Man B&W Engine Propulsion 1290 KWH

L21/31-VBS
Project Guide
Four-stroke Propulsion Engine
compliant with IMO Tier II
Complete manual
date 2012.05.08
MAN Diesel
Project guide Index
L21-2Marine
Text Index Drawing No.
General information 1000
Introduction 100000 3700132-3.1

Engine programme IMO Tier II - Propulsion 100000 1689462-2.3
Firing pressure comparison 107000 3700087-9.1
Project service 109000 1696467-1.1
L21/31 propulsion package 100000 3700113-2.0
Centre of gravity 100000 1699269-8.0
Propeller equipment 2000
Main dimensions 200010 1690704-7.0

Project planning data 200010 1690705-9.0
Data sheet for propeller 200010 1690706-0.1
Propeller clearance 200010 1690707-2.0
Direction of rotation 200010 1690708-4.1
Propeller operation 200010 3700068-8.1
Fitting Stern Tube - Oil Lubricated 227000 1690709-6.1
Stern tube - Stern tube with epoxy resin 227000 1690710-6.1
Stern tube - Standard liners 227000 1690711-8.0
Stern tube - Optional liners 227000 1690713-1.0
Stern tube - Sensors in stern tube 227000 1690714-3.1
Stern tube - Seals 227000 1690715-5.0
Stern tube - Net cutter and net pick-up 227000 1690716-7.0
Stern tube - Cover tubes for twin-screw vessels 227000 1690717-9.0
Oil systems - Servo oil system 227000 1690718-0.0
Oil systems - Stern tube lube oil system 227000 1690719-2.1
Oil systems - Oil tank for forward seal 227000 1690720-2.1
Oil specification for Alpha CPP-systems 227000 1696464-6.0
Oil systems - Lubricating oil system - VBS 227000 1690721-4.0
Propeller shaft and coupling - VBS 219000 1690722-6.1
Intermediate shaft 223000 1690723-8.0
Propeller nozzle - General information 1217000 1690725-1.0
Propeller nozzle - Standard dimensions 1217000 1690726-3.0
Reduction gear 3000
Project planning data - AMG28EV 332000 1696462-2.1

Alpha Reduction Gear 332000 1690727-5.0
Servo oil system 340000 1690728-7.0
Packing and preservation 9000
Dispatch condition of engine and reduction gear from MAN Diesel 912000 1699261-3.0
Storage of propeller equipment 912000 1699910-8.1
Storage of electronic equipment 912000 1699912-1.1
Engine 14000
Main dimensions 1400000 3700116-8.0

List of capacities 1400000 3700000-5.3
List of symbols 1400000 1696424-0.1
Exhaust gas components 1400000 1655210-7.3
MAN Diesel
Index Project guide
L21-2Marine
Text Index Drawing No.
Space requirements 1400000 1690749-1.1

Cooling water system 1400000 1690733-4.2
Cooling water system cleaning 000.08 000.08-01
Cooling water inspecting 000.07 000.07-01
Engine cooling water specifications 3.3.7 3.3.7-01
Engine ventilation 1400000 1690751-8.0
Power, outputs, speed 1402151 3700058-1.0
Main particulars 1402151 3700156-3.0
Operation data & set points 1402151 3700146-7.0
Spare parts for unrestricted service 1487000 3700027-0.0
Spare parts for restricted service 1487000 3700028-2.0
Standard tools - unrestricted service 1488010 3700064-0.1
Standard tools - restricted service 1488010 3700065-2.1
Additional tools 1488050 3700066-4.1
Hand tools 1488070 3700067-6.0
Weight and dimensions of principal parts 1402000 1689483-7.2
Fuel oil system 1435000 1690730-9.1
Recalculation of fuel consumption dependent on ambient conditions 1402000 1624473-6.2
Fuel oil consumption for emissions standard 1402091 3700056-8.2
Fuel oil system - MDO 1435000 1690731-0.4
Fuel oil system - HFO 1435000 1690732-2.0
Heavy fuel oil (HFO) specification 3.3.3-01 3.3.3-01
Diesel oil (MDO) specification 3.3.2-01 3.3.2-01
Gas oil / diesel oil (MGO) specification 3.3.1-01 3.3.1-01
Bio fuel specification 3.3.1-02 3.3.1-02
Explanation notes for biofuel 1435000 3700063-9.0
Viscosity-temperature diagram (VT diagram) 3.3.4-01 3.3.4-01
Lubricating oil system 1440000 1690729-9.3
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) 3.3.6-01 3.3.6-01
Specification of lube oil (SAE 40) for operation with gas oil, diesel oil 3.3.5-01 3.3.5-01
(MGO/MDO) and biofuels
Starting air system 1450000 3700212-6.1
Specifications for intake air (combustion air) 3.3.11 3.3.11-01
Turbocharger - make MAN 1459000 3700196-9.0
Exhaust gas velocity 1459000 3700195-7.0
Exhaust gas system - Position of gas outlet on turbocharger 1459000 3700197-0.0
Exhaust gas system - Exhaust gas compensator 1459000 37000198-2.0
System description - SaCoSone 1475000 3700071-1.0
Modbus interface - SaCoSone 1475000 3700072-3.0
PTO on engine front 1485000 1690750-1.1
General information
1000
MAN Diesel & Turbo
3700132-3.1
Page 1 (2) Introduction 100000
General
Introduction
Our project guides provide customers and consult- All figures, values, measurements and/or other in-
ants with information and data when planning new formation about performance stated in the project
plants incorporating four-stroke engines from the guides are for guidance only and shall not be used
current MAN Diesel & Turbo engine programme. for detailed design purposes or as a substitute for
On account of the modifications associated with specific drawings and instructions prepared for
upgrading of our project guides, the contents of the such purposes. MAN Diesel & Turbo makes no re-
specific edition hereof will remain valid for a limited presentations or warranties either express or im-
time only. plied, as to the accuracy, completeness, quality or
fitness for any particular purpose of the information
Every care is taken to ensure that all information in contained in the project guides.
this project guide is present and correct.
MAN Diesel & Turbo will issue an Installation Man-
For actual projects you will receive the latest project ual with all project related drawings and installation
guide editions in each case together with our quo- instructions when the contract documentation has
tation specification or together with the documents been completed.
for order processing.
The Installation Manual will comprise all necessary
drawings, piping diagrams, cable plans and specifi-
cations of our supply.
All data provided in this document is non-binding. This data serves informational purposes only and is espe-
cially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and
will be assessed and determined individually for each project. This will depend on the particular characteristics
of each individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation,
the English text shall prevail.
Original instructions
12.05 - Tier II
MAN Diesel & Turbo
3700132-3.1
100000 Introduction Page 2 (2)
General
Complete propulsion system, examples:
Engine
6 L 27/38 6 cyl. 4 stroke turbocharged engine
stroke: 38 cm
bore: 27 cm
engine built in-line
number of cylinders
Reduction gear
AMG 28
gearbox series
Alpha Module Gear
Propeller equipment
VBS 860
diameter of propeller hub

CP-propeller with monoblock hub
Propeller nozzle
FD 2930 × 0.5
lenght/diameter ratio
inside diameter in mm
FD = Fixed nozzle
RD RD = Steering nozzle
Remote control system

Alphatronic 2000: Electronic control system with optimized automatic load
control and combined or separate pitch and rpm setting.
12.05 - Tier II
MAN Diesel & Turbo
1689462-2.3
Page 1 (1) Engine Programme IMO Tier II - Propulsion 100000
L21/31, L23/30A
L27/38, L28/32A
Four-stroke diesel engine programme for marine
applications complies with IMO Tier II, Propulsion
application.
r/min Engine type
400-428 L58/64
500-514 L51/60DF V51/60DF
500-514 L48/60CR V48/60CR
500-514 L48/60B V48/60B
720-750 L32/44CR V32/44CR
720-750 L32/40 V32/40
1000-
V28/33D*
1032
1000-
V28/33D STC*
1032
775 L28/32A
L27/38
800
L27/38 (MGO)
900 L23/30A
1000 L21/31
0 5,000 10,000 15,000 20,000 25,000

kW
* The engine complies with EPA Tier 2.
12.05 - Tier II
MAN Diesel & Turbo
3700087-9.1
Page 1 (1) Firing Pressure Comparison 107000
L21/31
Engine type, 6 - 9L21/31, Propulsion, Tier II
Output kW/cyl 215
Engine speed rpm 1000
210
200
190
180
indicator cock [ bar ]
170
160
150
140
130
120
110
110 130 150 170 190 210
combustion chamber [ bar ]
Max Pressure 100%

7
6
5
4
Delta max press. [bar]
3
2
1
0
-1
-2
-3
-4
-5
980 990 1000 1010 1020 1030
Barometric press. [mbar]
12.10 - Tier II
MAN Diesel & Turbo
1696467-1.1
Page 1 (1) Project Service 109000
General
Arrangement drawings Contract documentation
Prior to the final engineering stage we need con- Plant Specific Installation Manual
firmed documentation for the project in question
and with the following drawings in our possession: Once the contract documentation has been com-
pleted a Plant Specific Installation Manual will be
Ship lines plan available on the extranet.
Engine room arrangement
Instruction manual
General arrangement
Foundation (re-engining) As part of our technical documentation, an instruction
Exhaust gas system manual will be forwarded. The instruction manual
is tailor–made for each individual propulsion plant
Together with adequate information on the hull our and includes:
Project Engineers are able to carry out arrangement
drawings showing the most suitable location of the Descriptions and technical data
propulsion plant in the ship. Operation and maintenance guidelines
Spare parts plates
The optimum layout of propeller shaftline and bear-
ings, location of Power Take Off (PTO) and execution The manual can be supplied as a printed copy as
of exhaust pipe will be highly considered as well as well as an electronic book in English on CD–ROM.
securing sufficient space for daily maintenance and
major overhauls.
Customer information
Moreover, to assist the naval consultant or the
shipyard in accomplishing arrangement drawings, MAN Diesel & Turbo SE
drawings of our complete propulsion package can Niels Juels Vej 15
be forwarded on CD-ROM or by E−mail direct to you. DK-9900 Frederikshavn
The drawings will be forwarded in DXF− or DWG− Denmark
format in latest version, which can be imported by
most CAD−systems. Phone +45 96 20 41 00
Fax +45 96 20 40 30
Our Project Service from sales to order implementa- E-mail info-frh@mandieselturbo.com
tion comprises fields such as: www.mandieselturbo.com
– Selection of optimum propulsion plants

– Preparation of specific arrangement drawings,
piping diagrams etc
– Lay-out of accessories
– Waste heat recovery
– Installation and alignment guidance
10.39
MAN Diesel & Turbo
3700113-2.0
Page 1 (3) L21/31 propulsion package 100000
L21/31
The concept Installation aspects
Many years of experience with the propul- The development target and design philosophy were
sion concept, together with customers’ require- to achieve the shortest possible propulsion system
ments for reliability, economy and technical by optimizing the combination of engine, flexible
advancement has resulted in this attractive coupling and gearbox.
1000 rpm engine with a cylinder output of 215 kW.
Low dismantling height for cylinder head, piston and
Combined with the MAN Diesel & Turbo gearboxes cylinder liner is ensured thanks to the marine head
AMG11EV, AMG16EV and AMG28EV, the CP pro- connecting rod.
pellers and the control systems, the L21/31 is a fully
integrated propulsion package for tugs, fishing ves- The engine front-end box incorporates cooling water
sels, small ferries and coasters requiring an output pumps, thermostatic valves, lub oil pump, lub oil
ranging from 1290 kW to 1935 kW. cooler and the automatic lubricating oil filter.
100% PTO is possible from either end of the engine

and additionally a small 40 kW PTO is optional on the
front-end box for driving a seawater pump or similar.
Fig 1 The L21/31 propulsion engine
11.18 - Tier II
MAN Diesel & Turbo
3700113-2.0
100000 L21/31 propulsion package Page 2 (3)
L21/31
The turbocharger is located on the engine’s aft-end The engine can be delivered for clockwise rotation
box utilising the space above the compact gearbox, (standard) or anticlockwise rotation, seen from the
resulting in a very low exhaust gas outlet flange flywheel end.
position.
C
1598 355 355 1171
Diameter
J 658
K B
Q R S W A
964 G
H
N
1160
M
1065
O
Fig 2 The L21/31 Propulsion Package - Main dimensions
11.18 - Tier II
MAN Diesel & Turbo
3700113-2.0
Page 3 (3) L21/31 propulsion package 100000
L21/31
Standard propulsion programme L21/31-VO, Open free running propeller
Engine type Reduction gear Propeller Dimensions in mm
Output MCR Hub Speed Diam. W-
series Type A B C G H K M N O Q R
at 1000 rpm type rpm mm min
AMG11EV 37VO11 VBS640 270 2350 5369 3604 4544 961 1953 1766 638 525 1090 491 604 1316
6L21/31
46VO11 VBS640 218 2600 5369 3604 4544 961 1953 1766 638 550 1090 491 604 1316
1290 kW
AMG16EV 52VO13 VBS740 190 2800 5706 3604 4544 961 1953 2103 505 525 1090 569 661 1316
1755 bhp
60VO13 VBS740 167 3000 5706 3604 4544 961 1953 2103 505 525 1090 569 661 1316
AMG11EV 37VO11 VBS640 270 2500 5724 3959 4899 918 2107 1766 638 525 1090 491 604 1316
7L21/31
46VO11 VBS740 218 2750 5724 3959 4899 918 2107 1766 638 550 1090 569 661 1316
1505 kW
AMG16EV 52VO13 VBS740 190 2950 6061 3959 4899 918 2107 2103 505 525 1090 569 661 1316
2045 bhp
60VO13 VBS860 167 3150 6061 3959 4899 918 2107 2103 505 525 1090 653 722 1331
AMG16EV 36VO16 VBS640 270 2550 6416 4314 5254 918 2107 2103 505 525 1090 491 604 1316
8L21/31
46VO16 VBS740 218 2850 6416 4314 5254 918 2107 2103 505 550 1090 569 661 1331
1720 kW
AMG16EV 52VO13 VBS740 190 3050 6416 4314 5254 918 2107 2103 505 525 1090 569 661 1331
2340 bhp
60VO13 VBS860 167 3250 6416 4314 5254 918 2107 2103 505 525 1090 653 722 1331
AMG16EV 36VO16 VBS740 270 2600 6771 4669 5609 918 2107 2103 505 525 1090 569 661 1316
9L21/31
46VO16 VBS740 218 2900 6771 4669 5609 918 2107 2103 505 550 1090 569 661 1331
1935 kW
AMG28EV 52VO27 VBS860 194 3100 6887 4669 5609 918 2107 2219 780 700 1500 653 722 1331
2630 bhp
56VO28 VBS860 182 3200 6887 4669 5609 918 2107 2219 780 700 1500 653 722 1331
Standard propulsion programme L21/31-VO, ducted propeller

Engine type Reduction gear Propeller Dimensions in mm
Output MCR Hub Speed Diam. W-
series Type A B C G H K M N O Q R
at 1000 rpm type rpm mm min
AMG11EV 37VO11 VBS640 270 2250 5369 3604 4544 961 1953 1766 638 525 1090 491 604 1316
6L21/31
46VO11 VBS640 218 2550 5369 3604 4544 961 1953 1766 638 550 1090 491 604 1316
1290 kW
AMG16EV 52VO13 VBS740 190 2750 5706 3604 4544 961 1953 2103 505 525 1090 569 661 1316
1755 bhp
60VO13 VBS740 167 3000 5706 3604 4544 961 1953 2103 505 525 1090 569 661 1316
AMG11EV 37VO11 VBS640 270 2350 5724 3959 4899 918 2107 1766 638 525 1090 491 604 1316
7L21/31
46VO11 VBS740 218 2650 5724 3959 4899 918 2107 1766 638 550 1090 569 661 1316
1505 kW
AMG16EV 52VO13 VBS740 190 2850 6061 3959 4899 918 2107 2103 505 525 1090 569 661 1316
2045 bhp
60VO13 VBS860 167 3100 6061 3959 4899 918 2107 2103 505 525 1090 653 722 1331
AMG16EV 36VO16 VBS640 278 2400 6416 4314 5254 918 2107 2103 505 525 1090 491 604 1316
8L21/31
46VO16 VBS740 218 2750 6416 4314 5254 918 2107 2103 505 550 1090 569 661 1331
1720 kW
AMG16EV 52VO13 VBS740 190 2950 6416 4314 5254 918 2107 2103 505 525 1090 569 661 1331
2340 bhp
60VO13 VBS860 167 3200 6416 4314 5254 918 2107 2103 505 525 1090 653 722 1331
AMG16EV 36VO16 VBS740 278 2450 6771 4669 5609 918 2107 2103 505 525 1090 569 661 1316
9L21/31
46VO16 VBS740 218 2800 6771 4669 5609 918 2107 2103 505 550 1090 569 661 1331
1935 kW
AMG28EV 52VO27 VBS740 194 3000 6887 4669 5609 918 2107 2219 780 700 1500 653 661 1331
2630 bhp
56VO28 VBS860 182 3150 6887 4669 5609 918 2107 2219 780 700 1500 653 722 1331
The propeller diameter is optimized at 85% MCR, 98% rpm and 4.0 kn.
The strength calculation is made at 100% MCR, 100% rpm and 14.0 kn.
The propeller is calculated according to DnV, No Ice.
11.18 - Tier II
MAN Diesel
1699269-8.0
Page 1 (1) Centre of Gravity 100000
L21/31
CL - cyl. 1 CL - engine
y y
X
Z
Y
x CL - shaft z
0.0 0.0
Engine Type X - mm Y - mm Z - mm
6L21/31 1010 278 0

Approximate values based on TCR turbocharger.
7L21/31 1180 278 0
Actual values is stated on General Arrangement.
8L21/31 1365 278 0
Centre of gravity is stated for dry engine.
9L21/31 1535 278 0
08028-0D/H5250/94.08.12
09.36
Propeller equipment
2000
MAN Diesel
1690704-7.0
Page 1 (1) Main dimensions 200010
L21/31
− minimum
W− These S and W−measurements are required, before
we can proceed with production of the propeller
The dimension “W−min” is indicated to enable the equipment.
engine and reduction gearbox to be located as far aft
in the engine room as possible. Without these two dimensions it is impossible to
prepare the drawings for the workshop.
−dimension
S− It is also very important to know, if the stern tube has
to be rough or finished machined.
The S dimension is the stern tube length tailor made
to the vessel.
Diameter
C
D
B
A
E
2_1
L M S W-min
Engine Gear Gear Hub ODG Shaft Ø A B C D E L M W-min

type series type type size mm mm mm mm mm mm mm mm mm
6L21/31 AMG11EV 36VO18 VBS640 ODG180 188 500 315 405 305 465 491 585 1320
1290 kW 46VO18 VBS640 ODG180 202 500 315 405 305 465 491 585 1320
AMG16EV 57VO18 VBS740 ODG200 211 580 318 435 335 465 569 657 1325
68VO18 VBS860 ODG200 218 670 381 460 360 490 653 738 1325
7L21/31 AMG11EV 36VO18 VBS640 ODG180 198 500 315 405 305 465 491 585 1320
1505 kW 46VO18 VBS740 ODG200 212 580 318 435 335 465 569 657 1325
AMG16EV 57VO18 VBS740 ODG200 220 580 318 435 335 465 569 657 1325
68VO18 VBS860 ODG225 230 670 381 460 360 490 653 738 1350
8L21/31 36VO18 VBS640 ODG180 204 500 318 435 335 465 491 585 1320
1720 kW AMG16EV 46VO18 VBS740 ODG200 219 580 318 435 335 465 569 657 1325
57VO18 VBS860 ODG225 230 670 381 460 360 490 653 738 1350
57VO18 VBS860 ODG225 240 670 381 460 360 490 653 738 1350
9L21/31 AMG16EV 36VO18 VBS740 ODG200 212 580 318 435 335 465 569 657 1325
1935 kW 46VO18 VBS740 ODG225 230 580 381 460 360 465 569 657 1350
AMG28EV 57VO18 VBS860 ODG225 237 670 381 460 360 490 653 738 1350
57VO18 VBS860 ODG225 242 670 381 460 360 490 653 738 1350
Fig 1 Main dimensions
03.28
MAN Diesel & Turbo
1690705-9.0
Page 1 (2) Project planning data 200010
L21/31
Standard propeller plants In case the optimisation criteria deviate consider-
ably from the table above or the vessel has an ice
A complete range of propulsion systems has been class notation, please do contact us for a detailed
developed to enable the selection of an optimum calculation.
solution.
The range is particular suitable for selecting the right Optimizing the propeller equipment
combination of engine, gearbox and propeller equip-
ment in the project stage. The condition chosen for We have the facilities and expertise to design
optimization is characterized by: and supply a propulsion package, optimized to a
customer’s specific requirements providing adequate
Dim. Open Ducted data is available.
propellers propellers
Engine power % 90 90 The design of the propeller, giving regard to the main
Engine revolutions % 98 98 variables which include diameter, rpm, area ratio
Ship speed knots 13 4 etc, is determined by the requirements for maximum
efficiency and minimum vibrations and noise levels.
The dimensioning of the equipment is carried out at
100% MCR according to the rules of classification The chosen diameter should be as large as the hull
societies without ice class notation. can accommodate, allowing the propeller revolutions
to be selected according to optimum efficiency. The
optimum propeller revolutions corresponding to the
chosen diameter can be seen from the figure for a
given reference condition.
75 r/min
Propeller diameter mm
7000 100
125
6000
150
5000 175
200
250
4000
300
350
3000 400
2000
1000
2 P03
1000 3000 5000 7000 9000 11000 13000 15000 Engine power kW
Optimum propeller diameter – open propeller 13 knots
03.28
MAN Diesel & Turbo
1690705-9.0
200010 Project planning data Page 2 (2)
L21/31
FOUR–Stroke standard propulsion programme – open propeller
Engine Gearbox Gearbox Propeller Hub Propeller Shaft Blade Coupling

type series type speed type diameter diameter Mass flange ODG
[rpm] [mm] [mm] [kg] type
37VO11 270 VBS 640 2350 188 176 ODG180

6L21/31 AMG11EV 46VO11 218 VBS 640 2600 202 201 ODG180
1290 kW 52VO13 190 VBS 740 2800 211 221 ODG200

AMG16EV 60VO13 167 VBS 740 3000 218 255 ODG200
37VO11 270 VBS 640 2500 198 212 ODG180

7L21/31 AMG11EV 46VO11 218 VBS 740 2750 212 243 ODG200
1505 kW 52VO13 190 VBS 740 2950 220 266 ODG200

AMG16EV 60VO13 167 VBS 860 3150 230 315 ODG225
36VO16 278 VBS 640 2550 204 239 ODG180

8L21/31 AMG16EV 46VO16 218 VBS 740 2850 219 282 ODG200
1720 kW 52VO13 190 VBS 740 3050 230 304 ODG225
60VO13 167 VBS 860 3250 240 348 ODG225
36VO16 278 VBS 740 2600 212 265 ODG200

9L21/31 AMG16EV 46VO16 218 VBS 740 2900 230 310 ODG225
1935 kW 52VO27 194 VBS 860 3100 237 354 ODG225

AMG28EV 56VO28 182 VBS 860 3200 242 367 ODG225
The propeller is calculated according to LRS, No Ice with high skew.
FOUR–Stroke standard propulsion program – ducted propeller
Engine Gearbox Gearbox Propeller Hub Propeller Shaft Blade Coupling Bollard
type series type speed type diameter diameter Mass flange ODG Pull
[rpm] [mm] [mm] [kg] type [Tons]
37VO11 270 VBS 640 2250 188 159 ODG180 23.5

6L21/31 AMG11EV 46VO11 218 VBS 640 2550 202 193 ODG180 25.9
1290 kW 52VO13 190 VBS 740 2750 211 216 ODG180 27.4
AMG16EV 60VO13 167 VBS 740 3000 218 243 ODG200 29.0
37VO11 270 VBS 640 2350 198 188 ODG180 26.7

7L21/31 AMG11EV 46VO11 218 VBS 740 2650 212 224 ODG200 29.4
1505 kW 52VO13 190 VBS 740 2850 220 246 ODG200 31.0
AMG16EV 60VO13 167 VBS 860 3150 230 290 ODG225 32.8
36VO16 278 VBS 640 2400 204 210 ODG180 29.4

8L21/31 AMG16EV 46VO16 218 VBS 740 2750 219 254 ODG200 32.8
1720 kW 52VO13 190 VBS 740 2950 230 281 ODG225 34.7
60VO13 167 VBS 860 3200 240 330 ODG225 36.6
36VO16 278 VBS 640 2450 212 230 ODG200 32.3

9L21/31 AMG16EV 46VO16 218 VBS 740 2800 230 283 ODG225 36.0
1935 kW 50VO27 194 VBS 740 3000 237 311 ODG225 37.9
AMG28EV 56VO28 182 VBS 860 3150 242 345 ODG225 39.0
The propeller is calculated according to LRS, No Ice, with low skew.
03.28
MAN Diesel & Turbo
1690706-0.1
Page 1 (2) Propeller Layout Data 200010
L21/31
L27/38
Project : _______________________________________________________
Type of vessel : _______________________________________________________
S W I
D
For propeller layout please provide the following information:
1. S : ________ mm W : ________ mm I : ________ mm (as shown above)

D : ________ mm
2. Stern tube and shafting arrangement layout
3. Stern tube mountings: Epoxy mounted ___ or interference fitted ___
4. Propeller aperture drawing
5. Copies of complete set of reports from model tank test (resistance test, self-propulsion test and
wake measurement).
In case model test is not available section 10 must be filled in.
6. Drawing of lines plan
7. Classification society: _______________ Notation:_________
Ice class notation : _______________
8. Maximum rated power of shaft generator : __________ kW
9. To obtain the highest propeller efficiency please identify the most common
service condition for the vessel:
Ship speed : __________ kn. Engine service load : __________ %
Service/sea margin : __________ % Shaft gen. service load : __________ kW
Draft : __________ m
04.50
MAN Diesel & Turbo
1690706-0.1
200010 Propeller Layout Data Page 2 (2)
L21/31
L27/38
10. Vessel Main Dimensions (Please fill-in if model test is not available)
Symbol Unit Ballast Loaded

Length between perpendiculars LPP m
Length of load water line LWL m
Breadth B m
Draft at forward perpendicular TF m
Draft at aft perpendicular TA m
Displacement s m3
Block coefficient (LPP) CB -
Midship coefficient CM -
Waterplane area coefficient CWL -
Wetted surface with appendages S m2
Centre of buoyancy forward of LPP/2 LCB m
Propeller centre height above baseline H m
Bulb section area at forward perpendicular AB m2
11. Comments : _____________________________________________________________
_________________________________________________________________
_________________________________________________________________
_________________________________________________________________
Date:_________________________ Signature:___________________________
04.50
MAN Diesel
1690707-2.0
Page 1 (1) Propeller clearance 200010
L21/31
To reduce emitted pressure impulses and vibrations aft body and large variations in wake field causes the
from the propeller to the hull, MAN B&W Alpha upper values to be used.
recommend a minimum tip clearance as shown
in fig 1. In twin-screw ships the blade tip may protrude below
the base line.
For ships with slender aft body and favourable inflow
conditions the lower values can be used whereas full
Hub Dismantling High skew Non-skew Baseline

of cap propeller propeller clearance
X mm Y mm Y mm Z mm
VBS 640 210
VBS 740 225 15-20 % of D. 20-25 % of D. Minimum 50-100
VBS 860 265
Fig 1 Recommended tip clearance
03.30
MAN Diesel & Turbo
1690708-4.1
Page 1 (1) Direction of rotation 200010
L21/31
L27/38
Definitions This solution will normally give the propellers the
highest efficiency, because the flow around the stern
The direction of rotation is defined seen from aft. The of most vessels will favour this direction of rotation.
normal direction is anticlockwise for the propeller.
Opposite rotating direction can also be supplied by However, it is not possible to give an opinion con-
changing direction of the engine. cerning this, unless model tests are carried out for
the specific vessel.
Twin-screw propulsion plants The configuration in fig 2 is recommended for ice-

breakers, river craft or the like, which operate in areas
The direction of rotation of the propellers for twin- prone to dunnage, trees, ice etc floating in the water.
screw propulsion plants can be chosen in two ways,
as shown in fig 1 and fig 2. Outward turning propellers will tend to throw out
foreign matter rather than wedging it in.
Usually, we recommend the propellers to turn towards
each other at the top.
PS SB PS SB
port side starboard port side starboard
Fig 1 Inward turning propellers Fig 2 Outward turning propellers
04.46
MAN Diesel & Turbo
3700068-8.1
Page 1 (7) Propeller Operation 200010
General
Operating range for controllable-pitch propeller
Engine output [%] Torque , BMEP [%]

110 100
1 Load limit MCR
2 Recommended combinator curve
100 90
3 Zero thrust
90
80
80
70
70
60
60
1 50
50
2
40
40
Range II
Range I 30
30
20
20
3
10 10
0
40 50 60 70 80 90 100 110
Engine speed [%]
Fig 1 Operating range for controllable-pitch propeller
11.07 - Tier II
MAN Diesel & Turbo
200010 Propeller Operation 3700068-8.1

