Introduction to the Plant
Diesel Engine Main Data
MAN Diesel
Introduction to the Diesel Power Plant
Diesel Engine Main Data
TABLE OF CONTENTS PAGE
MODEL DESIGNATION 4
DEFINITION OF ENGINE SIDES AND 5
CYLINDER NUMBERING
Definitions 5
Designation of the Cylinders 5
Designation of the Direction of Rotation 6
Designation of Engine Sides 6
Designation of Crankpins, Shaft Journals 7
and Bearings
ENGINE SPECIFICATIONS 8
Output 8
Consumption 8
Supercharging 8
Engine Specifications: 8
Number of units per cylinder: 8
Valve Timing 9
Fuel injection pumps 9
Firing order 9
OPERATING TEMPERATURES AND 10
PRESSURES
Operating Temperatures 10
Operating and Test Pressures 11
WEIGHTS 12
QUALITY REQUIREMENTS FOR LUBE 13
OIL
Introduction 13
Lube oil Characteristics 13
Basic Oil 13
Medium-Alkaline Lube Oil 14
Cylinder Lube Oil 15
Speed Governor Oil 15
Remaining Equipment 16
Lube-Oil Additives 16
QUALITY REQUIREMENTS FOR FUEL 17
OIL
Quality Requirements for Diesel Fuel 17
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Diesel Engine Main Data
QUALITY REQUIREMENTS FOR 18
HEAVY FUEL OIL (HFO)
Prerequisites 18
Provenance - Refining Process 18
Specifications 18
Blends 19
Specifications 19
QUALITY REQUIREMENTS FOR 21
COOLING WATER
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Introduction to the Diesel Power Plant
Diesel Engine Main Data
Model Designation
The engine carries the type designation: 16 V 32/40, where:
16 = number of cylinders
V = two cylinder banks arranged in V-form
32 = cylinder bore in cm
40 = stroke in cm
With other words the designation 16 V 32/40 means an 16 cylinder
engine with cylinders arranged in V-form, the cylinder bore being 32
cm and the stroke being 40 cm.
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Introduction to the Diesel Power Plant
Diesel Engine Main Data
Definition of Engine Sides and Cylinder Numbering
Definitions
The terms commonly used in the engine building industry are
defined in sheet 6265 DIN Standards and the international
standards ISO 1205-1972, as well as in sheet Q10.09211-3050
MAN B&W quality standards.
The definitions used in this chapter are in conformity with the
above mentioned standards.
Designation of the Cylinders
The individual cylinders are designated by numbers (numbering
consecutively 1, 2, 3, etc.). In the case of the V-engines the
cylinders are designated by a combination of a capital letter and
a number. The left-hand cylinder bank by the letter A, and the
right-hand bank by the letter B, when looking on the coupling
end.
Figure 1 Designation of the cylinders
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Diesel Engine Main Data
Designation of the Direction of Rotation
The direction of rotation of the crankshaft is clockwise when it is
rotating in the direction of rotation normal for the hands of a
clock, when looking on the coupling end.
The direction of rotation of the crankshaft is counter-clockwise
when it is rotating in the direction opposite to clockwise.
Designation of Engine Sides
The coupling end of the engine is the end where the main
power is taken off, connecting the generator (see ).
The free end of the engine is the front side of the engine
opposite the coupling end.
The left side of the engine is cylinder bank A
The right side of the engine is cylinder bank B.
Figure 2 Designation of the engine sides
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Introduction to the Diesel Power Plant
Diesel Engine Main Data
Designation of Crankpins, Shaft Journals and Bearings
Crankpins and crank bearings are designated by numbers
(numbering consecutively 1, 2, 3, etc.), starting from the
coupling end in the same way as the cylinders.
The shaft journals and main bearings are also numbered,
starting from the coupling end, however with Roman numerals
(I, II, III, etc.).
If an additional bearing is provided between the coupling flange
and the gear wheel, for the timing gear, this bearing and its
shaft journal are designated by 0I (see Figure 3). In numbering
the latter it is immaterial which of the crankshaft bearings is
designated as locating bearing.
