying the parts to counter ex- 3,077 When carrying the parts away along the
haust side engine axis over the cylinder heads
2,976 When carrying the parts to exhaust side
Figure 160: Lifting off the rocker arm casing L engine
5 Engine room and application planning

2024-09-16 - 8.5

3,045 When carrying the parts to exhaust side 3,322 When carrying the parts away along the
engine axis over the cylinder heads
3,170 When carrying the parts to counter ex-
haust side
Figure 161: Lifting off the cylinder head L engine

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5.14 Maintenance space and requirements

2,880 When carrying the parts to counter ex- 3,680 When carrying away along the engine axis
haust side over the cylinder heads
3,410 When carrying the parts to exhaust side
Figure 162: Piston removal L engine

5 Engine room and application planning

2024-09-16 - 8.5

2,852 When carrying the parts to exhaust side 3,130 When carrying away along the engine axis
over the cylinder heads
2,965 When carrying the parts to counter ex-
haust side
Figure 163: Cylinder liner removal L engine

MAN 32/44CR IMO Tier II, Project Guide – Marine 445 (523)
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5.14 Maintenance space and requirements

Figure 164: Removal the charge air cooler L engine

5 Engine room and application planning

2,560 When removing the parts towards 2,800 When carrying the parts away along
2,800 the side 3,000 the engine axis over the rocker arm
casing
Figure 165: Lifting off the rocker arm casing and cylinder head V engine
2024-09-16 - 8.5

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5.14 Maintenance space and requirements

2,670 Minimum height crane hook 3,060 Height crane hook
2,670 When removing towards the side 3,400 When carrying away along the engine axis
over the rocker arm casing
Figure 166: Piston removal V engine

5 Engine room and application planning

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MAN 32/44CR IMO Tier II, Project Guide – Marine 447 (523)
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5.14 Maintenance space and requirements

3,060 When removing towards the side 3,300 When carrying away along the engine axis
over the rocker arm casing
Figure 167: Cylinder liner removal V engine
5 Engine room and application planning

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448 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
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5.14 Maintenance space and requirements

2,670 When removing towards the side (two cyl-
inder head bolts are removed)
Figure 168: Cylinder liner removal confined space conditions V engine

5 Engine room and application planning

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2,670 When removing towards the side 3,400 When carrying away along the engine axis
over the rocker arm casing
Figure 169: Removal the charge air cooler V engine

MAN 32/44CR IMO Tier II, Project Guide – Marine 449 (523)
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5.14 Maintenance space and requirements
5 Engine room and application planning

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Figure 170: Vibration damper removal L engine

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5.14 Maintenance space and requirements

5 Engine room and application planning
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Figure 171: Vibration damper removal V engine

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5.14 Maintenance space and requirements

5.14.4 Lifting device

Lifting gear with varying lifting capacities are to be provided for servicing and
repair work on the engine, turbocharger and charge air cooler.

Engine
Component weights For servicing the engine an overhead traveling crane is required. The lifting ca-
pacity shall be sufficient to handle the heaviest component that has to be lif-
ted during servicing of the engine and should foresee extra capacity e.g. to
overcome the break loose torque while lifting cylinder heads. The overhead
traveling crane can be chosen with the aid of the following table:
Components Unit Approximate weights
Cylinder head complete kg 530

Piston with piston pin and connecting rod 235

(for piston removal)

Cylinder liner 188

Charge air cooler 480

Table 184: Component weights

Crane arrangement
The rails for the crane are to be arranged in such a way that the crane can
cover the whole of the engine beginning at the exhaust pipe.
The hook position must reach along the engine axis, past the centreline of the
first and the last cylinder, so that valves can be dismantled and installed
without pulling at an angle.
Similarly, the crane must be able to reach the tie rod at the ends of the en-
gine. In cramped conditions, eyelets must be welded under the deck above,
to accommodate a lifting pulley.
The required crane capacity is to be determined by the crane supplier.
5 Engine room and application planning

Crane design It is necessary that:

▪ There is an arresting device for securing the crane while hoisting if operat-
ing in heavy seas
▪ There is a two-stage lifting speed
Precision hoisting approximately = 0.5 m/min
Normal hoisting approximately = 2 – 4 m/min
Places of storage In planning the arrangement of the crane, a storage space must be provided
2024-09-16 - 8.5

in the engine room for the dismantled engine components which can be
reached by the crane. It should be capable of holding two rocker arm casings,
two cylinder covers and two pistons. If the cleaning and service work is to be
carried out here, additional space for cleaning troughs and work surfaces
should be planned.
Transport to the workshop Grinding of valve cones and valve seats is carried out in the workshop or in a
neighbouring room.
Transport rails and appropriate lifting tackle are to be provided for the further
transport of the complete cylinder cover from the storage space to the work-
shop. For the necessary deck openings, see following figures and tables.

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Turbocharger

5.14 Maintenance space and requirements

Section Turbocharger assignments, Page 27 shows which turbocharger type
should be used for which engine variant.
Turbocharger dimensions

Figure 172: Exemplary illustration of TCR

Turbocharger L with L with L with H B D

type silencer air intake bend air intake pipe [mm] [mm] [mm]
[mm] [mm] [mm]
TCR20 1,662 1,713 1,307 970 852 834

TCR22 1,990 2,234 1,691 1,320 1,068 996

Table 185: Dimensions – TCR20, TCR22

Hoisting rail A hoisting rail with a mobile trolley is to be provided over the centre of the tur-

5 Engine room and application planning

bocharger running parallel to its axis, into which a lifting tackle is suspended
with the relevant lifting power for lifting the parts, which are mentioned in the
table(s) below, to carry out the operations according to the maintenance
schedule.
Turbocharger TCR20 TCR22
Compressor casing kg 126 289

Gas admission casing 1-channel 107 416

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Silencer 83 214

Cartridge 270 578

Turbine rotor 42 96

Bearing casing 143 290

Overall weigth of turbocharger 780 1,740

Space for removal of silencer mm 130 150

Table 186: Hoisting rail of radial turbocharger

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Withdrawal space dimen- The withdrawal space shown in section Removal dimensions, Page 444 and
5.14 Maintenance space and requirements

sions in the table(s) in paragraph Hoisting rail, Page 453 is required for separating
the silencer from the turbocharger. The silencer must be shifted axially by this
distance before it can be moved laterally.
In addition to this measure, another 100 mm are required for assembly clear-
ance.
This is the minimum distance between silencer and bulkhead or tween-deck.
We recommend to plan additional 300 – 400 mm as working space.
Make sure that the silencer can be removed either downwards or upwards or
laterally and set aside, to make the turbocharger accessible for further servi-
cing. Pipes must not be laid in these free spaces.

Fan shafts
The engine combustion air is to be supplied towards the intake silencer in a
duct ending at a point 1.5 m away from the silencer inlet. If this duct impedes
the maintenance operations, for instance the removal of the silencer, the end
section of the duct must be removable. Suitable suspension lugs are to be
provided on the deck and duct.

Gallery
If possible the ship deck should reach up to both sides of the turbocharger
(clearance 50 mm) to obtain easy access for the maintenance personnel.
Where deck levels are unfavourable, suspended galleries are to be provided.

Charge air cooler

For cleaning of the charge air cooler bundle, it must be possible to lift it vertic-
ally out of the cooler casing and lay it in a cleaning bath.
Exception MAN 32/40: The cooler bundle of this engine is drawn out at the
end. Similarly, transport onto land must be possible.
For lifting and transportation of the bundle, a lifting rail is to be provided which
runs in transverse or longitudinal direction to the engine (according to the
5 Engine room and application planning

available storage place), over the centreline of the charge air cooler, from
which a trolley with hoisting tackle can be suspended.

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5.14 Maintenance space and requirements

Figure 173: Air direction

Engine type Weight Length (L) Width (B) Height (H)

kg mm mm mm
L engine 450 520 712 1,014

V engine 540 537.5 712 992

5 Engine room and application planning

Table 187: Weights and dimensions of charge air cooler bundle
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5.14 Maintenance space and requirements

5.14.5 Space requirement for maintenance

5 Engine room and application planning

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Figure 174: Space requirement for maintenance

Note:
Specific requirements to the passageway e.g. of the classification societies or
flag state authority may result in a higher space demand.

456 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
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5.14 Maintenance space and requirements

5.14.6 Major spare parts

5 Engine room and application planning

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MAN 32/44CR IMO Tier II, Project Guide – Marine

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MAN 32/44CR IMO Tier II, Project Guide – Marine

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 MAN Energy Solutions 5

5.14 Maintenance space and requirements

5.14.7 Mechanical propulsion system arrangement

5 Engine room and application planning

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Figure 175: Example: Propulsion system arrangement

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5.14 Maintenance space and requirements

Figure 176: Example: Engine room and engine arrangement; top view
5 Engine room and application planning

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6 Propulsion packages

6.2 Propeller layout data

6.1 General

MAN Energy Solutions standard propulsion packages

The MAN Energy Solutions standard propulsion packages are optimised at
90 % MCR, 100 % rpm and 96.5 % of the ship speed. The propeller is calcu-
lated with the class notation "No Ice" and high skew propeller blade design.
These propulsion packages are examples of different combinations of en-
gines, gearboxes, propellers and shaft lines according to the design paramet-
ers above. Due to different and individual aft ship body designs and opera-
tional profiles your inquiry and order will be carefully reviewed and all given
parameters will be considered in an individual calculation. The result of this
calculation can differ from the standard propulsion packages by the assump-
tion of e.g. a higher Ice Class or different design parameters.

Figure 177: MAN Energy Solutions standard propulsion package with engine MAN 7L32/40 (example)
6 Propulsion packages
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6.2 Propeller layout data

To find out which of our propeller fits you, fill in the propeller layout data sheet
which you find here [Link]
supplements and send it via e-mail to our sales department. The e-mail ad-
dress is located under contacts on the web page.