Page 2 (7)
General
Rated output/operating range Acceleration/load increase
Maximum continuous rating (MCR) The engine speed has to be increased before in-
creasing the propeller pitch (see Fig 2, Example to
Range I: Operating range for continuous operation. illustrate the change from one load step to another).
Range II: Operating range which is temporarily ad- Or if increasing both synchronic the speed has to be
missible e.g. during acceleration and manoeuvring. increased faster than the propeller pitch. The area
above the combinator curve should not be reached.
The combinator curve must keep a sufficient distance
to the load limit curve. For overload protection, a load Deceleration/unloading the engine
control has to be provided.
The engine speed has to be reduced later than the
Transmission losses (e.g. by gearboxes and shaft propeller pitch (see Fig 2, Example to illustrate the
power) and additional power requirements (e.g. by change from one load step to another).
PTO) must be taken into account.
Or if decreasing both synchronic the propeller pitch
has to be decreased faster than the speed. The area
General requirements for propeller pitch above the combinator curve should not be reached.
control
Windmilling protection
Pitch control of the propeller plant
If a stopped engine (fuel admission at zero) is being
For mechanical speed governors turned by the propeller, this is called "windmilling".The
permissible period for windmilling is short, because
As a load indication a 4–20 mA signal from the en- windmilling can cause, due to poor lubrication at
gines admission teletransmitter is supplied to the low propeller speed, excessive wear of the engines
propeller control system. bearings.
For electronic speed governors Single-screw ship
As a load indication a 4–20 mA signal from the en- The propeller control has to ensure that the windmill-
gines electronic governor is supplied to the propeller ing time is less than 40 sec.
control system.
Multiple-screw ship
General
The propeller control has to ensure that the windmill-
A distinction between constant-speed operation and ing time is less than 40 sec. In case of plants without
combinator-curve operation has to be ensured. shifting clutch, it has to be ensured that a stopped
engine won't be turned by the propeller.
Combinator-curve operation:
The 4–20 mA signal has to be used for the assignment (Regarding maintenance work a shaft interlock has
of the propeller pitch to the respective engine speed. to be provided for each propeller shaft.)
The operation curve of engine speed and propeller
pitch (for power range, see Fig 1, Operating range
for controllable-pitch propeller) has to be observed
also during acceleration/load increase and unloading.
11.07 - Tier II
MAN Diesel & Turbo
3700068-8.1
General
Engine output [%]
1 Load limit
2 Recommended combinator curve MCR
3 Zero thrust
Detail:
decreasing load
1st Pitch
1
(load)
2nd Speed
2
Detail:
increasing load
2nd Pitch
(load)
1st Speed
Load steps
Engine speed [%]
Fig 2 Example to illustrate the change from one load step to another
11.07 - Tier II
MAN Diesel & Turbo

Page 4 (7)
General
Binary signals from engine control Acceleration times
Overload contact Acceleration times for controllable pitch-pro-

peller plants
The overload contact will be activated when the en-
gines fuel admission reaches the maximum position. Notes on design
At this position, the control system has to stop the
increase of the propeller pitch. If this signal remains For remote controlled propeller drives for ships
longer than the predetermined time limit, the propeller with unmanned or centrally monitored engine room
pitch has to bo decreased. operation, a load programme has to be provided for
the engines. Within the scope of the remote control
Operation close to the limit curves (only for electronic system (for the pitch adjustment of the controllable
speed governors) pitch propeller or reversing and load application of
the engine).
This contact is activated when the engine is ope-rated
close to a limit curve (torque limiter, charge air pres- This programme serves to protect the preheated
sure limiter ....). When the contact is activated, the engine(s) (lube oil temperature ≥ 40oC and fresh
propeller control system has to keep from increasing water temperature ≥ 60oC) against excessive thermal
the propeller pitch. In case the signal remains longer stresses, increased wear and exhaust gas turbidity,
than the predetermined time limit, the propeller pitch when the engines are loaded for the first time – pos-
has to be decreased. sibly up to the rated output.
Propeller pitch reduction contact In case of a manned engine room, the engine room
personnel is responsible for the soft loading se-
This contact is activated when disturbances in engine quence, before control is handed over to the bridge.
operation occur, for example too high exhaust-gas
mean-value deviation. When the contact is activated, The lower time limits for normal and emergency ma-
the propeller control system has to reduce the propel- noeuvres are given in our diagrams for application
ler pitch to 60% of the rated engine output, without and shedding of load. We strongly recommend that
change in engine speed. the limits for normal manoeuvring will be observed
during normal operation, to achieve trouble-free
Distinction between normal manoeuvre and engine operation on a long-term basis. An automatic
emergency manoeuvre change-over to a shortened load programme is re-
quired for emergency manoeuvres.
The propeller control system has to be able to distin-
guish between normal manoeuvre and emergency The final design of the programme should be jointly
manoeuvre (i.e., two different acceleration curves determined by all the involved parties, considering
are necessary). the demands for manoeuvring and the actual service
capacity.
MAN Diesel & Turbo's guidelines concerning
acceleration times and power range, see page Please note that the time constants for the dynamic
4 and page 1. behaviour of the prime mover and the vessel are in
the ratio of about 1:100. It can be seen from this that
an extremely short load application time generally
don't lead to an improvement in ships manoeuvring
behaviour (except tugs and small, fast vessels).
11.07 - Tier II
11.07 - Tier II
Fig 3
Page 5 (7)
3700068-8.1
ASTERN AHEAD
MAN Diesel & Turbo
FULL ASTERN STOP FULL AHEAD

STOP to FULL AHEAD
to STOP to FULL ASTERN to STOP
100
90
Emergency Manoeuvre
Control lever setting / propeller pitch

80
70
60
Normal Manoeuvre
50
40
Engine rating [%]

30
Propeller Operation
20
10
0
1 0 2 1 0 0 1 2 3 4 5 6 7 8 9 10 0 1 2
Time in minutes Time in minutes
Time [min] with preheated engine (lube oil temperature minimum 40°C, cooling water temperature minimum 60°C)
Engine speed should generally rise more quickly than propeller pitch when loading and fall more slowly when unloading the engine.
200010
General
MAN Diesel & Turbo

Page 6 (7)
General
Operating range for fixed-pitch propeller
Single shaft vessel

Engine output [%] Torque, BMEP [%]

110 100
100 90
1 Load limit Range II

90 2 Load limit Range I 80
3 Theoretical propeller curve
80 4 Design of propeller (FP)
70
70
4(FP) 60
3
2
60 1
50
50
Range II
40
40
30
30
Range I 20
20
10 10
106
103,5
0
30 40 50 60 70 80 90 100 110
Engine speed [%]
Fig 4 Operating range for fixed-pitch propeller
11.07 - Tier II
MAN Diesel & Turbo
3700068-8.1
General
• Maximum continuous rating (MCR), fuel stop The propeller design depends on type and applica-
power tion of the vessel. Therefore the determination of the
installed propulsive power in the ship is always the
• Range I exclusive responsiblity of the yard.
Operating range for continuous service subject Determining the engine power: The energy demand
to a propeller light-running of 1.5–3%. It should or the energy losses from all at the engine additionally
be aimed at the lower value. attached aggregates has to be considered (e.g. shaft
alternators, gearboxes).That means, after deduction
• Range II (torque limit) of their energy demand from the engine power the
remaining engine power must be sufficient for the
Operating range which is temporarily admissible required propulsion power.
e.g. during acceleration, manoeuvring.
Note!
• Theoretical propeller curve
Type testing of the engines is carried out at 110%
Applies to a fully loaded vesel after a fairly long rated output and 103% rated engine speed.
operating time and to a possible works trial run
with zero-thrust propeller.
• FP
Design range for fixed-pitch propeller. A new pro-

peller must be designed to operate in this range.
Attention!
Engine operation in a speed range between

103% and 106% is permissible for maximum
1 hour!
11.07 - Tier II
MAN Diesel & Turbo 227000
The stern tube is designed to be installed from aft. It is of welded construc-
XXX
Fitting stern tube - oil lubricated
tion and machined. A 5 mm fitting allowance is left for final installation
machining.
The stern tube is delivered with stern tube liners fitted. Guard, alignment
/ welding ring, sealing flange, adapter ring, oilbox, gaskets, bolts, gravity
tank and valves are also included in the supply.
Installation
The stern tube must be fitted with a tight fit. The propeller boss is measured
and the stern tube is finished with an interference of 0.02 - 0.05 mm.
If the bore in the boss is rough or out of round then the bore should be
lighter. The contact face of the boss for the stern tube flange has to be flat
and square to shaft line, so a leak-proof assembly is obtained. The bore
is chamfered.
The stern tube with gasket is pressed into position, the oil grooves of the
stern tube bearings being in horizontal position.
The alignment / welding ring and the sealing flange is fitted on the forward
end of the stern tube. The adapter ring is mounted on the forward end of
the stern tube, and the oilbox is mounted to.
The installation length for the stern tube is checked - it should not deviate
by more than S-dimension ± 5.0 mm
Molykote GN is applied to the bolts before tightening in to the required
torque.
Bearing temperature sensors may be required by more of the classification
societies, and fitted in the stern tube.
type Mk.5
Propeller
2005-03-07
Description
S
Product
Alpha
Fig 1 Assembled stern tube - oil lubricated
Doc-ID: 1690709-6.1 1 (3)

MAN Diesel & Turbo
Pressing force for stern tube

The following formula can be used for calculating of the approx. force
required:
F=
(p × E × m)
2
( 2
× L 1 – (d/D) × U)

F = Pressing force in Newton

E = 210,000 N/mm2
m = 0.15 (steel/steel)
d = Inside diameter at the stern tube (mm)
D = Outside diameter at the stern tube (mm)
L = Total length of the carrying outside diameter of the stern tube (mm)
U = Interference fit between the inside diameter of the stern boss and
the outside diameter of the stern tube
Stern Boss
1 2 3 4 5 6 7 8 9
1. Stern tube
2. Gasket
Oil groove 3. Alignment/Welding ring
4. Sealing ring
Alpha Propeller Mk.5
5. Sealing flange
6. Gasket
7. Adapter ring
2005-03-07
Description
8. Gasket
Seen from A 9. Oilbox
2 (3) Doc-ID: 1690709-6.1

MAN Diesel & Turbo
Epoxy chocks
XXX
Stern tube and oil box may be located in epoxy resin but precautions to
provide adequate cooling of the stern tube may be necessary.
The use of epoxy resin has to be acceptable to the owner and MAN Diesel
& Turbo, whilst the installation and design have to be approved by the clas-
sification society involved.
Maintenance
The stern tube requires no maintenance, but care should be taken that the
lubricating oil is not contaminated by water or impurities. With good lubri-
cation the life of the white-metal bearings can be 100,000 hours or more.
The max permissible wear is 1.5 mm.
The clearance of a new stern tube bearing is indicated in the table below
where A = shaft diameter and D = inside diameter of stern tube bearing.
A = 100 – 200 mm
D = A + 0.5 –+ 00.05
A = 201 – 300 mm
D = A + 0.6 –+ 00.05
A = 301 – 400 mm
D = A + 0.7 –+ 00.05
A = 401 – 500 mm
D = A + 0.8 –+ 00.15
A = 501 – 600 mm
D = A + 0.9 –+ 00.15
Stern tube liners delivered separately

When supplying loose stern tube liners they have to be fitted with the fol-
lowing press fit:
Outside diameter liner 100-300 300-700
Interference +0.02 to +0.03 to
+0.03 +0.05
type Mk.5
Propeller
2005-03-07
Description
Product
Alpha
Doc-ID: 1690709-6.1 3 (3)

Stern tube with epoxy resin
Epoxy mounted stern tube

The stern tube can be installed with epoxy resin. See fig 1. Precautions have
to be taken in order to provide sufficient cooling of the stern tube bearings.
The forward end of the stern tube is supported by an alignment ring which
is to be welded to the forward end of the propeller boss. It is not necessary
to secure the oil box with epoxy resin, while it is supplied with a combined
welding/alignment ring.
The area and the surface pressure on the resin must be calculated from
case to case.
The casting must be in accordance with the recommendations of the epoxy
supplier.
Fig 1
Stern tube
Boss - Yard supply

Oil box
Alignment
ring
Stern tube with epoxy resin Alpha Propeller Mk.5

2011-06-06
Description
Doc-ID: 1690710-6.2 1 (1)

MAN Diesel
1690711-8.0
Page 1 (1) Stern tube 227000
L21/31
Standard liners Sensors for bearing temperature can be mounted, if

required.
The stern tube is provided with forward and aft white-
metal liners, fig 1. A thermometer for the forward bearing is standard
delivery see “Sensors in stern tube”.
AFT diameter A B C FORE diameter D E F

of tailshaft mm mm mm of tailshaft mm mm mm
188 258 254 414 178 248 244 142
198 268 264 436 188 258 254 150
202 282 278 444 192 262 258 154
204 284 280 449 194 264 260 155
211 291 287 464 201 281 277 161
212 292 288 466 202 282 278 162
218 298 294 480 208 288 284 166
219 299 295 482 209 289 285 167
220 300 296 484 210 290 286 168
230 310 306 506 220 300 296 176
237 317 313 521 227 307 303 182
240 320 316 528 230 310 306 184
242 322 318 532 232 312 308 186
Fig 1 Stern tube white−metal liners
03.30
MAN Diesel & Turbo
1690713-1.0
L21/31
L27/38
Optional liners These are used mostly when the stern tube is wa-
ter lubricated. Some types can also be used for oil
We have several years of experience in installing lubricated stern tubes.
other types of stern tube arrangements.
Where required, the propeller plant can be equipped

with rubber liners for sea water lubricated stern tube,
see fig 1.
Cooling water
2 P10-AMG28E
Fig 1 Water lubricated stern tube − example
03.30
MAN Diesel & Turbo
1690714-3.1
L21/31
L27/38
Sensors in stern tube
The propulsion plant is equipped with a number The sensors are designed for replacement without
of sensors which via the alarm plant warn against redrawing of shaft.
abnormal operating conditions which may lead to
breakdown. On/off sensors are usually connected in such a way
that in case of alarm the switch will break, ie they are
The sensors can be either of the on/off type or analog, prepared for connection to a “closed circuit” alarm plant.
depending on the alarm plant.
Cable pipe
Support pipe for
View B-B cable pipe, located
between fore and
aft bearing
A
Cable pipe
Pt 100 sensor-TE3952 Aft stern tube Terminal box

(option) bearing
TI3951-
View A-A Thermometer
B
2 P17
Pt 100 sensor-
B TE3951 (option)
Fig 1 Sensors in stern tube − example
05.46
MAN Diesel & Turbo
1690715-5.0
L21/31
L27/38
Seals
As standard, the stern tube is provided with forward Optionally split seals, face seals and pollution free
and aft stern tube seals of the lip ring type with three seals can be supplied on request.
lip rings in the aft seal and two lip rings in the forward
seal, fig 2.11.
2032418-7.0
Aft stern tube seal Fore stern tube seal
Fig 2.11 Stern tube seals
03.30
MAN Diesel & Turbo
1690716-7.0
L21/31
L27/38
Net cutter and net pick−up
To avoid fishing lines and nets being wound−up by

the rotating propeller and causing damage to the
stern tube seal, two precautions can be taken.
By installing net cutters, a first barrier which will try to

cut the net and line into smaller pieces is established.
The net cutters consist of 4 knives (fig 1 and 3) which

are welded to the non-rotating boss tube of the stern
2 P14
and overlap the rotating part of the propeller.
Depending on the direction of rotation the knives Fig 2 Net pick−up

o
should be installed angled 12−15 to the shaft axis
o
and positioned 90 apart.
A second barrier may be applied by installing a net Installation

pick-up (fig 2) which will wind−up the net before it
reaches the stern tube seal, in case the lines are Installation of propeller equipment into the ship’s
able to pass the net cutters. The pick-up is placed hull shows many different solutions depending on
under the protection cover at the fore-end of the installation requirements from the ship yard and the
propeller hub. ship owners operational demands.
We have the expertise and knowledge of all the

different possible stern tube installations to meet
specific wishes and requirements.
12-15°
12-15°
2 P12
Fig 1 Net cutter knives Fig 3 Net cutter knives

anti clockwise propeller rotation clockwise propeller rotation
03.30
MAN Diesel & Turbo
1690717-9.0
L21/31
L27/38
Cover tubes for twin-screw vessels
Different combinations of cover tube designs can be

supplied on request. See example fig 1.
Propeller side Gearbox side
See detail
A-bracket
Guide for covertube Sterntube

2 P15
Fig 1 Cover tube design
03.30
MAN Diesel
1690718-0.0
Page 1 (2) Oil systems 227000
L21/31
L27/38
Servo oil system
2056754-7.0
Fig 1 Oil diagram
03.31
MAN Diesel
1690718-0.0
227000 Oil systems Page 2 (2)
L21/31
L27/38
Item Description During the engaging process of the multi disc
clutch the following controlling devices have to be
7 Proportional valve delayed for 15 sec.
8 Servo valve PSL
8a Control pressure max setting 2231 Operator pressure low, stand by pump start
8b Control pressure max relief PT
Operator pressure low, alarm
2221
9 Clutch oil valve
PSL
10 Max system pressure 2222 Operator pressure high, coupling autom. off
11 Non return valve
12 Trip le filter
13 Non−return valve Parts and piping to be supplied
14 Lub oil back pressure valve and mounted by yard.
15 Lub oil cooler
17 4/2 way valve clutch All pipes installed by the yard must
18 Accumulator be free of all foreign parts and forging scales.
20 El-motor
21 Oil stand−by pump
22 Built on pump Connections:
24 Excess flow check valve
25 Magnetic prefilter E6 Cooling water inlet
26 Flow reduction valve E7 Cooling water outlet
27 Shaft brake P1 Stand-by pump inlet
29 For oil filling P2 Stand-by pump outlet
44 Measuring connection
48 Isolating valve
49 Testing connection
03.31
MAN Diesel & Turbo
1690719-2.1
L21/31
L27/38
Stern tube lub oil system
In order to prevent sea water penetration, the system piping connections, and a flange where a level alarm
is kept under static pressure by the gravity tank placed (LSL3954) can be mounted.
above normal load water line in accordance with the
stern tube seal manufacturer’s recommendations.
The gravity tank in fig 1 is equipped with level glass,
Level alarm low
Gravity tank for

stern tube,
capacity : 75 l
Venting
tank
H
Pressure control system for outboard seal.

Load water line
"Optional" Simplex SC2000 - 400 and larger. BWL
Oil tank for outboard
seal, capacity: 30 l
Max
Pressure control
oil to chamber II Min
IN THE AFT SEAL.
TANK
BWL
Overflow
To be closed
H
H
in dry-dock
Sectional view
of oil box
C.L. prop. shaft
Connections for temperature

sensor for aft bearing
See formula in the manual for the stern
Oil in tube seal for calculation of H TANK
Drain
Lubricating oil system for stern tube
Fig 1 Lub oil diagram
05.17
MAN Diesel & Turbo
1690720-2.1
L21/31
L27/38
Oil tank for forward seal
The oil tank fig 1 is equipped with level glass and

piping connections.
Max. level Oil tank for inboard

seal, capacity: 15 l
Min. level
500 - 600
Oil system for inboard stern tube seal
Fig 1 Sectional view of inboard stern tube seal
05.17
MAN Diesel & Turbo
1696464-6.0
Page 1 (1) Oil specification for Alpha CPP-systems 227000
L21/31
L27/38
General information Note II: In case of continuous operation in cold wa-
ters, it is recommended to use ISO VG100/SAE30
For both the servo oil system (only VBS-types) as oil for the system.
well as the stern tube/shaft seal system, only single
grade mineral oil is accepted. Note III: For the servo oil system, permitted con-
tamination class is 10 (NAS1638), 21/19/16
(ISO4406:1999), 11 (SAE AS4059:D) and recom-
Viscosity limits mended filtration rating is10-20 µm.
For both systems the maximum water content is
The kinematic viscosity @ 40°C of the oil used must 5%.
be in the range 80 - 200 cSt according to ISO.
Note IV: Normally it will be possible to choose an
oil,which fulfils the demands for both the CPP sys-
ISO & SAE classification tem, the engine and/or the gearbox.
ISO Viscosity Grade 100 & 150 (90 - 165 cSt) as

well as SAE 30 & 40 (approx 80 - 200 cSt) is ac- IMPORTANT
cepted. A mix of these two viscosity grades is also
accepted. In the contractual warranty period for the CPP
equipment, the oil used must fulfil the above speci-
fications. Any deviation will only be allowed provid-
Notes ed a written acceptance is given by MAN Diesel.
Further we undertake no responsibility for difficul-
Note I: The oil for the stern tube/shaft seal system ties that might be caused by the oil itself.
must be chosen also in accordance with the ap-
proved oil list from the shaft seal manufacturer/sup-
plier.
09.28
MAN Diesel & Turbo
1690721-4.0
L21/31
L27/38
Lubricating oil system All our propellers with seals of the lip ring type op-
erate on lub oil type SAE 30 or SAE 40 − usually
The stern tube and hub lubrication is a common the same type of lubricating oil as used in the main
system. The stern tube is therefore kept under static engine and reduction gear.
oil pressure by a stern tube oil tank placed above
sea level, see fig 1. In case of operating in cold waters it is recommended
to use SAE 30 lub oil.
Oil tank forward seal

Stern tube oil
tank
Lip ring seals

2 P16-AMG28E
Fig 1 VBS − Lub oil system
03.31
MAN Diesel & Turbo
1690722-6.1
Page 1 (2) Propeller shaft and coupling 219000
L21/31
L27/38
Propeller shaft and coupling
The propeller hub and shaft are supplied assembled, L = 450 shaft diameter (mm)
with the aft seal fitted, fig 1.
L : maximum bearing distance
The propeller blades can be supplied fitted depending
on propeller size and transport facilities. For twin screw ships with open shaft line arrange-
ment supported by struts the distance between the
The tailshaft can only be installed from the aft end. aft and second aft bearing should not exeed 20 times
the shaft diameter.
Standard tailshafts can be supplied up to a length
of 14 m, longer on request. In plants with long shaft- For easy alignment of the propeller shaftline, align-
lines, the max distance between the intermediate ment calculations are made and a drawing with
journal bearings can be estimated by means of the instructions is supplied for all propulsion plants.
following formula provided the propeller speed is
below 350 r/min.
Wear-ring
O-ring
Fig 1 Propeller hub/shaft mounting
04.50
MAN Diesel & Turbo
1690722-6.1
219000 Propeller shaft and coupling Page 2 (2)
L21/31
L27/38
Hydraulic coupling flange For assembling or dismantling we recommend to use
SAE30 oil.To facititate mounting at low temperatures,
o
The flange diameter of the coupling matches the the coupling can be heated to approx 20 C.
counter part of the gearbox flange. This type of
coupling uses a special shrink fitted mounting. High
pressure oil of more than 2,000 bar is injected be- Special shaft arrangements
tween the muff and the coupling flange by means
of the injectors. By increasing the pressure in the We have several years of experience in special shaft
annular space C, with the hydraulic pump, the muff arrangements:
is gradually pushed up the cone.
Pendulum ferries
Longitudinal placing of the coupling flange as well Supply and anchor handling vessels
as final push−up of the muff is marked on the shaft Sailing ships
and muff. Ferries
Injectors
Venting
screw Muff
100 mm
A ....
A ....
Mark on shaft
Distance for push-up

stamped on coupling
muff
Hydr. pump
Fig 2 Fitting hydraulic coupling flange - Type ODG
04.50
MAN Diesel
1690723-8.0
Page 1 (1) Intermediate shaft 223000
L21/31
Fig 1 Intermediate shaft - example
03.31
MAN Diesel & Turbo
1690725-1.0
Page 1 (2) Propeller nozzle 1217000
L21/31
L27/38
General information Fixed nozzle
Nozzles offer many advantages for tugs and trawlers The nozzle and struts must be orientated relative
or whenever high thrust at low speed is required. We to the general water flow behind the hull in order to
have supplied hundreds of nozzles, both fixed and reduce drag and optimize propulsion. Furthermore
steering nozzles. A special propeller blade design the struts must be fitted to allow free flow around the
is supplied with the nozzle. whole surface of the nozzle.
A correctly mounted nozzle will have a favourable Behind a V−shaped afterbody, the nozzle should be
o
influence on propeller induced vibrations, as the tilted 2−3 relative to the baseline with the forward
nozzle has an equalizing effect on the wake field end downward to suit the flow to the nozzle, fig 1.
round the propeller. Furthermore ducted propellers
are lower loaded than open propellers contributing As the propeller shaft very often has an aft inclina-
to a lower vibration level. tion in proportion to the baseline, the relative tilting
between the nozzle and the propeller shaftline is
Design and classification approval of the nozzle increased. This has no negative influence on the
support structure is the responsibility of the yard, propulsion performance providing the angle does
o
but some general recommendations are given in not exceed 5−7 .
the following.
Pivot point
Engine
inclination
Max 5-7 °
2 P05 -AMG28E
2-3°
Fig 1 Fixed nozzle - uncovered struts
03.31
MAN Diesel & Turbo
1690725-1.0
1217000 Propeller nozzle Page 2 (2)
L21/31
L27/38
With the propeller blade in a vertical downward posi- Structurally, the side struts are cut through the shell
tion, and set at zero pitch, it is possible for the blade plating and connected to the hull framing. The shell
tip to be outside the stainless steel belt within the plating should be strengthened locally.
nozzle. This is acceptable because the tip moves
astern into the stainless steel zone, when “Ahead” The upper nozzle support might be constructed as
pitch is applied. a closed streamlined box as shown on fig 2 or with
sidestruts in V−form.
Cavitation in the lower part of the nozzle can normally
be disregarded, due to the improved water flow and During construction of the nozzle attachment, it
pressure head available in this area. is important to realize that not only strength and
reliability purposes have to be observed, but the
The position of the nozzle should have sufficient hydrodynamic performance as well. Providing ample
space for dismantling of the propeller blades and shaft. clearance between hull and nozzle reduces the thrust
deduction and improves the propulsion.
The nozzle is prepared for mounting with struts.
Width of nozzle Struts
Pivot point
Space for d ismantling
CL Propeller shaft
Max
6-7°
CL Nozzle
2 P06 -AMG28E
Fig 2 Fixed nozzle - struts in streamlined box
03.31
MAN Diesel
1690726-3.0
Page 1 (1) Propller nozzle 1217000
L21/31
Standard dimensions Fixed nozzle L/D = 0.5
The fixed nozzle can be supplied in two standard Nozzle Prop. D D L Weight Weight-
lengths, either 0.4 or 0.5 x propeller diameter,ac- type diam. min. max. approx less
cording to application. FD buoyancy
mm mm mm mm Kg Kg
Standard fixed nozzles are normally 0.4 x propeller 2230 2200 2370 2695 1100 2800 1190
diameter as propellers for geared propulsion systems 2330 2300 2475 2815 1150 2930 1245
are relatively low loaded. 2430 2400 2583 2936 1200 3060 1300
2530 2500 2690 3057 1250 3320 1340
2580 2550 2740 3115 1275 3520 1420
Fixed nozzle L/D = 0.4 2680 2650 2850 3240 1325 3960 1600
2780 2750 2995 3360 1375 4580 1920
Nozzle Prop. D D L Weight Weight- 2880 2850 3060 3480 1425 4800 1960
type diam. min. max. approx less 2930 2900 3115 3540 1450 5100 2000
FD buoyancy 3030 3000 3220 3660 1500 5450 2050
mm mm mm mm Kg Kg 3130 3100 3330 3780 1550 5850 2080
2230 2200 2335 2600 80 1950 805 3230 3200 3400 3880 1600 6340 2100
2330 2300 2440 2710 920 2040 840 3280 3250 3450 3940 1625 6440 2130
2430 2400 2550 2830 960 2125 870 3380 3350 3590 4090 1675 6900 2150
2530 2500 2660 2950 1000 2210 905 3480 3450 3695 4210 1725 7105 2200
2580 2550 2710 3000 1020 2300 940 3580 3550 3800 4330 1775 7300 2275
2680 2650 2810 3130 1060 2500 1015
2780 2750 2920 3240 1100 2800 1050 For higher loaded propellers and fluctuations in wake
2880 2850 3020 3360 1140 2950 1075 field it may be recommendable to use nozzle 0.5 x
2930 2900 3080 3420 1160 3000 1100 propeller diameter.
3030 3000 3180 3530 1200 3375 1105
3130 3100 3285 3560 1240 3490 1110
3230 3200 3390 3770 1280 3600 1150
3280 3250 3450 3820 1300 4025 1165
3380 3350 3550 3940 1340 4150 1200
3480 3450 3650 4060 1380 4350 1350
3580 3550 3760 4180 1420 4900 1350
Fig 1 Fixed nozzle
03.31
Reduction gear
3000
MAN Diesel & Turbo
1696462-2.1
Page 1 (1) Project Planning Data - AMG 28 332000
L21/31, L27/38
General Design Data - AMG28EV
Built on servo oil pump, flow 255-305 L/min
Min./ max. oil level, gear housing 250/300 litre

Stand-by pump, pressure 75 Bar
Stand by pump, capacity 180 l/min
Nom. temperature range for thrust bearing 55-70 °C

Nom. temperature range for journal bearing 50-70 °C
Nom. temperature range for lub oil (outlet from cooler) 40-50 °C
Alarm limit, thrust bearing temperature 75 °C