Special attention is directed to the fact that Roman numerals (I,
II, III, etc) are used for shaft journals and main bearings,
whereas Arabic numerals (1, 2, 3 etc) are used for the
designation of crankpins and crank bearings.
In V-type engines with connecting rods from two cylinders
working on a common crankpin, numbering of the crank
bearings shall be the same as of the cylinders, i.e.: A1, B1, A2
etc.
Figure 3 Designation of crankpins, shafts journals and bearings
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Introduction to the Diesel Power Plant
Diesel Engine Main Data
Engine Specifications
Output
Continuous rating 7630 kW
Speed 750 rpm
Mean effective pressure 24,9 bar
Firing pressure 200 bar
Mean piston speed 10 m/s
Consumption
Fuel consumption at generator terminal at maximum continuous
rating (MCR):
SFOC diesel fuel 193,4 g/kWh (see the final documentation)
SFOC heavy - / - g/kWh (see the final documentation)
fuel
Supercharging
Turbo charger make MAN Diesel
Turbo charger type NR34/S047
Charging system Constant pressure
Engine Specifications:
Number of cylinders 16
Cylinder bore 320 mm
Stroke 400 mm
Compression ratio 14.5
3
Swept volume of one cylinder 32,17 dm
3
Total swept volume (16 cylinders) 514,72 dm
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Diesel Engine Main Data
Number of units per cylinder:
Inlet valves 2
Exhaust valves 2
Compression rings 3
Oil control ring 1
Valve Timing
Inlet valve opens 53 ° crank angle before TDC
Inlet valve closes 40 ° crank angle after BDC
Exhaust valve opens 41 ° crank angle before BDC
Exhaust valve closes 39 ° crank angle after TDC
Starting valve opens 2-3 ° crank angle after TDC
Starting valve closes 116 ° crank angle after TDC
Fuel injection pumps
Commencement on delivery to be informed
Firing order
A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5-B5-A2-B2-A3-B3
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Diesel Engine Main Data
Operating Temperatures and Pressures
Operating Temperatures
The temperatures listed below are reference values. See the
acceptance record for the exact values applicable at the
installation.
The below stated temperatures are registered at maximum
continuous output (MCR) 480 kW/cylinder at 750 rpm.
As the temperature in a given system can be measured either
at the inlet or the outlet, remark the description of the location
(inlet or outlet).
Temperatures
Media Location
in °C
Charge air before cylinder 45-58
after cylinder max 510
Exhaust gas
before turbo
max 565
charger
inlet before engine approx 60
Coolant outlet after cylinder 90
inlet injection valve approx
55
cooling
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Diesel Engine Main Data
Operating and Test Pressures
Service Opening Test
Location Pressure Pressure Pressure
(bar) (bar) (bar)
Combustion
Cylinder 190
chamber
head
Coolant
10
jacket
Combustion
190
Cylinder liner chamber
Coolant
7
jacket
Water
Approx 4
Intercooler chamber
Air chamber Approx 3
Fuel injection
1800
pipe
Opening
360
pressure
Fuel injector Fuel duct 1800
Coolant
7
duct
Safety valve At 200 bar
at cylinder ignition 247
head pressure
Cylinder 3–4
Turbo-
n.a.
Coolant charger
Injectors 2–4
Raw water 1–3
engine 3.5 – 4.5
Lube oil Turbo-
1.3 – 1.7
charger
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Diesel Engine Main Data
Weights
Weight of Major Components
Component Weight in kilograms (kg)
Cylinder head complete 532 kg
Cylinder head without valves and
504 kg
cages
Inlet valve 7 kg
Exhaust valve 7 kg
Rocker arm casing 12 kg
Cylinder liner with support ring 405 kg
Piston and con-rod shank 228 kg
Con-rod shank 91 kg
Crankpin bearing cap 44 kg
Main bearing cap 118 kg
Crankshaft with counterweights -
7500 kg
estimated
Injection camshaft (section) 44 kg
Valve camshaft (section) 43 kg
Fuel injection pump 36 kg
Fuel injection valve 10 kg
Turbo-charger NR 34 1980 kg
Engine complete 16 V 32/40 approx. 71000 kg
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Introduction to the Diesel Power Plant
Diesel Engine Main Data
Quality Requirements for Lube Oil
Introduction
The specific power output offered by today's Diesel engines and the
use of heavy fuel oils which more and more often approach the limit
in quality, increase the requirements placed on the lube oil and make
it imperative that the lube oil is chosen carefully.