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6.3 Propeller clearance

6.3 Propeller clearance

To reduce the emitted pressure impulses and vibrations from the propeller to
the hull, MAN Energy Solutions recommends a minimum tip clearance see
section Recommended configuration of foundation, Page 209.
For ships with slender aft body and favourable inflow conditions the lower val-
ues can be used whereas full after body and large variations in wake field
causes the upper values to be used.
In twin-screw ships the blade tip may protrude below the base line.

Figure 178: Recommended tip clearance

Hub Dismantling of cap X High skew propeller Y Non-skew propeller Y Baseline clearance Z
[mm] [mm] [mm] [mm]
VBS 1180 365

VBS 1280 395

VBS 1380 420

15 – 20 % of D 20 – 25 % of D Minimum 50 – 100
VBS 1460 450
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VBS 1560 480

VBS 1680 515

VBS 1800 555

VBS 1940 590

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6.4 Alphatronic 3000 propulsion control system

6.4 Alphatronic 3000 propulsion control system
Alphatronic 3000 is MAN Energy Solutions´ propulsion control system for mar-
ine engines and propulsion system solutions. The following brief description is
for controlling controllable pitch propeller (CPP) propulsion systems powered
by four-stroke medium-speed engines with a standardised interface to the
SaCoS 5000 control and safety system.
Alphatronic 3000 provides:
▪ Safe control of the propulsion plant and reliable maneuvering of the ship.
▪ Economic operation thanks to optimised engine/propeller load control.
▪ Quick system response and efficient CPP maneuverability.
▪ User-friendly operator functions due to logic and ergonomic design of
control panels, handles and displays.
The system offers three levels of propulsion control:
▪ Normal control with automatic load control.
▪ Backup control from bridge and engine control room.
▪ Independent telegraph system for communication from bridge to ma-
chinery space.
The Alphatronic 3000 system is based on a modular panel design concept to
elegantly fit any ship console layout. Configurable touch screens in the propul-
sion control panels meet a wide range of customer specific functions.

Figure 179: Control station layout for a twin CP propeller plant

A number of tailored features and functions can be provided by Alphatronic

3000 – as for example the speed pilot. The optional speed pilot feature is
available with connection to the ship‘s GPS system for ‘speed over ground’
(SOG) input. The speed pilot optimises the voyage planning and operational
speeds e.g. for pulling, steaming and convoy sailing – with fuel saving poten-
tials of up to 4 %.
6 Propulsion packages
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For a more extensive description of the Alphatronic 3000 propulsion control

system, functions, system architecture, interfaces, panels and displays, be re-
ferred to our 40-page product information "Alphatronic 3000" on this site:
[Link]
trolable-pitch-propeller---cpp

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6.4 Alphatronic 3000 propulsion control system

Figure 180: Manoeuvre handle panels

6 Propulsion packages

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Figure 181: Simple control system architecture – Single CP propeller four-

stroke propulsion example

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7 Electric propulsion plants

7.2 Losses in electric propulsion plants

7.1 Advantages of electric propulsion
Due to different and individual types, purposes and operational profiles of
electric propulsion driven vessels the design of an electric propulsion plant dif-
fers a lot and has to be evaluated case by case. All the following is for inform-
ation purpose only and without obligation.
In general the advantages of electric propulsion can be summarized as fol-
lows:
▪ Lower fuel consumption and emissions due to the possibility to optimise
the loading of diesel engines/GenSets. The GenSets in operation can run
on high loads with high efficiency. This applies especially to vessels which
have a large variation in power demand, for example for an offshore sup-
ply vessel.
▪ High reliability, due to multiple engine redundancy. Even if an engine/
GenSet malfunctions, there will be sufficient power to operate the vessel
safely. Reduced vulnerability to single point of failure providing the basis to
fulfill high redundancy requirements.
▪ Reduced life cycle cost, resulting from lower operational and maintenance
costs.
▪ Improved manoeuvrability and station-keeping ability, by deploying special
propulsors such as azimuth thrusters or pods. Precise control of the elec-
tric propulsion motors controlled by frequency converters.
▪ Increased payload, as electric propulsion plants take less engine room
space.
▪ More flexibility in location of diesel engine/GenSets and propulsors. The
propulsors are supplied with electric power through cables. They do not
need to be adjacent to the diesel engines/GenSets.
▪ Low propulsion noise and reduced vibrations. For example, a slow speed
E-motor allows to avoid a gearbox and propulsors like pods keep most of
the structure bore noise outside of the hull.
▪ Efficient performance and high motor torques, as the system can provide
maximum torque also at slow propeller speeds, which gives advantages
for example in icy conditions.

7.2 Losses in electric propulsion plants

7 Electric propulsion plants

An electric propulsion plant consists of standard electrical components. The

following losses are typical:
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7.3 Components of an electric propulsion plant

Figure 182: Typical losses of electric propulsion plants

7.3 Components of an electric propulsion plant

7 Electric propulsion plants

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1 GenSets: Diesel engines and alternators 5 Electric propulsion motors

2 Main switchboards 6 Gearboxes (optional): Dependent on the
speed of the E-propulsion motor
3 Supply transformers: Dependent on the 7 Propellers/propulsion
type of the converter. Not required in case
of the use of frequency converters with six
pulses, an active front end or a sinusoidal
drive.
4 Frequency converters
Figure 183: Example: Electric propulsion plant

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7.4 Electric propulsion plant design

7.4 Electric propulsion plant design
Generic workflow how to design an electric propulsion plant:

7 Electric propulsion plants

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The requirements of a project will be considered in an application specific

7.5 Engine selection

design, taking into account the technical and economical feasibility and later
operation of the vessel. In order to provide you with appropriate data, fill the
form "Diesel-electric propulsion plants: Questionnaire" you find here https://
[Link]/documentation-/project-guide-supplements and return it
to your sales representative.

7.5 Engine selection

The engines for an electric propulsion plant have to be selected accordingly to
the power demand at all the design points. For a concept evaluation the rat-
ing, the capability and the loading of engines can be calculated like this:
Example: Offshore supply vessel (at operation mode with the highest expec-
ted total load)
▪ Total propulsion power demand (at E-motor shaft) 10,000 kW (incl. sea
margin)
▪ Max. electrical consumer load: 1,000 kW
No. Item Unit
1.1 Shaft power on propulsion motors PS [kW] 10,000
Electrical transmission efficiency 0.91

1.2 Engine brake power for propulsion PB1 [kW] 10,989

2.1 Electric power for ship (E-load) [kW] 1,000

Alternator efficiency 0.965

2.2 Engine brake power for electric consumers PB2 [kW] 1,036

2.3 Total engine brake power demand (= 1.2 + 2.2) PB [kW] 12,025

3.1 Diesel engine selection Type MAN 6L32/44CR

3.2 Rated power (MCR) running on MDO [kW] 3,600

3.3 Number of engines - 4

3.4 Total engine brake power installed PB [kW] 14,400

4.1 Loading of engines (= 2.3/3.4) % of MCR 83.5

5.1 Check: Maximum permissible loading of engines % of MCR 90.0

Table 188: Selection of the engines for an electric propulsion plant
7 Electric propulsion plants

For the detailed selection of the type and number of engines furthermore the
operational profile of the vessel, the maintenance strategy of the engines and
the boundary conditions given by the general arrangement have to be con-
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sidered. For the optimal cylinder configuration of the engines often the power
conditions in port are decisive.

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7.6 E-plant, switchboard and alternator design

7.6 E-plant, switchboard and alternator design
The configuration and layout of an electric propulsion plant, the main switch-
board and the alternators follows some basic design principles. For a concept
evaluation the following items should be considered:
▪ A main switchboard which is divided in symmetrical sections is very reli-
able and redundancy requirements are easy to be met.
▪ An even number of GenSets/alternators ensures the symmetrical loading
of the bus bar sections.
▪ Electric consumers should be arranged symmetrically on the bus bar sec-
tions.
▪ The switchboard design is mainly determined by the level of the short cir-
cuit currents which have to be withstand and by the breaking capacity of
the circuit breakers (CB).
▪ The voltage choice for the main switchboard depends on several factors.
On board of a vessel it is usually handier to use low voltage. Due to short
circuit restrictions the following table can be used for voltage choice as a
rule of thumb:
Total installed alternator power Voltage Breaking capacity of CB
< 10 – 12 MW 440 V 100 kA
(and: Single propulsion motor < 3.5 MW)

< 13 – 15 MW 690 V 100 kA

(and: Single propulsion motor < 4.5 MW)

< 48 MW 6,600 V 30 kA

< 130 MW 11,000 V 50 kA

Table 189: Rule of thumb for the voltage choice

▪ The design of the alternators and the electric plant always has to be bal-
anced between voltage choice, availability of reactive power, short circuit
level and permissible total harmonic distortion (THD).
▪ On the one hand side a small xd” of an alternator increases the short cir-
cuit current Isc”, which also increases the forces the switchboard has to
withstand (F ~ Isc” ^ 2). This may lead to the need of a higher voltage. On
the other side a small xd” gives a lower THD but a higher weight and a
7 Electric propulsion plants

bigger size of the alternator. As a rule of thumb a xd”=16 % is a good fig-

ure for low voltage alternators and a xd”=14 % is good for medium
voltage alternators.
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▪ For a rough estimation of the short circuit currents the following formulas
can be used:
Short circuit level [kA] (rough) Legend
Alternators n * Pr / (√3 * Ur * xd” * cos φGrid) n: No. of alternators connected
Pr: Rated power of alternator [kWe]
Ur: Rated voltage [V]
xd”: Subtransient reactance [%]
cos φ: Power factor of the vessel´s network
(typically = 0.9)

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Short circuit level [kA] (rough) Legend

7.6 E-plant, switchboard and alternator design

Motors n * 6 * Pr / (√3 * Ur * xd” * cos φMotor) n: No. of motors (directly) connected

Pr: Rated power of motor [kWe]
Ur: Rated voltage [V]
xd”: Subtransient reactance [%]
cos φ: Power factor of the motor
(typically = 0.85 – 0.90 for an induction motor)