Alarm limit, journal bearing temperature 75 °C
Alarm limit, lub oil pump temperature 60 °C
Alarm limit, lub oil pressure 0.5 Bar
Alarm limit, clutch oil pressure 16 Bar
Max. propeller thrust 350 kN

Thrust shaft flange diameter ø575 mm
Thrust bearing type TILTING-PAD
Center distance, gear wheels 700/690 mm
Servo piston, stroke (Not for EV-version) 200 mm
Servo piston, diameter (Not for EV-version) ø560 mm
Soft clutch-in: - Pressure in oil accumulator 2 Bar
- Time for built-up pressure at clutch-in 6-8 Sec.
REQUIREMENTS FOR INSTALLATION
Foundation bolts 12xø24/M24

Adjusting foundation screws 4xM24
Chocks thickness 25-50 mm
Suction pipe, stand-by pump DN65
Pressure pipe, stand-by pump DN50
Oil content at alarm 220 litre

Oil cooler type PF-20-1P L=800
- Water connection DN80
- Water flow 30 m3 / h
- Water temperature inlet (maximum) 42 °C
Weight approx (dry) 8500 kg
OPERATING DATA
Nom. lub oil pressure 3 Bar

Min./max. lub oil pressure 1.0-4.0 Bar
Nom. servo oil pressure (without pressure increase) 30 Bar
Max. servo oil pressure 60 Bar
Clutch oil pressure min./max. (optional) 6L21/31: 14-15 Bar 6L27/38: 18-20 Bar
7L21/31: 16-17 Bar 7L27/38: 21-23 Bar
8L21/31: 19-20 Bar 8L27/38: 24-27 Bar
9L21/31: 21-22 Bar 9L27/38: 27-30 Bar
11.49
MAN Diesel
1690727-5.0
Page 1 (1) Alpha Reduction Gear 332000
L21/31
General Information 3. Gear wheels for reduction of engine revolutions to

required propeller revolutions. The gear wheels are
Alpha Diesel launched the development of reduction single helical, made of special alloy steel, case
gearboxes in the late sixties and today more than hardened and ground, giving a high strength with
1200 gearboxes have been produced. low noise levels. All bearings in the gearbox are
pressure lubricated slide bearings.
The gearbox programme is specially designed for the
L21/31 propulsion engine and covers a power range 4. Thrust bearings for absorbing the propeller thrust
from 1290 kW to approx 1935 kW depending on the are integrated. Thrust bearings are with tilting pads
gearbox ratio. Standard reduction ratios ranges from to ensure full surface contact.
3.6 to 6.0.
5. As an option, the gearbox can be equipped with a
All reduction gearboxes are designed, manufactured built−on power take−off (PTO). The standard power
and approved in accordance with the rules of the take−off is of the primary type. This makes it
major Classification Societies. possible to use the PTO while the propeller is
disengaged, an advantage as the shaft alternator
can be used as main power source during stay in
Reduction gearbox port.
The AMG11EV, AMG16EV and AMG28EV reduction Nomenclature of the Alpha Reduction Gear:
gearboxes incorporates the following main functions:
AMG11EV Series designation
1. Clutch for engaging and disengaging the propeller AMG Alpha Module Gear
from the engine. The friction clutch is hydraulically
11 Gearbox series
actuated and is of the multiple disc type with
sintered plates. E Electro/hydraulic pitch control
As option the gearbox can be supplied without V For VBS-propeller
clutch.
2. Built−on servo system for controlling the VBS

propeller. Oil inlet to the propeller goes through the
gear output shaft.
03.31
MAN Diesel
1690728-7.0
Page 1 (3) Servo oil system 340000
L21/31
Servo oil system

2056754-7.0
Fig 1 Oil diagram
03.31
MAN Diesel
1690728-7.0
340000 Servo oil system Page 2 (3)
L21/31
Item Description The oil system (see fig 1) consists of three sytems
7 Proportional valve integrated in one: clutch, servo for pitch control and
8 Servo valve lub oil system. The oil system is protected by a double
8a Control pressure max setting full flow filter, which cartridge can be exchanged while
9 Clutch oil valve the gear is in service.
10 Max. system pressure
11 Non-return valve The propeller pitch is adjusted by an electrically
12 Triple filter controlled proportional valve. The exact position of
13 Non-return valve the propeller pitch is detected by a non−contacting
14 Lub oil back pressure valve magnetostrictive sensor which gives a precise and
15 Lub oil cooler safe feed−back signal and will allow no unintended
16 Thermostatic valve movement of the propeller pitch once the chosen
17 4/2 way valve clutch pitch has been set.
18 Accumulator
20 Electric motor Oil for pitch control is supplied to the propeller through
21 Oil stand-by pump an oil distributor ring placed in the forward end of the
22 Built on pump lower shaft.
24 Excess flow check valve
25 Magnetic prefilter Pressure controlled non−return valves built inside the
26 Flow reduction valve oil sleeve ensure that the actual pitch setting will be
27 Shaft brake kept also in case of failure in power supply.
29 For oil filling
44 Measuring connection The hydraulic system is designed for a max pressure
48 Isolating valve of 120 bar during manoeuvres, but the actual pressure
49 Testing connection required is normally considerably lower. The oil pres-
sure is automatically reduced by approx 25% to
maintain pitch once the desired setting has been
During the engaging process of the multi disc attained.
clutch the following controlling devices have to
be delayed for 15 sec,:
− by pump, item 21
Gear oil stand−
Operator pressure low, stand by pump start
Operator pressure low, alarm To ensure good suction conditions for the gear oil
stand-by pump (item 21), the pump should be placed
Operator pressure low, coupling autom off
as low as possible. The suction pipe should be as
short and with as few bends as possible in order to
prevent cavitation of the pump.
Parts and piping to be supplied
and mounted by yard.
Prefilter for the stand−by pump is integrated in the
gearbox suction line.
All pipes installed by the yard must
be free of all foreign parts and forging scales.
The gear pump also acts as a priming pump for the
gearbox prior to start.
Connections:
Design data:
E6 Cooling water inlet Capacity: See planning data
E7 Cooling water outlet Pressure: Max. 120 bar
P1 Stand-by pump inlet Start-up 30 bar
o
P2 Stand-by pump outlet Temperature: Max. 70 C
03.31
MAN Diesel
1690728-7.0
Page 3 (3) Servo oil system 340000
L21/31
Viscocity: Normal 40 − 60 cSt Gear oil cooler, item 15

Start-up 1000 cSt
The gearbox is supplied with a built-on oil cooler. The
cooler has only one element made of extruded mate-
NonAreturn valves, item 13 rial. This results in a very compact cooler. By use of
correct cooling liquid no cleaning or maintenance is
To facilitate automatic start-up of stand-by pumps, a needed.
non−return valve after the built−on pump and after the
stand−by pump is standard.
Oil quality
Pressure control valves, items 8, 9 and 14 Lubricating oil is the same as for the engine. SAE30
or SAE40 with FZG−class of minimum 11 can be
A valve block is mounted on the gearbox. The valve used.
block consists of a pressure control valve for clutch
oil (item 9), a pressure control valve for lubricating oil
(item 14) and a pressure control valve (item 8) for
servo oil.
03.31
Packing and
preservation
9000
MAN Diesel & Turbo
1699261-3.0 Dispatch condition of engine and reduction gear 912000

Page 1 (1)
from MAN Diesel
General
The engine and reduction gear are situated on Where storage is for 8 months or more, lubricating oil
wooden foundation, covered with tarpaulins and must be applied to each cylinder every six months,
equipped with lifting tools. during the monthly turning.
External components which are not varnished are For lubrication, lub oil or preservation (VCI-prod-
protected with preservative (VCI-product) and inter- uct) (max 1/4 litres per cylinder) can be introduced
nal unvarnished components are sprayed with same. through the indicator valve.
This protective oil is totally soluble with lubricating
oils and should not be removed when putting the When storing the engine longer than 24 months,
engine and reduction gear into service. bearing and piston inspection must be carried out
before starting up the engine, and MAN Diesel must
in all cases, be informed.
Storage of engine and reduction gear at
customers During storage the reduction gear should be turned
monthly and when storage exceeds 24 months, in-
Engine and gearbox should always be stored indoor spection of the bearings, gearwheels, servomotor,
in a dry environment and at a minimum, covered and clutch must be carried out. MAN Diesel must in
with tarpaulins. all cases be informed.
Engine and gearbox should be stored indoors at

a minimum of 5°C above outside temperatures to Protection maintenance
avoid condensation, or in a humidity controlled en-
vironment at a relative humidity of 45-55%. - Remove the crankcase, camshaft and rocker
arm covers.
- Check the surfaces and maintain the preserva-
Maintenance intervals tion by painting thoroughly with preservative
(VCI-product).
Protection maintenance must be carried out at the - Check the top of the cylinder heads and paint-
following intervals: with preservation.
- Replace covers.
Storage conditions (dry and indoor at 5°C above - Check the external surfaces and restore pres-
outside temperature or relative Humidity of 45-55% ervation, if necessary with preservative.
every 4 months - Check the paint work and repair, as neces-
sary.
If the above conditions are not met every 1 month - Remove the outlet pipe from the turbocharger
exhaust and turn the rotor of the turbocharg-
Exhaust must be covered until installation, and In- er.
dicator valves closed. - Replace the pipe.
- Restore the original packing as far as possible
and cover with tarpaulins.
Turning of engine and reduction gear
When storage of engines is for more than 60 days

following dispatch from the factory, then engine must
be turned 3 1/2 revolutions each month, and the “rest
position” of the crank must be at a different position.
Indicator valves should be opened prior to turning
and then closed again on completion of turning.
09.22
Dispatch conditions of propeller equipment from MAN Diesel & Turbo
Packing and preservation

The propeller equipment is treated by MAN Diesel & Turbo with conserva-
tion grease. Furthermore the propeller equipment is covered with foil, shock
absorbing material and a wooden layer. The propeller hub is furthermore
sealed by a tarpaulin.
Storage of propeller equipment at customer

Upon arrival of equipment it is yard responsibility to visually inspect that
there are no damages to the protection cover.
Minimum protection during storage must be by covering with tarpaulins to
keep dry. The propeller equipment should be keept in the wooden founda-
tion as delivered.
MAN Diesel & Turbo do however recommend indoor storage and maintaining
min 5˚C above outdoor temperature to avoid condensation and sweating.
Maintenance intervals
Protection maintenance must be carried out at the following intervals prior
to installation:
Good storage conditions
(dry and indoor)..................... every 12 months
Poor storage conditions
(outdoor)................................ every 3 months
Immediately after installation in the ship, the propeller shaft must be treated
with preservation oil/grease in order to avoid corrosion and damages to
the shaft.
Please note: Propeller parts with build-on electronics are to be stored and
handled as electronic equipment

2010-12-12
Description
Doc-ID: 1699910-8.1 1 (1)

Dispatch conditions of electronic equipment from MAN Diesel & Turbo
Packing and preservation

Panels and control unit are packed in well-sealed boxes and to protect the
components from corrosion they are supplied with a Cor-trol VCI Vapour
Corrosion Inhibitor giving an invisible protective ionic layer.
Small electronic components are packed in poly bags supplied with Cor-
trol VCI tablets.
Storage of electronic equipment at customers

The equipment should always be stored in a dry environment. Under normal
warehouse conditions the Cor-trol VCI will give long term protection pro-
vided they remain sealed and maintained in such a condition that prevents
any air circulation within.
Protection maintenance
Provided the sealing has been properly maintained no additional measures
are needed for the entire period of protection.
The electronic equipment can be put into operation without degreasing,
coating removal or cleaning.
Installation works
During the installation period the yard has to protect the cabinets and elec-
trical equipments against water, dust and fire.
It is not allowed to do any welding works near the cabinets. The cabinets
have to be fixed to the floor or to the walls by means of screws.
If it is necessary to do welding works near the cabinet the cabinets and
panels have to be protected against heat, electric current and electro-
magnetic influences. For protection against current, all cabling has to be
disconnected from affected components.
Installation of additional components inside the cabinets is allowed upon
approval by the responsible project manager of MAN Diesel & Turbo only.

2010-12-12
Description
Doc-ID: 1699912-1.1 1 (1)

Engine
14000
MAN Diesel & Turbo
3700116-8.0
Page 1 (2) Main dimensions 1400000
L21/31
4544
830 768 355 355 1171 638
1953
420
740
2140360-6.1
2821 603 1065
3424
Fig 1 Engine type 6L21/31
4899
830 768 355 355 1171 705
2107
420
740
2159778-3.0
3176 603 1065
3779
11.19 - Tier II
MAN Diesel & Turbo
3700116-8.0
1400000 Main dimensions Page 2 (2)
L21/31
5254
830 768 355 355 1171 705
2107
420
740
2058966-5.3
3531 603 1065
4134
5609
830 768 355 355 1171 705

2107
420
740
2057465-6.4
3886 603 1065
4489
11.19 - Tier II
MAN Diesel & Turbo
3700000-5.3
Page 1 (1) List of Capacities 1400000
L21/31
6L-9L: 215 kW/Cyl. at 1000 rpm
Reference Condition : Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 38
Air pressure bar 1
Relative humidity % 50
Temperature basis
Setpoint HT cooling water engine outlet 1) °C 79°C nominal
(Range of mechanical thermostatic element 77°C to 85°C)
Setpoint LT cooling water engine outlet 2) °C 35°C nominal
Setpoint Lube oil inlet engine °C 66°C nominal
Number of Cylinders - 6 7 8 9
Engine output kW 1290 1505 1720 1935
Speed rpm 1000
Heat to be dissipated 3)
Cooling water (C.W.) Cylinder kW 228 266 303 341
Charge air cooler; cooling water HT kW 383 427 467 503
Charge air cooler; cooling water LT kW 209 239 268 294
Lube oil (L.O.) cooler kW 232 270 309 347
Heat radiation engine kW 57 67 76 86
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage) m3/h 50 50 50 50
LT circuit (lube oil + charge air cooler LT stage) m3/h 50 50 50 50
Lube oil m3/h 60 60 84 84
External (from engine to system)
HT water flow (at 40°C inlet) m3/h 13.6 15.3 16.8 18.4
LT water flow (at 38°C inlet) m3/h 50 50 50 50
Air data
Temperature of charge air at charge air cooler outlet °C 56 58 60 560
Air flow rate m3/h 5) 9030 10500 12000 13500
kg/kWh 7.67 7.67 7.67 7.67
Charge air pressure bar 4.34
Air required to dissipate heat radiation (engine) (t2-t1= 10°C) m3/h 18300 21500 24400 27600
Exhaust gas data 6)
Volume flow (temperature turbocharger outlet) m3/h 7) 17300 20200 23100 25800
Mass flow t/h 10.2 11.9 13.6 15.2
Temperature at turbine outlet °C 319 319 319 319
Heat content (190°C) kW 389 454 519 584
Permissible exhaust back pressure mbar < 30
Pumps
External pumps 8)
For MGO/MDO-operation
Diesel oil pump (4 bar at fuel oil inlet B3) m3/h 0.38 0.45 0.51 0.57
For HFO-operation
Fuel oil supply pump (4 bar discharge pressure) m3/h 1.15 1.34 1.53 1.72
Fuel oil circulating pump (8 bar at fuel oil inlet B3) m3/h 1.15 1.34 1.53 1.72
Lube oil pump (4.5 bar) m3/h 45 45 65 65
LT cooling water pump (2.5 bar) m3/h 35 35 35 35
HT cooling water pump (2.5 bar) m3/h 40 40 40 40
1) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water
temperature outlet engine regulated by mechanical thermostat
2) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet
engine regulated by mechanical thermostat
3) Tolerance: + 10 % for rating coolers, - 15 % for heat recovery
4) Basic values for layout of the coolers
5) under above mentioned reference conditions
6) Tolerance: quantity +/- 5%, temperature +/- 20°C
7) under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions
8) Tolerance of the pumps delivery capacities must be considered by the manufactures
12.17, Tier II
MAN Diesel & Turbo
1696424-0.1
Page 1 (4) List of Symbols 1400000
L21/31
L27/38
Pipe dimensions and piping signature
Pipe dimenesions
A : Welded or seamless steel pipes. B : Seamless precision steel pipes or Cu-

pipes.

Normal Outside Wall Stated: Outside diameter and wall
Diameter Diameter Thickness thickness
DN mm mm
i.e. 18 x 2
15 21.3
20 26.9
In accordance with classification
25 33.7 Piping
32 42.4
40 48.3 : Built-on engine/Gearbox
50 60.3
65 76.1 : Yard supply
80 88.9
90 101.6 Items connected by thick lines are built-on engine/
or other rules
100 114.3 gearbox.

125 139.7
150 168.3
175 193.7
200 219.1
2047948-0.1/2015716-6
04.27
MAN Diesel & Turbo
1696424-0.1
1400000 List of Symbols Page 2 (4)
L21/31
L27/38
Pump, general DIN 2481 Ballcock
Centrifugal pump DIN 2481 Cock, three-way, L-port
Centrifugal pump with electric

DIN 2481 Double-non-return valve DIN 74.253
motor
Gear pump DIN 2481 Spectacle flange DIN 2481
Screw pump DIN 2481 Spectacle flange, open DIN 2481
Screw pump with electric motor DIN 2481 Spectacle flange, closed DIN 2481
Compressor ISO 1219 Orifice
Heat exchanger DIN 2481 Flexible pipe
Electric pre-heater DIN 2481 Centrifuge DIN 28.004
Heating coil DIN 8972 Suction bell
Non-return valve Air vent
Butterfly valve Sight glass DIN 28.004
Gate valve Mudbox
Relief valve Filter
Quick-closing valve Filter with water trap ISO 1219
Self-closing valve Typhon DIN 74.253

2047948-0.1/2015716-6
Back pressure valve Pressure reducing valve (air) ISO 1219
Shut off valve Oil trap DIN 28.004
Thermostatic valve Accumulator
Pressure reducing valve with

Pneumatic operated valve
pressure gauge
04.27
MAN Diesel & Turbo
1696424-0.1
Page 3 (4) List of Symbols 1400000
L21/31
L27/38
Measuring device
PI Local reading
1.2 Pressure Indication Shut off cock
no 1.2 (refer to list of instruments) with test flange
Measuring device
PT Remote reading Before unit - pressure high
2231 Pressure Transmitter
ID-no 2231 (refer to list of alarms)
Measuring pressure difference
After unit - pressure low
Plugged connection
for additional device
Specification of letter code for measuring

devices
1st letter Following letters
D : Density A : Alarm
E : Electric D : Difference
F : Flow E : Transducer
L : Level H : High
M ; Moisture I : Indicating
P : Pressure L : Low
S : Speed N : Closed
T : Temperature O : Open
V : Viscosity S : Switching, shut down
Z : Position T : Transmitter
2047948-0.1/2015716-6
X : Failure
C : Controlling
(ISO 3511/I-1977(E)) Z : Emergency/safety acting
The presence of a measuring device on a schematic diagram does not necessarily indicate that the device
is included in our scope of supply.
For each plant. The total extent of our supply will be stated formally.
04.27
MAN Diesel & Turbo
1696424-0.1
1400000 List of Symbols Page 4 (4)
L21/31
L27/38
Specification of ID-no code for measuring
signals/devices
1st digit 2nd digit
Refers to the main system to which the signal is Refers to the auxillary system to which the signal
related. is related.
1xxx : Engine x0xx : LT cooling water
2xxx : Gearbox x1xx : HT cooling water
3xxx : Propeller equipment x2xx : Oil systems (lub. oil, cooling oil, clutch
oil, servo oil)
4xxx : Automation equipment
x3xx : Air systems (starting air, control air,
5xxx : Other equipment, not related to the charging air)
propulsion plant
x4xx : Fuel systems (fuel injection, fuel oil)
x5xx :
x6xx : Exhaust gas system
x7xx : Power control systems (start, stop,

clutch, speed, pitch)
x8xx : Sea water
x9xx : Miscellaneous (shaft, stern tube,

sealing)
The last two digits are numeric ID for devices referring to the same main and aux. system.
Where dublicated measurements are carried out, i.e. multiple similar devices are measuring the same pa-
rameter, the ID specification is followed by a letter (A, B, ...etc.), in order to be able to separate the signals
from each other.
2047948-0.1/2015716-6
04.27
MAN Diesel & Turbo
1655210-7.3
Page 1 (2) Exhaust gas components 1400000
General
Exhaust gas components of medium speed

four-stroke diesel engines
The exhaust gas is composed of numerous constit- For the typical exhaust gas composition of a MAN
uents which are formed either from the combustion Diesel & Turbo four-stroke engine without any ex-
air, the fuel and lube oil used or which are chemi- haust gas treatment devices, please see tab. 1.
cal reaction products formed during the combustion All engines produced currently fulfil IMO Tier II.
process. Only some of these are to be considered
as harmful substances.
Main exhaust gas constituents approx. [% by volume] approx. [g/kWh]

Nitrogen N2 74.0 – 76.0 5,020 – 5,160
Oxygen O2 11.6 – 13.2 900 – 1,030
Carbon dioxide CO2 5.2 – 5.8 560 – 620
Steam H2O 5.9 – 8.6 260 – 370
Inert gases Ar, Ne, He... 0.9 75
Total > 99.75 7,000
Additional gaseous exhaust gas con-
approx. [% by volume] approx. [g/kWh]
stituents considered as pollutants
Sulphur oxides SOx1) 0.07 10.0
Nitrogen oxides NOx2) 0.07 – 0.10 8.0 – 10.0
Carbon monoxide CO3) 0.006 – 0.011 0.4 – 0.8
Hydrocarbons HC4) 0.1 – 0.04 0.4 – 1.2
Total < 0.25 26
Additionally suspended exhaust gas
approx. [mg/Nm3] approx. [g/kWh]
constituents, PM5)
operating on operating on
MGO 6)
HFO 7)
MGO 6)
HFO7)
Soot (elemental carbon)8) 50 50 0.3 0.3
Fuel ash 4 40 0.03 0.25
Lube oil ash 3 8 0.02 0.04
Note!
At rated power and without exhaust gas treatment.
Tab. 1. Exhaust gas constituents (only for guidance)
1)
SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight.
2)
NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.
3)
CO according to ISO-8178 or US EPA method 10.
4)
HC according to ISO-8178 or US EPA method 25A.
5)
PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6)
Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01% and an ash content of the lube oil of 1.5%.
7)
Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1% and an ash content of the lube oil of 4.0%.
8)
Pure soot, without ash or any other particle-borne constituents.
12.09
MAN Diesel & Turbo
1655210-7.3
1400000 Exhaust Gas Components Page 2 (2)
General
Carbon dioxide CO2 Carbon monoxide CO
Carbon dioxide (CO2) is a product of combustion of Carbon monoxide (CO) is formed during incom-
all fossil fuels. plete combustion.
Among all internal combustion engines the diesel In MAN Diesel & Turbo four-stroke diesel engines,
engine has the lowest specific CO2 emission based optimisation of mixture formation and turbocharg-
on the same fuel quality, due to its superior effi- ing process successfully reduces the CO content
ciency. of the exhaust gas to a very low level.
Sulphur oxides SOx Hydrocarbons HC
Sulphur oxides (SOx) are formed by the combustion The hydrocarbons (HC) contained in the exhaust
of the sulphur contained in the fuel. gas are composed of a multitude of various organic
compounds as a result of incomplete combustion.
Among all propulsion systems the diesel process Due to the efficient combustion process, the HC
results in the lowest specific SOx emission based content of exhaust gas of MAN Diesel & Turbo four-
on the same fuel quality, due to its superior effi- stroke diesel engines is at a very low level.
ciency.
Particulate Matter PM
Nitrogen oxides NOx (NO + NO2)
Particulate matter (PM) consists of soot (elemental
The high temperatures prevailing in the combustion carbon) and ash.
chamber of an internal combustion engine causes
the chemical reaction of nitrogen (contained in the
combustion air as well as in some fuel grades) and
oxygen (contained in the combustion air) to nitro-
gen oxides (NOx).
12.09
MAN Diesel
1690749-1.1
Page 1 (2) Space requirements 1400000
L21/31
Dismantling space
Sufficient space for pulling the pistons, cylinder liners,

cylinder heads, and charging air cooler must be
available.
Fig 1 Lifting height for pistons Fig 2 Lifting height for cylinder heads
Fig 3 Lifting height for cylinder liners
04.47
MAN Diesel
1690749-1.1
1400000 Space requirements Page 2 (2)
L21/31
Fig 4 Dismantling lub oil filter Fig 5 Dismantling lub oil pump
Fig 6 Dismantling charging air cooler Fig 7 Dismantling complete cylinder unit
04.47
MAN Diesel
1690733-4.2
Page 1 (8) Cooling water system 1400000
L21/31
34 35
C B
A
29 49
38 M 39 31 M
33 F4 F8 F1
F12 F10 F5 F6
9
30
F7 B
PSL A C
36
1102
TE
1104A
TE
1104B PT
F13 37
1102A
PT
1102B
TE
1102
32
13 TE
1002
1103 TE TE E2 18
TE 1004 1005
E7 E7 E8 16 A C
Gearbox PT PSL B
TE
1002 1002 17 M 4
15 14 1003 2
E6 E6 10 3
4
2054053-8.1
E3
11 E1
M 3
1
Connections:
Item Description _
E1 LT cooling water inlet
1 Seachest low
E2
_
LT cooling water outlet (to cooler)
2 Seachest high
E3
_
LT cooling water stand-by pump pressure
3 Sea water filter
E6 LT cooling water to gear cooler (on gear/engine)
4 Sea water pump
E7 LT cooling water from gear cooler (on gear/engine)
9 Overboard discharge valve
E8 LT cooling water tp expansion tank (venting)
10 LT pump _
11
_
LT stand by pump
F1 HT cooling water inlet
_
F4 HT cooling water stand-by pump pressure
13 Charging air cooler, LT section
F5 HT cooling water to heat recovery system
14 Orifice for cooling water to gearbox
F6 HT cooling water from heat recovery system
15 Gear oil cooler
F7 HT cooling water to expansion tank (venting)
16 Engine lubricating oil cooler
F8 HT cooling water from expansion tank
17 LT thermostatic valve
F10
_
Engine preheating inlet
18 Central cooler
F12
_
Engine preheating outlet
29 LT expansion tank
F13
_
HT cooling water outlet (to cooler)
30 HT pump
31
_
HT stand by pump
32 Charging air cooler HT section Sea water filters (item 3):
33 Adjustment valve for heat recovery We recommend a filter with max 3 mm meshsize to
34 Thermostatic valve for heat recovery prevent clogging of the central cooler.
35 Heat recovery
36 HT thermostatic valve Thermostatic valves (items 17, 34 and 36):
37 HT fresh water cooler A, B and C refer to port position (diverting mode)
38 Circulating pump for preheater
39 Preheater Expansion tank (items 29 and 49):
49 HT expansion tank The lowest water level in the expansion tanks should be min
6 meters above centerline of crankshaft.
Inlet to expansion tank to be beneath the lowest water level.
Fig 1 Cooling water diagram
05.49
MAN Diesel
1690733-4.2
1400000 Cooling water system Page 2 (8)
L21/31
Cooling water system The pH value should be between 6.5 and 8 at 20°C.
The engine is designed for freshwater cooling only. The total hardness of the water must be max 10dH
Therefore the cooling water system has to be ar- (German hardness degrees). If the hardness is higher,
ranged as a centralised or closed cooling water the water should be diluted with some soft water.
system. All recommendable types are described in
the following. The contents of chlorine, chloride, silicate and sul-
phate must be as low as possible and must not
The engine design is almost pipeless, ie the water exceed the following values:
flows through internal cavities inside the front_end
box and the cylinder units. The front-end box contains Chlorine: 10 PPM
all large pipe connections. On the aft_end, the water
to the gear oil cooler has to be connected by the yard. Chloride: 50 PPM
The engine is equipped with built_on freshwater pumps Silicate: 150 PPM
for both the high and low temperature cooling water
systems. To facilitate automatic start_up of stand_by Sulphate: 100 PPM
pumps, non_return valves are standard.
The fresh water must be treated with additives in order
Thermostatic valve elements which controls the high to reduce the risk of corrosion in the engine. Anti
and low temperature cooling water system are also corrosive agents are not included in our usual scope
integrated parts of the front_end box. of supply. The freshwater cooling system should be
treated prior to carrying out sea trials.
The engine is equipped with a two stage charge air
cooler. The first stage is placed in the high tempera- There are two basic types of chemical additives:
ture cooling water system. The charging air tempera-
ture after the turbocharger is at its maximum, making Chromate base
a higher degree of heat recovery possible, when the
heat is dissipated to the high temperature cooling Nitrite base or similar
water.
Additives of chromate base are often considered to be
The second stage of the charge air cooler is placed in more effective, but we advise against using them due
the low temperature system. to their extreme poisonousness and they are not
permitted if a freshwater generator is incorporated in
It will cool the charging air further down before entering the plant.
the combustion chamber.
For information on additives recommended by us,
For special applications ie sailing in arctic waters with please refer to “Cooling water inhibitors”, which can be
low air temperatures and direct air intake from deck, forwarded on request.
a regulating system can be applied to control the
water flow to the second stage of the charge air cooler New engines, supplied by us are cleaned and nitrated.
in order to increase the charging air temperature, at Providing the freshwater inhibiting is correctly main-
low load. tained then future cleaning of the system should
hardly be necessary. However if it should be required,
we would be pleased to assist with recommendations
Water quality for degreasing, descaling with acid and inhibiting.
The fresh water used as coolant, should be as clean

as possible.
05.49
MAN Diesel
1690733-4.2
L21/31
Velocity recommendations for freshwater and sea Pressure: 1.8 _ 2.0 bar
water pipes: Sea water
temperature: Max 32°C
freshwater: Suction pipe: 2.0 _ 2.5 m/s
Delivery pipe: 2.0 _ 2.5 m/s
The volume of sea water required to circulate through
Sea water: Suction pipe: 1.0 _ 1.5 m/s
a known sized cooler to remove a known amount of
Delivery pipe: 1.5 _ 2.5 m/s
heat, is very sensitive and dependent on the sea
water temperature.
Central cooling water system The relation between sea water temperature and the
necessary water flow in the central cooler is shown in
Sea water filter, item 3 fig 3.
Design data:
Capacity: See sea water pump
Pressure drop
across clean filter: Max 0.05 bar
Pressure drop
across dirty filter: Max 0.1 bar
Mesh size: φ3 _ φ5 mm
Free filter hole area: Min two times the
normal pipe area.
Sea water pumps, item 4
The pumps should always be installed below sea

water level when the ship is unloaded.
Fig 3 Necessary water flow

Depending on the actual characteristic of the system
resistance curve and the pump characteristic curve,
the sea water flow with only one pump in service will
be approx 75%. This means that the cooling capacity
can be obtained with only one pump until reaching a
sea water temperature of approx 30°C.
The back pressure in single pump operation must be
observed as a low back pressure may lead to unfa-
Fig 2 Pump characteristic
vourable operation and cavitation of impeller. We are
pleased to advise on more specific questions con-
The pumps in parallel, layout point 2 (see fig 2), are as
cerning the layout of pumps and location of
standard designed to fulfil:
orifices, etc.
Capacity: Determined by the cooler
manufacturer.
Central cooler(s), item 18
Approx 100 _ 175% of fresh
water flow in the cooler, depen-
If we are to supply the central cooler(s) it will be a plate
ding on the central cooler.
cooler with titanium plates.
05.49
MAN Diesel
1690733-4.2
L21/31
Design data: Design data:

Heat transfer: See planning data Heat transfer: See planning data
Pressure drop LT: Max 0.5 bar Pressure drop HT: Max 0.5 bar
Pressure drop SW: Max 0.5 bar standard Pressure drop SW: Max 0.5 bar
Max 1.0 bar if HT cooler
is in LT system
HT fresh water cooler (option)
Two central coolers in parallel The HT cooler can as an alternative be installed as a

part of the LT cooling water system. This will require
For an extra investment of 20_25% for the central a separate thermostatic valve for the LT cooling water
cooler a much greater safety margin can be achieved system.
by installing two central coolers each of 50% required
The HT freshwater cooler will be a plate cooler in
capacity, operating in parallel instead of one cooler at
stainless steel.
100% capacity.
Design data:
With such flexibility it is possible to carry out repair
Heat transfer: See planning data
and maintenance during a voyage especially in tem-
Pressure drop HT: Max 0.5 bar
perate climates where the sea water temperature is
Pressure drop LT: Max 0.5 bar
below the design temperature.
LT thermostatic valve, item 17

LT freshwater pump, item 10
The temperature of the LT cooling water to the charge
The built_on low temperature pump is of the centrifu-
air cooler is normally controlled by thermostatic valve
gal type. The maximum back pressure in the low
elements of the expanding agent type.
temperature section with clean cooler must not ex-
ceed 2.5 bar. The function of the thermostatic valve is to maintain
the outlet temperature of the low temperature water
For multi engine installations with a common central-
within 35°C to 45°Cdepending on operating condi-
ised cooling water system the built-on pumps should
tions, by re_circulating the water to the suction of the
be replaced with common electrically driven pumps
pump or let it in through the central cooler (item 18).
for full flow.
This will ensure that the fresh water inlet temperature
Design data: See planning data
to the charging air cooler will not be lower than 25°C
at MCR, in order to reduce condensation of water in
the charging air receiver.
LT stand_by pump, item 11
The re_circulated water is led directly to the suction
The stand_by pumps should be of the centrifugal side of the built-on pumps.
type.
The thermostatic elements are replaceable and set at
a fixed temperature of 35°C.
Design data:
Capacity: See planning data,for the
built_on freshwater pump
Expansion tanks, items 29 and 49
Pressure: See planning data, for the
built_on freshwater pump
Separate expansion tanks for the LT and HT system
should be installed to accommodate for changes of
volume due to varying temperatures and possible
HT sea water cooler, item 37 leakage in the LT and HT systems. The separated HT
and LT systems facilitates trouble shooting.
The HT sea water cooler will be a plate cooler in
titanium as standard.
05.49
MAN Diesel
1690733-4.2
L21/31
The minimum water level in the expansion tank Preheater, item 39

should be no less than 6 m above the centre line of the
crankshaft. This will ensure sufficient suction head to The engine must be fitted with preheating facilities.
the freshwater pump and reduce the possibility of Preheating is required to avoid producing unneces-
cavitation, as well as local “hot spots” in the engine. sary shock loads that may arise as a result of
temperature differences if the engine is started from
The expansion tank should be equipped with a vent
cold.
pipe and flange for filling the tank with water and
inhibitors. Design data:
The vent pipe should be installed below the minimum Preheating
water level to reduce oxidation of the cooling water temperature MDO engine: Min 50°C
due to splashing from the vent pipe.
Preheating
Volume: Min 10% of water volume, temperature HFO engine: 60_70°C
however, min 100 litres.
The heating power required for electrical preheating is
stated below:
HT stand-by pump, item 31 Engine type Heating power
The stand-by pumps should be of the centrifugal type. 6L21/31 7 kW
Design data: 7L21/31 8 kW
Capacity: See planning data, for the 8L21/31 9 kW

built-on freshwater pump 9L21/31 10 kW
Pressure: See planning data, for the
built_on freshwater pump The figures are based on raising the engine tempera-
Temperature: Max 95C ture to 50°C (20_60°C) for a period of 10 hours
including the cooling water contained within the en-
gine.
Circulating pump for preheater, item 38 We will be pleased to make calculations for other
conditions on request.
For preheating the engine a pump should be installed
to circulate high temperature cooling water through The preheater can be of the electrical type. If suffi-
the preheater. cient central heating capacity is available, a plate
type heat exchanger can be installed. It is important
Design data: that the inhibited fresh water, used in the main engine
cooling system, is not mixed with water from the
Q x 3,6 central heating system.
Capacity: m= m3/h
Cp x t
Q: Heat radiation from engine in kW,
see below Thermostatic valve for heat recovery,
Cp:Specific heat for water 4.187 kJ/kg°C item 34
t: The desired temperature drop across
engine = 5C If the heat recovery is below 25% of the heat rejection
from engine jacket water the heat recovery equipment
Pressure: Max 2 bar (item 35) can be connected in series with the HT
Temperature: Max 85°C freshwater cooler.
By utilisation of more than 25% of the heat in the HT
cooling water section, an additional thermostatic
valve, item 34, should be installed for by_passing of
the HT fresh water cooler thus avoiding unnecessary
cooling after the heat recovery equipment (item 35).
05.49
MAN Diesel
1690733-4.2
L21/31
Connection of heat recovery or freshwater Such systems are advantageous in the following
generator conditions:
By layout of the freshwater generator we recommend Sailing in shallow waters

that no more than 90% of the heat available at MCR Sailing in very cold waters
is utilised due to safety margins, part load operation Sailing in corrosive waters (eg some
harbours)
and deviations in ambient conditions,
Sailing in water with high contents of
solids (dredging and some rivers)
The expected obtainable freshwater production using
a normal generator of the single vacuum evaporator A disadvantage of most closed cooling water sys-
type can be estimated. tems is the poor heat transfer coefficient.
Design data: LT coolers with very small temperature differences
between the cooling water and the sea or raw water,
Capacity: m = 0.03 x Q m /24h
3
require a relatively large heat exchanger to enable
sufficient heat transfer.
Q: Utilised heat in kW The L21/31 engine is a high efficient main engine
Pressure: Max 2.5 bar calling for high efficient coolers. Therefore some
Pressure drop: Max 0.5 bar designs cannot be recommended.
Temperature: 80°C
We are available to offer advice for specific cooler
types, but the final responsibility for design, pressure
Different arrangements of central cooling losses, strength and system maintenance remains
systems with the yard and the ship owner. We reserve the right
not to accept proposed coolers, which seems to be
There are many variations of centralised cooling insufficient for its purpose.
systems and we are available to discuss various Also when using other types of closed cooling water
changes to suit an owner’s or builder’s specific systems the HT and LT cooling water systems have
wishes. to be separated.
For each plant, special consideration should be given
to the following design criteria: Sea water tempera-
tures, pressure loss in coolers, valves and pipes,
Box cooler
pump capacities etc, for which reason these compo-
The box cooling system has through many years
nents have not been specified in this guide.
proven to be a reliable closed cooling water system.
Closed cooling systems The box cooler is a pre_manufactured tube bundle for
mounting in a sea chest.
Several systems have been developed to avoid sea The movement of the sea water across the heat
water. The benefits are: exchanger is initiated by the movement of the heated
sea water upwards because of the lower density
Minimising the use of expensive corro
sion resistant pipes, valves and pumps compared with that of the surrounding water. This
means that the heat transfer is less dependant on the
Sea water pumps at reasonable costs
ship’s speed, compared to coolers mounted on the
No cleaning of plate type central heat
exchangers shell of the vessel. However the speed of the vessel
does have some influence on the cooling area. For
vessels sailing at below 3 knots at MCR, ie tugs,
dredgers etc, the speed has to be considered when
designing the cooler.
05.49
MAN Diesel
1690733-4.2
L21/31
The temperature of the sea water has influence on the In waters with mussels and shell fish these might
heat exchanger efficiency as well. We recommend want to live on the tube bundle, which the different box
that a temperature of 25°C or 32°C is used, depending cooler manufacturers have different solutions to avoid.
on the vessel’s operating area.
If the box cooler is supplied by us, it consists of a steel
The tube bundle is normally of corrosion resistant frame for welding to the hull, a tube bundle and a
material with a non_metallic coating. The coating topbox, delivered complete with counter flanges,
protects the vessel from galvanic corrosion between gaskets and bolts.
the sea chest and the box cooler. Uncoated coolers
may be used, but special consideration has to be Design data:
given to the galvanic separation of the box cooler and
the hull. Heat transfer: See planning data
Pressure drop
through all coolers: Max 0.5 bar
Min vessel
speed at MCR: Normally more than 3 knots
Fig 4 Box cooling diagram
05.49
MAN Diesel
1690733-4.1
L21/31
Other cooler types
Some traditional, low efficient coolers fitted to the hull

and often referred to as keel cooling, skin cooling or
tank cooling is not recommended for the L21/31
engine. The layout of such coolers is difficult and
changes due to lack of efficiency is very complicated
and expensive. The low temperature difference be-
tween the sea water and the LT cooling water results
in a very large cooling water surface. Depending on
the design of the cooler, the waterflow around the hull
and to the propeller will be disturbed, causing increased
hull resistance and lower speed for the same power.
05.01
MAN Diesel & Turbo 000.08
Cooling water system
6682 000.08-01
Cleaning
Summary
Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.
Cooling water systems containing deposits or contamination prevent effec-
tive cooling of parts. Contamination and deposits must be regularly elimina-
ted.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
Cleaning
The cooling water system must be checked for contamination at regular
intervals. Cleaning is required if the degree of contamination is high. This
work should ideally be carried out by a specialist who can provide the right
cleaning agents for the type of deposits and materials in the cooling circuit.
The cleaning should only be carried out by the engine operator if this cannot
be done by a specialist.
Oil sludge Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled "Cleaning agents
for removing oil sludge". Products by other manufacturers can be used pro-
viding they have similar properties. The manufacturer's instructions for use
must be strictly observed.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C
Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C
Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature
Vecom Ultrasonic 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 1: Cleaning agents for removing oil sludge
Lime and rust deposits Lime and rust deposits can form if the water is especially hard or if the con-
centration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corro-
sion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the compo-
nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
2010-02-09 - de
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
General
Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
"Cleaning agents for removing lime scale and rust deposits". Products by
6682 000.08-01 EN 1 (3)

000.08 MAN Diesel & Turbo
other manufacturers can be used providing they have similar properties. The
manufacturer's instructions for use must be strictly observed. Prior to clean-
6682 000.08-01
ing, check whether the cleaning agent is suitable for the materials to be
cleaned. The products listed in the table entitled "Cleaning agents for remov-
ing lime scale and rust deposits" are also suitable for stainless steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-Acid 5 - 10% 4 h at 60 - 70 °C
Descale-IT 5 - 10% 4 h at 60 - 70 °C
Ferroclean 10% 4 - 24 h at 60 - 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃
Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C
Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C
Table 2: Cleaning agents for removing limescale and rust deposits
In emergencies only Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
▪ Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 - 5 %. The tem-
perature of the solution should be 40 - 50 °C.
▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-
chloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore rec-
ommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled "Detergents for removing lime
scale and rust deposits“.
Following cleaning The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
Only carry out the cleaning operation once the engine has
cooled down
Start the cleaning operation only when the engine has cooled down.
2010-02-09 - de
Hot engine components must not come into contact with cold water.
Open the venting pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping which can lead to
thermal overloading of the engine.
General
2 (3) 6682 000.08-01 EN

Cleaning products can cause damage
6682 000.08-01
The products to be used can endanger health and may be harmful to
the environment.
Follow the manufacturer's handling instructions without fail.
The applicable regulations governing the disposal of cleaning agents or acids

must be observed.

2010-02-09 - de
General
6682 000.08-01 EN 3 (3)

Cooling water
6682 000.07-01
inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The fresh water used to fill the cooling water circuits must satisfy the specifi-
cations. The cooling water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the concentration of the anti-
corrosive agent.
Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality ▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg)
Equipment for testing the When using chemical additives:
concentration of additives ▪ Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
Testing the typical values of water

Short specification
Typical value/property Water for filling Circulating water
and refilling (without additive) (with additive)
Water type Fresh water, free of foreign matter Treated cooling water
Total hardness ≤ 10°dGH 1) ≤ 10°dGH 1)
pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)
Table 1: Quality specifications for cooling water (abbreviated version)
1)
dGH German hardness
1°dGh = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1mg/l = 1 ppm
2011-06-21 - de
Cooling water
General
6682 000.07-01 EN 1 (2)

000.07 MAN Diesel & Turbo
6682 000.07-01
Testing the concentration of anticorrosive agents

Short specification
Anticorrosive agent Concentration
Chemical additives according to the quality specification in Volume 010.005 Engine - Operating Instructions,
Chapter 3, Sheet 3.3.7
Anti-freeze agents according to the quality specification in Volume 010.005 Engine - Operating Instructions,
Chapter 3, Sheet 3.3.7
Table 2: Concentration of the cooling water additive
Testing the concentration of The concentration should be tested every week, and/or according to the
chemical additives maintenance schedule, using the testing instruments, reagents and instruc-
tions of the relevant supplier.
Chemical slushing oils can only provide effective protection if the right con-
centration is precisely maintained. This is why the concentrations recommen-
ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine
– Operating Instructions, Chapter 3, Page 3.3.7) must be complied with in all
cases. These recommended concentrations may be other than those speci-
fied by the manufacturer.
Testing the concentration of The concentration must be checked in accordance with the manufacturer's
anti-freeze agents instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.
Regular water samplings Small quantities of lubricating oil in cooling water can be found by visual
check during regular water sampling from the expansion tank.
Testing We test cooling water for customers in our laboratory. To carry out the test,
we will need a representative sample of abt. 0.5 l.
2011-06-21 - de
Cooling water
General
2 (2) 6682 000.07-01 EN

MAN Diesel & Turbo 3.3.7
Engine cooling water specifications
6680 3.3.7-01
Preliminary remarks
As is also the case with the fuel and lubricating oil, the engine cooling water
must be carefully selected, handled and checked. If this is not the case, cor-
rosion, erosion and cavitation may occur at the walls of the cooling system in
contact with water and deposits may form. Deposits obstruct the transfer of
heat and can cause thermal overloading of the cooled parts. The system
must be treated with an anticorrosive agent before bringing it into operation
for the first time. The concentrations prescribed by the engine manufacturer
must always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
Requirements
Limit values The properties of untreated cooling water must correspond to the following
limit values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign matter. -
The following are prohibited: Seawater, brack-
ish water, river water, brines, industrial waste
water and rainwater.
Total hardness max. 10 °dH*
pH value 6.5 - 8 -
Chloride ion content Max. 50 mg/l**
Table 1: Cooling water - properties to be observed
*) 1°dH (German hard- ≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

ness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
Testing equipment The MAN Diesel water testing equipment incorporates devices that deter-
mine the water properties referred to above in a straightforward manner. The
manufacturers of anticorrosive agents also supply user-friendly testing equip-
ment. For information on monitoring cooling water, refer to Work Card
000.07.
Additional information
Distillate If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine cooling water. These waters are free of lime
and salts which means that deposits that could interfere with the transfer of
heat to the cooling water, and therefore also reduce the cooling effect, can-
2012-02-07 - de
not form. However, these waters are more corrosive than normal hard water
as the thin film of lime scale that would otherwise provide temporary corro-
sion protection does not form on the walls. This is why distilled water must
General
be handled particularly carefully and the concentration of the additive must

be regularly checked.
6680 3.3.7-01 EN 1 (8)

3.3.7 MAN Diesel & Turbo
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
6680 3.3.7-01
overriding importance. The temporary hardness is determined by the carbo-

nate content of the calcium and magnesium salts. The permanent hardness
is determined by the amount of remaining calcium and magnesium salts (sul-
phates). The temporary (carbonate) hardness is the critical factor that deter-
mines the extent of limescale deposit in the cooling system.
Water with a total hardness of > 10°dGH must be mixed with distilled water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.
Damage to the cooling water system

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

Formation of a protective The purpose of treating the engine cooling water using anticorrosive agents
film is to produce a continuous protective film on the walls of cooling surfaces
and therefore prevent the damage referred to above. In order for an anticor-
rosive agent to be 100 % effective, it is extremely important that untreated
water satisfies the requirements in the Section Requirements.
Protective films can be formed by treating the cooling water with an anticor-
rosive chemical or an emulsifiable slushing oil.

Emulsifiable slushing oils are used less and less frequently as their use has
been considerably restricted by environmental protection regulations, and
because they are rarely available from suppliers for this and other reasons.
Treatment prior to initial Treatment with an anticorrosive agent should be carried out before the
commissioning of engine engine is brought into operation for the first time to prevent irreparable initial
damage.
Treatment of the cooling water

2012-02-07 - de
The engine must not be brought into operation without treating the
cooling water first.
General
2 (8) 6680 3.3.7-01 EN

6680 3.3.7-01
Additives for cooling water
Only the additives approved by MAN Diesel and listed in the tables under the
section entitled "Approved cooling water additives“ may be used.
Required approval A cooling water additive may only be permitted for use if tested and
approved as per the latest directives of the ICE Research Association (FVV)
"Suitability test of internal combustion engine cooling fluid additives.” The test
report must be obtainable on request. The relevant tests can be carried out
on request in Germany at the staatliche Materialprüfanstalt (Federal Institute
for Materials Research and Testing), Abteilung Oberflächentechnik (Surface
Technology Division), Grafenstraße 2 in D-64283 Darmstadt.
Once the cooling water additive has been tested by the FVV, the engine
must be tested in the second step before the final approval is granted.
Only in closed circuits Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses.
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed cooling water treatment and electrochemical potential reversal can occur
due to the cooling water temperatures which are normally present in engines
nowadays. If necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro-
sion without interfering with the transfer of heat and also prevents limescale
deposits on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
Anti-freeze agents
If temperatures below the freezing point of water in the engine cannot be
excluded, an anti-freeze solution that also prevents corrosion must be added
to the cooling system or corresponding parts. Otherwise, the entire system
must be heated. (Military specification: Sy-7025).
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled "Anti-freeze solutions with slushing properties" while
observing the prescribed concentration. This concentration prevents freezing
at temperatures down to -22 °C. However, the quantity of anti-freeze solu-
tion actually required always depends on the lowest temperatures that are to
be expected at the place of use.
2012-02-07 - de
Anti- freezes are generally based on ethylene glycol. A suitable chemical anti-
corrosive agent must be added if the concentration of the anti-freeze solution
prescribed by the user for a specific application does not provide an appro-
priate level of corrosion protection, or if the concentration of anti-freeze solu-
General
tion used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. For information
on the compatibility of the anti-freeze solution with the anticorrosive agent
6680 3.3.7-01 EN 3 (8)

and the required concentrations, contact the manufacturer. As regards the

chemical additives indicated in the table „Nitrite-Containing Chemical Addi-
6680 3.3.7-01
tives“, their compatibility with ethylene glycol-based antifreezes has been

proved. Anti-freeze solutions may only be mixed with one another with the
consent of the manufacturer, even if these solutions have the same composi-
tion.
Before an anti-freeze solution is used, the cooling system must be thoroughly
cleaned.
If the cooling water contains an emulsifiable slushing oil, anti-freeze solution
must not be added as otherwise the emulsion would break up and oil sludge
would form in the cooling system.
Observe the applicable environmental protection regulations when disposing
of cooling water containing additives. For more information, consult the addi-
tive supplier.
Biocides
If you cannot avoid using a biocide because the cooling water has been con-
taminated by bacteria, observe the following steps:
▪ You must ensure that the biocide to be used is suitable for the specific
application.
▪ The biocide must be compatible with the sealing materials used in the
cooling water system and must not react with these.
▪ The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.
▪ Biocides that cause foaming of cooling water are not permitted.
Prerequisite for effective use of an anticorrosive agent
Clean cooling system

As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs are carried out on the pipe system. The entire system must therefore
be cleaned with the engine switched off using a suitable cleaning agent (see
Work Cards 000.03 and 000.08 by MAN Diesel).

Loose solid matter in particular must be removed by flushing the system
thoroughly as otherwise erosion may occur in locations where the flow veloc-
ity is high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the cooling water additive will be able
to carry out this work and, if this is not possible, will at least be able to pro-
vide suitable products to do this. If this work is carried out by the engine
operator, he should use the services of a specialist supplier of cleaning
agents. The cooling system must be flushed thoroughly following cleaning.
2012-02-07 - de
Once this has been done, the engine cooling water must be treated immedi-
ately with anticorrosive agent. Once the engine has been brought back into
operation, the cleaned system must be checked for leaks.
General
4 (8) 6680 3.3.7-01 EN

Regular checks of the cooling water condition and cooling water
6680 3.3.7-01
system
Treated cooling water may become contaminated when the engine is in
operation, which causes the additive to loose some of its effectiveness. It is
therefore advisable to regularly check the cooling system and the cooling
water condition. To determine leakages in the lube oil system, it is advisable
to carry out regular checks of water in the compensating tank. Indications of
oil content in water are, e.g. discoloration or a visible oil film on the surface of
the water sample.
The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.
Concentrations of chemical additives

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

If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recom-
mended concentration should be avoided.
Every 2 to 6 months send a cooling water sample to an independent labora-
tory or to the engine manufacturer for integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or anti-freeze solutions are used, cooling water should
be replaced after 3 years at the latest.
If there is a high concentration of solids (rust) in the system, the water must
be completely replaced and entire system carefully cleaned.
Deposits in the cooling system may be caused by fluids that enter the cool-
ing water, or the break up of emulsion, corrosion in the system and limescale
deposits if the water is very hard. If the concentration of chloride ions has
increased, this generally indicates that seawater has entered the system. The
maximum specified concentration of 50 mg chloride ions per kg must not be
exceeded as otherwise the risk of corrosion is too high. If exhaust gas enters
the cooling water, this may lead to a sudden drop in the pH value or to an
increase in the sulphate content.
Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the section Requirements. The
concentration of the anticorrosive agent must subsequently be checked and
adjusted if necessary.
2012-02-07 - de
Subsequent checks of cooling water are especially required if the cooling

water had to be drained off in order to carry out repairs or maintenance.
General
6680 3.3.7-01 EN 5 (8)

6680 3.3.7-01
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
the manufacturer's material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the same cooling water system used in a MAN Diesel & Turbo two-stroke
main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38
or 28/32H, the cooling water recommendations for the main engine must be
observed.
Analysis
We analyse cooling water for our customers in our chemical laboratory. A 0.5
l sample is required for the test.
Permissible cooling water additives
Nitrite-containing chemical additives

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

One Drew Plaza Maxigard 40 l 40,000 1,330 2,000
Boonton
New Jersey 07005
USA
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600

KJEMI-Service A.S. Dieselguard 4.8 kg 4,800 2,400 3,600
P.O.Box 49/Norway
3140 Borgheim
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500
Chemicals (9-108)
P.O.Box 11 Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Northwich Nalcool 2000 30 l 30,000 1,000 1,500
Cheshire CW8DX, U.K.
2012-02-07 - de
Nalco Nalcool 2000 30 l 30,000 1,000 1,500

TRAC 102 30 l 30,000 1,000 1,500
Maritech AB Marisol CW 12 l 12,000 2,000 3,000
General
P.O.Box 143
S-29122 Kristianstad
6 (8) 6680 3.3.7-01 EN

Manufacturer Product designation Initial dosing for Minimum concentration ppm
6680 3.3.7-01
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Uniservice N.C.L.T. 12 l 12,000 2,000 3,000

Via al Santuario di N.S.
della Guardia 58/A Colorcooling 24 l 24,000 2,000 3,000
16162 Genova, Italy
Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400 -
64 Sfaktirias Street Non-Chromate
18545 Piraeus, Griechen-
land
Marine Care Caretreat 2 16 l 16,000 4,000 6,000
3144 NA Maasluis
The Netherlands
Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000
Schlenzigstraße 7
21107 Hamburg
Deutschland
Table 2: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosing Minimum concentration
for 1 000 litres
Arteco
Technologiepark Havoline XLI 75 l 7.5 %
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants WT Supra 75 l 7.5 %
Paris, France
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %
Long-Life
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils

Manufacturer Product
(designation)
BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M
Herts HP2 4UL Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
Deutsche Shell AG, Überseering 35, Oil 9156
22284 Hamburg, Germany
Table 4: Emulsifiable slushing oils
2012-02-07 - de
General
6680 3.3.7-01 EN 7 (8)

Anti-freeze solutions with slushing properties

6680 3.3.7-01
Manufacturer Product designation Minimum concentration

BASF Glysantin G 48
Carl-Bosch-Str. Glysantin 9313
67063 Ludwigshafen, Glysantin G 05
Rhein
Deutschland
Castrol Int. Antifreeze NF, SF
Pipers Way
Swindon SN3 1RE, UK
BP, Britannic Tower Anti-frost X2270A
Moor Lane,
London EC2Y 9B, UK
35%
Deutsche Shell AG Glycoshell
Überseering 35
22284 Hamburg
Deutschland
Mobil Oil AG Frostschutz 500
Steinstraße 5
20095 Hamburg
Deutschalnd
Arteco, Technologiepark Havoline XLC
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants Glacelf Auto Supra
Paris, France Total Organifreeze
Table 5: Anti-freeze solutions with slushing properties
2012-02-07 - de
General
8 (8) 6680 3.3.7-01 EN

MAN Diesel & Turbo
1690751-3.0
Page 1 (1) Engine ventilation 1400000
L21/31
L27/38
The air intake to the engine room should be dimen- Approx 50% of the ventilating air should be blown in
sioned in such a way that a sufficient quantity of air at the level of the top of the main engine close to the
is available not only for the main engine, auxiliaries, air inlet of the turbocharger. Air should not be blown
boilers etc, but also to ensure adequate ventilation directly onto heat emitting components or directly
and fresh air when work and service are in progress. onto electric or other water sensitive apparature.
We recommend the ventilation capacity should be min A small airflow should be evenly distributed around
50% more than required air consumption (in tropical the engine and reduction gear in order to dissipate
conditions more than 100% should be considered) radiated heat.
for main engine, auxiliaries, boilers etc.
With closed engine room and all air consuming equip-
It is important that the air is free of oil and sea water ment operating, there should always be positive air
to prevent fouling of the ventilators and filters. pressure in the engine room.
The air consumption of the main engine appears Surplus air should be led up through the casing via
from the planning data. special exhaust openings. Alternatively extraction
fans should be installed.
Fire arresting facilities must be installed within the

casings of the fans and ventilation trunkings to retard
the propagation of fire.
03.43
MAN Diesel & Turbo
3700058-1.0
Page 1 (3) Power, Outputs, Speed 1402151
L21/31
Engine Ratings
1000 rpm
Engine type
1000 rpm Available turning direction
No of cylinders
kW CW 1) / CCW 2)
6L21/31 1290 Yes / Yes
7L21/31 1505 Yes / Yes
8L21/31 1720 Yes / Yes
9L21/31 1935 Yes / Yes
1)
CW clockwise
2)
CCW counter clockwise
Table 1 Engine ratings for emission standard - IMO Tier II.
Definition of Engine Rating
General definition of diesel engine rating (acccording

to ISO 15550: 2002; ISO 3046-1: 2002)
Reference conditions:
ISO 3046-1: 2002; ISO 15550: 2002
Air temperature Tr K/°C 298/25
Air pressure pr kPa 100
Relative humidity Φr % 30
Cooling water temperature upstream charge air cooler Tcr K/°C 298/25
Table 2 Standard reference conditions.
10.51 - Tier II
MAN Diesel & Turbo
3700058-1.0
1402151 Power, Outputs, Speed Page 2 (3)
L21/31
Available Outputs
Available output in percentage from
Max. allowed Speed reduction

Fuel Stop power (Blocking)
ISO-Standard-Output
at maximum torque 1)
(tr / tcr / pr = 100 kPa

Tropic conditions
Remarks
PApplication
Kind of Application (%) (%) (%) (°C) -

Electricity generation
Marine main engines (with mechanical or diesel electric drive)
Main drive with controllable pitch 100 100 - 45/38 2)
propeller
Main drive with fixed-pitch propeller 100 100 10 45/38 2)
1)
Maximum torque given by available output and nominal speed.
2)
According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines listed in the
column PApplication
tr Air temperature at compressor inlet of turbocharger.

tcr Cooling water temperature before charge air cooler
pr Barometric pressure.
Engine Fuel: according to ISO 8217 DMA/DMB/DMC-grade fuel or RM-grade fuel, fulfilling the stated quality requirements
Table 3 Available outputs / related reference conditions.