Medium-alkaline lube oils have proven to be suitable for lubricating
the power train, the cylinders, the turbo-charger and, if the facility is
provided, for the cooling of the pistons. Such medium-alkaline lube
oils contain additives which, amongst other things, provide them with
a higher neutralization capability than is the case with blended (HD)
lube oils.
There are no international specifications in force for medium-alkaline
lube oils. For this reason, general approval must be preceded by an
extensive endurance test run in accordance with the manufacturer's
instructions.
The Diesel-performance of the lube oil (without taking the
neutralization capability into account) must be at least equivalent to
MIL-L-2104D or API-CD.
Lube oil Characteristics
Basic Oil
The basic oil (medium-alkaline lube oil = basic oil + additives) must
be a narrow distillation cut and must be refined according to modern
methods. Bright stocks, if contained, must neither adversely affect the
thermal nor the oxidation stability of the basic oil. The basic oil must
meet the limit values as specified in the below:
Limit Values - Lube Oil
Description Unit Test method Value
Behavior in cold, still flows °C ASTM-D2500 - 15
Flash point (as per
°C ASTM-D92 >200
Cleveland)
Ash content (oxide ash) Weight % ASTM-D482 < 0.02
Residual coke (as per
ASTM-D189 < 0.50
Conradson)
Mineral acids and fats ASTM-D974 None
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Diesel Engine Main Data
Medium-Alkaline Lube Oil
The base oil (medium-alkaline lube oil) with which additives
have been mixed must demonstrate the following
characteristics:
The additives must be dissolved in the oil and must be of such
a composition that an absolute minimum of ash remains as
residue after combustion, even if temporarily operated on
distillate fuel. The ash must be soft. If this prerequisite is not
complied with, increased deposits are to be expected in the
combustion chamber especially at the outlet valves and in the
inlet housing of the turbo chargers. Hard additive ash promotes
pitting on the valve seats, as well as burnt-out valves and
increased mechanical wear.
Additives must not cause clogging of the filter elements, neither
in their active nor in their exhausted state.
The cleaning capacity must be so high that coke and tar-like
residues occurring when fuel is combusted must not build-up.
The dispersing capacity must be selected such that
commercially available lube oil cleaning equipment can remove
the combustion deposits from the used oil, i.e. the used oil must
possess good separation and filtration properties.
The neutralization capacity (ASTM-D2896) must be so high that
the acidic products which emanate during combustion are
neutralized by the lube oil consumption of the engine. The
reaction time of the additives must be matched to the process in
the combustion chamber.
The tendency to evaporate must be as low as possible;
otherwise the oil consumption is adversely affected.
The lube oil must not form a stable emulsion with water. Less
than 40ml emulsion as per ASTM-D1401.
Frothing (ASTM-D892): After 10 minutes <20 ml.
The lube oil must not contain agents to improve viscosity index.
The fresh oil must be free from water and other contaminants.
Lube Oil Viscosity
Engine SAE Class
MAN B&W 16V 32/40 40
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Diesel Engine Main Data
Medium alkaline lube oils are offered at various levels of
neutralization capacity (TBN). According to the latest state of
the art, the TBN may be adapted to the anticipated operating
conditions as shown in the table below.
TBN - MEDIUM ALKALINE LUBE OIL
TBN
(mg Operating conditions
KOH/g)
Marine Diesel Oil (MDO) of poor quality (ISO-F-DMC) or
∼20 - 25
heavy fuel oils with a low fuel sulphur content (≤ 0.5 % by
weight).
For 32/40, 40/54, 48/60 and 58/64 engines only if the
sulphur content of the fuel is < 1.5 %
∼ 30
For older engines with higher lube oil consumption also if
the fuel has a higher sulphur content.