Converters Frequency converters do not contribute -

to the Isc”
Table 190: Formulas for a rough estimation of the short circuit currents

▪ The dimensioning of the cubicles in the main switchboard is usually done

accordingly to the rated current for each incoming and outgoing panel.
For a concept evaluation the following formulas can be used:
Type of switchboard cubicle Rated current [kA] Legend
Alternator incoming Pr / (√3 * Ur * cos φGrid) Pr: Rated power of alternator [kWe]
Ur: Rated voltage [V]
cos φ: Power factor of the network
(typically = 0.9)

Transformer outgoing Sr / (√3 * Ur) Sr: Apparent power of transformer

[kVA]
Ur: Rated voltage [V]

Motor outgoing (induction Pr / (√3 * Ur * cos φConverter * ηMotor * ηConverter) Pr: Rated power of motor [kWe]
motor controlled by a Ur: Rated voltage [V]
PWM-converter)
cos φ: Power factor converter
(typically = 0.95)
ηMotor: Typically = 0.96
ηConverterr: Typically = 0.97

Motor outgoing (induction Pr / (√3 * Ur * cos φMotor * ηMotor) Pr: Rated power of motor [kWe]
motor started: DoL, Y/∆, Ur: Rated voltage [V]
soft-starter)
cos φ: Power factor motor
7 Electric propulsion plants

(typically = 0.85 – 0.90)

ηMotor: Typically = 0.96
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Table 191: Formulas to calculate the rated currents of switchboard panel

▪ The choice of the type of the E-motor depends on the application. Usually
induction motors are used up to a power of 7 MW (ηMotor: Typically =
0.96). If it comes to applications above 7 MW per E-motor often syn-
chronous machines are used. Also in applications with slow speed E-mo-
tors (without a reduction gearbox), for ice going or pod-driven vessels of-
ten synchronous E-motors (ηMotor: Typically = 0.97) are used.
▪ In plants with frequency converters based on VSI-technology (PWM type)
the converter itself can deliver reactive power to the E-motor. So often a
power factor cos φ = 0.9 is a good figure to design the alternator rating.

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Nevertheless there has to be sufficient reactive power for the ship con-
sumers, so that a lack in reactive power does not lead to unnecessary

7.7 Over-torque capability

starts of (stand-by) alternators.
▪ The harmonics can be improved (if necessary) by using supply trans-
formers for the frequency converters with a 30 ° phase shift between the
two secondary windings, which cancel the dominant 5th and 7th harmonic
currents. Also an increase in the pulse number leads to lower THD. Using
a 12-pulse configuration with a PWM type of converter the resulting har-
monic distortion will normally be below the limits defined by the classifica-
tion societies. When using a transformer less solution with a converter
with an Active Front End (Sinusoidal input rectifier) or in a 6-pulse config-
uration usually THD-filters are necessary to mitigate the THD on the sub-
distributions.
The final layout of the electrical plant and the components has always to be
based on a detailed analysis and a calculation of the short circuit levels, the
load flows and the THD levels as well as on an economical evaluation.

7.7 Over-torque capability

In electric propulsion plants, which are operating with a fix pitch propeller, the
dimensioning of the electric propulsion motor has to be done accurately, in
order to have sufficient propulsion power available. For dimensioning the elec-
tric motor it has to be investigated what amount of over-torque, which directly
defines the motor´s cost, weight and space demand, is required to operate
the propeller with sufficient power also in situations, where additional power is
required (for example because of heavy weather or icy conditions).
Usually a constant power range of 5 % – 10 % is applied on the propulsion
(Field weakening range), where constant E-motor power is available.

7 Electric propulsion plants

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Figure 184: Example: Over-torque capability of an E-propulsion train for a FPP-driven vessel

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7.8 Power management

7.8 Power management

Power management system

The following main functions are typical for a power management system
(PMS):
▪ Automatic load dependent start/stop of GenSets/alternators
▪ Manual starting/stopping of GenSets/alternators
▪ Fault dependent start/stop of stand-by GenSets/alternators in cases of
under-frequency and/or under-voltage
▪ Start of GenSets/alternators in case of a blackout (black-start capability)
▪ Determining and selection of the starting/stopping sequence of GenSets/
alternators
▪ Start and supervise the automatic synchronization of alternators and bus
tie breakers
▪ Balanced and unbalanced load application and sharing between
GenSets/alternators. Often an emergency programme for quickest pos-
sible load acceptance is necessary
▪ Regulation of the network frequency (with static droop or constant fre-
quency)
▪ Distribution of active load between alternators
▪ Distribution of reactive load between alternators
▪ Handling and blocking of heavy consumers
▪ Automatic load shedding
▪ Tripping of non-essential consumers
▪ Bus tie and breaker monitoring and control
All questions regarding the interfaces from/to the power management system
have to be clarified with MAN Energy Solutions at an early project stage.
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plants
7.9 Example configurations of electric propulsion
7.9 Example configurations of electric propulsion plants

Offshore Support Vessels

The term “Offshore Service & Supply Vessel” includes a large class of vessel
types, such as platform supply vessels (PSV), anchor handling/tug/supply
(AHTS), offshore construction vessel (OCV), diving support vessel (DSV), mul-
tipurpose vessel (MPV), etc.
Electric propulsion is the norm in ships which frequently require dynamic posi-
tioning and station keeping capability. Initially these vessels mainly used vari-
able speed motor drives and fixed pitch propellers. Now they mostly deploy
variable speed thrusters and they are also often equipped with hybrid propul-
sion systems.

Figure 185: Example: Electric propulsion configuration of a PSV

In offshore applications often frequency converters with a 6-pulse configura-

tion or with an active front end are used, which give specific benefits in the
space consumption of the electric plant, as it is possible to get rid of the
7 Electric propulsion plants

heavy and bulky supply transformers.

Type of converter/drive Supply transformer Type of E-motor Pros & cons
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6 pulse drive or - Induction + Transformer less solution

active front end + Less space and weight
– THD filters to be considered
Table 192: Main DE-components for offshore applications

LNG Carriers
A propulsion configuration with two E-motors (e.g. 600 rpm or 720 rpm) and a
reduction gearbox (twin-in-single-out) is a typical configuration, which is used
at LNG carriers where the installed alternator power is in the range of about

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40 MW. The electric plant fulfils high redundancy requirements. Due to the
plants
7.9 Example configurations of electric propulsion

high propulsion power, which is required and higher efficiencies, mainly syn-
chronous E-motors are used.

Figure 186: Example: Electric propulsion configuration of a LNG carrier with geared transmission, single
screw and fixed pitch propeller

Type of converter/drive Supply transformer Type of E-motor Pros & cons

VSI with PWM 24 pulse Synchronous + High propulsion power
+ High drive & motor efficiency
+ Low harmonics
– Complex E-plant configuration
Table 193: Main DE-components for a LNG carrier

For ice going carriers and tankers also podded propulsion is a robust solution,
which has been applied in several vessels.
7 Electric propulsion plants

Cruise ships and ferries

Passenger vessels – cruise ships and ferries – are an important application
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field for electric propulsion. Safety and comfort are paramount. New regula-
tions, as “Safe Return to Port”, require a high reliable and redundant electric
propulsion plant and also onboard comfort is of high priority, allowing only low
levels of noise and vibration from the ship´s machinery.
A typical electric propulsion plant is shown in the example below.

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plants
7.9 Example configurations of electric propulsion
Figure 187: Example: Electric propulsion configuration of a cruise liner, twin screw, gear less

Type of converter/drive Supply transformer Type of E-motor Pros & cons

VSI with PWM 24 pulse Synchronous + Highly redundant & reliable
(e.g. slow speed 150 rpm) + High drive & motor efficiency

+ Low noise & vibration

– Complex E-plant configuration
Table 194: Main DE-components for a cruise liner

For cruise liners often also geared transmission is applied as well as pods.
For a RoPax ferry almost the same requirements are valid as for a cruise liner.
The figure below shows an electric propulsion plant with a “classical” configur-
ation, consisting of E-motors (e.g. 1,200 rpm), geared transmission, frequency
converters and supply transformers.
7 Electric propulsion plants
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plants
7.9 Example configurations of electric propulsion

Figure 188: Example: Electric propulsion configuration of a RoPax ferry, twin screw, geared transmission

Type of converter/drive Supply transformer Type of E-motor Pros & cons

VSI-type 12 pulse, Induction + Robust & reliable technology
(with PWM technology) two secondary windings, + No seperate THD filters
30° phase shift
– More space & weight
(compared to transformer less
solution)
Table 195: Main DE-components for a RoPax ferry

Low loss applications

As MAN Energy Solutions works together with different suppliers for electric
propulsion plants an optimal matched solution can be designed for each ap-
plication, using the most efficient components from the market. The following
example shows a low loss solution, patented by STADT AS (Norway).
In many cases a combination of an E-propulsion motor, running on two con-
stants speeds (medium, high) and a controllable pitch propeller (CPP) gives a
high reliable and compact solution.
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plants
7.9 Example configurations of electric propulsion
Figure 189: Example: Electric propulsion configuration of a RoRo, twin screw, geared transmission

Type of converter/drive Supply transformer Type of E-motor Pros & cons

Sinusoidal drive - Induction (two speeds) + Highly reliable & compact
(patented by STADT AS) + Very low losses
+ Transformer less solution
+ Low THD (no THD filters
required)
– Only applicable with a CP
propeller
Table 196: Main DE-components of a low loss application (patented by STADT AS)

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able speed GenSets (EPROX-DC)
7.10 High-efficient electric propulsion plants with vari-

7.10 High-efficient electric propulsion plants with variable speed GenSets (EPROX-
DC)
Recent developments in electric components, which are used in an electric
propulsion plant show solutions for a fuel-saving propulsion system. For many
years, electric propulsion employs alternating current (AC) for the main switch-
boards. Since some years also direct current (DC) distributions are applied
here. In such a system the advantages of AC components, like alternators
and e-propulsion motors are combined with the DC distribution. Just as the
variable speed drives enable the e-propulsion motors to run at their optimum
working point, the DC distribution allows the diesel engines to operate with
variable speed for highest fuel-oil efficiency at each load level. Such a system
enables a decoupled operation of diesel engines, propulsion drives and other
consumers of electric power, where each power source and consumer can
be controlled and optimised independently.