08028-0D/H5250/94.08.12
POperating: Available output under local conditions and 1. No de-rating due to ambient conditions is ne-
dependent on application. eded as long as following conditions are not
exceeded:
Dependend on local conditions or special applica-
tion demands a further load reduction of PApplication, ISO
might be needed.
10.51 - Tier II
MAN Diesel & Turbo
3700058-1.0
Page 3 (3) Power, Outputs, Speed 1402151
L21/31
values are exceeded

needed if following
Special calculation
conditions (Tropic)
No de-rating up to
stated reference
Air temperature before turbocharger Tx ≤ 318 K (45 °C) 333 K (60 °C)
Ambient pressure ≥ 100 kPa (1 bar) 90 kPa
Cooling water temperature inlet charge air cooler (LT-stage) ≤ 311 K (38 °C) 316 K (43 °C)
Intake pressure before compressor ≥ -20 mbar 1) -40 mbar 1)
Exhaust gas back pressure after turbocharger ≤ 30 mbar 1)
60 mbar 1)
1)
Overpressure
Table 4 De-rating - Limits of ambient conditions.
2. De-rating due to ambient conditions and ne- Tcx Cooling water temperature inlet charge air
gative intake pressure before compressor or cooler (LT-stage) [K] being considered
exhaust gas back pressure after turbocharger (Tcx = 273 + tcx)
T Temperature in Kelvin [K]

[( 318
) ( 311
) ]
1.2
a = x x 1.09 - 0.09 t Temperature in degree Celsius [°C]
Tx + U + O Tcx
3. De-rating due to special conditions or demands.
with a ≤ 1 Please contact MAN Diesel & Turbo, if:
POperating = PApplication, ISO x a • limits of ambient conditions mentioned in

"Table 4 De-rating - Limits of ambient con-
a Correction factor for ambient conditions ditions are exceeded
Tx Air temperature before turbocharger [K] being • higher requirements for the emission level
considered (Tx = 273 + tx) exist
U Increased negative intake pressure before • special requirements of the plant for heat
compressor leeds to an de-rating, calculated as recovery exist
increased air temperature before turbocharger • special requirements on media temperatu-
res of the engine exist
U = (-20mbar – pAir before compressor[mbar]) x 0.25K/mbar • any requirements of MAN Diesel & Turbo
mentioned in the Project Guide can not
with U ≥ 0 be kept
O Increased exhaust gas back pressure after

turbocharger leads to a de-rating, calculated as
increased air temperature before turbocharger:
O = (PExhaust after Turbine[mbar] – 30mbar) x 0.25K/mbar
with O ≥ 0
10.51 - Tier II
MAN Diesel & Turbo
3700156-3.0
Page 1 (1) Main Particulars 1402151
L21/31
Cycle : 4-stroke
Configuration : In-line
Cyl. Nos. available : 6-7-8-9
Power range : 1290-1935 kW
Speed : 1000 rpm
Bore : 210 mm
Stroke : 310 mm
Stroke/bore ratio : 1.48:1
Piston area per cyl. : 346 cm2
Swept volume per cyl. : 10.7 ltr.
Compression ratio : 16.5:1
Max. combustion pressure : 210 bar (in combustion chamber)
Turbocharging principle : Constant pressure system and intercooling
Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700)

MDO (DMB) - MGO (DMA, DMZ)
according ISO8217-2010
Power lay-out MCR version
Speed rpm 1000
Mean piston speed m/sec. 10.3
Mean effective pressure:
6, 7, 8, 9 cylinder engine bar 24.0
Power per cylinder:
6, 7, 8, 9 cylinder engine kW/cyl. 215
11.36 - Tier II - Propulsion

MAN Diesel & Turbo
3700146-7.0
Page 1 (1) Operating Data and Set Points 1402151
L21/31
Normal Alarm set points Reduced
value at full Shutdown of
load of
load at ISO engine
Low High engine
conditions
Lubricating oil system
Temp. after cooler (inlet engine) 68 - 73° C 80° C 85° C
Pressure after filter (inlet engine) 4.0 - 4.8 bar
< 800 rpm 2.0 bar 1.9 bar 1.8 bar
> 800 rpm 2.8 bar 2.6 bar 2.5 bar
Pressure before filter 4.2 - 5.0 bar
Pressure drop across filter 0.1 - 0.3 bar 1.0 bar 1.3 bar
Pressure inlet turbocharger 1.3 - 2.2 bar 1.1 bar
Lub oil level low level
Temperature main bearing 80 - 95° C 103° C 105° C
Fuel oil system
Pressure after filter - MDO 3.5 - 6.0 bar 3 bar
Pressure after filter - HFO 4 - 10 bar 3 - 6 bar
high leakage
Leaking oil
level
Temperature inlet engine - MDO 20 - 40° C 50° C
Temperature inlet engine - HFO 80 - 140° C
Fuel oil viscosity - HFO 12 - 18 cSt 10 cSt 20 cSt
0.4 bar + the
Press. LT system, inlet engine 2.0 - 3.0 bar
static pressure
0.5 bar + the 0.6 bar + the 0.4 bar + the
Press. HT system, inlet engine 2.0 - 3.0 bar
static pressure static pressure static pressure
Temp. HT system, outlet engine 75 - 85° C 95° C 97° C 98° C
Temp. HT system, inlet engine 65 - 70° C
Temp. LT system, inlet engine 25 - 40° C
Temp. LT system, outlet engine 35 - 45° C
Exhaust gas and charge air
Exh. gas temp. inlet TC 480 - 530° C 570° C 590° C
510° C 530° C
Exh. gas temp. outlet cyl 370 - 450° C average average average
-50° C +50° C ±70° C
Exh. gas temp. outlet TC 300 - 350° C 500° C
Ch. air press. after cooler 3.0 - 3.2 bar
Ch. air temp. after cooler 40 - 55° C 35° C 65° C 70° C
Starting air system

Press. inlet engine 7 - 8 bar 6.5 bar
Speed control system

Engine speed 1000 rpm 1100 rpm 1150 rpm
Safety control air pressure 8 bar 6 bar

MAN Diesel & Turbo
3700027-0.0
Page 1 (2) Spare Parts for Unrestricted Service 1487000
L21/31
Spare parts for unrestricted service, according to the Classification Societies requirements/recommenda-
tions

For multi-engine installations spares are only necessary for one engine.
Description Plate Item Qty.
Cylinder Unit
Cylinder Unit 50515 011 1

Cylinder Head
Valve seat ring, inlet 50501 123 2
O-ring 50501 172 4
Valve seat ring, exhaust 50501 184 4
Conical ring 50502 178 6
Rotocap complete 50502 191 6
Spring 50502 201 6
Valve spindle, inlet and exhaust 50502 274 6

Cylinder head, Top Cover
O-ring 50510 014 1

Piston and connecting rod
Piston pin 50601 019 1
Retaining ring 50601 032 2
Bush for connecting rod 50601 056 1
Piston ring 50601 093 1
Piston ring 50601 103 1
Oil scraper ring 50601 127 1
Connecting rod bearing, 2/2 50601 139 1
Cylindrical pin 50601 140 4
Screw for connecting rod 50601 152 2
Nut 50601 164 2
Nut 50601 188 4
Screw for connecting rod 50601 211 4

08028-0D/H5250/94.08.12
10.40, Tier II
MAN Diesel & Turbo
3700027-0.0
1487000 Spare Parts for Unrestricted Service Page 2 (2)
L21/31
Frame with main bearings

Tie rod 51101 062 2
O-ring 51101 074 4
Nut 51101 086 2
Tie rod 51101 182 2
Crown nut 51101 194 2
Cylindrical pin 51101 204 1
Nut 51101 228 2
Main bearing shell, 2/2 51101 242 1
Axial bearing 51101 254 2
O-ring 51101 265 2
Protecting cap 51101 312 4
Tie rod 51101 456 2
Ring 51101 527 2

Charge air pipe
O-ring 51229 039 2

Fuel injecting pump
O-ring 51401 010 1
Fuel injecting pump 51401 565 1

Fuel injection valve
Fuel valve 51402 116 1/cyl.

Fuel injection pipe
Pressure pipe, complete 51404 117 1
Delivery socket , complete 51404 129 1

Cooling water connections
Seal ring 51630 033 12
Intermediate piece 51630 070 2
V-profile clamp 51630 368 4
08028-0D/H5250/94.08.12
Plate No. and Item No. refer to the spare parts plates in the instruction book.
10.40, Tier II
MAN Diesel & Turbo
3700028-2.0
Page 1 (1) Spare Parts for Restricted Service 1487000
L21/31
Spare parts for restricted service, according to the Classification Societies requirements/recommendations.
Valve spindles and valve gear accessories

Valve rotation device 50502 191 4
Valve spindle, inlet and exhaust 50502 274 4
Pressure spring 50502 291 4

Cylinder head accessories
Valve seat ring, inlet 50501 123 2
Valve seat ring, exhaust 50501 184 2
Fuel injection valve

Fuel injection valve, complete 51402 116 3

Kit for cylinder unit
Kit for cylinder unit 51704 021 1
08028-0D/H5250/94.08.12
10.40, Tier II
MAN Diesel & Turbo
3700064-0.1
Page 1 (11) Standard Tools - Unrestricted Service 1488010
L21/31
Supply per Ship

Name Sketch Plate Item no Remarks
Working Spare
Valve spring 1 52000 014

tightening device
8
27
312
178
Lifting tool for cylinder 1 52000 038

unit and cylinder head 170
850
ø209
Removing device 1 52000 021

for flame ring
Guide bush for piston 1 52000 045
ø299

MAN Diesel & Turbo
1488010 Standard Tools - Unrestricted Service 3700064-0.1

Page 2 (11)
L21/31
Supply per Ship

Working Spare
Fit and removal device 1 52000 069

for conn. rod bearing,
incl. eye screws (2 pcs) 13
80
Lifting device for 1 52000 082

cylinder liner
352
948
Lifting device for piston 1 52000 104

and connecting rod
0
20

MAN Diesel & Turbo
3700064-0.1
L21/31
Supply per Ship

Working Spare
Piston ring opener 1 52000 190
ø250
Supporting device for 1 52000 212

connecting rod and
130
piston in the cylinder

liner, incl. fork
Feeler gauge, 0.6-0.7 mm 0.6 mm CORRECT 1 52000 010

0.7
mm
INC
OR
RE
CT
311
Socket wrench 1 52000 652

218
456
Socket wrench and 1 52000 664
Torque Spanner 1 52000 676

MAN Diesel & Turbo

Page 4 (11)
L21/31
Supply per Ship

Working Spare
Dismantling tool for 1 52000 035

main bearing upper
shell
Fit and removing device 1 52000 047

for main bearing cap
Eye screw for lifting 2 52000 036

of charge air cooler/lubri-
cating oil cooler
M12
Container complete 1 51205 318

for water washing
of compressor side
480
ø200

MAN Diesel & Turbo
3700064-0.1
L21/31
Supply per Ship

Working Spare
Blowgun for dry cleaning 1 51210 136

of turbocharger
172
Broad chissel 1 52000 473
Cleaning tool for 84 1 52000 013

fuel injector
ø22.5
Bow (for presure 1 52000 711

testing tool)
Delivery pipe (for 1 52000 723

pressure testing tool)
Pressure testing tool 1 52000 050

MAN Diesel & Turbo

Page 6 (11)
L21/31
Supply per Ship

Working Spare
Grinding device for 1 52000 074

nozzle seat 0
38
Grinding paper 1 52000 747
Plier 747 1 52000 759
Loctite 759 1 52000 760

530
760
Loctite
1 52000 407
Extractor device
for injector valve
258
ø65
1 52000 772
Combination spanner,
36 mm

MAN Diesel & Turbo
3700064-0.1
L21/31
Supply per Ship

Working Spare
Crow foot, 36 mm 1 52000 784

bearing shell

MAN Diesel & Turbo

Page 8 (11)
L21/31
Supply per Ship

Working Spare
Hydraulic tools complete 52000 806

consisting of the following
3 boxes:
Hydraulic tools box 1 52000 633

consisting of:

MAN Diesel & Turbo
3700064-0.1
L21/31
Supply per Ship

Working Spare
Pressure pump, 1 52000 011

complete
manometer 52000 023
Quick coupling 52000 405
Rubber buffers 52000 507
Hose with unions 4 52000 202
Hose, 4000 mm 52000 537
Adapter 52000 836
Nipple 52000 519
Force-off device 1 52000 424
Storage tank 1 52000 520
Set of spare parts 1 52000 532

MAN Diesel & Turbo

Page 10 (11)
L21/31
Supply per Ship

Working Spare
Hydraulic tools box 2 1 52000 544

consisting of:
Hydraulic tightening
cylinder M33 x 2 2 52000 275
Pressure part
M33 x 2 2 52000 371
cylinder M30 x 2 2 52000 287
Pressure part, short

M22 x 2 2 52000 383
Pressure part, long

M22 x 2 2 52000 096
Tension screw
M22 x 2 2 52000 131
Turn pin 1 52000 556
Turn pin 1 52000 568
Turn pin 1 52000 334
Angle piece 2 52000 358
Measuring device 1 52000 448

MAN Diesel & Turbo
3700064-0.1
L21/31
Supply per Ship

Working Spare

consisting of:
Hydraulic tightening 4 52000 263

cylinder M30 x 2
Pressure part, short 2 52000 072

M30 x 2
Pressure part, long 4 52000 059

M30 x 2
Tension screw 4 52000 118
Set of spare part 1 52000 226
Turn pin 1 52000 593
Turn pin 1 52000 603
Turn pin 1 52000 334

MAN Diesel & Turbo
370065-2.1
Page 1 (9) Standard Tools, Restricted Service 1488010
L21/31
Supply per Ship

Working Spare
Valve spring 1 52000 014

tightening device
8
27
312
178
Lifting tool for cylinder 1 52000 038

unit and cylinder head 170
850
ø209
Removing device 1 52000 021

for flame ring
Guide bush for piston 1 52000 045
ø299

MAN Diesel & Turbo
1488010 Standard Tools, Restricted Service 370065-2.1

Page 2 (9)
L21/31
Supply per Ship

Working Spare
Feeler gauge, 0.6-0.7 mm 0.6 mm CORRECT 1 52000 010

0.7
mm
INC
OR
RE
CT
311
Socket wrench 1 52000 652

218
456
Socket wrench and 1 52000 664
Torque Spanner 1 52000 676

of charge air cooler/lubri-
M12
cating oil cooler
Container complete 1 51205 318

for water washing
of compressor side
480
ø200

MAN Diesel & Turbo
370065-2.1
L21/31
Supply per Ship

Working Spare
Blowgun for dry cleaning 1 51210 136

of turbocharger
172
Broad chissel 1 52000 473
Cleaning tool for 84 1 52000 013

fuel injector
ø22.5
Bow (for presure 1 52000 711

testing tool)
Delivery pipe (for 1 52000 723

pressure testing tool)
Pressure testing tool 1 52000 050

MAN Diesel & Turbo

Page 4 (9)
L21/31
Supply per Ship

Working Spare
Grinding device for 1 52000 074

nozzle seat 0
38
1 52000 747
Grinding paper
747 1 52000 759
Plier
759
1 52000 760
Loctite
530
760
Loctite
Extractor device 1 52000 407

for injector valve
258
ø65
Combination spanner, 1 52000 772

36 mm

MAN Diesel & Turbo
370065-2.1
L21/31
Supply per Ship

Working Spare
Crow foot, 36 mm 1 52000 784

bearing shell

MAN Diesel & Turbo

Page 6 (9)
L21/31
Supply per Ship

Working Spare
Hydraulic tools complete 52000 806

consisting of the following
3 boxes:
Hydraulic tools box 1 52000 633

consisting of:

MAN Diesel & Turbo
370065-2.1
L21/31
Supply per Ship

Working Spare
Pressure pump, 1 52000 011

complete
manometer 52000 023
Rubber buffers 52000 507
Hose with unions 4 52000 202
Hose, 4000 mm 52000 537
Adapter 52000 836
Nipple 52000 519
Force-off device 1 52000 424
Storage tank 1 52000 520

MAN Diesel & Turbo

Page 8 (9)
L21/31
Supply per Ship

Working Spare

consisting of:
cylinder M33 x 2 2 52000 275
Pressure part
M33 x 2 2 52000 371
cylinder M30 x 2 2 52000 287
Pressure part, short

M22 x 2 2 52000 383
Pressure part, long

M22 x 2 2 52000 096
Tension screw
M22 x 2 2 52000 131
Turn pin 1 52000 556
Turn pin 1 52000 568
Turn pin 1 52000 334
Angle piece 2 52000 358
Measuring device 1 52000 448

MAN Diesel & Turbo
370065-2.1
L21/31
Supply per Ship

Working Spare

consisting of:
Hydraulic tightening 4 52000 263

cylinder M30 x 2
Pressure part, short 2 52000 072

M30 x 2
Pressure part, long 4 52000 059

M30 x 2
Tension screw 4 52000 118
Set of spare part 1 52000 226
Turn pin 1 52000 593
Turn pin 1 52000 603
Turn pin 1 52000 334

MAN Diesel & Turbo
3700066-4.1
Page 1 (8) Additional Tools 1488050
L21/31
Supply per Ship Drawing Remarks

Name Sketch
Working Spare Plate no Item no
Fit and removal device 1 52000 069

for conn. rod bearing,
incl. eye screws (2 pcs) 13
80
Lifting device for 1 52000 082

cylinder liner
352
948
Lifting device for piston 1 52000 104

and connecting rod
0
20
11.34 - Tier II
MAN Diesel & Turbo
3700066-4.1
1488050 Additional Tools Page 2 (8)
L21/31

Name Sketch
Plier for piston pin 1 52000 759

retaining ring
Piston ring opener 1 52000 190
ø250
Supporting device for 1 52000 212

connecting rod and
piston in the cylinder
130
liner, incl. fork

main bearing upper
shell

for main bearing cap
11.34 - Tier II
MAN Diesel & Turbo
3700066-4.1
L21/31

Name Sketch

of charge air cooler/
lubricating oil cooler
M12
Crankshaft alignment 1 52002 067

gauge (autolog)
Resetting device for 1 52002 092

hydraulic cylinder
Turning device 1 52002 114

for cylinder unit
11.34 - Tier II
MAN Diesel & Turbo
3700066-4.1
L21/31

Name Sketch
Grinding tool for 1 52002 126

cylinder head/liner
Max. pressure 1 52002 138

indicator 0-220 bar
appr. 87
Handle for indicator 1 52002 498
valve
appr. 230
Testing mandrel for 1 52002 151

piston ring grooves,
6.43 mm
Testing mandrel for 1 52002 163

piston ring grooves,
5.43 mm
Tool for fixing of 1 52002 187

marine head for
counterweight
11.34 - Tier II
MAN Diesel & Turbo
3700066-4.1
L21/31

Name Sketch
Grinding machine 1 52002 199

for valve seat rings
Mandrel 1 52002 209
Cutting tool 209 1 52002 210
210
Wooden box
L x B x H = 450 x 380 x 190 mm
Grinding machine 1 52002 222

for valve seat rings
Stone 1 52002 234
Guide 234 1 52002 246

246
Fit and removing 1 52002 258

device for valve
guides
11.34 - Tier II
MAN Diesel & Turbo
3700066-4.1
L21/31

Name Sketch
Grinding tool for 1 52002 283

valves
Fitting device for 1 52002 295

valve seat rings
Plate 1 52002 317

(used with item 181)
Extractor for valve 1 52002 329

seat rings
11.34 - Tier II
MAN Diesel & Turbo
3700066-4.1
L21/31

Name Sketch

for fuel injection pump
Setting device for 1 52002 366

fuel injection pump
Cleaning needles 1 52002 378

for fuel injector
(5 pcs)
Fit and removing 1 52002 401

device for cooler
insert
11.34 - Tier II
MAN Diesel & Turbo
3700066-4.1
L21/31

Name Sketch
Measuring device for 1 52002 425

cylinder liner
Closing cover (TCR16) 1 52002 449

(standard with only one
propulsion engine)
Closing cover (TCR18) 1 52002 450

(standard with only one
propulsion engine)
Lifting tool for 1 52002 474

cylinder unit
(low dismantling height)
11.34 - Tier II
MAN Diesel & Turbo
3700067-6.0
Page 1 (2) Hand Tools 1488070
L21/31
L27/38
Socket spanner set

019 Designation Size [mm]
Rachet
Extension 125
Extension 250
Universal
Socket - double hexagon 10
Socket for internal hexagon 5
Socket - screwdriver 1.6 x 10
Socket - cross head screw 2
Socket - cross head screw 3
Item Size [mm] Socket - cross head screw 4
331 7
343 8
355 Hexagon key Combination spanner
10
367 12
379 14 Item Size [mm]
380 17 032 10
392 19 044 12
056 13 139
068 14
223 16
081 17
235 18
093 19
103 22
140 272 115 24
284 127 30
296
152
164 176 188 247 259 260
24 mm 30 mm 36 mm 8 mm 10 mm 12 mm
11.01
MAN Diesel & Turbo
3700067-6.0
1488070 Hand Tools Page 2 (2)
L21/31
L27/38
Item Item
no Qty Designation Benævnelse no Qty Designation Benævnelse
019 1/E Set of tools Topnøglesæt 260 1/E Bit, hexagon socket Unbrakotop, str 12 0
screw, square drive
032 1/E Combination spanner, Ring-gaffelnøgle,
10 mm 10 mm 272 1/E Torque spanner, Momentnøgle, 0
20-120 Nm - 1/2" 20-120 Nm - 1/2"
40-200 Nm - 1/2" 40-200 Nm - 1/2"
30-320 Nm - 1/2" 30-320 Nm - 1/2"
14 mm 14 mm 331 1/E Hexagon key 7 mm Unbrakonøgle 7 mm 0
081 1/E Combination spanner, Ring-gaffelnøgle, 343 1/E Hexagon key 8 mm Unbrakonøgle 8 mm 0
17 mm 17 mm
355 1/E Hexagon key 10 mm Unbrakonøgle 10 mm 0
103 1/E Combination spanner, Ring-gaffelnøgle, 379 1/E Hexagon key 14 mm Unbrakonøgle 14 mm 0
22 mm 22 mm
380 1/E Hexagon key 17 mm Unbrakonøgle 17 mm 0

30 mm 30 mm
139 1/E Tee handle 1/2" square T-greb 1/2"

drive
140 1/E Ratchet, 20 mm Skralde, 20 mm
152 1/E Extension bar Forlænger
164 1/E Socket spanner, squa- Top, str 24

re drive, size 24
176 1/E Socket spanner, squa- Top, str 30

re drive, size 30
188 1/E Socket spanner, squa- Top str 36

re drive, size 36

16 mm 16 mm

18 mm 18 mm
247 1/E Bit, hexagon socket Unbrakotop, str 8

screw, square drive
259 1/E Bit, hexagon socket Unbrakotop, str 10

screw, square drive
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50.
* = Only available as part of a spare parts kit / * = Kun tilgængelig som en del af et reservedelssæt /
not avail separately ikke tilgængelig alene
Qty/C = Qty/Cylinder Qty/C = Qty/Cylinder
11.01
MAN Diesel & Turbo
1689483-7.2
Page 1 (6) Weight and Dimensions of Principal Parts 1402000
L21/31
0
36
77
3 0
45
Cylinder head incl. rocker arms approx. 225 kg
Ø299
Piston approx. 30 kg
5
54
77
9
620
540
Ø254
Cylinder liner approx. 80 kg Charge air cooler approx. 294 kg
Please note: 5 cyl. only for GenSet
11.27 - Tier II, WB II

MAN Diesel & Turbo
1689483-7.2
1402000 Weight and Dimensions of Principal Parts Page 2 (6)
L21/31
Cylinder unit approx. 485 kg Connecting rod approx. 64 kg
3
93
1666.5
Front end box for GenSet Front end box for Propulsion
approx. 1464 kg

MAN Diesel & Turbo
1689483-7.2
L21/31
14
00
Base Frame for GenSet

Length (L)* Weight
5 cyl. 4529 2978 kg
6 cyl. 5015.5 3063 kg
7 cyl. 5423 3147 kg
8 cyl. 5893.5 3232 kg
9 cyl. 6312 3315 kg
* Depending on Alternator type
79
0
Oil Pan for Propulsion

Length (L) Weight
6 cyl. 2920.5 660 kg
7 cyl. 3275.5 720 kg
8 cyl. 3630.5 780 kg
9 cyl. 3985.5 850 kg

MAN Diesel & Turbo
1689483-7.2
L21/31
Valve Camshaft
Length (L) Weight
5 cyl. 1994.5 130 kg
6 cyl. 2349.5 150 kg
7 cyl. 2704.5 170 kg
8 cyl. 3059.5 190 kg
9 cyl. 3414.5 209 kg
Injection Camshaft
Length (L) Weight
5 cyl. 1980.5 275 kg
6 cyl. 2335.5 321 kg
7 cyl. 2690.5 367 kg
8 cyl. 3045.5 413 kg
9 cyl. 3400.5 459 kg

MAN Diesel & Turbo
1689483-7.2
L21/31
H
1331
L H Weight
TCR16 1110 615 290 kg

TCR18 1328 772 460 kg
10
65 L
Frame
Length (L) Weight
5 cyl. 2105.5 3435 kg
6 cyl. 2460.5 3981 kg
7 cyl. 2815.5 4527 kg
8 cyl. 3170.5 5073 kg
9 cyl. 3525.5 5619 kg
ø1
Ø1
10
10
7
7
Flywheel with gear rim Flywheel with gear rim

Only for GenSet Only for Propulsion
Small 890 kg
Medium 1051 kg
Large 1213 kg

MAN Diesel & Turbo
1689483-7.2
L21/31
Crankshaft with Counter Weights

Length (L) Weight
5 cyl. * 2470 1350 kg
6 cyl. 2825 1580 kg
7 cyl. 3180 1813 kg
8 cyl. 3535 2053 kg
9 cyl. 3890 2260 kg
* Only for GenSet

MAN Diesel & Turbo
1690730-9.1
Page 1 (1) Fuel oil system 1435000
L21/31
L27/38
General The built-on equipment is designed for use of fuel oil
modules, normally referred to as booster modules.
The engine can be equipped with different equipment For multi engine installations a common fuel oil feed
depending on fuel oil quality. system should cover all engines.
The standard engine, for operation on MDO (Marine
Diesel Oil), is equipped with built-on:
Fuel oil quality
Fuel oil primary pump
o
Double filter with paper inserts We recommend to use heavy fuel up to 380 cSt/50 C,
Lubrication of fuel oil pumps even though the engine is designed for operation on
o
Fuel oil pumps with leak oil seal HFO up to 700 cSt/50 C, depending on the actual
Uncooled fuel injection valves fuel quality.
The MDO built-on equipment is designed for single For fuel oil quality, see Quality Requirements
engine installation. For multi engine installations it 1435000.
is recommended to have either two separate fuel
supplies or the built-on pumps have to be replaced The maximum injection viscosity is 12-14 cSt.
by electrical pumps.
Velocity recommendations for fuel oil pipes:
The standard engine, for operation on HFO (Heavy
Fuel Oil), is equipped with built-on: Marine Diesel Oil: Suction pipe: 0.5 - 1.0m/s
Delivery pipe: 1.5 - 2.0 m/s
Fuel oil duplex filter
Fuel oil back pressure valve Heavy Fuel Oil: Suction pipe: 0.3 - 0.8 m/s
Lubrication of fuel oil pumps Delivery pipe: 0.8 - 1.2 m/s
Fuel oil pumps without leak oil seal
Uncooled fuel injection valves
Equipment for cleaning of turbocharger
turbine side during operation
08.45
MAN Diesel & Turbo
1624473-6.2 Recalculation of fuel consumption dependent on

Page 1 (1) ambient conditions 1402000
General
In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal combustion engines – Per-

formance, Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods
– Additional requirements for engines for general use” MAN Diesel & Turbo specifies the method for
recalculation of fuel consumption dependent on ambient conditions for 1-stage turbocharged en-
gines as follows:
ß = 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
bx
bx = br x ß br =
ß
ß Fuel consumption factor
tbar Engine type specific reference charge air temperature before cylinder
see »Reference conditions« in »Fuel oil consumption for emissions standard«.
Legend Reference At test run or at site

Specific fuel consumption [g/kWh] br bx
Ambient air temperature [°C] tr tx

Charge air temperature before cylinder [°C] tbar tbax
Ambient air pressure [bar] pr px
Example
Reference values:
br = 200 g/kWh, tr = 25° C, tbar = 40° C, pr = 1.0 bar
At Site:
tx = 45° C, tbax = 50° C, px = 0.9 bar
ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023
bx = ß x br = 1.023 x 200 = 204.6 g/kWh
All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depend-
ing on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each
project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.
12.12
MAN Diesel & Turbo
3700056-8.2
Page 1 (2) Fuel Oil Consumption for Emissions Standard 1402091
L21/31
6-9L21/31: 215 kW/cyl. at 1000 rpm, Controllable-Pitch Propeller (CPP)
% Load 100 851) 75 50 25
Spec. fuel consumption

(g/kWh) with HFO/MDO 195 1921) 192 195 215
without attached pumps 2) 3)
1)
Warranted fuel consumption at 85% MCR
2)
Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for
warranty is taken into account.
3)
Based on reference conditions, see "Reference conditions"
Table 1 Fuel oil consumption
Fuel oil consumption at idle running (kg/h)

No of cylinders
6L 7L 8L 9L
Speed /1000 rpm 28 32 36 40
Table 2 Fuel oil consumption at idle running
IMO Tier II requirements: Note!