For 32/40, 40/54, 48/60 and 58/64 engines generally if
the sulphur content of the fuel is > 1.5 %
For older engine types if BN 30 is demonstrably
∼ 40
inadequate in terms of wear, residue formation and time
between renewal of the oil charge, or if the sulphur
concentration is > 4.0 % by weight.
For 32/40, 40/54, 48/60 and 58/64 engines if BN 40 is
inadequate in terms of time between renewal of oil
∼ 50
charge (high sulphur content of the fuel, very low oil
consumption).
However, in the long run though, the operating results are the
criteria that prove which TBN is the most economical one for
efficient engine operation.
Cylinder Lube Oil
In the case of the 16V32/40 the cylinder lubrication is separate,
and the pistons and the cylinder liners are supplied with lube oil
by means of a separate oil pump. The oil supply rate is factory-
set to conform to both the quality of the fuel to be used in
service and to the anticipated operating conditions.
Lube oil as specified above is to be used for the cylinder and
the circulating lubrication.
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Diesel Engine Main Data
Remaining Equipment
The oil quality prescribed by the manufacturer is to be used for
the remaining equipment fitted to the engine.
Lube-Oil Additives
We advise against subsequently adding additives to the lube-
oil, or to mixing the different makes (brands) of lube-oil.
Otherwise, the function of the package of additives, composed
to match itself and the basic oil can be upset. Also, the lube-oil
company is no longer responsible for the oil.
Most of the mineral oil companies are in close and permanent
consultation with the engine manufacturers and are therefore in
a position to quote the oil from their own product line that has
been approved by the engine manufacturer for the given
application. Independent of this release, the lube oil
manufacturers are in any case responsible for quality and
performance of their products. In case of any doubt, please do
consult the engine manufacturer.
Examinations
We carry out the lube oil examinations in our laboratories for
our customers, who need only pay the self-costs (net-costs). A
representative sample of about 1 dm3 is required for the
examination.
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Diesel Engine Main Data
Quality Requirements for Fuel Oil
Quality Requirements for Diesel Fuel
Diesel fuel is a medium class distillate of crude oil, which
therefore must not contain any residual components.
Suitability of the fuel depends on the conformity with the key
properties as specified in the table below.
On establishing the key properties, the standards of DIN EN
590 and ISO 8217-1987 (Class DMA), as well as CIMAC-1990
were taken into consideration to a large extent. The key
property ratings refer to the testing methods specified.
Quality Requirements - Diesel Oil (ISO 8217)
Test
Description Min/Max Unit Value
method
3 ISO
Min kg/m 820.0
3675
Density at 15°C
3 ISO
Max kg/m 890.0
3675
2 ISO
Min mm /s 1.5
Cinematic viscosity at 3104
40°C
2 ISO
Max mm /s 6.0
3104
Flash point (Abel- ISO
Min °C 60
Pensky closed) 1523
Distillation range up % by ISO
Min 85
to 350°C volume 3405
Content of sediment % by ISO
Max 0.01
(extraction) weight 3735
% by ISO
Water content Max 0.5
volume 3733
% by ISO
Sulphur content Max 1.5
weight 8754
% by ISO
Ash Max 0.01
weight 6245
% by ISO CD
Coke residue (MCR) Max 0.1
weight 10370
ISO
Cetane number Min 40
5165
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Diesel Engine Main Data
Quality Requirements for Heavy Fuel Oil (HFO)
Prerequisites
MAN B&W four-stroke engines can be operated on any crude-
oil based heavy fuel oil provided the engine and the fuel
treatment plant are designed accordingly. In order to ensure a
well-balanced relation between the costs for fuel, spare parts,
maintenance and repair work, we recommend bearing in mind
the following points.
Provenance - Refining Process
The quality of the heavy fuel oil is largely determined by the
crude oil grade (provenance) and the refining process applied.
This is the reason why heavy fuel oils of the same viscosity may
differ considerably, depending on the bunker places.
Heavy fuel oil normally is a mixture of residue oil and distillates.