Figure 190: Example: High-efficient electric propulsion plant based on a DC distribution; with integrated
batteries for energy storage

As a result constant speed operation for the GenSets is no longer a con-

7 Electric propulsion plants

straint. When the main GenSets run at constant rpm with control of the power
delivered, fuel efficiency is compromised. Utilizing an enlarged engine opera-
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tion map with a speed range of 60 % to 100 % paves the way to a high po-
tential in fuel oil saving. According to the total system load each engine can
operate at an individual speed set point, in order to achieve a minimum in fuel
oil consumption.

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able speed GenSets (EPROX-DC)

7.10 High-efficient electric propulsion plants with vari-
Figure 191: Typical SFOC map for a four stroke medium speed diesel engine (for illustration purpose only)

Another major advantage of the system is the possible integration of energy

storage devices, like batteries. They can reduce the transient loads on the en-
gines, improve the dynamic response and the manoeuvrability of the propul-
sion system and absorb rapid power fluctuations from the vessel´s grid. Fast
load applications are removed from the engines and peak loads are shaved.
It is also beneficial to run the engines always on high loads, where the specific
fuel oil consumption is lowest. This degree of freedom can be utilized and sur-
plus power can charge the batteries. If less power is required, one engine can
be shut down, with the remaining ones running still with a high loading, sup-
ported by power out of the batteries.

Energy storage devices – Offering flexibility and performance

It is often beneficial to run GenSets on high loads, sing surplus power to
charge batteries. If less energy is required, one GenSet can be shut down,
7 Electric propulsion plants

with the remaining GenSets running again at high load, supported by the bat-
teries.
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7.11 Fuel-saving hybrid propulsion system (HyProp
ECO)

Figure 192: Batteries enable the diesel engines to operate at a high loading
respectively with low specific fuel oil consumption

7.11 Fuel-saving hybrid propulsion system (HyProp ECO)

For many applications a hybrid propulsion system is a good choice, especially
when flexibility, performance and efficiency are required. With HyProp ECO a
system solution has been developed, which combines a diesel engine and an
electric machine in a smart manner.
7 Electric propulsion plants

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Figure 193: Principal layout of a HyProp ECO propulsion system

Beside the main diesel engine, the auxiliary GenSets, a 2-step reduction gear-
box and the CP propeller a reversible electric machine, a frequency converter
and a by-pass are the key components of the system. With this many opera-

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tion modes can be achieved. When operating the system via the by-pass the

7.11 Fuel-saving hybrid propulsion system (HyProp

ECO)
normal PTO and PTI-boosting modes can be applied without any losses in the
transmission line to/from the main switchboard. Utilising the frequency con-
verter is done for two different purposes. Either it is used for starting-up the
electric machine as emergency propulsion motor (PTH) in case the main en-
gine is off. Usually the 2nd step in the gearbox is then used. Or the converter
is of a bi-directional type and the propeller can be operated very efficiently at
combinator mode with the PTO running in parallel with the auxiliary GenSets
with a constant voltage and frequency towards the main switchboard. In this
mode the converter can also be used for electric propulsion as variable speed
drive for the propeller.
The major advantage of HyProp ECO is that costly components, like the fre-
quency converter can be designed small. A typical figure for its size is 30 % of
the installed alternator/motor power as for almost all modes, where the con-
verter is involved, the required power is much lower compared to a design for
pure PTO/PTI purposes. Therefore HyProp ECO combines lowest investment
with optimised performance.

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7.11 Fuel-saving hybrid propulsion system (HyProp
ECO)

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8 Annex

8.1 Safety instructions and necessary safety measures

8.1 Safety instructions and necessary safety measures
The following list of basic safety instructions, in combination with further en-
gine documentation like user manual and working instructions, should ensure
a safe handling of the engine. Due to variations between specific plants, this
list does not claim to be complete and may vary with regard to project-spe-
cific requirements.

8.1.1 General
There are risks at the interfaces of the engine, which have to be eliminated or
minimised in the context of integrating the engine into the plant system. Re-
sponsible for this is the legal person which is responsible for the integration of
the engine.
Following prerequisites need to be fulfilled:
▪ Layout, calculation, design and execution of the plant have to be state of
the art.
▪ All relevant classification rules, regulations and laws are considered, evalu-
ated and are included in the system planning.
▪ The project-specific requirements of MAN Energy Solutions regarding the
engine and its connection to the plant are implemented.
▪ In principle, the more stringent requirements of a specific document is ap-
plied if its relevance is given for the plant.

8.1.2 Safety equipment and measures provided by plant-side

▪ Proper execution of the work
Generally, it is necessary to ensure that all work is properly done accord-
ing to the task trained and qualified personnel.
All tools and equipment must be provided to ensure adequate accesible
and safe execution of works in all life cycles of the plant.
Special attention must be paid to the execution of the electrical equip-
ment. By selection of suitable specialised companies and personnel, it
has to be ensured that a faulty feeding of media, electric voltage and elec-
tric currents will be avoided.
▪ Fire protection
A fire protection concept for the plant needs to be executed. All from
safety considerations resulting necessary measures must be implemen-
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ted. The specific remaining risks, e.g. the escape of flammable media
from leaking connections, must be considered.
Generally, any ignition sources, such as smoking or open fire in the main-
tenance and protection area of the engine is prohibited.
Smoke detection systems and fire alarm systems have to be installed and
in operation.
▪ Electrical safety
8 Annex

Standards and legislations for electrical safety have to be followed. Suit-

able measures must be taken to avoid electrical short circuit, lethal elec-
tric shocks and plant specific topics as static charging of the piping
through the media flow itself.

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▪ Noise and vibration protection

8.1 Safety instructions and necessary safety measures

The noise emission of the engine must be considered early in the planning
and design phase. A soundproofing or noise encapsulation could be ne-
cessary. The foundation must be suitable to withstand the engine vibra-
tion and torque fluctuations. The engine vibration may also have an im-
pact on installations in the surrounding of the engine, as galleries for main-
tenance next to the engine. Vibrations act on the human body and may
dependent on strength, frequency and duration harm health.
▪ Thermal hazards
In workspaces and traffic areas hot surfaces must be isolated or covered,
so that the surface temperatures comply with the limits by standards or
legislations.
▪ Composition of the ground
The ground, workspace, transport/traffic routes and storage areas have to
be designed according to the physical and chemical characteristics of the
excipients and supplies used in the plant.
Safe work for maintenance and operational staff must always be possible.
▪ Adequate lighting
Light sources for an adequate and sufficient lighting must be provided by
plant-side. The current guidelines should be followed (100 Lux is recom-
mended, see also DIN EN 1679-1).
▪ Working platforms/scaffolds
For work on the engine working platforms/scaffolds must be provided and
further safety precautions must be taken into consideration. Among other
things, it must be possible to work secured by safety belts. Correspond-
ing lifting points/devices have to be provided.
▪ Setting up storage areas
Throughout the plant, suitable storage areas have to be determined for
stabling of components and tools.
It is important to ensure stability, carrying capacity and accessibility. The
quality structure of the ground has to be considered (slip resistance, res-
istance against residual liquids of the stored components, consideration of
the transport and traffic routes).
▪ Engine room ventilation
An effective ventilation system has to be provided in the engine room to
avoid endangering by contact or by inhalation of fluids, gases, vapours
and dusts which could have harmful, toxic, corrosive and/or acid effects.
The engine room ventilation must ensure a maximum engine room tem-
perature, with following boundary conditions:
– Maximum air temperature in the area of the engine and its compon-
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ents ≤ 45°C.
– Maximum air temperature at least 5 K below the flash point of any li-
quids, that is present within the engine room.
▪ Venting of crankcase and turbocharger
With crankcase ventilation the gases/vapours originating from crankcase
and turbocharger are not ignitable. For multi-engine plants, each engine
has to be ventilated separately. The engine ventilation of different engines
8 Annex

must not be connected.

In case of an installed suction system, it has to be ensured that it will not
be stopped until at least 20 minutes after engine shutdown.
▪ Intake air filtering

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 MAN Energy Solutions 8

In case air intake is realised through piping and not by means of the tur-
bocharger´s intake silencer, appropriate measures for air filtering must be

8.1 Safety instructions and necessary safety measures

provided. It must be ensured that particles exceeding 5 µm will be re-
strained by an air filtration system.
▪ Quality of the intake air
It has to be ensured that combustible media will not be sucked in by the
engine.
Intake air quality according to the section Specification of intake air (com-
bustion air), Page 298 has to be guaranteed.
▪ Emergency stop system
The emergency stop system requires special care during planning, realisa-
tion, commissioning and testing at site to avoid dangerous operating con-
ditions. The assessment of the effects on other system components
caused by an emergency stop of the engine must be carried out by plant-
side.
▪ Fail-safe 24 V power supply
Because engine control, alarm system and safety system are connected
to a 24 V power supply this part of the plant has to be designed fail-safe
to ensure a regular engine operation.
▪ Hazards by rotating parts/shafts
Contact with rotating parts must be excluded by plant-side (e.g. free shaft
end, flywheel, coupling).
▪ Safeguarding of the surrounding area of the flywheel
The entire area of the flywheel has to be safeguarded by plant-side.
Special care must be taken, inter alia, to prevent from: Ejection of parts,
contact with moving machine parts and falling into the flywheel area.
▪ Securing of the engine´s turning gear
The turning gear has to be equipped with an optical and acoustic warning
device. When the turning gear is first activated, there has to be a certain
delay between the emission of the warning device's signals and the start
of the turning gear. The gear wheel of the turning gear has to be covered.
The turning gear should be equipped with a remote control, allowing op-
timal positioning of the operator, overlooking the entire hazard area (a
cable of approximately 20 m length is recommended). Unintentional en-
gagement or start of the turning gear must be prevented reliably.
It has to be prescribed in the form of a working instruction that:
– The turning gear has to be operated by at least two persons.
– The work area must be secured against unauthorised entry.
– Only trained personnel is permissible to operate the turning gear.
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▪ Securing of the starting air pipe

To secure against unintentional restarting of the engine during mainten-
ance work, a disconnection and depressurisation of the engine´s starting
air system must be possible. A lockable starting air stop valve must be
provided in the starting air pipe to the engine.
▪ Securing of the turbocharger rotor
To secure against unintentional turning of the turbocharger rotor while
maintenance work, it must be possible to prevent draught in the exhaust
8 Annex

gas duct and, if necessary, to secure the rotor against rotation.