Operating pressure data without further specification
IMO: International Maritime Organization MARPOL are given below/above atmospheric pressure.
73/78; Revised Annex VI-2008, Regulation 13.
For calculation of fuel consumption, see "1402000
Tier II: NOx technical code on control of emission Recalculation of fuel oil consumption dependent on
of nitrogen oxides from diesel engines. ambient conditions"
12.12 - Tier II
MAN Diesel & Turbo
1402091 Fuel Oil Consumption for Emissions Standard 3700056-8.2

Page 2 (2)
L21/31
For operation with MGO SFOC will be increased by 2 g/kWh
With built-on pumps, the SFOC will be increased in [%] by:

110
Lubricating oil main pump 1.5 x %
load % + 10
110
LT Cooling water pump 0.7 x
load % + 10 %
110
HT Cooling water pump 0.7 x %
load % + 10
110
Fuel oil feed pump* 0.1 x %
load % + 10
*only for MDO/MGO operation
For different net calorific value, the SFOC will be corrected in [%] by:
Net calorific value NCV rise 427 kJ/kg - 1.0 %
Increased negative intake pressure before compressor leads to increased fuel oil consumption, calculated
as increased air temperature before turbocharger:
U = ( -20 [mbar] – pAir before compressor [mbar] ) x 0.25 [K/mbar] with U ≥ 0
Increased exhaust gas back pressure after turbine leads to increased fuel oil consumption, calculated as
increased air temperature before turbocharger:
O = ( pExhaust after turbine [mbar] – 30 [mbar] ) x 0.25 [K/mbar] with O ≥ 0
Charge air blow-off for exhaust gas temperature control (plants with catalyst) leads to increased fuel oil
consumption:
For every increase of the exhaust gas temperature by 1° C, due to activation of charge air blow-off device,
an addition of 0.05 g/kWh to be considered.
Reference conditions (according to ISO 3046-1: 2002; ISO 1550: 2002)
Air temperature before turbocharger tr °C 25
Ambient pressure pr bar 1
Relative humidity Φr % 30
Engine type specific reference charge air temperature before cylinder tbar 1) °C 40
Net calorific value NCV kJ/kg 42,700

1)
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)
Table 3 Reference conditions
12.12 - Tier II
MAN Diesel
1690731-0.4
Page 1 (3) Fuel oil system - MDO 1435000
L21/31
Fuel oil system for operation on gas/diesel oil

2053276-2.0
Item Description Shut-off valve at B4 is to be placed as close to the

1 Prefilter for purifier connections as possible
2 Transfer pump
3 Purifier
4 MDO service tank
5 Sightglass for MDO overflow
6 Duplex filter (magnetic insert)
MDO service tank (item 4):
Min capacity in m3 for 8 hours operation:
7 Hand pump
8 Primary pump
9 Double filter with metal insert CYL. WITH PURIFIER OR SETTLING TANK
6L21/31 2.4
7L21/31 2.6
8L21/31 3.2
Connections:
9L21/31 3.6
B1 Fuel oil primary pump - suction
B3 Fuel oil primary stand-by pump - pressure
B4 Fuel oil circulation to service tank The lowest oil level of the service tank must be min
B7A Leak oil to drain tank (with alarm) 500 mm above centerline of crankshaft
Fig 1 Fuel oil system - MDO
09.35
MAN Diesel
1690731-0.4
1435000 Fuel oil system - MDO Page 2 (3)
L21/31
Fuel oil storage Purifier, item 3
The storage and handling system comprises of bunker For engines operating on MDO we recommend
tanks, pipe systems and transfer systems cleaning of the oil by a purifier to remove water.
For the blended fuel oil (M3 in accordance to BS
MA100 fuel oil specification) which can be expected
Cleaning systems in some bunker places, the purifier is also an impor-
tant cleaning device. We recommend the automatic
The cleaning system normally comprises of a settling self-cleaning type.
tank, pipe system and equipment for cleaning of the
MDO prior to use in the engine. As a guideline for the selection of purifier, the follow-
ing formula can be used:
The settling tank should be designed to provide the
most efficient sludge and water separation. The tank Design data:
should be provided with baffles to reduce mixing of
sludge with the fuel. The bottom of the tank should Capacity: V = C x (24/T)
have a slope toward the sludge drain valve(s), and
the pump suction must not be in the vicinity of the V: The nominal capacity of the purifier
sludge space. in litres/hour
C: Consumption at MCR in liters/hour
We recommend that the capacity of a single set- T: Daily separating time, depending on
tling tank is sufficient to ensure minimum 24 hours purifier (20_22 hours)
operation.
Guidance given by the manufacturer of the purifier
must be observed.
Prefilter, item 1 If aux engines are fed from the same fuel oil system,
the fuel oil consumption has to include all engines.
To protect the purifier pump (item 2), a prefilter should
be inserted before the pump. Pre-heating is normally not necessary, but a purify-
ing temperature of approx 40oC is recommended for
Design data: better separation. Some Marine Diesel Oils have a
high content of “paraffin” which cloggs up filters and
Capacity: See oil pump, item 2 can cause unintended engine stopping. To avoid this
Mesh size: 0.8_1.0 mm preheating can be necessary.
A heat exchanger and a thermostatic valve using the

Oil pump to purifier, item 2 main engine HT cooling water as heating media can
be installed, if necessary.
The pump can be driven directly by the purifier or by
an independent motor.
Design data:
Capacity: According to purifier
Pressure: Max 2.5 bar
Temperature: Max 40oC
09.35
MAN Diesel
1690731-0.4
Page 3 (3) Fuel oil system - MDO 1435000
L21/31
Service tank, item 4 Fuel oil consumption
The service tank shall be dimensioned to contain puri- For calculating the necessary tank size, purifier,
fied MDO for operating minimum 4 hours at MCR. stand-by pumps, etc, the consumption stated in
the planning data, based on engine MCR, should
Attention must be paid that the fuel oil inlet pipe is be used.
connected to the side of the tank in a position to avoid These values include an addition for engine driven
sludge and water contamination of the MDO. pumps plus 5% tolerance in accordance with ISO
requirements.
A vent pipe from the tank should be led up to the deck
level minimum 500 mm above the tank. Precaution
should be taken that water does not enter the tank Cooler requirements
through the vent pipe.
Fuel oil temperatures before engine / fuel oil injection
To ensure satisfactory suction when starting up the pumps (MDO/MGO):
main engine, the lowest oil level in the service tank
should be at least 500 mm above the suction to the If the fuel oil temperature before engine / fuel injection
primary pump (item 8 in fig 6.1) and the stand-by pumps exceeds 40° C or the viscosity is below 2,2 cSt
primary pump. ooler must be built-in, in order to ensure the lubricating
properties for the injection pumps.
Duplex suction filter, item 6

Notes
A duplex suction filter with magnetic inserts should
be installed in the suction line of the fuel oil primary We recommend that the total pressure drop in the
pump to protect the pump. The filter should be de- piping system is calculated in order to ensure that
signed for the capacity of the built-on primary pump the pump capacity is sufficient and the flow velocity
with a mesh size of 0.5−0.8 mm. is as recommended by us.
We should be pleased to review your piping diagrams

Stand-by primary pump, item 7 and give our comments and recommendations. The
shipyard is responsible for the choice of method,
Design data: design and execution.
Capacity: 4 x MCR consumption

Pressure: 2.5 bar
09.35
MAN Diesel
1690732-2.0
Page 1 (6) Fuel oil system - HFO 1435000
L21/31
Fuel oil system for operation on heavy fuel oil

2054052-6.0
Fig. 1 Fuel oil diagram-HFO
03.40
MAN Diesel
1690732-2.0
1435000 Fuel oil system - HFO Page 2 (6)
L21/31
Item Description Fuel oil storage

1 HFO settling tank
2 Prefilter for purifier/clarifier The storage and handling system consists of bunker
3 Transfer pump for purifier/clarifier tanks, pipe systems and transfer systems.
4 Preheater for purifier/clarifier
5 HFO purifier
6 HFO clarifier
7 HFO day tank
Cleaning systems
8 Prefilter for HFO supply pump
9 Fuel oil supply pump
The cleaning system normally comprises of a settling
10 Automatic filter tank, pipe system and equipment for cleaning of the
11 Flow indicator HFO prior to use in the engine.
12 Mixing tank
13 Automatic deaeration valve
14 Supply pressure control valve
15 Duplex filter (magnetic insert)
Settling tank, item 1
16 Fuel oil booster pump
17 Final preheater
The settling tanks should be designed to provide the
18 Viscosity control equipment most efficient sludge and water separation. Each tank
19 Duplex slit filter should be provided with baffles to reduce mixing of
20 Booster pressure regulating valve sludge with the fuel. The bottom of the tank should be
30 Sight glass, HFO day tank overflow
with a slope toward the sludge drain valve(s), and the
31 Prefilter for MDO transfer pump
32 MDO transfer pump
pump suction must not be in the vicinity of the sludge
33 MDO purifier space.
34 MDO day tank
35 Sight glass, MDO day tank overflow
We recommend that the capacity of each settling tank
should be sufficient to ensure minimum 24 hours
Connections: operation.
B1 Fuel oil inlet engine
B2 Drain oil from fuel valves The temperature of the oil settling tanks should be as
B4 Fuel oil circulation to service tank high as possible to help the dirt to settle. The tempera-
B7A Leak oil to drain tank (with alarm) ture should be below 75oC in order to avoid the
formation of asphaltenes, and min 7oC above the pour
Note:
point of the oil to ensure pumpability.
All tanks and pipes for heated oil must be insulated
_
Shut off valve at B4 is to be placed as close to the
connection as possible Prefilter, items 2 and 2A
Final preheater (item 17): To protect the separator pumps, items 3 and 3A, a
Standard: Steam heated final preheater prefilter should be inserted before the pumps.
Optional: Electrical, Thermal oil heated final preheater
Design data:
MDO–tank (item 34):
_
Min oil level in MDO tank is to be approx 500 mm
Capacity: See oil pump, items 3 and 3A
above inlet pipe (item 10) Mesh size: 0.8_1.0 mm
Pressure regulating valve (item 20):

The pressure regulating valve is to be adjusted to a Oil pump to purifier and clarifier,
pressure of 4 bar. The relief valve for booster pumps
items 3 and 3A
(items 16 and 16A) are adjusted to a pressure somewhat higher.
The pumps can be driven directly by the purifier or by
an independent motor.
2054052-6.0
Design data:
Capacity: According to separator
Temperature: Max 70oC
03.40
MAN Diesel
1690732-2.0
L21/31
Preheater before purifier and clarifier, HFO service tank, item 7

items 4 and 4A
The service tank should be dimensioned to contain
The preheater must be able to raise the temperature purified HFO for operating for at least 12 hours.
o o
of the oil from approx 60 C to approx 98 C, which is the
The tank must be insulated and the oil temperature in
temperature of the oil for purifying.
the tank should be kept at minimum 60C. Depending
Design data: on separating temperature and tank insulation the
o
temperature may rise to above 90 C.
Capacity: P = v x t/1710
Attention must be paid that the fuel oil inlet pipe is
P: Capacity of the preheater in kW
connected to the side of the tank in a position to avoid
v: Flow through preheater in litres/hour
o sludge and water contamination of the HFO.
t: Temperature difference approx 40 C
(engine operating) The feed from the service tank to the mixing pipe is
to be connected in a suitable distance above the
Max pressure: 4 bar
bottom of the service tank to avoid sludge and water
Max pressure loss: 0.5 bar
contamination in the pipe.
The specific load on heating surface for an electric
A vent pipe from the tank should be led up to the deck
preheater is recommended not to exceed 1.2 W/cm2.
level minimum 500 mm above the tank. Precaution
should be taken that water does not enter the tank
through the vent pipe.
Purifier/clarifier, items 5 and 6
For engines operating on HFO we recommend clean-

Prefilters, items 8 and 8A
ing of the fuel oil by a purifier and a clarifier to remove
water and solids. For applications with separators
The pressure pumps (items 9 and 9A) must be
acting as a clarifier and purifier at the same time, we
protected by prefilters.
recommend to have one separator as stand_by. We
recommend the automatic self_cleaning type. Design data:
As a guideline for the selection of separators, the Capacity: See capacity for pressure pump
following formula can be used: Temperature: Max 90°C
Mesh size: 0.8_1.0 mm
Design data:
Capacity: V = C x (24/T)
V: The nominal capacity of the separators
Pressure pumps, items 9 and 9A
in litres/hour
The HFO system must be pressurised to avoid gas
C: Consumption at MCR in litres/hour
separation in the fuel oil piping. Pressurising is main-
T: Daily separating time, depending
tained by the pumps installed between the HFO
on purifier (20_22 hours)
service tank and the automatic filter.
Guidance given by the manufacturer of the seperators
Design data:
must be observed.
Type: Screw or gear pump with relief valve
If aux engines are supplied from the same fuel oil
Capacity: MCR consumption + flushing oil
system, the fuel oil consumption has to include all
Pressure: Max 4 bar
engines. o
Temperature: Max 90 C
03.40
MAN Diesel
1690732-2.0
L21/31
Viscosity at Mixing pipe, item 12

normal
operation: Max 140 cSt (corresponding The main purpose of the mixing pipe is to ensure good
to 70° C) ventilation of gas from the hot fuel oil.
Viscosity for
Furthermore, the mixing pipe ensures a gradual tem-
dimensioning
perature balance by mixing the hot returned oil from
of el_motor: 1000 cSt
the engine with the oil from the daily service tank
thereby reducing the heat requirements from the final
preheater.
Pressure regulating valve, item 14
The mixing pipe should be dimensioned to contain
The pressure regulating valve is to be adjusted to a fuel oil for 10_15 minutes operation at MCR load, and
pressure of approx 4 bar and the relief valve setting for in any case not less than 50 litres.
supply pumps, items 9 and 9A is adjusted to a higher Minimum diameter of mixing pipe: 200 mm.
pressure.
Because the capacity of the fuel oil primary pump is
If the capacity of the pressure pumps (items 9 and 9A)
higher than the consumption of the engine, the sur-
exceeds the fuel oil consumption too much, or if the
plus oil from engine flange connection B4 must be
plant often operates at low load, the surplus oil
returned to the mixing pipe and must be adequately
by_passed by the pressure regulating valve has to be
insulated.
cooled down by a by_pass oil radiator, to avoid
unintended heating of the fuel supply. The flange connection B2 must be connected to a
drain tank and not to the mixing pipe.
Automatic filter, item 10

Prefilter, item 15
An automatic filter should be installed between the
supply pumps and the mixing pipe. To protect the fuel oil circulation pumps a duplex
prefilter is recommended between the mixing pipe
As the flow is limited to the consumption of the (item 12) and the circulating pumps (items 16
engine, a filter with 10 m mesh size should be used in and 16A).
order to achieve optimal filtration. In case of malfunc-
tion of the filter, a manually cleaned by_pass filter has Design data (depending on fuel type):
to be installed in parallel to the automatic filter. Capacity: See the planning data
Design data: Operating
temperature: Max 150° C
Capacity: MCR consumption Pressure: Max 10 bar
Pressure: Normally 4 bar Pressure drop by
Max 8 bar clean filter: Max 0.05 bar
Temperature: Max 90° C
Mesh size: 10 µm absolute (main supply) Pressure drop by
35 µm absolute (by_pass dirty filter: Max 0.1 bar
supply) Mesh size: 0.5 _ 0.8 mm
Fuel oil consumption measuring, item 11 HFO circulating pump, items 16 and 16A
For engines with pressurised HFO system a fuel The pressurised HFO system has a high degree of
consumption meter can be fitted between the auto- recirculation.
matic filter (item 10) and the mixing tank (item 12). A
spring loaded valve has to be installed in parallel. In
case of the measuring device, the valve will open and
ensure fuel supply to the engine.
03.40
MAN Diesel
1690732-2.0
L21/31
Design data (depending on fuel type): The above capacities include a safety margin of 15%
but the necessary capacity depends on the actual fuel
Capacity: 4 x MCR consumption and condition. We will be pleased to carry out calcu-
Pressure: Max 8 bar lations for a specific condition on request.
Operating
temperature: Max 150°C
Viscosity at Viscosity control equipment, item 18
normal operation: 25 cSt
(corresponding to 110°C) This equipment is required for all types of fuel to
Viscosity for ensure the optimum viscosity of approx 12+2 cSt at
dimensioning the inlet to the fuel injection pump. The viscosimeter
of el_motor: 250 cSt should be of a design which is not affected by
(corresponding to 60°C) pressure peaks produced by the injection pumps. For
efficient operation, the pipe length between the HFO
preheater and the viscosity control equipment should
Preheater, item 17 be as short as possible (or in accordance with the
manufacturer’s instruction).
In order to heat the HFO to the proper viscosity before
the injection valves (12+2 cSt), the oil is led through The viscosity control equipment should be able to
a preheater. switch over to thermostatic control in case of mal-
functioning.
The temperature of the HFO is regulated by an
automatic viscosity control unit to 85_150°C (depend-
ing on the viscosity). General piping
The specific load on heating surface for an electric Settling tank, service tank, and mixing pipe must be
preheater is recommended not to exceed 1.2W/cm2. insulated. All pipes for heated oil must be insulated as
well.
Based on the minimum temperature of the oil from the
HFO service tank to be 60°C and because the fuel The fuel oil pipe system must be made of seamless
must be heated to temperatures indicated in the table precision steel tubes which can be assembled by
below (corresponding to a viscosity of 12+2 cSt plus means of either cutting ring or clamp ring fittings.
an addition of 5°C to compensate for heat loss before
injection) the capacity of the preheater in kW should
be minimum: Fuel oil consumption
For calculating the necessary size of tank, separa-
tors, stand-by pumps, etc, the consumption stated in
Fuel type IF 80 IF 180 IF 380 the planning data, based on engine MCR, should be
final temp t=131°C t=131°C t=147°C used.
kW kW kW
6L21/31 The consumption includes an addition for engine
12 17 19
driven pumps plus 5% tolerance in accordance with
7L21/31 14 19 22 ISO requirements.
8L21/31 16 21 25
The conversion from kg/hour to litres/hour is based on
9L21/31 18 23 28 a fuel with density of 950 kg/m3 for IF 80 and
980 kg/m3 for IF 380.
The low calorific heat value of the heavy fuel oil

corresponds to 40,225 kJ/kg.
03.40
MAN Diesel
1690732-2.0
L21/31
The MDO treatment and feed system
The engine is designed for pier to pier operation on

HFO. However, change_over to MDO might become
necessary. For instance during:
Repair of engine and fuel oil system
Docking
More than 5 days stop
Environmental legislation requiring use of
low_sulphur fuels
The layout of MDO treatment and feed system should
be in accordance with the recommendations for MDO.
03.40
Heavy fuel oil (HFO) specification
6680 3.3.3-01
Prerequisites
MAN four-stroke diesel engines can be operated with any heavy fuel oil
obtained from crude oil that also satisfies the requirements in Table 1, pro-
viding the engine and fuel processing system have been designed accord-
ingly. To ensure that the relationship between the fuel, spare parts and
repair / maintenance costs remains favorable at all times, the following points
should be observed.
Heavy fuel oil (HFO)

Origin/Refinery process The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
that these also comply with the international specifications. The engine oper-
ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Specifications Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in Table 1.
The entries in the last column of Table 1 provide important background infor-
mation and must therefore be observed.
Different international specifications exist for heavy fuel oils. The most impor-
tant specifications are ISO 8217-2010 and CIMAC-2003, which are more or
less identical. The ISO 8217 specification is shown in Fig. 1. All qualities in
these specifications up to K700 can be used, providing the fuel preparation
system has been designed accordingly. To use any fuels, which do not com-
ply with these specifications (e.g. crude oil), consultation with Technical Serv-
ice of MAN Diesel & Turbo SE in Augsburg is required. Heavy fuel oils with a
maximum density of 1,010 kg/m3 may only be used if up-to-date separators
are installed.
Important Even though the fuel properties specified in the table entitled "The fuel speci-
fication and corresponding properties for heavy fuel oil" satisfy the above
requirements, they probably do not adequately define the ignition and com-
bustion properties and the stability of the fuel. This means that the operating
behaviour of the engine can depend on properties that are not defined in the
specification. This particularly applies to the oil property that causes forma-
tion of deposits in the combustion chamber, injection system, gas ducts and
2011-06-21 - de
exhaust gas system. A number of fuels have a tendency towards incompati-

bility with lubricating oil which leads to deposits being formed in the fuel
delivery pump that can block the pumps. It may therefore be necessary to
exclude specific fuels that could cause problems.
General
Blends The addition of engine oils (old lubricating oil, ULO –used lubricating oil) and
additives that are not manufactured from mineral oils, (coal-tar oil, for exam-
ple), and residual products of chemical or other processes such as solvents
6680 3.3.3-01 EN 1 (12)

(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
6680 3.3.3-01
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
Leak oil collector Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.
Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point °C min. 60 Flash point
(ASTM D 93)
Pour point (summer) max. 30 Low-temperature behaviour
(ASTM D 97)
Pour point (winter) max. 30 Low-temperature behaviour
(ASTM D 97)
Coke residue (Conrad- Weight % max. 20 Combustion properties
son)
Sulphur content 5 or Sulphuric acid corrosion
legal requirements
Ash content 0.15 Heavy fuel oil processing
Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) Weight % 0.1

Aluminium and silicium mg/kg max. 60 Heavy fuel oil processing
content (total)
Acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
Used lubricating oil mg/kg The fuel must be free of lubri-
(ULO) cating oil (ULO = used lubricat-
2011-06-21 - de
ing oil, old oil). Fuel is consid-

ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:
General
Ca > 30 ppm and Zn > 15

ppm or Ca > 30 ppm and P >
15 ppm.
2 (12) 6680 3.3.3-01 EN

Asphaltene content Weight % 2/3 of coke residue Combustion properties
6680 3.3.3-01
(according to Conradson)
Sodium content mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil processing
Sodium<100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be
free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.
Table 1: Table_The fuel specification and corresponding characteristics for heavy fuel oil

2011-06-21 - de
General
6680 3.3.3-01 EN 3 (12)

6680 3.3.3-01
2011-06-21 - de
General
Figure 1: ISO 8217-2010 specification for heavy fuel oil
4 (12) 6680 3.3.3-01 EN

6680 3.3.3-01
2011-06-21 - de
General
Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
6680 3.3.3-01 EN 5 (12)

6680 3.3.3-01
The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
and operating results more clearly.
Selection of heavy fuel oil Economic operation with heavy fuel oil within the limit values specified in the
table entitled "The fuel specification and corresponding properties for heavy
fuel oil" is possible under normal operating conditions, provided the system is
working properly and regular maintenance is carried out. If these require-
ments are not satisfied, shorter maintenance intervals, higher wear and a
greater need for spare parts is to be expected. The required maintenance
intervals and operating results determine, which quality of heavy fuel oil
should be used.
It is an established fact that the price advantage decreases as viscosity
increases. It is therefore not always economical to use the fuel with the high-
est viscosity as in many cases the quality of this fuel will not be the best.
Viscosity/injection viscosity Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-
mum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator.
The prescribed injection viscosity of 12 - 14 mm2/s (for GenSets, 23/30H and
28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of the
engine must be observed. This is the only way to ensure efficient atomisation
and mixture formation and therefore low-residue combustion. This also pre-
vents mechanical overloading of the injection system. For the prescribed
injection viscosity and/or the required fuel oil temperature upstream of the
engine, refer to the viscosity temperature diagram.
Heavy fuel oil processing Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-
cles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the alumi-
num and silicium content is higher than 15 mg/kg.
Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.
Settling tank Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 °C to
prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 3802/s at 50 °C. If the heavy
fuel oil has a high concentration of foreign matter, or if fuels in accordance
with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks will
be required one of which must be sized for 24-hour operation. Before the
content is moved to the service tank, water and sludge must be drained from
the settling tank.
Separators A separator is particularly suitable for separating material with a higher spe-
cific density – water, foreign matter and sludge, for example. The separators
2011-06-21 - de
must be self-cleaning (i.e. the cleaning intervals must be triggered automati-

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

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

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

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

The separators must be arranged according to the manufacturers' current
recommendations (Alpha Laval and Westfalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Diesel should be consulted.
If processing is carried out in accordance with the MAN Diesel specifications
and the correct separators are chosen, it may be assumed that the results
stated in the table entitled "Achievable proportion of foreign matter and
water" for inorganic foreign matter and water in the heavy fuel oil will be ach-
ieved at the engine inlet.
Results obtained during operation in practiсe show that the wear occurs as a
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum
lubricating oil treatment process must be ensured.
Definition Particle size Quantity

Inorganic foreign matter < 5 µm < 20 mg/kg
including catalyst particles
Al+Si content -- < 15 mg/kg
Water content -- < 0.2 % by vol. %
Table 2: Achievable proportion of foreign matter and water (after separation)
Water It is particularly important to ensure that the water separation process is as
2011-06-21 - de
thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomi-
sation and combustion of the heavy fuel oil. If the water absorbed in the fuel
General
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
6680 3.3.3-01 EN 7 (12)

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

way that condensate cannot flow back into the tank.
Vanadium/Sodium If the vanadium/sodium ratio is unfavorable, the melting point of the heavy
fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble
sodium compounds it contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does not enter the engine in the form of seawater in the intake air.
If the sodium content is higher than 100 mg/kg, this is likely to result in a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction func-
tion of the turbocharger).
Under certain conditions, high-temperature corrosion can be prevented by
using a fuel additive that increases the melting point of the heavy fuel oil ash
(also see "Additives for heavy fuel oils”).
Ash Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above chapter for more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g. sand, corrosion com-
pounds and catalyst particles, accelerate the mechanical wear in the engine.
Catalyst particles produced as a result of the catalytic cracking process may
be present in the heavy fuel oils. In most cases, these are aluminium silicate
particles that cause a high degree of wear in the injection system and the
engine. The aluminium content determined, multiplied by a factor of between
5 and 8 (depending on the catalytic bond), is roughly the same as the pro-
portion of catalyst remnants in the heavy fuel oil.
Homogeniser If a homogeniser is used, it must never be installed between the settling tank
and separator as otherwise it will not be possible to ensure satisfactory sepa-
ration of harmful contaminants, particularly seawater.
Flash point (ASTM D 93) National and international transportation and storage regulations governing
the use of fuels must be complied with in relation to the flash point. In gen-
eral, a flash point of above 60 °C is prescribed for diesel engine fuels.
Low-temperature behaviour The pour point is the temperature at which the fuel is no longer flowable
(ASTM D 97) (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 °C, the bunker facility must be preheated, unless fuel in accordance
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10 °C above
the pour point.
Pump characteristics If the viscosity of the fuel is higher than 1000 mm2/s (cST), or the tempera-
ture is not at least 10 °C above the pour point, pump problems will occur.
For more information, also refer to “Low-temperature behaviour
(ASTM D 97)”.
Combustion properties If the proportion of asphalt is more than two thirds of the coke residue (Con-
2011-06-21 - de
radson), combustion may be delayed which in turn may increase the forma-
tion of combustion residues, leading to such as deposits on and in the injec-
tion nozzles, large amounts of smoke, low output, increased fuel consump-
General
tion and a rapid rise in ignition pressure as well as combustion close to the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
8 (12) 6680 3.3.3-01 EN

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

responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. (Also see illustration entitled "Nomogram for determin-
ing the CCAI – assigning the CCAI ranges to engine types").
2011-06-21 - de
General
6680 3.3.3-01 EN 9 (12)

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

D Density [in kg/m3] at 15° C B The ignition characteristics can
be poor and require adapting the
engine or the operating condi-
tions.
CCAI Calculated Carbon Aromaticity C Problems identified may lead to
Index engine damage, even after a
short period of operation.
1 Engine type 2 The CCAI is obtained from the
straight line through the density
and viscosity of the heavy fuel
oils.
Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to engine
types
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
Sulphuric acid corrosion The engine should be operated at the cooling water temperatures prescribed
in the operating handbook for the relevant load. If the temperature of the
2011-06-21 - de
components that are exposed to acidic combustion products is below the

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

Compatibility The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
6680 3.3.3-01
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of resi-
due as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunker-
ing again to prevent incompatibility.
Blending the heavy fuel oil If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibility").
Additives for heavy fuel oils MAN Diesel & Turbo SE engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine opera-
tion will not be impaired by using the product.
The use of heavy fuel oil additives during the warranty period must be avoi-
ded as a basic principle.
Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below "Addi-
tives for heavy fuel oils – classification/effects".
Precombustion additives ▪ Dispersing agents/stabil-
isers
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion catalysts
(fuel savings, emissions)
Post-combustion additives ▪ Ash modifiers (hot corro-
sion)
▪ Soot removers (exhaust-
gas system)
Table 3: Additives for heavy fuel oils – Classification/effects
Heavy fuel oils with low From the point of view of an engine manufacturer, a lower limit for the sul-
sulphur content phur content of heavy fuel oils does not exist. We have not identified any
problems with the low-sulphur heavy fuel oils currently available on the mar-
ket that can be traced back to their sulphur content. This situation may
change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
Turbo will monitor developments and inform its customers if required.
If the engine is not always operated with low-sulphur heavy fuel oil, corre-
sponding lubricating oil for the fuel with the highest sulphur content must be
selected.
2011-06-21 - de
Improper handling of operating fluids

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

6680 3.3.3-01
Tests
Sampling To check whether the specification provided and/or the necessary delivery
conditions are complied with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the engine's warranty period).
To ensure that the samples taken are representative of the bunker oil, a sam-
ple should be taken from the transfer line when starting up, halfway through
the operating period and at the end of the bunker period. “Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.
Analysis of samples Our department for fuels and lubricating oils (Augsburg factory, department
EQC) will be pleased to provide further information on request.
We can analyse fuel for customers at our laboratory. A 0.5 l sample is
required for the test.
2011-06-21 - de
General
12 (12) 6680 3.3.3-01 EN

Diesel oil (MDO) specification
6680 3.3.2-01
Marine diesel oil
Other designations Marine diesel oil, marine diesel fuel.
Origin Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-
DMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.
Specification
The suitability of fuel depends on the design of the engine and the available
cleaning options, as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217-2010 standard as
the basis. The properties have been specified using the stated test proce-
dures.
Properties Unit Testing method Designation
ISO-F specification DMB
Density at 15 °C kg/m3 ISO 3675 900
Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 > 2,0
< 11 *
Pour point (winter quality) °C ISO 3016 <0
Pour point (summer quality) °C <6
Flash point (Pensky Martens) °C ISO 2719 > 60
Total sediment content % by weight ISO CD 10307 0.10
Water content % by vol. ISO 3733 < 0.3
Sulphur content % by weight ISO 8754 < 2.0
Ash content % by weight ISO 6245 < 0.01
Carbon residue (MCR) % by weight ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 <2
Acid value mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m3 ISO 12205 < 25

Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Copper strip test - ISO 2160 <1
Other specifications:
2012-03-21 - de
British Standard BS MA 100-1987 Class M2

ASTM D 975 2D
ASTM D 396 Nr. 2
General
Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to

* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed
6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.
6680 3.3.2-01 EN 1 (2)

6680 3.3.2-01
During transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with high-
viscosity fuel or heavy fuel oil – with the remnants of these types of fuels in
the bunker ship, for example – that could significantly impair the properties of
the oil.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).
Fuel is considered as contaminated with lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
The pour point specifies the temperature at which the oil no longer flows. The
lowest temperature of the fuel in the system should be roughly 10 °C above
the pour point to ensure that the required pumping characteristics are main-
tained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 °C.
Seawater causes the fuel system to corrode and also leads to hot corrosion
of the exhaust valves and turbocharger. Seawater also causes insufficient
atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.
Solid foreign matter increase mechanical wear and formation of ash in the
cylinder space.
We recommend the installation of a separator upstream of the fuel filter. Sep-
aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.