The components of the mixture usually come from state-of-the-
art refining processes such as visbreaker or catalytic cracking
plants. These processes may have a negative effect on the
stability of the fuel and on its ignition and combustion
properties. In the essence, these factors also influence the
heavy fuel oil treatment and the operating results of the engine.
Bunker places where heavy fuel oil grades of standardized
quality are offered should be given preference. If fuels are
supplied by independent traders, it is to be made sure that
these, too, keep to the international specifications. The
responsibility for the choice of appropriate fuels rests with the
engine operator.
Specifications
Mineral oil companies have internally established specifications
for heavy fuel oils, and experience shows that these
specifications are observed worldwide and are within the limits
of international specifications (e.g. ISO 8217, Cl MAC, British
Standards MA100). As a rule, the engine builders expect that
fuels satisfying these specifications are being used.
The fuel specifications, listed in the table on the following page,
are categorized by viscosity and grade.
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Diesel Engine Main Data
The specifications have been coordinated between the
International Standard Organization (ISO), the British Standards
Institute (BSI and the Association of Engine Builders (CIMAC).
Blends
The admixing of engine oils (used oils), of non-mineral oil
constituents (such as coat oil) and of residual products from
refining or other processes (such as solvents) is not permitted.
The reasons are, for example: the abrasive and corrosive
effects, the adverse combustion properties, a poor compatibility
with mineral oils and, last but not least, the negative
environmental effects.
The admixing of engine oil (used oil) to the fuel involves a
substantial danger because the lube oil additives have an
emulsifying effect and keep dirt, water and cat fines finely
suspended. Therefore, they impede the necessary cleaning of
the fuel. It has been experienced that severe damage induced
by wear may occur to the engine and turbo charger
components as a result.
The admixing of chemical waste materials (such as solvents) to
the fuel is for reasons of environmental protection prohibited by
resolution of the IMO Marine Environment Protection
Committee of 01.01.92.
Specifications
The specifications for the most common types of HFO can be
seen in the table on the following page.
For further details, and for details of other types of HFO, not
listed in the table below, please consult the engine manual.
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Introduction to the Diesel Power Plant
Diesel Engine Main Data
Heavy Fuel Oil Specifications
Fuel Oil Specification
CIMAC 2003 B30 K350 K700
BS MA 100 M4 M8/9 M9/-
ISO F-RM B/C10 G/H/K35 K55
Fuel System related characteristic values
Description Min/Max Unit Value
Viscosity at 2
Max mm /s 40 380 700
50°C
Viscosity at 2
Max mm /s 10 35 55
100°C
Density at
Max g/ml .981 1.010
15°C
Flash point Min °C 60
Engine related characteristic values
Description Min/Max Unit Value
Carbon
% by
residues Max 14 22
weight
(Conradson)
% by
Sulphur Max 3.5 5
weight
% by
Ash Max .10 .15 .20
weight
Vanadium Max mg/kg 300 600
% by
Water Max 0.5 1
volume
Additional characteristic values
Description Min/Max Unit Value
Aluminum Max mg/kg 80
% by
Asphalt Max 2/3 of carbon residues
weight
less than 1/3 of vanadium,
Sodium Max mg/kg
and less than 100 mg/kg
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Diesel Engine Main Data
Quality Requirements for Cooling Water
The engine cooling water, like the lube oil, is a medium which
must be carefully selected, treated and controlled. Otherwise,
corrosion, erosion and cavitation may occur on the walls of the
cooling system in contact with water and deposits may form.
Deposits impair the heat transfer and may result in thermal
overload on the components to be cooled.
The treatment with an anti-corrosion agent has to be effected
before the first commissioning of the plant. During subsequent
operations the concentration specified must always be ensured.
In particular, this applies if a chemical additive is used.
The characteristics of the water used must be within the
following limits:
QUALITY REQUIREMENTS FOR COOLING WATER
Preferably distilled water, or water free for
Type of water
foreign matter
Total hardness Max. 10º dH
pH value 6.5 – 8
Chloride ion
Max 50 mg/liter
content
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