▪ Consideration of the blow-off zone of the crankcase cover´s relief valves

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During crankcase explosions, the resulting hot gases will be blown out of
the crankcase through the relief valves. This must be considered in the
8.1 Safety instructions and necessary safety measures

overall planning.
▪ Installation of flexible connections
For installation of flexible connections follow strictly the information given
in the planning and final documentation and the manufacturer manual.
Flexible connections may be sensitive to corrosive media. For cleaning
only adequate cleaning agents must be used (see manufacturer manual).
Substances containing chlorine or other halogens are generally not per-
missible.
Flexible connections have to be checked regularly and replaced after any
damage or lifetime given in manufacturer manual.
▪ Connection of exhaust port of the turbocharger to the exhaust gas system
of the plant
The connection between the exhaust port of the turbocharger and the ex-
haust gas system of the plant has to be executed gas tight and must be
equipped with a fire proof insulation.
The surface temperature of the fire insulation must not exceed 220°C.
In workspaces and traffic areas, a suitable contact protection has to be
provided whose surface temperature must not exceed 60°C.
The connection has to be equipped with compensators for longitudinal
expansion and axis displacement in consideration of the occurring vibra-
tions (the flange of the turbocharger reaches temperatures of up to
450°C).
▪ Media systems
The stated media system pressures must be complied. It must be pos-
sible to close off each plant-side media system from the engine and to
depressurise these closed off pipings at the engine. Safety devices in
case of system over pressure must be provided.
▪ Drainable supplies and excipients
Supply system and excipient system must be drainable and must be se-
cured against unintentional recommissioning (EN 1037). Sufficient ventila-
tion at the filling, emptying and ventilation points must be ensured. The re-
sidual quantities which must be emptied have to be collected and dis-
posed of properly.
▪ Spray guard has to be ensured for liquids possibly leaking from the
flanges of the plant´s piping system. The emerging media must be drained
off and collected safely.
▪ Charge air blow-off (if applied)
The piping must be executed by plant-side and must be suitably isolated.
In workspaces and traffic areas, a suitable contact protection has to be
2024-09-16 - 8.5

provided whose surface temperature must not exceed 60°C.

The compressed air is blown-off either outside the vessel or into the en-
gine room. In both cases, installing a silencer after blow-off valve is re-
commended. If the blow-off valve is located upstream of the charge air
cooler, air temperature can rise up to 200°C. It is recommended to blow-
off hot air outside the plant.
▪ Signs
8 Annex

– Following figure shows exemplarily the risks in the area of a combus-

tion engine. This may vary slightly for the specific engine.
This warning sign has to be mounted clearly visibly at the engine as
well as at all entrances to the engine room.

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8.1 Safety instructions and necessary safety measures

Figure 194: Warning sign E11.48991-1108

– Prohibited area signs.

Depending on the application, it is possible that specific operating
ranges of the engine must be prohibited.
In these cases, the signs will be delivered together with the engine,
which have to be mounted clearly visibly on places at the engine
which allow intervention of the engine operation.
▪ Optical and acoustic warning device
Communication in the engine room may be impaired by noise. Acoustic
warning signals might not be heard. Therefore it is necessary to check
where at the plant optical warning signals (e.g. flash lamp) should be
provided.
In any case, optical and acoustic warning devices are necessary while us-
ing the turning gear and while starting/stopping the engine.
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8 Annex

MAN 32/44CR IMO Tier II, Project Guide – Marine 491 (523)
8 MAN Energy Solutions
8.2 Programme for Factory Acceptance Test (FAT)

8.2 Programme for Factory Acceptance Test (FAT)

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8 Annex

Figure 195: Engine performance check – Table 1

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8.2 Programme for Factory Acceptance Test (FAT)

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8 Annex

Figure 196: Engine performance check – Part 1

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8.2 Programme for Factory Acceptance Test (FAT)

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8 Annex

Figure 197: Engine performance check – Part 2

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8.2 Programme for Factory Acceptance Test (FAT)

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8 Annex

Figure 198: Engine performance check – Part 3

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8.2 Programme for Factory Acceptance Test (FAT)

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8 Annex

Figure 199: Engine performance check – Part 4

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8.3 Engine running-in

Figure 200: Engine performance check – Part 5

8.3 Engine running-in

Prerequisites
Engines require a running-in period in case one of the following conditions ap-
plies:
▪ When put into operation on site, if
– after test run the pistons or bearings were dismantled for inspection or
– the engine was partially or fully dismantled for transport.
▪ After fitting new drive train components, such as cylinder liners, pistons,
piston rings, crankshaft bearings, big-end bearings and piston pin bear-
ings.
▪ After the fitting of used bearing shells.
▪ After long-term low-load operation (> 500 operating hours).
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Supplementary information
Operating Instructions During the running-in procedure the unevenness of the piston-ring surfaces
and cylinder contact surfaces is removed. The running-in period is completed
once the first piston ring perfectly seals the combustion chamber. i.e. the first
piston ring should show an evenly worn contact surface. If the engine is sub-
jected to higher loads, prior to having been running-in, then the hot exhaust
gases will pass between the piston rings and the contact surfaces of the cylin-
8 Annex

der. The oil film will be destroyed in such locations. The result is material dam-
age (e.g. burn marks) on the contact surface of the piston rings and the cylin-
der liner. Later, this may result in increased engine wear and high lube oil con-
sumption.

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The time until the running-in procedure is completed is determined by the

8.3 Engine running-in

properties and quality of the surfaces of the cylinder liner, the quality of the
fuel and lube oil, as well as by the load of the engine and speed. The running-
in periods indicated in following figures may therefore only be regarded as ap-
proximate values.

Operating media
Liquid fuel engines The running-in period may be carried out preferably using MGO (DMA) or
MDO (DMB).
The fuel used must meet the quality standards see section Specification for
engine supplies, Page 261 and the design of the fuel system.
Dual fuel engines Dual fuel engines are run in using liquid fuel mode with the fuel intended as
the pilot fuel.
Gas fuel engines For the running-in of gas four-stroke engines it is best to use the gas which is
to be used later in operation.
Lube oil The running-in lube oil must match the quality standards, with regard to the
fuel quality.

Engine running-in
Cylinder lubrication The cylinder lubrication must be switched to "Running In" mode during com-
(optional) pletion of the running-in procedure. This is done at the control cabinet or at
the control panel (under "Manual Operation"). This ensures that the cylinder
lubrication is already activated over the whole load range when the engine
starts. The running-in process of the piston rings and pistons benefits from
the increased supply of oil. Cylinder lubrication must be returned to "Normal
Mode" once the running-in period has been completed.
Checks Inspections of the bearing temperature and crankcase must be conducted
during the running-in period:
▪ The first inspection must take place after 10 minutes of operation at min-
imum speed.
▪ An inspection must take place after operation at full load respectively after
operational output level has been reached.
The bearing temperatures (camshaft bearings, big-end and main bearings)
must be determined in comparison with adjoining bearings. For this purpose
an electrical sensor thermometer may be used as a measuring device.
At 85% load and at 100% load with nominal speed, the operating data (igni-
tion pressures, exhaust gas temperatures, charge air pressures, etc.) must be
measured and compared with the acceptance report.
Standard running-in Dependent on the application the running-in programme can be derived from
2024-09-16 - 8.5

programme the figures in paragraph Diagram(s) of standard running-in, Page 499. During
the entire running-in period, the engine output has to be within the marked
output range. Critical speed ranges are thus avoided.
Running-in during Most four-stroke engines are subjected to a test run at the manufacturer´s
commissioning on site premises. As such, the engine has usually been run in. Nonetheless, after in-
stallation in the final location, another running-in period is required if the pis-
tons or bearings were disassembled for inspection after the test run, or if the
8 Annex

engine was partially or fully disassembled for transport.

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Running-in after fitting new If during revision work the cylinder liners, pistons, or piston rings are replaced,

8.3 Engine running-in

drive train components a new running-in period is required. A running-in period is also required if the
piston rings are replaced in only one piston. The running-in period must be
conducted according to following figures or according to the associated ex-
planations.
The cylinder liner may be re-honed according to working instructions 050.05,
if it is not replaced. A transportable honing machine may be requested from
one of our service and support locations.
Running-in after refitting When used bearing shells are reused, or when new bearing shells are in-
used or new bearing shells stalled, these bearings have to be run in. The running-in period should be 3 to
(crankshaft, connecting rod 5 hours under progressive loads, applied in stages. The instructions in the
and piston pin bearings) preceding text segments, particularly the ones regarding the "Inspections",
and following figures must be observed.
Idling or no-load operation at higher speeds for long periods should be
avoided if at all possible.
Running-in after low-load Continuous operation in the low-load range may result in substantial internal
operation pollution of the engine. Residue from fuel and lube oil combustion may cause
deposits on the top-land ring of the piston exposed to combustion, in the pis-
ton ring channels as well as in the inlet channels. Moreover, it is possible that
the charge air and exhaust pipes, the charge air cooler, the turbocharger and
the exhaust gas tank may be polluted with oil.
Since the piston rings have adapted themselves to the cylinder liner according
to the running load, increased wear resulting from quick acceleration and pos-
sibly with other engine trouble (leaking piston rings, piston wear) should be ex-
pected.
Therefore, after a longer period of low-load operation (≥ 500 hours of opera-
tion) a running-in period should be performed again, depending on the power,
according to following figures.
Also for instruction see section Low-load operation, Page 57.
Note:
For further information, you may contact the MAN Energy Solutions customer
service or the customer service of the licensee.