Analyses
2012-03-21 - de

General
2 (2) 6680 3.3.2-01 EN

Gas oil / diesel oil (MGO) specification
6680 3.3.1-01
Diesel oil
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Military specification
Diesel oils that satisfy specification F-75 or F-76 may be used.
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards
have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.
Properties Unit Test procedure Typical value
Density at 15 °C ≥ 820.0
kg/m3 ISO 3675 ≤ 890.0
Kinematic viscosity at 40 °C ≥2
mm2/s (cSt) ISO 3104 ≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ -12
Flash point in closed cup °C ISO 2719 ≥ 60
Sediment content (extraction method) weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash weight % ISO 6245 ≤ 0.01 Gas oil / diesel oil (MGO) specification
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Cetane number or cetane index - ISO 5165 ≥ 40
Copper strip test - ISO 2160 ≤1
2011-07-06 - de
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D
General
Table 1: Diesel fuel (MGO) – properties that must be complied with.
6680 3.3.1-01 EN 1 (2)

* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
6680 3.3.1-01
the cloud point in accordance with ISO 3015
Use of diesel oil If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the
fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.

Analyses
Gas oil / diesel oil (MGO) specification

2011-07-06 - de
General
2 (2) 6680 3.3.1-01 EN

Bio fuel specification
6680 3.3.1-02
Biofuel
Other designations Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat
Origin Biofuel is derived from oil plants or old cooking oil.
Provision
Transesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must comply with the standard EN
14214.
Non-transesterified biofuels must comply with the specifications listed in
Table 1.
These specifications are based on experience to d/ate. As this experience is
limited, these must be regarded as recommended specifications that can be
adapted if necessary. If future experience shows that these specifications are
too strict, or not strict enough, they can be modified accordingly to ensure
safe and reliable operation.
When operating with bio-fuels, lubricating oil that would also be suitable for
operation with diesel oil (see Sheet 3.3.5) must be used.
Properties/Characteristics Unit Test method
Density at 15 °C 900 - 930 kg/m 3
DIN EN ISO 3675,
EN ISO 12185
Flash point > 60 °C DIN EN 22719
lower calorific value > 35 MJ/kg DIN 51900-3
(typical: 37 MJ/kg)
Viscosity/50 °C < 40 cSt (corresponds to a viscos- DIN EN ISO 3104
ity/40 °C of < 60 cSt)
Cetane number > 40 FIA
Coke residue < 0.4% DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) >5h ISO 6886
Phosphorous content < 15 ppm ASTM D3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01% DIN EN ISO 6245
Water content < 0.5% EN ISO 12537
Iodine number < 125g/100g DIN EN 14111
TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660

Filterability < 10 °C below the lowest temper- EN 116
ature in the fuel system
2011-03-25 - de
Table 1: Non-transesterified bio-fuel - Specifications

General
6680 3.3.1-02 EN 1 (2)


6680 3.3.1-02

Analyses
2011-03-25 - de
General
2 (2) 6680 3.3.1-02 EN

MAN Diesel & Turbo
3700063-9.0
Page 1 (2) Explanatory notes for biofuel 1435000
L21/31
L27/38
Operation with biofuel Caution:
Not transesterified biofuel with a pour point above
Please contact MAN Diesel & Turbo at an early 20° C carries a risk of flocculation and may clog up
stage of project. pipes and filters unless special precautions are taken.
Therefore the standard layout of fuel oil system for

Requirements on plant side HFO-operation has to be modified concerning fol-
lowing aspects:
Biofuel has to be divided into 3 categories.
• In general no part of the fuel oil system must be
Categori 1 - transesterified biofuel cooled down below pour pont of the used biofuel.
For example: • Fuel cooler for circulation fuel oil feeding part
=> to be modified.
• Biodiesel (FAME) In this circuit a temperature above pour point of
the biofuel is needed without overheating of the
Esterified biofuel is comparable to MDO (ISO-F-DMB/ supply pumps.
ISO-F-DMC), therefore standard layout of fuel oil
system for MDO-operation to be used. • Sensor pipes to be isolated or heated and located
near to main pipes.
Categori 2 - not transesterified biofuel and pour
point below 20° C • To prevent injection nozzles from clogging indi-
cator filter size 0.010 mm has to be used instead
For example: of 0.034 mm.
• Vegetable oil Additionally:

• Rape-seed oil
• Fuel oil module to be located inside plant (to be
Not transesterified biofuel with pour point below protected against rain and cold wind).
20° C is comparable to HFO (ISO-F-RM), therefore
standard layout of fuel oil system for HFO-operation • A second fuel type has to be provided of cate-
to be used. gory 1 or 2.
Due to the risk of clogging it is needed before each
Categori 3 - not transesterified biofuel and pour stop of the engine, to change over to a second
point above 20° C fuel type of category 1 or 2 and to operate the
engine until the danger of clogging of the fuel
For example: oil system no longer exists.
• Palm oil
• Stearin
• Animal fat
• Frying fat
11.01
MAN Diesel & Turbo
3700063-9.0
1435000 Explanatory notes for biofuel Page 2 (2)
L21/31
L27/38
Requirements on engine Please be aware
• Injection pumps with special coating and with • Depending on the quality of the biofuel, it may
sealing oil system. be necessary to carry out one oil change per
year (this is not taken into account in the details
• Fuel pipes and leak fuel pipes must be equipped concerning lubricating oil consumption).
with heattracing (not to be applied for biofuel
category 1). Heattracing to be applied for biofuel • An addition to the fuel oil consumption is ne-
category 2 outside covers of injection pump area cessary:
and for biofuel category 3 also inside injection
pump area. 2 g/kWh addition to fuel oil consumption (see
chapter fuel oil consumption)
• Inlet valve lubrication (L32/40)
• Engine operation with fuels of low calorific value
• Nozzle cooling to be appied for biofuel category like biofuel, requires an output reduction:
2 and 3. (L32/40)
• LCV ≥ 38 MJ/kg Power reduction 0%
• Charge air temperature before cylinder 55° C to
minimize ignition delay. • LCV ≥ 36 MJ/kg Power reduction 5%
• LCV ≥ 35 MJ/kg Power reduction 10%
11.01
Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram

Figure 1: Viscosity-temperature diagram (VT diagram)
In the diagram, the fuel temperatures are shown on the horizontal axis and
the viscosity is shown on the vertical axis.
The diagonal lines correspond to viscosity-temperature curves of fuels with
different reference viscosities. The vertical viscosity axis in mm2/s (cSt)
applies for 40, 50 or 100 °C.
Determining the viscosity-temperature curve and the required preheating temperature

Example: Heavy fuel oil with
2011-03-25 - de
Prescribed injection viscosity Required temperature of heavy fuel oil

180 mm²/s at 50 °C in mm²/s at engine inlet* in °C
≥ 12 126 (line c)
General
≤ 14 119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheating
temperature
6680 3.3.4-01 EN 1 (2)

* With these figures, the temperature drop between the last preheating
device and the fuel injection pump is not taken into account.
A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosity
of 1000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity of
fuel that the pump can deliver.
A heavy fuel oil discharge temperature of 152 °C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating sys-
tem – this leads to a reduction in heating output and thermal overloading of
the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.
The heavy fuel oil lines between the outlet of the last preheating system and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 °C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-
cations such as ISO CIMAC or British Standard). If heavy fuel oil with a low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in order to achieve more effective atomisation to reduce the combustion resi-
due.
The delivery pump must be designed for heavy fuel oil with a viscosity of up
to 1 000 mm2/s. The pour point also determines whether the pump is capa-
ble of transporting the heavy fuel oil. The bunker facility must be designed so
as to allow the heavy fuel oil to be heated to roughly 10 C above the pour
point.
Viscosity
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the
engine must be at least 1.9 mm2/s. If the viscosity is too low, this may
cause seizing of the pump plunger or nozzle needle valves as a result
of insufficient lubrication.
This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:
▪ 45 °C at the most with MGO (DMA) and MDO (DMB) and

▪ 60 °C at the most with MDO (DMC).
A fuel cooler must therefore be installed.
If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service of
MAN Diesel & Turbo SE in Augsburg.
2011-03-25 - de
General
2 (2) 6680 3.3.4-01 EN

MAN Diesel
1690729-9.3
Page 1 (4) Lubricating oil system 1440000
L21/31
General Lub oil consumption
The engine features an entirely closed wet sump lub The lub oil consumption is 0.5_0.8 g/kWh (always
oil system, ensuring easy installation and no risk of referring to MCR).
dirt entering the lub oil circuit.
It should, however, be observed that during the run-
The helical gear type lub oil pump is installed in the ning_in period the lub oil consumption may exceed
front_end box and draws the oil from the sump. the values stated:
Via a double check valve with connection for stand_by

pump, the oil flows to the pressure regulator, through Engine type Lub oil consumption
the built_on lub oil plate cooler and the integrated litres / hour
automatic lub oil filter to the engine.
6L21/31 0.7 _ 1.2
The back_flush oil from the filter is drained to the 7L21/31 0.8 _ 1.3
sump. A purifier must be connected to maintain
proper condition of the lub oil. 8L21/31 1.0 _ 1.5
9L21/31 1.1 _ 1.7
Integrated thermostatic elements ensure a constant
lub oil temperature to the engine.
Lub oil requirements
Only lub oils meeting the requirements in the “List

of Lubricating Oils” may be used.
Within the guarantee period, only lub oils approved

by us should be used, unless a written statement
has been given.
09.28
MAN Diesel
1690729-9.3
1440000 Lubricating oil system Page 2 (4)
L21/31
Lub oil system
The lub oil system is the same for both MDO and
HFO operation.
Pipe dimension: Connections:

Cyl. 6 7 8 9 D4 Lub oil stand-by pump, suction
DN x 125 125 150 150 D5 Lub oil stand-by pump, pressure
DN xx 100 100 125 125 D7 Lub oil to purifier
D8 Lub oil from purifier
D12 Lub oil filling
Item Description H Venting of crankcase
1 Lub oil pump, attached
2 Lub oil pump, stand-by Automatic backflush filter (item 5):
3 Lub oil cooler
Flushing outlet
4 Thermostatic valve
to sump
5 Automatic backflush filter
6 Lub oil pressure control valve
Filter Filter
7 Strainer (magnetic insert)
20 Prefiler for lub. oil purifier outlet inlet
21 Lub oil purifier pump
22 Preheater for lub. oil purifier 5A Backflush filter unit, 25 µm
23 Lub oil purifier 5B Pressure controlled by-pass valve
5C Back-up filter in line, 50 μm
09.28
MAN Diesel
1690729-9.3
Page 3 (4) Lubricating oil system 1440000
L21/31
Lub oil stand_by pump, item 2 Automatic lub oil,back_flushing filter,item5
To ensure good suction conditions for the lub oil pump, The built_on automatic lub oil filter has 2 filtering
the pump should be placed as low as possible. stages:
The suction pipe should be as short and with as few The primary filter contains several filter candles with
bends as possible in order to prevent cavitation of a filter mesh of 25 μm corresponding to a nominal
the pump. filtration degree of 20 μm.
The lub oil stand_by pump also acts as a priming The back_flushing facility operates continuously by
pump for the engine prior to start. means of the oil pressure. The back flushing oil is
led to the oil sump,
Design data:
The pressure drop across the filter candles is approx
Capacity: See planning data
0.2 bar with clean filter.
Pressure: Min 5 bar
Temperature: Max 85°C In case the pressure drop exceeds 2 bar, by_pass
Viscosity at valves in the filter will open.
normal
The filtered oil is always passing the secondary
operation: 40 cSt (corresponding to 70°C)
filter with a filter mesh of 50 μm.
Max viscosity for
dimensioning This filter also acts as a safety filter in case the
of el-motor: 1000 cSt (corresponding to by_pass valves are open.
12oC for SAE 40 oil)
The turbocharger is connected into the same pip-
Lub oil pressure control valve, item 6
ing system and must not be primed for more than 5
minutes. The motor starter for the stand_by pump
The control valve ensures a correct lub oil pressure
must be fitted with time and auxiliary relays limiting
also in case of operation with the lub oil stand_by
the stand_by pump to run for 5 minutes only.
pump.
When we are to supply the motor starter, the function
described is built_in. When the motor starter is not
included in our scope of supply, a drawing showing Strainer with magnetic insert, item 7
the components and connections required will be
forwarded. The strainer is part of the suction pipe in the oil
sump.
Lub oil cooler, item 3

Prefilter, item 20
The lub oil cooler with stainless steel plates is
built_on to the engine. All connections are integrated To protect the purifier pump, item 21, a prefilter should
in cooler/front_end box. be inserted before the pump.
The heat dissipation appears from the planning Design data:
data. Capacity: See oil pump, item 21
Mesh size: 0.8 _ 1.0 mm
Lub oil thermostatic valve, item 4
The integrated thermostatic valve has 4 elements

and controls the inlet temperature to the engine.
The nominal set-point is 66°C. Manual override is
featured when required by the classification society
concerned.
09.28
MAN Diesel
1690729-9.3
1440000 Lubricating oil system Page 4 (4)
L21/31
Lub oil pump to purifier, item 21 Lub oil preheating
The pump can be driven directly by the purifier or by In case engine stopped for a larger period it can be
an independent motor. required to install a preheater which can maintain
at least 40 °C in case engine has a longer stand
Design data: still period.
Capacity: V=FxP Preheating the lub oil to 40 °C is effected by the

preheater of the seperator via the free-standing
V: Pump capacity in litres/hour pump.
F: MDO - 0.32
HFO - 0.38 The preheater must be enlarged in size if necessary,
P: Power of the engine in kW at MCR so that it can heat the content of the service tank to
40 °C within 4 hours.
Temperature: Max 95°C Lub oil purifier, item 23
The circulating oil will gradually be contaminated by

Preheater before lub oil purifier, item 22 products of combustion, water and/or acid. In some
instances cat_fines may also be present.
The preheater must be able to raise the temperature
of the oil from approx 65°C to approx 95°C, which is In order to prolong the interval between the exchange
the temperature of the oil for purifying. of oil it is necessary to install an automatic self_clean-
ing lub oil purifier dimensioned to handle a flow of
Capacity: C = V x t/1800 approx 0.32-0.38 l/kWh.
C: Capacity of the preheater in kW As a guideline for the selection of purifier, the follow-
V: Flow through preheater in litres/hour - de- ing formula can be used:
fined from the capacity of the purifier.
t: Temperature difference 35°C (engine V = F x P x (24/T)
operating)
Max pressure 4 bar V: The nominal capacity of the purifier in litres/
Max pressure loss 0.5 bar hour
F: MDO - 0.32
Specific load on heating surface for an electric pre- HFO - 0.38
heater must not exceed 0.8 W/cm2 . P: Power of the engine in kW at MCR
T: Daily separating time, depending on purifier
(22_24 hours)
Guidance given by the manufacturer of the purifier

must be observed.
09.28
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralisation reserve than with fully com-
pounded engine oils (HD oils).
International specifications do not exist for medium alkalinity lubricating oils.
A test operation is therefore necessary for a corresponding long period in
accordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the table entitled "Lubricating oils approved for use
in heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Lubricating oil (SAE 40) - Specification for heavy fuel

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
Ageing tendency following 100 hours of heating - MAN ageing oven * -
up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
2012-02-23 - de
operation (HFO)
* Works' own method
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
General
oil
6680 3.3.6-01 EN 1 (5)

Additives The additives must be dissolved in the oil and their composition must ensure
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.

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

Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40

51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Neutralisation properties Lubricating oils with medium alkalinity and a range of neutralisation capabili-
(BN) ties (BN) are available on the market. According to current knowledge, a rela-
tionship can be established between the anticipated operating conditions
and the BN number as shown in the table entitled "Base number to be used
for various operating conditions". However, the operating results are still the
overriding factor in determining which BN number produces the most effi-
cient engine operation.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
2012-02-23 - de
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
operation (HFO)
content of less than 0.5 %

30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
General
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
for exclusively HFO operation only with a sulphur content < 1.5 %.
2 (5) 6680 3.3.6-01 EN

Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-
sponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF for
exclusively HFO operation providing the sulphur content is over 1.5 %.
50 32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficient
with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).
Table 3: Base number to be used for various operating conditions
Operation with low-sulphur To comply with the emissions regulations, the sulphur content of fuels used
fuel nowadays varies. Fuels with a low-sulphur content must be used in environ-
mentally-sensitive areas (SECA). Fuels with a higher sulphur content may be
used outside SECA zones. In this case, the BN number of the lubricating oil
selected must satisfy the requirements for operation using fuel with a high-
sulphur content. A lubricating oil with low BN number may only be selected if
fuel with a low-sulphur content is used exclusively during operation.
However, the results obtained in practiсe that demonstrate the most efficient
engine operation are the factor that ultimately determines, which additive
fraction is permitted.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers with a separate oil sump. If this oil is not available when filling, 15W40 oil
can be used instead in exceptional cases. In this case, it makes no difference
whether synthetic or mineral-based oils are used.
The military specification for these oils is O-236.
Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator

for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. Engines
supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.
2012-02-23 - de
operation (HFO)
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
used for as long as the oil properties remain within the defined limit values
General
(see table entitled "Limit values for used lubricating oil“). An oil sample must
6680 3.3.6-01 EN 3 (5)

be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D 445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat-
ing conditions
Guide value only .
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 4: Limit values for used lubricating oil
Tests
We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample
2012-02-23 - de
is required for the test.

operation (HFO)
Base Number (mgKOH/g)

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

AGIP —— Cladium 300 Cladium 400 ——
4 (5) 6680 3.3.6-01 EN

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

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

2012-02-23 - de
operation (HFO)
General
6680 3.3.6-01 EN 5 (5)

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

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -
up to 135 °C
gas oil, diesel oil (MGO/MDO) and biofuels
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method
Compounded lubricating oils The base oil to which the additives have been added (doped lubricating oil)
2012-02-23 - de
(HD oils) 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.
General
6680 3.3.5-01 EN 1 (5)

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40
51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Doped oil quality We recommend doped lubricating oils (HD oils) according to international
specifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
number of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the additive
content.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers with a separate oil sump. If this oil is not available when filling, 15W40 oil
can be used instead in exceptional cases. In this case, it makes no difference
whether synthetic or mineral-based oils are used.
2012-02-23 - de
The military specification for these oils is O-236.

Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
General
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. Engines
supplied after March 2005 are already filled with this oil.
2 (5) 6680 3.3.5-01 EN

Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil“). An oil sample must
be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.

If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation. gas oil, diesel oil (MGO/MDO) and biofuels
Tests
We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample
is required for the test.

2012-02-23 - de

General
6680 3.3.5-01 EN 3 (5)

Approved lubricating oils SAE 40

Manufacturer Base number 10 - 16 1) (mgKOH/g)

AGIP Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP Energol DS 3-154
CASTROL Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEVRON Texaco Taro 12 XD 40
(Texaco, Caltex) Delo 1000 Marine SAE 40
Delo SHP40
EXXON MOBIL Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
Delvac 1640
PETROBRAS Marbrax CCD-410
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)
STATOIL MarWay 1540
MarWay 1040 2)
TOTAL LUBMARINE Disola M4015

Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil and
diesel fuel
If marine diesel oil is used, which has a very high sulphur content of 1.5 up
1)
to 2.0 weight %, a base number of appr. 20 should be selected.

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

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

Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445
2012-02-23 - de
Base number (BN) at least 50 % of fresh oil ISO 3771

Flash point (PM) At least 185 ℃ ISO 2719
General
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
4 (5) 6680 3.3.5-01 EN

Metal content depends on engine type and operat-
ing conditions
Guide value only .
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with biofuels: max. 12 % FT-IR
biofuel fraction
Table 4: Limit values for used lubricating oil

2012-02-23 - de
General
6680 3.3.5-01 EN 5 (5)

MAN Diesel & Turbo
3700212-6.1
Page 1 (4) Starting air system 1450000
L21/31
L27/38
General through the safe start function which is connected to
the safety system mounted on the engine.
The compressed air system on the engine consists
of a starting system, starting control system and Further, the starting valve also acts as an emergency
safety system. Further, the system supplies air to starting valve which makes it possible to activate the
the jet system and the stop cylinders on each fuel air starter manually in case of power failure.
injection pump.
The compressed air is supplied from the starting air Safety System
receivers (30 bar) through a reduction station, where
from compressed air at max. 10 bar is supplied to As standard the engine is equipped with an emer-
the engine. The reduction station should be located gency stop. It consists of one on-off valve, see
as near the starting air receiver as possible. diagram, which activates one stop cylinder on each
To avoid dirt particles in the internal system, a strainer fuel injection pump.
equipped with a drain valve is mounted in the inlet
line to the engine. Air supply must not be interrupted when the engine
is running.
Starting System
Pneumatic Start Sequence
The engine is started by means of a built-on air
starter, which is a turbine motor with gear box, safety When the starting valve is opened, air will be supplied
clutch and drive shaft with pinion. Further, there is a to the drive shaft housing of the air starter.
main starting valve.
The air supply will - by activating a piston - bring the
drive pinion into engagement with the gear rim on
Control System the engine flywheel.
The air starter is activated electrically with a pneu When the pinion is fully engaged, the pilot air will
matic 3/2-way solenoid valve. The valve can be acti- flow to, and open the main starting valve, whereby
vated manually from the starting box on the engine, air will be led to the air starter, which will start to
and it can be arranged for remote control, manual turn the engine.
or automatic.
When the RPM exceeds approx. 158, at which firing
For remote activation the starting coil is connected has taken place, the starting valve is closed whereby
so that every starting signal to the starting coil goes the air starter is disengaged.
12.15
MAN Diesel & Turbo
3700212-6.1
1450000 Starting air system Page 2 (4)
L21/31
L27/38
10 x 1
12 x 1.5
7
C
PT
** DN32 G
1322 PI
C A F
** DN32 G PI B
A F
to consumers
B PSL
PT
1312 3A
3
A1 A2DN 6
10 bar 30 bar 4
*** DN 50
6 E
22 x 2
5
to drain
22 x 2
Drain mounted at E
lowest point to drain
2
1 1A
M M
Item Description The pressure switch for aut. START/STOP of the

compressor (items 1 and 1 A) should be connected
1 Compressor to the charging air pipe as close as possible to the
1A Compressor starting air receiver (items 3 and 3A) to compensate
2 Filter with water trap for pressure peaks from the compressor.
3 Starting air receiver
3A Starting air receiver
4 Filter
5 Pressure reducing valve Starting air receiver (items 3 and 3A):
6 Self closing safety valve 'A', 'B', 'C', 'E', 'F' and 'G' refer to corresponding
7 Typhon connections on the starting air receiver, if supplied by
MAN Diesel & Turbo, Frederikshavn.
2161560-9.1
Connections:
A1 Starting air - inlet Vertical installation of the starting air receiver is recom
A2 Starting air - before pressure reducing valve mended. For horizontal installation, the slope must be
min 5 degrees as shown.
**
The pipe length between receiver and main engine 3, 3A min 5°
starting air pipe is to be as short as possible
*** E
max 10 m from air receiver to engine To drain
Fig 1 Starting air diagram
12.15
MAN Diesel & Turbo
3700212-6.1
Page 3 (4) Starting air system 1450000
L21/31
L27/38
Compressor, items 1 and 1A Starting air receiver, items 3 and 3A
The pressure switch (PSL) for aut start/stop of the The starting air receiver should, preferably, be
compressors 1 and 1A is to be connected to the vertically installed and secured to a bulkhead, thus
charging air pipe as close as possible to the starting ensuring easy acess to the water drain valve. If
air receiver, to compensate for pressure peaks from space conditions do not permit vertical mounting,
the compressor. If the pipe is short, a buffer tank or the receiver may be minimum 5° off the horizontal,
damper is recommended. with the drain valve at the lowest position.
All of the starting air receivers, items 3 and 3A, should Two starting air receivers are standard equipment
be pressurized to 30 bar for approx 60 minutes. for each plant. Table on next page descripe minimum
values of starting air capacity.
Artic conditions 30 minutes.
Compressors are to be installed with total capacity Pressure reducing valve, item 5
sufficient for charging air receivers of capacities
specified from atmospheric to full pressure in the As standard the engines are fitted with a 10 bar air
course of one hour. starter. Therefore the air supply needs to be reduced
from 30 bar to 10 bar before inlet engine.
Two or more compressors of total capacity as speci-
fied are to be installed’. If the engine is fitted with a 30 bar air starter (option),
there will be a pressure reducing valve for stop air
Calculation (example): pressure installed.
30 * V If a pressure drop should occur, it is alarmed by the

P = (m3/h) pressure switch (PT 1322) on the engine control
1000 system. To have this indication there need to be a
pipe from before the pressure reducing station to
P = Total capacity of the compressors (m3/h) location of pressure switch (PT 1322).
V = Total volume of the starting air reciever (dm3)
at service pressure of 30 bar)
Starting air and charging air pipe
Example: 1 x 250 ltr + 1 x 500 ltr
The starting and charging air pipes are to be installed
30 * 750 with a slope towards the starting air receiver, pre-
P = = 22.5 (m3/h) venting possible condensed water from running into
1000 the air starting motor or the compressors. A drain
valve has to be installed at the lowest position of the
starting air pipe, as shown in fig 1.
Filter with water trap, item 2
A filter with water trap should be installed in the

charging air pipe between the compressors and the
starting air receivers.
12.15
MAN Diesel & Turbo
3700212-6.1
1450000 Starting air system Page 4 (4)
L21/31
L27/38
Engine type / No of cylinders Single engine arrangement Twin engine arrangement
L27/38 / 6 - 7 cylinder 2 x 500 ltr 2 x 1,000 ltr
L27/38 / 8 - 9 cylinder 2 x 750 ltr 3 x 750 ltr
1 x 250 ltr
L21/31 / 6 - 7 cylinder 2 x 250 ltr
1 x 500 ltr
L21/31 / 8 - 9 cylinder 2 x 250 ltr 2 x 500 ltr
12.15
Specifications for intake air (combustion air)
Specifications for intake air (combustion air)