Diagrams of standard running-in

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8 Annex

MAN 32/44CR IMO Tier II, Project Guide – Marine 499 (523)
8 MAN Energy Solutions
8.3 Engine running-in

Figure 201: Standard running-in programme engines (constant speed)

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8 Annex

Figure 202: Standard running-in programme engines (variable speed)

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8.4 Definitions
8.4 Definitions

Auxiliary GenSet/auxiliary generator operation

A generator is driven by the engine, hereby the engine is operated at constant
speed. The generator supplies the electrical power not for the main drive, but
for supply systems of the vessel.
Load profile with focus between 40% and 80% load.
Engine´s certification for compliance with the NOx limits according D2 Test
cycle. See within section Engine ratings (output) for different applications,
Page 37 if the engine is released for this kind of application and the corres-
ponding available output PApplication.

Blackout
The classification societies define blackout on board ships as a loss of the
main source of electrical power resulting in the main and auxiliary machinery
to be out of operation and at the same time all necessary alternative energies
(e.g. start air, battery electricity) for starting the engines are available.

Dead ship condition

The classification societies define dead ship condition as follows:
▪ The main propulsion plant, boilers and auxiliary machinery are not in oper-
ation due to the loss of the main source of electrical power.
▪ In restoring propulsion, the stored energy for starting the propulsion plant,
the main source of electrical power and other essential auxiliary machinery
is assumed not to be available.
▪ It is assumed that means are available to start the emergency generators
at all times. These are used to restore the propulsion.

Designation of engine sides

▪ Coupling side, CS
The coupling side is the main engine output side and is the side to which
the propeller, the alternator or other working machine is coupled.
▪ Free engine end/counter coupling side, CCS
The free engine end is the front face of the engine opposite the coupling
side.

Designation of cylinders
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The cylinders are numbered in sequence, from the coupling side, 1, 2, 3 etc.
In V engines, looking on the coupling side, the left hand bank of cylinders is
designated A, and the right hand bank is designated B. Accordingly, the cylin-
ders are referred to as A1-A2-A3 or B1-B2-B3, etc.
8 Annex

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8.4 Definitions

Figure 203: Designation of cylinders

Direction of rotation

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8 Annex

Figure 204: Designation: Direction of rotation seen from flywheel end

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 MAN Energy Solutions 8

Electric propulsion

8.4 Definitions
The generator being driven by the engine supplies electrical power to drive an
electric motor. The power of the electric motor is used to drive a controllable
pitch or fixed pitch propeller, pods, thrusters, etc.
Load profile with focus between 80% and 95% load.
Engine´s certification for compliance with the NOx limits according E2 Test
cycle. See within section Engine ratings (output) for different applications,
Page 37 if the engine is released for this kind of application and the corres-
ponding available output PApplication.

GenSet
The term "GenSet" is used, if engine and electrical alternator are mounted to-
gether on a common base frame and form a single piece of equipment.

Gross calorific value (GCV)

This value supposes that the water of combustion is entirely condensed and
that the heat contained in the water vapor is recovered.

Idling operation
Idling/Idling operation refers to operation:
▪ Before the engine is coupled to the propulsion system or to the mechan-
ical dredge pump
▪ Of the GenSet with open Genoswitch
A distinction is made between:
▪ Idling at minimum speed and
▪ Idling at rated speed

Mechanical propulsion with controllable pitch propeller (CPP)

A propeller with adjustable blades is driven by the engine.
The CPP´s pitch can be adjusted to absorb all the power that the engine is
capable of producing at nearly any rotational speed.
Load profile with focus between 80% and 95% load.
Engine´s certification for compliance with the NOx limits according E2 Test
cycle. See within section Engine ratings (output) for different applications,
Page 37 if the engine is released for this kind of application and the corres-
ponding available output PApplication.
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Mechanical propulsion with fixed pitch propeller (FPP)

A fixed pitch propeller is driven by the engine. The FPP is always working very
close to the theoretical propeller curve (power input ~ n3). A higher torque in
comparison to the CPP even at low rotational speed is present.
Load profile with focus between 80% and 95% load.
Engine´s certification for compliance with the NOx limits according E3 Test
cycle. See within section Engine ratings (output) for different applications,
8 Annex

Page 37 if the engine is released for this kind of application and the corres-
ponding available output PApplication.

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Multi-engine propulsion plant

8.4 Definitions

In a multi-engine propulsion plant at least two or more engines are available

for propulsion.

Net calorific value (NCV)

This value supposes that the products of combustion contain the water vapor
and that the heat in the water vapor is not recovered.

No-load operation
As soon as the engine has been coupled, or a GenSet with closed Geno
switch has been connected to electrical grid and no load has yet been de-
livered, this is named as no-load operation.

Offshore application
Offshore construction and offshore drilling place high requirements regarding
the engine´s acceleration and load application behaviour. Higher requirements
exist also regarding the permissible engine´s inclination.
Due to the wide range of possible requirements such as flag state regulations,
fire fighting items, redundancy, inclinations and dynamic positioning modes all
project requirements need to be clarified at an early stage.

Output
▪ ISO standard output (as specified in DIN ISO 3046-1)
Maximum continuous rating of the engine at nominal speed under
ISO conditions, provided that maintenance is carried out as specified.
▪ Operating-standard-output (as specified in DIN ISO 3046-1)
Maximum continuous rating of the engine at nominal speed taking in ac-
count the kind of application and the local ambient conditions, provided
that maintenance is carried out as specified. For marine applications this
is stated on the type plate of the engine.
▪ Fuel stop power (as specified in DIN ISO 3046-1)
Fuel stop power defines the maximum rating of the engine theoretical
possible, if the maximum possible fuel amount is used (blocking limit).
▪ Rated power (in accordance to rules of DNV)
Maximum possible continuous power at rated speed and at defined ambi-
ent conditions, provided that maintenances carried out as specified.
▪ Output explanation
Power of the engine at distinct speed and distinct torque.
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▪ 100% output
100% output is equal to the rated power only at rated speed. 100% out-
put of the engine can be reached at lower speed also if the torque is in-
creased.
▪ Nominal output
= rated power.
▪ MCR
8 Annex

Maximum continuous rating.

▪ ECR
Economic continuous rating = output of the engine with the lowest fuel
consumption.

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Overload power (at FAT or SAT/sea trial)

8.5 Abbreviations
Only if required by rules of classification societies, it is admitted to operate the
engine at 110% of rated power for a maximum of 1 h in total as part of the
FAT or SAT/sea trial and in addition a maximum of 1 h in total as part of the
comissioning of the plant. Engine operation has to be done under supervision
of trained MAN Energy Solutions personal.

Single-engine propulsion plant

In a single-engine propulsion plant only one single-engine is available for
propulsion.

Suction dredger application (mechanical drive of pumps)

For direct drive of a suction dredger pump by the engine via gear box the en-
gine speed is directly influenced by the load on the suction pump.
The power demand of the dredge pump needs to be adapted to the operat-
ing range of the engine, particularly while start-up operation. Load profile with
focus between 80% and 100% load.
Engine´s certification for compliance with the NOx limits according C1 Test
cycle. See within section Engine ratings (output) for different applications,
Page 37 if the engine is released for this kind of application and the corres-
ponding available output PApplication.

Water jet application

A marine propulsion system that creates a jet of water that propels the vessel.
The water jet propulsion is always working close to the theoretical propeller
curve (power input ~ n3). With regard to its requirements the water jet propul-
sion is identical to the mechanical propulsion with FPP.
Load profile with focus between 80% and 95% load.
Engine´s certification for compliance with the NOx limits according E3 Test
cycle. See within section Engine ratings (output) for different applications,
Page 37 if the engine is released for this kind of application and the corres-
ponding available output PApplication.

Weight definitions for SCR

▪ Handling weight (reactor only):
This is the "net weight" of the reactor without catalysts, relevant for trans-
port, logistics, etc.
▪ Operational weight (with catalysts):
That's the weight of the reactor in operation, that is equipped with a layer
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of catalyst and the second layer empty – as reserve.

▪ Maximum weight structurally:
This is relevant for the static planning purposes maximum weight, that is
equipped with two layers catalysts.

8.5 Abbreviations
8 Annex

Abbreviation Explanation
BN Base number

CBM Condition based maintenance

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Abbreviation Explanation
8.5 Abbreviations

CCM Crankcase monitoring system

CCS Counter coupling side

CS Coupling side

ECR Economic continuous rating

EDS Engine diagnostics system

GCV Gross calorific value

GVU Gas Valve Unit

HFO Heavy fuel oil

HT CW High temperature cooling water

LT CW Low temperature cooling water

MCR Maximum continuous rating

MDO Marine diesel oil

MGO Marine gas oil

MN Methane number

NCV Net calorific value

OMD Oil mist detection

SaCoS Safety and control system

SAT Site acceptance test

SECA Sulphur emission control area

SP Sealed plunger

STC Sequential turbocharging

TAN Total acid number

TBO Time between overhaul

TC Turbocharger

TC Temperature controller

ULSHFO Ultra low sulphur heavy fuel oil

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8 Annex

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8.6 Symbols
8.6 Symbols
Note:
The symbols shown should only be seen as examples and can differ from the
symbols in the diagrams.

Figure 205: Symbols used in functional and pipeline diagrams 1

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8 Annex

MAN 32/44CR IMO Tier II, Project Guide – Marine 507 (523)
8 MAN Energy Solutions
8.6 Symbols

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Figure 206: Symbols used in functional and pipeline diagrams 2

8 Annex

508 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 8

8.6 Symbols
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Figure 207: Symbols used in functional and pipeline diagrams 3

8 Annex

MAN 32/44CR IMO Tier II, Project Guide – Marine 509 (523)
8 MAN Energy Solutions
8.7 Preservation, packaging, storage

Figure 208: Symbols used in functional and pipeline diagrams 4

8.7 Preservation, packaging, storage

8.7.1 General

Introduction
Engines are internally and externally treated with preservation agent before
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delivery. The type of preservation and packaging must be adjusted to:

▪ Means of transport
▪ Type and period of storage
Improper storage may cause severe damage to the product.

Packaging and preservation of engine

8 Annex

The type of packaging depends on:

▪ The requirements imposed with transport and storage period
▪ Climatic and environmental effects
▪ Which preservative agents are used

510 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 8

As standard, the preservation and packaging of an engine is designed for a

8.7 Preservation, packaging, storage

storage period of 12 month and for sea transport.
Note:
The packaging must be protected against damage. It must only be removed
when:
▪ A follow-up preservation is required
▪ The packaged material is to be used
▪ Shortly before operating the engine
The condition of the packaging must be checked regularly and repaired in
case of damage. Especially a VCI packaging can only provide a proper corro-
sion protection if it is intact and completely closed.
In addition, the engine interiors are protected by vapour phase corrosion pro-
tection. Inner compartments must not be opened while transportation and
storage. Otherwise, a re-preservation of the opened compartment will be re-
quired. The inner corrosion protection can remain inside the engine.
If bare metal surfaces get exposed for example, by disassembly of the coup-
ling device, the unprotected metal must be treated with agent "f" according to
the list of recommended anti-corrosion agents ([Link]
documentation-/corrosion-protection).
This especially applies to the tie rod where the lifting device has been moun-
ted.
In case of an installed intake air filter there is a steel plate cover or similar
around the filter fleece, which has to be used during transportation and stor-
age.
Note:
During storage and in case of a follow-up preservation the crankshaft must
not be turned. If the crankshaft is turned, usually for the first time after preser-
vation this will be done during commissioning, the preservation is partially re-
moved. If the engine is to be stored again for a period thereafter, then ad-
equate re-preservation is required.

Preservation and packaging of loose equipment

Unless stated otherwise in the customer specification, the preservation and
packaging of loose equipment and engine parts which are dismantled for
transport, must be carried out such that:
▪ The preservation and packaging of loose equipment and engine parts will
not be damaged during transport
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▪ The corrosion protection remains fully intact for at least 12 months when
stored in a roofed dry room

Transport
Transport and packaging of the engine, loose equipment and engine parts
must be coordinated.
After transportation, any damage to the corrosion protection and packaging
8 Annex

must be rectified, and/or MAN Energy Solutions must be notified immediately.

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8 MAN Energy Solutions
8.7 Preservation, packaging, storage

8.7.2 Storage location and duration

Storage location
Storage location of engine As standard, the engine is packaged and preserved for outdoor storage.
The storage location must meet the following requirements:
▪ Engine is stored on firm and dry ground.
▪ Packaging material does not absorb any moisture from the ground.
▪ Engine is accessible for visual checks.

Storage location of loose Loose equipment must always be stored in a roofed dry room.
equipment The storage location must meet the following requirements:
▪ Parts are protected against environmental effects and the elements.
▪ The room must be well ventilated.
▪ Parts are stored on firm and dry ground.
▪ Packaging material does not absorb any moisture from the ground.
▪ Parts cannot be damaged.
▪ Parts are accessible for visual inspection.
▪ An allocation of loose equipment to the order or requisition must be pos-
sible at all times.
Note:
Packaging made of or including VCI paper or VCI film must not be opened or
must be closed immediately after opening.

Storage conditions
In general the following requirements must be met:
▪ Minimum ambient temperature: –10°C
▪ Maximum ambient temperature: +60°C
▪ Relative humidity: < 60%
In case these conditions cannot be met, contact MAN Energy Solutions for
clarification.

Storage period
The permissible storage period of 12 months must not be exceeded.
Before the maximum storage period is reached:
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▪ Check the condition of the stored engine and loose equipment.

▪ Renew the preservation or install the engine or components at their inten-
ded location.

8.7.3 Follow-up preservation when preservation period is exceeded

A follow-up preservation must be performed before the maximum storage
8 Annex

period has elapsed, i.e. generally after 12 months.

Request assistance by authorised personnel of MAN Energy Solutions.

512 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions 8

8.8 Engine colour

8.7.4 Removal of corrosion protection
Packaging, corrosion protection and silica gel must only be removed from the
engine immediately before commissioning the engine in its installation loca-
tion.
Remove outer protective layers, any foreign body from engine or component
(VCI packs, blanking covers, etc.), check engine and components for damage
and corrosion, perform corrective measures, if required.
The preservation agents sprayed inside the engine do not require any special
attention. They will be washed off by engine oil during subsequent engine op-
eration.
Contact MAN Energy Solutions if you have any questions.

8.8 Engine colour

Engine standard colour according RAL colour table is RAL 7040 Window
grey. Other colours on request.
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8 Annex

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8 MAN Energy Solutions
8.8 Engine colour

This page is intentionally left blank

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8 Annex

514 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
 MAN Energy Solutions

Index
A Available outputs
Abbreviations 506 Permissible frequency deviations 67
Acceleration times 54, 55 Related reference conditions 38, 39
Additions to fuel consumption 86
B
Aging (Increase of S.F.C.) 91
Air Balancing of masses 184
Consumption (jet assist) 417 Bearing, permissible loads 180
Flow rate 97 Bilge water/oily water
Flow rates 93 Cleaning of charge air cooler 370
Starting air consumption 81, 89, 90 Condensate drain starting air 372
system
Temperature 93
Condensate monitoring tank 371
Air receivers
drain
Capacities 416
Nozzle cooling water drain 372
Air vessels
Turbocharger washing equip- 367
Capacities 311 ment
Condensate amount 309 Blackout
Airborne noise 168 Definition 501
Alignment By-pass 32, 33
Engine 217
Alphatronic 3000 Propulsion Con- 467 C
trol System
Capacities
Alternator
Attached pumps 93
Reverse power protection 69
Pumps 93
Ambient conditions causes derating 39
CEON 13
Angle of inclination 31
Charge air
Approved applications 21
Blow-off 32
Arctic conditions 61
Blow-off device 32, 33
Arrangement
Blow-off noise 173
Attached pumps 195
By-pass 32, 33
Flywheel 190
By-pass device 33
Attached pumps
Control of charge air temperat- 32, 34
Arrangement 195 ure (CHATCO)
Capacities 93 Temperature control 32, 34
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Auxiliary generator operation Charge air cooler

Definiton 501 Condensate amount 309
Auxiliary GenSet Flow rates 93
Planning data 93 Heat to be dissipated 93
Auxiliary GenSet operation Charge air cooler, removal of 446, 449
Definition 501 Cleaning of charge air cooler
Auxiliary power generation 21 Bilge water/oily water 370
Index

Colour of the engine 513

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 MAN Energy Solutions

Combustion air Cooling water

Flow rate 93 Inspecting 261, 295
Specification 261 Specification 261, 290
Common rail injection system 396 Specification for cleaning 261, 295,
Components 296
Exhaust gas system 427 System description 345
Components of an electric propul- 470 System diagram 345, 356
sion plant Crankcase vent and tank vent 340
Composition of exhaust gas 163 Crankshaft
Compressed air Moments of inertia – Damper, 181
Specification 261 flywheel
Compressed air system 413 Cross section, engine 24
Condensate amount Cyber security 13
Air vessels 309 Cylinder
Charge air cooler 309 Designation 501
Condensate drain starting air sys- Cylinder head, lifting off 444
tem Cylinder liner, removal of 444, 445,
Bilge water/oily water 372 448
Condensate monitoring tank drain
D
Bilge water/oily water 371
Connection Damper
Compressor casing 18 Moments of inertia – Crankshaft, 181
flywheel
Consumption
Dead ship condition
Control air 89
Definition 501
Fuel 81
Required starting conditions 45, 46
Fuel oil 81
Definition of engine rating 36
Jet assist 417
Definitions
Lube oil 89
Engine start 43
Starting air 90
Derating
Control air
As a function of water temperat- 39
Consumption 81, 89
ure
Controllable pitch propeller
Due to ambient conditions 39
Definition 503
Due to special conditions or de- 39
Operating range 73 mands
Cooler Design parameters 26
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Flow rates 93 Diagram

Heat radiation 93 Lube oil system 332
Heat to be dissipated 93 Diagram condensate amount 309
Specification, nominal values 93 Diesel fuel see Fuel oil 89
Temperature 93
Cooler dimensioning, general 347 E
Earthing
Index

Bearing insulation 70
Measures 70
Welding 72

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ECR Engine
Definition 504 3D Engine viewer 301
Electric operation 52 Alignment 217
Electric propulsion Colour 513
Advantages 469 Cross section 24
Definition 503 Definition of engine rating 36
Efficiencies 469 Description 11
Engine selection 472 Designation 26, 501
Example of configuration 477 Equipment for various applica- 33
Over-torque capability 475 tions
Planning data 105 Inclinations 31
Plant components 470 Main dimensions 27, 29
Plant design 471 Noise 168
Switchboard and alternator 473 Operation under arctic condi- 61
design tions
Emissions Outputs 36
Exhaust gas – IMO standard 162 Overview 15
Static torque fluctuation 185 Programme 11
Torsional vibrations 177 Ratings 36
Ratings for different applications 38, 39
Room layout 434
Running-in 497
Single-engine propulsion plant 505
(Definition)
Speeds 36
Speeds, Related main data 40
Weights 27, 29
Engine automation
Interfaces 248
Operation 245
Supply and distribution 241
Technical data 250
Engine cooling water specifications 290
°
Engine pipe connections and di- 302
mensions
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Engine ratings
Power, outputs, speeds 36
Suction dredger 505
Equipment for various applications 32
Index