General
The quality and condition of intake air (combustion air) have a significant
effect on the power output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also con-
tamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular main-
tenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pres-
sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-
tion.
Requirements
Gas engines or dual-fuel engines may only be equipped with a dry filter. An
oil filter should not be installed, because they enrich air with oil mist, which is
not permissible for gas operated engines. Filters of efficiency class G4
according to EN 779 must be used. The concentrations downstream of the
air filter and/or upstream of the turbocharger inlet must not exceed the fol-
lowing limit values:
Properties Typical value Unit *
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1
* One Nm3 corresponds to one cubic meter of
gas at 0 °C and 101.32 kPa. Specifications for intake air (combustion air)
Table 1: Intake air (combustion air) - typical values to be observed
Intake air shall not contain any flammable gases

Intake air shall not contain any flammable gases. Make sure that the
combustion air is not explosive.
2012-01-17 - de
General
6680 3.3.11-01 EN 1 (1)

MAN Diesel & Turbo
3700196-9.0
Page 1 (1) Turbocharger - make MAN 1459000
General
Description
The engines are as standard equipped with a turbo nozzle ring made of a special wear resistant material.
charger of the radial type MAN NR/R, NR/S and TCR.
Air intake silencer with filter, and compressor casing
The rotor, comprising compressor, turbine wheel and with one outlet.
shaft, is supported in floating plain bearing bushes.
Lubrication of the two plain bushes is an integrated
The turbine wheel is an integrated part of the shaft. part of the engine lub. oil system.
Gas admission casing with gas outlet diffusor mat The turbocharger has no water cooling.
ched to the exhaust pipe arrangement and a turbine
L21/31 L27/38
215 kW/cyl. 6 cyl. TCR16 340 kW/cyl. 6 cyl. TCR18
1000 rpm 800 rpm
7 cyl. TCR18 7 cyl. TCR20

365 kW/cyl. 6 cyl. TCR18
800 rpm
7 cyl. TCR20
L28/32A
8 cyl. TCR20
245 kW/cyl. 6 cyl. NR24/R
775 rpm 9 cyl. TCR20
7 cyl. NR24/R
8 cyl. NR24/R
9 cyl. NR26/R L23/30A

160 kW/cyl. 6 cyl. NR20/R
900 rpm
8 cyl. NR20/R
11.42 - Tier II
MAN Diesel & Turbo
3700195-7.0
Page 1 (2) Exhaust Gas Velocity 1459000
L21/31
L27/38
Exhaust gas flow Exhaust gas temp. DN Exhaust gas velocity

Nominal diameter
Engine type
kg/h °C mm m/sec.
6L21/31, 1000 rpm (215 kW) 10200 319 450 32.1
7L21/31, 1000 rpm (215 kW) 11900 319 500 30.3
8L21/31, 1000 rpm (215 kW) 13600 319 500 34.6
9L21/31, 1000 rpm (215 kW) 15200 319 550 32.0
6L27/38, 800 rpm (340 kW) 14700 360 550 33.1
7L27/38, 800 rpm (340 kW) 17100 360 600 32.2
8L27/38, 800 rpm (340 kW) 19600 360 650 29.8
9L27/38, 800 rpm (340 kW) 22000 360 650 33.5
6L27/38, 800 rpm (365 kW) 15300 385 550 35.9
7L27/38, 800 rpm (365 kW) 17900 385 600 34.9
8L27/38, 800 rpm (365 kW) 20400 385 650 32.3
9L27/38, 800 rpm (365 kW) 23000 385 650 36.3
Density of exhaust gases ρA~ 0.6 kg/m³
11.42 - Tier II
MAN Diesel & Turbo
3700195-7.0
1459000 Exhaust Gas Velocity Page 2 (2)
L21/31
L27/38
The exhaust gas velocities are based on the pipe dimensions in the table below.
T D2
D1
Flow area
DN D1 D2 T
A
Norminel diameter mm mm mm
10-3 m2
300 323.9 309.7 7.1 75.331
350 355.6 339.6 8.0 90.579
400 406.4 388.8 8.8 118.725
450 457.0 437.0 10.0 149.987
500 508.0 486.0 11.0 185.508
550 559.0 534.0 12.5 223.961
600 610.0 585.0 12.5 268.783
11.42 - Tier II
MAN Diesel & Turbo
3700197-0.0
Page 1 (1) Exhaust gas system 1459000
L21/31
Position of gas outlet on turbocharger Fig 1 shows alternative positions for the exhaust gas
outlet and if requested the outlet can be turned to a
The turbocharger outlet is fitted with a round flange, desired position prior to dispatch.
adapted for direct installation of an expansion bellow.
0o
From 0o to 45o
continuously adjustable A x3
From 270o to 359o
continuously
adjustable 45o C
B
270o
D
CL Crankshaft
782 355
Engine ø A *) B C D
type mm mm mm mm
6L21/31 (TCR 16) 450 305 721 2029
7L21/31 (TCR 18) 500 305 808 2121
8L21/31 (TCR 18) 500 305 808 2121
9L21/31 (TCR 18) 550 315 808 2121

*) Exhaust pipe dimension
Fig 1 Position of exhaust gas outlet
11.42 - Tier II
MAN Diesel & Turbo
3700198-2.0
Page 1 (1) Exhaust gas system 1459000
L21/31
A
BC
DN
LN
Nx D
6 S 02
Exhaust pipe dimension in mm 450 500 500 550

Number of cylinders 6 7 8 9
Outer flange diameter A 595 645 645 703
Pitch circle diameter BC 550 600 600 650
Exhaust pipe dimension DN 450 500 500 550
Free length in mm LN 305 305 305 315
Number of holes Nx D 16x 22 20x 22 20x 22 20x 22
Fig 1 Exhaust gas compensator
11.42 - Tier II
MAN Diesel & Turbo
3700071-1.0
Page 1 (11) System Description - SaCoSone 1475000
L21/31
L27/38
System overview
General information
SaCoSone PROPULSION is the safety, control and monitoring system for MAN small bore diesel engines,
types L21/31 and L27/38.
All engine mounted sensors and actuators are connected to the system and controlled by the engine attached
SaCoSone PROPULSION. Optional, the system also monitors and supervises the gearbox. Additionally, there
is the possibility of monitoring propeller sensors like shaft bearing temperatures. SaCoSone PROPULSION
controls and monitors all engine functions including clutch control and the visualisation of engine-related pre-
alarms, system-alarms, safety actions, operating values and operation status.
In this context, safety actions means shutdown of the engine, as well as request for load reductions and if
required, auto disengaging.
Schematics
Cabling diagram
Local Operating Panel Control Unit Spashoil Unit*
Ship alarm system Power supply Exernal Systems:

- Ship Alarm System
- Remote Control
- PCS/PMS
- Generator Control
11.04 - rev 1.1 (26-01-2011)

MAN Diesel & Turbo
3700071-1.0
1475000 System Description - SaCoSone Page 2 (11)
L21/31
L27/38
System bus diagram
Optional Standard Optional

with Alpha gear
SaCoS one Propulsion Vessel

Display Module/ EDS /
EXPERT Control Alarm
ROP Online Service
System System
optional
Ethernet
RS 422
RS 422
Ethernet
Ethernet
Ethernet
control bus
Control Module Display Module/ Display Module/ Control Module Control Module Control Module Gateway
Small/Gearbox LOP2 LOP1 Small/Safety Small/Alarm Small /Splashoil Module
optional optional optional
CAN3
CAN3
Gearbox &
Safety
Propeller
Extension Unit
Extension Unit
optional optional
Components
The table shows the required components for the system:
Foreign gearbox
Control Unit •
Local Operating Panel •
Splash-Oil Unit «
Gateway Cabinet «
Gearbox & Propeller Unit -
Safety Extension Unit -
Gearbox & Propeller Ext. Unit -
• = Standard « = Optional - = Not available
Control Unit
The Control Unit contains two Control Modules S (CMS), the CMS/alarm and the CMS/safety and is directly
attached to the engine.
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
Control Module S/alarm (CMS/alarm)
The Control Module S/alarm contains all engine related control functions, pre-alarming and redundant shut-
downs. In addition system alarms like monitoring of all connected sensors and actuators are part of the CMS/
alarm functionality.
The CMS/alarm also offers a MODbus RS422 interface to the vessel alarm system.
Control functions:
• Remote start and stop of engine

• Local start and stop of engine
• Waste gate flap control
• Charge air blow by flap control
• ...
Control Module S/safety (CMS/safety)
The Control Module S/safety contains all engine, propeller and gearbox related shutdowns and load reduc-
tions. In addition system alarms like monitoring of all connected sensors and actuators are part of the CMS/
safety functionality.
The CMS/safety also offers a MODbus RS422 interface to the Propulsion Control System, in case an Alpha
Propeller is applied.
Slow downs, shut downs and pre alarms can be found in the engine serial no. related list of measuring and
control devices, or in the application specific list of alarms and safeties.
Local Operating Panel
On the Local Operating Panel (abbr. LOP), all operating values available in the system, as well as alarms,
shutdowns and system alarms, and engine operation status indications are displayed. Furthermore, some
basic operator actions are handled from the LOP:
• Start of engine
• Stop of engine
• Acknowledge and reset of alarms, shutdowns, etc.
• Manual emergency stop
• Engine speed lower/raise
• Clutching/Declutching (optional)
• Pitch setting (optional)
The LOP consists, due to classification requirements for single propulsion plants, of two Display Modules
(DM), where one DM is the backup for the other DM. Even though, when both DM are working properly, it is
possible to have two different views on the DMs.
Splash-oil Unit (opt.)
The Splash-oil Unit is optional in case that splash-oil monitoring is applied. The unit contains one Control
Module S/Splashoil which includes the whole splash-oil monitoring functionalities, such as pre-alarm, shut-
down, sensor monitoring, etc.
11.04 - rev 1.1 (26-01-2011)

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
Gateway Cabinet (opt.)
The Gateway Cabinet (GC) is optional and is required in case EDS will be applied. The Gateway Cabinet will
also be supplied if the ship alarm system must be connected via MODBUS TCP. In case of applied Gateway
Module (GM), there are only data handling functions realized within it, no control functions alarming a safety
function are implemented.
Remote Operating Panel (opt.)
The optional Remote Operating Panel can be mounted within engine control room or wheelhouse. It consists
of one Display Module on which operating values and status are indicated. The ROP is only used for indica-
tion of operating values and status and provides no control authority.
Safety Extension Unit (opt.)
Depending on specific requirements by some classification societies, it is necessary to connect additional

sensors of the gearbox. In this case, the Safety Extension Unit (SEU) is applied. It is mainly used for some
additional temperature sensors in case of RINA classification. The unit provides additional I/O-modules and
is connected to the Control Unit via CAN.
Optional gearbox monitoring units
Gearbox & Propeller Unit (opt.)
The Gearbox & Propeller Unit (GPU) contains a Control Module S/Gearbox, which receives measuring data
from sensors located on gearbox or propeller or on the shaft. The collected data are transmitted to the differ-
ent modules in order to create alarms, realise control functions or submitting them to PCS or alarm system.
The GPU is only applied, in case of an AMG gearbox from Alpha Propeller.
Gearbox & Propeller Extension Unit (opt.)
In case there are more sensors on gearbox and propeller and shaft, the Gearbox & Propeller Extension Unit
(GPEU) provides several additional I/Os and a CANopen coupler for the connection to the GPU.
Technical data
Dimensions
Width Height Depth Weight
Control Unit 800 mm 560 mm 155 mm tba.
Local Operating Panel 700 mm 400mm ca.140 mm tba.
Splash-Oil Unit 310 mm 400 mm 100 mm tba.
Gearbox & Propeller Unit tba. tba. tba. tba.
Safety Extension Unit tba. tba. tba. tba.
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
System description
Safety system
Safety functions
The safety system monitors all operating data of the engine and initiates the required actions, i.e. engine shut-
down, in case the limit values are exceeded. The safety system is integrated in the CMS/safety. The safety
system directly actuates the emergency shut-down device and the stop facility of the speed governor.
Emergency stop
Emergency stop is an engine shutdown initiated by an operator manual action like pressing an emergency
stop button. An emergency stop button is placed at the LOP on engine. For connection of an external emer-
gency stop button there is one input channel at the Control Unit.
Automatic shutdown
Auto shutdown is an engine shutdown initiated by any automatic supervision of engine internal parameters. If
an engine shutdown is triggered by the safety system, the emergency stop signal has an immediate effect on
the emergency shut-down device and the speed control. At the same time the emergency stop is triggered,
SaCoSone issues a signal resulting in disengaging the clutch. The following list of criteria leading to an auto-
matic shutdown and might be incomplete. For more details see the “List of measuring and control devices”.
• Engine overspeed
• HT cooling water pressure inlet too low
• HT cooling water temperature outlet too high
• Lube oil pressure at engine inlet low
• Gear lube oil pressure too low
• Gear pinion bearing fore temp. too high
• Gear pinion bearing after temp. too high
• Gear wheel bearing fore temp. too high
• Gear wheel bearing after temp. too high
• Gear clutch bearing temp. too high
• Gear clutch support bearing temp. too high
• Splash oil temperature rod bearing too high (optional)
• Main bearing temperature too high (optional)
• High oil mist concentration in crankcase (optional)
• Remote Shutdown (optional)
Load reductions
After the exceeding of certain parameters, a load reduction to 60% is necessary. The safety system super-
vises these parameters and requests a load reduction, if necessary. The load reduction has to be carried out
by an external system (PCS, PMS). For safety reasons, SaCoSone PROPULSION will not reduce the load
by itself. The following list of criteria leading to a load reduction request and might be incomplete. For more
details see the “List of measuring and control devices”.
• Turbocharger speed high

• Exhaust gas temperature at cylinder too low/high
11.04 - rev 1.1 (26-01-2011)

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
• Exhaust gas temperature at turbocharger inlet too high
• HTCW pressure too low
• HTCW temperature cylinder row outlet too high
• Lube oil temperature engine inlet too high
• Charge air temperature too high
• Lube oil filter differential pressure too high
• Gear lube oil temperature too high
• Gear thrust bearing temperature too high
Auto disengagements
If SaCoSone PROPULSION is used for clutch monitoring, it will carry out automatic disengagements of the
clutch to protect gearbox, propeller or engine against destruction. In this case, the clutch will be opened as
fast as possible.
The following list of criteria leading to an automatic disengagement and might be incomplete. For more details
see the “List of measuring and control devices”.
Clutch medium pressure low
Automatic shutdown of the engine
Manual emergency stop of the engine
Alarm/monitoring system
Alarming
The alarm function of SaCoSone PROPULSION supervises all necessary parameters and generates alarms
to indicate discrepancies when required. The alarms will be transferred to ship alarm system via Modbus data
communication.
Self-monitoring
SaCoSone PROPULSION carries out independent self-monitoring functions. Thus, for example the connect-
ed sensors are checked constantly for function and wire break. In case of a fault SaCoSone PROPULSION
reports the occurred malfunctions in single system components via system alarms.
Control
SaCoSone PROPULSION controls all engine-internal functions as well as external components, for example:
• Start/stop sequences:
• Local and remote start/stop sequence.
• Activation of start device. Control (auto start/stop signal) regarding prelubrication oil pump.
• Monitoring and control of the acceleration period.
• Jet system:
• For air fuel ratio control purposes, compressed air is lead to the turbocharger at start and at load
steps.
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
• Control signals for external functions:
• HT cooling water preheating unit
• Prelubrication oil pump control
• Redundant shutdown functions:

• Engine overspeed
• Low lubrication. oil pressure inlet engine
• High cooling water temperature outlet engine
Speed Control System
Governor
Single propulsion engines

Single propulsion engines are equipped with mechanical governors in combination with electric speed setting
device for remote speed setting by the Propulsion Control System.
Multi propulsion engines

For multi propulsion engines the electronic speed control is realised by the Control Module. The engine is
equipped with an electro-hydraulic actuator. Engine speed indication is carried out by means of redundant
pick-ups at the camshaft.
The electronic speed governor is a part of the software in the CMS/alarm module and controls with its output
the on the engine attached mechanically/hydraulically actuator.
Speed adjustment
Remote speed setting is either possible via analogue 4-20 mA signal or by using binary lower/raise contacts.
Load sharing
For load sharing purposes (several engines on one shaft) or other applications droop will be required. The
speed droop is adjustable from 0-10% as the application requires.
Load sharing for two propellers on one shaft requires electronic speed governing and will be realized by
master/slave load sharing.
Engine stop
Engine stop can be initiated local at the LOP and remote via a hardware channel or the bus interface.
Clutch, Gearbox and propeller control
SaCoSone PROPULSION monitors the relevant temperatures and pressures of the gearbox and propeller.
The system also provides hardwired interfaces for the control of the clutch.
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
Interfaces to external systems
Interface to PCS
Control Unit Propulsion Control

System
Prop. pitch not in zero position
Engine jet assist . clutch engage
Engine jet assist . clutch engage astern
Acknowledge remote starting failure
Engine unloaded
Engine rot . speed (engine running )
Engine speed setpoint
Engine rot . speed (indication )

terminal block
Engine fuel injection index /load
Engine stop order

Control Module /alarm Engine start order
-3D1
CPP clutch engaged
Engage speed OK
Request ext . control authority
Engine governor failure (MCR speed)
Start blocked /Start failure
Ext. control active
Engine jet assistance load increased
Engine jet assistance clutch engage astern
Request CPP clutch engage speed
Engage speed OK /Engage valve command

CAN 2
CAN1
R422 *
Engine overload (near limit )
Engine overload (Index >102%)

terminal block
Load reduction request
Control Module /safety Request zero pitch /shutdown
-1D1 CPP clutch auto /emergency disengage comm .
Override external
Override crankcase monitoring external
Gear thrust clutch disengage command (safety )
CPP clutch disengaged
Digital I/O Analog I /O Powered Output MODbus RTU
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
Interface to ship alarm system
Data Machinery Interface
This interface serves for data exchange to ship alarm systems or integrated automation systems (IAS).
The status messages, alarms and safety actions, which are generated in the system, can be transferred. All
measuring values and alarms acquired by SaCoSone are available for transfer.
SaCoSone uses the MODbus RTU protocol.
Overview
Control Unit Ship Alarm System
Additional shutdown signal

terminal block
Control Module /alarm Common monitoring system failure
-3D1 Engine alarm cut off
R422
CAN 2
CAN1
Additional load reduction signal

Control Module /safety
terminal
block
Additional shutdown signal

-1D1
Common safety failure
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
Interface to the plant
Plant
Fuel viscosity failure
terminal block
Gear eng . disc clutch disengaged
Control Module /alarm Propeller shaft locking engaged
-3D1 Engine speed (indication )
Lube oil temperature cooler inlet
Engine lub . oil filter bypass valve open

CAN 2
CAN1
Engine charge air pressure indication
Lube oil pressure filter inlet
Engine ambient pressure (absolute press .)

terminal block
Fuel oil pressure filter inlet

Control Module /safety Engine LT water start standby pump
-1D1
Engine HT water start standby pump
Engine start preheating
Engine lub . oil start standby pump
Engine fuel start standby pump
Interface to the gear & PMS
Control Unit
Control Module /alarm Ext. load signal (geno load for load sharing ) PMS
terminal
block
-3D1 Gear lubrication oil pressure

PT223 A Gear
CAN 2
CAN1
Gear lubrication oil pressure

PT2231 B
Control Module /safety
terminal
block
Gearbox common load reduction

-1D1
Clutch medium press . low (autodisengage )
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700071-1.0
L21/31
L27/38
SaCoSone EXPERT
The Ethernet interface at the Display Module can be used for the connection of SaCoSone EXPERT.
Power supply
The plant has to provide electric power for the automation and monitoring system. In general a redundant,
uninterrupted 24V DC (+20% -30% and max ripple 10%) power supply is required for SaCoSone.
CoCoS-EDS (optional)
The Ethernet connection to CoCoS-EDS is realised by means of the Gateway Cabinet (GC), which is con-
nected to the Control Unit via the system bus.
Splash-oil Monitoring (optional)
If the Splash-oil Monitoring is applied, the engine will be equipped with a Splash-oil Unit, which is connected
to the Control Unit via the system bus.
Abbreviations
Abbreviation Meaning
CMS Control Module S
CU Control Unit
DM Display Module
GM Gateway Module
GPU Gearbox & Propeller Unit
GPEU Gearbox & Propeller Extension Unit
GC Gateway Cabinet
LOP Local Operating Panel
ROP Remote Operating Panel
SEU Safety Extension Unit
SU Splashoil Unit
rev 1.1 - (26-01-2011) - 11.04

MAN Diesel & Turbo
3700072-3.0
Page 1 (2) Modbus interface - SaCoSone 1475000
L21/31
L27/38
Data Bus Interface (Machinery Alarm System)
This interface serves for data exchange to ship alarm systems or integrated automation systems (IAS).
The status messages, alarms and safety actions, which are generated in the system, can be transferred. All
measuring values and alarms acquired by SaCoSone PROPULSION are available for transfer.
The Modbus RTU protocol is the standard protocol used for the communication with ship alarm system.
Modbus RTU protocol
The bus interface provides a serial connection. The protocol is implemented according to the following defini-
tions:
• Modbus application protocol specification, Modbus over serial line specification and implementation
guide,
Available interface:
• RS422 – Standard, 4 + 2 wire (cable length <= 100m), cable type as specified by the circuit diagram,
line termination: 150 Ohms
Settings
The communication parameters are set as follows:
Modbus Slave SaCoS

Modbus Master Machinery alarm system
Slave ID (default) 1
Data rate (default) 57600 baud
4800 baud
9600 baud
Data rate (optionally available) 19200 baud
38400 baud
115200 baud
Data bits 8
Stop bits 1
Parity None
Transmission mode Modbus RTU
Function Codes
The following function codes are available to gather data from the SaCoSone controllers:
Function Function Code

Description
Code (hexadecimal)
1 0x01 read coils
3 0x03 read holding registers
5 0x05 write coil
6 0x06 write single register
15 0x0F write multiple coils
16 0x10 write multiple registers
22 0x16 mask write register
23 0x17 read write multiple registers
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MAN Diesel & Turbo
3700072-3.0
1475000 Modbus Interface - SaCoSone Page 2 (2)
L21/31
L27/38
Message Frame Separation
Message frames shall be separated by a silent interval of at least 4 character times.
Provided Data
Provided data includes measured values and alarm or state information of the engine.
Measured values are digitized analogue values of sensors, which are stored in a fixed register of the Con-
trol Module Small. Measured values include media values (pressures, temperatures) where, according to
the rules of classification, monitoring has to be done by the machinery alarm system. The data type used is
signed integer of size 16 bit. Measured values are scaled by a constant factor in order to provide decimals of
the measured.
Pre-alarms, shutdowns and state information from the SaCoSone system are available as single bits in fixed
registers. The data type used is unsigned of size 16 bit. The corresponding bits of alarm or state information
are set to the binary value „1“, if the event is active.
��
Contents of List of Signals
For detailed information about the transferred data, please refer to the ”list of signals“ of the engine’s docu-
mentation set. This list contains the following information:
Field Description
Address The address (e.g.: MW15488) is the software address used in the Control Module Small.
The hexadecimal value (e.g.: 3C80) of the software address that has to be used by the
HEX
Modbus master when collecting the specific data.
Information of alarms, reduce load, shutdown, etc. are available as single bits.
Bit
Bits in each register are counted 0 to 15.
The dedicated denomination of the measuring point or limit value as listed in the
Meas. Point
„list of measuring and control devices“.
Description A short description of the measuring point or limit value.
Information about how the value of the data has to be evaluated by the Modbus master
Unit
(e.g. „°C/100“ means: reading a data value of „4156“ corresponds to 41,56 °C).
Origin Name of the system where the specific sensor is connected to, or the alarm is generated.
Signal range The range of measured value.
Life Bit
In order to enable the alarm system to check whether the communication with SaCoS is working, a life bit is
provided in the list of signals (MW15861; Bit2). This Bit is alternated every 10 seconds by SaCoS. Thus, if it
remains unchanged for more than 10 seconds, the communication is down.
rev 1.0 - (26-01-2011) - 11.04

MAN Diesel & Turbo
1690750-1.1
Page 1 (1) PTO on engine front 1485000
L21/31
PTO on fore end of engine The PTO-arrangement for the driven equipment
may only cause a small axial force to the engine
The engine can be supplied with a PTO on the fore crankshaft. − Typically below 1500 kN.
end, as an adapted extension to the crankshaft,
see fig 1. The temperature expansion factor must be avoided.
The crankshaft guide bearing is located in the aft
The PTO can be dimensioned to transmit the full end of the engine. Due to that the PTO−shaft can
engine power. If a plant is to be supplied with PTO it move forward (out the engine) up to 2 mm in extreme
must be planned in co−operation with us. For carrying conditions.
out the torsional vibration analysis of the complete
propulsion system, all necessary information con- This deflection may cause the flexible coupling be-
cerning the PTO is needed. tween the crankshaft and the driven equipment to
create an additional axial force, which must be taken
Generally, a flexible coupling between the PTO and into consideration when the PTO−arrangement is
the generator and/or driven machinery will be neces- being designed.
sary and this coupling must be selected to transmit
the PTO requirements, accommodate and absorb any Please ask our project plant department for advise.
vibrations which may be present. Usually a toothed An additional small PTO of max 40 kW is available
coupling will not be allowed. on the engine fore end. It can either be used for a
sea water pump, or for a hydraulic pump for the
steering gear.
100% PTO shaft

Cyl. no. 1
355 875 To be adapted to coupling
Fig 1 PTO arrangement
11.10

Man B&W Engine Propulsion 1290 KWH

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L21/31-VBS

Project guide Index

Text Index Drawing No.

General information 1000

Introduction 100000 3700132-3.1

Propeller equipment 2000

Main dimensions 200010 1690704-7.0

Reduction gear 3000

Project planning data - AMG28EV 332000 1696462-2.1

Packing and preservation 9000

Main dimensions 1400000 3700116-8.0

Index Project guide

Text Index Drawing No.

Space requirements 1400000 1690749-1.1

Complete propulsion system, examples:

diameter of propeller hub

Remote control system

r/min Engine type

500-514 L51/60DF V51/60DF

500-514 L48/60CR V48/60CR

500-514 L48/60B V48/60B

720-750 L32/44CR V32/44CR

720-750 L32/40 V32/40

0 5,000 10,000 15,000 20,000 25,000

Engine type, 6 - 9L21/31, Propulsion, Tier II

Output kW/cyl 215

Engine speed rpm 1000

Max Pressure 100%

Arrangement drawings Contract documentation

– Selection of optimum propulsion plants

100% PTO is possible from either end of the engine

Fig 1 The L21/31 propulsion engine

Fig 2 The L21/31 Propulsion Package - Main dimensions

Standard propulsion programme L21/31-VO, ducted propeller

6L21/31 1010 278 0

Engine Gear Gear Hub ODG Shaft Ø A B C D E L M W-min

Fig 1 Main dimensions

Optimum propeller diameter – open propeller 13 knots

Engine Gearbox Gearbox Propeller Hub Propeller Shaft Blade Coupling

37VO11 270 VBS 640 2350 188 176 ODG180

1290 kW 52VO13 190 VBS 740 2800 211 221 ODG200

37VO11 270 VBS 640 2500 198 212 ODG180

1505 kW 52VO13 190 VBS 740 2950 220 266 ODG200

36VO16 278 VBS 640 2550 204 239 ODG180

36VO16 278 VBS 740 2600 212 265 ODG200

1935 kW 52VO27 194 VBS 860 3100 237 354 ODG225

FOUR–Stroke standard propulsion program – ducted propeller

37VO11 270 VBS 640 2250 188 159 ODG180 23.5

37VO11 270 VBS 640 2350 198 188 ODG180 26.7

36VO16 278 VBS 640 2400 204 210 ODG180 29.4

36VO16 278 VBS 640 2450 212 230 ODG200 32.3

Type of vessel : _______________________________________________________

For propeller layout please provide the following information:

1. S : ________ mm W : ________ mm I : ________ mm (as shown above)

2. Stern tube and shafting arrangement layout

3. Stern tube mountings: Epoxy mounted ___ or interference fitted ___

4. Propeller aperture drawing

6. Drawing of lines plan

7. Classification society: _______________ Notation:_________

Ice class notation : _______________

8. Maximum rated power of shaft generator : __________ kW

Ship speed : __________ kn. Engine service load : __________ %

1. S : mm W : mm I : mm (as shown above)

3. Stern tube mountings: Epoxy mounted _ or interference fitted _

7. Classification society: _______ Notation:_

Ship speed : kn. Engine service load : %

Service/sea margin : % Shaft gen. service load : kW