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 MAN Energy Solutions

Exhaust gas Four stroke diesel engine pro- 11

Back pressure 39 gramme for marine
Composition 163 Frequency deviations 67
Ducting 428 Fuel
Emission 162 Consumption 81, 90
Flow rates 93 Dependent on ambient condi- 90
tions
Pressure 39
Diagram of HFO supply system 404
Smoke emission index 163
Diagram of HFO treatment sys- 394
System description 426
tem
Temperature 93
Diagram of MDO supply system 387
Exhaust gas noise 171, 172
Diagram of MDO treatment sys- 380
Exhaust gas pressure tem
Due to after treatment 40 HFO treatment 389
Exhaust gas system MDO supply 380, 387
Assemblies 427 MDO treatment 380
Components 427 Recalculation of consumption 90
Explanatory notes for operating 261 Stop power, definition 504
supplies
Supply system (HFO) 394
Viscosity-diagram (VT) 287
F
Fuel oil
Factory Acceptance Test (FAT) 492
Consumption 81
Filling volumes 161
HFO system 394
Firing order 184
Specification for gas oil (MGO) 261
Fixed pitch propeller
Definition 503 G
Flexible pipe connections
Gas oil
Installation 304
Specification 261
Flow rates
General requirements
Air 93
Fixed pitch propulsion control 74, 78
Cooler 93
Propeller pitch control 74
Exhaust gas 93
General requirements for pitch con- 74
Lube oil 93 trol
Water 93 Generator operation/electric propul-
Flow resistances 161 sion
Flywheel Power management 68
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Arrangement 190 GenSet

Moments of inertia – Crankshaft, 181 Definition 503
damper GenSet operation
Follow-up preservation 512 Operating range 66
Foundation GenSet/electric propulsion
Chocking with synthetic resin 204 Operating range 66
Conical mounting 214 Grid parallel operation
Index

General requirements 196 Definition 504

Resilient seating 207, 209 Gross calorific value (GCV)
Rigid seating 198 Definition 503

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H Lifting off
Heat radiation 93 Cylinder head 444
Heat to be dissipated 93 Rocker arm casing 446
Heating power 352 LNG Carriers 477
Heavy fuel oil (HFO) supply system 394 Load
Heavy fuel oil see Fuel oil 89 Low-load operation 57
HFO (fuel oil) Reduction 59
Diagram of supply system 404 Load application
Supply system 394 Change of load steps 75
HFO Operation 389 Cold engine (only emergency 45
case)
HFO see Fuel oil 89
Continuous loading 49
HT-switching 57
Duration of the load application 49
I Electric propulsion plants 45
Load steps 53
Idle speed 40
Maximum load step dependent 53
IMO certification 67, 74
on base load
IMO Marpol Regulation 88, 162
Preheated engine 55
IMO Tier II
Ship electrical systems 52
Definition 88
Start-up time 48
Exhaust gas emission 162
Load reduction
Impact on foundation
As a protective safety measure 61
Noise and vibration 174
Recommended 60
Inclinations 31
Stopping the engine 60
Injection viscosity and temperature 394
Sudden load shedding 59
after final heater heavy fuel oil
Low-load operation 57
Installation
LT-switching 57
Flexible pipe connections 304
Lube oil
Installation drawings 436
Consumption 89
Intake air (combustion air)
Flow rates 93
Specification 298
Outlets 333
Intake noise 169, 170
Specification (HFO) 265
Internal media system 374
Specification (MGO) 261
ISO
System description 320, 324
Reference conditions 36
System diagram 320, 332
Standard output 36, 39,
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504 Temperature 93
Lube oil service tank 336
J Lube oil system – Low-speed oper- 332
Jet assist ation
Air consumption 417
M
L Main dimensions 27, 29
Marine diesel oil (MDO) supply sys- 380
Index

Layout of pipes 302

tem for diesel engines
Leakage rate 160
Marine diesel oil see Fuel oil 89
Lifting device 452

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 MAN Energy Solutions

Marine gas oil Noise and vibration

Specification 261 Impact on foundation 174
Marine gas oil see Fuel oil 89 Nominal output
MARPOL Regulation 81, 88, Definition 504
162 NOx
Materials IMO Tier II 162
Piping 303 Nozzle cooling system 362, 364
Maximum load step dependent on 53 Nozzle cooling water drain
base load
Bilge water/oily water 372
MCR
Nozzle cooling water module 362, 364
Definition 504
MDO O
Diagram of treatment system 380
Offshore application
MDO see Fuel oil 89
Definition 21, 504
Measuring and control devices
Oil mist detector 32, 35
Engine-located 253
Operating
Mechanical propulsion
Pressures 153
System arrangement 463
Standard-output (definition) 504
Mechanical propulsion with CPP
Temperatures 153
Definition 503
Operating range
Planning data 117
CPP 73
Mechanical propulsion with FPP
FPP 77
Definiton 503
Generator operation 66
Planning data 129
GenSet/electric propulsion 66
Mechanical pump drive
Mechanical pump drive 80
Operating range 80
Operating/service temperatures and 153
MGO (fuel oil) pressures
Specification 261 Operation
MGO see Fuel oil 89 Acceleration times 54, 55
MGO/MDO see Lube oil 89 Load application for ship elec- 52
Moments of inertia 181 trical systems
Mounting 209 Load reduction 59
Multi-engine propulsion plant Low load 57
Definition 504 Propeller 54
Running-in of engine 497
N
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Output
Net calorific value (NCV) Available outputs, related refer- 38, 39
Definition 504 ence conditions
Noise Definition 504
Airborne 168 Engine ratings, power, speeds 36
Charge air blow-off 173 ISO Standard 36, 37, 39
Engine 168 Permissible frequency deviations 67
Index

Exhaust gas 171, 172

P
Intake 169, 170
Packaging 510

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Part-load operation 57 Propulsion Control System 467

Permissible frequency deviations Pumps
Available outputs 67 Arrangement of attached pumps 195
Pipe dimensioning 302 Capacities 93
Piping Service support for FPP 92
Materials 303
Piston, removal of 444, 445, R
447 Rated power
Pitch control Definition 504
General requirements 74 Ratings (output) for different applic- 38, 39
Planning data ations, engine
Auxiliary GenSet 93 Reduction of load 59
Electric propulsion 105 Reference conditions (ISO) 36
Flow rates of cooler 93 Removal
Heat to be dissipated 93 Charge air cooler 446, 449
Mechanical propulsion CPP 117 Cylinder liner 444, 445,
Mechanical propulsion FPP 129 448
Suction dredger/pumps (mech- 141 Piston 444, 445,
anical drive) 447
Temperature 93 Vibration damper 450, 451
Position of the outlet casing of the 430, 431 Removal of corrosion protection 513
turbocharger Reverse power protection
Postlubrication 333 Alternator 69
Power Rigid seating 198
Engine ratings, outputs, speeds 36 Rocker arm casing, lifting off 446
Power drive connection 180, 181 Room layout 434
Power management 68 Running-in 497
Preheating
At starting 44 S
Preheating module 366 Safety
Prelubrication 333 Instructions 487
Preservation 510 Measures 487
PrimeServ Assist 13 Safety concept of common rail sys- 12
Propeller tem
Clearance 466 Service tanks capacities 161
General requirements for pitch 74 Slow turn 32, 35, 45,
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control 46
Layout data 465 Smoke emission index 163
Operating range CPP 73 Space requirement for maintenance 456
Operation, suction dredger 73
(pump drive)
Index

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 MAN Energy Solutions

Specification Start-up time 48

Cleaning agents for cooling wa- 261, 296 Static torque fluctuation 185
ter Stopping the engine 60
Combustion air 261 Storage 510
Compressed air 261 Storage location and duration 512
Cooling water inspecting 261, 295 Suction dredger application
Cooling water system cleaning 261, 295, Definition 505
296
Suction dredger/pumps (mechan-
Engine cooling water 261, 290 ical drive)
Fuel (Gas oil, Marine gas oil) 261 Planning data 141
Intake air (combustion air) 298 Sudden load shedding 59
Lube oil (HFO) 265 Supply system
Lube oil (MGO) 261 Blackout conditions 407
Viscosity-diagram 287 HFO 394
Specification for intake air (combus- 298 MDO 387
tion air)
Switching: HT 57
Speed
Switching: LT 57
Adjusting range 40
Symbols
Droop 40
For drawings 507
Engine ratings 40
System bus 219
Engine ratings, power, outputs 36
System description
Idling 40
Lube oil 320, 324
Main data 40
Mimimum engine speed 40 T
Speeds
Table of ratings 36
Clutch activation 40
Temperature
Idling 40
Air 93
Mimimum engine speed 40
Cooling water 93
Splash oil monitoring 32, 35
Exhaust gas 93
Standard engine ratings 36
Lube oil 93
Standard propulsion packages 465
Temperature control
Stand-by operation capability 44
Charge air 32, 34
Starting 44
Media 248
Starting air
Time limitation for low-load opera- 57
Compressors 415 tion
Consumption 81, 89, 90
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Torsional vibration 177

control air consumption 89 Turbocharger assignments 27
Jet assist 417 Turbocharger washing equipment
receivers, compressors 415 Bilge water/oily water 367
System description 413 Two-stage charge air cooler 32, 34
Vessels 415 Type of engine start 43
Starting air receivers, compressors 415
U
Index

Starting air system 413

Start-up and load application 46 Unloading the engine 59
Start-up and load ramp-up 49

522 (523) MAN 32/44CR IMO Tier II, Project Guide – Marine
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V Water systems
Variable Valve Timing (VVT) 32, 35 Cooling water collecting and 358
supply system
Venting
Engine cooling 345, 356
Crankcase, turbocharger 161
Miscellaneous items 362
Vibration damper, removal of 450, 451
Nozzle cooling 362, 364
Vibration, torsional 177
Weights
Viscosity-temperature-diagram 287
Engine 27, 29
W Lifting device 452
Welding
Water
Earthing 72
Flow rates 93
Windmilling protection 75, 79
Specification for engine cooling 261, 290
water Works test 492
Water jet application 9007207417289355

Definition 505
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Index

MAN 32/44CR IMO Tier II, Project Guide – Marine 523 (523)